MODEL INPUTS AND AREA SOURCE EMISSION
ESTIMATES FOR OAHU AND HAWAII
DRAFT
EPA CONTRACT NO. 68-02-1378
Task Order No. 6
Pacific Environmental Services, INC.
1930 14th Street Santa Monica, California 90404
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MODEL INPUTS AND
AREA SOURCE EMISSION ESTIMATES
FOR OAHU AND HAWAII
by
Geo.rge E. Umlauf
Allan Kokin
PACIFIC ENVIRONMENTAL SERVICES, INC.
1930 - 14th Street
Santa Monica, California 90404
CONTRACT NO. 68-02-1378
TASK ORDER NO. 6
Prepared for:
ENVIRONMENTAL PROTECTION AGENCY
Research Triangle Park, North Carolina 27711
EPA Project Officer:
Don Hendricks
Region IX
100 California Street
San Francisco, California 94111
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TABLE OF CONTENTS
CHAPTER PAGE
1. INTRODUCTION 1.1
I. SCOPE OF THE PROJECT 1.1
II. TECHNICAL APPROACH 1.2
2. SOURCE OF DATA 2.1
3. DATA PREPARATION. . . . . 3.1
A. GROWTH FACTOR DEVELOPMENT 3.1
B. TRAFFIC DATA REDUCTION 3.4
1. GENERAL DESCRIPTION OF PROGRAM GRID .... 3.10
2. APPLICATION OF PROGRAM GRID 3.11
C. COMPLETION OF APRAC-1A INPUT DATA SET
(CARDS C-M) 3.12
D. CDM DATA SET 3.23
1. GATHERING OF POINT SOURCE DATA. ...... 3.23
2. PROCESSING OF POINT SOURCE DATA 3.25
4. PREPARATION OF NEDS AREA SOURCE FORMS 4.1
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LIST OF FIGURES
FIGURE
PAGE
1.1 SIX DESIGNATED MODELING REGIONS OF OAHU 1.4
1.2 NORTH AND SOUTH KONA DISTRICT 1.5
3.1 TYPICAL TRAFFIC LINK DATA 3.5
3.2 MAJOR TRAFFIC LINKS, ISLAND OF OAHU 3.6
3.3 OAHU EMISSION FACTORS FOR CO (CY '76) 3.14
3.4 HAWAII EMISSION FACTORS FOR CO (CY '76) 3.15
3.5 DETERMINATION OF a AND (3 FOR CO 3.16
3.6 SPEED CORRECTION FACTORS FROM AP-42 3.18
3.7 LANDING AND TAKE-OFF DATA FOR HONOLULU INTERNATIONAL
AIRPORT 3.27
3.8 EMISSION FACTORS. FOR AIRCRAFT FROM AP-42 3.28
3.9 TRIPS AND DRAFTS OF VESSELS FOR HONOLULU HARBOR. . . 3.30
3.10 AVERAGE EMISSION FACTORS FOR OUTBOARD MOTORS EMIS-
SION FACTOR RATING: B 3.31
LIST OF TABLES
TABLE
3.1 GROWTH FACTORS 3.3
3.2 SPEED CATEGORY CODES USED IN HAWAII AND OAHU STUDY
AREAS 3.8
3.3 MONTHLY TRAFFIC FACTORS 3.9
3.4 AVERAGE EMISSION FACTORS FOR HIGHWAY VEHICLES BASED
ON NATIONWIDE STATISTICS 3.21
3.5 VALUES FOR APRAC-1A INPUT CARDS F-K 3.24
APPENDIX A - FLOWCHARTS AND INPUT VARIABLE DESCRIPTIONS FOR:
GRID, POINT, AND PHX 75 A-l
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CHAPTER 1
INTRODUCTION
Air quality models are computational programs by which expected concen-
trations of contaminants in the atmosphere can be calculated. In order
to utilize these models for any selected region, sufficient information
regarding pollution emissions and weather conditions must be available.
Often the appropriate classes of information are sufficient to operate
models effectively, rather than exact pollutant and meteorological
readings. Naturally, the better the quality of available data for input,
the more useful generated results are likely to be. The reliable data
processing adage of "garbage in, garbage out," is certainly relevant to
modeling applications.
I. SCOPE OF THE PROJECT
I The principal objective of this project was to develope area source
emission estimates for the Island of Oahu and for the Kona Region
of the Island of Hawaii with regard to carbon monoxide. The emission
estimates were derived from both stationary and mobile source infor-
mation, with the latter being based primarily upon motor vehicle
traffic data.J
The emission estimates were needed for two principal reasons;
firstly, to obtain an area source emissions inventory in the
National Emissions Data System (NEDS) format, and secondly, to
provide inputs for two air quality simulation models in order to
predict future levels of carbon monoxide. The models utilized
were the APRAC-1A Urban Diffusion Model and the Climatological
Dispersion Model (COM).
The emission inventory was conducted in accordance with the basic
procedures outlined in EPA publication APTD-1135, Guide for Com-
piling a Comprehensive Emission Inventory. Emission factors were
obtained from AP-42, Compilation of Air Pollutant Emission Factors.
1.1
-------
Calendar year 1976 emission estimates were developed for one square
kilometer grid zones covering both island regions. This informa-
tion was generated from transportation data collected from Federal,
State and local agencies.
All model inputs were coded in the appropriate format, keypunched,
manipulated as necessary to create monthly data sets, and stored
on a magnetic computer tape. This tape was delivered to the pro-
ject officer in lieu of computer cards because of the volume of
data involved.
II. TECHNICAL APPROACH
Early in 1975, Pacific Environmental Services, Inc. (PES) complet-
ed a similar task for the Phoenix and Tucson Metropolitan areas
under Contract No. 68-02-1378, Task Order No. 4. In carrying out
the scope of work for that project, PES employed an approach that
utilized data processing techniques to the greatest extent possible.
This approach was cost-effective, flexible, and yielded a reusable
product consisting of a series of computer programs that could be
employed to prepare inputs for the CDM and APRAC-1A models.
When it became necessary to prepare model inputs for the seven
regions of Oahu and Hawaii, it was extremely advantageous to have
these computer programs available. The only difficulty experienced
in the use of these routines was a requirement to make minor modi-
fications to the programs before they could be employed. These
modifications included changing the coordinate system grid size
from a square-mile to a square-kilometer, allowing the programs to
accept categories of data collected in Hawaii which did not exist
in Arizona, and enhancing the programs to operate on contiguous
regions instead of independent areas.
1.2
-------
The scope of work of this project required the development of .
separate model inputs for seven distinct regions as identified
in Figures 1.1 and 1.2. Six of these regions were designated
on the Island of Oahu and the seventh region consisted of the
North and South Kona Districts on the Island of Oahu. In ad-
dition to the model inputs, NEDS area source forms were prepared
for each of the independent areas.
1.3
-------
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HONOLULU
COUNTY
Figure 1.1 SIX DESIGNATED MODELING REGIONS OF OAHU
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Mahukona^;£>_ ^j^yNiuhi
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Figure 1.2 NORTH AND SOUTH KONA DISTRICT
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CHAPTER 2
SOURCES OF DATA
Data necessary for successful execution of this project were principally
obtained from State and County governmental agencies, military service
organizations in Hawaii, the Environmental Protection Agency, the Federal
Aviation Administration (FAA) and a private firm, R.L. Polk and Co.
Listed below are the sources and types of information utilized in the
project.
Data Source
State of Hawaii, Department
of Transportation
State of Hawaii, Department
of Planning and Economic
Development
City and County of Honolulu
Department of Transportation
United States Army
United States Navy
United States Air Force
Honolulu Harbor Department
Federal Aviation Administra-
tion
Data Description
1) Continuous station traffic count
data for CY '71 and '72
2) Pleasure craft registration totals
Growth projection data
Landing and take-off data for Dillingham
Air Field
Traffic count data for Schoffield
Barracks, and landing and take-
off data for Wheeler Air Force
Base.
Gasoline usage, station traffic counts
and aircraft landing and take-off
data for Pearl Harbor Naval Sta-
tion, Barber's Point Naval Air
Station, Kaneohe Marine Corps Air
Station
Gasoline usage, station traffic counts
and landing and take-off data
for Hickam Air Force Base '
Vessel movement data for Honolulu Harbor
Aircraft landing and take-off data for
Honolulu International Airport
2.1
-------
Data Source
Environmental Protection
Agency
R.L. Polk and Company
Data Description
Point source data for stationary CO
pollution sources
Yearly vehicle registration data
2.2
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CHAPTER 3
DATA PREPARATION
In order to produce a complete set of model inputs for the APRAC-1A
and CDM models, it was necessary to reformat and update much of the
information gathered in the data collection phase of the project.
Much of this work was accomplished by use of a previously developed
computer data processing system.
Prior to the use of computer programs for generation of model inputs,
however, certain information had to be determined. For example,
traffic data had to be analyzed to compute growth factors to be used
in updating traffic counts to CY '76. Since growth data were, avail-
able by island, one factor was developed for Oahu (Regions 1-6) and
another was developed for Hawaii (Region 7). Descriptions of the
processes used in formulating the growth factors and applying the
data processing systems to generate model inputs follow.
A. .GROWTH FACTOR DEVELOPMENT
The first step in the data analysis task was to develop one or
more factors that would accurately reflect traffic growth from
any base year to calendar year 1976. It was possible to represent
the traffic increase during this period by a simple factor or a
compound factor. The former refers to a percentage increase value
that could be applied once to the base year data. The latter can
be applied to data for consecutive years. The distinction is
similar to the one drawn between simple and compound interest.
The methodology for developing the growth factors was based on
demographic and economic factors as well as traffic growth trends,
since all are interrelated. As previously mentioned, State traffic
data used for analysis of trends was provided for each island.
This circumstance facilitated the development of one factor for the
3.1
-------
six air sheds on Oahu and a separate factor for the Kona air shed.
on Hawaii, Analysis of vehicle miles traveled (VMT) and popula-
tion totals for the years of 1966-1973 yielded an average annual
growth rate of 9% for Hawaii and 8% for Oahu. Limited station
counts were available for 1974, and these data indicated a 4%
decrease in traffic for both islands between 1973 and 1974. It
was assumed that this decrease could be attributed to the energy
crisis. For the two years after 1974, it was assumed that energy
shortage problems continued to be in effect but to a lesser degree.
For 1975 and 1976, it was hypothesized that growth factors would
be about one-half the normal rate, or 4.5% and 4% for Hawaii and
Oahu, respectively. Yearly increases in figures for motor vehicle
registration, total population and gasoline consumption were also
averaged for the period of 1966-1973. These averages tended to
substantiate the growth factors obtained by analyzing VMT data,
so no modifications were made. Table 3.1 summarizes the growth
factors developed from this analysis. Most of the usable traffic
link data for Hawaii were from CY 1971, while most from Oahu were
from CY 1972.
In order to facilitate the application of the varying annual growth
factors listed in Table 3.1, a simple growth factor was determined
multiplying the individual values to obtain a consolidated growth
factor. This process is illustrated as follows:
Hawaii
[71-72 72-73 73-74 74-75 75-76
A = P*|_(1.06)*(1.12)*(.96)*(1.045)*(1.045)J
= P*[l.2446]
Oahu
I" 72-73 73-74 74-75 75-761
I (1.08)*(.96)*(1.04)*(1.04)J
A = P*
= P* [1.1214]
Where A = CY 1976 traffic
P = base year traffic (CY 1971 for Hawaii, CY 1972 for Oahu)
3.2
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Table 3.1 GROWTH FACTORS
Area Year Growth Factor (%)
OAHU
(Regions 1-6) 72-73 +8.0
73-74 -4.0
74-75 +4.0
75-76 +4.0
HAWAII
(Region 7) 71-72 +6.0
72-73 +12.0
73-74 -4-°
74-75 +4-5..
75-76 +4-5
3.3
-------
These consolidated growth factors could then be applied to the
base year traffic data sets in order to generate traffic counts
attributable to Calendar Year 1976.
To test and validate these growth factors, project analysts
attempted to generate a test data set of 1974 traffic link
counts and compare them to actual recorded traffic counts. The
only 1974 data available were one-day total counts for a limited
number of stations (9 on Oahu and 2 on Hawaii). The predicted
results appeared to be slightly lower than the recorded values.
However, after allowing for possible error and the small sample
size, they were in an acceptable range, and the growth factors
for the 1971-74 and 1972-74 periods were not modified.
B. TRAFFIC DATA REDUCTION
The bulk of the traffic data obtained for use in this project
consisted of average daily traffic totals for several federal
aid routes as shown in Figure 3.1. A set of typical link data
values corresponding to these routes is shown in Figure 3.2.
One-day traffic counts were also obtained at city- and county-
maintained stations. These data were not transformed into
yearly average link records because they were too sparse to be
reliable.
For each of the links, project analysts first identified the
end points of the link in UTM coordinates. A small problem
was encountered in the identification of UTM coordinates for
one of the links in Hawaii. This link was contained in UTM
Zone 4 while the rest of the links were in Zone 5. To keep a
consistent coordinate system, Zone 5 coordinates were projected
into Zone 4 for the one link. Additionally, in coding the traf-
fic data, project analysts dropped the first (high-order) digit
of the latitudinal UTM coordinate since this digit was the same
for all points.
3.4
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1972
TRAFFIC FLOW MAP
ISLAND OF OAHU
STATE 0"7 HAWAII
DEPARTMENT OF TRANSPORTATION
HIGHWAYS DIVISION
PREPAKtO B* THE
PLANNING BRANCH
IN COOPERATION WITH THE
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
I.... 2 3 . 4 MILES
w
;_/!.
MtffT
-*'.-
% v-V"
TRAlTIC-isCALE :
,, _ ,'*- ':-afe"
AKAPUU
POINT
^^.ooa
15.000 i:H:;
5.000
BARBERSPOINT
LKGKM)
7J290 24-HOUR TRAFFIC AT POINT INDICATED
KOKO HEAD
DIAMOND
-,
Figure 3.1. TYPICAL TRAFFIC LINK DATA
-------
rV0' __^
{ V^X^T^SIlATE 111
mm^mL
SECTION LENGTH
MILES
V
£
o
f-
>
I
C
O
S
o
*
' /^k
C
0
u
i
«
a
_c
^
^
1968
1969
1970
1971
1972
Paitongor
Buioi
Panel and Pickup
Othor Single Unit Trucks .
Trvck Combif.oliont
PEAK HOUK A.M. (Pcrconi)
f>£A< HOUS P.M..(p««e'>0
THOUSAND VEHICLE MILES
(for Dot)
1.98
40,019
38,357
43,075
40,580
46,606
'90.2
0.4
4.5
3.3
1.6
11.0
9.3
92.28
0.50.
42,444
43,009
45,352
44,513
48,665
87.1
0.4
6.9;
4.1
1.5
10.1
9.8
24.33
0.27
36,050
39,266
46,172
45,930
49,406
87.1
0.4
' 6.9
4.1
1.5
10.1
.9.8
13.34
Figure 3.2. MAJOR TRAFFIC LINKS, ISLAND OF OAHU
3.6
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The project staff next applied the previously determined growth
factors to the base year average daily traffic figures to produce
CY 1976 traffic counts for each link. Speed category codes were
then assigned according to the system shown in Table 3.2. This
information plus the end-point locations were keypunched and
served as input to computer program PHX75 for production of
APRAC-1A primary link data (see Appendix A for documentation of
PHX75). One set of APRAC-1A primary link records was developed
for each of the twelve months in CY '76. The sets were identical
with the exception that the traffic count figures were adjusted
to reflect monthly traffic variations (see Table 3.3). The monthly
factors were calculated by averaging monthly variations at indi-
vidual count stations.
Special methodology had to be developed for traffic data on mili-
tary bases. These data primarily consisted of average daily inlet
traffic counts at all entry gates to the bases. The transformation
of these data into links required examination of maps of the bases
to identify the major link end points. Then traffic flow patterns
between the gates and across the links were studied to get average
daily traffic totals for each link.
A number of alternatives were considered for the generation of
secondary traffic data. Since in normal usage of the APRAC-1A
program, secondary traffic accounts for only 5-10% of the total
traffic occuring in a region, the method of allocation need not
be extremely precise. Methods of allocation based on population,
estimated gasoline consumption, or eyeballing of street density
from local maps may be used. In the Hawaii study regions, how-
ever, secondary traffic occurred in higher percentages since
complete data for many primary links were unavailable. Conse-
quently, a more precise allocation method was desired.
3.7
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Table 3.2
SPEED CATEGORY CODES USED IN HAWAII AND OAHU STUDY AREAS
APRAC-1A Average Speed
Speed Code Type of Road on Link (mi/hr)
1 . Freeway 55.0
2 Rural major street 40.0
3 Urban major street 30.0
4 Urban minor street 20.0
3.8
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Table 3.3
MONTHLY TRAFFIC FACTORS
Multiplicative
Month Factors (Average = 1.0)
January 0.943
February 0.944
March 0.976
April 0.996
May 1.017
June 1.032
July 1.044
August 1.057
September 0.996
October 0.994
November 0.992
December 1.010
3.9
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The method employed was based on the assumption that dense
secondary traffic occurs in given areas in the same percentages
that dense primary traffic occurs. Secondary traffic densities
were computed by a program entitled GRID.
1. General Description of Program GRID
This program takes the primary link data prepared in APRAC-1A
format, and allocates the daily vehicle miles traveled (VMT)
on these links to a grid system overlaying the region of
interest. The method used by the program to allocate link
traffic begins by determining the end point of each primary
traffic link that has a location farthest to the west. This
point is designated as occupying position "A." This process
reduces the number of possible link orientations which must
be considered by the program. Next, the grid zone in which
this "A" end point lies is determined and the coordinates of
the center point of this grid are retained. The mathematical
slope of the link is then calculated and examined. If the
link is vertically oriented (i.e., has a north-south direction),
its slope is infinite, and program control is passed to a
separate routine for processing.
Basically, the processing of all links consists of moving
along the link path until a grid line is encountered. At
this point, the link is divided into two segmentsone inside
the original grid and the remainder of the link outside. VMT
are then allocated to the first grid area by multiplying the
vehicle count for the link by the length of the segment inside
the grid. A new "A" end point is then taken to be the inter-
section of the link with the grid line, and once again, the
link path is traced from the new "A" end point until a grid
line is intersected, or the other end point of the link is
3.10
-------
reached. This process continues, with new "A" end points being
created as necessary, until the entire length of the link has
been apportioned.
In addition, the program has the capability of determining if
a link coincided with a grid line, and allocating half of the
VMT to each grid immediately on either side of the link.
2. Application of Program GRID
When all the links in the APRAC-1A primary traffic data set
have been allocated in the described manner, the total primary
traffic is calculated by accumulating the VMT by grid zone.
The percentage of secondary traffic occurring in each grid is
then computed by dividing the individual zone VMT value by the
total traffic link VMT for the region. In order to represent
that some amount of secondary traffic occurs throughout the
area, a minimum value of total secondary traffic volume is
allocated to each grid. The method of allocating this minimum
value would normally be to add a set amount to each grid. How-
ever, by nature, the GRID program can only deal with rectangular
areas, and the addition of this minimum traffic to all of the
grids in the rectangle surrounding Oahu would not be realistic.
Therefore, to further refine the secondary traffic allocation
and to eliminate the problem of adding traffic to grids where
none could exist, project analysts plotted grid traffic densi-
ties according to the following ranges.
0 - grid is not in area of consideration (ocean)
1 - grid is in area but has no traffic (mountains)
2 - grid is in area and has sparse traffic (rural)
3 - grid is in area and has dense traffic (downtown)
This information was supplied to a modified GRID program which
used the grid traffic density information along with the per-
centage of primary traffic occurring in each grid to calculate
3.11
-------
secondary traffic percentages for each grid and produce a set
of properly formatted APRAC-1A card 0 records for each of the
seven study air shed areas.
C. COMPLETION OF APRAC-1A INPUT DATA SET (CARDS C-M)
To complete the APRAC-1A data set, the basic input information to
be shown on cards C-M had to be determined. Each of the input
cards is discussed individually below:
1. Card C
SLAT = City Latitude - From U.S.G.A. maps of Oahu and
Hawaii
Region 1 - 21.3 degrees North Latitude
Region 2 - 21.4 degrees North Latitude
Region 3 - 21.5 degrees North Latitude
Region 4 - 21.7 degrees North Latitude
Region 5 - 21.6 degrees North Latitude
Region 6 - 21.5 degrees North Latitude
Region 7 - 19.6 degrees North Latitude
POP = City Population - From 1970 U.S. Census
growth
factor projected
1970 pop to CY'76 CY'76 pop
Region 1 = 0.4424 x 1.1433 = 0.5058 million
Region 2 = 0.0842 x 1.1433 = 0.0963 million
Region 3 = 0.0601 x 1.1433 = 0.0687 million
Region 4 = 0.0071 x 1.1433 = 0.0081 million
Region 5 = 0.0127 x 1.1433 = 0.0145 million
Region 6 = 0.0241 x 1.1433 = 0.0257 million
Region 7 = 0.0088 x 1.2019 = 0.0106 million
3.12
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(XXT, YYT) = City Center Location - From U.S.G.A. maps
in UTM coordinates , zone 4
Region 1 - (618.00, 358.00)
Region 2 - (629.50; 369.65)
Region 3 - (599.30, 376.80)
Region 4 - (610.50, 395.00)
Region 5 - (592.00, 386.00)
Region 6 - (584.00, 371.50)
Region 7 - (191.00, 167.00)
CLE = City's total amount of secondary traffic
equal to CLE percent of primary
Region Primary VMT Secondary VMT CLE
1
2
3
4
5
6
7
PF1 = value for a = 554.0 for Oahu (Figure 3.3);
= 611.0 for Hawaii (Figure 3.4)
PF2 = value for ft = -0.85 for Oahu and Hawaii (Figure 3.5)
938,309
167,655
812,846
201,460
270,144
2,422,830
900,262
1,313,559
34,826
622,914
349,566
154,677
40.8
77.1
161.6
197.2
309.2
129.4
38.4
3.13
-------
Light Duty Vehicles Cars
pre 1968
1968
1969
1970
1971
1972
1973-74
1975
1976
102,926
23,319
30,745
30,164
29,608
28,412
52,032
30,019
33,053
Heavy Duty Vehicles - Gas
pre 1970
1970-76
Heavy Duty Vehicles - Diesel
All
Trucks
10,827
1,503
2,726
2,809
2,809
3,106
5,048
2,913
3,207
Total
113,753
24,822
33,471
32,973
32,417
31,518
57,080
32,932
36,260
3,862
5,100
3,508
407,696
%
.2790
.0609
.0821
.0809
.0795
.0773
.1400
.0808
.0889
.0095
.0125
.0086
EF
87
46
39
36
34
19
19
12.5
1.8
140
130
20.4
Emission
24.273
2.8014
3.2019
2.9124
2.703
1.4687
2.66
1.01
.16002
1.33
1.625
.17544
. 44.32086
a = 554
/3 = -.85
Figure 3.3. OAHU EMISSION FACTORS FOR CO (CY '76)
3.14
-------
Light Duty Vehicles
pre 1968
1968
1969
1970
1971
1972
1973-74
1975
1976
Heavy Duty Vehicles
pre 1970
1970-73
1974-76
Heavy Duty Vehicles
All
Cars
15,375
2,935
3,314
3,616
3,364
3,495
6,812
3,930
4,327
- Gas
- Diesel
Trucks
4,530
429
697
796
764
880
1,720
991
1,091
« = 611
ft = -
Total
19,905
3,364
4,011
4,412
4,128
4,375
8,532
4,921
5,418
1,453
836
765
1,190
63,310
.85
%
.3144
.0531
.0634
.0700
.0652
.0691
.1348
.0777
.0856
.0230
,0132
. .0121
.0188
1.0004
EF
87
46
39
36
34
19
19
12.5
1.8
140
130
130
20.4
Emission
27.3528
2.4426
2.4726
2.52
2.2168
1.3129
2.5612
.97125
.15408
3.22
1,716
1.573
.38352
48.89675
Figure 3.4. HAWAII EMISSION FACTORS FOR CO (CY '76)
3.15
-------
V,
2.0 -|=
1.0 -
0.5 -
0.4 -
0.3 -
0.2 -
1.0
I
10
I III
20 30 40 50
> S (mi/hr)
I
100
S (mi/hr)
59.9
45.1
30.0
,19.6
15.1 .
Correction
Factors
CO
Vl
0.39
0.50
0.68
1.00
1.25
.In S
4.09268
3.80888
3.40120
2.97553
2.71469
In Vl
-0.94161
-0.69315
-0.38566
0.0
0.2311
-.94161 - .23111
Ml ' 4.09268 -2.71469 " °'85 ~P
a x (19.6)~°*85 = E
0-0.85 (In 19.6) - In (E/or)
0.080 = E/a
*=_*_
0.080
Figure 3.5: DETERMINATION'OF a AND p FOR CO
3.16
-------
a. Calculation of a and (3
The APRAC-1A program calculates carbon monoxide emis-
sions from mobile traffic sources using the formula,
E = as (1)
where S is the average speed on the roadway in miles
per hour, E is the emission factor in grams of CO per
mile, and a and (3 are constants determined from the
vehicle mix of the study area. In order to calculate
a value f or P , a correction factor, v is defined, such
that
v= sP * 12.5 (2)
Values for v are plotted in the EPA document "Compila-
tion of Air Pollutant Emission Factors." This plot is
shown in Figure 3.6. From the note in Figure 3.6, it
is assumed that these values for v are valid for a
current vehicle mix. Equation (2) can be manipulated
to the form
In v = (J(ln S) + In 12.5 (2a)
A plot of In v versus In S yields a straight line of
the form
y = mx + b (2b)
where y = In v
x = In S
b = In 12.5 '
m = P
The slope of this line as plotted in Figure 3.5 can be
taken as the value of P.
3.17
-------
20
AVERAGE ROUTE SPEED, km/hr
40 60 . 80
100
120
T
1.5
ce
o
o
ec
UJ
K.
a:
o
o
o
UJ
UJ
a.
to
i n
*"
0.5
- NOTE: CURVES DEVELOPED FROM TESTS OF PRE 1968 (UNCONTROLLED) VEHICLES. RECENT -
TESTS INDICATE THEIR APPROXIMATE APPLICABILITY TO CONTROLLED VEHICLES INCLUDING
THOSE EQUIPPED WITH CATALYTIC DEVICES. UPDATED CURVES ARE PLANNED IN FUTURE
- ADDITIONS TO THIS DOCUMENT.
0.
I I
I
I
15 30 45
AVERAGE ROUTE SPEED, mi/ir
Figure 3.6: SPEED CORRECTION FACTORS FROM AP-42
60
3.18
-------
Equation (1) can be rewritten in the form
E = TT75
It is now desirable to determine a value for a such
.that the value for E obtained from equation (3) is
reflective of the vehicle mix of the study area.
Vehicle registration counts by year for passenger cars
and trucks were obtained for the islands of Oahu and
Hawaii from the Motor Statistical Division of R.L.
Polk & Co. These counts contained registration sta-
tistics up to July 1, 1973, so that the first pro-
blem encountered was to project these figures to re-
flect a CY '76 vehicle mix. This projection was
based upon two assumptions:
1) The number of vehicles added to the mix by the
latest model year is equal to about 10% of the
total number of vehicles in the mix for the pre-
vious years.
2) Each model year except the current year loses
about 1% of its previous year's figure.
For example:
73 5,000 74 1,940
72 4,900 73 4,950
71 4,800 72 4,851
70 4,700 71 4,752
19,400 70 4,653
21,146
Given '73 Projected '74
vehicle mix vehicle mix
When these assumptions were used on the available
data in Oahu and Hawaii, an approximate growth of
about 9% per year was observed in the total number
3.19
-------
of vehicles in the mix. One other assumption was
made when dealing with truck registration statistics.
It was assumed that the truck population could be di-
vided into three categories as follows:
Light-duty gas powered (pick-up trucks) 74%
Heavy-duty gas powered 19%
Heavy-duty diesel powered 7%
These figures are based on nationwide statistics
found in 1973 American Trucking Trends. Employing
these three assumptions, PES was able to project a
complete vehicle mix for CY '76. Then utilizing emis-
sion factors found in the EPA emission factors docu-
ment AP-42, (See Table 3.4), an average emission fac-
tor, E, was calculated for the particular mix. Sub-
stituting this value in equation (3) yields a value
for a . This process is illustrated in Figure 3.3.
2. Card D
The question of the determination of gasoline consump-
tion rates by sectors was discussed in a telephone con-
versation with Dr. F.L. Ludwig of the Stanford Research
Institute. Dr. Ludwig indicated that this sector data
was necessary to calculate the extra-urban contribution
tp the CO concentrations in the study region. However,
he related that this contribution is on the order of a
tenth of a part per million, and that this does not
justify the effort required to obtain the necessary gaso-
line consumption data. Therefore, he recommended that
values of 0.0 be assigned to these variables.
3.20
-------
Table.3.4
AVERAGE EMISSION FACTORS FOR HIGHWAY VEHICLES BASED ON NATIONWIDE STATISTICS3
Year
1965
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1990
,
Carbon
monoxide
g/mi
89
78
74
68
62
56
50
42
36
31
26
22
14
g/km
55
48
46
42
39
35
31
26
22
19
16
14
8.7
Hydrocarbons
Exhaust
g/mi
9.2
7.8
7.2
6.6
6.1
5.5
4.9
4.2
3.6
3.1
2.7
2.4
1.6
g/km
5.7
4.8
4.5
4.1
3.8
3.4
3.0
2.6
2.2
1.9
1.7
1.5
0.99
Crankcase and
evaporation
g/mi
5.8
3.9
3.5
2.9
2.4
2.0
1.5
1.3
1.0
0.83
0.67
0.53
0.38
g/km
3.6
2.4
2.2
1.8
1.5
1.2
0.93
0.81
0.62
0.52
0.42
0.33
0.24
Nitrogen
oxides
(NOxasN02)
g/mi
4.8
5.3
5.4
5.4
5.4
5.2
4.9
4.7
4.2
3.7
3.4
3.1
2.2
g/km
3.0
3.3
3.4
3.4
3.4
3.2
3.0
2.9
2.6
2.3
2.1
1.9
1.4
Particulates
Exhaust
g/mi
0.38
0.38
0.38
0.38
0.38
0.38
0.38
0.38
0.38
0.38
0.38
0.38
Q.38
g/km
0.24
0.24
0.24
0.24
0.24
0.24
0.24
0.24
0.24
0.24
0.24
0.24
0.24
Tire wear
g/mi
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
g/km
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
Sulfur
oxides (S02>
g/mi
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
0.20
g/km
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
0.12
w.
rO
Motor Vehicle Emission Factors From AP-42
NOTE: This table does not reflect interim standards promulgated by the EPA Administrator on April 11, 1973. These standards will be
incorporated in the next revision to this section.
-------
3. Card E
S(I) = Car speeds for up to eight road types:
= 55.0 Freeway
.= 40.0 Rural major street
= 30.Q Urban major street
= 20.0 Urban minor street
4. Cards F-K - Description of hourly traffic characteristics
Card F KT(I) = Whether hour of day is peak (=1) or
off-peak (=2)
Card G PT12(I) = Fraction of daily traffic in each hour
for weekdays, and for Road Types 1 and 2
Card H PT34(I) = Fraction of daily traffic in each hour
for weekdays, and for Road Types 3, 4,
and 5
Card I PT6(I) = Fraction of daily traffic in each hour
for weekdays, and for the street model
Card J PTSAT(I) = Fraction of daily traffic in each hour
for Saturdays, and for all Road Types
Card K PTSUN(I) = Fraction of daily traffic in each hour
for Sundays, and for all Road Types.
The derivation of these factors was based on data pro-
vided by the Hawaii State Department of Transportation.
Table 3.5 shows a typical hourly traffic breakdown for
an average weekday. Data were not available which differ-
entiated daily traffic by road type, so the same hourly.
factors were used for PT12(I) and PT34(I). In conversa-
tions with Dr. F.L. Ludwig of Stanford Research Institute,
it was indicated that about four hours during the day
should be designated as "peak" hours. He also related ;'
that 7% would be a reasonable cut-off point between "peak"
and "off-peak" hours. These criteria were followed in
the assignment of values to KT(I).
3.22
-------
Daily factors and hourly factors were developed from
statistical analyses of county station count data. The
hourly factors assigned to PTSAT(I) and PTSUN(I) reflect
a drop in traffic for Saturdays and Sundays based on the
developed daily factors. (See Table 3.5).
5. Cards L, M
Preparation of these cards is straight forward. The fol-
lowing holidays were coded for CY '76.
January 1, 1976
February 12, 1976 (Lincoln's Birthday)
February 16, 1976 (Washington's Birthday)
April 13, 1976 (Easter)
May 31, 1976 (Memorial Day)
July 4, 1976
September 6, 1976 (Labor Day)
November 25, 1976 (Thanksgiving)
December 25, 1976 (Christmas)
D. COM DATA SET
The generation of the CDM data set differed from the APRAC-1A
. data set in that point source emissions were included as well
as area source emissions.
1. Gathering of Point Source Data
The required data for the development of the point source
input cards for the CDM was obtained from the EPA Regional
Office in San Francisco. The EPA files containing com-
pleted National Emissions Data System (NEDS) forms for .
Honolulu and Hawaii Counties were searched for information
prepared for each point source. From the NEDS forms, data
pertaining to CO emission estimates, stack data, and UTM
coordinates of point locations were obtained. These data
were extracted for all point sources emitting one ton per
year or more of CO.
3.23
-------
Table 3.5. VALUES FOR APRAC-1A INPUT CARDS F-K
I
KT(I)
PT12(I)
PT34(I)
PT6(I)
PTSAT(I)
PTSUN(I)
I
KT(1)
PT12(I)
PT34(I)
PT6(I)
PTSAT(I)
PTSUN(I)
I
KT(I)
PT12(I)
PT34(I)
PT6(I)
PTSAT(I)
PTSUN(I)
0
0
0
0
0
0
0
6
0
0
. 1
2
.013
.013
.013
.013
.012
9
2
.056
.056
.056
.054
.051
17
0
0
0
0
0
1
.083
.083
.083
.080
.076
2
2
0.009
0.009
0.009
0.008
0.008
10
2
0.051
0.051
0.051
0.049
0.047
18
1
0.069
0.069
0.069
0.067
0.063
3
2
0.006
0.006
0.006
0.005
0.005
11
2
0.054
0.054
0.054
0.053
0.050
19
2
0.050
0.050
0.050
0.048
0.046
4
2
0.004
0.004
0.004
0.004
0.003
12
2
0.056
0.056
0.056
0.056
0.053
20
2
0.044
0.044
0.044
0.042
0.040
5
2
0.004
0.004
0.004
0.004
0.004
13
2
0.057
0.057
0.057
0.055
0.052
21
2
0.039
0.039
0.039
0.038
0.036
0
0
0
0
0
0
0
0
0
0
6
2
.014
.014
.014
.014
.013
14
2
.056
.056
.056
.054
.052
0
0
0
0
0
0
0
0
0
0
22
0
0
0
0
0
2
.036
.036
.036
.035
.033
0
0
0
0
0
7
2
.046
.046
.046
.044
.042
15
2
.061
.061
.061
.05o
.056
23
2
.028
.028
.028
.027
.026
8
1
0.073
0.073
0.073
0.071
0.067
16
1
0.069
0.069
0.069
0.067
0.064
24
2
0.019
0.019
0.019
0.019
0.018
3.24
-------
2. Processing of Point Source Data
In order to prepare acceptable input data for the CDM,
the NEDS information had to be manipulated into the spe-
cified set of units and formats. To accomplish this task
a computer program called POINT was utilized to input the
data obtained from EPA files, convert each item to metric
units and print a record in CDM input format. Documenta-
tion for this program can be found in Appendix A. For a
larger scale project, this program could be modified to
examine any NEDS data base, extract sources which emit
the pollutants being studied, and produce a set of point
source inputs in correct CDM format.
The preparation of the area source data for CDM included
the allocation of mobile source emissions to the same
grid system that was used for APRAC-1A secondary traffic.
The program GRID was set up to produce these area source
data. GRID uses the same procedure to allocate traffic
emissions as was used to allocate secondary traffic. The
CDM input data, however, are given in terms of actual
emissions instead of vehicle miles traveled (VMT). There-
fore, as each link is allocated to a grid, the emission
rate is calculated according to the following formula:
_ (osP) x VMT
1 86400
where
E = emission rate in grams Co/second-
er = emission constant for CO based on vehic.le mix
P = emission constant for CO based on vehicle mix
S - speed in miles per hour
VMT= vehicle miles traveled as calculated by program
3.25
-------
This process is followed for each primary link in the
area to give an emission rate for each grid based on pri-
mary traffic. The data generated for percent of total
secondary traffic is used to calculate secondary traffic
contributions to emissions in each grid. For this calcu-
lation an average speed of 19.6 miles per hour is used.
These two emissions are added together to give total emis-
sions due to traffic for each grid.
In addition, the program is set up to accept input data
for airport emissions.- At the present time, data can be
input for two airports in the study region. The program
can be easily modified to accept more airport data if
necessary. It is assumed that up to ten grids for each
airport can be designated for an equal portion of the
total emissions from the airport. To calculate the air-
port emissions which should be added to the appropriate
grids, data for landing and take-off cycles (LTOs) were
obtained from the Federal Aviation Administration. An
example of this type of information is shown in Figure
3.7. After contacting FAA personnel and other supple-
mentary data sources, it was possible to categorize these
LTOs into the 12 classes shown in Figure 3.8. Using EPA
emission factors and FAA overall growth projections, total
emissions due to aircraft LTOs were calculated for each
airport in each region. These total emissions were then
allocated equally to the selected grids and added to the
previously calculated automobile traffic emissions.
Another source which was included for data input to GRID
were emissions from harbor vessels. Data for Honolulu
Harbor were obtained from the Hawaii State Department of
Transportation which summarized vessel movements into and
3.26
-------
AIRPORT OPERATIONS
u>
YEAR
1973
1974
MONTH
JAN
FEE
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
NO'V
DEC
JAN
FEE
MAR
APR
MAY
JUN
ITINERANT OPERATIONS
AC
9,812
8,912
9,426
9,068
9,187
9,670
.10,131
11,085
9,403
9,933
8,737
8,844
8,982
8,356
9,501
8,907
8,767
9,129
AT
2,250
2,226
.. 2,501
2,530
2,697 '
2,620
2,730
2,935
2,586
2,705
2,567
2,505
2,791
2,837
3,379
2,993
3,006
2,904
GA
5,932
5,881
6,258
6,737
6,660
6,699
7,189
7,535
6,947
7,146
6,478
6,082
5,422
6,053
6,907
6,595
7,086
6,879
MI
3,459
3,152
3,526
3,256
3,517
3,239
3,192
3,587
3,554
3,288
2,383
2,002
2,163
2,184
2,556
3,005
3,207
2,935
TOTAL.
21,453
20,171
21,711
21,591
22,061
22,228
73,242
25,142
22,490
23,072
20,165
19,433
19,358
19,430
22,343
21,500
22,066
21,847
LOCAL OPERATIONS
CIV
1,738
2,619
2,312
2,397
2,693
2,680
1,908
1,935
2,452
3,027
2,942
2,996
2,041
1,829
2,140
2,661
2,311
2,452
MIL
1,072
1,236
1,925
1,621
1,303
1,605
1.308
1,576
1,351
1,414
1,181
1,094
1,357
1,366
1,350
1,643
1,467
1,458
TOTAL
2,810
3,855
4,237
4,018
3,996
4,285
3,216
3,511
3,803
4,441
4,123
4,090
3,398
3,195
3,490
4,304
3,778
3,910
MONTHLY
TOTAL
24,263
24,026
25,948
25,609
26,057
26,513
26,458
28,653.
26,293
27,513
24,288
23,523
22,756
22,625
25,333
25,804
25,844
25,757
TOTAL
PAST 12
MONTHS
298,608
300,176
301,498 -
302,512
301,997
303,311
303,049
304,571
306,802
308,967
309,063
309,144
307,637
306,236
306,121
306,316
306,103
305,347
AC - Air Carrier
AT « Air Taxi
GA » General Aviation
MI - Military
Figure 3.7. LANDING AND TAKE-OFF DATA FOR HONOLULU INTERNATIONAL AIRPORT
-------
(Ib/engine and kg/engine)
EMISSION FACTOR RATING: B
N>
oo
1.
2.
3.
4.
5.
6.
8.
9.
10.
11.
12.
Aircarft
Jumbo jet
Long range jet
Medium range jet
Air carrier
turboprop
Business jet
General aviation
turboprop
General aviation
piston
Piston transport
Helicopter
Military transport
Military jet
Military piston'
Solid
particulates3
Ib
1.30
1.21
0.41
1.1
0.11
0.20
0.02
0.56
0.25
1.1
0.31
0.28
kg
0.59
0.55
0.19
0.49
0.05
0.09
0.01
0.25
0.11
0.49
0.14
0.13
Sulfur
oxidesd
Ib
1.82
1.56
1.01
0.40
0.37
0.18
0.014
0.28
0.18
0.41
0.76
0.14
kg
0.83
0.71
0.46
0.18
0.17
0.08
0.006
0.13
0.08
0.19
0.35
0.04
Carbon
monoxide6
Ib
46.8
47.4
17.0
6.6
15.8
3.1
12.2
304.0
5.7
5.7
15.1
152.0
kg
21.2
21.5
7.71
3.0
7.17
1.4
5.5
138.0
2.6
2.6
6.85
69.0
Hydrocarbons5
Ib
12.2
41.2
4.9
2.9
3.6
1.1
0.40
40.7
0.52
2.7
9.93
20.4
kg
5.5
18.7
2.2
1.3
1.6
0.5
0.18
18.5
0.24
1.2
4.5
9.3
Nitrogen
oxidesd (IMOX as N02)
Ib
31.4
7.9
10.2
2.5
1.6
1.2
0.047
0.40
0.57
2.2
3.29
0.20
kg
14.2
3.6
4.6
1.1
0.73
0.54
0.021
0.18
0.26
1.0
1.49
0.09
Figure 3.8: EMISSION FACTORS FOR AIRCRAFT FROM AP-42
-------
Pollutant b
Sulfur oxidesd
(SOX as SO2)
Carbon monoxide
Hydrocarbons6
Nitrogen oxides
(NOxasN02)
Based on fuel consumption
lb/103gal
6.4
3300
1100
6.6
kg/103 liter
0.77
400
130
0.79
Based on work output0
g/hphr
0.49
250
85
0.50
.g/metric hphr
0.49
250
85
0.50
a Reference 1. Data in this table are emissions to the atmosphere. A portion of the exhaust remains behind in
the water.
Paniculate emission factors are not available because of the problems involved with measurement from an
underwater exhaust system but are considered negligible.
c Horsepower hours are calculated by multiplying the average.power produced during the hours of usage by
the population of outboards in a given area. In the absence of data specific to a given geographic area, the
hphr value can be estimated using average nationwide values from Reference 1. Reference 1 reports the
average power produced (not the available power) as 9.1 hp and the average annual ucaga per engine as 50
hours. Thus, hphr = (number of outboards) (9.1 hp) (50 hours/outboarti-year). Metric hphr - 0.9863 hphr.
Based on fuel sulfur content of 0.043 percent from Reference 2 and on a density of 6.17 Ib/gal.
e Includes exhaust hydrocarbons only. No crankcase emissions occur because the majority of outboards are
2-stroke engines that use crankcase induction. Evaporative emissions are limited by the widespread use of
unventcd tanks.
Figure 3.10. AVERAGE EMISSION FACTORS FOR OUTBOARD MOTORS'
EMISSION FACTOR RATING: B
3.31
-------
CHAPTER 4
PREPARATION OF NEDS AREA SOURCE FORMS
County Numbers
Regions 1-6 - Honolulu County - 0140
Region 7 - Hawaii County - 0080
Fuel Usage and VKT
Oahu
Fuel Usage for Oahu from State Department of Taxation
CY '73 GROWTH FACTOR CY '76
Gasoline - 217,822,752 gal
Highway Diesel - 7,373,702 gal
Non-Highway Diesel - 36,380,266 gal
226,173,257 gal
1,03834 = 7,565,382 gal
37,774,949 gal
From APTD-1135, "Guide for Compiling an Emission Inventory,"
it was found that an average factor of 12.2 mpg can be used
to determine gas VMT.
Gas VMT = 226,173,257 x 12.2 = 2,759,313,735 VMT
From APTD-1135, 11% of total VMT is due to heavy duty gas
vehicles and 89% is due to light duty gas vehicles.
Heavy gas VMT = 2,759,313,735 x .11 = 303,524,511 VMT
Light gas VMT = 2,759,313,735 x .89 = 2,455,789,224 VMT
Also using APTD-1135 factors, we obtain
303,524,511 miles/year -5- 8.4 miles/gallon = 36,133,870 gallons
consumed by heavy duty vehicles.
2,455,789,224 miles/year + 13.6 miles/gallon = 180,572,737
gallons gas consumed by light duty vehicles.
Total VMT = 2,759,313,735 + diesel VMT :
= 2,759,313,735 + (37,774,949 + 7,656,382) x 5.1
= 2,991,013,523 VMT/year
4.1
-------
out of the harbor for 1972 (See Figure 3.9). It was as-
sumed that each vessel had &n average stay of 3 days in
the harbor, and AP-42 emission factors (Figure 3.10) were
examined to determine which grids in the harbor had ship
berths and the total emissions were equally allocated to
the selected grids.
The GRID program's final function was to output a source
record in CDM Card 100 format for each grid in the study
areas.
3.29
-------
DRAFT (FEET)
38
36
35
34
33
32
31
30
29
28
27
26
25
2k
23
22
21
20
19
18 and less
TOTAL
INBOUND
SELF-PROPOLLED VESSELS
PASSENGER
AND'
DRY CARGO
8
9
75
34
43
56
83
69
59
45
39
36
28
23
21
13
16
.2,106
2,763
TANKER
1
1
2
7
20
23
29
11
6
3
4
5
3
6
4
3
2
3
3
23
159
TOWBOAT
OR
TUGBOAT
1,878
1,878
NON SELF-PROPELLED
VESSELS
DRY CARGO
1
1
38
2
9
3
1,682
1,736
TANKER
1
38
39
TOTAL
1
1
10
16
95
57
72
67
89
72
63
50
42
43
33
65
25
25
22
5,727
6,575
OUTBOUND
SELF-PROPOLLED VESSELS
PASSENGER
AND
DRY CARGO
4
22
19
23
13
23
40
63
58
59
62
38
45
34
42
.36
15
16
2,143
2,755
TANKER
1
1
4
9
8
10
6
10
7
10
24
11
13
11
6
10
4
11
156
TOUBOAT
OR
TUGBOAT
1,878
1,878
NON SELF-PROPELLED
VESSELS
DRY CARGO
39
1
1,708
1,748
TANKER
1
36
37
TOTAL
4
23
20
27
22
31
50
69
68
66
72
62
56
47
92
42
26
21
5,776
6,574
Figure 3.9. TRIPS AND DRAFTS OF VESSELS FOR HONOLULU HARBOR
-------
Regional factors for Oahu - Region 1 - .6212%
Region 2 - .1251%
Region 3 - .1357%
Region 4 - .0140%
Region 5 - .0577%
Region 6 - .0463%
Hawaii
CY '76 Fuel Usage for Hawaii from State Department of Taxation
CY '73 GROWTH FACTOR CY '76
Gasoline - 30,581,914 gal
Highway Diesel - 2,369,059 gal
Non-Highway Diesel - 12,597,436 gal
32,060,622 gal
xl.04833 = 2,483,565 gal
13,206,321 gal
Gas VMT = 32,060,062 gal/yr x 12.2 miles/gal = 391,132,756 VMT
Heavy gas VMT = 391,132,756 x .11 - 43,024,603
Light gas VMT.= 391,132,756 x .89 = 348,108,153
Heavy gas consumption = 43,024,603 miles/yr + 8.4 miles/gal
= 5,121,977 gallons gas consumed by
heavy duty vehicles
Light gas consumption = 348,108,153 miles/hr 4-13.6 miles/gal
= 25,596,188 gallons gas consumed by
light duty vehicles.
Total VMT = 391,132,756 + Diesel VMT
= 391,132,756 + (2,483,565 + 13,206,321) x 5.1
= 471,151,175 VMT/year
Population
Region 1 - 505,800
Region 2 - 96,300
Region 3 - 68,700
Region 4 - 8,100
Region 5 - 14,500
Region 6 - 25,700
Region 7 - 10,600
4.2
-------
Aircraft
Region 1 operations -
Military Civil
Commercial
27,200
59,800
25,300
112,300
8,930
54,500
63,430
72,860
Hickam AFB
Barber's Pt. NAS
Honolulu Internat.
72,860 Total
Region 2 operations -
Military - 29400 - Kaneohe Marine AS
Region 3 operations -
Military - 208400 - Wheeler AFB
Region 4 operations -
None
Region 5 operations -
Military - 19800
Civil - 49050
Region 6 operations -
None
Region 7 operations -
None
Dillingham Air Field
Vessels
Pear Harbor - 3223 vessels x 3 days/vessel x 1900 gal/day = 18,371,100
Honolulu - 4800 vessels x 3 days/vessel x 1900 gal/day = 27,360,000
Barber's Pt. Harbor - 1168 vessel days x 1900 gal/day = 2,219,200
47,950,300
gal diesel oil
4.3
-------
APPENDIX A
FLOWCHARTS AND INPUT VARIABLE DESCRIPTIONS FOR:
GRID
POINT
PHX 75
C
A.I
-------
( START J
INPUT BASIC
INFORMATION
(CARDS l-5)i
PROCESS POINT
SOURCE
FOR
INFO.
CDM
(see POINT)
OUTPUT POINT/
SOURCE CARDS/
IN CDM FORMAT/
CALCULATE MAX.
NUMBER OF GRIDS
IN STUDY AREA.
«1800)
SET ALL MEM-
BERS OF OUTPUT
ARRAYS TO ZERO
FLOWCHART FOR PROGRAM GRID (PAGE 1 OF 5)
A.2
-------
G>
DETERMINE GRID
BOUNDARIES FOR
SELECTED COORD.
SYSTEM
INPUT
PRIMARY LINK
IN APRAC
FORMAT .
SET INDICATORS
IJX - 0
IJY = 0
IT = 0
COMPUTE
EMISSION FACTORS
FOR
CO AN!
1
3 HC
ORIENT LINK
SO THAT LEFT-
MOST END-POINT
IS IN "A" POSITIOI
DETERMINE
X-COORDINATE OF
GRID CONTAINING
"A" END-POINT
DETERMINE
If-COORDINATE OF
3RID CONTAINING
END-POINT
FLOWCHART FOR PROGRAM GRID
(PAGE 2 of 5)
CHANGE LINK END-
POINTS TO LIE
ENTIRELY WITHIN
STUDY AREA
OES
NTIRE LINK
IE IN STUD
IS
END-POINT ON A
VERTICLE GRID
LINE?
SET IJX
INDICATOR
EQUAL TO 1
A. 3
-------
FLOWCHART FUR PROGRAM OKin
(PAGE 3 OF 5)
SET IJY
INDICATOR
EQUAL TO 1
ND-POINT ON
ORIZONTAL GRID
LINE ?
SET IT
INDICATOR
EQUAL TO 1
ND-POINT 0
CORNER ?
COMPUTE
SLOPE
OF LINK
COMPUTE LENGTH
OF LINK LYING
IN GRID.
MULTIPLY LENGTH
BY VEHICLE COUNT
TO GIVE VMT
DIVIDE COMPUTED
VMT IN HALF
OES
LINK LIE ON
GRID LINE2
ADD VMT TO
GRID NEXT TO
CURRENT GRID
MULTIPLY VMT
BY E.F. AND
ADD EMISSION
TO GRID
A A
-------
-------
COMPUTE EMISSION
FACTOR FOR
SECONDARY TRAFFIC
ADD EMISSIONS DUE
TO SECONDARY
TRAFFIC FOR EACH
GRID.
ADD EMISSIONS DUE
TO AIRPORTS AND
HARBORS FOR
SELECTED GRIDS
OUTPUT COM
AREA SOURCE
CARDS
STOP
rOU2PUT APRAC
SECONDARY
TRAFFIC
CARDS
r STOP j
FLOWCHART FOR PROGRAM GRID (PAGE 5 OF 5)
A.6
-------
NOTE: Units of variables and coordinates will vary from usage to
usage. As long as all units are consistent, the program should
accept any unit system with a few minor changes.
INPUT VARIABLE DESCRIPTIONS FOR GRID
Card
1.
2.
3.
4.
5.
Column
1-10
1-10
11-20
21-30
31-40
41-50
51-60
61-70
1-10
11-20
1-10
11-20
21-30
1-10
11-20
21-30
Format
110
F10.2
F10.2
F10.2
110
110
F10.2
F10.2
F10.2
F10.2
F10.2
F10.2
F10.2
F10.2
F10.2
110
Name
ITYP
VTMXMN
VTMYMN
GRDFAC
IXGRID
IYGRID
EXTRA
TOTAL
ALPHA )
BETA )
SPEED (1)
SPEED (2)
SPEED (3)
GAMMA )
DELTA )
NUMPT
Description
Run type indicator:
1 = APRAC only
2 = COM only
3 = Both
Minimum X coordinate
Minimum Y coordinate
Length of a grid side
Number of grids in X direction
Number of grids in y direction
Extra Traffic to be addid for min
secondary
Total daily VMT
Emission constants for CO
E = a S
Up to 8 speeds (as shown in
APRAC-lA card E)
Emission constants for HC
.E = ys~A
Number of point sources
A.7
-------
INPUT VARIABLE DESCRIPTIONS FOR GRID (continued)
Card Column
6(1)
I=1,NUMPT* 1-6
7-13 .
21-28
29-36
37-43
. 44-49
50-56
57-63
7(1)
1=1,1200 11-15
16-20
21-25
26-30
31-36
37-41
42-46
Format
F6.1
F7.1
F8.0
F8.0
F7.0
F6.1
F7.0
F7.0
F5.2
F5.2
F5.2
F5.2
16
15
F5.2
Name
PX
PY
PCO
PHC
PH
PD
PS
PT
PAX
PAY
PBX
PBY
ICOUN
ISFAC
PDIST
Descriotion
Point Source Data Cards
X coordinate in UTM's
Y coordinate in UTM's
CO emission rate in TPY
HC emission rate in TPY
Stack height in feet
Stack diameter in feet
Exit gas flow rate (cfm)
Exit gas temperature in F
Primary Link Cards (APRAC-1A Format)
X and Y coordinates of one end of link
X and Y coordinates of other end of link
Number of vehicles per day on link
Traffic code number
Length of link
*Point source data from NEDS forms. Necessary for COM only
A.8
-------
f START \
INPUT.A LINK
RECORD IN
TRAFFIC
SURVEY FORMA!
INITIALIZE
COORDINATES OF
LINK END-POINTS
SET F-12
INDICATOR = 1
DETERMINE
SPEED-CODE
OF LINK
DETERMINE PRO-
JECTED VEHICLE
COUNT BASED ON
SLOW-GROWTH FACTO!
DETERMINE PROJECT-
ED VEHICLE COUNT
BASED ON "FULL-
GROITTH" FACTOR
F OUTPUT A LINK
RECORD IN APRAC
'RIMARY LINK
FORMAT
YES
FLOWCHART FOR PROGRAM PHX75
A.9
-------
INPUT VARIABLE DESCRIPTIONS FOR PHX75
Card 1-Link cards
Column
2- 6
8-12
14-17
32-36
66
Format
F5.0
F5.0
F4.2
F5.0
Fl.O
Name
A-COOPD
B-COORD
DIST
D-COUN1
S-CDE
Description
UTM coordinate of "A" end-point.
UTM coordinate of "B" end-point.
Link length in km.
Vehicle count.
Code for average speed on link.
-------
FLOV/CHAKI FOR POIl-iT:
(. START )
i
/READ A 1
DATA CARD /
1
CONVERT X u
TO MILES
.
CONVERT Y UTM
TO MILES
.
CONVERT CO
EMISSION TO
gin/sec
<
r
CONVERT HC
EMISSION TO
gm/sec
CONVERT STACK
HEIGHT TO
METERS
,
;
CONVERT STACK
DIAMETER TO
ilETERS
1
( STOP J
St&
YES /^MORE
S. CARD
NO
yX.
DATA\^
S ? /
/OUTPUT A /
CDM CARD /
(CARD 100 /
FORMAT) /
CONVERT STACK
GAS TEMP
TO°C
,
CONVERT
pO TO m/s
.XsTACKS.
*-^DIA». = 0 ^
JYES MOVE 0 1
"" ** STACK 01
AREA
STACK
' SPEED
ec
'0
ENING
A. 11
-------
INPUT VARIABLE DESCRIPTIONS FOR POINT
(all information available on NEDS form)
Column
1-6
7-13
21-28
29-36
37-43
44-49
50-56
57-63
Format
F6.1
F7.1
F8.0
F8.0
F7.0
F6.1
F7.0
F7.0
Name
X-COORD
Y-COORD
CO
HC
HEIGHT
DIAM
SPEED
TEMP
Description
X UTM coordinate in Kilometers
Y UTM coordinate in Kilometers
Carbon Monoxide emission in TPY
Hydrocarbon emission in TPY
Stack height in feet
Stack diameter in feet
Stack gas exit velocity in CFM
Stack gas exit temperature in '.
NOTE: In the flow chart, those operations that are not
necessary can be by-passed.
A. 12
------- |