Transportation Controls
To Reduce Motor Vehicle Emissions
IN
SALT LAKE CITY, UTAH
ENVIRONMENTAL PROTECTION AGENCY
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TRANSPORTATION CONTROLS
TO REDUCE MOTOR VEHICLE EMISSIONS
IN
SALT LAKE CITY, UTAH
Prepared by:
GCA CORPORATION
GCA TECHNOLOGY DIVISION
Bedford, Massachusetts
Contract No. 68-02-0041
ENVIRONMENTAL PROTECTION AGENCY
Research Triangle Park
North Carolina 27701
December 1972
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DISCLAIMER
This report was furnished to the Environmental Protection Agency by the
GCA Technology Division in fulfillment of Contract Number 68-02-0041,
Task Order No. 7. The contents of this report are reproduced herein as
received from the contractor. The opinions, findings and conclusions
are those of the authors and not necessarily those of the Environmental
Protection Agency. Mention of company or product names does not consti-
tute endorsement by the Environmental Protection Agency.
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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 Tatnny of the Land Use Planning
Branch, EPA, Durham, North Carolina, and Mr. Dale Wells (Co-Project
Officer) of EPA Region VIII.
Many members of local and state agencies supplied data and criti-
cal analysis to the study.
Wilbur Smith and Associates, Inc. and Abt Associates, 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.
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TABLE OF CONTENTS
Section Title Pac
I INTRODUCTION AND SUMMARY 1-1
A. BACKGROUND . 1-1
B. PURPOSE, SCOPE AND LIMITATIONS OF STUDY 1-1
C. CONTENT OF REPORT 1-3
D. SUMMARY OF PROBLEM AND REQUIRED TRANSPORTATION 1-5
CONTROLS
II VERIFICATION AND ASSESSMENT OF AIR POLLUTION PROBLEM, II-l
A. OUTLINE OF METHODOLOGY II-l
1. General II-l
2. Methodology for Carbon Monoxide II-2
3. Discussion of Methodology for Carbon Monoxide II-4
4. Methodology and Discussion for Oxidants II-8
B. DISCUSSION OF 1970-1972 AIR QUALITY LEVELS II-9
1. Natural Features Affecting Pollution II-9
Potential
2. Location and. Type of Instrumentation1 11-11
3. Review of Air Quality Data 11-12
4. Impact of Stationary Sources 11-26
5. Required Air Quality Improvement 11-29
C. DISCUSSION OF VEHICLE MILES OF TRAVEL 11-31
1. General 11-31
2. Traffic Densities 11-34
3. Traffic Variations ,11-34
4. Vehicle Type 11-36
5. Trip Purpose 11-36
6. Trip Length 11-41
7. Average Daily Driver Trip Ends 11-41
8. Core Area Vehicle Miles of Travel 11-41
D. DERIVATION OF 1977 AIR QUALITY LEVELS 11-47
1. General . 11-47
2. Estimation of CO Levels 11-54
3. Estimation of Oxidant Levels 11-59
E. DISCUSSION OF 1978 AND 1979 CARBON MONOXIDE 11-66
LEVELS
F. SUMMARY OF PROBLEM AND CONCLUSIONS 11-66
III EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS III-l
A. GENERAL III-l
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TABLE OF CONTENTS (Cont.)
Section Title Page
III (Cont.) B. MOTOR VEHICLE INSPECTION PROGRAM III-2
1. Statewide Emission Inspection Program in III-2
conjunction with Vehicle Safety Inspection
2. Regional Inspection Program-Air Pollution III-6
Specific
3. Transferred Motor Vehicle Inspection III-6
Program
4. Spot Check Program III-7
5. Inspection Test Procedures III-7
6. Impact on Vehicle Emissions 111-15
7. Cost Analyses 111-17
C. RETROFIT REQUIREMENT 111-19
D. TRAFFIC FLOW IMPROVEMENTS 111-24
1. Traffic Signal System 111-25
2. Impact on Vehicle Emissions 111-25
E. PERIPHERAL PARKING 111-29
1. General 111-29
2. Impact on Vehicle Emissions 111-32
F. IMPROVED MASS TRANSIT 111-33
1. General 111-33
2. Impact on Vehicle Emissions 111-35
G. OTHER ALTERNATE STRATEGIES 111-36
1. Prohibit Traffic During Certain Periods of 111-36
the Day and, in Specified Areas
2. Restrict Curb Parking 111-36
3. Staggered Work, Hours 111-37
4. Car Pooling 111-37
5. Reduction in Truck VMT 111-38
IV SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE IV-1
OF AIR QUALITY IMPACT
A. RECOMMENDED STRATEGY IV-1
B. AIR QUALITY IMPACT IV-2
V OBSTACLES TO IMPLEMENTATION OF SELECTED CONTROLS V-l
A. INTRODUCTION AND SUMMARY V-l
B. METHODOLOGY V-2
11
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TABLE OF CONTENTS (Cont.)
Section Title
V (Cont.) C. ASSESSMENT OF PROPOSED TRANSPORTATION CONTROL
STRATEGIES
1. Recommended Strategy: (Traffic Flow
Improvements)
2. Other Candidate Strategies
VI SURVEILLANCE REVIEW PROCESS
A. TRAFFIC SURVEILLANCE METHODS
1. Estimated Traffic Growth
2. Estimated Speeds
B. AIR QUALITY SURVEILLANCE
C. SURVEILLANCE AND REVIEW MILESTONES
APPENDIX A 1971-1977 VEHICLE MILES OF TRAVEL
APPENDIX B TRAVEL DENSITIES
APPENDIX C TABULATIONS OF VEHICULAR EMISSIONS
APPENDIX D QUESTIONNAIRE - TESTING THE FEASIBILITY OF CONTROL
STRATEGIES
APPENDIX E LIST OF INTERVIEWEES
V-3
V-3
V-6
VI-1
VI-1
VI-2
VI-3
VI-4
VI-6
A-l
B-l
C-l
t
D-l
E-l
iii
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LIST OF TABLES
Table Title
1-1 SUMMARY EMISSION AND CO AIR QUALITY DATA FOR SALT LAKE 1-7
CITY (ZONE H)
II-l HIGHEST AND SECOND HIGHEST CO LEVELS OBSERVED AT SALT 11-14
LAKE CITY
II-2 MAXIMUM 1-HOUR CO CONCENTRATIONS (IN PPM) OBSERVED IN 11-18
SALT LAKE CITY DURING THE PERIOD 1 JULY 1971 TO
30 JUNE 1972
II-3 MAXIMUM 8-HOUR CO CONCENTRATION (IN PPM) OBSERVED IN SALT 11-19
LAKE CITY DURING THE PERIOD 1 JULY 1971 to 30 JUNE 1972.
II-4 HIGHEST TOTAL OXIDANT LEVELS OBSERVED AT SALT LAKE CITY 11-20
II-5 MAXIMUM 1-HOUR OXIDANT CONCENTRATIONS (IN PPM) OBSERVED 11-24
IN SALT LAKE CITY DURING THE PERIOD 1 JULY 1971 TO
30 JUNE 1972
II-6 MAJOR POINT SOURCES OF CO EMISSIONS SALT LAKE COUNTY 1970 11-27
II-7 MAJOR POINT SOURCES OF HC EMISSIONS SALT LAKE COUNTY 1970 11-28
II-8 HOURLY TRAFFIC VARIATIONS 11-35
II-9 ESTIMATED TRAFFIC VARIATIONS (Core Area) 11-37
11-10 ESTIMATED TRAFFIC VARIATIONS (Freeway) 11-38
f
11-11 ESTIMATED TRAFFIC VARIATIONS (Total Study Area) , 11-39
11-12 AUTO TRIPS BY PURPOSE INTERNAL SURVEY - 1960) 11-40
11-13 COMPARISON OF TRIP PURPOSE ALL MODEL VERSUS TRANSIT 11-42
11-14 AUTO DRIVER TRIP LENGTHS BY PURPOSE - 1960 INTERNAL SURVEY 11-43
11-15 AVERAGE DAILY DRIVER TRIP ENDS - BY RESIDENTS - 1960 11-44
CLASSIFIED BY TYPE VEHICLE
11-16 DAILY VEHICLE MILES OF TRAVEL 11-46
11-17 ' 1971 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF 11-48
VEHICLE
11-18 1977 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF 11-49
VEHICLE
11-19 1978 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF 11-50
VEHICLE .
11-20 1979 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF 11-51
VEHICLE
11-21 CO EMISSION ESTIMATES FOR SALT LAKE COUNTY IN 1970 11-56
IV
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LIST OF TABLES (Cont.)
Table Title Page
11-22 SUMMARY DATA FOR ZONE H (CO) 11-58
11-23 HYDROCARBON EMISSION ESTIMATES FOR SALT LAKE COUNTY 11-62
"IN 1970
11-24 SUMMARY DATA FOR CORE AREA (HYDROCARBONS-OXIDANTS) 11-64
III-l IMPACT OF TRANSPORTATION CONTROLS ON TRAVEL PATTERNS III-3
AND MOTOR VEHICLE EMISSIONS
III.-2 TEST PROCEDURE SUMMARY 111-16
III-3 ESTIMATED COST EFFECTIVENESS USING SEVERAL TYPES' OF 111-18
INSPECTION/MAINTENANCE
III-4 VEHICLE MILES OF TRAVEL BY AGE OF VEHICLE 111-21
III-5 VEHICLE DISTRIBUTION BY MODEL YEAR (SALT LAKE COUNTY) 111-23
III-6 COMPUTER CENTRAL SIGNAL CONTROL SYSTEM. 111-26
IV-1 SUMMARY OF EMISSION DENSITY AND AIR QUALITY ESTIMATES IV-4
IN 1977- BASED ON TRAFFIC FLOW IMPROVEMENTS
VI-1 DAILY VEHICLE MILES OF TRAVEL 1971-1972 VI-2
VI-2 ESTIMATED SPEEDS 1971-1972 VI-3
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LIST OF FIGURES
Figure Title Page
II-l Diurnal variation of average CO concentration in Salt 11-15
Lake City by season.
II-2 Maximum 1-hour CO concentration observed each hour of 11-17
the day in Salt Lake City by season.
II-3 Diurnal variation of average oxidant concentrations in 11-21
Salt Lake City by season.
II-4 Maximum 1-hour oxidant concentration observed each hour 11-23
of the day in Salt Lake. City by season.
II-5 Monthly variations in CO and oxidant concentrations in 11-25
Salt Lake City.
II-6 Traffic zones Salt Lake City. 11-32
II-7 Traffic volumes - 1971; Salt Lake City. 11-33
II-8 Core area sectors - Salt Lake City. 11-45
II-9 Travel densities (thousands of miles per square mile) 11-52
for zones outside the Core Area .
11-10 Travel densities (thousands of miles per square mile) 11-53
for zones inside Core Area.
11-11 CO emission densities (kg/8-hour/mi ) for 1971 (upper) 11-55
and 1977 (lower). Value in parentheses (Zone H) is
emission density fo;r,;1970.
11-12 Hydrocarbon emission densities (kg/3-hour/mi2) for 1971 11-61
(upper) and 1977 (lower). Value in parentheses (Zone H)
is emission density for 1970.
o
11-13 CO emission densities (kg/8-hour/mi ) for 1978 (upper) 11-67
and 1979 (lower).
III-l Cost-benefit comparisons. 111-20
o
IV-1 CO emission densities (kg/8-hr/mi ) for 1977 based on IV-3
traffic flow improvement.
VI-1 Projected 8-hour CO concentrations based on 1970 data VI-5
(above) and 1971 data (below).
VI-2 Surveillance review milestones; Salt Lake City. VI-7
vi
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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 Utah in the Salt Lake City urban area by the year 1977. The
results of the study were to help determine the initial direction that
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the State of Utah should take in selecting feasible and effective
transportation controls. It was anticipated that the control strategies
outlined in this study would be periodically revised in the coming years.
The State's Implementation Plan was analyzed to verify and assess the
severity of the carbon monoxide and oxidant pollutant problems, and the
most promising transportation controls and their likely air quality impact
were determined. Major implementation obstacles were noted after discus-
sions with those agencies responsible for implementing the controls, and
finally, a surveillance review process (January, 1973 - December, 1976,
inclusive) was developed for EPA to use in monitoring implementation
progress and air quality impact of transportation control strategies.
It should be noted that the study was carried out relying on the
best data and techniques available during the period of the study and
further, that a large number of assumptions were made as to the nature of
future events. The 1977 air quality predictions were based on extant air
quality data and on predicted stationary source emissions and predicted
traffic patterns, and these predicted parameters themselves were based on
anticipated emission control techniques, anticipated growth patterns, and
the assumed outcome of unresolved legal and political decisions. Further,
the development, ranking and selection of transportation controls were
based on extant and predicted economic, sociological, institutional and
legal considerations. Finally, the surveillance process presented in this
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
tine-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 Salt Lake City
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 the recommended transportation control strategy.
These curves provide a basic indication of the way in which air quality
should improve as time passes and as controls are implemented. In addi-
tion, important checkpoints are provided delineating the salient actions
which must be taken in order to implement the strategies, such as the
obtaining of the necessary financing and legislation. Further, important
background assumptions, such as growth rate are identified, and methodolo-
gies supplied, to provide verification that these assumptions are in fact,
validated during the course of the program.
It should be noted, however, that the surveillance process thus
provided is of necessity based on the problem, and the concomitant trans-
portation controls as they are presently perceived. An equally important
part of any surveillance process is the continuing reassessment of both
the problem itself and the appropriateness of the required controls. As
was discussed earlier in this Introduction, the present study employed a
whole range of both of extant data and techniques, and also of assump-
tions about the course of future events. This data base should be con-
tinuously reviewed as new information becomes available. Thus, although
the key background parameters are called out in the Surveillance Process,
a thorough and continuing review of all the data, techniques and assump-
tions contained in this report will be required to properly update the
problem definition and appropriate control measures.
D. SUMMARY OF PROBLEM AND REQUIRED TRANSPORTATION CONTROLS
The analysis described in the body of this report indicates a
need for transportation control strategiee to reduce CO etniaslon* within
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Salt Lake.City'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
available data indicates that the oxidant standard and the 1-hour average
CO standard will be met throughout the urban area by means of the Federal
Motor Vehicle Control Program alone.
After evaluating the probable effectiveness and feasibility of
a large number of possible controls, the recommended strategy selected is
Traffic Flow Improvement, to be achieved principally by means of a compu-
terized traffic signal system (TOPICS Improvement Project, No. 1). Cur-
rent estimates show that the standards may be met in 1977 by means of
this system. However, it is recommended that consideration be given to
"back-up" strategies, including mass transit development, in the event
that additional controls prove necessary. It is also recommended that
the role of the automobile - in particular parking in the downtown area -
be carefully re-evaluated.
Table 1-1 summarizes the magnitude of the problem and the effect
of the computerized traffic signal system on CO emissions in the area of
principal concern. At the request of EPA, projections were made from
two baseline years, 1970 and 1971. Results from both sets of calcula-
tions are presented in the table. It is emphasized again that the air
quality estimates are "best estimates" based on available data and the
proportional model. Also, experience shows that considerable variation
in the maximum (or second highest) 8-hour concentration will be experienced
at a given sampling location from year to year even under relatively con-
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TABLE 1-1
SUMMARY EMISSION AND CO AIR QUALITY DATA FOR SALT LAKE CITY (ZONE H)
Without Strategies
1970 1971 1977 1978
a)
b)
c)
d)
2
Emission Densities (kg/8 hr/mi )
Vehicular
Non-vehicular
Total
Air Quality (8-hr average in ppm)
Observed (2nd Highest)
Estimated
From 1970 data
From 1971 data
Maximum Allowable Emission Level
Estimated
- From 1970 data
From 1971 data
Reduction in Vehicular Emissions
Reference Year
1970
1971
7878 7691
161 161
8039 7852
22 17
(kg/8 hr/mi2)
Total
3289
4157
4156 3511
161 161
4317 3672
11.8 10.0
9.3 8.0
Non- veh icu 1 ar
161
161
With Strategy
(signal system
1979 1977
2975 3471
161 161
3136 3632
8.6 9.9
6.8 7.9
Vehicular
3128
3996
from 1971 levels (percent)
From Federal Motor Vehicle
Control Program by 1977
46
46
Additional Required
by Strategies
13
2
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stant 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 concentrations are pre-
sented in tenths of a part per million simply to indicate the antici-
pated overall trend in air quality.
The analysis of hydrocarbon emissions indicated that emissions
from motor vehicles will decrease by 52 percent between 1971 and 1977 as
a result of the Federal Motor Vehicle Control Program, and that total
emissions of hydrocarbons in a 14 square mile central zone of Salt Lake
City will be about 30 percent below the allowable level in 1977.
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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 Salt Lake City, pollutant concentration levels which could be expected
in 1977 without the application of transportation controls (the poten-
tial 1977 levels). Pollutant levels were determined by the proportional
model using non-vehicular emissions supplied by state agencies and using
vehicular emissions based on traffic data developed during the course of
this study. More sophisticated techniques could not be employed due to
the lack of suitable extant calibrated diffusion models, and the short
time period of the contract which precluded the development of a suitable
model and the required inputs. Comparison of potential 1977 air quality
levels with the appropriate standard gave the allowable motor vehicle
emissions in 1977, which in turn formed the basis for the development of
transportation control strategies.
Emissions from non-vehicular sources were obtained from the
State Implementation Plan. Emissions from vehicular sources were computed
following the recommendations given in EPA draft publication An Interim
Report on Motor Vehicle Emission Estimation by David S. 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
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was studied and records of instrument maintenance and calibration examined
so as to identify questionable readings. Meteorological records were
then examined and compared with seasonal and diurnal variations in air
quality levels. Finally the pollutant concentration which would form
the basis for the proportional rollback calculations was decided upon in
concert with state and local agencies and EPA representatives. The year
in which this concentration level occurred defined the base year for the
proportional rollback calculations.
The detailed methodologies for carbon monoxide and oxidants
are presented separately below.
2. Methodology for Carbon Monoxide
Because ambient concentrations of carbon monoxide at any '
given location appear to be highly dependent on carbon monoxide emissions
in the near vicinity, it was felt that some justification existed for a
modification of the proportional model. It was felt that in order to re-
duce ambient CO levels in, for example, a central business district (CBD),
it would be more appropriate to roll back CO emissions in the CBD itself,
rather than the entire air quality region. The assumption was therefore
made that pollutant concentration in any given zone was directly propor-
tional to the emission rate of that pollutant emission within that zone.
Accordingly, the urban area was divided into traffic zones - about one
square mile in area in the center of the city with increasingly larger
zones towards the suburban areas.
The application of the proportional model, generalized for an
urban area with multiple monitoring stations, comprises the following steps:
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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.
3. Discussion of Methodology for Carbon Monoxide
a. Modified Proportional Model
The applications and the limitations of the conventional
proportional rollback method have been well documented and reviewed and
need not be discussed further here. The technique used in the present
study was an extension of the conventional rollback technique to the ex-
tent that it was assumed first that the constant of proportionality be-
tween emissions and concentration may be derived from emissions emanating
from the relatively small area around the sensor (the traffic zone), and
second, that this constant of proportionality (the emission/concentration
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,
J^JL.
for example, in recent work of Hanna and Gifford who demonstrate the
JL ' .
Noel de Nevers. Rollback Modeling, Basic and Modified. Draft
Document, EPA, Durham, N.C. (August 1972).
**"
Hanna, S.R., "A Simple Method of Calculating Dispersion from Urban
Area Sources," J. APCA 21., 774-777 (December 1971).
***
Gifford, F.A., "Applications of a Simple Urban Pollution Model,"
(paper presented at the Conference on Urban Environment and Second Con-
ference on Biometeorology of the Amer. Meteor. Soc., October 31 - Novem-
ber 2, 1972, Philadelphia, Pa.)-
II-4
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dominance of urban pollution patterns by the distribution of the local area
sources. The success of their urban diffusion model, in which concentration
is simply directly proportional to the area source strength and inversely
proportional to wind speed, is attributed largely to the relatively uni-
form distribution of emission within an urban area and the rate at which
the effect of an area source upon a given receptor decreases with distance.
In the proportional model, meteorological effects, such as wind speed, are
assumed to be duplicated over one-year periods. The validity of the,
second assumption depends, in large part, upon the extent to which
diffusion and transport parameters are uniform from zone to zone - a
factor which could not be investigated because of the constraints .of
the program. Thus, it was felt that, in the absence of a more sophis-
ticated technique, the use of this extension to the proportional model
was justified first, to obtain some assessment as to whether the existing
sensors were located in the'hot-spots", and second, to obtain some assurance
that transportation strategies intended to reduce emission densities in
one zone (to the level required to meet ambient standards) did not increase
emission densities to unacceptable levels in adjacent zones. In many cities
it was found that the sensors were, in fact, in the "hot spot" zones and
also that the recommended transportation controls did not increase emissions
in adjacent areas to unacceptable levels. Thus the final rollbacks were
confined to the zones with a sensor within their boundaries and the exten-
sions of the techniques to other non-sensor zones did not, therefore, play
a primary role in the final computations.
Experience in urban areas that had several sensors showed
that the emission concentration ratio differed substantially from zone to
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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
suburban zones having overall low traffic densities, sensors were often
found to be placed at very localized hot spots, such as a traffic circle,
so that the recorded concentration levels were neither representative of
the overall air quality nor of the overall emission density in the zone.
Accordingly, e/c ratios were generally derived from sensors
in the central areas of the cities and applied to suburban areas for the
prediction of 1977 concentration levels. This procedure gave air quality
levels which were generally representative of the suburban zone. However
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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 immed-
iate vicinity of a major traffic intersection.
The analysis of Salt Lake City data indicated that the
single monitor in the urban area was at a representative location within
the zone of maximum emissions and that rollback would be required within
only a relatively small part of the city.
b. Seasonal and Diurnal Variations
The CO observations showed that the 1-hour average con-
centration 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 1-hour standard being met. Examination of the diurnal variation of
CO concentration and the daily traffic flow showed that strategies direc-
ted specifically at short period maximums (such as those observed during
morning rush hour) were not particularly suited to the Salt Lake City area.
During the fall and winter when the CO problem is most acute, the moderately
high concentrations which develop by late afternoon tend to remain until
after midnight, presumably as a result of strong nighttime inversions.
Although seasonal variations in readings were noted, traffic data were
not available on a seasonal basis, so that vehicle emissions were based
on annual average work day traffic data.
II-7
-------
c. Background Concentration
Background concentration levels of CO were not taken
into account. "Worst case" diffusion calculations indicated that the
concentration of point sources upon the CBD could be safely neglected
in the rollback calculations.
4. Methodology and Discussion for Oxidants
The technique employed for oxidants was basically the same
as has just been described for CO with the major difference that only
one, very much larger area, was used as the basis for the proportional
rollback. Because of the length of time required for the formation of
oxidants from hydrocarbon emissions, the relatively small areas used as
the basis for CO could not be justified. The actual area used was largely
a matter of judgment and comprised 14 square miles in the heart of the
urban area.
The reductions in hydrocarbon emissions necessary to achieve
oxidant ambient standards were obtained from Appendix J, Federal Register
of August 14, 1971.
II-8
-------
.B. DISCUSSION OF 1970-1972 AIR QUALITY LEVELS
1. Natural Features Affecting Pollution Potential
a. Topography
Salt Lake City is located at the northern end of the Salt
Lake Valley. The valley is about 15 miles wide and 25 miles long. It is
bordered on three sides by mountain ranges and opens toward the northwest
to the Great Salt Lake. The Wasatch range to the east averages 10,000
feet above sea level and has peaks that extend to 12,000 feet. The Oquirrh
range to the west has an average elevation of 8500 feet with peaks to 9700
feet. The southern end of the valley is bounded by a line of low hills
about 5000 feet in elevation called the Traverse range. The valley floor
rises gently from the Great Salt Lake, which has an elevation of about
4200 feet, to the foot of the mountains. Bench areas along the east and
west sides of the valley mark the level of prehistoric Lake Bonneville.
Numerous canyons open into the valley from the mountain ranges to the
east and west. The principal industrial and commercial areas are located
on the valley floor. Thickly settled residential areas extend up the lower
slopes of the mountains to the east and north of the core area of the city.
b. Meteorology
Climatological statistics for Salt Lake City are based prin-
cipally on observations from the Salt Lake Airport four miles west of the
city center. As might be expected from a consideration of the major topo-
graphical features in the area, the most prevalent wind directions are from
the south or southeast and from the north or northwest. This general pattern
II-9
-------
is typical of all seasons of the year. Because of the relatively large
number of sunny days and clear nights with weak anticyclonic pressure
gradients, there are pronounced thermally-driven mountain-valley wind
circulations. Details of the wind regimes are undoubtedly quite complex
and are not well documented by measurements. An additional meteorological
phenomenon, also a feature of fair weather regimes, is the extremely
large diurnal variation in the depth of the surface mixing layer. At
night, in the presence of clear skies and low humidities, intense surface
temperature inversions develop above the valley floor and the average depth
of the surface mixing layer is of the order of 100 meters. During the
day, as the result of solar heating, the average depth of the surface mix-
ing layer varies from about 1.5 to 4 kilometers, depending on the season
of the year. .
The topographical features of the area form a natural basin within
which pollutants generated in the valley tend to be confined. The pollu-
tion problem may become acute during stagnation periods when anticyclones
become stationary over the region. Under these conditions, the air becomes
very stable and vertical transfer of pollutants is severely restricted.
At the same time, surface winds are light and are controlled largely by
local circulations. During the night, air cooled by the mountain slopes
drains into the valley and toward the Great Salt Lake. During the day,
upslope winds develop due to heating of the mountain slopes. This reversible
flow tends to advect pollutants back and forth across the valley, resulting
in continuing accumulation during the period of stagnation.
11-10
-------
Meteorological conditions are important not only in the trans-
port and diffusion of motor vehicle pollutants, but also control the rate
of production of photochemical oxidants. As a consequence, two periods
of the year require special attention. The late fall and winter period
contains the highest number of stagnating anticyclones and accompanying
stable conditions. As a result, maximum CO concentrations may be expec-
ted during this part of the year. Because of less intense solar radiation
and more extensive cloudiness during this period, however, the production
of photochemical oxidants is limited and oxidant concentrations are gen-
erally low. In contrast, extremely stable conditions rarely occur in late
spring and summer but the amount of solar radiation is at a maximum. Con-
sequently, CO concentrations are generally low during this period but the
levels of photochemical oxidants are higher than at any other time of the
year.
2. Location and Type of Instrumentation
a. Location of Monitor
The monitoring station for both CO and total oxidants is cen-
trally located within Salt Lake City at 610 South and 2nd East. Both
analyzers are located in a shelter on the roof of the County Health Build-
ing. The monitoring station is well exposed. Air flow to the station is
'not restricted by neighboring buildings. The height of the inlet tubes to
the analyzers is about 10 meters above street level.
11-11
-------
b. Type of Instrumentation
CO Analyzer
An MSA NDIR carbon monoxide analyzer has been used
throughout the observation period. The operation of this instrument is
based on nondispersive infrared spectrometry which is the EPA reference
method.
Oxidant Analyzer
A Mast Ozone Meter has been used throughout the observa-
tion period. This instrument depends upon the oxidation of iodide to
iodine and a subsequent coulometric reduction back to iodide for its
operation. The units detect all oxidants reducible by the iodide ion un-
like the ozone-specific EPA reference method (chemiluminescence). The
analyzer is equipped with a filter tube to minimize interference from
sulfur dioxide.
3. Review of Air Quality Data
a. General
CO and total oxidant concentrations observed at the Salt
Lake City monitoring station during the one-year period from 1 July 1971
through 30 June 1972 have been reviewed and the maximum values observed dur-
ing this period compared with those reported in the Implementation Plan for
1970. Additionally, seasonal and daily variations in the maximum concen-
trations during the July 1971-June 1972 period have been examined to pro-
vide possible guidance in developing traffic control strategies.
TT-12
-------
b. CO Air Quality Data
Table II-l gives the highest and second highest 1-hour and
8-hour average CO concentrations observed during 1970 and during the period
from 1 July 1971 to 30 June 1972. Agreement between the two years is
excellent. The second highest 1-hour concentration slightly exceeded
the national standard during 1970, but did not exceed the standard during
the second one-year period. Details of the observations made during the
July 1971-June 1972 period follow.
The diurnal variation of CO concentration is shown in Fig-
ure II-l for each of the four seasons. The diurnal pattern is similar in
all seasons, but the amplitude of the variations is a function of the
season. The concentration falls from about midnight to six o'clock in the
morning, rises abruptly to a maximum about eight or nine o'clock, decreases
to a second minimum about noon and remains low until the end of the after-
noon or early evening when it increases to a second maximum which persists
until about midnight. The onset of the evening maximum shifts substantially
with season, occurring earliest in winter and latest in summer. The magni-
tudes of the morning and evening maximums decrease successively from fall
to winter to summer to spring.
Figure II-2 is a plot of the highest 1-hour concentra-
tion observed during each hour of the day in each season. Concentrations
are plotted on the hour ending the averaging period. The shape of the
curves in Figure II-2 roughly follows the shape of the corresponding
seasonal curves for average values shown in Figure II-l. One-hour
11-13
-------
TABLE II-1
HIGHEST AND SECOND HIGHEST CO LEVELS
OBSERVED AT SALT LAKE CITY
Sampling Period
Jan 1970 - Dec 1970
(Used in Implementation
Plan)
July 1971 - June 1972
(Latest 1-yr data set)
Concentration (ppm)
Highest
1-hr 8-hr
39 23
35 24
2nd -Highest '
**
1-hr 8-hr
37 22
35 17
Values are to be compared with the national standards of 35 ppm
for 1 hour, and 9 ppm for 8 hours, which are not to be exceeded
more than once a year.
Based on independent 8-hour averages.
11-14
-------
i i i i i i i i n r
FALL (S,0,N)
WINTER (Dt J,F)
SUMMER (J,J,A)
SPRING (I
i r
I I T
8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
HOUR (MST)
Figure II-l. Diurnal variation of average CO concentration in Salt Lake City by season.
-------
concentrations reached levels of possible concern only during the fall
and winter months, but at no time was the national standard exceeded.
Additional details of the diurnal and seasonal variation of
CO concentration can be obtained from Table II-2 which gives the high-
est 1-hour concentration observed during each hour of the day for each
month. Table II-3 is. a similar presentation of the maximum 8-hour CO
concentrations. As expected, the 8-hour standard was most frequently
exceeded during the fall and winter months. May was the only month in
which the standard was never exceeded. Also, during the one-year period,
the 8-hour standard was exceeded at least twice on every hour of the day.
c. Oxidant Air Quality Data
Table II-4 gives the highest and second highest 1-hour
total oxidant concentrations observed during 1970 and during the period
from 1 July 1971 to 30 June 1972. Values for the second year period are
approximately 84 percent of the 1970 values.
The diurnal variation of oxidant concentration was examined
for each month of the year and the data for months having similar diurnal
patterns were combined* Figure II-3 is a plot of the results for the
four modified seasonal periods. Concentrations are plotted on the hour
ending the averaging period. The maximum diurnal variation:occurs in the
five "summer" months when solar radiation is most intense, and the minimum
diurnal variation occurs during the three winter months when the influence
of solar radiation is the least. As might be expected, the lowest value
during the day occurs during the period from 0500 - 0700 MST .in all
11-16
-------
40
32
I I T
STANDARD
i i i i i n r i i i i r
II I I
o
8
SPRING (M,A, M)
1 |. i i i I I I II III
SUMMER (J,J,A)
I I I I i I I
I 2345
6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
HOUR (MST)
Figure II-2.
Maximum 1-hour CO concentration observed each hour of
the day in Salt Lake City by season.
-------
TABLE II-2
I-HOH» CD coBcnmunoBs (IN part
oo
BOUI
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
MAXIMUM
X POS. 01
JULY
(1971)
13
12
' 9
8
6
6
8
15
13
10
7
7
7
7
8
8
8
9
7
7
8
8
12
13
15
IS. 99
AUG
12
12
8
8
5
10
14
15
17
14
10
IS
12
9
8
6
8
7
6
6
8
9
10
16
17
98
SEPT
16
13
10
7
3
3
4
17
23
8
6
3
3
5
5
8
16
14
8
10
8
9
13
17
23
100
OBSERVED
OCT
17
14
9
7
6
5
8
25
35
11
8
7
7
7
7
7
7
7
7
13
13
14
20
18
35
95
IH SALT U
NOV
21
21
15
11
11
12
11
25
35
11
11
6
10
8
7
8
9
14
17
24
25
33
25
25
35
83
UK CITY DO1IHG TEE FES10D 1 JULY 1971 It
DEC
17
14
13
14
12
11
12
13
18
29
22
15
12
16
18
19
19
22
24
28
20
22
18
17
29
89
JAN
(1972)
10
12
13
12
9
11
11
17
24
15
12
11
9
8
7
10
15
12
12
12
12
14
10
10
24
99
FEE
12
11
11
12
11
12
15
18
17
17
8
7
6
10
11
13
13
15
17
13
13
17
12
12
18
81
MAR
20
10
8
6
4
4
7
15
18
6
5
4
4
4
4
4
4
6
7
8
11
10
11
14
20
87
> 30 JUNE 1972
APR
9
8
8
8
8
8
8
10
8
8
4
7
8
8
10
7
8
7
8
10
13
13
11
12
13
80
MAY
10
7
7
6
6
7
12
7
7
6
6
6
5
6
7
8
to
10
8
7
8
10
10
7
12
88
JUNE
9
8
9
9
7
7
8
10
10
9
10
10
9
9
5
5
5
5
5
5
5
5
5
9
10
56
MAX DOM
21
21
15
14
12
12
15
25
35
29
22
15
12
16
18
19
19
22
24
28
25
33
25
25
35
-------
M
H
VO
TABLE II-3
MAXIMUM 8-HOUR CO CONCENTRATION* (IN PPM) OBSERVED IN SALT LAKE CITY DURING THE
PERIOD 1 JULY 1971 TO 30 JUNE 1972. NUMBERS IN PARENTHESES ARE NUMBER OF ADDI-
TIONAL OBSERVATIONS GREATER THAN STANDARD (9 ppm). ENTRY IS AT HOUR
ENDING 8-HOUR PERIOD
HOOT
1
2
3
4
5
6
7
8
9
10
11
12
13
14
i:
16
17
18
19
20
21
22
23
2*
MAXIMUM
no. om sum.
1 POS. OBS.
JOLT
1971)
8.8
8.6
9.1
9.*
9.8
9.4
9.0
8.9
8.5
8.8
8.5
8.4
8.4
8.4
8.1
?*
7.5
7.6
7.6
7.6
7.8
'9
8.4
8.8
9.8
4
M
AUG
6.9
7.8
7.9
7.8
7.S
7.1
7.0
7.9
8.5
8.8
9.3
10.4
11.3
11.8
12.0
11.4
9.9
8.9
8.3
7.1
6.5
6.6
7.0
6.9
12.0
7
96
SSR
7.9
9.3
10.3(1)
10.4(1)
9.9
9.1
8.5
7.3
6.3
6.3
6.1
6.0
6.0
6.1
5.9
4.6
4.9
6.5
7.4
8.5
9.3
9.8
9.9
9.8
10.4
11
100
OCT
12.1(2)
13.1(2)
13.1(2)
12.6(1)
11.9(1)
10.4(1)
9.0
8.1
10.9(3)
11.5(3)
11.6(3)
11.5(3)
11.3(3)
11.1(3)
11.0(3)
8.8
5.1
4.9
4.8
7.1
7.3
7.6
8.6
10.5(2)
13.1
46
87
NOV
21.9(8)
23.5(7)
23.3(7)
21.6(7)
19.9(3)
17.3(1)
15.5(1)
15.0
14.0(2)
12.4(2)
11.5(2)
11.4(2)
11.4(2)
11.3(1)
10.8(1)
8.5
7.8
7.3
7.5
9.8
12.1(2)
15.6(4)
18.1(6)
20.1(6)
23.5
84
79
DCC
15.8(1)
14.8(1)
14.1(1)
14.1
14.0
13.
13.
13.
12.
12.
11.
12.
13.
14.4
14.8
14.8
13.9
12.3(1)
11.6(2)
14.4(2)
17.4(2)
16.9(2)
16.8(2)
16.5(2)
17.4
40
85
JAM
U»72)
10.4(1)
10.4(1)
10.9(1)
11.1
10.8
10.4
10.5
11.5
13.6
14.0
13.0(1)
12.0(1)
11.
11.
10.
9.
7.
8.4
8.4
8.9
9.6
9.8(1)
9.9(2)
10.4(2)
14.0
30
96
RB
12.4
12.3
12.0
12.0
11.8
11.6
12.0
12.8
13.4
14.1
13.8
12.5
11.4
10.3
8.8
8.1
7.6
8.0
9.0
10.3(1)
11.6(1)
13.0(1)
12.1
12.3
14.1
22
75
MA*
9.6
9.9
10.4
10.4
9.9
9.4
8.8
8.9
8.6
8.4
7.8
7.3
7.0
6.6
6.0
4.3
4.0
4.0
4.3
4.8
5.0
5.3
6.1
6.8
10.4
6
82
APR
9.0
9.9
10.5
10.3
9.6
9.0
8.6
8.4
8.3
8.3
7.5
6.9
6.1
5.4
4.9
4.5
4.5
6.0
7.6
7.9
7.6
7.3
7.0
8.0
10.5
4
78
MAY
5.6
5.6
5.6
5.8
6.0
5.8
5.5
5.4
5.0
5.1
5.1
5.4
5.5
5.6
5.6
5.6
5.4
5.3
7.1
7.6
8.0
8.5
8.9
8.8
8.9
.
81
JUNE
8.5
8.3
8.4
8.6
8.5
8.1
7.9
8.3
8.5
8.6
8.8
8.9
9.1
9.4
9.0
8.4
7.8'
7.3
6.6
6:0
5.5
5.0
5.0
5.0
9.4
2
52
MAX
21.9
23.5
23.3
21.6
19.9
17.3
15.5
15.0
14.0
14.1
13.8
12.5
13.5
14.4
14.8
14.8
13.9
12.3
11.6
14.4
17.4
16.9
18.1
20.1
NO. OVER
STANDARD
18
19
21
18
13
10
5
4
10
10
12
12
12
11
9
3
2
2
3
6
10
13
15
18
256
Tabular values are based on a running mean of 8 one-hour averages,
-------
TABLE II-4
HIGHEST TOTAL OXIDANT LEVELS OBSERVED AT
SALT LAKE CITY
Sampling Period
Jan 1970 - Dec 1970
(Used in Implementation
Plan)
July 1971 - June 1972
(Latest 1-yr data set)
1-Hr Concentration (ppm)
Highest
0.11
0.093
2nd Highest*
0.11
0.093
Values are to be compared with the national standard of
0.08 ppm, which is not to be exceeded more than once a year.
11-20
-------
M
I
to
40
32
m
*24
fe
UJ
o
o
o
IIIIIIT~
SUMMER (M.J.J.A.S)
I
SPRING (M,A)
WINTER (D,J,F)
FALL (0,N)
III I I I I I
I i i
L I i j L il I I
I 2 34 5 6 7 8 9 10 1 1 12 13 14 15 16 17 18 19 2O 21 22 23 24
HOUR (MST)
Figure II-3. Diurnal variation of average oxidant concentrations in
Salt Lake City by season.
-------
seasons. The highest concentration occurs shortly after noon in summer
and about one or two hours later in the fall and winter.
Figure II-4 is a plot of the maximum 1-hour concentration
which occurred each hour of the day for each of the modified seasonal
periods. The summer curve of maximum values closely parallels the sum-
mer average curve of Figure II-3, and the national standard is slightly
exceeded from 1100 to 1700 MST. Rather curiously, the standard is also
exceeded during the winter both at 0900 and 1000 MST and again at 2200 MST.
The fall curve also has maximums in the morning and late evening, in addi-
tion to an afternoon maximum.
Table II-5 gives the maximum 1-hour concentration observed
during each hour of the day for each month. The standard was exceeded on
one or more days in August, September, December, January, May and June
with 11 of the 21 values over the standard occurring in June. With one
exception (2200 MST) all values in excess of the standard occurred between
0900 and 1700 MST. .
1
d. Monthly Variation of CO and Oxidant Concentrations
Figure II-5 shows the average monthly concentration of CO
and total oxidant throughout the year. Although the curves are quite
irregular, the yearly pattern of minimum CO concentrations and maximum
oxidant concentrations in the spring and summer, and of maximum CO con-
centration and minimum oxidants in the winter which was discussed earlier
in the report can be seen.
11-22
-------
100
II I I I
STANDARD
I I I I I
SUMMER (MJ.J.A.S)
WINTER (D.J.F.)
/*
^SPRING (M,A)
FALL (O.N)
10 II 12 13 14 15 16 17 18 19 2O 21 22 2324
HOUR (MST)
Figure II-4.
Maximum 1-hour oxidant conceatration observed each hour of the day
in Salt Lake City,by season.
-------
TABLE II-5
MAXIMUM 1-HOUR OKIDANT CONCENTRATIONS (m PPB) OBSERVED IN SALT LAKE CITY
PERIOD 1
JULY 1971
TO 30 JUNE 1972.
ARE NUMBER OF ADDITIONAL OBSERVATIONS GIEATEK
BOOK JULY
1971
1
2
3
4
5
6
7
8
9
10
11
12
13
14
IS
16
17
18
19
20
21
22
13
24
MXDO)
in. ovn SID.
1 m. OM.
22
20
23
26
20
19
15
14
16
36
33
52
64
43
51
47
44
44
36
33
47
44
26
21
M
90
ADG
30
22
24
24
23
24
17
14
21
38
58
64
85(1)
93
70
61
58
62
59
43
31
30
30
35
93
3
*9
SIFT .
33
41
41
41
38
38
31
29
44
42
41
54
68
71
82
83
93
70
76
41
29
27
23
23
93
3
99
OCT
36
26
24
23
23
21
19
33
54
37
24
33
47
65
52
7i
54
38
29
21
20
27
33
30
71
99
NOT
61
63
43
41
44
44
43
55
70
37
33
42
41
55
65
57
41
26
37
59
66
72
72
71
72
100
DEC
40
35
37
40
40
36
36
41
56
92
66
51
41
34
35
31
36
48
47
52
66
86
61
40
92
2
100
JAN
1972
31
47
52
52
43
45
44
52
87
29
38
37
35
35
37
52
41
29
28
38
43
SO
35
35
.87
1
89
FEB
43
38
37
38
41
40
35
37
45
48
35
31
38
47
49
36
37
27
29
29
37
37
49
43
49
97
MAR
41
33
27
29
33
28
28
43
51
30
35
35
35
37
36
35
35
33
29
27
. 34
38
45
44
51
89
THAN STANDARD (80 PH).
APR
35
31
38
38
40
35
31
28
34
44
47
44
43
47
45
49 ;
45
" 43
41
34
31
31
34
34
49
77
MAY
44
45
45
45
47
45
42
38
38
47
64
70
72
85
76
55
55
54
54
51
49
35
47
37
85
1
89
JUNE
47
42
41
38
44
47
42
36
35
64
90(2)
87(1)
91(2)
87(1)
84
77
79
64
58
52
42
33
38
47
91
11
96
MAXIMUM
61
63
52
52
47
47
44
55
87
92
90
87
91
93
84
83
93
70
76
. 59
66
86
72
.71
NO. OVER
STANDARD
1
1
3
2
5
4
2
1
1
1
21
-------
o.
Q.
z
UJ
o
z
o
o
I -
J FMAMJJASOND
J F
Figure II-5.
M J J
MONTH
A S 0 N
Monthly-variations in CO and oxidant concentrations
in Salt Lake City.
11-25
-------
4. Impact of Stationary Sources
a. Major CO Sources
The major point sources of CO in Salt Lake County, ar-
ranged in descending order of emission rate are listed in Table II-6
Table II-B-6 shows that the strongest point source emits 225 tons per
year or 6.5 grams per second. The use of any conventional point source
diffusion model (see, for example, Turner's Workbook of Atmospheric Dis-
persion Estimates) will show that the maximum ground level concentration
expected from a source of this magnitude is a small fraction of the allow-
able concentration even under unfavorable meteorological conditions. As
an extreme example, a ground-level source of 6.5 grams per second under
class F stability conditions and with a wind speed of 2 meters per second
yields a peak ground level concentration (10-min average) one kilometer
from the source of 2.3 milligrams per cubic meter, or about six percent of
the one-hour standard. Accordingly,as a sufficiently accurate approxima-
tion for the proportional modeling carried out in Section IID, CO emis-
sions other than those from vehicular traffic are considered uniform
throughout the critical area.
b. Major Hydrocarbon Sources
Table II-7 lists the major point sources of hydrocarbons
in Salt Lake County in descending order of emission rate. In part because
of the complexity of the chemical reactions involved in the generation of
photochemical oxidants from hydrocarbons and other pollutants, there exists
11-26
-------
TABLE 11-6
MAJOR POINT SOURCES OF CO EMISSIONS
SALT LAKE COUNTY
1970
Company
Location
Emissions
May Foundry
Kennecott
Welfare Square
American Oil Co.
Kaibab Lumber
Granite Mill &
Fixture
Murray City Power
Pippy Foundry
454 W. 5th North St., SLC
NW of Magna
751 W. 7th South St., SLC
474 W. 8th North St., SLC
375 No. Main St., Midvale
400 W. 300 North St., SLC
148 W. 4800 South St., Murray
455 No. 4th West St., SLC
(Tons/year)
225
87
49
37
33
31
27
16
11-27
-------
TABLE II-7
MAJOR POINT SOURCES OF HC EMISSIONS
SALT LAKE COUNTY
1970
Company
Location
Emissions
American Oil Co.
Kennecott
Utah Power & Light
Murray City Power
Portland Cement
Little America
University of Utah
Interstate Brick
Stauffer Chemical
Welfare Square
(Tons/year)
474 W. 8th North St., SLC 8416
West of Magna 497
1407 W. North Temple, SLC 235
148 W. 4800 South St., Murray 164
615 W. 8th South St., SLC 33
1200 Beck St., SLC 26
NE of 13th East & 5th So., SLC 22
3100 So. llth East St., SLC 10
SE of Magna 10
751 W. 7th South St., SLC 10
11-28
-------
no suitable model to relate source emissions spatially to the resulting
oxidant levels in the Salt Lake City area. For the proportional modeling
carried out in Section IID, hydrocarbon emissions from non-vehicular
sources are considered uniform through the critical area.
5. Required Air Quality Improvement
a. Improvement Dictated by 1970 Observations
CO Levels
In the Implementation Plan, a proportional model was used
to determine the percent reduction in CO emissions that would be required
to meet the national standards. It was assumed that the background con-
centration of CO was zero and that the appropriate concentration for use
in the rollback calculation was the second highest concentration observed
in 1970. . - . .
The rollback calculations were as follows:
1-hour average
37-35
rr= = 5% reduction needed to attain standard
8-hour average
22-9
22
= 59% reduction needed to attain standard
where 37 and 22 are the second highest observed 1-hour and 8-hour concen-
trations in ppm respectively, and the corresponding standards are 35 ppm
and 9 ppm.
11-29
-------
Oxidant Levels
The curve shown in Figure 1 of Appendix J of 40 CFR,
Part 51 was used with the second highest 1-hour average concentration
of photochemical oxidants to give the reduction in hydrocarbon emissions
required to achieve the national standards.
The use of the second highest 1-hour concentration (0.11 ppm)
and Figure 1, Appendix J of 40 CFR, Part 51, yields a required reduction
in hydrocarbon emissions of 25 percent.
b. Improvement Dictated by 1971-1972 Observations
CO Levels
Table II-1 shows that no 1-hour CO concentration exceeded
the standard during the period July 1971 - June 1972. The use of the sec-
ond-highest, 8-hour concentration observed during this period gives a re-
quired reduction of 47 percent. The calculation is as follows:
17-9
1 7 = 477» reduction needed to attain standard
where 17 is the second highest observed 8-hour concentration in ppm, and
the 8-hour standard is 9 ppm,,
Oxidant Levels
Table II-4 shows that the second-highest, 1-hour con-
centration of total oxidants observed during the July 1971-June 1972 period
was 0.093 ppm. The use of this value with Appendix J of 40 CFR, Part 51
gives a required reduction in hydrocarbon emissions of about 11 percent.
11-30
-------
C. DISCUSSION OF VEHICLE MILES OF TRAVEL
1. General
The geographical limits established for the purpose of this
study include all of the area within the city limits of Salt Lake City
and areas within the County which lie south of the city limits. The
total area covers approximately 110 square miles. The northeast and
west boundaries are approximately coincident with existing city limit
lines and the south boundary extends to 7800 South Street.
For the purpose of computing current and projected vehicle
miles traveled, the study area was broken down into 239 zones. The down-
town or core area, particularly around the existing pollution sensor,
was broken down into zones which contain approximately four square blocks
and ranged in size from .07 to .10 square miles. Outside the core area
where traffic congestion is not so severe, and the travel per square
mile is less, the zones were increased in size to approximately one
square mile (see Figure II-6.)
The first step in analyzing the daily vehicle miles traveled
was to assemble all available information on the latest average daily
traffic counts made within the study area (see Figure II-7). This infor-
mation was obtained from several sources -- Salt Lake City Traffic Engin-
eering Department, Salt Lake County, and the Utah State Department of
Highways. On certain streets where traffic counts were not available,
estimates of daily traffic were made based upon location and type of
street, and actual counts made on similar streets in the area. The
11-31
-------
;
0
E
175
IK
K ft
EONE NUMBER
4OOO
=BSSSi
176
III
S
KOO WEST ST
N
8000
asssssi*
ITT
181
ft
I
M
00
30
31 39 40 41
49 50 51 52
60 61 62 53
71 72 73 74
«2 «T H
92 93 94 K
101 102 103 IM
M 112 113 114
19 120 121 122
31 131 140 IM
1
42 143 144/130
S
;fr
S 111 2
192
fc
. s
?
210
211
226
234
in
ft b u
«*« 3
9 10 II
20 21 22
31 32 U
42 4] M
53 54 55
64 15 M
75 TT
IS N 17
N IT
W 106 107
115 IIS 117
123 124 IB"
127 121 \I29
\
131 132 W
\
n tei4s s
I 5 S
^i
i i
113
fe
" 1
2,,'
219
227
235
tu
300 IftlTH
TOO SOUTH
2100 SOUTH
18W
BJ
2700 SOUTH
r^j
113
EVENOMCN
IM
4100 SOUTH
2M 2
4700 SOUTH
212
MOO SOUTH
220
200 SOUTH
221
7000 SOUTH
as
00 SOUTH
*
in
ST
ST
171
ST
172
JT
114
AVE
us
ST
fc
» §
ST
213.
ST
221
ST
221
ST
237
IT
. '
H-
_>
i
H
rf
.SL-
US
IM
fe
. S
i
214
222
230
2U 211
'
Figure II-6. Traffic Zones Salt Lake City.
11-32
-------
io.ooo
600 NORTH ST
N. TEMPLE ST
500 SOUTH ST
1700 SOUTH ST
3100 SOUTH ST
3500 SOUTH ST
il.OOO
4100 SOUTH ST
4700 SOUTH ST Si
TRAFFIC SCALE
100,000
50,000
' """"" 5QOQ
AVERAGE DAILY TRAFFIC VOLUMES - 1971
SOURCE: ENGINEERING DEPT. - SALT LAKE CITY
AND UTAH STATE DEPARTMENT OF HIGHWAYS
4000
80OO 10.000
SFEET
Figure II-7. Traffic volumes - 1971; Salt Lake City.
11-3?.
-------
most recent available counts were made in 1971. By using the length of
the streets and/or freeways within a particular sub-area or zone and the
average daily traffic on those streets, the daily vehicle miles traveled
were calculated. An expansion factor, provided by the Utah State Depart-
ment of Highways, was then applied to the 1971 daily VMT to estimate 1977
daily VMT. The 1971 VMT by zones, the expansion factors and the 1977 VMT
are all shown in Appendix A.
2. Traffic Densities
In order to develop a basis for determining alternatives for
reducing the vehicle concentrations, it was necessary to determine the
areas of greatest vehicle concentrations during given time periods.
Appendix B shows the area in square miles of each zone, the 1971 and 1977
VMT, and the vehicle miles traveled per square mile for both streets and
freeways. It can be readily seen that the greatest densities exist in the
central business district where the available street capacities are rela-
tively fixed.
3. Traffic Variations
In addition to daily volumes, knowledge of traffic varia-
tions by time of day is important in determining vehicular emissions.
Hourly traffic variations by type of vehicle for the Salt Lake area are
shown in Table II-8. This information was obtained from the Salt Lake
Area Transportation Study and was checked against more recent counts on
specific streets. Since the data provided in the Salt Lake Area Trans-
11-34
-------
TABLE II-8
HOURLY TRAFFIC VARIATIONS
TRUCKS* TOTAL VEHICLES
HOUR
A.M.
0-1
1-2
2-3
3-4
4-5
5-6.
6-7
7-8
8-9
9-10
10-11
11-12
P.M.
12-1
1-2
2-3
3-4
4-5.
5-6
6-7
7-8
8-9
9-10
10-11
11-12
Total
No.
204
149
114
128
199
298
1,015
2,563
2,508
2,353
2,337
2,203
1,964
2,069
2,361
2,642
3,134
2,473
1,420
873
593
442
389
292
32,723
Pet. of
24-Hr.
0.6
0.5
0.3
0.4
0.6
0.9
3.1
7.8
7.7
7.2
7.1
6.7
6.0
6.3
7.2
8.1
9.6
7.6
4.3
2.7
1.8
1.4
1.2
0.9
100.0
No.
2,669
1,341
661
580
743
1,623
5,529
18,619
14,115
10,486
10,714
11,219
11,348
11,298
12,112
14,431
20,294
20,781
14,151
11,344
8,852
7,972
6,403
4,526
Pet. of
24-Hr.
1.2
.6
.3
.3
.3
.7
2.5
8.4
6.4
4.7
4.8
5.1
5.1
5.1
5.5
6.5
9.1
9.4
6.4
5ol
4.0
3.6
2.9
2.0
221,811 100.0
PERCENT
TRUCKS
7.6
11.1
17.2
22.0
26.7
18.3
18.3
13.7
17.7
22.4
21.8
19.6
17.3
18.3
19.4
18.3
15.4
11.9
10.0
7.6
6.7
5.5
6.1
6.5
14.8
* Includes panel and pickup.
Source: Salt Lake Area Transportation Study, Volume 1,
11-35
-------
portation Study are more comprehensive (they cover local and arterial
streets) they were used as a base for estimating traffic variations in
Salt Lake City.
4. Vehicle Type
The composition of traffic is another important characteri-
istic which was determined; basically, the composition of traffic varies
according to the type of street. This was verified for Salt Lake using
information contained in the Salt Lake Transportation Study plus current
traffic classification counts provided by the Utah Department of High-
ways. Using these sources of information, estimates of travel by heavy-
duty trucks (greater than 6000 Ibs.) were developed for three areas:
Core area
Freeways
. Total study area.
These estimates are shown in Tables II-9, 11-10, and 11-11.
Note that the percentage of trucks (heavy-duty) is highest on freeways
(4.8 percent daily) and lowest on the streets (non-freeway) in the core
area (1.7 percent daily).
5. Trip Purpose
The Salt Lake Area Transportation Study and the Transit
Improvement Program prepared for the Utah Transit Authority contain basic
information on trip purpose .for the study area. Table 11-12 taken from
the Salt Lake Area Transportation Study presents daily auto driver and
11-36
-------
TABLE II-9
ESTIMATED TRAFFIC VARIATIONS
(Core Area)
HOUR
A.M.
0-1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10
10-11
11-12
P.M.
TOTAL TRAFFIC
AS PERCENT OF
24-HOUR (APT)
1.2
.6
.3
.3
.3
.7
2.5
8.4
6.4
4.7
4.8
5.1
5.1
5.1
5.5
6.5
9.1
9.4
6.4
5.1
4.0
3.6
2.9
2.0
HEAVY DUTY VEHICLES
AS PERCENT OF
TOTAL TRAFFIC (APT)
0.9
1.3
2.0
2.5
3.1
2.1
2.1
1.6
2.0
2.6
2.5
2.3
2.0
2.1
2.2
2.1
1.8
1.4
1.1
0.9
0.8
0.6
0.7
0.7
TOTAL
100.0
AVERAGE
1.7
11-37
-------
TABLE 11-10
ESTIMATED TRAFFIC VARIATIONS
(Freeway)
HOUR
A.M.
TOTAL TRAFFIC
AS PERCENT OF
24-HOUR (APT)
1.2
.6
.3
.3
.3
.7
2.5
8.4
6.4
4.7
4.8
5.1
HEAVY DUTY VEHICLES
AS PERCENT OF
TOTAL TRAFFIC (APT)
2.5
3.6
5.6
7.2
8.7
6.0
6.0
4.5
5.8
7.2
7.1
6.4
P.M.
5.1
5.1
5.5
6.5
9.1
9.4
6.4
5.1
4.0
3.6
2.9
2.0
5.6
6.0
6.3
6.0
5.0
3.9
3.2
2.5
2.2
1.8
2.0
2.1
TOTAL
100.0
AVERAGE
4.8
11-38
-------
TABLE 11-11
ESTIMATED TRAFFIC VARIATIONS
(Total Study Area)
HOUR
A.M.
0-1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10
10-11
11-12
P.M.
TOTAL TRAFFIC
AS PERCENT OF
24-HOUR (APT)
1.2
.6
.3
.3
.3
.7
2.5
8.4
6.4
4.7
4.8
5.1
5.1
5.1
5.5
6.5
9.1
9.4
6.4
5.1
4.0
3.6
2.9
2.0
HEAVY DUTY VEHICLES
AS PERCENT OF
TOTAL TRAFFIC (APT)
1.7
2.4
3.8
4.8
5.9
4.0
4.0
3.0
3.9
4.9
4.8
4.3
3.8
4.0
4.3
4.0
3.4
2.6
2.2
1.7
1.5
1.2
1.3
1.4
TOTAL
100.0
AVERAGE
3.25
11-39
-------
TABLE II-12
AUTO TRIPS BY PURPOSE INTERNAL
SURVEY - 1960
TRIP PURPOSE
AUTO DRIVER
Work
Personal Business
Medical-Dental
School
Social
Eat Meals
Shopping
Non-Home Based
Home Based
Miscellaneous
Subtotal
VEHICULAR
137,162
23,590
4,855
13,558
102,754
10,945
108,084
110,379
113,018
624,345
PER CENT
OF TOTAL
22.0
3.8
0.8
2.2
16.4
1.7
17.3
17.7
18.1
100.0
TRUCKS
Light Trucks
Heavy Trucks
Subtotal
TOTAL
131,374
7,273
138,647
762,992
94.8
5.2
100.0
SOURCE: Salt Lake Area Transportation Study
IT-
-------
truck trips classified by purpose. Table 11-13 taken from the Transit
Improvement Program, page 54, represents the results of a later survey
on transit trip purpose.
6. Trip Length
The distribution of auto driver trip lengths was again
taken from the Salt Lake Area Transportation Study. Table 11-14 presents
a summary of trip lengths by trip purpose. The average auto driver trip
length in 1960 was approximately 9.6 minutes in length.
7. Average Daily Driver Trip Ends
Table 11-15 presents the estimated 1960 average daily trip
ends in Salt Lake. Note that approximately 7.4 percent of all trip ends
terminated or began within the CBD.
8. Core Area Vehicle Miles of Travel
After an initial review of the vehicular travel and emissions
for the entire study area, it was decided to concentrate specifically on
the core area as defined in Figure II-8. The original traffic zones were
grouped to form sectors.
Table 11-16 presents the daily vehicle miles of travel by
sector for the years 1971, 1977, 1978 and 1979 based upon expansion fac-
tors furnished by the Utah State Department of Highways.
Utilizing the previously described traffic variations and
characteristics, estimates were made of vehicles miles of travel for
11-41
-------
TABLE' 11-13
COMPARISON OF TRIP PURPOSE ALL MODEL VERSUS TRANSIT
HOME BASED TRIPS
Work
School
Shopping
Personal Business
Social-Recreation
Other
(3)
(4)
ALL MODES
(1)
TRANSIT
(2)
17
6
12
3
24
10
53
10
12
10
3
5
72%
93%
NON HOME BASED TRIPS
28%
7%
Total
100%
100%
(1) Source, Origin Destination Survey, 1960; Table B-2(6),
Salt Lake Area Transportation Study, Volume III, Wilbur
Smith and Associates, 1965.
(2) Source, Transit Survey, May, 1970.
(3) Includes SLATS Purposes: Business and Medical-Dental
(4) Includes SLATS Purpose: Eat Meal
(5) Includes SLATS Purposes: Change Travel Mode and Serve
Passenger.
SOURCE: A Transit Improvement Program, Alan M. Voorhees
and Associates, March 1971.
II-42
-------
TABLE 11-14
AUTO DRIVER TRIP LENGTHS BY PURPOSE-1960 INTERNAL
SURVEY
PERCENT OF TOTAL TRIPS
TRIP
LENGTH
(minutes)
Intrazonal
1-3
4-6
7-9
10-12
13-15
16-18
19-21
22-24
25-27
28-30
31 and over
TOTAL
WORK
2.26
3.56
15.60
17.99
16.25
14.24
10.33
8.81
5.26
3.04
1.65
1.01
100.00
PERSONAL
BUSINESS
8.04
9.16
21.29
18.63
13.92
12.02
5.44
4.85
2.77
2.67
0.68
0.53
100.00
MEDICAL
-DENTAL
2.31
5.20
14.89
22.09
16.28
12.60
8.03
9.02
3.14
3.21
2.31
0.92
100.00
SCHOOL
4.41
9.51
25.54
27.36
10.84
8.63
4.59
2.69
2.46
1.90
1.01
1.06
100.00
SOCIAL-
RECR.
12.04
9.58
24.42
16.97
12.91
9.17
6.07
3.80
2.42
1.48
0.76
0.38
100.00
EAT
MEAL
13.35
6.75
19.57
17.89
14.77
10.73
7.12
4.44
3.03
1.74
0.21
0.40
100.00
SHOPPING
13.44
17.47
30.94
15.04
8.36
5.61
3.67
2.54
1.46
1.07
0.34
0.06
100.00
NON-HOME
BASED
7.05
14.01
31.32
19.55
12.68
7.36
3.85
2.10
1.14
0.57
0.22
0.15
100.00
MISCELLANEOUS
15.79
14.00
28.46
17.99
9.89
5.52
3.72
2.98
1.31
0.76
0.27
0.11
100.00
SOURCE: Salt Lake Area Transportation Study
-------
TABLE 11-15
AVERAGE DAILY DRIVER TRIP ENDS - BY RESIDENTS - 1960
CLASSIFIED BY TYPE VEHICLE
TRIP ENDS
CBD
Non-CBD
AUTO-
DRIVER
89,192
1,159,498
TRUCK
DRIVER
21,253
256,041
TAXI
DRIVER
3,523
12,107
ALL
DRIVERS
113,968
1,427,646
PERCENT
7.4
92.6
Total
1,248,690 277,294 15,630 1,541,614
100.0
Percent
81.0
18.0
1.0
100.0
SOURCE: Salt Lake Area Transportation Study
11-44
-------
300 SOUTH ST
TOO SOUTH ST
900 SOUTH ST
1300 SOUTH ST
BROWNWG AVE
2100 SOUTH ST
2700 SOUTH ST
8000 SOUTH ST
FEET
Figure II-8. Core area sectors - Salt Lake City.
11-45
-------
TABLE 11-16
DAILY VEHICLE MILES OF TRAVEL
DVMT (000)
1971
SECTOR
A
B
C
D
E
r
a
R
I
J
K
L
N
B.
0
P
Q
R
S
T
U
V
w
X
Straeti
28.4
90.0
143.6
115.4
22.5
21.7
91.7
162.8
143.4
43.5
12.6
42.9
88.6
88.7
29.1
12.7
27.9
77.2
79.2
23.1
23.7
82.7
92.1
41.5
I fwy,
26.9
19.4
0
0
0
42.5
26.0
0
0
0
0
78.0
0
0
0
0
100.9
0
0
0
68.6
51.5
54.7
14.4
1977
Street*
35.5
107.6
169.9
133.3
26.5
27.2
107.7
192.2
162.3
51.3
15.7
49.6
102.3
101.9
34.6
15.9
33.2
91.6
94.0
28. 3
29.0
99.4
110.5
49.8
197TT
*W.
33.6
24.0
0
0
0
53.2
31.2
0
0
0
0
91.3
0
0
0
0
121.1
0
0
0
84.8
61.7
65.7
17.3
Streeta
36.7
110.5
174.3
136.3
27.2
28.1
110.4
197.1
165.5
52.6
16.2
50.7
104.6
104.1
35. S
16.4
34.1
94.0
96.5
29.2
29.9
102.2
113.6
51.2
FVv.
34.7
24.8
0
0
0
55.0
32.1
0
0
0
0
93. S
0
0
0
0
124.5
0
0
0
87.5
63.4
67.5
17.8
T979
Street*
37.9
113.5
- 178.7
139.3
27.8
29.0
113.0
202.0
168.6
53.9
16.7
51.8
109.9
106.3
36.4
17.0
35.0
96.4
98.9
30.0
30.8
105.0
116.6
52.6
fiat*
35.8
25.5
0
0
0
56.8
32.9
0
0
0
0
95.7
0
0
0
0
127. B
0
0
0
90.2
65.1
69.4
18.3
Negligible
11-46
-------
two specific time periods (6-9 A.M. and 4 P.M. -12 midnight) and by
type of vehicle. The results are shown in Tables 11-17 through 11-20.
D. DERIVATION OF 1977 AIR QUALITY LEVELS
1. General
The methodology presented in Section II-A, which assumes
that ambient concentrations are directly proportional to the total emis-
sions of the pollutant over an area of appropriate size, was used to
estimate the level of air quality expected in 1977 as a result of the
Federal Motor Vehicle Control Program. Independent estimates were made
using VMT and air quality data for two reference years: 1970 and 1971.
The percent reduction in vehicular emissions required by means of strate-
gies was then estimated by comparing the projected air quality levels with
the air quality standards.
Before beginning the detailed calculations, the 1971 VMT
data for the entire study area of 110 square miles were examined to en-
sure consideration of all areas with high emission rates. Figures II-9
and II-10 give the travel densities for the outer and inner zones of
the study area, respectively. The figures show that the VMT's per square
mile fall off sharply outside of the Core Area. After a review of these
data, it was decided to limit the calculation of emission densities to
the Core Area, the principal part of which was subdivided into approximate
one-mile square zones as was indicated in Figure II-8.
Hydrocarbon emission densities were calculated for the
3-hour period from 0600 to 0900 local time in agreement with the time
11-47
-------
TABLE 11-17
1971 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE
- 1971 VMT (000)
6-9
FREEWAYS
_A.M^
NON-FREEWAYS
Non-
Diesel Diesel
SECTOR Auto Truck_ Truck.
A 4.4
B 3.2
C 0
D 0
E 0
f 7.0
G 4.3
H 0
I 0
J 0
K 0
L 12.8
M 0
M 0
0 0
P 0
0 16.5
R 0
» 0
T ' 0
0 11.3
V 8.4
W 9.0
X 2.4
.2
.2
0
0
0
.4
.2
0
0
0
0
.7
0
0
0
0
.9
0
0
0
.6
.4
.5
.1
*
*
0
0
0
*
*
0
. 0
0
0
*
0
0
0
0
*
0
0
0
*
*
*
*
Auto
4.8
15.3
24.4
19.6
3.8
3.7
15.6
27.6
24.3
7.4
2.1
7.3
15.0
15.1
4.9
2.2
4.7
13.1
13.4
3.9
4.0
14.0
15.6
7.0
Non-
Diesel
Truck
.1
.3
.4
.3
.1
.1
.3
.5
.4
.1
*
.1
.3
.3
.1
*
.1
.2
.2
.1
.1
.2
.3
.1
'4
- 12 MIDNIGHT
FREEWAYS
Non-
Diesel
Truck
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*,
*
*
*
*
*
*
*'
Diesel Diesel
Auto Truck Truck
11.1
8.0
0
0
0
17,. 5
10.7
0
0
0
0
32.1 1.
0
0
0
0
41.5 1.
0
0
0
28.2
21.2
22.5
S.9
4
3
0
0
0
6
3
0
0
0
0
0
0
0
0
0
4
0
0
0
9
7
7
2
*
*
0 '
0
0
* '
*
0
0
0
0
.1
0
0
0
0
.1
0
0
0
*
*
*
NON-fREEMAYS
Non-
Diesel Diesel
Auto Truck Truck
11.9
37.8
60.3
48. 5
9.5
9.1
38.5
68.4
60.2
18.3
5.3
18.0
37.2
37.3
12.2
5.3
11.7
32.4
33.3
9.7
10.0
34.7
38.7
'17.4
.1
.4
.7
.6
.1
.1
.4
.8
.7
.2
.1
.2
.4
.4
.1
.1
.1
.4
.4
.1
.1
.4
.4
.2
*
*
*
*
*
'
*
*
*
*
*
*
*
*
*
*
*
*
*
"
* Negligible
Speeds: 6-
Streets:
Freeways :
9 A.
15
50
M.
M.P
M.
.H.
P.H.
Speeds
J
Streets
4-12
Midnight
: 15-19
Freeways:
50-55
M.P.
M.P
H.
.H.
11-48
-------
TABLE 11-18
1977 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE
1977 VMT (OOP)
6-9 A.M.
FREEWAYS
Non-
NON-FREEWAYS
Diesel Diesel
SECTOR Auto Truck
A
B
C
0
B
F
G
H
I
J
K
L
M
N
0
P
0
R
S
T
0
V
H
X
*
5.5 .3
3.9 .2
0 0
0 0
0 0
8.7 .5
5.1 .3
0 0
0 0
0 0
0 0
15.0 .B
0 0
0 0
0 0
0 0
19.9 1.0
0 0 .
0 0
0 0
13.9 .7
10.1 .5
10. 6 .6
2.6 .2
Negligible
Speeds : 6-9
Streets:
Freeways:
Truck
*
*
0
0
0
*
*
0
0
0
0
' *
0
0
0
0
.1
0
0
0
*
*
*
*
A.M.
15 M.
50 M
Auto
6.0
18.3
28.9
22.6
4.5
4.6
18.3
32.6
27.6
8.7
2.7
8.4
17.4
17.3
5.9
2.7
5.6
15.6
16.0
4.8
4.9
16.9
18.8
a.5
P.H.
.P.H
Non-
Diesel
Truck
.1
.3
.5
.4
.1
.1
.3
.6
.5
.2
.1
.2
.3
.3
.1
a
.1
.3
.3
.1
.1
.3
.3
.2
4 -
FREEWAYS
12 MIDNIGHT
NON-FREEWAYS
Non-
Diesel Diesel
Truck Auto Truck
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
it
*
*
*
*
*
*
13.8
9.9
0
0
0
21.9
12.8
0
0
0
0
37.5 1.
0
.0
0
0
49.8 1.
0
0
0
34.8 1.
25.4
27.0
5
3
0
0
0
7
4
0
0
0
0
2
0
0
0
0
6
0
0
0
1
a
9
7.1 .2
Speeds:
Diesel
Truck Au to
*
*
0
0
0
*
*
0
0
0
0
.1
0
0
0
0
.1
0
0
0
.1
*
.1
*
14.9
45.2
71.4
56.0
11.1
11.4
45.2
80.7
68.2
21.6
6.6
20.8
43.0
42.8
14.5
6.7
13.9
38.5
39.5
11.9
12.2
41.8
46.4
20.9
Non-
Diesel Diesel
Truck
.2
.5
.8
.6
.1
.1
.5
.9
.8
.3
.1
.2
.5
.5
.2
.1
.2
.4
.5
.1
.1
.5
.5
.2
Truck
*
*
*
*
*
*
'* .
*
*
*
*
*
*
*
*
*
*
*
*
*
*
4-12 Midnight
Streets :
Freeways:
15-19
50-55
M.P.
M.P
H.
.H.
11-49
-------
TABLE 11-19
1978 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE
1978 VMT (OOP)
6
FREEWAYS
- 9 A.
M.
4 _
BON-FREBWAYS
Non-
Diesel Diesel
SECTOR Auto Truck Truck Auto
A
B
C
D
B
F
G
H
I
J
K
L
M
N
0
P
Q
R
S
T
U
V
w
. X
*
5.7 .3
4.1 .2
0 0
0 0
0 0
9.0 .5
5.3 .3
0 0
0 0
0 0
0 0
15.3 .8
0 0
0 0
0 0
0 0
20.4 1.1
0 0
0 0
0 0
14.4 .8
10.4 .5
11.1 .6
2.9 .2
Negligible
Speeds: 6-9 A.
Streets: 15
Freeways: 50
*
*
0
0
0
*
*
0
0
0
0
*
0
0
0
0
.1
0
0
0
*
*
*
*
M.
M.P.
M.P
6.2
18.8
29.6
23.1
4.6
4.8
18.7
33.5
28.1
8.9
2.8
8.6
17.8
17.7
6.0
2.8
5.8
16.0
16.4
5.0
5.1
17.0
19.3
8.7
H.
.H.
FREEWAYS
Hon- Don-
Diesel Diesel Diesel
Truck
.1
.3
.5
.4
.1
.1
.3
.6
.5
.2
*
.2
.3
.3
.1
*
.1
.3
.3
.1
.1
.3
.3
.2
. Truck Auto Truck
*
*
*
. *
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
14.3
10.2
0
0
0
22.6
13.2
0
0
0
0
38.4
0
0
0
0
51.2
0
0
0
36.0 .
26.1
27.7
7.3
Speeds
.5
.3
0
0
0
.7
.4
0
0
0
0
1.3
0
0
0
0
1.7
0
0
0
1.2
.8
.9
.2
12 MIDNXQ1
vz
HOM-fRBEWAYS
Diesel
Truck Auto
*
*
0
0
0
*
*
0
0
0
0
.1
0
0
0
0
.1
0
0
0
.1
*
.1
*
15.4
46.4
73.2
57.2
11.4
11.8
46.4
82.8
69.5
22.1
6.8
21.3
43.9
43.7
14.9
6.9
14.3
39.5
40.5
12.3
12.6
42.9
47.7
21.5
Mon-
Diesel Diesel
Truck Ti
.2
.5
.8
.7
.1
.1
.5
.9
.6
.3
.1
.2
.5
.5
.2
.1
.2
.5
.5
.1
.1
.5
.5
.2
:ucX
*
*
*
*
*
*
*
*
*
*
*
*
'
*
*
;
*
: 4-12 Midnight
Streets:
Freeways:
15-19
50-55
M.P.H.
M.P.H
.
11-50
-------
TABLE 11-20
1979 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE
1979 VMT (OOP)
6-9
FREEWAYS
Non-
Diesel Dieua:
SECTOR .AUto Truck Truck
A
B
C
D
Z
F
G
H
I
J
K
L
M
N
0
P
Q
R
S
T
U
V
w
X
*
5.9 .3
4.2 .2
0
0
0
9.3
5.4
0
0
o
0
15.7
0
0
0
0
21.0 1.
0
0
0
14.8
10.7
11.4
3.0 .
Negligible
Speeds: 6-9
Streets:
Freeways:
0
0
0
5
3
0
0
0 .
0
8 .
0
0
0
0
1
0
0
p
8
6
6
2
A.
15
50
*
*
0
0
0
*
0
0
0
0
*
0
0
0
b
.1
0
0
0
*
*
*
*
M.
M.P
M.
A.M.
4-12 unwiomr
DOR-FREEWAYS
I
Auto
6.4
19.3
30.3
23.7
4.7
4.9
19.2
34.3
28.6
9.2
2.8
8.8
18.7
18.0
6.2
2.9
5.9
16.4
16.8
5.1
5.2
17.8
19.8
8.9
.H.
P.H.
Non-
Diesel
Truck
.1
.3
.5
.4
.1
.1
.3
.6
.5
.2
.1
.2
.3
.3
.1
.1
.1
.3
.3
.1
.1
.3
.3
.2
FR88HAYS
Diesel
Truck Auto
* 14.7
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
10.5
0
0
0
23.3
13.5
0
0
0
0
39.3
0
0
0
0
52.5
0
0
0
37.1
26.7
28.5
7.5
Speeds
Non-
Diesel
Truck
.5
.3
0
0
0
.8
.4
0
0
0
0
1.3
0
0
0
0
1.7
0
0
0
1.2
.9
.9
.2
HOH-FREEWAYS
Diesel
Truck Auto
15.9
*
0
0
0
*
*
0
0
0
0
.1
0
0
0
0
.1
0
0
0
.1
*
*
: 4-12
Streets :
47.7
75.1
58.5
11.7
12.2
47.5
64.8
70.8
22.6
7.0
21.8
46.2
44.6
15.3
7.1
14.7
40.5
41.5
12.6
12.9
44.1
49.0
22.1
non-
Diesel Diesel
Truck Truck
.2
.5
.9 *
.7
.1
.1
.5
1.0
.8
.3
.1
.2 '
.5
.5
2
.1 *
.2
s *
.5
.1 *
.1
.5 *
.6
.3
Midniqht
15-19 M.P.H.
Freeways :
50-55
M.P.H.
11-51
-------
0
L
8
22
i
i
14
25
39
14
27
31
2 3
i
MILES
II
19
44
32
29
40
23
21
30
58
20
22
3
13
16
29
62
33
38
32
2
r
23
12
20
4
0.4
2
8
28
[
*-»,
78
T
V
--^.
7
~L
|_T -
18
18
9
18
4
26
7
58
.r
_ _r
55
46
57
41
28
20
26
6
44
T.
^*M
L
\
IT 4
81
60
45
49
54
18
20
8
43
41
34
40
39
40
30
26
32
II
1
1
37 J
58 X
45
43
43
24
23
1
28
18
20
20
28
5
7
5
7 6
Figure II- 9.
Travel densities (thousands of miles per square
mile) for zones outside Core Area.
11-52
-------
0 0.5
i i
88
139
89
79
53
109
73
4 T ""'
66
48
30
_r
54
101
87
52
80
79
£6
12
28
14
3
^^
1.0
1
42
106
90
66
m
7f
62
21
-,83
1*
4|«
f
9
^-^
121
214
184
196
247
37
104
90
119
T""
51
100
44
71
21
98
253
229
247
264
187
158
90
159
116
115
68
113
100
121
300-
250
263
210
193
159
123
J/0-.
112
175
122
178
r
126
95
174
ISi
194
134
116
70
40
100
27
104
T
56
70
\
107
174
189
206
140
126
57
109
51
107
34
84
61
86
121
216
276
212
217
ITS
168
231
164
187
119
227
,
143
52
123
187
157
152
109
108
,T
70
103
77
120
72
119
49
42
71 r
127
151
193
139
99
103
157
124
68
«
58
V202
\
MILES
Figure 11-10.
Travel densities (thousands of miles per square
mile) for zones inside Core Area.
11-53
-------
period specified by the national standard for hydrocarbons. Carbon
monoxide emission densities were calculated for the 8-hour period from
1600 to 2400 local time. This period coincides approximately with the
8-hour period during which CO concentrations are at a maximum during
the fall and winter months (see Figure II-l).
2. Estimation of CO Levels
a. Emission Densities within Core Area
Vehicular Emissions
Emission densities for the 24 zones of the Core Area
were calculated for 1971 and 1977 using the traffic data listed in Tables
>
II - 17 and II - 18, respectively, and the EPA emission factors discussed
in Section II-A . Emission densities for 1970 were estimated by reduc-
ing 1971 VMT's by 3 percent. Figure 11-11 shows the resulting emission
densities for all zones for 1971 and 1972, and for Zone H, the zone in
which the monitoring station is located, for 1970.
Non-Vehicular Emissions
Table 11-21, compiled from data presented in Table V-A
and Appendix C of the Implementation Plan, shows that of the 226,110 tons
of CO estimated to have been emitted during 1970 within Salt Lake County,
only 7,339 tons, or 3.2 percent, are attributed to non-vehicular sources
(i.e., sources other than autos and light trucks, and on-highway diesels).
Examination of Table 11-21 also shows that of these 7,339 tons more than
6,000 tons are emitted from diesels (off hiway), aircraft, and solid waste
disposal. These three sources contribute, at most, only small background
concentrations to the Core Area. In the proportional modeling, which fol-
11-54
-------
S. TEMPLE ST
-£22^
CALIFORNIA
AVE
H
H
V)
t-
10
UJ
§
r-
A !
5502 |
3255
i
J
\
54371
32241
K
2712
1545
P.
1525
882
r
"
!B
4606
( 2548
G 4798
2613
x""""
V''
y 4256
I 2345
n In
ILT
8' 1 1
§
I 2866
1 1657
§
I
I
U |L 3521
fi\2069
I »
IT
1
K
10
liJ
J
0. K
Z v>
r s ?
* 1 |i
c
7040
3819
H (7878)
7691
4156
*
MONITORING
STATION
M
4635
2460
i |
R
3602
1955
V 5043
2830
-j
H
in
?
UJ
O
o
I-
-------
TABLE 11-21
CO EMISSION ESTIMATES FOR SALT LAKE COUNTY IN 1970
Source Emissions
Category (Tons/year)
Transportation
Autos and Light Trucks 217,278
Diesel (On Hiway) 1,493
Diesel (Off Hiway) 1,992
Aircraft .2,885
Railroads 234
Solid Waste 1,249
Space Heating 767
Industrial Processes 152
Electric Power Generation 60
Subtotal (Non-vehicular) 7,339 (3.2%)
Total 226,110
11-56
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lows, we attribute 2 percent of the 1970 emissions within the Core Area
to non-vehicular sources, and leave their emission rate unchanged for
1971 and 1977.
b. Results
Table 11-22 summarizes relevant emission density and
air quality data for Zone H of the Core Area. Independent estimates of
maximum allowable emission density, air quality, the percent reduction
in vehicular emissions expected to be achieved by the Federal Motor
Vehicle Control Program, and the percent reduction required from trans-
portation strategies have been made using the two reference years (1970,
1971).
Figure 11-11 shows that of the larger Core Area zones
2
(area approximately 0.8 mi ) pnly Zones C, H, and I exceed the more restric-
o
tive of the two maximum allowable emission densities (3128 kgu./mi ) in
2
1977, and that only Zone H exceeds the less restrictive (3996 kg. /ml )
allowable emission density.
The high emission density shown for Zone X indicates
an area of possible concern. The high value in this zone results from the
addition of freeway emissions to a high level of street emissions. It
should be borne in mind, however, that this high emission density has been
2
calculated over a small area (0.2 mi ), and that the travel density drops
off rapidly in neighboring zones (see Figures II-9 and 11-10). Also, as
pointed out. in Section VI, some reduction in traffic affecting this zone
is expected as a result of a freeway loop which is currently under construe-
11-57
-------
TABLE 11-22
SUMMARY DATA FOR ZONE H (CO)
a)
b)
2
Emission Densities (kg/8 hr/mi )
Category 1970
Vehicular 7878
Non-vehicular 161
Total 8039
Air Quality (8-hr average in ppm)
1970
Observed (2nd Highest) 22
Estimated
From 1970 data
From 1971 data
Year
1971
7691
161
7852
Year
1971
17
1977
4156
161
4317
1977
11.8
9.3
2
c) Maximum Allowable Emissions Level (kg/8 hr/mi )
Total Vehicular
Estimated
From 1970 data 3289 3128
From 1971 data 4157 3996
d) Reduction in Vehicular Emissions from 1971 Levels (percent)
Anticipated from Federal Additional Required
Reference
Year
1970
1971
Motor Vehicle Control
Program by 1977
46
46
by Transportation
Control Strategies
13
2
11-58
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tion, but because of uncertainties in the construction timetable the
full impact of this freeway has not been incorporated into the 1977 VMT's.
The two estimates of the percent reduction in CO emissions re-
quired by transportation control strategies are 13 and 2 percent. Reduc-
tions are needed only in Zones C, H, and I.
c. Comparison with Implementation Plan Estimates
Table V-A of the Implementation Flan shows a reduc-
tion of 43 percent in total CO emissions in Salt Lake County between
1970 and 1977. The reduction in emissions from autos and light trucks
over this period is 46 percent. These figures compare closely with the
f
results for Zone H given in Table 11-22. The reduction in total emis-
sions for Zone H between 1970 and 1977 is 46 percent, and the reduction
in vehicular emissions is 47 percent.
3. Estimation of Oxidant Levels
a. Emission Densities within the Core Area
For the proportional modeling used to estimate air
quality for 1977, it is necessary to apportion the total initial hydro-
carbon content of the local air mass within which the highest oxidant
concentrations are produced to vehicular and non-vehicular sources. No
spatial relationship between the source of the hydrocarbons and the region
of high oxidant concentrations need be postulated. The following basic
assumptions were used in making the apportionment:
(1) The local air mass of concern is the one
having the highest hydrocarbon content.
11-59
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Its source is the Core Area, where maxi-
mum vehicular emissions occur.
(2) Hydrocarbons from non-vehicular sources
are uniformly distributed throughout Salt
Lake City.
(3) The amount of hydrocarbon emissions
within Salt Lake City is directly related
by population to total emissions within
Salt Lake.
Vehicular Emissions
Figure 11-12 shows 1971 and 1977 3-hour hydrocarbon
emission densities for the 24 zones of the Core Area, and the 1970 emis-
sion density for Zone H. The traffic data used with the EPA emission
factors in calculating the 1971 and 1977 emission densities are listed in
Tables 11-17 and 11-18, respectively. VMT's for 1970 were again obtained
by reducing the 1971 values by 3 percent.
Average 3-hour emissions in 1970 for the 14 square mile
Core Area during the 0600-0900 A.M. period were 4630 kilograms. When
adjusted on the basis of traffic flow, this is equivalent to 26,760 kilo-
grams per day.
Non-Vehicular Emissions
Table 11-23, compiled from Table V-C and Appendix C
of the Implementation Plan, gives the distribution of hydrocarbon emis-
11-60
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S. TEMPLE ST
300 SOUTH ST
700 SOUTH 8T
900 SOUTH ST
1900 SOUTH 3T
4000
NORTH
8000
FEET
Figure 11-12.
Hydrocarbon emission densities (kg/3-hoyr/mi2) for 1971
(upper) and 1977 (lower). Value in parentheses (Zone H)
is emission density for 1970. ,/
n-6i
-------
TABLE 11-23
HYDROCARBON EMISSION ESTIMATES FOR SALT LAKE COUNTY IN 1970
Source Emissions
Category (Tons/year)
Transportation
Autos and Light Trucks 36,282
Diesel (On Hiway) 299
Diesel (Off Hiway) 398
Aircraft 2,103
Railroads 167
Solid Waste 398
Space Heating 211
Industrial Processes 8,742
Electric Power Generation 683
Gasoline Marketing . 1,775
Subtotal (non-vehicular) 14,477 (28.3%)
Total 41,058
11-62
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sions by source category within Salt Lake County in 1970. The non-
vehicular emissions attributed to Salt Lake City were calculated from
the county emissions by population as follows:
.. . . . city population
City emissions = county emissions x **-L ; :
J county population
' 14'477 X ' 5552 t0ns/yr
These emissions were assumed to be evenly distributed throughout the
city, and emissions from the Core Area were estimated to be 1442 tons/year
or 3580 kg/day using this assumption. Based on these very rough approxi-
mations, the non-vehicular emissions make up 12 percent of the total
hydrocarbon emissions within the Core Area.
b. Results
Table 11-24 summarizes the pertinent emission rates
and air quality data for the Core Area. Estimates of emission rates
and of air quality were projected from the two reference years of 1970
and 1971. In making these projections, non-vehicular hydrocarbon emis-
sions were assumed to be 12 percent of the total hydrocarbon emissions
in 1970, to remain constant in 1971 and to increase by 25 percent by 1977.
This is in approximate agreement with the growth rate postulated in
Table V-C of the Implementation Plan. Estimates of air quality and allow-
able emission rates are made by means of curve given in Appendix J of
40 CFR, Part 51.
The estimates in Table 11-24 show that the sum of
the hydrocarbon emissions expected throughout the Core Area in 1977
11-63
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TABLE 11-24
SUMMARY DATA FOR CORE AREA ( HYDROCARBONS-OXIDANTS )
a) Emission Rates of Hydrocarbons (kg/3 hr/14 mi )
Category Year
Vehicular
Non-vehicular
Total
b) Air Quality - Oxidants (1-hr average in ppm)
1970
4633
632
5265
1971
4391
632
5023
1977
2098
790
2888
Year
Observed (2nd Highest)
Estimated
From 1970 data
From 1971 data
1970
0.11
1971
0.093
1977
< 0.08
< 0.08
c) Maximum Allowable Emission Level of Hydrocarbons (kg/3 hr/14 mi )
Total Vehicular
Estimated
From 1970 data
From 1971 data
3896
4470
3106
3680
d) Reduction in Vehicular Emission of Hydrocarbon from 1971 Levels (percent)
Anticipated from Federal
Reference Motor Vehicle Control
Year Program by 1977
1970 52
1971 52-
Additional Required
by Transportation
Control Strategies
0
0
11-64
-------
2
(2888 kg/3 hr/14 mi ) is 26 percent below the more restrictive estimate
o
of the maximum allowable emission level (3896 kg/3 hr/14 mi ). Thus,
the calculations indicate that the national standard for oxidants will
be met in 1977 without the application of transportation control strate-
gies.
c. Comparison with Implementation Flan Estimates
Table V-C of the Implementation Plan shows a reduction
of 33 percent in total hydrocarbon emissions in Salt Lake County between
1970 and 1977. The reduction in emissions from autos and light trucks
over this period is 57 percent. Calculations for the Core Area using
the estimates in Table II-D-4 shows a reduction of 45 percent in total
emissions and of 55 percent in vehicular emissions between 1970 and 1977.
11-65
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E. DISCUSSION OF 1978 and 1979 CARBON MONOXIDE LEVELS
Vehicular CO emission densities were calculated for the 24 zones
of the Core Area using the 1978 and 1979 traffic data listed in Tables
11-19 and 11-20, and the appropriate emission factors. Figure 11-13
shows the resulting emission densities for the two years. The emission
densities given in Figure II- 13 assume no transportation controls. The
maximum allowable levels, using 1970 and 1971 as the reference years
2
are, respectively, 3128 and 3996 kg/8-hr/mi . These estimates are based
2
on an unchanged non-vehicular emission density of 161 kg/8-hr/mi .
Examination of Figure 11-13 shows that, with the exception of
Zone X, all emission densities within the Core Area are below the maximum
allowable levels in 1979, and that all emission densities for the
larger size zones are also below the allowable levels in 1978 except
for Zone C and Zone H. Emission densities in these two zones, however,
are below the allowable level calculated from the 1971 data.
As pointed out in Section II-D, emission densities given for
Zone X are not directly comparable with emission densities of the larger
zones because of the small area over which densities of this magnitude
exist.
F. SUMMARY OF PROBLEM AND CONCLUSIONS
The results of the preceding analysis may be summarized as fol-
lows :
1. National oxidant standards will be achieved throughout Salt
Lake City by 1977 by means of the Federal Motor Vehicle Control Program.
11-66
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AVE
300 SOUTH ST
700 SOUTH ST
900 SOUTH ST
1300 SOUTH ST
FEET
Figure 11-13.
CO emission densities (kg/8-hour/mi ) for 1978
(upper) and 1979 (lower).
11-67
-------
Transportation control strategies are not required to reduce hydrocarbon
emission to acceptable levels.
2. National CO standards will be achieved throughout the city by
1977 by means of the Federal Motor Vehicle Control Program with the excep-
tion of a central area bounded approximately by West Temple, 900 South,
500 East, and 6th Avenue. The size of the area judged to be critical
depends somewhat on the baseline year (1970 or 1971) used in making the
air quality projections.
3. To achieve the 8-hour average CO standard within this central
area by 1977 will require an additional reduction in CO emissions from
motor vehicles of about 8 percent from 1971 levels. (Individual
estimates were 2 and 13 percent, depending upon the baseline year).
4. The Federal Motor Vehicle Control Program is sufficient tp
ensure that the 1-hour average CO level will remain within the national
standard throughout the city.
The above assessment of the oxidant and CO problems in Salt Lake
City is in essential agreement with that presented in the Implementation
Plan. The more recent data suggests, however, that the CO problem may be
less severe than indicated by the 1970 data. Delineation of the critical
area was not attempted in the Implementation Plan.
11-68
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III. EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS
A. GENERAL
The potential for reducing vehicle emissions in congested or
heavily traveled areas varies from city to city depending upon:
(1) Existing land use patterns
(2) Magnitude and composition of vehicular traffic
(3) The capacity and structure of the existing
transportation system
Basically, reductions in vehicle emissions can be accomplished
by:
(1) Reducing vehicle miles of travel by
(a) Reducing number of automobile trips
(b) Decreasing trip lengths
(2) Optimizing vehicle speeds (30-40 mph)
It has been established in the analyses accomplished during the
course of this study that transportation control strategies will be re-
quired to meet the 8-hour standard in Salt Lake City by 1977. These
strategies are required principally during the fall and winter months.
The following describes several transportation control strate-
gies which could be implemented in Salt Lake City. The strategies listed
are not all-inclusive; rather, they include only those practical strate-
gies, based upon limited study and evaluation, which would be most
III-l
-------
appropriate for Salt Lake City. For a more complete listing of strategies,
refer to "Evaluating Transportation Controls to Reduce Motor Vehicle Emis-
sions in Major Metropolitan Areas," prepared by the Institute of Public
Administration, in March, 1972. Table III-l presents a summary of those
major transportation control strategies and their impacts as presented in
the Institute of Public Administration report.
B. MOTOR VEHICLE INSPECTION PROGRAM
Several inspection programs, each designed to enforce a reduction
in automobile emissions to an acceptable federal standard, are presented
herein to establish a basis for determining the acceptability and impact
of a motor vehicle inspection program for the State of Utah. These pro-
grams are discussed below.
1. Statewide Emission Inspection Program in Conjunction with
Vehicle Safety Inspection
Since there are existing federal requirements that states
conduct motor vehicle safety inspections, one logical approach would be
to expand the existing statewide safety inspection program to include a
periodic inspection of motor vehicle emissions. A state vehicle safety
inspection program charged with the added responsibility of coordinating
with an emissions control program could be an efficient and cost-effective
method of implementing an emission inspection program.
When considering a statewide program, it is essential that
pertinent criteria be established. From a standpoint of total emission
III-2
-------
TABLE III-l
IMPACT OF TRANSPORTATION CONTROLS ON
TRAVEL PATTERNS AND.MOTOR VEHICLE EMISSIONS
(CARBON MONOXIDE FROM LIGHT DOTY MOTOR VEHICLES ONLY)
TRANSPORTATION
CONTROL CANDIDATES
Short Term (2-5 years)
Inspection, Maintenance
and Retrofit
Gaseous Fuel Systems
Traffic Plow Techniques
Bypassing Thru
Traffic
Medium Term (5-10 years)
Improvements in Public
Transportation
Motor Vehicle Restraints
Long Term (10-20 years)
Work Schedule Changes
Land Use Controls(10)
IMPACT ON
TRAVEL PATTERNS(1)
No changes in modal
mix, trip generation
or origin-destination
patterns.
No changes In modal
mix, trip generation
or origin-destination
patterns.
No changes in modal
mix. Possible in-
crease in trip genera-
tion as a result of
improvements in
traffic flow. No
changes in origin-
destination patterns,
at least for the
short-term.
No changes in modal
mix. Possible in-
crease in trip genera-
tion as a result of
improvements in
traffic flow. No
changes in origin-
destination patterns,
at least for the
short-term.
IMPACT ON MOTOR
VEHICLE EMISSIONS (21
10 to 25 percent.(3)
Upper range (particularly
20 to 25 percent) decidedly
less likely than lower
range (particularly 10 percent),
Less than 15 percent.(4)
Appropriate only for large,
centrally-maintained fleets
which account for a relatively
high proportion of total
vehicle miles traveled
(e.g., taxicabs in Borough of
Manhattan).
Less than 20 percent.(5)
However, emissions appear to
decrease for only the year
immediately following imple-
mentation, after which time
emissions may increase above
original levels due to growth
in traffic volumes. To con-
trol traffic volumes, motor
vehicle restraints would be
required.
Less than 5 percent.(6)
Measures requiring new con-
struction (e.g., circumferen-
tial routes) not inplementable
within 5 yaars. Modest by-
passing may be possible through
use of directive signs and/or
signals. More substantial by-
passing will require motor
vehicle restraints.
Changes in modal mix
by improvements in
public transport) no
change in trip genera-
tion or origin-des-
tination patterns at
least in the short-
term.
Changes in modal mix
by improvements in
public transport and
motor vehicle re-
straints. Only minor
changes in trip
generation, or origin-
destination patterns
at least in the short-
term.
Changes in modal mix,
possible reduction
in trip generation
(particularly for the
journey to work) and
changes in origin-
destination patterns'
duo to additional
recreational trips.
Chanye in modal mix;
change in origin-
destination pcirtazns;
change in trip
generation.
Less than 5 percent.(7)
Improvements in public trans-
port are a necessary but not
sufficient condition for reduc-
ing motor vehicle emissions.
To have an appreciable effect
on emissions public transport
improvements must be combined
with motor vehicle restraints.
Restraining or restricting
motor vehicles, however, would
require substantial public
transport improvements to pro-
vide an alternate means of
making trips.
5 to 25 percent.(8)
Potential emission reductions
depend upon the severity of
restraints. Several motor
vehicle restraints are adminis-
tratively feasible. However,
the mechanics of imposing motor
vehicle restraints are much
less of a problem than gaining
public acceptance to limit
"freedom of the road."
Less than 3 percent.(9)
Work trips would be reduced
but increased leisure time
would probably generate
additional recreational trips
(although these are likely to
be primarily at off-peak
periods to and from areas out-
side the central city).
Could noc be implemented with
any appreciable effect on
emissions in the short term.
Medium and long-term effects
not known.
III-3
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TABLE III-l (Cont.)
(1) Transportation controls are arranged in order of increasing
impact upon travel patterns, and hence upon social and economic
activity and location of land use. To the extent that these
impacts imply increasing social and economic dislocation, each
successive transportation control would need correspondingly longer
lead times to implement and take effect.
(2) Expressed as percent of emissions attributable to light duty
motor vehicles. Highest values are estimates of maximum feasible
emission reductions, using data from central cities where control
in question appears to have greatest potential for reducing emissions<
It is extremely unlikely that any city could achieve maximum reduc-
tion from each of controls. Lower values do not represent minimum
emission reduction, but rather an estimate based upon moderately
favorable conditions. Estimates for improvements in public trans-
portation, motor vehicle restraints and work schedule changes assume
a reduction in motor vehicle miles traveled results in equivalent
reduction in motor vehicle emissions. All estimates are for initial
reductions and do not take into account deterioration (e.g.,
deterioration of control devices due to accumulation of mileage).
(3) Estimates for inspection and maintenance only.
(4) Estimates for simple conversion from gasoline to LPG or natural
gas.
(5) Based on illustrative example assuming a 30 percent increase
in networkwide average vehicle speed.
(6) Estimates for traffic which could be bypassed away from central
cities as a result of improvements capable of implementation in the
short term, but in the absence of motor vehicle restraints.
(7) Estimates for public transportation broadly defined to include
mass transit (rapid rail and bus systems) as well as other means
of conveyance, such as taxi, demand-responsive systems, car pools
and people movers. Estimates are for reductions in traffic in the
absence of motor vehicle restraints.
(8) Lower estimates are for doubling downtown parking rates. Higher
estimates are for tripling or for quadrupling downtown parking rates,
depending upon comprehensiveness of parking control program.
(9) Estimates are for 4-day week, with working days spread over
six days, assuming 30 percent of vehicle miles traveled are accounted
for by the journey to work and a maximum of 25 percent of the labor
force on 4-day week by 1977.
(10) For example, public policy could encourage land use patterns
which would minimize distances between home and work, home and
school, and home and shops. In addition, residential and commercial
development could be promoted around existing rail and bus lines
(and such systems extended) so that public transport would be more
accessible to a larger portion of the metropolitan population.
Source: Evaluating: Transportation Controls To Reduce Motor Vehicle
Emissions In Major Metropolitan Areas. Interim Report. Prepared for
the Office of Land Use Planning, Office of Air Programs, Environ-
mental Protection Agency by the Institute of Public Administration
and Teknekron, Inc., Washington, D.C. March 16, 1972.
III-4
-------
control, administration and cost, a statewide inspection program for Utah
should meet the following minimum criteria.
(a) Annual Inspection Some states and a few foreign
countries require technical inspections more frequently
than once a year. However, until more valid data are
available to justify more frequent inspections, a sound
program could be established on the requirement of an
annual inspection.
(b) Mandatory Inspection for All Gasoline-Powered Vehicles
Operating on the Highways The prescribed inspection
should be mandatory for all gasoline-powered vehicles
operating on the highways, with the exception of motor-
cycles. Information on emissions from two-stroke cycle
engines is not readily available and until more tests
are conducted the impact of motorcycle inspection cannot
be estimated.
(c) State Controlled and Monitored The inspection should
be controlled and monitored directly by a state agency.
Any delegation of responsibility to lower levels of
government or private enterprise should be carefully
planned to preserve state control and uniformity of
application.
The 1971 state registration figures provided by the Utah
Department of Motor Vehicles show a total motor vehicle registration in
the state approaching 824,000 vehicles with the following breakdown.
Passenger Vehicles 557,106
Buses 16,958
Motorcycles 39,813
Quarter-year Registration 3,894
(commercial)
Trailers 23,742
Mileage Registration 1,168
Commercial W/o Weight 445
Commercial less 6000 Ibs 118,309
Commercial over 6000 Ibs 62,319
Total 823,954
III-5
-------
Slightly more than 675,000 motor vehicle inspections would
have been necessary in 1971 to provide an annual inspection of all light
duty vehicles.
2. Regional Inspection Program-Air Pollution Specific
Projections of 1977 vehicle emissions indicate that only
the central business district of Salt Lake City will not be able to meet
established air quality standards for carbon monoxide. Based upon the
1960 traffic survey , between 85 and 90 percent of the travel in the SLATS
study area is produced by internal (vehicles garaged in the study area)
vehicles. Therefore, a regional, including Salt Lake and Davis Counties,
inspection program could produce a significant improvement in air quality
in downtown Salt Lake with less cost and administrative burden.
A regional inspection program should meet the same minimum
criteria discussed previously for the statewide program.
3. Transferred Motor Vehicle Inspection Program
This program, if implemented, would require that vehicles
be inspected only when the title is transferred. New cars would be exempt.
Vehicle transfer information from the State of Utah indicates that approx-
imately 10 percent of all automobiles and pick-ups registered are transferred
*
Salt Lake Area Transportation study. Vol. 1. Current Travel Inventory^
Wilbur Smith and Associates, 1963, p. IV-24.
III-6
-------
during any given year. The 1971 registration information shows approxi-
mately 824,000 vehicles registered in the State of Utah. Of this total,
675,600 vehicles, or 82 percent, are classified as passenger cars or light-
duty trucks (panel and pick-ups).
4. Spot Check Program
This program would be based upon a random sample and roadside
check of motor vehicles performed by law enforcement officers or special
inspection units created for this purpose. In order to have a significant
impact on emissions, a sample in the range of 30 to 40 percent would be
necessary. The logistics, administration, public acceptance, enforcement
and disruption of travel are major objections to this program.
The programs discussed above are not meant to include all
possible inspection programs. Rather the list is intended to provide a
basis for discussion and comparison of alternative inspection programs or
combinations of programs.
5. Inspection Test Procedure
Various inspection procedures have been suggested or used
to identify vehicles with emission rates which exceed the standards
established by the Clean Air Act. Most of these test procedures are still
undergoing evaluation and better information will be available in the near
future.
III-7
-------
The following inspection and/or maintenance procedures for
control of CO and HC exhaust emissions have been evaluated:
(1) Visual inspection for the presence of control devices
or systems
(2) Requirement of a minor tune-up at specified time
interval
(3) Requirement of a major tune-up at specified time
interval
(4) Exhaust measurement at "idle" to identify high emit-
ters for subsequent corrective action
(5) Exhaust measurement under load on a dynamometer to
identify high emitters for corrective action
(6) Exhaust measurement under load on a dynamometer to
diagnose reasons for high emissions and to indicate
what corrective action should be taken.
In numerous states, a number of abbreviated versions of
automobile exhaust analysis procedures have been proposed for use in manda-
tory inspections programs. Four of the most popular tests under considera-
tion are: California Certificate of Compliance, Idle Test, Key-Mode Test,
and Diagnostic Test. Detailed test data of these four tests are available
**
and are contained in the Northrop report. A description of each test as
taken from the Northrop report follows.
Control Techniques for Carbon Monoxide, Nitrogen Oxide, and Hydrocarbon
Emissions from Mobile Sources, U.S. Dept. of Health, Education and Welfare,
1970 and Exhaust Emission Control Maintenance U.S. Inspection, Roensch,
61st Annual Meeting Air Pollution Control Assn., St. Paul, Minn., June 1968.
**
Mandatory Vehicle Emission Inspection and Maintenance. Northrop Corp.,
May, 1971
III-8
-------
a. Certificate of Compliance Inspection Procedure
"Certificate of Compliance testing procedure is presently
accomplished by licensed inspection stations within the State of California.
The procedure is performed to verify proper operation of vehicle engines
and emission control systems, and is required as a condition of vehicle
ownership transfer. The test is performed with the vehicle in a static
condition and is primarily concerned with assuring that the vehicle emis-
sion control equipment is operating within prescribed specification limits.
The crankcase ventilation system and exhaust emission control system com-
ponents are tested for functional performance. Proper engine operation
is verified with diagnostic test equipment and the ignition system is
observed for indications of cylinder misfire. Idle rpm is adjusted and
ignition timing is reset, if necessary. Idle air-fuel ratio is measured
and idle mixture adjusted as required. When the engine is adjusted pro-
perly and determined to be in proper working order, a Certificate of
Compliance is issued. The Certificate of Compliance procedure was modi-
fied to include measurement and adjustment of ignition time and point dwell,
and measurement and adjustment of air-fuel ratio."
b. Idle Inspection Procedure
"The term 'idle inspection* is somewhat misleading since
the vehicle is also operated at higher rpm (2500) as part of the inspection
test cycle. The test mode is more accurately described as a static or light
load test, as the vehicle engine is operated without benefit of vehicle
III-9
-------
road loads. It has been demonstrated that vehicle system malfunctions
which result in high emission characteristics at idle rpm frequently con-
tribute to high emissions over a typical load/speed range as measured by
the standard seven-mode test. However, the sensitivity of idle testing
can be improved by performing additional testing at higher engine speeds.
The engine loads experienced during higher rpm operations provide an
opportunity to measure effectiveness of off-idle carburetor circuits and
to detect additional malfunctions that may contribute to high emissions.
During the idle test procedure, engine operations and emission measurements
are accomplished at 2500 rpm prior to performing idle measurements. This
sequence provides the opportunity for engine temperature stabilization."
c. Key-Mode Inspection Procedure
"Key-mode testing is a test process that was developed
by the Clayton Manufacturing Company. The test is performed on a simple
chassis dynamometer at vehicle speeds and load modes that are calculated
to reliably expose engine faults. The operational modes are idle, low
cruise, and high cruise. After vehicle pre-test activities are performed,
the vehicle is positioned on the dynamometer and emission test equipment
attached. The initial test mode is at high cruise conditions. The
driver accelerates to a speed and load range of 44 to 50 mph and 21 to
30 hp, depending upon vehicle weight. During this period the engine temp-
erature is stabilized. High cruise emission measurements are performed
and the vehicle speed and load are reduced to 22 to 30 mph and 6 to 12 hp,
111-10
-------
depending again upon vehicle weight. After measurement, the vehicle is
allowed to return to idle for final measurements prior to post-test
operations.
"A set of repair aids has been developed by Clayton in
the form of truth tables. The table, when used as an inspection aid, pro-
vides diagnostic information to the repair station. In addition to the
truth tables, a manual containing usage examples is provided to the repair
facility."
d. Diagnostic Inspection Procedure
"The diagnostic test procedure, if accomplished effec-
tively, identifies specific component failures and allows direction to the
vehicle owner to accomplish specific repair functions. This technique may
result in reduced repair costs to the vehicle owner. Additionally, the
longevity of engine emission control performance may be enhanced.
"The test procedure includes engine load modes that tend
to stress certain emission-critical components. Components that fail during
the stress conditions may be marginal under normal operating conditions.
Replacement of these marginal components may preclude subsequent failure
and resultant high vehicle exhaust emissions.
"The vehicle for test is positioned on a chassis dynamometer.
Exhaust emission measurement and engine systems measurement instrumentation
is attached. The vehicle is then operated throughout a sequence of speed
III-ll
-------
and load ranges that have been chosen to reveal maximum diagnostic informa-
tion. Pass-fail judgments are based on exhaust emission measurements at
selected points in the dynamic cycle. When the vehicle is determined to
have excessive emission characteristics, additional measurements of engine
systems and components performance are conducted. This process assists in
determining the particular component failure causing excessive emissions.
"Some system measurements can be accomplished simultane-
ously with emission performance testing. In many cases, superior diag-
nostic data can be accumulated with the vehicle and engine under dynamic
conditions, and component failure decisions may be arrived at before
vehicle removal from the testing position. However, at other times,it
will be necessary to reposition the vehicle within the facility for addi-
tional diagnostic tests.
"The inspection test procedure includes a full throttle
full load vehicle operating mode. This mode is performed at the test
beginning. Throttle position is limited to a point that will not result
in transmission downshift. Load application requires judgment on the
part of the test driver to preclude excess stress being applied to engine
or vehicle. Vehicle age and condition must be taken into account when
making the maximum load decision. The intent of this mode is to reveal
ignition system failures that may result in high HC emissions. These
failures involving ignition components tend to become more apparent with
high cylinder pressures as experienced with high loading conditions.
111-12
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Measurements of ignition waveform with the engine scope during high loads
will assist in isolating the malfunctioning component.
"The high cruise test follows the full throttle modes.
The high cruise point selection has been 50 mph with an 8 hp road load
applied. This load speed range, when accomplished on a dynamometer capable
of simulating vehicle inertia, results -in an operating condition equivalent
to typical high cruise operation or interurban thoroughfares. This mode is
effective in measuring carburetor main circuit and power enrichment systems.
Failure of carburetor-related components results in excessive CO emissions.
The high cruise mode is followed by a decerleration to idle and subsequent
idle measurements. Idle measurements are accomplished in the same manner
as during idle inspection mode testing and with the same objectives.
Measurements are made during deceleration to reveal the effectiveness of
deceleration emission control system components. There are various con-
figurations of deceleration control on different makes of vehicles; effec-
tiveness measurement of these devices is difficult with static testing
only.
"Diagnosis of failed vehicles is complicated. The vari-
ations in logic flow that stem from failure contingencies are so numerous
that flow diagraming techniques become overwhelming. The diagnostic tasks
are divided into emission control system tests, fuel system tests, ignition
system tests, and mechanical system tests. Testing for component failure
within these system areas is accomplished during various static engine
operating modes (off of the dynamometer). The modes are described as
111-13
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pre-start, idle, off-idle, and special. The specific tasks that may be
performed to diagnose malfunctions are shown for each system as they relate
to test modes. Pre-start tests generally concern detailed visual inspec-
tion of system components. Idle test involves specific emission control
components, idle speed and mixture tests and ignition timing, and point
dwell inspection. Off-idle testing is concerned with additional fuel sy-
stem tests involving air cleaners, power enrichment and main circuit
carburetor condition. Ignition coil, distributor, plugs and wires are
further tested, including mechanical and vacuum advance mechanisms. When
mechanical systems component failure such as exhaust or intake valves are
suspect, special tests involving static load (power drop) or compression
testing is performed.
"The functional flow as described requires a two-man
test crew. One technician performs the pretest operation and places the
vehicle in testing position of the chassis dynamometer. After vehicle
positioning, he operates the vehicle through spewed and load ranges as
required by the testing procedure. Alternative procedures may be required
for diagnostic purposes if failures are discovered. The other technician
performs equipment hookup and accomplishes actual emission and diagnostic
measurements.
)
"The entire task can be accomplished by a single tech-
nician; however, the test time must be extended considerably. The single
man procedure requires that the emission test be accomplished first,
followed by dynamic diagnostic measurements as may be required for failure
analysis."
111-14
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Table III-2 summarizes the foregoing described test
procedures.
Test data are available for the above described test.
Other types of tests considered fall within the limits of the tests de-
scribed above for effectiveness, so only the four tests described above
will be used for evaluation and ultimate recommendations.
6. Impact on Vehicle Emissions
In estimating exhaust emission reductions per vehicle for
*
an inspection-maintenance program, EPA shows the following:
Hydrocarbons 12 percent
Carbon monoxide 10 percent
Nitrogen oxides 0 percent
These reductions are based on data which show a maximum
effectiveness immediately after maintenance of 25 percent and 19 percent
for hydrocarbons and carbon monoxides, respectively, and an assumption
of straight line deterioration to zero percent effectiveness over a 12-
month period.
Obviously -the total impact on emission would approach these
individual vehicle figures if the inspection program was implemented on a
Control Strategies for In-Use Vehicles. Office of Air and Water Programs,
Mobile Source Pollution Control Program, Washington, D. C., Nov. 1972.
111-15
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TABLE III-2
TEST PROCEDURE SUMMARY
FUNCTIONS
Pretest Inspection
Exhaust System
Engine/Fuel System
Tire Condition
Record Vehicle Data
Test Functions
Idle rpm
2500 rpm
30 mph cruise
50 mph cruise
50 mph - 8hp cruise
Max. Throttle Load
Decel. from 50 mph
PVC System Test
Exhaust Control System
Ignition Timing Test
Engine Condition Test
Ignition Timing Adjust
Idle Mixture Adjust
CERTIFICATE OF
COMPLIANCE
X
X
CO
X
X
X
HC,CO
X
X
IDLE
X
X
KEY-MODE DIAGNOSTIC
X
X
X
X
X
X
HC,CO,NO HC,CO,NO HC,CO,NO
HC,CO,NO
HC,CO,NO
HC,CO,NO
HC,CO,NO
HC
HC
X
X
X
X
SOURCE: Northrop Report, June, 1971.
Hi-16
-------
statewide basis. For a regional inspection program, the impact would be
somewhat less, probably varying in proportion to the percentage of vehicles
registered in the region to the total state registration. The 1971 registra-
tion figures show that Salt Lake and Davis Counties comprise approximately
52 percent of the total state motor vehicle registrations. The SLATS
study estimates that between 85 and 95 percent of the vehicular travel was
by vehicles garaged within the SLATS study area, including Salt Lake and
a portion of Davis County.
7. Cost Analyses
The cost of implementing an inspection/maintenance program
will vary depending upon the type of inspection program initiated. The
following table shows a comparison in the costs of initiating and operating
three different test regimes.
COMPARATIVE COSTS OF
IDLE, KEY MODE, AND DIAGNOSTIC TESTS*
INVESTMENT COST OPERATING COST
TEST REGIME FACTOR FACTOR
Idle 1.00 1.00
Key Mode 1.64 1.12
Diagnostic 7.34 3.20
Primary considerations for implementing a vehicle emissions
inspection program are: (1) cost to the average owner, and (2) the benefits
derived from the program. As an example, the following table (Table III-3)
shows the cost/benefit ratios of the three tests mentioned above. This table
Northrop Report, June 1971.
111-17
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TABLE III-3
ESTIMATED COST EFFECTIVENESS USING SEVERAL
TYPES OF INSPECTION/MAINTENANCE
TYPE OF
AND/OR
MAINTENANCE
INSPECTION
Key-Mode Diagnosis
Idle
oo
Diagnostic
AVERAGE TOTAL
ANNUAL OUT-OF-
POCKET COST PER
CAR INCL.REPAIRS
Year
1975
1977
1980
1975
1977
1980
1975
1977
1980
Cost
21.80
24.00
27.60
8.63
9.50
10.92
16.00
18.20
21.95
IMMEDIATELY
AFTER SERVICE
PERCENT REDUCTION
HC
CO
NOX*
20.9 34.0 ( 7.0)
17.9 35.4 ( 7.5)
15.4 36.1 (11.2)
20.2 28.6 ( 4.5)
15.9 30.6 ( 5.7)
15.4 33.7 ( 9.6)
13.6 22.3 (7.0)
11.2 23.0 ( 7.1)
8.8 19.4 (12.9)
COST-BENEFIT RATIOS
$/CAR/PCT. REMOVED
HC CO NOx
1.04 0.64
1.34 0.67
1.79 0.76
0.42 0.30
0.59 0.31
0.70 0.32
1.17 0.71
1.62 0.79
2.49 1.13
* (7.0) Indicates increase in NOx
The percent reductions of HC,CO, and NOx shown in the table represent an estimated
average reduction in all vehicles tested, including those not equipped with emission
control devices.
Source: Northrop Report and "Control Techniques for Carbon Monoxide, Nitrogen Oxide,
and Hydrocarbon Emissions from Mobil Sources" - U.S.Dept. of Health, Education,
and Welfare.
-------
is also shown in graphic form for a quick comparison of the three tests
in Figure III-l.
There are several factors to be considered in determining
which of the many alternatives would be most suitable for implementation,
such as future regulations, technological advancements by the manufacturers
of automobile engines, and prototype developments.
Other analyses of the cost-effectiveness of the inspection/
maintenance strategy are contained in the November 1972 EPA report previously
referred to entitled "Control Strategies for In-Use Vehicles".
C. RETROFIT REQUIREMENT
Retrofit, as defined for this study, is the installation of
emission control equipment on automobiles which were not initially equipped
with such devices by the manufacturer. This evaluation of a retrofit
requirement considers the benefits derived in terms of automobile emission
reduction from two alternative conditions: (1) the emission reduction
resulting from requiring retrofit in all uncontrolled automobiles (pre-1968
models), and (2) the emission reduction resulting from a retrofit require-
ment when an uncontrolled used automobile is transferred.
Table III-4 shows the percent of cars in use and the corresponding
percent of annual vehicle miles traveled by various ages of automobiles on
a national average. Based on this table, approximately 90 percent of the
automobiles in use in 1977 will have been manufactured after 1967 and thus
111-19
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I
Ni
O
2.00
1'50
O
O
u
X
1.00
0.50
KEY-MODE - CO REMOVED
IDLE - CO REMOVED
_L
197!
1976 1977
1978
YEAR
1979 1980 1981
Figure Ilt-1. Cost-Benefit Comparisons.
-------
TABLE III-4
VEHICLE MILES OF TRAVEL BY
AGE OF VEHICLE
Age (year)
0
1
2
3
4
5
6
7
8
. . 9 .
10
11
12
Over 12
Percent of
Autos In Use
(Dec. 31)
3.8
6.8
11.7
11.1
9.8
10.6
10.5
8.7
7.6
5.9
3.6
2.9
1.6
5.4
Average
Annual Travel
3,600
11,900
16,100
13,200
11,400
11,700
10,000
10,300
8,600
10,900
8,000
6,500
6,500
6,500
Percent of
Annual Travel
1.3
7.5
17.4
13.5
10.3
11.5
9.7
8.3
6.0
5.9
2.7
1.7
1.0
3.2
Source: Environmental Protection Agency, October 1972.
111-21
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be equipped by manufacturers with at least some emission control devices.
Travel by automobiles manufactured prior to 1968 (10 percent of total
automobiles) will contribute only 6 percent of the total automobile vehicle
miles of travel. However, some 58 percent of all cars in use in 1977 will
be from the 1968-1974 model years and can thus benefit from a retrofit
program using oxidizing catalytic converters, for example. These "controlled"
vehicles will contribute over 54 percent of the total VMT in 1977.
The distribution of vehicles by year model for Salt Lake County
is shown in Table III-5. If these percentages are projected to 1977 it
will indicate that approximately 83 percent of the automobiles in use in
1977 will have been manufactured after 1967 and thus be equipped with some
sort of emission control devices; however, only the top 25 percent (1975
and later model years) will come from the manufacturer in a "fully-
controlled" condition. The remaining 58 percent would be candidates
for a retrofit program of the kind already mentioned above.
The State of California pre-empted the federal Clean Air Act and
required crankcase emission control devices on automobiles beginning with
the 1966 models. Recently enacted legislation will require, beginning
March 1973, that all vehicle models from 1955 through 1965 registered in
California be equipped with one of two emission control devices which have
been tested and approved by the State. The cost of the least expensive
device which includes installation, is $35.00. The more expensive one
costs $65.00.
111-22
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TABLE III-5
VEHICLE DISTRIBUTION BY MODEL YEAR
(SALT LAKE COUNTY)
YEAR MODEL
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
1958
1957
1956
Prior to 1956
PERCENT OF
AUTOS IN USE
7.3
8.5
9.6
9.2
8.6
9.1
9.3
8.1
7.4
6.2
4.2
3.5
2.4
1.1
1.3
. 1.2
3.0
Source: Compiled from official state records by
R.L. Polk and Co.
111-23
-------
It is estimated that about 10 percent of used cars are trans-
ferred each year in Utah. By incorporating this figure (6 percent of
vehicle miles of travel x 10 percent transferred) in the above data, it
can be seen that benefits resulting from a retrofit requirement when the
vehicle is transferred would apply to less than one percent of the total
automobile miles of travel, if we restrict our attention to uncontrolled
(pre-1968) models only.
Based upon the very small amount of vehicle miles of travel which
will be performed by vehicles manufactured prior to 1968, retrofit of these
uncontrolled vehicles should not be a consideration in the control strate-
gies for reducing emissions in a program implemented as late as 1977.
D. TRAFFIC FLOW IMPROVEMENTS
Traffic flow improvements refer to those traffic engineering
measures that have as their principal objective a reduction in delays,
idling periods, and stops and starts, which, in turn, tends to increase
average vehicle speeds.
Due to the existing wide streets in downtown Salt Lake City and
the constant effort being made by the Traffic Engineering Department,
additional traffic flow improvement programs may yield only limited reduc-
tions in emissions. However, in many ways traffic flow improvement tech-
niques are relatively easy to implement. Federal funding for such programs
is currently available through the TOPICS (Traffic Operations Program to
Increase Capacity and Safety) program.
111-24
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1. Traffic Signal System
Salt Lake City has just completed a city-wide TOPICS study
and has a number of TOPICS projects available for early implementation.
The most significant TOPICS project includes a Computer Central Signal
Control System which will modernize and improve existing signalization
within a 300 square block area within the central business district of
Salt Lake City. This system generally covers the area bounded by 2nd West,
21st South, 13th East and North Temple. Table III-6 presents a brief
description of the proposed system and its benefits.
The estimated cost of the proposed signal system is $400,000
with three-fourths ($300,000) coming from federal TOPICS funds and $100,000
from local funds.
2. Impact on Vehicle Emissions
Simply stated, motor vehicle exhaust emissions (carbon
monoxide and hydrocarbons) are less in free-flowing traffic than in con-
gested, stop and go conditions. There is some evidence to suggest that
the opposite is true for nitrogen oxides.
The degree of improvement depends in large measure upon the
baseline speeds prior to implementation of traffic flow techniques. For
example, increasing average speeds from 5 to 10 miles per hour produces a
much greater reduction in vehicle emissions than an Increase from 25 to
30 miles per hour.
111-25
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Table III-6
COMPUTER CENTRAL SIGNAL CONTROL SYSTEM
Salt Lake City TOPICS Project
INTERSECTION
IDENTIFIED PROBLEM
RECOMMENDED IMPROVEMENT
A portion of the
central computer
controlled system
bounded by 2nd
West, 9th South,
5th East, 4th
South, 9th East,
and 3rd Avenue-
North Temple.
fo
ON
The existing signal
system
a) timing plan imple-
mentation capability
is inadequate
b) timing is outdated
and in need of up-
date
c) subarea configura-
tion does not re-
flect today's traffic
requirements
d) subarea relation-
ships permit no
inter-subarea co-
ordination
e) signal visibility
is inadequate.
a) Install central digital com-
puter master, develop opera-
ting system software, and,
construct connection to
telephone company facilities
for leased telephone company
interconnection system.
b) Modify local controllers to
provide computer compatible
operation.
c) Upgrade vehicle and pedes-
trian visibility as required.
EXPECTED BENEFIT
a) The computer and new
communications system
will permit a highly
efficient reshaping
of the system into
subarea control areas
which fulfill over-
all system demands.
It will also permit
the implementation
of a much wider
variety of timing plans
The net result of
these improvements
will be to reduce
motorist delay and
decrease travel time
within the system.
b) The upgrading of
traffic signal and
pedestrian signal
displays will con-
tribute to a more
consistent and higher
quality signal head
visibility and there-
fore a safer system.
SOURCE: Salt Lake City TOPICS Study
Peat, Marwick, Mitchell and Co.
1972
-------
In the long run, as new capacity and ease of movement are
increased, there is the possibility that additional traffic will be gener-
ated to somewhat offset the initial benefits in reduced vehicle emissions.
For Salt Lake City, given the level of service on the existing street
system, it is not expected that an immediate increase in street capacity
would be offset by new generated traffic. There simply is not enough
congestion to suppress automobile traffic in Salt Lake City.
Normal traffic growth will, however, continue at a rate of
3 to 4 percent per year. According to projections provided by the Utah
State Department of Highways, traffic in the downtown core will increase
approximately 18 percent between 1971 and 1977. Thus normal traffic growth
will to some extent tend to vitiate the initial benefits resulting from
improved traffic flow.
A number of "before-and-after" studies have been conducted
to verify the effects of new improved traffic signal systems. At this
point in time, it is extremely difficult to judge the true effectiveness
of these new signal systems. Not only do the results vary somewhat from
city to city, but very few studies have really studied the overall impact
for an entire street network.
Perhaps the major source of accurate information comes from
the NCHRP Report 113, Optimizing Flow on Existing Street Networks. This
report showed increases in travel speed ranging from 9.8 to 121.6 percent
111-27
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in Newark, resulting from improved signal progression. In Louisville, the
*
increased speeds ranged from 0.7 to 24.3 percent.
In Kansas City, Missouri, an improved signal timing program
(SIGOP) produced 18.5 percent fewer stops and increased speeds 12.2 percent.
These results were obtained without a modern computerized signal system.
Stanford Research Institute reported the following results
were obtained through computerized traffic signal systems:
New York 20-40 percent reduction in travel time
London 9 percent reduction in journey time
Toronto 8 to 37 percent reduction in delay
Glasgow 12 percent reduction in journey time
San Jose 10 to 12 percent reduction in delay
Based primarily on the more comprehensive study report in
NCHRP Report 113, it is anticipated that an increase in vehicular speeds
of 25 to 30 percent can be expected as a result of the proposed computer-
ized signal system in Salt Lake City. Thus the average peak hour speeds
would be expected to increase from approximately 15 to 19 miles per hour.
Highway Research Board, Optimizing Flow on Existing Street Networks,
National Cooperative Highway Research Program Report 113 (Washington,
B.C.: National Academy of Sciences-National Academy of Engineering,
1971).
Department of Transportation News, Federal Highway Administration,
Washington, D. C., January 11, 1971.
111-28
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E. PERIPHERAL PARKING
1. Gene.ral
This strategy is aimed at intercepting CBD- bound vehicles
at strategically located off-street parking facilities on the periphery
of the CBD. More specifically, the parking facilities should be outside
the problem area of maximum vehicle emission.
The success of the "auto intercept" strategy depends on
various measures such as:
(a) Convenient automobile access to fringe parking facilities
(b) Frequent and low-fare transit connecting the parking
facilities with CBD destination
(c) A coordinated parking program which can adjust the
location of new parking facilities and the rates of
all existing facilities to encourage use of the fringe
facilities
A recent study of peripheral parking in Los Angeles suggests
the following planning guidelines for a peripheral parking program.*
(a) Major intercept terminals should be located prior to
the point of major route convergence
(b) Interception of motorists by shuttle bus or micro-bus
systems should minimize the travel time between points
of interception and the core
(c) The combined parking and transit cost should be less
than comparable service supplied by other core parking
facilities
(d) Parking capacity should be scaled to approach roadway
capacity and parking demand
A Peripheral Parking Program, Central City, Los Angeles, Wilbur Smith and
Associates, May 1972.
111-29
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(e) Facility locations should permit transit riding from
all major activity centers located in the downtown
area, thereby permitting balanced routing patterns
and patronage levels
(f) Intercept transit service should be coordinated with
internal secondary distribution systems and other
transit facilities (rapid transit to provide an inter-
connected system of transportation)
(g) Intermediate riding should be encouraged through low
and free fares depending upon technology applied
(h) Land use attractions at the outer intercept terminals
should help to balance patronage and stimulate reverse
riding
(i) Routes, stops, and the vehicles should be clearly
identified and separated from current transit facili-
ties
(j) Acquisition and construction costs of parking facili-
ties should be kept to a minimum
It must be emphasized that the concept of peripheral parking
as outlined above includes as a necessary ingredient an effective, coor-
dinated, low fare transit service connecting the peripheral parking with
all major activity centers in the downtown area. Thus the peripheral
parking concept, by definition, includes a mass transit system.
Incidentally, a transit system serving activity centers
downtown can have a significant secondary effect. In addition to inter-
cepting vehicles at the periphery of the CBD, the transit system can have
a significant impact on circulating traffic in the CBD. In other words,
an efficient, attractive transit system can induce people to use transit
when travelling between points within the CBD, thereby reducing automobile
111-30
-------
travel. The recent TOPICS study verified the "continuous circulating
traffic in the CBD all day long".
The success of the peripheral parking concept depends greatly
upon the overall parking policy. The location and pricing of curb and off-
street parking must be coordinated to discourage automobile travel within
the core area of downtown Salt Lake City. Obviously the present policy
of providing an abundant supply of inexpensive parking throughout downtown
must be revised. Motorists must be charged premium prices for parking in
congested areas to encourage use of peripheral parking and transit. Only
through an effective overall coordinated program, including parking, transit
and land use controls, can there be any hope of reducing the use of auto-
mobile travel (and vehicle emissions) in downtown Salt Lake.
It is understood that currently Salt Lake City is planning
for a pedestrian mall on State Street. This mall as presently envisioned
will have little or no impact on vehicle emissions. While there will be
some diversion of traffic to adjacent streets, it is safe to assume that
there will be no reduction in total travel due to the mall. However, the
concept of CBD pedestrian oriented malls combined with peripheral parking
and transit present an interesting and worthwhile concept which should be
explored thoroughly. A well designed pedestrian mall could provide a signi-
ficant positive impact on travel within downtown, especially when incorp-
orated in a program of peripheral parking and transit. A well planned CBD
which includes pedestrian malls and transit could also provide interesting
opportunities for downtown revitalization.
111-31
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2. Impact on Vehicle Emissions
The peripheral parking strategy as defined above, produces
an impact on vehicle emissions by reducing vehicular travel within the CBD.
However, this strategy can have a profound impact on the entire central
business district. For example, a circulating transit system with peri-
pheral parking can produce opportunities for new land use patterns related
to mass transit.
It is extremely difficult to estimate the impact on vehicle
emission as a result of the suggested peripheral parking program. The
magnitude of the impact depends greatly upon the fare structure developed
for the parking and transit system. It also depends to some extent on the
design and location of the peripheral parking facilities.
In Los Angeles, based upon extensive surveys, the adopted
peripheral parking program contains four parking sites estimated to serve
approximately 11,300 parkers daily. This represents approximately 11
percent of present parking demand in Central City Los Angeles. Assuming
a similar program in Salt Lake City plus the impact on circulating traffic,
it is not impossible to anticipate a 10 percent reduction in travel with
a corresponding reduction in vehicle emissions.
The cost of the strategy is, however, relatively high. In
Los Angeles, the parking structures alone were estimated to cost$37.5 mil-
lion (three garages and one surface lot).
111-32
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F. IMPROVED MASS TRANSIT
1. General
This strategy is aimed at increasing mass transit ridership.
Improvements can be either technical or operational. The performance and
attractiveness of the vehicle itself can be improved to help encourage
ridership. Secondly, the transit service can be expanded, thus providing
better service. Improved transit service may not always reduce vehicular
travel unless additional measures (restraints) are introduced to discourage
vehicular travel. Conversely, improved mass transit is essential to suc-
cessful implementation of other strategies such as peripheral parking.
A recent study of transit by Alan M. Voorhees and Associates
illustrates the decline in transit ridership in Salt Lake City. Since 1955
there has been a steady decline in transit usage in Salt Lake City. In
1970 there were 3.72 million annual revenus passengers compared to 13.2
million in 1955. The trend has been typical of the declining transit
usage throughout the entire country.
The Voorhees study described three alternative transit plans
ranging from a low 1980 usage estimate of 2.8 million tjo a high of 6.1
million. Obviously, the low estimate plans for a slight decline in usage
while the high figure represents a significant increase in usage by 1980.
111-33
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The three alternate plans are described as follows:
Alternative 1 is a continuation of the trend in recent
years to reduce service (routes and frequencies) and to
defer the replacement of equipment. This action is
intended to keep the cost of operating the system in
balance with revenues (which are on the decrease owing
to losses in ridership).
Alternative 2 involves the maintenance of the service
at its present level, with only minimal upgrading of
equipment and expansion of routes and services. An
objective might be the preservation of present ridership.
Analysis described in the previous section indicates that
this might be attainable.
Alternative 3 requires a commitment to the general expan-
sion of routes and services that includes extension of
routes into suburban areas, computer express routes using
freeways, and an increase in the hours of operation and
the frequency of service.
This concept of improved mass transit as described herein
differs from that described in the peripheral parking program in three ways:
(1) It envisions maximum coverage of transit outside of the
CBD, thereby reducing automobile trips downtown
111-34
-------
(2) It does not necessarily require peripheral parking
(3) It envisions express transit service from major trip
generators in outlying areas
Peripheral parking and mass transit, however, may be combined
and incorporated in one expanded transit program with increased benefits.
Mass transit programs, to be effective in reducing automobile
travel, must also incorporate the concepts of parking controls and pricing
within the downtown area. In other words, the convenience and cost of
transit travel to downtown Salt Lake City must compare favorably with the
convenience and cost of travel by automobile. Present policies and pro-
grams aimed at increasing the parking supply and improving automobile
access in downtown Salt Lake City tend to encourage use of private auto-
mobiles at the expense of transit. For transit to have a significant
impact on travel in the downtown area, some type of controls or changes
in policy will be necessary.
2. Impact on Vehicle Emissions^
It is understood that the adopted plan anticipates approxi-
mately 5.5 million annual revenue passengers by 1980. In effect, this
slight increase in usage above present levels represents a net reduction
of approximately 3,280 vehicle trips per day, or less than 2 percent of
the projected 1980 trip ends for the CBD (projected 1980 vehicle trip
ends, CBD = 196,788 per day). Therefore, the impact of the adopted
transit plan is relatively insignificant in terms of total vehicular
travel.
111-35
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G. OTHER ALTERNATE STRATEGIES
1. Prohibit Traffic During Certain Periods of the Day and in
Specified Areas
A priority travel list could be compiled based on travel needs
and trip characteristics such as commuter, school, shopping, and business
trips. Pollution levels would then be controlled through the elimination
of a number of trips and trip types at critical times. The main problem
is to establish a control network to insure that traffic flow is in con-
formance with the priority rule. Without electronic monitors, a large pool
of manpower is required at critical checkpoints, which could increase the
emission levels at those points by reducing traffic speed and increasing
idling time.
This measure suggests a mandatory control of tripmaking and
is not considered feasible from either a political or enforcement stand-
point except during periods of emergency episodes.
2. Restrict Curb Parking
The elimination of curb parking spaces most often results
from demand for additional loading zones, bus stops or driveways and is
not aimed at reducing traffic volumes. Generally, the end result is an
improvement of traffic flow and reduction of delays, which in turn reduces
emission levels. This measure is successful only if the resulting improve-
ment in roadway capacity does not attract sufficient additional traffic to
offset the increase in operating efficiency.
111-36
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3. Staggered Work Hours
Stop-and-go peak-hour traffic causes the highest vehicle
emission levels. Traffic volumes are a function of travel demand and
available roadway capacity at a given time. Travel demand can be reduced
in the peak-hour if the need for travel in that period is reduced. One
method of accomplishing this is through the introduction of staggered work
hours; this has been studied and tested on a small scale in other cities.
It is important to understand that staggered work hours merely relieve
traffic congestion in a short peak period. The decrease in traffic volume
during the peak generally is offset by the volume increase at periods
adjacent to the peak periods. Though the total traffic volume over a
period of time remains constant, the average speed will increase slightly,
thereby reducing vehicle emissions.
Staggered work hours, however, may work to the detriment
of a viable transit system which depends upon high demand levels of work
trips during the peak periods to offset operating costs during off-peak
hours. There may also be a negative effect on car pooling since fewer
people travel to the same destination at the same time.
4. Car Pooling
This measure has many positive features: it maintains the
flexibility and freedom of travel afforded by the automobile; it does not
require additional capital improvements; it reduces congestion; it cuts
111-37
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down the individual's travel expense and it reduces emission. Car pooling
is economically and functionally practical in the State of Utah, as it is
elsewhere. No formal public or private organization is set up to implement
such a scheme due to the legal uncertainties involved such as the liabili-
ties of the driver in case of accident or theft. However, there are indica-
tions that car pooling, if fully explored and properly administered, could
produce fruitful results in reducing traffic volumes.
5. Reduction in Truck VMT
One control strategy which to date has not been fully explored
is the possibility of reducing or eliminating truck travel in certain con-
gested areas. In some ways, Salt Lake City is fortunate since interstate
highways (freeways) bypass a good portion of truck traffic around the CBD.
However, these freeways are immediately adjacent to the CBD and therefore
affect the air quality.
Truck travel, including panel and pick-up trucks, approximates
14.8 percent of the daily travel in Salt Lake. Hourly variations in truck
travel in Salt Lake generally match those found in other cities throughout
the United States.
The ICC regulates interstate truck traffic and therefore
represents a method of control over a portion of truck traffic in Salt
Lake City.
Motor trucks in the Metropolis, Wilbur Smith and Associates, August 1969,
p. 52.
111-38
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The1 scope ,of this study did not permit an investigation of
the impact of truck traffic on vehicle emissions. Therefore, it is recom-
mended that additional study be given to the full impact of heavy duty
trucks on air pollution in Salt Lake City. This study should investigate
the location of truck terminals, truck routes, and hours of operation to
determine whether special controls of truck traffic, specifically heavy
duty interstate freight, can help reduce vehicle emissions.
111-39
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IV. SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE OF AIR QUALITY
IMPACT
A. RECOMMENDED STRATEGY
On the basis of the previous analysis, and consideration of imple-
mentation obstacles to various controls (Section V), traffic flow improve-
ments is selected as the recommended strategy. It appears that Salt Lake
City can reach air quality standards with the installation of an effi-
cient computerized traffic signal system (TOPICS Improvement Project No. 1).
Although the benefits of such a signal system may prove to be only short
range, approximately five years or less, this covers the period of partic-
ular concern since air quality projections indicate that standards will
be met by 1979-by means of the Federal Motor Vehicle Control Program alone.
In addition to the computerized signal system, there are a num-
ber of smaller TOPICS improvement projects which could produce smaller
reduction in vehicle emissions. These include, primarily, the High Pri-
ority Projects described in the Salt Lake City TOPICS Study.
It should be mentioned that Salt Lake City currently is experi-
encing an NO problem, having reported an annual average concentration of
X
0.07 ppm in 1970, and that strategies designed to alleviate excessive
emissions of CO by increasing vehicle speed may result in increased NO
X
levels. Although the recommended traffic flow improvements are not
expected to play a significant part in the overall NO problem, it is
X
recommended that several of the other strategies discussed in Section III
be considered as "back-up" measures. Any of these strategies could be
IV-1
-------
employed at a later date should additional controls prove necessary.
Specifically, planning for mass transit improvements should continue,
and the role of the automobile - in particular parking in the downtown
area - should be carefully re-evaluated.
Section VI discusses the suggested methods of surveillance
which should be implemented to verify the impact of the computerized
traffic control system.
B. AIR QUALITY IMPACT
Vehicular CO emission densities for 1977 were calculated for the
Core Area zones that would be affected by the proposed Computer Central
Signal Control System by assuming a 25 to 30 percent increase in vehicular
speeds as postulated in Section III-D-2. Figure IV-1 shows the 8-hour
emission densities that resulted.
The emission densities for the three critical zones (C, H, and I)
2
are all below the maximum acceptable value of 3996 kg/8-hr/mi estimated
from the 1971 data. However, the emission densities for Zone C and
Zone H still exceed somewhat the maximum acceptable value of 3128 esti-
mated from the 1970 data. Table IV-1 summarizes the emission density and
air quality estimates for the critical zones. The best estimate of air
quality is judged to be the average of the two quasi-independent estimates.
On this basis, CO concentrations should meet the ambient standards in all
three zones.
IV-2
-------
AVE
S. TEMPLE ST
30O SOUTH ST
700 SOUTH ST
900 SOUTH ST
1300 SOUTH ST
4000
NORTH
8000
FEET
Figure IV-1. CO emission densities (kg/8-hr/mi2) for 1977
based on Traffic Flow Improvement.
IV-3
-------
TABLE IV-1
SUMMARY OF EMISSION DENSITY AND AIR QUALITY ESTIMATES IN 1977
BASED ON TRAFFIC FLOW IMPROVEMENTS
Zone
Emission
Density
(kg/8-hr/mi2)
CO Concentration (ppm)
Reference Year
1970 1971 Average
C
H
I
3190
3471
2938
9.2
9,9
8.5
7.3
7.9
6.7
8.2
8.9
7.6
IV-4
-------
V. OBSTACLES TO IMPLEMENTATION OF SELECTED CONTROLS
A. INTRODUCTION AND SUMMARY
This section presents an assessment of the potential obstacles
to the implementation of several proposed transportation strategies gen-
erated to control excessive automotive exhaust emissions in downtown
Salt Lake. Initial analyses of air quality data and emissions projec-
tions to 1977 indicate that, taking other anticipated technological
changes into account, Salt Lake City (SLC) and the State of Utah will
need to reduce emissions (principally carbon monoxide) in the study area
by approximately 8 percent by 1977 in order to meet federal air quality
standards.
Documentation and reporting on implementation barriers for Salt
Lake City has had to be general due to the generality of the transpor-
tation control strategies. More importantly, the strategies have not
been reviewed adequately by the local air pollution officials, transpor-
tation agencies, and other relevant actors prior to the end of the
scheduled reporting period and thus our assessment of obstacles to imple-
mentation is necessarily brief. Evaluation of the local planning con-
text and selected political and economic patterns, coupled with the
impressionistic responses of certain key figures in Salt Lake, have been
the major information inputs.
Our findings -- that a concentrated effort to improve the traffic
flow in the SLC central business district is the most feasible strategy
V-l
-------
for achievement of federal air quality goals -- are, therefore, pre-
liminary. Utah State and local officials should not be prejudiced in
the selection of other transportation control strategies deemed effec-
tive by them, in view of the fact that they have had limited opportunity
to respond to those reviewed here.
B. METHODOLOGY
Assessment of the obstacles to .implementation of transportation
control strategies was primarily based upon open-ended interviews with
knowledgeable individuals within Utah State government and the Salt Lake
City community, an evaluation of a State level meeting of air pollution
and transportation staff and EPA representatives (held October 31, 1972),
and participation in a joint sub-committee (Transportation and Environ-
ment) meeting of the Wasatch Front Regional Council, the authorized re-
(
gional planning body for the Salt Lake area. During the interviews the
attached questionnaire (Appendix D) was utilized as an interview guide.
A list of interviewees appears as Appendix E.
Background information about the problem was drawn from several
previous studies and from an examination of the legislative authority
and administrative regulations of the Utah State Air Conservation Com-
mittee. Note was taken of the history of on-going hearings respecting
the Utah Air Implementation Plan under 42 CFR Part 420.5, concerned with
stationary pollution control planning. Studies reviewed included the
Salt Lake City TOPICS report, the Utah Process Report on Statewide Plan-
V-2
-------
ning Problems, and a comprehensive study of the mass transit system
serving SLC.
C. ASSESSMENT OF PROPOSED TRANSPORTATION CONTROL STRATEGIES
1. Recommended Strategy; (Traffic Flow Improvements)
For a variety of reasons, this strategy appears to be both
acceptable and feasible along each of the dimensions studied. Assuming
that this strategy will effectively reduce emissions by the required
amount as indicated, adoption of this strategy should prove acceptable
to the SLC business community, the driving public, and public officials
in the State of Utah, and consistent with current downtown development
patterns.
Driver acceptance can be readily predicted, in part, because
traffic flow improvements would enhance the Utahn's well entrenched: pref*
erence for moving freely from place to place in his automobile. It
was consistently and convincingly reported that Utahns would fiercely
oppose any transportation control strategy which would regulate or re-
strain their automotive mobility. The street geometry of Salt Lake City
and an aggressive campaign by local business interests to make it attrac-
tive to drive into the downtown area both cooperate to reinforce the
Utahn's loyalty to their automobiles.
It is said that when Brigham Young first settled the Salt
Lake area, he sensibly marked the street widths by the area needed to
turn a team of horses and covered wagon full circle. As a result, the
V-3
-------
principal street arteries in the downtown area are among the widest in
the nation. Many streets in the study area are a full six traffic lanes
wide. Even with the utilization of some curbside parking restrictions
now in effect at the peak hours, the capacity of downtown SLC streets to
absorb traffic appears far from saturated.
As reported in the recently published TOPICS report, the SLC
central business district presently serves as the Inter-mountain Region's
largest shopping concentration, plays an expanding role in supporting
recreation and convention activities, and, by every economic indicator,
should continue to prosper in the years ahead. The central business
district of SLC was found to be "the single largest trip generator in
the Salt Lake Valley."
The central business district merchants are in open competi-
tion with the expanding suburban shopping center complexes which threaten
their documented supremacy. At least five new privately owned and
financed parking garages are under construction in the central business
district at the present time, several of these sponsored by large depart-
ment stores. A recent parking survey conducted by the Mayor's Ad Hoc
Parking Committee has called for more off-street parking in selected
areas in the central city even though the municipally unregulated park-
ing rates in prime locations are now as low as $13-15 per month. The
major department stores recently rejected a proposal to validate transit
authority bus tickets presented by their customers. Taken together,
these facts suggest that a program of traffic flow improvement is most
V-4
-------
suitably geared to SLC where reliance upon the preferred and most attrac-
tive transportation mode seems inevitable.
This strategy presents the State and the Salt Lake community
with the least imposing institutional and inter-governmental planning
problem. The TOPICS report, calling for a centralized computer signal
control system has been completed and approved by the relevant public
agencies, and current plans call for development of an implementation
plan and earmarking of City funds to cover project costs. While the re-
port's focus was traffic congestion and safety, its primary recommenda-
tions appear to be consistent with air quality objectives. Since the
recommended improvement program concentrates upon downtown Salt Lake,
the City of Salt Lake and the State Highway Department appear to be the
only primary agencies charged with and possessing the requisite respon-
sibility for executing the plan. Thus, the task of securing multi-gov-
ernmental executive and administrative approval of large scale projects
can (for the most part) be avoided. Some discussion has already preceded
the present emissions question which indicates that these two agencies
have considered their need to cooperate on the TOPICS venture. The State
Air Conservation Committee could verify the sufficiency of the current
TOPICS plan as far as the reduction of harmful emissions is concerned,
recommend needed modifications in the plan if indicated, and monitor
scheduling and implementation of the computerized signal program.
The preliminary cost estimate for the proposed signal system
is under $500,000, with 75 percent of this amount available from federal
V-5
-------
TOPICS funds. The availability of local matching funds is dependent
upon future SLC budgetary decision-making, but local priorities for
transportation services appear to support the likelihood that the neces-
sary funds will be allocated for this project.
No legislation is required to authorize this strategy and no
legal barriers appear to pose an impediment to its implementation.
Should Salt Lake City choose to initiate a traffic flow
improvement program, at least five separate agencies should be expected
to approve this selection: The Air Conservation Committee, the State
Department of Social Services, Division of Health, the State Highway
Commission, the Salt Lake City Council, and the Wasatch Front Regional
Council. Development of an implementation plan without the express ap-
proval of at least these agencies would not be productive in reducing the
air pollution problem in the study area.
2. Other Candidate Strategies
a. Peripheral Parking and Car Pooling
While the assessment of this strategy is dependent upon
our evaluation of the mass transportation question dealt with immediately
below, one interesting variation of a peripheral parking/car pooling
strategy deserves separate mention. As a result of the Utah State High-
way Department's observation that some commuters were voluntarily parking
their cars outside the city proper along the inter-state highway and
pooling rides into Salt Lake City, a pilot project supportive of this
V-6
-------
behavior has been recommended to the State Highway Commission. It is
proposed that funds from the State Gas Tax Fund be used to pave and
surface a commuter parking area for the convenience of these motorists
in the immediate future. Consideration has been given to acquiring
extended rights of way for this purpose should the pilot project be
deemed successful in attracting other users.
This project evidences some margin of voluntary coopera-
tion on the part of the driving public but, more importantly, signifies
Departmental responsiveness and sensitivity toward meeting the transpor-
tation preferences of Utah citizens. Further, the State Highway staff
have also demonstrated foresight and competence in their support for
innovative transportation services.
A campaign to stimulate increased car pooling could be
waged on a fairly low budget by encourating the participation of the
media and advertising councils, and through the large employing organi-
zations referred to below.
The disadvantages of testing such a strategy would be
the extended time which would be required in order to test the effective-
ness of the campaign and its potential effect on the air pollution
problem. If it were not successful, valuable time may be lost in meet-
ing 1977 air quality goals.
b. Staggered Work Hours
This strategy requires further study and a poll of cen-
tral area employers to test their receptivity to this solution to the
V-7
-------
air quality problem. At the outset, however, the conditions for adopt-
ing this strategy appear reasonably good. The principal employers in
the central city area are represented by a few large organizations --
the government, the Mormon Church, and several large retail stores --
who have the capacity to dramatically alter peak hour traffic volumes by
changes in their work schedules. In none of these areas is strong union
organization which might oppose this strategy present. While it is
difficult to reach agreement in altering work schedules and habits, the
key decision group in SLC would be concentrated and, presumably, fairly
cooperative. Further examination of the multiple motives which underlie
trip generation seems indicated^ however, since a substantial segment
of SLC traffic may be attributed to other than work-related travel.
The direct cost of this strategy is negligible and no
apparent legal bar was encountered in testing the feasibility of this
strategy.
c. Improved Mass Transit
The case for the development of some form of region-wide
mass transportation system serving the entire Wasatch Front corridor
between Ogden and Provo is compelling, and in the long run, probably
inevitable. For the short term, however, the political, institutional,
and financial obstacles to implementation of this proposed strategy ap-
pear overwhelming. In view of the fact that financing and operation of
an expanded mass transportation system serving the SLC area could not be
V-8
-------
accomplished within five years, this strategy may be discarded as in-
feasible. Moreover, even if a crash program could be mounted for this
purpose, analysis of source materials and projections indicate that the
impact upon total vehicular travel and automobile circulation in the
central business district would be insignificant.
SLC is currently served by a large and recently estab-
lished public transit authority which operates a bus service and by a
smaller privately owned bus company. Operation of the Transit Authority
bus system is subsidized by the local governments where service routes
are maintained according to a prescribed formula based upon ridership
experience in these jurisdictions. For the past twenty years, ridership
has steadily declined, services have been curtailed, and the financial
future of the public system appears .uncertain. It was reported that the
anchor County of Salt Lake plans to withdraw its share of the subsidy
for the transit system, forcing the Transit 'Authority to seek State sup-
port for continued operation of the system. Due to statutory limitations
upon the bonding authority of the Transit Authority, it may be necessary
to consider a one-half cent increase in the sales tax in Salt Lake County
to generate the needed subsidy, comething the legislature may be unwil-
ling to do in view of the cash reserves now on hand at the State level.
The State legislature picture will be further complicated
by the anticipated introduction of a bill calling for the establishment
of a comprehensive state-wide transportation agency, which would coordinate
mass transit planning (and other transportation activities) and perhaps
V-9
-------
supersede the Utah Transit Authority altogether. Overall, the future
direction of mass transportation and the governance of transportation
instrumentalities in the State will be unsettled while the political
debate and decision process takes its course.
d. Prohibitions on Traffic and Restricted Curb Parking
In addition to the fact that all respondents indicated
that Utahns would find vehicular restraints unacceptable, this strategy
appears infeasible because it could not be coupled with the development
of alternative transportation modes in the foreseeable future.
Retail establishments and downtown merchants could not
reasonably be expected to support a strategy which runs counter to the
substantial investment they are currently making in increasing automobile
accessibility to downtown streets. While some limited increase in curb-
side restrictions would probably be found acceptable to both drivers and
the business community in the interest of relieving congestion at peak
hours, establishment of major vehicle-free zones does not seem likely.
In evaluating the acceptability of traffic restraints of
any kind to either public officials or to the public in general, it is
significant that several respondents observed that auto congestion is
probably not perceived to be a major SLC problem and that air pollution,
while conceded to be at least a problem of some dimension, has been
identified in the public mind with the visible emissions from the nearby
Kennecott Copper smelting plant, and not with automobile traffic. Some
V-10
-------
respondents believed that an effective public education campaign would
probably be an essential component of any strategy which was directed
at altering or restraining driving habits in the Salt Lake area.
e. Rejected Strategy: Motor Vehicle Inspection and Retrofit
The opinion of nearly all respondents concerning this
strategy was that it would be found unacceptable by the driving public
in the State of Utah and for this reason, could not be expected to be
vigorously advocated by public figures in the near future. Unverified
statements of several respondents indicated that "smog control devices"
were once previously proposed but convincingly defeated in the State
Legislature. It was openly reported that it is not uncommon practice in
Utah for drivers to "modify" factory installed pollution control devices
on their late model cars by disconnecting equipment in the interest of
improved performance.
Secondary reasons advanced against the notion of motor
vehicle inspection and retrofit were the direct costs which had to be
absorbed by the auto owner which were prohibitive, the burdening of those
least able to pay the cost of retrofit (old car owners assumed to be
the poor or near-poor), and the dwindling number of pre-1968 automobiles
represented in the Utah auto pool as each year passed, rendered this
strategy ineffective as far as controlling pollution if retrofit is
limited to that age group. A persuasive argument was made by one State
air quality official that the cost of the initial capitalization for
equipment and training of such a program would be difficult to justify
V-ll
-------
if, by 1981, inspection equipment and trained personnel would not be
needed to control emissions.
In view of the widespread and strongly held negative
attitudes about this strategy, examination of economic, legal and insti-
tutional factors bearing upon implementation of this proposed strategy
was not pursued.
V-12
-------
VI. SURVEILLANCE REVIEW PROCESS
A. TRAFFIC SURVEILLANCE METHODS
There are basically two traffic parameters which should be
watched closely to verify the success of any transp.ortation control
strategy. These are:
traffic volumes (ADT and hourly volumes)
average operating speeds.
Estimates of 1977 volumes and speeds are provided in this report
to serve as a check (see Table 11-18).
If the signal control system is effective, the peak hour operating
speeds will be increased to an average of 19 miles per hour within the CBD
(present average - 15 mph).
Traffic volumes are expected to increase approximately 3 per-
cent annually in the CBD. Appendix A contains traffic growth estimates
by zone.. Should either of these assumptions prove incorrect, there
could be an increase in vehicle emissions. Therefore, in addition to
o
a continual check on the air pollution level-, both the city and state
should maintain continuous checks of-vehicle traffic volumes and speeds,
especially within the CBD.
At present, both the City Traffic Engineering Department and
the Utah State Department of Highways maintain records on traffic volumes
and speeds. These should be continued and expanded to provide greater
coverage in the CBD.
VI-1
-------
A systematic method of calculating VMT by vehicle type, road
class and speed for the designated zones or sectors should be developed
and correlated with the results obtained from the air pollution moni-
toring station to verify the significant changes as they occur annually.
If the results indicate a lack of progress in reducing vehicle emissions,
additional transportation control strategies can then be implemented by
1977.
1. Estimated Traffic Growth
Table VI-1 presents in summary the total 1971 and 1977 esti-
mates of daily vehicle miles of travel for the core area defined in
Figure II-8 These figures provide a means for comparing the actual
traffic growth with the projected traffic grwoth estimated in this report.
It should be noted that a freeway is currently under con-
struction which will loop around the city on the south and west. It
will connect with 1-80 on the east, 1-15 on the south, and 1-80 on the
west. This freeway, when completed and open to traffic, should tend to
: TABLE VI-1
DAILY VEHICLE MILES OF TRAVEL 1971-1972
(Core Area Totals)
Streets
Freeways
TOTAL
1971 DVMT
(000)
1585.0
482.9
2067.9
1977 DVMT
(000)
1869.3
, 583.9
2453.2
Increase
284.3
101.0
385.3
Percent
17.9
20.9
18.6
VI-2
-------
reduce travel on several heavily traveled streets and freeways, especially
1-80 and Highland Drive, south of the CBD. It is assumed that the entire
project, as planned, will not be completed by 1977. Therefore, the full
impact of this planned facility has not been included in the 1977 esti-
mate of travel shown below. Traffic estimates for streets and freeways
directly affected by this facility must be watched closely and adjusted
where necessary, to reflect actual traffic flow patterns when established.
2. Estimated Speeds
Estimates of existing operating speeds for the core area,
obtained primarily from speed studies conducted annually by the Salt
Lake Area Transportation Study, are presented in Table VI-2. The speeds
are averages for several streets studied and include stops and delays.
Although these studies are considered accurate for the streets covered,
more streets should be studied to further define and verify these average
speeds by time of day, type of vehicle, and sector.
It is recommended that the existing speed studies currently
being conducted be expanded to provide a more accurate and systematic
TABLE VI-2
ESTIMATED SPEEDS 1971-1972
(Core Area Only)
1971
Streets
Freeways
Peak
(mph)
15
50
Off-Peak
(mph)
22
58
1977
Peak
(mph)
15d9)
50
Off-Peak
(mph)
22
58
(19)
Estimated speed on streets affected by computerized traffic
signal system (recommended transportation control strategy),
VI-3
-------
basis for verifying the actual speed improvements achieved by the com-
puterized traffic signal system. As a minimum, a thorough "before and
after" speed study should be performed on all streets which will likely
be affected by the signal system.
B. AIR QUALITY SURVEILLANCE
The combined effectiveness of the Federal Motor Vehicle Control
Program and any transportation control measures that may be implemented
in reducing ambient CO concentrations to acceptable levels ultimately
must be judged by air quality measurements. Figure II-8 shows that
the Salt Lake City monitoring station is currently located within the
region of maximum emissions. It is also located within the area being
considered for the Computer Central Signal, Control System. The monitor
can, therefore, provide the necessary measurements by which the success
of the emissions control program can be evaluated.
The curves presented in Figure VI-1 show the decrease in ambient
concentrations expected in Zone H through 1977 as a result of the Federal
Motor Vehicle Control Program alone, and as ja result of the federal pro-
gram and the traffic flow improvement plan.
Because of year-to-year variations in meteorological and other
controlling factors, actual observations are expected to show considerable
scatter about the predicted curves. Some idea of the possible magnitude
of this scatter can be gained by comparing the second highest 8-hour con-
centration observed in 1971 (17 ppm) with that predicted by the 1970 based
curve in Figure VI-la (21.5 ppm).
VI-4
-------
i
a
WITHOUT TRANSPORTATION
CONTROL MEASURES
WITH TRAFFIC FLOW
IMPROVEMENTS
NATIONAL STANDARD
1970
18
16
14
- (b.)
12
10
8
6
41-
WITHOUT TRANSPORTATION
CONTROL MEASURES
NATIONAL STANDARD
WITH TRAFFIC FLOW
IMPROVEMENTS
78
79
I
I
I
1970 71 72 73 74 75 76
YEAR
77
78
79
Figure V'I-1. Projected 8-hour CO concentrations based on 1970
data (above)and 1971 data (below).
VI-5
-------
C. SURVEILLANCE REVIEW MILESTONES
The computerized traffic signal system can easily be imple-
mented by 1977. Given authorization to proceed by mid-1973, the plans
and specifications should be completed in approximately one year.
Actual construction and installation may require another two years
with actual operation beginning in mid-1976. Full benefit of the sig-
nal system should be realized by 1977. Surveillance review milestones
covering the period 1972-1977 are given in -Figure VI-2.
VI-6
-------
TRAFFIC FLOW
IMPROVEMENTS
APPROVAL OF TOPICS
PROGRAM
DESIGN PHASE
CONSTRUCTION PHASE
<
M
I
EVALUATION
[T] FHWA approval
[2J City council approval and obligation of funds
[J] FHWA approves design contracts
[4] Completion of design plans and specifications
[3] FHWA approval of design plans and specifications
[6] City requests construction funds & authorization to
let bids
J7] Bid letting
[8J Contractor selected;
|"9] Contractor orders equipment
^ Contractor receives equipment
[ll| Construction completed
IT3 Apply for FHWA funding for evaluation
13
Obtain FHWA approval for evaluation
Il4j Begin annual data collection
72
73
74
75
76
77
Figure VI-2. Surveillance review milestones; Salt Lake City.
-------
APPENDIX A
1971-1977 VEHICLE MILES OF TRAVEL
-------
APPENDIX A
1971-1977 VEHICLE MILES OF TRAVEL, SALT LAKE CITY AREA
1971 DAILY
VEHICLE MILES
SUB-
AREA
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
(000)
Streets
7.9
4.9
3.8
10.9
8.8
8.5
9.5
10.7
8.6
5.2
4.7
12.5
9.1
9.5
19.3
22.8
21.0
15.7
15.7
10.9
11.1
6.4
8.0
7.8
8.1
16.6
20.6
22.5
14.2
17.0
19.4
16.8
11.4
7.1
4.7
5.9
17.6
22.2
23.7
17.5
18.5
Frwys
13.5
9.3
5.9
17.6
17.1
EXPANSION
FACTOR
1.25
1,
1,
1.
1.
1.
25
20
20
15
15
1.15
1.15
1.15
1.15
1.15
1,
1,
1.
1,
1.
1.
1.
1.
1.
1.
1.
25
20
20
20
20
20
20
18
18
18
18
1.25
1,
1,
1.
1.
1.
1.
20
15
18
18
18
18
1.15
1.12
1.15
1.18
1.25
1,
1.
1,
1.
1,
1.
20
15
18
18
18
18
1977 DAILY
VEHICLE MILES
(OOP)
Streets Frwys,
,1
,1
1.15
9.9
6.1
4.6
13.
10.
9.8
10.9
12.3
9.9
6.0
5.4
15.6
10.9
11.4
23.2
27.4
25.2
18.8
18.5
12.9
13.1
7.6
10.0
9.4
9.3
19.6
24.3
26.6
16.8
19.6
21.7
19.3
13.5
8.9
5.6
6.8
20.8
26.2
28.0
20.7
21.3
16.9
11.6
7.1
22.0
21.4
A-l
-------
SUB-
AREA
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
1971 DAILY
VEHICLE MILES
(OOP)
1977 DAILY
VEHICLE MILES
Streets
24.8
14.1
13.6
4.8
7.2
16.7
22.2
23.8
18.9
12.1
12.6
19.1
13.7
17.4
9.8
7.1
7.0
3.3
16.8
17.4
10.4
11.3
19.5
9.8
12.5
7.3
3.2
5.6
8.3
15.8
15.9
7.0
10.2
16.1
9.7
8.8
5.3
1.0
1.7
9.0
7.4
Frwys
25.4
26.0
32.2
5.4
5.7
19.9
EXPANSION
FACTOR.
1.12
- 1.15
1.18
1.25
1.20
1.15
1.18
1.18
1.18
1.18
1.15
1.12
1.12
1.18
1.25
1.20
1.15
1.18
1.18
1.18
1.18
1.15
1.12
1.12
1.18
1.25
1.20
1.15
1.16
1.16
1.16
1.16
1.16
1.16
1.12
.1.18
1.25
1.20
1.15
1.15
(000)
Streets Frwys
27.8
16.2
16.0
6.0
8.6
19.2
26.2
28.1
22.3
14.3
14.5
21.4
15.3
20.5
12.3
8.5
8.1
3.9
19.8
20.5
12.3
13.0
21.8
11.0
14.8
9.1
3.8
6.4
9.6
18.3
18.4
8.1
11.8
18.7
10.9
10.4
6.6
1.2
2.0
10.4
31.8
31,2
38.6
6.2
6.6
22.9
1.15
8.5
A-2
-------
1971 DAILY 1977 DAILY
; VEHICLE MILES VEHICLE MILES
SUB- (OOP) EXPANSION (OOP)
AREA Streets Frwys. FACTOR Streets Frwvs.
83 8.6 1.15 9.9
84 3.2 1.15 3.7
85 15.1 1.15 17.4
86 6.3 1.12 7.1
87 9.3 1.18 11.P
88 8.2 1.25 IP.3
89 4.7 1.2P 5.6
9P 5.8 14.8 1.15 6.7 17.P
91 8.3 1.15 9.5
92 11.1 1.15 12.8
93 12.6 1.15 14.5
94 7.P 1.15 8.1
95 7.6 1.15 8.7
96 16.5 1.15 19.P
97 7.2 1.15 8.3
98 11.P 1.2P 13.2
99 2.5 1.18 3.P
1PP 5.1 1.18 6.P
1P1 11.6 1.18 13.7
1P2 12.3 1.18 14.5
1P3 2.7 1.18 3.2
1P4 5.1 1.18 6.P
IPS 16.4. 1.18 19.4
1P6 7.7 1.18 9.1
1P7 12.4 1.25 15.5
1P8 4.5 1.25 5.6
1P9 1.0 1.18 1.2
110 7.P 1.18 8.3
111 6.9 1.18 8.1
112 IP.5 1.18 12.4
113 7.3 1.18 8.6
114 6.4 1.18 7.6
115 11.2 1.18 13.2
116 8.4 . 1.18 9.9
117 6.1 1.2P 7.3
118 4.4 1.2P 5.3
119 7.5 1.2P 9.P
12P 13.4 1.2P 16.1
121 5.P 1.2P 6.P
122 3.8 1.20 4.6
123 13.1 1.2P 15.7
A-3
-------
1971 DAILY 1977 DAILY
VEHICLE MILES . VEHICLE MILES
SUB- (OOP) EXPANSION (QQQ)
AREA Streets Frwys. FACTOR Streets Frwys,
124 7.1 1.20 8.5
125 4.6 1.20 5.5
126 11.7 1.20 14.0
127 29.5 1.20 35.4
128 13.1 1.20 15.7
129 24.3 1.20 29.2
130 7.9 18.3 1.20 9.5 22.0
131 , 20.0 16.3 1.20 24.0 19.6
132 9.9 20.1 1.20 11.9 24.1
133 17.2 14.4 1.20 20.6 17.3
134 2.6 11.3 1.20 3.1 13.6
135 0.6 89.6 1.20 0.7 107.5
137 10.0 1.20 12.0
138 16.9 1.20 20.3
139 21.3 1.20 25.6
140 9.8 1.20 11.8
141 2.7 19.9 1.20 3.2 23.9
142 12.0 16.1 1.20 14.4 19.3
143 17.9 17.7 1.20 21.5 21.2
144 4.8 17.7 1.20 5.8 21.2
145 31.5 1.20 37.8
146 18.9 1.35 25.5
147 . 22.3 1.30 29.0
148 19.5 10.4 1.25 24.4 13.0
149 47.6 3.1 1.25 59.5 3.9
150 42.2 20.2 1.25 52.8 25.3
151 31.6 1.25 39.5
152 23.9 1.15 27.5
153 7.7 1.25 9.6
154 43.4 1.30 56.4
155 40.7 1.225 49.9
156 33.9 1.225 41.5
157 57.3 36.6 1.225 70.2 44.8
158 39.8 1.40 55.7
159 28.9 1.35 39.0
160 32.1 12.0 1.25 40.1 15.0
161 43.5 1.25 54.4
162 18.9 1.20 22.7
163 11.8 1.20 14.2
164 26.0 80.3 1.35 35.1 108.4
A-4
-------
SUB-
AREA
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
1971 DAILY
VEHICLE MILES
(OOP)
1977 DAILY
VEHICLE MILES
Streets
28.9
28.3
6.8
5.6
1.1
60.6
73.3
62.5
23.0
2.0
7.6
13.8
14.0
20.7
22.9
22.6
57.0
55.1
27.4
42.7
24.5
22.1
24.6
27.0
30.2
11.6
18.2
46.4
60.1
39.5
43.2
24.7
39.2
30.8
58.5
19.9
18.0
56.8
44.9
30.1
23.6
Frwys
39.5
31.8
20.3
15.6
93.0
23.4
60.6
19.4
55.6
EXPANSION
FACTOR
1.25
1.25
1.20
1.15
1.30
1.40
1.25
1.25
1.40
1.35
1.40
1.40
1.40
1.35
1.35
1.25
1.225
1.225
1.225
1.25
1.30
1.40
1.40
1.40
1.40
1.35
1.25
1.225
1.225
1.225
1.25
1.30
1.40
1.40
1.40
1.35
1.30
1.25
1.25
1.25
1.25
(000)
Streets
36.1
35.4
8.2
6.4
1.4
84.8
91.6
78. -1
32.2
2.7
10.6
19.3
19.6
37.9
30.9
28.3
69.8
67.5
33.6
53.4
31.9
30.9
34.4
37.8
42.3
15.7
22.8
56.8
73.6
48.4
54.0
32.1
54.9
43.1
81.9
26.9
23.4
71.0
56.1
37.6
29.5
Frwys
49.4
39.8
28.4
21.1
117.3
30.4
75.8
25.2
72.3
A-5
-------
SUB-
AREA
206
207
208
209
210
211
212
213
*214
*215
*216
217
218
219
220
221
*222
223
*224
*225
*226
*227
*228
*229
*230
231
232
233
234
235
236
237
238
239
1971 DAILY
VEHICLE MILES
(OOP)
1977 DAILY
VEHICLE MILES
Streets
28.0
19.7
3.6
8.6
40.6
48.9
26.4
23.4
5.2
22.4
0.4
18.5
28.5
53.6
32.5
1.0
7.4
3.4
2.0
3.9
20.2
18.5
11.0
27.8
4.6
12.6
8.3
26.4
25.8
19.8
0.8
18.4
6.9
5.6
Frwys
16.2
47.6
38.2
39.8
28.3
EXPANSION
FACTOR
1.30
1.40
1.35
1.30
1.30
1.30
1.30
1.30
1.30
1.40
1.35
1.35
1.35
1.35
1.30
1.35
1.35
1.40
1.375
1.375
1.375
1.375
1.375
1.375
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
(000)
Streets Frwys
36.4
27.6
4.9
11.2
52.8
63.6
34.3
30.4
6.8
31.4
0.5
25.0
38.5
72.4
42.3
1.4
10.0
4.8
2.8
5.4
27.8
25.4
15.1
38.2
6.4
17.6
11.6
37.0
36.1
27.7
1.1
25.8
9.7
7.8
21.1
61.9
51.6
54.7
39.6
* Zones expected to .have freeways by 1977
but with no estimate of freeway travel..
A-6
-------
APPENDIX B
TRAVEL DENSITIES
-------
APPENDIX B
TRAVEL DENSITIES, SALT LAKE CITY AREA
ZONE
AREA
(So.Mi.)
1 ,
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
3P
31
32
33
34
35
36
37
38
39
40
41
.09
.09
.09
.09
.09
.07
.10
.10
.10
.IP
.10
.09
.P9
.09
.09
.09
.P7
.P9
.P9
.P9
.P9
.09
.09
.09
.P9
.P9
.P9
.09
.09
.P9
.P9
.09
.09
.09
.09
.09
.09
.P9
.P9
.P9
.P9
7.9
4.9
3.8
10.9
8.8
8.5
9.5
10.7
8.6
5.2
4.2
12.5
9.1
9.5
19.3
22.8
21.0
15.7
15.7
10.9
11.1
6.4
8.P
7.8
8.1
16.6
2P.6
22.5
14.2
17. P
19.4
16.8
11.4
7.1
4.7
5.9
17.6
22.2
23.7
17.5
18.5
1971 DAILY
VEHICLE MILES
(OOP)
Streets Frwys,
13.5
9.3
5.9
17.6
17.1
1971
VEHICLE MILES
PER SQ. MI.
(PPP)
Streets
87.8
54.4
42.2
121.1
97.8
121.4
95. P
1P7.P
86. P
52. P
42.0
138.8
101.1
105.6 ,
214.4
253.3
300.0
174.4
174.4
121.1
123.3
71.1
88.9
86.7
90.0
184.4
228.9
250.0
157.8
188.9
215.6
186.7
126.7
78.9
52.2
65.6
195.6
246.7
263.3
194.4
205.6
Frwys.
150.0
103.3
65.6
195.6
190.0
1977 DAILY
VEHICLE MILES
(OOP)
Streets Frwys.
9.9
6.1
4.6
13.1
10.1
9.8
10.9
12.3
9.9
6.0
5.4'
15.6
10.9
11.4
23.2
27.4
25.2
18.8
18.5
12.9
13.1
7.6
10.0
9.4
9.3
19.6
24.3
26.6
16.8
19.6
21,
19.
13.5
8.9
5.6
6.8
20.8
26.2
28.0
20.7
21.3
,7
,3
16.9
11.6
7.1
22.0
21.4
1977
VEHICLE MILES
PER SQ. MI.
(OOP)
Streets
110.0
78.8
51.1
145.6
112.2
140.0
109.0
123.0
99.0
6P.P
54. P
173.3
121.1
126.7
257.8
304.4
360.0
208.9
205.6
143.3
145.6
84.4
111.1
104.4
103.3
217.7
270.0
295.6
186.7
217.8
241.1
214.4
150.0
98.9
62.2
75.6
231.1
291.1
311.1
230.0
236.7
Frwys .
187.8
128.9
78.9
244.4
237.8
B-l
-------
ZONE
42 .
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
.74
75
76
77
78
79
80
81
82
AREA
(Sg.Mi.)
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
.09
, .09
.09
.09
.09
.09
.09
.09
.09
.10
.09
.09
.08
.10
.10
.10
.18
.09
.09
.09
.08
.08
.08
,10
.08
1971 DAILY
VEHICLE MILES
(OOP)
1971
VEHICLE MILES
PER SQ. MI.
(000)
Streets Frwys. Streets Frwys.
24.8
14.1
13.6
4.8
7.2
16.7
22.2
23.8
18.9
12.1
12.6
19.1
13.7
17.4
9.8
7.1
7.0
3.3
16.8
17.4
10.4
11.3
19.5
9.8
12.5
7.3
3.2
5.6
8.3
15.8
15.9
7.0
10.
16.
9.7
8.8
5.3
1.0
1.7
9.0
7.2
,2
,1
25.4
26.0
32.2
5.4
5.7
275.6
156.7
151.1
53.3
80.0
185.6
246.7
264.4
210.0
134.4
140.0
212.2
152
193
108
78.9
77 .8
.2
.3
.9
19.9
36.7
186.7
193.3
115.6
125.6
216.7
108.9
138.9
73.0
35.6
62.2
103.8
158.0
159.0
70.0
56.7
178.9
107.8
97.8
66
12
21
90.0
90.0
.3
.5
.3
282.2
288.9
357.8
60.0
71.3
248.8
1977 DAILY
VEHICLE MILES
(000)
Streets Frwys.
27.8
16.2
16.0
6.0 31.8
8.6
19.2
26.2
28.1
22.3
14.3
14.5
21.4
15.3
20.5
12.3
8.5 31.2
8.1
3.9
19.8
20.5
12.3
13.0
21.8
11.0
14.8
9.1
3.8 38.6
6.4 6.2
9.6 6.6
18.3
18.4
8.1
11.8
18.7
10.9
10.4
6.6
1.2
2.0 22.9
10.4
8.5
1977
VEHICLE MILES
PER SQ. MI.
(000)
Streets Frwvs.
308.9
180.0
177.8
66.7 353.3i
95.6
213.3
291.1
312.2
247.8
158.9
161.1
237.8
170.0
227.8
136.7
94.4 346.7
90.0
43.3
220oO
227.8
136.7
144.4
242.2
122.2
164.4
91.0
42.2 428.9
71.1 68.9
120.0 82.5
183.0
184.0
81.0
65.6
207.8
121.1
115.6
73.3
15.0
25.0 286.3
104.0
106.3
B-2
-------
ZONE
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
AREA
(Sq.Mi.)
.07
.08
.09
.09
.09
.17
.17
.07
.07
.07
.06
.07
.07
.07
.07
.07
.04
.10
. .10
.11
.10
.10
.10
.10
.10
.15
.08
.07
.06
.06
.07
.06
.06
.07
.09
.10
.11
.11
.10
.11
.11
1971 DAILY
VEHICLE MILES
(000)
Streets Frwys
8.6
3.2
15.1
6.3
9.3
8.2
4.7
5.8 14.8
8.3
11.1
12.6 :
7.0
7.6
16.5
7.2
11.0
2.5
5.0
11.6
12.3
2.7
5.1
16.4
7.7
12.4
4.5
1.0
7.0
6.9
10.5
7.3
6.4
11.2
8.4
6.1
4.4
7.5
13.4
5.0
3.8
13.1
,. 1971
VEHICLE MILES
PER SQ. MI.
(000)
Streets Frwys.
122.9
40.0
167.8
70.0
103.3
48.2
27.6
82.9 211.4
118.6
158.6
210.0
100.0
108.6
235.7
102.9
157.1
62.5
51.0
116.0
111.8
27.0
51.0
164.0
77.0
124.0
30.0
12.5
100.0
115.0
175.0
104.3
106.7
186.7
120.0
67.8
44.0
68.2
121.8
50.0
34.5
119.1
1977 DAILY
VEHICLE MILES
(000)
Streets Frwys
9.9
3.7
17.4
7.1
11.0
.10.3
5.6
6.7 17.0
9.5
12.8
14.5
8.1
8.7
19.0
8.3
13.2
3.0
6.0
13.7
14 . 5
3.2
6.0
19.4
9.1
15.5
5.6
1.2
8.3
8.1
12.4
8.6
7.6
13.2
9.9
7.3
5.3
9.0
16.0
6.0
4.6
15.7
1977
VEHICLE MILES
PER SQ. MI.
(OOP)
Streets Frwys
141.4
46.3
193.3
78.9
122.2
60.6
32.9
95.7
135.7
182.9
241.7
115.7
124.3
271.4
118.6
188.6
75.0
60.0
137.0
131.8
32.0
60.0
194oO
91.0
155.0
37.3
15.0
118.6
135.0
206.7
122.9
126.7
220.0
141.4
81.1
53.0
81.8
146.4
60.0
41.8
142.7
B-3
-------
ZONE
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140 .
141
142
143
144
145
146
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
1971
1971 DAILY
AREA
(Sq.Mi.)
.11
.10
.08
.14
.13
.11
.12
.13
.14
.20
.08
.19
.15
.28
.14
.15
.12
.14
.13
.12
.14
.11
.53
.59
.59
.59
.77
.54
.54
.54
1.00
1.00
1.00
1.00
1.42
1.00
1.00
1.00
1.00
1.00
1.06
VEHICLE
MILES
(000)
Streets
13.1
7.1
4.6
11.7
29.5
13.1
24.3
7.9
20.0
9.9
17.2
2.6
0.6
11.0
10.0
16.9
21.3
9.8
2.7
12.0
17.9
4.8
31.5
18.9
22.3
19.5
47.6
42.2
31.6
23.9
7.7
43.4
40.7
33.9
57.3
39.8
28.9
32.1
43.5
18.9
11.8
Frwys.
18.3
16.3
20.1
14.4
11.3
89.6
48.7
19.9
16.1
17.7
17.7
10.4
3.1
20.2
_
36.6
12.0
VEHICLE
PER SQ
MILES
. MI.
(000)
Streets
119.1
72.0
57.5
83.6
226.9
119.1
202.5
60.8
142.9
49.5
215.0
13.7
4.0
39.3
71.4
112.7
177.5
70.0
20.8
100.0
127.9
43.6
59.4
32.0
37.8
33.1
61.8
78.1
58.5
44.3
7.7
43.4
40.7
33.9
40.4
39.8
28.9
32.1
43.5
18.9
11.1
Frwys.
140.8
116.4
100.5
180.0
59.5
593.3
173.9
153.1
134.2
126.4
160.9
17.6
4.0
37.4
25.8
12.0
1977 DAILY
VEHICLE MILES
(OOP)
1977
VEHICLE MILES
PER SQ. MI.
(OOP)
Streets Frwys. Streets FrwySc
15.7
8.5
5.5
14.0
35.4
15.7
29.2
9.5
24.0
11.9
20.6
3.1
0.7
13.8
12.0
20.3
25.6
11.8
3.2
14.4
21.5
5.8
37.8
25.5
29.0
24.4
59.5
52.8
39.5
27.5
9.6
56.4
49.9
41.5
70.2
55.7
39.0
40.1
54.4
22.7
14.2
22.0
19.6
24.1
17.3
13.6
107.5
60.9
23.9
19.3
21.2
21.2
13.0
3.9
25.3
44.8
15.0
.3
,7
,3
,1
.5
,3
.7
.3
.3
,3
142.7
85.0
68.8
100.0
272
142,
243,
73,
171.4
59.5
257
16
4.7
49.3
85
135,
213
84,
24.6
120.0
153.6
52.7
71.3
43.2
49.2
41.4
77.3
97.8
73.1
50.9
9.6
56.4
59.9
41.5
49.4
55.7
39.0
4.0.1
54.4
22.7
13.4
B-4
-------
AREA
ZONE (Sq.Mi.)
1971 DAILY
VEHICLE MILES
(OOP)
1971
VEHICLE MILES
PER SQ. MI.
(OOP)
1977 DAILY
VEHICLE MILES
. (PPP)
1977
VEHICLE MILES
PER SQ. MI.
(PPP)
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
18P
181
182
183
184
185
186
187
188
189
19P
191
192
193
194
195
196
197
198
199
2PP
2P1
2P2
2P3
2P4
2P5
1.62
l.PP
1.00
l.PP
l.PP
l.PP
1.64
1.26
1.4P
l.PP
l.PP
l.PP
l.OP
l.PP
l.PP
l.PP
1.3P
1.03
.68
.70
1.00
1.25
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.25
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Streets Frwys.
26.0 80.3
28.9 39.5
28.3
6.8
5.6
1.1
60.6
73.3
62.5 31.8
23.0 20.3
2.0 15.6
7.6
13.8
14.0
20.7
22.9
22.6 93.8
57.0
55.1
27.4
42.7
24.5 23.4
22.1
24.6
27.0
30.2
11.6
18.2 60.6
46.4
60.1
39.5
43.2
24.7 19.4
39.2
30.8
58.5
19.9
18.0 55.6
56.8
44.9
30.1
23.6
Streets Frwys.
16.0 49.6
28.9 39.5
28.3
6.8
5.6
1.1
37. P
58.2
44.6 22.7
23. P 2P.3
2.P 15.6
7.6
13.8
14. P
2P.7
22.9
17.4 72.2
55.3
81. P
39.1
42.7
19.6 18.7
22.1
24.6
27. P
3P.2
11.6
18.2 6P.6
46.4
6P.1
39.5
43.2
19.8 15.5
39.2
3P.8
58.5
i 19.9
18. P 55.6
56.8
44.9
3P.1
23.6
Streets Frwys.
35.1 1P8.4
36.1 49.4
35.4
8.2
6.4
1.4
84.8
91.6
78.1 39.8
38.2 28.4
2.7 21.1
IP. 6
19.3
19.6
27.9
3P.9
28.3 117.3
69.8
67.5
33.6
53.4
31.9 30.4
30.9
34.4
37.8
42.3
15.7
22.8 75.8
56.8
73.6
48.4
54.0
32.1 25.2
54.9
43.1
81.9
26.9
23.4 72.3
71.0
56.1
37.6
29.5
.Streets
21.7
36.1
35.4
8.2
6.4
1.4
51.7
72.3
55.8
32.2
2.7
IP. 6
19.3
19.6
27.9
. 3P.9
21P8
67.8
99.3
48. P
53.4
25.5
3P.9
34.4
37.8
42.3
15.7
22.8
56.8
73.6
48.4
54. P
25.7
54.9
43.1
81.9
26.9
23.4
71. P
56.1
37.6
29.5
Frwys .
66. t
49. /i
28.4
28.4
21.11
9P.2
24.3
75.8
2P.2
72.3
B-5
-------
1971 DAILY
VEHICLE MILES
1971
VEHICLE MILES
PER SQ. MI.
1977 DAILY
VEHICLE MILES
1977
VEHICLE MILES
PER SQ. MI.
ZONE
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
2,23
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
AREA
(Sq.Mi.)
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1:00
(000)
Streets Frwys.
28.0 16.2
19.7
3.6
8.6 47.6
40.6
48.9
26.4
23.4
5.2
22.4
0.4
18.5 38.2
28.5
53.6
32.5
1.0
7.4
3.4
2.0
3.9 39.8
20.2
18.5
11.0
27.8
4.6
12.6
8.3
26.4 28.3
25.8
19.8
0.8
18.4
6.9
5.6
(000)
Streets Frwys.
28.0 16.2
19.7
3.6
8.6 47.6
40.6
48.9
26.4
23.4
5.2
22.4
0.4
18.5 38.2
28.5
53.6
32.5
1.0
7.4
3.4
2.0
3.9 39.8
20.2
18.5
11.0
27.8
4.6
12.6
8.3
26.4 28.3
25.8
19.8
0.8
18.4
6.9
5.6
(000)
Streets Frwys.
36.4 21.1
27.6
4.9
11.2 61.9
52.8
63.6
34.3
30.4
6.8
31.4
0.5
25.0 51.6
38.5
72.4
42.3
1.4
10.0
4.8
2.8
5.4 - 54.7
27.8
25.4
15.1
38.2
6.4
17.6
11.6
37.0 39.6
36.1
27.7
1.1
25.8
9.7
7.8
(000)
Streets Frwys
36.4 21.
27.6
4.9
11.2 61.
52.8
63.6
34.3
30.4
6.8
31.4
0.5
25.0 51.1
38.5
72.4
42.3
1.4
10.0
4.8
2.8
5.4 54.'
27.8
25.4
15.1
38.2
6.4
17.6
11.6
37.0 39. (
36.1
27.7
1.1
25.8
9.7
7.8
II I'
-------
APPENDIX C
TABULATIONS OF VEHICULAR EMISSIONS
-------
TABULATIONS OF VEHICULAR EMISSIONS
The computer printout sheets in the appendix provide a breakdown
of emissions by vehicle type for the various zones as well as the total
emissions for each zone which were presented in the body of the report.
The basic calculations (pages C-l-C-10) for the 24 zones were done
in two steps:
1) Emissions from the city streets ,were calculated for each zone.
Zone numbers from 1 to 24 on the printout sheets correspond sequentially
to the zones from A to X in Figure II- 8.
2) Emissions from freeways were calculated for 10 zones. The
correspondence between zone numbers on the printout sheets and the
lettered zones for these calculations is: 1=A, 2=B, 3=F, 4=G, 5=L, 6=Q,
7»U, 8=V, 9=W and 10=X.
The calculations on page Oil give the emissions for 12 zones in
1977 on the assumption that the Computer Central Signal Control System
will be installed. The correspondence between the printout zone numbers
and the lettered zones for these calculations is: 1-C, 2=D, 3=E, 4=H,
5-1, 6=J, 7-M, 8=N, 9=0, 10=R, 11-S, and 12=T.
The calculations on pages C-12 to C-15 are all for Zone H. The calculations
indicated by Zone 1 assume no transportation control measure and the calcu-
lations indicated by Zone 2 assume that the Computer Central Signal Control
System is in operation.
-------
O
CITY OF
SALT LAKE
REGION NO. 2
CALENDAR YEAR IS 1970
POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM
VEHICLE
CATEGORY -
ZONE
NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
2
3
4-"
5
6
- 7
8
9
10
AREA
(SO .MI)
0.270
0.810
0.780
0.840
0.280
0.270
0.810
0.810
0.810
0.270
0.180
0.660
0.730
0.750
0.2SO
0.320
0.900
0.820
0.810
0.270
0.550
0.780
O.R50
0.200
0.270
0.810
0.270
O.fllO
0.660
0.900
0.550
0.780
0.850
0.200
1958 TO 1971
LENGTH OF TIME PERIOD IS 8 HOURS
LIGHT
EMISSIONS
(KGM)
1090.56
3464.33
5526.49
4445.00
870.59
*>33.93
3528.49
6268.86
5517.32
1677.13
485.66
1649.63
3409.34
3418.50
1118.05
485.66
1072.23
2969.41
3051.90
888.92
916.42
3180.21
3546.82
1594.64
394.67
284.44
622.25
3»0.45
1141.41
1475.67
1002.73
753.82
800.05
209.76
DUTY
EMISSION
DENSITY
(KGM/SQ.MI)
4039.10
4276.95
7085.24
5291.66
3109.27
30PP.64
4356.16
7739.34
6811.51
6211.58
2698.10
2499.44
4670 .33
4558.00
4472.21
1517.68
1191.36
3621.24
3767.78
3292.31
1666.22
4077.19
4172.73
7973.20
1461.74
351.16
2304.63
469.69
1729.42
1639.64
1823. 15
966.4V
941.23
1048.A1
HEAVY
EMISSIONS
(KGM)
13.95
56.25
98.55
84.45
13.95
13.95
56.25
112.65
98.55
28.05
13.95
2". 05
56.25
56.25
13.95
13.95
13.95
56.25
56.25
13.95
13.95
56.25
56.25
2«.05
21.82
16.35
32.76
16.35
54.64
76.52"
4».l7
38.23
36.23
lO.lin
DUTY
EMISSION
DENSITY
(KGM/SQ.MI >
51.68
69.44
126.34
100.53
49.83
51.68
69.44
139.07
121.66
103.90
77.52
42.50
77.05
75.00
55.81
43.60
15.50
6P. 60
69.44
51.68
25.37
72.12
66.18
140.26
80.83
20.19
121.35
20.19
82.79
85.03
89.41
49.02
44.98
54.42
OTHER
EMISSIONS
(KGM)
0.0
"o.b
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
oYo~
0.0
o".o~
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.96
"1.96
0.0
0.0
0.0
0.0
EMISSION
DENSITY
(KGM/SO.MII
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.97
2.18
0.0
0.0
0.0
0.0
TOTAL
EMISSIONS
(KGM)
1104.51
3520.58
5625.03
4529.45
884.55
847.89
35B4.74
6381.51
5615.87
1705.18
499.61
1677.68
3465.59
3474.75
1132.01
499.61
1086.18
3025.66
3108.15
902.88
930.37
3236.46
3603.07
1622.69
416.49
300.79
655.01
396.80
119».02
1554.16
1051.91
792.05
838.26
220.65
EMISSION
DENSITY
(KGM/SQ.MI)
4090.7*
4346.39
7211.58
5392.20
3159.10
3140.32
4425.60
7878.40
6933.17
6315.48
2775.62
2541.95
4747. 3«
V633.00
4528.02
1561.29
1206.87
3689.83
3»37.22
3343.99
1691.59
4149.31
4238.90
8113.46
1542.57
371.35
2425.98
489.86
1P15.11
1726.84
1912.56
1015.45
986.21
1103.23
-------
CITY OF
SALT LAKE
REGION NO. 2
CALENDAR YEAR IS 1971
POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM
1959 TO 1972
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY -
ZONE
NO.
1
2
3
4
5
6
7
8
9'
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
2
3
4
5
6
7
8
9
10
AREA
(SQ.Mlf
0.270
0.810
0.780
O.P40
0.280
0.270
0.810
0.810
0.810
0.270
0.180
0.660
0.730
0.750
0.250
0.320
0.900
O.820
0.810
0.270
0.550
0.7*0
0.850
0.200
0.270
0.810
0.270
0.810
0.660
0.900
0.550
0.780
O.X50
0.200
LIGHT
EMISSIONS
(KGM)
1064.17
3380.31
5392.40
4337.17
849.55
813.78
3442.91
6116.75
5383.46
1636.50
473.96
1609.67
3326.66
3335.60
1091.00
473.96
1046.29
2897.41
2977.89
867.43
894.26
3103.09
3460.80
1556.02
385.12
277.57
607.10
371.25
1113.74
1439.88
978.42
735.55
7X0.66
204.71
DUTY
EMISSION
DENSITY
(KGM/SQ.MI)
3941.38
4173.22
6913.34
5163.30
3034.11
3014.00
4250.50
7551.55
6646.25
6061.11
2633.11
2438.90
4557.06
4447 .46
4364 .00
14*1.12
1162.54
3533.43
3676 .41
3212.72
1625.93
397P.32
4071.53
7780.08
1426.39
342.68
224P.P1
458.33
1687.48
1599.87
1778.95
943 .02
91R.42
1023.53
HEAVY
EMISSIONS
(KGM)
14.16
56.62
99.09
84.93
14.16
14.16
56.62
113.24
99.09
28.31
14.16
28.31
56.62
56.62
14.16
14.16
14.16
56.62
56.62
14.16
14.16
56.62
56.62
28.31
21.97
16.48
32.95
16.48
54.92
76.89
49.43
38.44
3*i44
10.98
DUTY
EMISSION
DENSITY
(KGM/SQ.MI)
52.43
69.90
127.03
101.11
50.55
52.43
69.90
139.80
122.33
104.85
7P.64
42.89
77.56
75.49
56.62
44.23
15.73
69.05
69.90
52.43
25.74
72.59
66.61
141.55
81.36
20.34
122 .04
20.34
83.21
85.43
89.87
49.29
45.23
54.92
OTHER
EMISSIONS
(KGM)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.04
2.04
0.0
0.0
0.0
0.0
EMISSION
DENSITY
(KGM/SQ.MI)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.09
2.27
0.0
0.0
0.0
0.0
TOTAL
EMISSIONS
(KGM)
1078.33
3436.93
5491.48
4422.10
863.70
827.93
3499.53
6229.99
5482.54
1664.81
4PP.11
1637.98
3383.28
3392.22
1105.16
488.11
1060.44
2954.03
3034.51
881.59
908.42
3159.71
3517.42
1584.33
407.09
294.04
640.13
3B7.72
1170.70
1518.81
1027.85
774.00
819.10
215.69
EMISSION
DENSITY
(KGM/SQ.MI I
3993.80
4243.13
7040.36
5264.41
3084.66
3066.42
4320.41
7691.35
6768.57
6165.96
2711.75
2481.79
4634.63
4522.96
4420.62
1525.36
117P.27
3602.48
3746.31
3265.15
1651.67
4050.91
413P.14
7921.63
1507.75
363.02
2370.85
47P.67
1773.78
1687.56
1868.82
992.30
963.65
1070.45
-------
CITY OF
SALT LAKE
REGION NO. 2
CALENDAR "TEAR IS 19 //
POLLUTANT SPECIES Is CAKBUN HUNUXIDE
MODEL YEARS CONSIDERED IS FROM
1965 TO 19/8
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY"-
~ ZONE
NO.
1
2.
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
~ST
21
22
23
2*
1
2
3
4
5
6
7
8
9
10
AREA
CSO.M1)
0.270
O.810
0.780
0.840
0.280
0.270
O.P10
0.810
0.810
0.2~70
0.180
0.660
0.730
0.7SO
0.2SO
0.320
0.900
0.820
O.P10
0.270
0.550
0.780
0.850
6.200
0.270
O.B10
0.270
0.810
0.660
0.900
0.550
0.780
O.P50
0.200
LIGHT
EMISSIONS
IKGM)
604.15
1832.72
2895.04
2270.62
450.07
462.23
1P32.72
3272.13
2765.29
875.81
267.61
843.37
1743.51
1735.40
587.93
271.66
563.60
1561.05
1601.60
48 2. 51
494.67
1694.86
1881.37
847.43
226.69
162.62
359.74
210.26
616.00
818. O4
571.65
417.24
443.52
116.63
DUTY
EMISSION
DENSITY
(RGH/SQ.Mlt
2237.58
2262.61
3711.59
2703.12
1607.39
1711.98
2262.61
4039.67
3413.94
3243.75
1486.72
1277.84
23PP.3P
2313.87
2351.72
848.95
626.22
1903.72
1977. 2P
1787.06
899.40
2172.89
2213.38
4237.14
839.58
200.77
1332. 3P
259.58
933.33
908.94
1039.36
534.92
521.79
583.14
HEAVY
EMISSIONS
IKGMJ
20.99
52.4P
83.97
62.98
10.50
10.50
52.48
94.47
83.97
31.49
10.50
20.99
52.48
52.48
20.99
10.50
20.99
41.99
52.48
10.50
10.50
52.48
52.48
20.99
27.08
16.25
37.91
21.66
64.99
86.65
59.57
43.32
4S.74
10.83
DUTY
- EMISSION
DENSITY
(KGM/SO.MI)
77.75
64.79
107.66
74.97
37.49
38.88
64.79
116.63
103.67
116.63
58.31
31.81
71.89
69.98
83.97
32.80
23.33
51.20
64.79
38.88
19.08
67.28
61.74
104.96
100.29
20.06
140.40
26.74
98.46
96.27
108.31
55.54
57.34
54.15
OTHER
EMISSIONS
(KGMl
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
b.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.04
2.0*
2.04
0.0
2.04
0.0
EMISSION
DENSITY
UGM/SO.HI)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
. 0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.09
2.27
3.71
0.0
2.40
0.0
TOTAL
EM1SL JNS
(KGMl
625.14
1885.20
2979.02
2333.60
460.57
472.73
1885.20
3366.60
2849.27
907.30
278.11
864.37
1796.00
17P7.P9
608.92
282.16
584.59
1603.04
1654.08
493.00
505.17
1747.34
1933.85
868.42
253.76
178.87
397.65
231.92
683.02
906.73
633.26
46O.56
494.30
127.46
E MISS 10.'.
DENSITY
(r.GM/SQ.M,.'
2315.33
2327.41
3819.25
2778.10
1644.88
1750.85
2327.41
4156.29
3517.61
3360.37
1545.03
1309.65
2460.27
23P3.P5
2435.69
881.75
649.55
1954.93
2042.08
1P.Z5.94
918.49
2240.18
2275.12
4342.11
939.87
220.83
1472.78
2P6.32
1034.88
1007.48
1151.37
590.46
581.53
637.30
-------
CITY OF SALT LAKE
REGION NO. 2
CALENDAR YEAR IS 1978
POLLUTANT
SPECIES IS CARBON MONOXIl
)E
MODEL YEARS CONSIDERED IS FROM 1966 TO 1979
LENGTH OF TIME PERIOD IS f HOURS
VEHICLE
CATEGORY - LIGHT DUTY
ZONE AREA EMISSIONS EMISSION
NO. DENSITY
HEAVY DUTY
EMISSIONS E
D
(SO. Mil (KGM) (KGM/SO.MI) (KGM) fK
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
~2
3
~*
5
6
7
8
9
10
0.270
0.810
0.7*>0
0.840
0.280
0.270
0.810
0.810
O.PIO
0.270
0.180
0.660
0.730
0.750
0.250
0.320
0.900
0.820
0.810
0.270
0.550
0.780
0.850
0.200
0.270
OT8TO
0.270
0.810
0.660
0.900
0.550
07780
0.850
5.200
512.36
1543 ."73
2435.37
1903.05
379.28
~ 392.59
1543.73
2754.76
2312.27
735.27
226.24
708.65
1460.55
1453.90
495.72
229.56
475.76
1314.17
1347.44
409.22
419.20
1427.28
1586.98
715.31
198.21
" 141.38
313.26
182.96
532.26
709.68
498.99
361.77
383.95
101.18
1897.62
1905.84
3122.27
2265.53
1354.57
1454.02
1905.84
3400.94
2*>54.65
2723.21
1256.87
1073.71
2000.76
1938.53
19R2.P9
717.39
528.62
1602.64
1663.50
1515.64
762.19
1829.85
1867.04
3576.53
734.11
174.54
1160.21
225.8'8
806.45
788.53
907.26
463.81
451.70
505.92
19.78
49.44
79.11
69.22
9.89
9.89
49.44
89.00
79.11
29.67
39.55
19.78
49.44
49.44
19. 7P
9.89
19.78
49.44
49.44
9.89
9.R9
49.44
49.44
19.78
28.00
16. PO
39.20
22.40
72.80
95.20
67.20
44. RO
50.40
11.20
OTHER
MISSION EMISSIONS EM
ENSITY DEI
GM/SO.MI") (KGM1 (KGI
73.25
T>1704" ""
101.42
82.40
35.32
36.62
61.04
109.87
97.66
109.87
219.74
29.96
67.73
65.92
79.11
30.90
21.97
6O.29
61.04
36.62
17.9*
63.39
58.17
98.88
103.71
20.74
145.19
27.66
110.31
105.78
122.19
57.44
59.30
56.00
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
-_0_
0.0
6.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.G4
2.04
2.04
0.0
0.0
0.0
TOTAL
ISSION EMISSIONS E
MSITY 0
I/SO. MI)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.0
3.09
2.27
3.71
0.0
0.0
0.0
MISSION
lENSITY
(KGM) (KGM/SO.MI)
532.14
1593.17
2514.47
1972.26
389.17
- 402.47
1593.17
2843.75
2391.37
764.93
265.79
728.43
1510.00
1503.34
515.50
239.45
495.54
1363.61
1396.88
419.11
429.09
1476.73
1636.42
735.08
226.21
158.18
352.46
205.36 "
607.10
806.92
568.23
406.57
434.35
112.38
1970.87
1966.88
3223.68
2347.93
1389.88
1490.65
1966.88
3510.81
2952.31
2P33.0P.
1476.61
1103.68
2068.49
2004.46
2062.00
74P.29
550.60
1662.94
1724.54
1552.26
780.16
1P9"3.24
1925.20
3675.41
837.82
195.29
1305.40
253.54
919.85
896.58
1033.15
521.24
511.00
561.92
-------
CITY OF SALT LAKE
CALENDAR YEAR IS 1979
REGTOKTN07
POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1967 TO 1980
LENGTTTOFTIME PERIOD~IS8~HOURS
VEHICLE
HEAVY "'ITV
OTHER
totAL
ZONI
NO
CATEGORY -LIGHT DUTY
ARE A E HI'S SI 0 NS
TSTT. Ml) I K.GM J
EMISSION EMISSIONS
DENSITY
~ (KGMT
EMISSION
DENSITY
EMISSIONS
IKGM)
EMISSION-
DENSITY
TKGM/SQ.MI)
EMISSIONS
EMISSION
DENSITY
(KGM/SG.'Mi)
1 0.270
2 0.810
3 0.780
4 O.P40
5 0.280
6 0.270
7 0.810
~8 07810
9 0.810
10 0.270
11 0.180
12 0.660
13 0.730
14 0.750
15 0.250
16 0.320
17 0.900
18 0.820
19 0.810
"20 07270
21 0.550
22 0.7PO
23 0.850
434.36
1303.09
2051.61
1598.13
319.63
333.28
1297.63
""2316760
1934.15
617.40
191.23
595.54
1262.11
1218.40
417.97
193.96
401.58
1106.40
1133.71
344. 2T
352.41
1204.74
1338.60
1608.75
1608.75
2630.28
r9~OT.53
1141.52
1234.39
1602.01
2860.00
2387.83
22P6.65
1062.38
902.34
1728.92
1624.54
1671.89
606.13
446.20
1349.26
1399.65
1274756"
640.74
1544.54
1574.83
603.74
3018.69^
1
2~
3
-*~
5
6
7
a
9
to
0.270
O.S10T"
0.270
~OY8TO
0.660
0.900
0.550
TT.780
O.P50
0.200
174.16
124.42
276.09
"159796
465.68
622.09
439.61
316.38
337.70
88.87
645.13
153.60
1022.55
197.49
705.57
691.21
799.29
405.61
397.30
444.35
18.57
46.43
83.58
65.01
9.29
9.29
46.43
92.87
74.29
27.86
9.29
18.57
46.43
46.43
18.57
9.29
18.57
46.43
46.43
9.29
9.29
46.43
55.72
27.86
68.79
57.33
107.16
77.39
33.17
34.40
57.33
114.65
91.72
103.19
51.59
28.14
63.61
61.91
74.29
29.02
20.64
56.63
57.33
34.40
16.89
59.53
65.55
139.30
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
452.94
1349.52
2135.20
1663.14
328.91
342.57
1344.06
2409.47
2008.44
645.26
200.52
614.12
1308.55
1264.84
436.55
203.25
420.15
1152.83
1180.15
353.50
361.69
1251.18
1394.32
631.60
1677.54
1666.08
2737.43
1979.92
1174.69
1268.78
1659.33
2974.66
2479.56
2389.84
1113. 9P
930.48
1792.53
1686.45
1746.18
635.15
466. P4
1405.89
1456.97
1309.26
657.63
1604.07
1640. 3fl
3157.99
28.52
17.11
45.62
22.81
74.14
96.95 .
68.44
51.33
51.33
11.41
105.61
21.12
168.98
28.16
112.33
107.72
124.43
65.80
60.39
57.03
0.0
0.0
0.0
0.0
2.04
2.04
2.04
0.0
0.0
O.O
0.0
0.0
0.0
0.0
3.09
2.27
3.71
0.0
0.0
0.0
202.70
141.53
321.71
1*2.7*
541.86
721.08
510.08
367.70
389.03
100.2"
750.74
174.72
1191.53
225.65
820.99
801.20
927.43
471. 4T
457.68
501. 3B
-------
n
CITY 0? SALT LAKE CALENDAR YEAR IS 1970
REGION NO. 2" POLLUTANT SPECIES IS HYDROCARBONS
MOOEL YEARS CONSIDERED IS FROM 1953 TO 1971
LENGTH OF TIME PERIOD IS 3 HOURS
VEHICLE
CATEGORY -
ZONE
NO.
1
. 2
3
4
5
"6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
Z
3
4
5
6
-7
8
9
10
LIGHT DUTY
AREA EMISSIONS EMISSION EM
DENSITY
JSO.MI) (KGM) (KGM/SQ.MI)
0.270
0.810
0.780
O.P40
0.280
0.270
0.810
0.310
C.810
0.270
0.130
0.650
0.730
0.750
0.250
0.320
0.900
0".820
0.810
0.270
0.550
0.7*>0
0.850
0.200
0.270
0.810
0.270
0.810
0.660
0.900
0.550
0.780
O.P50
0.200
57.59
215.78
34t.l3
276.43
53.50
52.17
220.01
339.26
342.72
104.36
29.60
102.95
211.55
212.96
69.10
31.01
66.27
134.75
136.93
54.99
56.40
197.44
220.01
98.71
38.14
27.74
60.69
37.28
110.98
143.06
97.97
72.83
7f».03
20.80
250.69
266.39
441.19
329.08
191.36
193.22
271.62
480.57
423.11
386.50
164.47
155.93
239.79
233.94
276.38
96.92
73.64
225.30
2?3.31
203.67
102.55
253.13
253.63
493.57
141.27
34.24
224.77
46.02
168.15 .
158.96
178.13
93.37
91. "0
104.01
HEAVY DUTY
OTHER
ISSIONS EMISSION EMISSIONS EMISSION
DENSITY DENSITY
(KGM) (KG.M/S3.MI) (KGM) (KGM/SQ.MI)
2.74
a,.2Z
11.05
G .2-2
2.74
2.74
S.28
13.61
11.05
2.74
Of\
L*
2.74
8.23
8.28
2.74
O.C
2 .74
5.51
5.51
2.74
2.74
5.51
P-.2F
2.74
3.18
3.16
6.37
3.18
11.17
14.36
9.57
6.37
7.97
1.58
10.15
If > ">
1 0 * J. t-
\ /_ 1 A.
!**» 1 o
9 A S
O J
9.79
10.15
i rx *> ~>
1 C . I. d
17.05
13.64
10.15
C.O
4.15
11.34
11.04
10.96
On
.0
3.04
- -7-5
o. 7 *'
6.30
10.15
4.96
7.06
9- -J y
. f 4
13.70
11.77
3.92
23.61
3.92
lo.92
15.96
17.40
8.17
9.3P
7.91
0.0
O.C
0 .0
O.C
O.C
0.0
0.0
c.c
0.0
c.c
0.0
O.C
0.0
c.c
0.0
r ri
\t . V.
p r
I . L'
0.0
0.0
c.c
c.c
O.C
0.0
0.0
0.0
0.0
O.C
0.0
0.0
0.0
0.0
0.0
0.0
0-.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
O.C "
0.0
0.0
0.0
C .0
0.0
0.0
0.0
0.0
0.0
c.c
O.C
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
TOTAL
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SO.MI)
70.43
224.06
355.17
264.70
56.32
54.91
228.29
403.07
353.76
107.10
29.60
105.69
219.62
221.23
71.84
31.01
69.01
"190.26
194.49
57.73
59.14
202.95
22F.29
101.45
41.32
30.92
07.06
40.45
122.15
157.42
107.54
79.20
86.00
22. 3P
260.83
276.61
455.35
336.93
201.15
203.37
261.33
497.62
436.74
396.65
164.47
160.13
3C1.13
294. 9S
287.34
96.92
76. 60
232.02
240.11
213.62
107.53
2oC.19
263.57
507.27
153.04
33.17
248.38
49.94
185.07
174.91
195.53
101.54
101.18
111.91
-------
o
I
CITY OF SALT LAKE CALENDAR YEAR IS 1971
REGION NO. 2 POLLUTANT SPECIES IS HYDROCARBONS
MODEL YEARS CONSIDERED IS FROM 1959 TO 1972
LENGTH OF TIME PERIOD IS 3 HOURS
VEHICLE uTE»uv' nnT
CATEGORY - LIGHT DUTY HEAVY OUT
ZONE AREA EMISSIONS EMISSION EMISSIONS EM
un DENSITY DE
,^0-MI) CKGM) (KGM/SO.MI) (KGM) (KG
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
0.270
0.810
0.780
O.P40
0.230
0.270
0.810
0.810
0.810
0.270
0.180
0.660
0.730
0.750
0.250
0.320
0.900
0.820
0.810
C.270
0.550
0.780
0.850
0.200
63.51
202.43
322.83
259.32
50.28
48.95
206.40
365.17
321.51
97.91
27.78
96.53
198.46
199.78
64.83
29.11
62.18
173.32
177,. 2 9
51.60
52.92
1B5.23
206.40
92.62
235.21
249.91
413.39
30P.72
179.56
181.31
254.81
450.83
396.92
362.62
154.36
146.34
271.86
266.38
259.32
90.96
69.09
211.37
218.88
191.11
96.22
237 .4R
242.32
463.08
2.77
3.32
11.10
8.32
2.77
2.77
8.32
13.87
11. I"
2.77
0.0
2.77
3.32
3.32
2.77
0.0
2.77
5.55
5.55
2.77
2.77
5.55
8.32
2.77
Y
OTHER
iSSIONT EMISSIONS EMISSION
NSITY DENSITY
,M/SQ.MI) (KGMJ (KGM/SQ.MI)
. .
10.27
10.27
14.23
9.91
9.91
"10.27
10.27
17.12
13.70
10.27
Or\
U
4.20
11.40
11.10
11.10
Of\
W
3.03
-7-7
O I 1
6.85
10.27
5.04
71 I
1 1
9.79
13.97
Of)
U
o.c "
0.0
0.0
0.0
0.0
c.o
0.0
c.o
0.0
0.0
0.0
o.c
0.0
c.c
o.c
0.0
0 .0
o.c
c.c
o.c
o.c
o.c
' o.c
0.0
0.0
0.0
0.0
0.0
o.b
0.0
0.0
0.0
0.0
o.c
o.c
o.c
0.0
0.0
0.0
0.0
0.0
0.0
o.c
c.c
0.0
0.0
0.0
TOTAL
EMISSIONS EMISSION
DENSITY
(KGM) " (KGM/Sb.MIl
66.28
210.75
333.93
267.65
53.05
51.73
214.72
379.04
332.60
100.68
27. 7P
99.36
206.78
208.11
67.60
29.11
64.96
178.87
182.84
b4.37
55.70
190.78
214.72
95.39
245.49
260.19
428.11
318.63
1P9.47
191.59
265.09
467.95
410.62
372.90
154.36
150.54
283.27
277.46
270.42
9C.96
72. IP
216.14
225.73
201.39
101.27
244.59
252.61
476.95
1
2
3
4
5
6
7
8
9
10
0.270
0.810
0.270
0.810
0.660
0.900
0.550
0.780
0.850
0.200
35.40
25.75
56.32
34.60
in? on
lUc 70
132.75
90.92
67.58
72 .41
19.31
131.11
31.78
208.59
42.71
156.04
147.50 "
165.30
86.64
85.19
96.55
3.16
3.lb
6.32
3.16
11.06
14.22
9.48
6.32
7.90
1.58
11.70
3.90
. 23.40
3.90
16.75
" 15.30
17.23
8.10
9.29
7 .90
0.0
0.0
c.o
P.C
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
3P.56
28.91
62.64
37.76
114.04
1 A.A Q"7
1**O 7 r
100.39
73.90
80.31
20.89
142. PI
35.69
231.99
46.61
172.79
163.30
1R2. 53
94.75
94.48
104.45
-------
I
00
CITY OF SALT LAKE
REGIOlTNO. 2
"CALENDAR YEAR is 1977
POLLUTANT SPECIES IS HYDROCARBONS
-MobTL~YEARS CONSIDFRFD ~IS FROM 1965 TO 1978
LENGTH 0>~tlHE PERIOD IS 3 HOURS
VEHICLE
CATEGORY - LIGHT DUTY HEAVY DUTY
ZONE AREA EMISSIONS DEMISSION EMISSIONS EMISSION EMI!
NO. DENSITY DENSITY
(SQ.MI) (KGM) (KGM/SO.MIJ (KGM) (KGM/SO.MI) (1
1
2
3
4
5
6 "
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
2
3
4
5
~6
7
8
9
10
0.270
0.810
0.780
0.840
0.280
0.270
0.810
0.810
0.810
0.270 '
0.180
0.660
0.730
0.750
0.250
0.320
0.90O
0.820
0.810
0.270
0.550
0.780
0.850
"0.200
0.270
0.810
0.270
0.810
f .660
,900 ""
.S50
i .780
0.850
0.200
30.98
94.48
149.21
116.68
23.23
23.75"
94.48
168.31
142.50
44.92
13.94
43.37
89.83
89.32
30.46
13.94
28.91
P0.54 "
32.61
24.78
25.30
87.25
97.06
~ 43.88
16.69
11.84
26.41
15.48
45.53
60.40
42.19
30.66
32.78
8.50
114.73
116.64
191.29
138.91
82.98
"7.96
116.64
207.79
175.92
166.36
77.44
65.71
123.06
119.09
121.84
43.56
32.12
9P.22
101.98
91.79
46.00
111.86
114.19
219.42
61.93
14.61
97.81
19.11
67.12
76.71
39.30
38.57
42.50
1.88
5.65
9.42
7.54
1.88
l.PP
5.65
11.30
9.42
3.77
1.88
3.77
5.65
5.65
1.88
1.88
1.88
l.PP
5.65
1.86
1.8P.
5.65
5.65
3.77
3.57
2.3P
5.94
3.57
9.51
11.89"
P. 32
5.94
7.13
2.38
6.98
6.98
12.08
8.97
6.98
6.98
13.96
11. S3
13.96
5.71
7.74
7.54
7.54
5.39
2.30
6.98
6.98
3.43
7.25
6.65
1P.P4
13.21
2V94
22.01
4.40
14.41
13.21
15.13
~ ~ 7;62 "
8.39
rr.89
OTHER
THTAL
SSIONS EMISSION EMISSIONS EMISSION
DENSITY DENSITY
-------
CITY OF SALT LAKc CALENDAR YEAR 15"1978
REGION NO. 2 JTANT SPECIE'S ~IS TTYDROCARBONS"
"NODE.L Y-ARS CONSKDEREiTTS FROM 1966 TOT"1979
LENGTH OF
VEHICLE
CATEGORY - LIGHT Dl
ZONE AREA EMISSIONS 1
NO. 1
(SO. HI) (KGH) (1
1 0.270 26.74
2 0.810 81.08
3 0.780 127.66
4 0.840 99.62
3 0.280 19.84
6 0.270 20".70
7 O.P10 P0.65
8 0.810 144.48
9 0.810 121.19
10 0.270 38.38
11 0.180 12.08
12 C.660 37.09
13 0.730 76.77
14 0.750 76.34
15 0.250 25.88
16 0.320 12.08
17 0.900 25.01
18 "0.820 69.00
19 O.P10 70.73
20 0.270 21.56
21 0.550 21.99
22 0.780 73.32
23 0.850 83.24
"24 " 01200 37."52
1 0.27C
2 0.810
3 0.270
4 6.P10
5 0.660
7
8
io~
0.900
0.780
0.200
14.64
10.53
13.61
39.28
52.38
26.70
7.45
TIME PERIOD IS
3 HOURS
JTY HEAVY DUTY
OTHER
EMISSION EMISSIONS EMISSION EMISSIONS EMISSION tni:
DENSITY DENSITY DENSITY
KGM/SO.MIJ (KGM)
-------
o
I-1
o
CITY OF SALT LAKE CALENDAR YEAR IS 1979
POLLUTANT SPECIES IS HYDROCARBONS
MODEL YEARS CONSIDERED IS FROM 1967 TO 19*0
LENGTH OF TIME PERIOD IS 3 HOURS
VEHICLE HCAVY DUTY OTHER
= Z: SE,, ' SL "r HE. ":r as.
i
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
1
2
3
4
5
6
7
8
9
10
0.270
0.610
0.780
0.840
0.280
0.270
O.P10
0.810
0.310
0.270
0.190
0.660
0.730
0.750
0.250
C.320
C.9CO
0.320
0.810
0.270
0.550
0.730
0.850
0.200
0.270
0.810
0.270
0.810
0.66C
0.900
0.550
0.730
0.850
C.2CO
22.66
69.33
107.27
33.90
16.64
17.35
67.97
121.43
101.25
32.57
9.91
31.15
66.20
63.72
21.95
10.27
20. C9
58.06
59. 4P
18.06
18.41
63. C2
70.10
31.51
12.61
8.98
19.8?
11.54
33.55
44. f
31.63
22.87
24.36
6.41
23.92
34.35
137.53
99.89
59.43
64.25
P3.92
149.91
1?5.00
120.63
55.07
47.20
90.69
84.97
87.30
32.08
23.21
70.31
73.43
66.87
33.47
SO. 79
R2 .47
157.54
46.70
11.08
73.62
14.25
5C.84
49. *7
57.51
29.32
28.66
32.06
1.63
4.89
8.14
6.51
1.63
1.63
4.89
9.77
?.14
3.26
1.63
3.26
4.P9
4.39
1.63
1.63
1 .63
4.39
4.f9
1.63
1.63
4.89
4.89
* 7 h
3 . £ O
3.43
2.29
5.72
3.43
9.16
12.59
9.16
6.87
6.87
2.29
6.03
6.03
10.44
7.75
5.32
6.03
6.03
12.06
10.05
12.06
9.C5
4.93
6.69
6.51
6.31
5. 09
1.31
5.96
b.03
6. 03
2.96
6.26
5.75
16.29
12.72
2.33
21.20
4.24
13.87
13.99
16.65
8.30
8.03
11.45
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
c.o
0.0
c.o
0.0
0.0
0.0
0.0
o.c
c.c
0.0
0.0
0.0
c.o
0.0
c.o
0.0
0.0
o.c
c.c
c.o
0*3'*
0.0
0.0
c.o
c.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
o.c
0.0
0.0
0.0
o.c
0.0
o.c
0.0
c.o
c.c
o.c
o.c
0.37
o.c
o.c
o.c
0.0
24.29
73.21
115.41
90.42
18.27
18.93
72.86
131.20
109.39
35.83
11.54
34.41
71.09
6P.61
23.53
11. 90
22.52
62.95
o4.36
19. bf
20.04
67. 9C
74. 9o
34.77
16.04
11.27
25.60
14.97
42.71
57.31
40.79
29.74
31.23
0.70
0:9.95
90. 39
147.96
107.04
65.24
70.20
P9.95
161. SP
135.05
132. i9
64.12
52.14
V7.38
vl.4r
"4.31
37.17
25.C2
76.76
79.46
72. SO
3o.43
:.<7.C.5
(.' 'j . 2 2
173. b3
^y.42
13.^1
94.nl
10.49
64.71
64.23
74.16
3U.12
56.74
43. 5C
-------
CITY OF SALT LAKE CALENDAR YEAR IS 1977
REGION NO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1965 TO 1978
LENGTH OF TINE PERIOD IS 8 HOURS
VEHICLE
CATEGORY -
ZONE
NO.
1
2
, 3
4
3
6
7
8
9
10
11
12
AREA
(SO. MI)
0.7PO
0.840
O.28O
0.810
0.810
0.270
0.73O
0.750
0.250
0.820
O.'IO
0.270
- LIGHT
EMISSIONS
(KGM)
2415.21
1894.29
375.47
2729.80
2306.97
730.65
1454.54
1447.77
490.48
1302.32
1336.15
402.54
DUTY
EMISSION
DENSITY
(KGM/SO.MI)
3096.43
2255.10
1340.98
3370.12
2848.11
2706.12
1992 .52
1930.37
1961 .94
1538.20
1649.57
1490.87
HEAVY
EMISSIONS
(KGM)
72.65
54.48
9.08
81.73
72.65
27.24
45.40
45.40
18. Ib
36.32
45.40
9. 0»>
DUTY
EMISSION
DENSITY
(KGM/SQ.MI)
93.14
64.86
32.43
100.90
89.69
100.90
62.20
60.54
72.65
44.30
56.05
33.63
OTHER
EMISSIONS
(KGM)
O.C
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
EMISSION
DENSITY
I KGM/SQ.MI)
0.0
0.0
0.0
O.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
TOTAL
EMISSIONS
(KGM)
2487.86
1948.77
384.55
2811.53
2379.61
757.90
1499.94
1493.18
508.65
1338.64
1381.55
411.62
EMISSION
DENSITY
(KGM/SQ.MI)
3189.56
2319.96
1373.41
3471.02
2937.80
2807.02
2054.72
1990.90
2034.58
1632.49
1705.62
1524.50
-------
C.TY OF SALT LAKF CALENDAR
RFGIONNO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIOERED IS FROM 1960 TO J 973
LENGTH OF TIME PERIOD IS 8 HOURS
o
1
N>
VEHICLE
CATEGORY - L ,GHT OUTY HEAVY DUTY
l- 1 MrK TflT Al
'= ,:: ",::r s, -- ,SE, -- ,SE| , -~ ,s,,
5 £».' ^o5::? SJSJJ 'i5:J! jstir ;« ... »...,, ,«.,.
°-° °-0 4884.09 6029.73
CITY OF SALT LAKE CALENDAR YEAR IS 1973
REGION NO. 2 POLLUTANT SPFCI6S IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1961 TO 1974
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY - LIGHT
ZONE AREA EMISSIONS
NO-
j
2
SO. MI) (KGM)
0* 8 1 0 *» ^i c c
v*w ^J31»!)5
0.810 4439.02
OUTY
EMISSION 1
DENSITY
(KGM/SO.MI)
6606.86
5480.27
HEAVY DUTY OTHER
^MISSIONS EMISSION! rulccrn>ir
ncMeTrS EMISSIONS EMISSION
UtnJb 1 1 Y nCMC TTw
«KGM) (KGM/SQ.MI) (KGM) (?S5JJ MI,
* t\** 1 1 i iy ^,pi / oW« 1 |
'U.1.' n°:?l S-S
w u« u 0^0
TOTAL
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SO.MI)
5465.00 6746.92
4533.12 5596.45
-------
CITY OF SALT LAKE CALENDAR YEAR IS 1974
REGION NO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1962 TO 1975
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY
ZONE AREA
NO.
tSQ.MI)
1 0.810
2 0.810
LIGHT DUTY
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SQ.MI)
4926.58 6082.20
4086.72 5045.33
CITY OF SALT LAKE
REGION NO. 2
HEAVY DUTY
OTHER TOTAL
EMISSIONS EMISSION EMISSIONS
DENSITY
(KGM) (KGM/SQ.MI) (KGM)
111.07 \37.12
92.19 112.81
CALENDAR YEAR
POLLUTANT SPECIES IS
0.0
0.0
IS 1975
EMISSION EMISSIONS EMISSIOM
DFNSITY DENSITT
(KGM/SO.MI) (KGM) (KGM/SQ-.1*! 1
0.0 5037.64 6219.31
0.0 4178e90 5159. i»
CARBON MONOXIDE
MOPEL YEARS CONSIDERED IS FROM 1«>6? TO 1976
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY
ZONE AREA
NO.
(SO. MI)
1 0.810
2 0.810
LIGHT DUTY
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SQ.MI)
4450.83 5494.85
3694.9? 4561.64
HEAVY DUTY
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SQ.MI)
105. CB 129.73
87.94 108.57
OTHER TOT At
EMISSIONS
(KGM)
0.0
0.0
EMISSION EMISSIONS EM IS Sin*
DENSITY OE*ii">
(KGM/SQ.MI) (KGM) (KGM/5-;..* I I
0.0 4555.91 565*. JF
0.0 3782.87 46 **. M
-------
CITY OF SALT LAKF CALENDAR YEAR IS 1976
REGION NO. 2 POLLUTANT SPECIES IS CARBON MONCXIDE
MODEL YEARS CONSIDERED IS FROM 1964 TO 1977
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY -
o
t
I-1
-F-
ZONE
NO.
1
2
AREA
(SO. MI)
0.810
0.810
L IGHT
EMISSIONS
(KGM)
3798.63
3159.96
DUTY
EMISSION
DENSITY
(KGM/SO.MI)
4689.66
3901.19
HEAVY
EMISSIONS
(KGM)
99.26
84.44
DUTY
EMISSION
DENSITY
(KGM/SQ.MI)
122.54
104. 24
OTHER
EMISSIONS
(KGM)
0.0
0.0
EMISSION
DENSITY
(KGM/SQ.MI)
0.0
0.0
TOTAL
EMISSIONS
(KGM)
3897.89
3244.40
EMISSION
DENSITY
(KGM/SQ.MI
4812.21
4005.43
CITY HF SALT LAKE CALENDAR YEAR IS 1977
REGION NO. ?. POLLUTANT SPFCIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM '965 TO 1978
LENGTH OF TIME PERIOD IS 8 HOURS
VFHICLF
CATEGORY - LIGHT DUTY
ZONE AREA EMISSIONS EMISSION
NO. DENSITY
(SQ.MI) (KGM) (KGM/SO.MI)
HEAVY DUTY
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SQ.MI)
CTHER
EMISSIONS
(KGM)
EMISSION
DENSITY
(KGM/SQ.MI)
TOTAL
EMISSIONS
(KGM)
EMISSION
DENSITY
(KGM/SQ.MI)
0.810
0.810
3272.13
2729.80
4039.67
3370.12
94.47
116.63
IOC. 90
0.0
0.0
0.0
0.0
3366.60
2811.53
4156.29
3471.02
-------
CITY OF SALT LAKE CALENDAR YEAR IS 1978
REGION NO,L_2__ POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1966 TO 1979
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY
ZONE AREA
HO.
ISO. MI}
1 0.810
2 0.810
LIGHT DUTY
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SQ.MI
2754.76 ~ 3400.94
2307.00 2848.15
CITYJJF SALT LAKE
REGION NO. 2
HEAVY DUTY
EMISSIONS EMISSION
DENSITY
> ..JKGM.I (KGM/SQ.MI)
89.00 109.87
78.24 96.60
CALENDAR YEAR
POLLUTANT SPECIES IS
OTHER
EMISSIONS
JKGM)
0.0
p.o
IS 1979
EMISSION
DENSITY
(KGM/SO.MI)
0.0
0.0
CARBON MONOXIDE
TOTAL
EMISSIONS EMISSION
DENSITY
(KGM) IKGM/SQ.Mri
2843.75 3510.81
2385.24 2944.74
MODEL YEARS CONSIDERED IS FROM 1967 TO 1980
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY
ZONE AREA
NO.
ISO. Mil
1 0.810
2 0.810
LIGHT DUTY
EMISSIONS EMISSION
DENSITY
IKGMI (KGM/SQ.MI
2316.60 2860.00
1951.12 2408.79
HEAVY DUTY
EMISSIONS EMISSION
DENS ITY
> (KGM) (KGM/SQ.MI)
92.87 114.65
82.88 102.33
OTHER
EMISSIONS
IKGMJ
0.0
0.0
EMISSION
DENSITY
(KG_M/SQ.NI)
0.0
0.0
TOTAL
EMISSIONS EMISSION
DENSITY
_ (KGM) (KGM/SQ.MI)
2409.47 2974.66
2034.00 2511.11
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APPENDIX D
QUESTIONNAIRE - TESTING THE FEASIBILITY OF
CONTROL STRATEGIES
-------
APPENDIX p; TESTING THE FEASIBILITY OF
SELECTED TRANSPORTATION CONTROL STRATEGIES
1. Which of the selected control strategies do you think the
automobile owners of the Salt Lake City area would find most
acceptable? Which least acceptable? Rank your response in
order of their potential acceptability from 1 (most acceptable)
to 8 (least acceptable).
Motor Vehicle Inspection Programs
Traffic Flow Improvements
Peripheral Parking
Improved Mass Transit
Prohibitions on Traffic at Certain Times in
Specific Areas
Restricted Curb Parking
Staggered Work Hours
Car Pooling
2. Assuming sufficient public acceptance for some transportation
control strategy, what do you feel are the two most signficant
. barriers to implementation:
Lack of funding for initial capitalization
Low inter-governmental cooperation
Negative impact upon local business
Inadequate planning capacity
Increased cost to local government for operation
of the program
Other
3. Please explain your answer to #2.
4. Which public and private agencies and organizations do you feel
must play an essential role in planning, a traffic flow improve-
ment program?
5. How would you describe the public's present awareness of air
pollution and air quality issues? '
Very well developed Moderately aware
Little awareness of this problem
6. If the driving public were supportive and the funds were readily
available, which transportation control strategy would you
personally favor and why?
D-l
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APPENDIX E
LIST OF INTERVIEWEES
-------
APPENDIX E': LIST OF INTERVIEWEES
Wilbur R. Jefferies
David D. Brumitt
William L. Fields
Ronald L. Bouck
William Oswald
William Davis
Ralph McClure
Jess Agraz
Les Jester
Richard Hudspeth
John Lord
Director of Transportation,
Wasatch Front Regional Council
Research Analyst - Transportation,
State Planning Coordinator's Office
President, Utah Transit Authority
Manager, Transportation Council,
Salt Lake Area Chamber of Commerce
Director of Community Affairs, Salt
Lake Area Chamber of Commerce
State Legislative Counselor
Investigator, Salt Lake City/County
Health Dept., Air Pollution Division
County Commissioner, Salt Lake County.
City Traffic Engineer, City of Salt Lake
Chief, Planning and Programs, Utah
State Department of Highways
Utah State Division of Health, Air
Quality Section
Consultant, Utah State Transportation
Study
E-l
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