EPA-450/3-77-019
JUNE 1976
                  LINE  AND AREA
             SOURCE  EMISSIONS
      FROM MOTOR VEHICLES
              IN  RAPS PROGRAM
  U.S. ENVIRONMENTAL PROTECTION AGENCY
       Office of Air and Waste Management
    Office of Air Quality Planning and Standards
   Research Triangle Park, North Carolina 277] 1

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                                    EPA-450/3-77-019
LINE AND AREA SOURCE EMISSIONS
        FROM MOTOR VEHICLES
            IN RAPS PROGRAM
                         by

                     Lonnie E. Haefner

                    Washington University
                     St. Louis, Missouri
                    Contract No. 68-02-2060
               EPA Project Officer: Charles C. Masser
                      Prepared for

              ENVIRONMENTAL PROTECTION AGENCY
                Office of Air and Waste Management
              Office of Air Quality Planning and Standards
              Research Triangle Park, North Carolina 27711

                       June 1976

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This report is issued by the Environmental Protection Agency to report  .
technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors and
grantees,  and nonprofit organizations - in limited quantities - from the
Library Services Office (MD-35), Research Triangle Park, North Carolina
27711;  or,  for a fee, from the National Technical Information Service,
5285 Port Royal Road, Springfield, Virginia 22161.
This report was furnished to the Environmental Prq-te.ct.ion- Agency by
Washington University,( St. Louis, Missouri, i,n fulfillment of Contract
No. 68-02-2060. T,he co.njen^s. q,f this, report a,i?e reproduced herein as
(received; from Washington Un.iiver-s.ity •. The opinions., findings,, and
conclusions expressed'are those of the author and not necessarily those.
of the Environmental Protection Agency.  Mention of company or product
names is not to be considered as an endorsement by-the Environmental
Protection Agency.
                     Publication No. EPA-450/3-77-019
                                   ii

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                           TABLE OF CONTENTS


                                                                   Page

.CHAPTER I - INTRODUCTION - STUDY DESIGN 	     1

     A.)  Introduction - Objectives of Research .           .    .     1

     B. )  Formal Research Work Plan	    2

CHAPTER II - DATA DEVELOPMENT	     8

      A.)  Description of Study Area    .   .   ...   .    .     8

      B. )  Line Source Data.	    10

      C. )  Area Source Datci	    12

CHAPTER III - LINE SOURCE EMISSIONS MODELLING   .   .    .   .    .15

      A.)  Introduction	    15

      B. )  Modal Emissions Model	15

      C.)  NETSEN II:  Model Description    ......    19

      D.)  Development of Modal Analysis Emission Analogies .    .    -34

           1.  Speed Profile Data	34

           2.  Development of the Methodology   .   .    .   .    .    34

      E.)  Emissions Software System    .   .   .        .   .    .    38

      F.)  Example Output and Demonstration of System
               Capabilities	41

CHAPTER IV - NON-LINE/AREA SOURCE EMISSIONS MODELLING    ...    47

      A.)  Introduction - Methodology Development   ....    47

      B.)  Use of Grid System   .........    61

      C. )  Example Output	        64

CHAPTER V - CONCLUSION	    .    69

      A.)  Present Methodological Developments, Their
                Use and Applicability   .......    69

                                                        (continued)
                                 ill

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                  TABLE OF CONTENTS (Continued).


                                                                  Page

     B. )  Recommendations for Future Research  ......    70

     C.)  Closing Comments - Status of Line and Non-Line
              Mobile Source Emission Modelling 	    71

BIBLIOGRAPHY	   .    ...   .   " .  -  72

     Selected Research Bibliography	    72

APPENDIX A - NETSEN II:  COMPUTER PROGRAM DOCUMENTATION    .    .    74

     A-l  NETSEN II:  Program Explanation	    75

     A-2  NETSEN II:  Program Flow Chart	79

     A-3  NETSEN II:  Input Data Cards Format	94

     A-4  NETSEN II:  Input Data Card Explanation  ....    97

     A-5  NETSEN II:  Sample Data Coding Sheet	103

     A-6  NETSEN II:  Deck Structure	.104

     A-7  NETSEN II:  Input Control Card Formats   ....   105

     A-8  NETSEN II:  Input Control Card Explanations  .   .    .   112

     A-9  NETSEN II:  Output Format Explanations and
                      Examples	118

     A-10 NETSEN II:  Program Listing  .   .   ...    .       .   132

APPENDIX B - ECOMP:  COMPUTER PROGRAM DOCUMENTATION    ..  .   ..   156

APPENDIX C - ASEP:  COMPUTER PROGRAM DOCUMENTATION ....   168
                                 IV

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                             LIST OF TABLES
                                                                  Page
TABLE 1  -  AUTOMOBILE EXHAUST EMISSION MODAL ANALYSIS
                 MODEL VEHICLE GROUP STRUCTURE DESCRIPTION .    .     18

TABLE 2  -  ROADWAY CHARACTERISTICS.	23

TABLE '3  -  EXAMPLE RESULTS FROM EMISSION SOFTWARE SYSTEM  .    .     42

TABLE 4  -  FINAL ST. LOUIS AQCR LINE SOURCE EMISSION
                 ESTIMATES	45

TABLE 5  -  ANALYSIS OF TRIP PURPOSE	53

TABLE 6  -  SAMPLE GRID SQUARES	55

TABLE 7  -  EXTENT OF URBAN FUNCTIONAL SYSTEMS	58

TABLE 8  -  TEST STATISTICS, STANDARIZED NORMAL DISTRIBUTION   .     60

TABLE 9  -  EXAMPLE GRID SQUARE AREA ANALYSIS	62

TABLE 10 -  EXAMPLE GRID SQUARE AREA	63

TABLE 11 -  GRID SQUARE AREAS	63

TABLE 12 -  COMPOSITE EMISSION FACTORS	66

TABLE 13 -  REPRESENTATIVE AREA SOURCE EMISSIONS   ....     66

TABLE 14 -  ST. LOUIS AQCR TOTAL EMISSIONS DUE TO NON-LINE/
                 AREA SOURCES	67

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                            LIST OF FIGURES

                                                               Page
FIGURE 1.  Research Work Plan	      3

FIGURE 2.  St. Louis AQCR  .	      9

FIGURE 3.  Automobile Exhaust Emission Modal
                Analysis Model Operations Flow Chart   .   .     17

FIGURE 4.  Flowchart Logic of Network Sensitivity Model.   .     25

FIGURE 5.  Modal Emission Analogy Cross-Classification
                Scheme     .   .    .   .    .   .   .   .   .     37

FIGURE 6.  Line Source Emissions Software System.  ...     39

FIGURE 7.  Non-Line/Area Source Methodology    ....     48

FIGURE 8.  Local Plus Collector VKT, Sample Grid Squares   .     52

FIGURE 9.  Calculation of R for Study Area     ....     59

FIGURE 10.  Representative UTM Grid Square, Showing
               7301 Transportation Zones   .   .   .   .   .     62

FIGURE 11.  Non-Line/Area Source VKT Calculation   ...     65

FIGURE A.   Regional Air Pollution Study St. Louis
               Line Source Listing	120

FIGURE B-l  Control Card Variable Values For
               Program ECOMP   .    .   .    .   .   .   .   .    157

FIGURE B-2  ECOMP Program Flowchart	    159

FIGURE C-l  Flowchart for Program ASEP .    .   .   .   .   .    170
                                 vi

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                                   - 1 -








                                 CHAPTER I




                        INTRODUCTION - STUDY DESIGN






A.  INTRODUCTION - OBJECTIVES OF RESEARCH   •




    The continuing development of constructive basic research activities




related to estimation of mobile source emissions dictates that use be made




of the latest information on speed and acceleration mode properties, and




their relation to emissions.  These properties should be formatted in con-




junction with recently developed capabilities to efficiently define and




synthesize a set of line sources for a study region.



     The objective of this research is to combine information and tech-




niques on the above referenced speed modes and line source definitions




to yield a methodology for estimating line source and non-line or area




source emissions for a particular study region.  Several specific perfor-




mance objectives are attained in the research endeavors.  They are




     a.)  The devising of a methodology for estimation of CO, HC, NO  ,
                                                                    X



          particulate, and SO  emissions for each of the line source links




          identified in EPA Contract No. 68-02-1417, and documented in




          .Methodology for the Determination of Emission Line Sources in




          the RAPS Program.   The methodology developed allows the esti-




          mation of emissions from line sources for any specified hour of




          the  day  and any  specified  day of  the week.   It  utilizes the



          following data sources to characterize vehicle operation in




          the St. Louis regional highway network in conjunction with the.




          EPA modal emissions procedure:




               i)  Federal Highway Administration (DOT) Vehicle Operating




                   Survey.

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                                     2  -
              ii)  Transportation Systems Center (DOT) Traffic Analyzer



                   Survey.



             iii)  General Motors Proving Grounds CHASE Car Program.



     b.)  The devising of a methodology to estimate emissions by grid for



          the St. Louis AQCR for all non-line source links identified under



          EPA Contract No.  68-02-1417.   This technique employs the same



          vehicle operating data listed in (A) above, and enables CO, HC,



        •.NO , particulate,and SO  emissions to be estimated from non-line
            X


          sources for the AQCR grids supplied by the EPA project officer.



          These estimates are capable of being performed for any specified



          hour of the day and any specified day of the week, including the



          ability to account for cold start phenomena.



     c.)  The methods and techniques devised, are tested for a number  of



          time-of-day/day-of-week combinations.  These tests are documented



          in this report in order to familiarize appropriate EPA personnel



          with the methodologies' operation and capabilities.



      The previous contract effort, EPA Contract 68-02-14-17, developed a



 limited literature search into traffic behavior and air pollution emissions,



 and the reader is referred to the project final report for coverage  of



 the relationship of CO, HC and NO  with speed and associated traffic
                                  X


 operations and roadway geometric design variables.







B.  FORMAL RESEARCH WORK PLAN



    To accomplish the stated objectives, a five phase work plan has been



pursued, as shown in Figure 1.

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                                   -  3 -
         Review
         Speed
          Mode
        Sources  1.1
           A
                                        Review Modal
                                         Emissions
                                        Computational
                                        Process  1.3
Continual
Theoretical Review
and Improvement
of Speed Mode
Sources    1.2
                                         Synthesize Speed Mode
                                         Source Capability into
                                             NETSEN Format  2.1
                            A
                             i
                             I
                                                    V
                                                                          v
  Estimate Emissions on
Line Sources Using Combination
    NETSEN-Modal Emissions
     Computational Formal  3.1
    Review All
Non-Line/Area Source
    VMT Data  1.4
                             Review and
                             Develop Grid
                             System  2.2
                        V
                                               A
                                Write Final
                                Report  5.0
                                 \/_
                                 A
                Develop Non
          Line Source/Area Sampling
              Methodology and
                 Statistics  2.3
                                         Estimate
                                       Non-L ine/Area
                                           Source
                                       Emissions 3.2
                                             A
                                              i
                        Test
                        Line
                        £ Non
                        Line/Area
                        Source
                        Approaches
                        with
                        EPA Project
                        Officers 4.0
                                                                   r
   L _  /	i	:
                                  Figure.1

                             RESEARCH WORK PLAN

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     Phase 1 has four component tasks within it, to initiate the project




in a balanced and effective manner.  Task 1.1 reviewed all field data and




empirical literature sources on speed modes, by functional classification.




It is apparent that the sources of field data on speed modes are the FHWA,




I/OT Transportation Systems Center and GM CHASE car programs performed at




East-West Gateway.  Appropriate contact with East-West Gateway Staff personnel,




EPA personnel and the above study groups was made to assemble, study and




interpret their findings on speed modes.  Overlapping very closely with this




phase, particularly with respect to published literature, was Task 1.2. This




task, performed continuously throughout the duration of the project, attempted,




through study of theoretical and empirical traffic flow and emissions litera-




ture, to improve insights into accuracy of speed modes with respect to




functional classification and traffic and design attributes relevant to the




line source network.  Where speed modes are currently unresearched for portions




of functional class and design types, this task attempted to synthetically




describe such mode patterns, through consistent interpretation of the theore-




tical literature, as illustrated later in Chapter III.  The task made use of




appropriate literature related to speed and delay studies, Shockwave phenomena,




acceleration noise, and queuing theory.




     Task 1.3 entailed a review of the EPA Modal Emissions Estimation Process,




reviewing the use of speed mode characteristics in estimating emissions, and




readying the computational process for integration into the rest of the research




procedure.








     Task 1.4- reviewed the data set for non-line/area sources in the St. Louis




AQCR.  All non-line/area sources were reviewed with respect to the presence

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of adequate VKT information, and appropriate classification and generic



description.  Appropriate data collection with respect to regional origin-



destination information, and zonal trip generation data was undertaken,



in order to implement the methodologies utilized in Chapter IV.



     Phase 2 was also composed of several tasks.  Task 2.1 altered the



format of the NETSEN process developed by the research team in EPA Contract



No. 68-02-1417, to allow the NETSEN computation to accept an appropriate



functionally classified speed mode as the intervening link descriptor used



in computing emissions.



     Task 2.2 developed the grid system for use in computing non-line/area



source emissions.  The map of grids for the St. Louis AQCR supplied by the



project officer was reviewed, in light of the topology of the St. Louis



regional network, its functional classification, and availability of data



as discussed in Task 1.4.  The objective of this review was to ready the



non-line/area sources of emission for methodological treatment in Task 2.3,



and ultimate computation of emissions in Phase 3.



     Task 2.3 employs a trip generation approach to estimate non-line/area



source emissions.  East-West Gateway transportation zone trip productions



were assigned to a sample of the corresponding EPA grid squares.  Further



analysis established the vehicle trips per this sample of grid squares, which



when multiplied by the mean trip length, and subjected to statistical analysis



determined the non-line (local and collector) VKT over.the entire study region,



on a grid-by-grid basis.  Appropriate emission factors were then applied to


                                                                3
each grid VKT to develop arect source emissions, as per Task 3.2.



     Phase 3 is the actual estimation of emissions for line sources and



grids, employing all information previously discussed.  In Task 3.1, the

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                                   - 6 -
line source technique merges the NETSEN line source definition capabilities




with the emissions estimation properties of the Modal Emissions Computational




Format, using speed mode as the key interfacing line source attribute.




Task 3.2 estimates non-line/area sources of local and collector streets




aggregated into grids, using the trip generation analysis in conjunction




with the emission factors, as discussed above.  In both line and non-line/area




source emission estimates, the results for 24 hour periods are arrayed for




CO, HC, NO , particulates, and S0_.
          X        ' •             ^



     Phase 4 tests the line and non-line/area source techniques for a




number of time-of-day/day-of-week combinations of operating characteristics,




as illustrated in Chapters III and IV.  The primary system attributes varied


                                   V
in these tests are hourly volumes, -^ ratios and 24 hour average daily traffic




volumes.  Distributions collected for daily traffic variation throughout




the week, and hourly variations through the day were used to input appropriate




VKT information for specified day and hour combinations.  This information




is available from work.on EPA Contract No. 68-02-1417, and was modified




slightly from information developed from Task 1.4.  As referenced in Figure 1,




and the above text, appropriate feed-back, review and recomputation of entities




and findings in Tasks 1.1, 1.2, 1.3, 1.4, 2.1, 2.2, 2.3, 3.1, and 3.2 was




made to insure that such interpretations and conclusions are as sound as




possible.  ,                                             .



     Phase 5 combines the above data sources, computational formats, emissions




estimates and time-sensitive tests, interpretations and conclusions into a




final written report contained herein.  The following text will elaborate on




data sources, line and area source computational techniques, example output,




and related sensitivity analyses.  In addition,, appendices will be provided




on software documentation and data formats.

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                                  - 7 -



                           Footnotes Chapter I


 Pages 2-12, Environmental Protection Agency Contract No.  68-02-1417,
     Methodology for the Determination of Emission Line Sources,  Dr.
     Lonnie E. Haefner, Principal Investigator, February 28, 1975.
2
 Environmental Protection Agency Contract No.  68-02-04-35,  Automobile   '
     Exhaust Emission Modal Analysis Model, Calspan Corporation,
     January 1974.

3
 Supplement No. 5 for Compilation of Air Pollutant Emission Factors,
     Second Edition, U.S. Environmental Protection Agency, December,  1975.

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                                  - 8 -

                                CHAPTER II
                             DATA DEVELOPMENT
 A.)  DESCRIPTION OF STUDY AREA
      As assessment of roadways with respect to emissions requires that
 the roadway network under study be classified according to a set of
 parameters that allows appropriate hierarchial analysis.  Selection of
 these parameters is of prime importance, since some links of the roadway
 network will be much more critical from an emissions standpoint than others.

     The data collection effort focused on 12 counties in the St. Louis
Air Quality Control Region (AQCR), as shown in Figure 2.  The areas within
the St. Louis AQCR include St. Louis City, St. Louis County, St. Charles
County, Jefferson County, and Franklin County for Missouri, and Bond
County, Clinton County, Madison County, Monroe County, Randolph County,
St. Clair County and Washington County for Illinois.
      Roadway data was collected within the St. Louis AQCR in light of
 emissions and sensitivity to highway functional class,, volume, and
 composition of vehicles present, and the operational characteristics of
 vehicles related to both traffic volume and average speed alterations due
 to roadway alignment and profile.  Other data collected includes the
 intensity and type of adjacent land use, and certain highway design char-
 acteristics which affect the localized air quality.
      A number of agencies were contacted to compile the St. Louis roadway
 inventory.  They include the East-West Gateway Coordinating. Council,
 Missouri State Highway Department-Jefferson City and St. Louis District
 VI Offices, the Region VII Office of the Illinois Department of Transpor-
 tation, the Office of the Deputy Commissioner of the City of St. Louis
 Street Department, St. Louis County Division of Highways and Traffic, and
 the counties of St. Charles, Jefferson, and Franklin.

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      flQCR 070—METRO.  ST. LOUIS
I
 k
                                                                                         •I I;.
                                                                                         'fe-
                                                                                         ll:" :.
                                                                                          ll
FIGURE 2   St.  Louis  AQCR
                                                                                          I:

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                                 - 10 -



B. )  LINE SOURCE DATA




     A working set of highwaiy segments of freeway, principal arterial,



and minor arterial roadways was established through the use of United



States Geological Survey topographic maps for the entire St. Louis AQCR.



Actual street names and route numbers for all roadway segments were



recorded from maps provided by the Auto Club of Missouri.  A grid system



for the AQCR was provided by the Environmental Protection Agency.  Road-



way links were broken up such that no links would cross an EPA grid boundary,



thus identifying each link as existing within a particular grid.



     The initial data collection effort for the three major classes of



roadway (i.e. freeway, principal arterial, and minor arterial) concerned



traffic volumes.  Traffic volume information sought for each link consisted



of average daily traffic (AET), peak hour traffic, hourly distribution of



traffic, percent of heavy duty vehicles, and the peak directional distri-



bution of traffic.  All the above were obtained for the Missouri counties



of St. Louis, St. Louis City, and St. Charles.  In Illinois, only average



daily traffic was available.



     Link attributes.sought to describe vehicle operating characteristics



were the volume to capacity ratio (V/C), peak hour speed by direction,



average daily speed, and capacity alterations such as complex interchanges,



lane drops and bottleneck sections.  The capacity information obtained



from East-West Gateway was a representative daily capacity factored down


                                                      2
to obtain a peak hour V/C ratio at level of service E.   Current peak hour



speed data by direction was available for a .majority of the links of the



central counties from East-West Gateway.  Through the cooperation of the



Illinois Department of Transportation and local agencies in St. Louis and

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                                   11 -
St. Louis County, a complete set of links with capacity alteration con-


sisting of complex interchanges, lane drops, and/or major bottlenecks was


compiled.  The study team used the same roadway topographical information


for freeways as previously developed in EPA Contract 68-02-1417.  The four


terrain types used were:  deep cut,, high fill, street canyon, and rolling


terrain.


     In addition, several major speed data sets relating to Federal DOT


research and field study in the region were obtained from the East-West


Gateway Coordinating Council.  These include the results of the Federal


Highway Administration Vehicle Operating Survey, the Transportation Systems


Center Traffic Analyzer Survey, and the General Motors Proving Grounds CHASE

            3
Car Program.   The use of the FHWA vehicle operating survey speed data is


discussed in detail in Chapter 3.  The Transportation Systems Center  III


Traffic Analyzer data was reviewed, and it was determined that no direct


use could be made of it in the current research.  The General Motors CHASE


Car  data was also examined, and was not directly incorporated into any


of the current data bases.


     Land use by type and intensity was another descriptor used for link


differentiation.  East-West Gateway provided, an area map delineating reg-


ional land use and major activity centers, including commercial develop-


ment, residential development, recreational development, hospitals,


universities or colleges, airports and multi-family development.


     In the case of principal and minor arterials, some additional link


attribute information was investigated relating to the progressive move-


ment along a. route.  Progressive movement is typified by a continuous

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                                 - 12 -
flow of a platoon of vehicles over long stretches of highway.  This

:,li-v-r.ing of vehicles can be induced by interconnected or pre-timed

progressive signal systems and the distribution of a network of one-way

streets.  The City of St. Louis, St. Louis County, Missouri State High-

way Lepartment, and the Illinois Department of Transportation provided

coneIsre information on locations of such progressive flow.

     The above line source data for this research was compiled on an

individual link basis for the St. Louis AQCR.  Subsequent to such com-

pilation, the data was keypunched and readied for input into the software

sys-em described in Chapter III.
C. )  AREA SOURCE DATA

     The non-line/area source data  requirements were somewhat different

Thar, those described above for line sources.  The area source methodology

is concerned with the estimation of mobile source emissions  on local  and

collector roadways within each of the EPA grid square areas.  The output

of this process is an hourly estimate of the amount of each  of the  types

of pollutants  (CO, NO , HC, SO  and particulates) with correction for
                     X        ^
cold start operations.
     One of the primary problems encountered is the relative sparseness

of vehicle count data on local and collector roadways.  At best, after

exhaustive data collection from agencies for the St. Louis AQCR, only

limited data is available in the most densely populated areas.  Hence, the

most significant problem is the estimation of VKT's on local and collector

roadways, since corrected emission factor estimation equations are readily
                    4.
available elsewhere.   Therefore, to calculate volumes on locals and

collectors the study team used a trip generation approach, described  in

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                                 - 13 -
Chapter IV.  Data used in this portion of the study thus consisted of




land use information, and transportation study zone maps and the




accompanying trip productions per zone.  These data items were provided




by East-West Gateway.

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                                 - 14 -



                          Footnotes Chapter II


 Many of these same agencies were contacted in Environmental Protection
     Agency Contract No. 68-02-14-17, Methodology for the Determination
     of Emission Line Sources, by Dr. Lonnie E. Haefner.  The data
     collection during Contract No. 68-02-1417 was used as a starting
     point for data gathered in this research contract.
2
 Level of Service E represents operation of the system with traffic
     volume at or near capacity.  Operating speed is relatively low,
     flow is unstable and momentary stoppage occurs; the system is
     on the verge of complete jam and saturation with attendant con-
     gestion effects.

3DOT-FHWA VEHICLE OPERATING SURVEY for St. Louis; DOT-Transportation
     Systems Center Traffic Analyzer Survey for St. Louis-; and General
     Motors - CHASE Car Study for St. Louis.
4'           n
 P        —  T      C    M   V    *2i    R
  npstwx   .         ipn  in  ips  ipt  iptwx'
           i=n-12.

     where e is the composite emissions factor after various adjust-
     ments from Supplement No. 5,for compilation of Air Pollutant
     Emission Factors, Second Edition, page D3.

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                                  - 15 -






                               CHAPTER III



                        LINE SOURCE EMISSIONS MODELLING







A. )  INTRODUCTION




     This chapter is composed of five sections.  The first will be a




discussion of the Automobile Exhaust Emission Modal Analysis Model, here-




after referred to as the Modal Emissions Model.  The discussion will detail




the inputs and technique used by the model.  The second section describes




the NETSEN II network sorting model, which has been updated and expanded




from previous work.  The third section will deal with the development of




speed profile analogies, to allow the use of the Modal Emissions Model for




the entire RAPS Study Area of the St. Louis AQCR.  The fourth section




details the line source emission software system which integrates the




computerized network, NETSEN II, and the Modal Emission Model.  The last




section presents example output from this system to demonstrate its capabil-




ities for line source analysis.




B. )  MODAL EMISSIONS MODEL




     The Modal Emissions Model was developed by the Calspan Corporation,




and has been designed to calculate the amounts of hydrocarbons, carbon




monoxide, and oxides of nitrogen emitted by individual automobiles or groups




of automobiles stratified by age and geographical location.   The emission




rates were deduced from surveillance test results performed on a test fleet




of 170 automobiles in each of six American cities at varying altitudes.




Emissions will be output for any given second by second driving sequence




within a speed range of 0 and 60 miles per hour.




     The model developers recognized that the emissions response of an




automobile depends on the spieed profile experienced as its occupants travel

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                                  - 16 -
from their origin to their destination.  The developers also recognized



that different light duty vehicles have separate emissions responses for



the same speed, acceleration, and deceleration profiles.  The model does



not treat meteorological or transport processes.  It specifically details



the distribution of emissions along a user defined highway link, and



computes the total (CO), (HC), and (NO ) contributions to the atmosphere
                                      X


from the highway source.



     The inputs into the Modal Emissions Model include both traffic and



emissions data.  The traffic inputs are representative second by second



speed profiles on the defined line sources, the number of automobiles



assignable to the particular speed profiles on the defined line sources,




their age distribution by car model year, and the relative altitude of



their operation.  The emission parameters include emission rate coeffi-



cients that are specific to speed profiles, which are either user supplied



or defaulted in the computer program itself.  Because of cost and time,



unless the user has a vehicle fleet and dynamometer testing equipment,



the default emission rate coefficients should be used.







     Figure 3   shows a simplified flow diagram for the Modal Emissions



Model.  Table 1   shows the breakdown by car model age and geographical



location of operation.  These groupings were developed as part of the.



automobile surveillance program from which data was used for this computer



technique.  The most recent car model year is 1971.  This is consistent



with the time period in which the data for the surveillance study was



assailed.

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                   -  17 -
  READ  SPEED VERSUS TIME ARRAY
  FOR THE  DRIVING  SEQUENCE OVER WHICH
  EMISSIONS ARE  TO BE  CALCULATED
                                          ..i
  READ IN VEHICLE  AGE  FRACTIONS  BY
  GROUP AS DEFINED IN  TABLE  1
                  _I
^ READ IN VEHICLE  GROUP  COEFFICIENTS
  TO FORMULATE  THE EMISSION  RATE FUNCTION  [
                    I
 ! DETERMINE THE EMISSION  RATE  FUNCTION
 ; FOR EACH INPUT VEHICLE  GROUP
  INTEGRATE EACH EMISSION RATE  FUNCTION
  OVER THE SPECIFIED DRIVING  SEQUENCE
                    1
i	
  CALCULATE THE DISTANCE TRAVELED BY A
  VEHICLE OVER THE  DRIVING  SEQUENCE
                     i
  DETERMINE THE TOTAL EMISSIONS  FOR
  EACH VEHICLE GROUP BY POLLUTANT  TYPE
                    T
  SUM THE EMISSIONS OF THE VEHICLE
  GROUPS BY POLLUTANT TYPE
                     L
 ; WRITE OUT THE INPUT DRIVING SEQUENCE,
 i THE TRAVEL DISTANCE, AND THE AMOUNT
  OF CO,- HC, AND NO  EMISSIONS.
                   x
  FIGURE 3    Automobile Exhaust Emission
              Modal Analysis Model Operations
              Flow Chart

  Source:   "Isolating Stochastic Traffic Flow
           Phenomena for Air Pollution Emissions
           Measurement," Thomas K. Ryden,
           Washington University, 1975

-------
                                  - 18 -
TABLE  1    AUTOMOBILE EXHAUST EMISSION MODAL ANALYSIS MODEL
            VEHICLE GROUP STRUCTURE DESCRIPTION
Number
1
2
3
4
5
6
. 7
8
9
10
11
Percentage
Of Group
In The
Input Data
0.09
0.45
0.03
0.08
•
0.09
0.08
,0.10
0.02
0.02
0.02
0.02
•
Vehicle
Group
Definition
Pre-1968 Denver autos
Pre-1968 autos operating at
low altitudes
1966-1967 California autos
1968 autos operating at
low altitudes
1969 autos operating at
low altitudes
1970 autos operating at
low altitudes
1971 autos operating at
low- altitudes
1968 Denver autos
1969 Denver autos
1970 Denver autos
1971 Denver autos
Source:  "Automobile Exhaust Emission Modal Analysis Model,"
         Report from EPA Contract No. 68-01-0435,  1974.

-------
                                   -  19  -
      The emission rate coefficients  supplied by  the model  do  not  include




 the effects of a "cold start,"  which generates a sizable portion  of  auto-




 mobile emissions.   Further,  no  deterioration factors  are applied,  however,




 they are indirectly incorporated,  since  the  vehicle fleet  used  in the




 surveillance program reflected  age.and state of  maintenance effects.




      The Modal Emissions Model  estimates actual  emissions  for carbon




 monoxide and hydrocarbons within 13  percent.  The model only  predicts




 nitrogen oxides within 80 percent.   The  ability  of the model  to reproduce




 emissions from additional vehicle  fleets was also tested since  it was




 developed from a single vehicle fleet.   The  model replicated  performance




 to within 30 percent.   Although this error appears significant, the  input




 data from the model's own original vehicle fleet could not be replicated




 any better a second time.  Both microscale and mesoscale emission analysis




 methods have this drawback.




      The Modal Emissions Model  is  capable of operating at  a truly micro-




.scale level.  It allows for highly specific  analysis  of the emissions  con-




 sequences of traffic congestion.   In so  using the model, the  user must




 define the established regional highway  network  to suit his analysis pur-




 poses.  This is a major undertaking  for  a region the  size  of  St.  Louis.




 Further, the second by second speed  profile  data and  localized  emission




 response data on vehicles must  be  collected, either through actual field




 efforts, or by development of a systematic scheme of  speed profile analogies




 for line sources, as discussed  in  section D.               .




 C.)  NETSEN II:  MODEL DESCRIPTION




      This section describes the logic construct  of the network  sensitivity




 model, NETSEN II.   The model NETSEN  II is an update version of  NETSEN  which

-------
                                  - 20 -
was designed in the Environmental Protection Agency study, Methodology




for the Determination of Emission Line Sources, Contract No. 68-02-1417.




This updated version has additional variables and subroutines discussed




herein and in Appendix A.




     By way of introduction, a brief reiteration of traffic flow related




parameters relevant to the study of emissions is warranted.  These




parameters include:




Volumes - Average Daily Traffic and peak hour volumes, historically as




     indicators of use of the facility.




Average Travel Speed - As an indicator of efficiency of the facility and




     adequacy of design.




General Interzonal Origin-Destination Patterns - As a regional mapping of




     incidence of travel, and proximity of travel paths to other regional




     activities.




Functional Classification of Highways - Classed as whether freeway,




     arterial, collector or local, as an indication of importance and




     frequency of use and level of design standards employed.




Delay Information - which modifies or refines information on average




     speed, above, through studies of volume to capacity ratios,




     travel time profiles, 'travel time contours, or waiting time or




     delay contours.  Locations are detected in the system where speeds




     are radically altered due to delay and congestion.




Locations of Design Related Phenomena - such as extremely complicated route




     or interchange configurations, and areas of cut or fill, or frontage




     roads with structures, which induce localized alterations in air




     quality and emissions, the latter when average speed is modified due




     to the design phenomena.

-------
                                  - 21 -
Unique Areas of Progression - in addition to areas which can be reviewed


     from speed and delay information as stated above, these are


     unique in the network, in that some engineering or planning


     alteration exists to eliminate congestion by specific means with


     highly predictable results, such.as one-way street flows, or


     progressive signalization, thus allowing atypical consistency


     in volumes or average speeds, with stable emissions output.


Areas of Critical Land Use Adjacent to or Within the Network - The first


     type is an area adjacent to the traffic system which is a highly


     sensitive land use to emissions output and local air quality,


     or a land use type such as industrial, which supplements and


     confounds the emissions level and air quality in the vicinity


     of the corridor.  The second type is the downtown or core area,


     or like areas of high-rise, high-density buildings.  The building


     heights or "street canyons" affect air quality in the vicinity

                                     i'
     of the grid and corridor sources.


Vehicle Mix - The composition of traffic, in terms of percentage of autos,


     intermediate size trucks and"large size trucks is relevant, due


     to differing emissions from vehicle type, and the impact of the


     traffic composition on average speed and traffic flow throughout


     a link.  The composition of vehicles by age also determines the


     level of emissions from the traffic stream.


Frequency of Monitoring - All links under study will encompass some or


     many of the above flow related phenomena which have an impact


     on emissions and/or air quality.  The frequency of observing


     such network components with respect to adequate characterization


     of emissions information is critical.  Typical choices of

-------
                                  - 22 -
     duration of traffic volume counting periods include 1,  8,  12 ,


     24- hours, weekly, and peak-off peak combinations.


Definition of a Line Source


     Line source definition hinges on the capability of analyzing the


highway network and its traffic and design attributes at varying levels


of detail.  This definition capability is dependent on the availability


of data and the level of spatial refinement sought by the user  for in-


putting into pollution models such as the Modal Emissions Model.  Thus,


assuming adequate data, the user has a range of capabilities, from


developing a very refined set of descriptors that are termed ultimate


line sources, to a very unrefined set of descriptors termed gross line


sources.


     The following basic definition of a'line source was employed in the


development of the program NETSEN II:


          "A line source is the smallest segment of inventoried roadway


          depictable with a given specific set of attributes for the

                    2
          roadway."


Table  2 represents the set of roadway data characteristics used in


defining a line source.  NETSEN II was designed to allow the user to


pick off those links with relevant characteristics at a level of refine-


ment determined by the user.


NETSEN II Model Logic


     The flow chart of the master logic for NETSEN II is shown in


Figure M-.  Appendix A contains a more  detailed software discussion of


the operation of NETSEN II.

-------
             - 23 -
            TABLE  2

     ROADWAY CHARACTERISTICS

Average Daily Traffic (ADT)
Special Topography, includes:
  1)  normal
  2)  deep cut
  3)  high fill
  4)  street canyon
  5)  rolling topography

Capacity Alterations, includes:
  1)  normal
  2)  complex interchange
  3)  lane reductions
  4)  bottlenecks

Sensitive Land Uses, includes:
  1)  normal development
  2)  commercial development
  3)  industrial development
  4)  recreational development
  5)  hospital
  6)  university or college
  7)  airport development
  8)  multi-family development

Activity Centers, include:
  1)  Central Business District (CBD)
  2)  Fringe Area
  3)  Outlying Business District
  4)  Residential Area
  5)  Rural Area

Progressive Movement, includes:
  1)  none
  2)  pre-timed progressive
  3)  interconnected signal systems
  4)  one-way with progression
  5)  one-way without progression

Channelization
  1)  none
  2)  channelization

Functional Classification, includes:
  1)  Freeway
  2)  Principal Arterial
  3)  Minor Arterial
  4)  Collector
  5)  Local

Link Distance
Peak Sp€;ed Difference
Truck Volumes
Bus Volumes
Volume over capacity ratio (V/C ratio)

-------
                                 - 24 -
     The model begins by reading control cards which define the attributes




the model is to test for.  An exhaustive list of these attributes appear




in Table 2.  Next* a line source from the roadway inventory link file is




input into the model.  As illustrated in Figure 4, the model then begins




a series of sequential tests of the line source for the attributes prev-




iously defined in the control card.  If the line source passes all the




tests, it is output for further computation of its emissions and another




line source is read in.  If the line source fails an attribute test,




further testing of it ceases and the program goes back and inputs a new




line source.  When all of the line sources from the roadway inventory link




file are tested forj the set of line sources that passed the tests is




ready for use in the-Modal Emissions Model.




     Two specific points are of major importance concerning NETSEN II:




     1)  The network can be tested at any level of data attributes that




         is relevant.  These levels can be from very gross descriptions




         (i.e. testing for all freeway links), to a very refined set of




         descriptors (i.e.  testing for links which have a freeway classi-




         fication with an ADT of 40,000 to 45,000 vehicles per day with




         rolling topography, etc.).




     2) ' The level of' attribute refinement chosen to be tested may vary




         with the detail of the data available to the user.  Further, the




         level of refinement of the data may also vary with that deemed




         necessary by the user for the study of emissions.  Thus, complete




         flexibility exists in describing the behavioral aspects of the




         network related to emissions estimation.

-------
                                       - 25 -
             No
  X*  	
2a
                                   (   1IETSRT   J
                                 (READ  IN  LINK
                             ^ I    RECORD
                                      READ  IN
                                      CONTROL
                                        CARD
                                     iODIF
                                       BY
                                      UTM
                                   COORDINATES
    TEST
     UTM
COORDINATES
                                       Figure  U

                Flowchart Logic of Network Sensitivity Model,  NHTSEN  II

-------
                                             - 26 -
2a
                       JiQ_
                      JlD
                                                Yes
                                             3b
                                                                 Ko

-------
                                       -  27 -
3a
                  Mo
                                      MODIFY
                                        BY
                                     SPECIAL
                                   ^TOPOGRAPHY
     SPECIAL
s-  TOPOGRAPHY
                                        ^/
                                       KODIF
                                         BY
                                      CAPACITY
                                    ALTERATIONS
                                      :APACITY
                                    ALTERATION
                             No

-------
                  - 28 -
Ho
 Mo
                    KODIF
                      BY
                  SENSITIVE
                   LAND USE
                        Yes
  TEST
  - FOR  .
SENSITIVE
 LAND USE
                    MODIFY
                      BY
                   ACTIVITY
                    CENTERS
                        Yes
                      5b
                          No
                         No

-------
                                     - 29  -
5a
                 No
                  No
 Ga
   TEST
    FOR
PROGRESSIVE
'  MOVEMENT
                                      MODIFY
                                        BY
                                  CKAKMELIZATION
                                                              No
                          Ho

-------
                         -. 30 -
 6a
V
                 _HCL
   7a
   TEST
  -.FOR •
FUNCTIONAL
   CLASS
                                  Yes
   \/

-------
                                     -  31 -
                  No
Ca
                                      7b
                                     V.
                                       V
                                     MODIFY
                                       BY
                                      SPEED
                                   DIFFERENCE
No

-------
     - 32 -
  MODIFY
    BY .
  TRUCK
 VOLUMES
      Yes
 TEST FOR
  TRUCK
 VOLUMES.
Yes
  MODIFY
    BY
   BUS
  VOLUMES
Yes
No

-------
                                       - 33 -
9a
                              WRITE OUTPUT: (SEG=(LINK)) ,
                                  Name, Cross Streets
                                     LINKS MEETING
                              ASSIGNED CHARACTERISTICS

-------
                                  -34 -
D.)  DEVELOPMENT OF MODAL ANALYSIS EMISSION ANALOGIES



     A critical element in this research has been the development of a



methodology for the construction of analogies of speed profiles for road-



way segments for which no collected speed profile data exist.  This analogy



development is necessary to allow the use of the Modal Emissions Model to



compute emissions for the entire AQCR network, as discussed below.



1.  Speed Profile Data  .



         A basic item of data for this research was the speed character-



    istics study for the St. Louis Region conducted by the East-West



    Gateway Coordinating Council under contract to the Federal Highway


                                                           3
    Administration and the Environmental Protection Agency.   The study



    provided second by second speed data over a variety of roadways on



    16 different circuitous routes in the St. Louis Region.  Each roadway



    segment was run a total of 12 times.  The length of the roadway



    segments varied from .1 miles to 5 miles.  Of the total miles of



    freeway in the AQCR, approximately 70-80% had speed profile data,



    while only about 50% of the arterial roadways had adequate speed



    profile data.  Appropriate analogy techniques were developed and



    used to estimate emissions on these freeway and arterial links not



    containing speed profile data.



2.  Development of the Methodology



         Three basic approaches were explored as candidates for analogy



    development.  The first was to attempt to construct second by second



    speed profiles for roadway segments for which data had not been



    collected.  This approach could proceed by locating a segment of



    roadway which has similar traffic flow parameter values to the

-------
                              - 35 -
segment in question.  The traffic flow parameters most indicative


of emissions behavior, are hourly volume, V/C, average speed, and

                   4.
acceleration noise.   Since a speed profile has an associated average


speed and acceleration noise, it would be possible to physically


construct a second by second speed profile of the appropriate length


for the segment existing without speed profile data.  However, there


are two basic problems with this approach:  First, the data on which


the analogy is based are not uniformly available , and if available,


would not likely be applicable to peak hour worst-case conditions.


Second, the analogy between the segment with speed profile data and


the segment without speed profile data is made on the basis of


parameters such as peak hour average speed and the V/C in the peak


hour, but a single speed profile is but a single sample from some


supposedly stable distribution of possible profiles on a segment.


There does not appear to be any direct -means of aggregating numerous


speed profile samples over the same segment.  When this is combined


with the specification problem of what constitutes a peak hour


average speed or V/C, the technique loses much of its desirability.


     The second technique explored, and ultimately employed for


arriving at analogies begins by cross-classifying every line source


segment in the entire network by three relevant and available indicators


of traffic flow quality.  These are ADT, V/C, and functional class of


roadway.  These three parameters imply much of the operational nature


of a particular roadway segment.  For purposes of this research, four


appropriate ranges of ADT were selected for each of three functional


classes.  In addition, four ranges of V/C were selected, yielding

-------
                             - 36 -
48 discrete classifications, which, when coupled with the use of




peak and off peak descriptors brings the number of possible classes




of roadway operation to 96, illustrated in Figure 5 .    For each of




the 48 possible roadway classifications, a segment with existing




plausible speed profile data was sought.  In actuality, only 29 of




the 48 classes are currently in existence in the St. Louis AQCR




network.  For each of these 29 base segments, two speed profiles




were selected, one representing off-peak operating conditions and




one representing peak hour operating conditions.




     These two speed profiles for each segment were run through the




Modal Emissions Mod'el for one vehicle with a reasonable vehicle




mix, to arrive at unadjusted emission rates for each of the two




profiles for each of the 29 classes.  These rates were then adjusted




for 75°F ambient temperature and 20% cold operation using adjustment




factors from AP-42 Supplement 5, December, 1975.  In the emissions




computation software, a set of line sources which pass the parameter




tests of NETSEN II are checked to see which of the possible classes




they are contained in, and the appropriate emission rate is applied




to the volume for the hour of interest.  The emission computation




program, ECOMP, will be dealt with later in this chapter and in the




appendices.  This second analogy methodology allows the use of




appropriate traffic engineering and emissions inputs to the emissions

-------
                                  - 37 -
   Three
 Functional
  Classes
of Roadway

1.  Freeway

2.  Principal Arterial

3.  Minor Arterial
                               Four Ranges
                                  of ADT
                              (different for
                              each functional
                                  class
   48
Possible
Classes
 Four Ranges
 of V/C

 0 < V/C < .3

.3 <_ V/C < .6

.6 <_ V/C < .9

     V/C > .9
                                  Peak/
                                 Off Peak
                                  Period
                                   t
                                    96
                                 Possible
                                 Classes
                                 FIGURE 5

              Modal Emission Analogy Cross-Classification Scheme

-------
                                 - 38 -
computation process, while making full use of available data.  Based

on the number of desired categories of each of the parameters, the class-

ification scheme can be as refined as the user desires and as data will

allow.

E.  EMISSIONS SOFTWARE SYSTEM

     The software system designed to compute emissions for line sources

consists of three basic programs shown in Figure  6.   The first is the

network sorting model NETSEN II which is depicted in block A of Figure
                                    v
6.    The inputs to it consist of appropriate user control cards for

selection of line sources and the network roadway inventory.  The output

of NETSEN II is a set of line sources meeting specified characteristics.

These line sources are then passed to the program ECOMP which computes

the line source emissions using these line sources as the first input.  The

second input to the program ECOMP are the emission rates computed by  the

Modal Emissions Model as shown in block B in Figure  6.   The Modal Emissions

Program uses the emission coefficients supplied with the model and the peak

and off-peak speed profiles from each of the 29 segments identified as

representative of each of the analogy classes.  In addition, the vehicle

mix is assumed to consist of 5% 1957-1967 low altitude vehicles, 5% 1968

low altitude vehicles, 5% 1969 low altitude vehicles, 5% 1970 low altitude

vehicles and 80% 1971 low altitude vehicles.  This latter percentage was

chosen to partially compensate for the fact that all other emission compu-

tations are for 1975.  The Modal Emission Program results are adjusted for

20% cold operation and an ambient temperature of 75°F and used as input

in the ECOMP Program for light duty vehicles.  The ECOMP Program uses

-------
                                        -  39 -
               Control
                Cards
                               NETSEN II
                                Network
                                 Sort
                                Program
   Emission    /
'Coefficients  /
            Speed
           Profiles
\	t
   Modal
Emissions
  Program
  RAPS
Network
                                             Line
                                           Sources
                                           Selected
               Modal
              Analysis
              Emission
                Rates
                                              V
                                Ecomp
                             Emissions
                             Computation
                               Program
                        Individual
                       Line Source
                         Emissions
                                                                  Control
                                                                    Card
 AP-42
 Sup. 5
Emission
Factors
(trucks)
                                           Emission
                                            Totals
                                           by EPA
                                            Grid
                                       Figure 6
                          LINE SOURCE EMISSIONS SOFTWARE SYSTEM

-------
                                  - 4-0 -
different Modal Emission rates for peak and off-peak period operations.




     The third set of inputs to the ECOMP program are the emission factors




for trucks computed from AP-42 supplement 5.  For light duty trucks, heavy




duty gasoline vehicles, and heavy duty diesel vehicles, separate emission




factors were determined for the calendar year 1975 from Supplement 5 using




an average speed of 30 miles per hour, an ambient temperature of 75°F and




10% cold operation for light duty trucks.  These emission rates were applied




to hourly volumes for these three classes of trucks based on an assumed dis-




tribution of 5% light duty trucks, 4% heavy duty diesel, and 1% heavy duty




gasoline of total vehicles.




     The fourth input to the ECOMP Program is a control card to determine




the total percentage of all trucks, the hours of the day for which emissions




are desired and whether or not emissions are to be added to the grid totals




or stored separately as hourly totals.  Emissions of SO  and particulates




were computed in ECOMP based on emission rates for each of the four types




of vehicles for the appropriate hourly volumes under consideration.  These




S0_ and particulate rates were taken from AP-42 Supplement 5.




     The outputs from the program ECOMP consist of three possible types.




First, the program outputs on the printer an hourly summary for each line




source consisting of geographic information, roadway volumes, functional




class, and the emissions totals for the five pollutants.  The second type




of output is similar to the first except that it is stored on tape for




later use.  The third type of output is the totaling of all line source




emissions for each grid.  These latter two outputs are optional and may




be specified by the user.

-------
F.  EXAMPLE OUTPUT AND DEMONSTRATION OF SYSTEM CAPABILITIES  -




     This section describes several example runs of the software system




which illustrate its capabilities.  The examples, specified in Table 3




encompass a variety of temporal, geographic, and traffic operations




characteristics.




     In Example Number 1, the NETSEN II program locates line sources which




are freeways, with ADTs in the range 60,000 to 80,000, with V/C s in the




range of .60 to .90.  There were 57 line sources which fit this description,




representing 4-9.2 kilometers of roadway and 3,469,987 vehicle kilometers




of travel (VKT).  The program ECOMP computed emissions for this set of line




sources for the hours of 4 p.m. to 5 p.m. to 6 p.m., resulting in 271.8




kilograms of HC, 4397.1 kilograms of CO, 367.9 kilograms of NO , 14.8 kilograms
                                                              X



of SO , and 36.0 kilograms of particulates as shown in Table 3.



     The second example consisted of all line sources which were principal




arterials, with ADTs in the range of 10,000 to 20,000 and with V/C in the




range .30 to .60.  These specifications resulted in 114 line sources,




representing 81.9 kilometers of roadway and 1,04-2,982 VKT.  The emissions




for this set of line sources were computed for 8-9 a.m., resulting in totals




of 97.0 kilograms of HC, 1334.1'kilograms of CO, 247.3 kilograms of NO, 2.6



kilograms of SO  and 6.4- kilograms of particulates as shown in Table  3.




     The third example  represents line sources which are minor arterials



with ADTs in the range of 15,000 to 20,000 with V/C in the range .6 to .9.




These specifications yielded 4-4- line sources, representing 23.77 kilometers




 of roadway  and  427,201  VKT.  The  resulting  emissions  for these line  sources



 during  3-4  p.m. are 42.5 kilograms of HC, 745.6  kilograms of CO, 104.6

-------
Example
No.
1
2
3
4


5
i
v/c
ADT Range Range .
60,000-80,000 .6-. 9
10,000-20,000 .3-. 6
15,000-20,000 .6-. 9
10,000-20,000 .6-. 9


60,000-80,000 .6-. 9
Functional
Class
Freeway
Principal
Arterial
Minor
Arterial
Principal
Arterial


Freeway
Other
Parameters
4-6 p.m.
8-9 a.m.
3-4 p.m.
Central
Business
District ,
4-6 p.m.
8-9 a.m. ,
UTM Coord.
Area
No.
of Line
Sources
57
114
44 .
9


4
VKT
3,469,987
1,042,982
427,201
88,130


201,056
Emissions (Kilograms)
HC
271.8
97.0
42.5
12.7


9.4
CO
4397.1
1334.1
745.6
198.1


151.9
NO
X
367.9
247.3
104.6
25.3


12.7
so2
14.8
2.6
1.1
0.36


0.51
Partic-
ulates
36.0
6.4
2.6
0.90


1.2
                                                                                    -p
                                                                                    10
                 TABLE  3
EXAMPLE RESULTS FROM EMISSION SOFTWARE SYSTEM

-------
.  kilograms of NO ,  1.1'kilograms of SO  and 2.6 kilograms of particulates




  as depicted in Table




       The fourth example estimates emissions from line sources which are




  principal arterials, located adjacent to the central  business  district,  with




  ADTs in the range  10,000 to 20,000 and V/C in  the range of .60 to .90.




  These specifications resulted in the selection of 9 line sources representing




  5.85 kilometers of roadway and 88,130 VKT.  Emissions computed for these




  line sources for the hours of 4 p.m. to 5  p.m. and 5  p.m.  to 6 p.m. yield




  totals of 12.7 kilograms of HC, 198.1 kilograms of CO, 25.3 kilograms of NO
                                                                             X



  0.36 kilograms of  SO  and 0.90 kilograms of particulates as illustrated in




  Table  3.




       The fifth example tested freeway line sources with ADTs in the range  '




  of 60,000 to 80,000, with V/C s in the range of .60 to .90.  In addition,




  these line sources were located in an area specified  by the UTM coordinates




  719.0 km East, 725.0 KM East, 4278.0 Km North  and 4291.0 Km North.  These




  characteristics resulted in 4 line sources being selected representing 3.03




  kilometers of roadway and 201,056 VKT.  Emissions were computed for 8-9 a.m.




  and produced total emissions of 9.4 kilograms  of HC,  151.9 kilograms of CO,




  12.7 kilograms of  NO ,0.51 kilograms of SO , and 1.2  kilograms of particulates
                      x                     /.



  also shown in Table 3-4.




       The above five tests of the line source emission software system




  illustrate  only a small range of the capabilities which can be employed by




  the user, depending upon the level of refinement of data available on




  the network.  The  total emissions for each EPA grid in the St. Louis AQCR




  for both line and  area sources is quite voluminous, and hence has been

-------
                               - 44 -
submitted to EPA on magnetic tape in the Fortran format (14, 617) where




the items in order are grid number, VKT, and grams of each pollutant




HC, CO, NO , SO , and particulates.  These total emissions are summarized
          X    2.



in Table 4 for the RAPS network showing 88,072.86 kilograms of HC,




1,547,482.10 kilograms of CO, 207,353 kilograms of NO , 3,763.55 kil-
                                                     X



ograms of SO , and 9,189.15 kilograms of particulates.  These are emissions




resulting from 25,556,730.44 vehicle kilometers of travel.  The forthcoming




Chapter IV will detail a similar discussion of methodology and example out-




put with respect to non-line/area source emissions for the AQCR.

-------
                     - 45 -
           Type                    Kg_



            HC                  88,072.86



            CO               1,547,482.10



            NO                 207,353.56
              x


            SO                   3,763.55



            Particulates         9,189.15



            VKT             25,556,730.44




            Time Period:  24 hours, Average Weekday
                     TABLE 4
FINAL ST. LOUIS AQCR LINE SOURCE EMISSION ESTIMATES

-------
                                 - 46 -



                         Footnotes Chapter III


 Automobile Exhaust Emission Modal Analysis Model,  Report from EPA
     Contract No.  68-01-0435, 1974.
2
 Methodology for the Determination of Emission Line Sources,  Environ-
     mental Protection Agency Contract No.  68-02-1417,  February 28,
     1975, p. 40.
3
 FHWA Vehicle Operating Survey conducted in St.  Louis under East-West
     Gateway Coordinating Council.
4
 Acceleration noise is defined as the standard deviation of velocity
     about the mean.

 Air Quality Manual, Illinois Department of Transportation, Policies
     and Procedures Manual,  p.  8-7,  April,  1976.

-------
                                 - 47 -


                               CHAPTER IV
                NON-LINE/AREA SOURCE EMISSIONS MODELLING

A)  INTRODUCTION - METHODOLOGY DEVELOPMENT
     This chapter will illustrate the calculation of grid square emissions
for non-line/area source links identified in Methodology for the Deter-
mination of Emission Line Sources.   These grid square emissions were
calculated for the entire St. Louis Air Quality Control Region (AQCR),
incorporating relevant vehicle operating characteristics of urban speed
profile and percentage of cold start operations.  Emissions levels were
determined for CO, HC, NO , particulate,and SO .  The output is compatible
                         X                    ^
with that of the line source emissions phase discussed previously.  The
hour of day and day of week traffic variations employed are identical to
those used in the line source emissions analysis.
     The methodology employed herein determines a functional relationship
between major and minor arterial VKT within the same grid square, as
illustrated in Figure  7 .   The pollutant level calculations are ultimately
derived from an adequate estimation of mobile source VKT on local plus
collector roadways, used in conjunction with corrected emission factor
                                                  2
estimation equations that are currently available.
     The review of St. Louis AQCR non-line/area source VKT information
indicated substantial voids in vehicle count data on local and collector
roadways.  The data was neither uniformly distributed nor truely represen-
tative of the study area.  At best, after exhaustive field data collection
in the St. Louis AQCR, only limited data is available in the most densely  .
populated areas.  Finally, it was very difficult to assign and defend a
mean trip length to these available volumes.

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                        EWGW 7301 Transportation|
                        Zones Assigned to EPA   '
                               Grid Squares     ;
                                     EWGW 1973 Work
                                     Trip Ends by
                                         Zone
                      1  Trip Ends Per Grid
                        Square for Sample
                        Vehicle Trips for Sample
                                     Total Trip Ends
                                        by.Zone
                                                             Trip Production
                                                             Rate by Zone
   Hourly   I
Distribution]"
  Average
    Trip
  Length
Local + Collector VKT
by Grid Square for
       Sample
Arterial VKT by
Grid Square for
    Sample
                                             Determine Stable
                                                 R Value
                                       Compute Local + Collector
                                            VKT by Grid Square
  Vehicle Operating
  Characteristics,
  AP-42 Equation
  for Emission
  Factor,
  Supplement 5
                 Emissions, by Grid Square
                 for-all Non-line Source
                  Links, St.  Louis AQCR
                                 FIGURE 7
                      Non-Line/Area Source Methodology

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     For these reasons, the research team developed a trip generation


approach to the non-line/area source VKT determination.  As shown in


Figure 7, East-West Gateway 7301 Transportation Zone existing work trip


ends were assigned to a sample of the corresponding EPA grid squares.


Further analysis established the vehicle trips per grid square, which,


when multiplied by the mean trip length, determined the local plus


collector VKT for the sample grid square.

                                       3
     The traffic engineering literature  provides estimates of VKT on


local and collector roadways in an area as a function of the VKT occuring


on principal plus minor arterials in the same area.  This relationship is


usually expressed as a percentage and is based on stable empirical data


taken in various cities over a number of years.  This percentage will be


referred to as the R value, and is expressed as follows:


               R - VKT (Local + Collectors)
                   VKT (Arterials).


     The determination of the previously defined R value begins with a


selection and review of literature pertaining to comparisons of local


plus collector VKT to major and minor arterial VKT.  This value determined


from the literature search is referred to as X, and is defensible as the


prevailing nationally accepted value.


     The verification of this X value as being appropriate for the St. Louis


AQCR is a two step procedure.  First, the St. Louis AQCR estimate of R,


referred to as R, is calculated from available grid square data as a


sample pertinent to this metropolitan study area.  The calculation of R is


an average of all the R values determined for each grid square for which


data is available in the St. Louis AQCR.

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                                - 50 -
     The second step is a verification of the statistical validity of the



use of X as the value for R, i.e. is the value X acceptable for this study



area as determined by R?  It is necessary to show that R (the local



sample ratio) is not statistically different from X (the national ratio)



and therefore X can be used for the R value.  This is investigated at



two confidence intervals, 90% and 95%.



     The hypothesis testing employs the standarized normal distribution



for a two tailed test.  We wish to test the hypothesis:



            H  :   R" = X
             o



against the alternative



            H  :  R = R' * X




at two significance levels, 10% (90%) and 5% (95%).  The actual test



calculation is based on the equation-



            R - x   > -= (z   )                                    (i)
                             "vz
where



           a = standard deviation within the study sample data



           n = sample size



        Z«y  = value from the standarized normal distribution function.



If R does not satisfy Equation 1, then we accept the hypothesis H  at the



10% or 5% level of significance, and use the value X for R.   If Equation 1



is satisfied then we must reject X as the value for R due to the peculiar-



ities of the sample data for the study design.  A sensitivity analysis



employing probabalistic and statistical techniques is then carried out



over the range of values between X and R to determine a statistically



significant value for R.  The level of significance (10% or 5%) is the



probability of Type I error where we reject H  (accept H ) when H  is true.

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                                 - 51 -
     The estimation of R for the AQCR study region is initiated with a


calculation of the local plus collector VKT by grid square.   Figure 8


illustrates the calculation procedure.  Existing 1973 daily work trip


ends, developed by East-West Gateway Coordinating Council, are used to


determine a rate factor, work trip ends per acre, for each of the internal


zones of the 7301 system.  Concurrently, these transportation zones are


assigned to the EPA grid squares and the grid square sample developed.


Together, these steps formulate a set of work trip ends for each of the


sample grid squares.  The work trip ends are expanded to total person

     4
trips  using the distribution of trip purposes shown in Table 5


As shown, work trips were considered to compose 37% of the total of all


trips made.  Subsequently, transit trips are factored from total person


trips from the sample grid squares.  For purposes of this analysis, auto


trips were assumed to be 0.80 of the total person trips.   Previous


research for the St. Louis AQCR indicates a vehicle occupancy of 1.4


persons per vehicle for the study area.  This factor, applied to the auto


person trips for each of the sample grid squares, yields the total vehicle


trips.  A mean trip length is then applied to the vehicle trips to arrive


at the daily VKT for the local plus collector roadway segments within


the sample grid squares.  For this study approach to non-line/area source


travel activity, the trip length (L ) was assumed to be a value ranging

                                                               7
from one half the grid side length to the grid diagonal length.   In a


numerical  format, with L as the length of the grid square .side, the range


in value for L  can be expressed as


             0.500L <_ L  <_  1.414 L

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                                 - 52 -
                           T EWGW  1973
                           ;  Work Trip Ends
Zone System
7301, Zone Areas
  I	     »
_i  Work  Trip  End
  i  Rate,  by Zone
                           j  Work Trip Ends
                           i  by Grid Square
                           i  for Sample
 EWGW Transportation j
 Zones, Zone System  i
       7301          |
                              i~UTM
                                                            Grid  Squares
                               Grid Square Sample  i
                                       (10%)        j
^	tr
i         ,
I Transit:
  j  Total  Person Trips
  ;  for  Sample Grid    ;
  ;  Squares            |
                             Mode Split for
                             Sample Grid
                           i  Squares
        i
       V....
Automobile
                                                        Analysis by Trip
                                                        Purpose
                              _[Te
 Vehicle Occupancy
i Factor
                            ! Vehicle Trips,
                            j Sample Grid
                            • Squares
                               Mean Trip Length
                             Local Plus Collector
                             VKT Sample Grid Squares
        FIGURE 8  Local Plus Collector  VKT,  Sample Grid Squares

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                                          TABLE 5

                                 ANALYSIS OF TRIP  PURPOSE
                                               Purpose of Journey


Persons
per
House
hold*
1
(79)*
2
(336)*
3
(247)*
4
(227)*
5
(80)*
6
(17)
7
(5)*
8
(0*
Mean*

To Work
Trips Percent-
per age
House- of All
hold Trips
0.27 36

0.85 48

1.28 43

1.38 32

1.24 27

0.71 13

1.40 25

2.00 50

1.06 37

On Business
Trips Percent-
per age
House- of All
hold Trips
0.04 5

0.11 6

0.17 6

0.22 5

0.14 3

0.24 4

0.20 4

0.00 0

0.15 5

Shopping
Trips Percent-
per age
House- of All
hold Trips
0.27 36

0.48 27

0.53 18

0.61 15

0.51 11

0.88 17

0.40 7

1.00 25

0.51 18

Education
Trips Percent-
per age
House- of All
hold Trips
0.01 1

0.01 1

0.50 17

1.36 32

1.86 41

2.29 44

3.40 60

1.00 25

0.65 23

Social-Recreation
Trips Percent-
per age
House- of All
hold Trips
0.09 12

0.24 14

0.39 13

0.49 11

0.48 10

0.53 10

0.20 4

0.00 0

0.34 12
Others
Unclassified
Trips Percent-
per age
House- of All
hold Trips
0.07 10

0.08 4

0.09 3

0.23 5

0.35 8

0.64 12

0.00 0

0.00 0

0.16 5

Total
Trips Percent-
per age
House- of All
hold Trips
0.75 100

1.77 100

2.96 100

4.29 100

4.58 100

5.29 100

5.60 100

4.00 100

2.87 100
                                                                                                                en
                                                                                                                CO
'Figures in parentheses give number of households in the group.
(Source:  Table 5.15, p.  160, Transportation  and Traffic  Engineering  Handbook,
           Institute of Traffic Engineers, 1976.)

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Table 6 presents the sample grid squares used, work trip ends, and local



plus collector VKT.



     The final task of the determination of R for the study region was



to calculate R, from the sample grid squares, and determine X, the national



percentage.  To reiterate, R is defined to be the'ratio



         R  -  VKT (local plus collector)

               VKT (principal plus minor arterial)



and X is a national figure which the research team attempted to verify



from the sample grid squares for use in the study region as the value



for R.   Table  7  presents ranges in the extent of various urban roadway



system components.  From the table a.mean value of 40% was constructed



for X,  i.e. in a given grid square, the local plus collector VKT was



40% of the VKT resulting from travel on principal plus minor arterials



within the same grid square.  Figure 9  further details the determination



of R for the St. Louis AQCR, and will be discussed below.



     From the grid square sample collected, a value of R equal to 0.1696



(standard deviation 0.0771) was calculated.  By the statistical testing



procedure previously described, the hypothesis H , where



          H :  R = X
           o


is tested against the alternative



          H :. R = R  £ X




at the 10% and 5% level of significance, and for the actual test equation

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                          - 55 -
TABLE 6
SAMPLE GRID SQUARES

Grid Square
Number
118
I 134
166
; 228
) 246
! 259

285
| 314

336
• 346
• 375
585
404
i 414
I 430
i . 440
450
477
487
\ 505
1 515
525
; 548
i 558
569
579

; 589
; 599
609
. 618
637
647
I 657
i 667
677
687
704
714

Work Trip
Ends
120
37
568
1840
805
642

472
1206

367
377
287
600
1561
136
• 803
335
1579
1119
2090
974
1203
49
1540
1661
25
1547

1476
1161
3933
579
904
1691
1252 .
1184
2104
1312
988
1854

Local plus
Collector VKT
370.8
285.8
4387.8
5685.0
1243.7
991.9

1458.5
3725.6

565.2
581.7
443.4
926.9
2411.5
209.6
1238.7
517.6
2439.6
1728.6
3229.1
1504.6
1858.1
75.3
2379.3
2564.6
38.6 !
2388.0
I
2280.4 |
1792.2 I
6075.9 <
894.9 \
1396.5
2611.7
1933.4
1827.5
3249.9
2026.9
1526.3
2864.2

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                         - 56 -
TABLE 6
Continued
Grid Square
Number
724
734
746
756
766
776
786
796
806
818
828
838
848
858
868
887
897
907
925
935
945
961
971
996
1006
1016
1034
1044
1067
1104
1119
1129

1151
1161
1171
1188
1198
1218
1228
1239
Work Trip
Ends
892
1277
1283
383
1393
384
3212
3047
692
1411
1156
1304
1675
4278
1788
1847
6420
1506
2534
4273
1292
8059
709
164
4380
363
9970
8779
495
222
1326
1203

438
464
840
1447
82
2813
781
306
Local plus
Collector VKT
1377.7
1972.8
1982.0
591.6
2150.1
593.2 i
4962.0
4707.6
1066.8
2179.8
1785.1
2014.5
2585.8
6608.1
2760.1
2853.6
9918.0
2326.8 '
3914.0
6601.1
1996.1
12448.5
1095.4 ;
506.3
6765.9
560. 8
15401.7
13562.4
464.8
341.5
2048.6
1858.1
j
677.1
715.9
1297.6
2235.6
126.7 .
4345.0
1205.8
471.0

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                       - 57 -
TABLE 6
Continued
jGrid Square
Number
1251
1261
1271
1281
1291
1301
1315
1325
1335
1345
1355
1365
1381
1393
1403
1419
1434
1444

1458
1468
2084
2102
2120
2138
2165
2181
2198
2215
2231
2255
2265
2284
2294
2322
2332
!
Work Trip
Ends
675
1070
702
738
927
902
868
210
183
194
153
183
69
1032
353
1099
151
165

22
225
5
121
58
89
1838
952
174
1050
863
5195
571
794
519
35
154

Local plus
Collector VKT
4345.0
1650.9
1083.3
1139.8
1432.2
1391.8 1
1340.0
322.6
282.6
299.7
235.5
282.7
106.6
7971.7
544.0
6789.5
233.1
508.7

33.0
. 347.6
7.7
372.1-
89.6
273.2
5677.9
2941.4
536.9
3242.8
1333.3
16049.3
880.8
2451.6
801.9
54.2
237.9


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                         -  58 -
                                     Range (percent)
System
Principal arterial system
Principal arterial plus minor
arterial street systems
Collector street system
Local street system
Vehicle Miles
of travel (%)
40-55
65-75
5-10
15-30
Miles
5-10
15-25
5-10'
65-80
TABLE  7  EXTENT OF URBAN  FUNCTIONAL SYSTEMS

(Source:  Table C-2,  p.  112,  A Policy on Design of Urban
          Highways and Arterial Stree-ts, American Association
          of State Highway Officials.,' 1973.)-

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                                  - 59 -
f.....        	 —   	
 Local plus
, Collector VKT,      i
! Sample Grid Squares
 Use of X !
 for R
                           „•  Calculate

                            !      R
                             Comparison of

                                 R, X
                                R Differ
                            Significantly From
                           \       X
                            Output  Value  of R
                            for  St.  Louis AQCR
i Principal plus
j Minor Arterial VKT
1 Sample Grid Squares
   Sensitivity Analysis^     i
   over Range of X to R     i
   Statistically Acceptable
   Value for R
                                Figure  9

                     Calculation of  R for  Study  Area

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                                 - 60 -
of these tests, the values of Z  ,  from the standardized normal dis-
tribution are presented in Table  8  below.
                       Level of
                     Significance
                          5%
                         10%
          1.960
          1.645
                                 TABLE 8
            TEST STATISTICS, STANDARIZED NORMAL DISTRIBUTION

For Case 1, (5% level of significance) the test equation results in
                              .0771
             .1696 - .4000
(1.960)
                0.259       > 0.016
indicating reject H  and accept H .  Similarly, for case 2, (10% level of
significance) the value of the test equation is
             i             i   0 0771
             .1696 - .4000 >  rrsrf!    (1.645)
             1             '    /ob
                 0.259     >  0.014
again indicating reject Hn, accept H .  The next step is to establish a
           /
value for R, a statistically reliable value for R, from a sensitivity
analysis over the range I* to X, (from 0.1696 to 0.4000). .The results of
                                              /
such analyses yield the following values for R at the respective signifi-
cance levels:
Level of
Significance
5%
10%
RX
0.1856
0.1836

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                                 - 61 -
The significant departure of R for the St. Louis AQCR study region




from the national value of X is illustrated by the distribution of local




and collector roadways across the region.  A review of the data distri-




bution for the study region indicates that for sample grid squares in




closer proximity to the urban core , the local plus collector VKT is a




higher percentage of the principal plus minor arterial VKT than for other




sample points.




B)  USE OF GRID SYSTEM




     In calculating the local plus collector roadway VKT previously




described, it was readily apparent that the UTM grid system did not correspond




to other conventional regional classification systems, such as transportation




zones, census tracts, etc.  As a result, a conversion of relevant information




on local plus collector VKT was required from existing data, and the respec-




tive classification1system, to UTM coordinates and grid squares.




     After thorough analysis, the research team determined that the most




relevant classification system was the current East-West Gateway Trans-




portation zone mapping system, Regional Transportation Zones, Internal and




External, Zone System 7301.  From the topographical maps of the study




region, the UTM coordinates were transferred to the regional transportation




zone map.  The base line for the conversion was the county line between




Franklin and  Washington Counties.  This was verified against a portion of




the line between Franklin and St. Louis Counties.




     A visual geometric approximation procedure was used to assign the




7301 transportation zones to the corresponding EPA grid squares.  For




example, grid square 567 (with the following coordinates for the south-

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                                 - 62 -
west corner:  East-West, 730.0; North-South, 429.8) can be schematically




represented in Figure 10•  'After inspection,'the total grid square area




was broken into contributions from the various transportation zones,




resulting in the composition shown in Table 9  .
                          108
106
                            107
                                                      Grid Square 567
                                               2km
                                FIGURE 10




       Representative UTM Grid Square, Showing 7301 Transportation Zones
Grid Square
567


Transportation
Zone
106
107
108
Area
Percent
30
60
10
         TABLE 9  EXAMPLE GRID SQUARE AREA ANALYSIS






These percentage factors are applied to the appropriate total grid square




area to arrive at the area contributions by the corresponding transportation




zones.   Table 10 presents the results of the area contribution by each zone




km2 for the example.  Table 11 presents base values of the areas for various




size EPA grid squares.

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                                  - 63 -

Grid Square
567


Total

Transportation Zone
106
107
108

Area
Acres
296.5
593.0
98.8
988.3
km
1.2
2.14
0.4
4.0
         TABLE 10 EXAMPLE GRID SQUARE AREA
Length of Side,
Grid Square
km
1
2
3
4
5
. 6
10
Area
Acres
247.1
988.4
2223.9
3953.6
6177.5
8895.6
24710.0
km
1
4
9
16
25
36
100
       TABLE 11 GRID SQUARE AREAS



     The geographic limits for the grid square sample were set after




analysis of mobile source activity within the St.  Louis AQCR.   The research




team determined that an analysis of the travel activity in the EWGW 7301




Internal Zone System  would accurately determine the empirical relation-




ship between local plus collector and principal plus minor arterial




VKT.  Individual grid square associations between respective VKT totals

-------
beyond this cordon subregion were considered to fall at the tail of the


assumed normal distribution and would, as a result, not be of signifi-


cance in formulating the value, R, previously defined. .Therefore, the


10% sample was drawn from within a cordon of the UTM coordinates schem-


atically presented below:
                 .0
              426.0
                                                          \
                      690.0              760.0             N
which closely correspond to the internal zones of the 7301 transportation


zone system.



C),^,EXAMPLE OUTPUT


     With the R value computed as in the previous section, the local plus


collector VKT was determined by applying the R factor to the sum of


principal plus minor arterial VKT.  Equivalently, the travel activity


for each of the EPA grid squares in the AQCR. can be expressed as:


      VKT (local plus collector) = R x VKT (principal plus minor arterial)


Figure 11 details the ultimate emissions estimation procedure.  Given


the above VKT, the next .step is the calculation of a composite emissions


factor.  Assumptions on factors used in developing the final composite


factor were compatible with the assumptions used in the line source


calculations.  The average speed, determined from the urban speed profile,

                        g
is 30.57  kph (19.6 mph).    A percentage cold operation factor of 0.80 was


used, which reflects the higher level of start up operations associated with

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 Principal plus     j
 Minor Arterial VKT j
 Urban Speed
 Profile
jCold Startj
I Operation   j
                                  - 65 -
                           St.  Louis AQCR
Emission Factor
AP42, Supplement 5
                           Output Emissions
                           from Non-line/Area
                           Sources,  by Grid
                           Square, for
                           St.  Louis AQCR
                           Store
                           Output Emissions
                       Statistically Acceptable
                       Value for R
                         j  Local plus Collector
                        •t  VKT, by Grid Square,
                                FIGURE 11

                    Non-Line/Area Source VKT Calculation

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                                 - 66 -
vehicle trips that begin on local or collector roadway links.   The final




set of composite factors are presented in Table 12 below.






          TABLE 12  COMPOSITE EMISSION FACTORS
Pollutant
CO
HC
NO
X
so2
Particulate
Emission Factor
gm/km
38.716
2.615
0.874

0.080
0.330
gm/mi
62.294
4.207
1.407

0.129
0.531
Table 13 is presented as -an example of the hourly variation and 24 hour




emissions for a typical grid square due to non-line/area source travel




activity.  The determination of the hourly VKT assumes the same hourly




distribution of VKT activity used in the line source analysis. • Hour 24




is the total daily VKT and emissions for the sample grid square.
TABLE 13 REPRESENTATIVE AREA SOURCE EMISSIONS
Grid Square
Number
101
t


Local Plus
Collector
VKT
9.11
6.11
2.85
1.55
Hour
o
1
n
f-
3
_ 	 ... 	 i 	 	 	
Emissions
... kg
HC ; CO
'
0.024 1 0.353
0.016 ' 0.237
0.007 1. 0.110
0.004 0.060
	 	 	 1 	 	 	 ......
NO
X
0.008
0.005
0.002
0.001

SO ] Part.
0.001
0.000
0.000
0.000

0.003
0.002
0.001
0.001
\

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                                  - 67 -
TABLE 13 continued
Grid Square
Number

101




I


!




I



'.
1



Total

Local Plus
Collector
VKT
1.24
3.47
14.55
30.60
27.60
22.99
24.13
26.62
29.21
27.65
28.95

34.80

41.01
41.17
33.66
32.10
26.51
22.68
17.04
12.22
517.82

Hour

4
5
6
7
8
9
10
11
12
13
14

15

16
17
18
19
20
21
22
23
24
i 	

HC
0.003
0.009
0.038
0.080
0.072
0.060
0.063
0.070
0.076
0.072
0.076

0.091

0.107
0.108
0.088
0.084
0.069
0.059
0.045
0.032
1.354

I
CO
0.048
0.134
0.563
1.185
1.069
0.890
0.934
1.030
1.131
1.071
1.121

1.347

1.588
1.594
1.303
1.243
1.026
0.878
0.660
0.473
20.048

Emissions
kg
NO
v
0.001
0.003
0.013
0.027
0.024
0.020
0.021
0.023
0.026
0.024
0.025

0.030
•
0.036
0.036
0.029
0.028
0.023
0.020
0.015
0.011
0.453


so2
0.000
0.000
0.001
0.003
0.002
0.002
0.002
0.002
0.002
0.002
0.002

0.003

0.003
0.003
0.003
0.003
0.002
0.002
0.001
0.001
0.041
	

Part.
0.000
0.001
0.005
0.010
0.009
0.008
0.008
0.009
0.010
0.009
0.010

0.011

0.014
0.014!
0.011
0.011
0.009
0.007
0.006
0.004
0.171J
	
     Such individual non-line/area source grid analysis has been performed




for each of the 1,987 grids in the St. Louis AQCR and summarized over the




entire region.  This analysis has been submitted to the agency on magnetic




tape, and is exhibited in Table 14 .   These total daily emissions due to




non line/area source activity can be added to grid square emissions arising




from line source activity or summed over the entire region.






TABLE 14 ST. LOUIS AQCR TOTAL EMISSIONS DUE TO NON-LINE/AREA SOURCES
Local Plus
Collector VKT
3,633,392.0
Emissions (kg)
HC
9502.543
CO
140,688.063
NO
X
3176.256
so2
290.726
Part.
1199.216

-------
                                  - 68 -                    •



                           Footnotes Chapter IV

 Methodology for the Determination of Emission Line Spurces, Environmental
     Protection Agency Contract No. 68-02-1417, February 28, 1975.
y           n
 E   .     = £      C.   M.  V.   Z    R.
  npstwx    =n-      """P11  in
     where e is the composite emissions factor after various adjustments
     from Supplement No.  5 for compilation of Air Pollutant Emission
     Factors, Second Edition, page D3.
3
 A Policy on the Design of Urban Highways and Arterial Streets, American
     Association of State Highway Officials, 1973.

 Transportation and Traffic Engineering Handbook, Institute of Traffic
     Engineers, 1976.

5Ibid.

 See Footnote 1.
7
 Although numerous  studies have dealt with trip length, little attention
     has been developed to trips on various segments links.  The average
     value L  must reflect consideration of the number of intrazonal trips
     as well as the distribution of route miles for local plus collector
     systems.  Therefore, the research team determined that the value
     L   = L would adequately	 	_.
     of travel activity on local plus collector roadways.
Q
 See footnote 2.

 This value of 30.57 kph (.19.6 mph) is  the default  value in the APU2,
     Supplement 5, emissions calculation, as seen in footnote 2.

 This factor was constructed from information presented in Transportation
     and Traffic Engineering Handbook,  Institute of Traffic Engineers, 1976.

-------
                                 - 69 -









                                CHAPTER V




                                CONCLUSION






     In concluding this research endeavor, it is pertinent to summarize




the methodological developments and findings which have resulted,and offer




comment on worthwhile future research efforts with respect to mobile source




air pollution emissions estimation.




A)  Present Methodological Developments, Their Use and Applicability




     The data analysis and modelling efforts of the project yielded




several tangible outputs.  They are:




     1.)  An .updated and refined version of the NETSEN Model, termed




          NETSEN II, which is capable of defining line sources at any level




          of data refinement, and inputting such line sources to a




          variety of emissions models, in this particular case, inte-




          grating with the Modal Emissions Model, using speed profile




          as the key linking variable.




     2.)  Through integration of NETSEN II and the Modal Emissions Model,




          the development of a truly microscale emissions estimation




          model, which allows emissions to be analyzed as a function of




          highly localized traffic operating conditions and roadway




          descriptions.




     3.)  The ability to develop accurate analogies of speed profile and




          emissions characteristics for links not possessing speed profile




          field data.  These analogies are built by appropriate analysis




          of cross classified links possessing speed profile data, over




          a range of ADT, V/C and functional class.

-------
                                 - 70. -









     H.)  Based on the use of information developed from 1-3 above, an.



          exhaustive and accurate statement of emissions resulting from



          line sources in the St. Louis AQCR.   This statement encompasses



          the sources, descriptions, attributes,  and total emissions for



          CO, HC, NO , SO , and particulates resulting from 1370 miles
                    X    ^


          of roadway, composed of 195 miles of freeways and 1175 miles of



          principal and minor arterials.



     5.)  The development of a valid statistical  sampling routine which



          allows the regional distribution of local and collector streets



          to be tested against a national value,  thus allowing use of



          appropriate trip generation information in designing non-line/



         . area source emission contributions.



    ,6.)  The development, in conjunction with 5  above, of a trip



          generation approach which viably takes  into account the land



          use of the region, cold-start phenomena, and the distribution



          of local and collector streets to yield non-line/area source



          emissions at an EPA grid, and regional  summary level.



B)  Recommendations for Future Research



     In developing the above methodological approaches, and in analysis



of their resultant output, the research team has  catalogued items which



are deemed worthy of further research-, and will maximize gains from .present



knowledge and efforts.  They are:



     1.)  Continuing research into very refined measurement of second by



          second speed profiles for an exhaustive set of geometric design •-



          traffic operations combinations,such as one way streets, pro-



          gressive signalization systems, links crossing intersections with

-------
                                  - 71 -
          channelized  and/or  signalized turn  lanes,  i.e.,  development  of a




          •"case book"  of speed profile typology, possibly for cities of




          varying size and urban characteristics, much as the Highway




          Capacity Manual classifies conditions for design and capacity




          analysis.




     2.)  Continuing research into speed profile and emission charac-




          teristics and the potential capability for study of them, with




          speed and delay - related traffic flow theories, such as




          acceleration noise, freeway shock-wave phenomena, and queuing




          theory.




     3.)  The testing of normality or other distribution assumptions with




          respect to spatial incidence of local and collector streets




          across a metropolitan region,  possibly with several types of




          regional growth patterns, thus yielding more accuracy and in-



          sight into the emissions producing  behavior of non-line/area mobile




          sources for different metropolitan land uses and/or growth




          patterns and policies.




C)  Closing Comments - Status of Line and Non-Line Mobile Source Emission




    Modelling




     In final conclusion, a fundamentally sound analytic approach has been




developed to accurately estimate line source emissions at a microscale




level, and to test the incidence of non-line/area mobile sources, and




their resultant emissions.  Continuing effort should be made to develop




data bases which are complete and accurate in their description of relevant




traffic flow behavior for line sources, and are valid in their employment




of land use, trip .generation, and local collector street information in non-




line/area source analysis.

-------
                                - 72 -
                     Selected Research Bibliography
A Study of Traffic Flow on a Restricted Facility, Interim Report
     Phase One, Department of Civil Engineering, University of Maryland,
     College Park, Maryland, June 1973.

"Air Pollution Controls for Urban Transportation," Highway Research
     Record 465, Highway Research Board, National Research Council, 1973*  •

"Air Quality and Environmental Factors," Transportation Research Record
     492, Transportation Research Board, National Research Council, 1974.

"An Introduction to Traffic Flow Theory," Highway Research Board Special
     Report 79, Highway Research Board, National Research Council, 1964.

Automotive Exhaust Emission Modal Analysis Model, EPA No. 460/3-74-005,
     United States Environmental Protection Agency, Office of Air and
     Water Control Programs, Office of Mibile Source Air Pollution Control,
     Certification and Surveillance Division, Ann Arbor, Michigan,
     January, 1974.

Design of An Urban Speed Characteristics Study, Research Triangle Institute,
     Center for Development and Resource Planning, May 1974.

Drew, D.onald R. , Traffic Flow Theory and Control, McGraw-Hill, 1968.

Fisz, Marek, Probability Theory and Mathematical Statistics, John Wiley
     and Sons, Inc., New York, 1963.

Guttman, Irwin, Wilks, S.S., Hunter, J. Stuart, Introductory Engineering
     Statistics, John Wiley and Sons, Inc., New York, 1971.

"Highway Capacity Manual'," Highway Research Board Special Report 87,
     National Research Council, 1965.

"Highways and Air Quality," Highway Research Board Special Report 141,
     Highway Research Board, National Research Council, 1973.

Haefner, Dr. Lonnie E. Methodology for the Determination of Emission Line
     Sources, Environmental Protection Agency Contract No. 68-02-1417,
     February 28, 1975.

Hillier, Fredrick S. and Liebermann, Gerald J., Introduction to Operations
     Research, Holden-Day, Inc., 1970.

Littman, Fred E. , Semrau, Konrad T., Rubin, Sylvan, Dabberdt, Walter F.,
     A Regional Air Pollution Study (RAPS) Preliminary Emissions Inventory.,
     Stanford Research Institute, Menlo Park, California, January 1974.

-------
                                - 73 -
Rossano, A. J. Jr. , Ed., Air Pollution Control Guidebook for Management,
     Environmental Science Services Division, E.R.A.  Inc.,  Stamford,
     Conn., 1969.

Scott Research Laboratories, Incorporated; Malcom Smith, Development  of
     Representative Driving Patterns at Various Average Route Speeds;
     Prepared for the Environmental Protection Agency, Office of
     Administration, Research Triangle Park, North Carolina, EPA Contract
     Number 68-02-1301 (6-73), February 11, 1974, San Bernadino, California.

Special Area Analysis Final Manual, Federal Highway Administration,
     Urban Mass Transit Association, Federal Aviation Administration,
     Office of the Assistant Secretary for Policy, Plans, and Inter-
     national Affairs, August 1973.

Supplement No. 5 for Compilation of Air Pollutant Emission Factors,
     Second Edition, U.S. Environmental Protection Agency,  December,  1975.

Transportation and Traffic Engineering Handbook, Institute of Traffic
     Engineers, John E. Baerward, Ed., Prentice-Hall, Inc., Englewood
     Cliffs, New Jersey, 1976.

Venezia, Ronald A., "The Impact of Transportation Alternatives on
     Ambient Air Quality," Unpublished Ph.D. Dissertation,  Washington
     University, January 1972.

-------
APPENDIX A
NETSEN II: COMPUTER PROGRAM DOCUMENTATION
•
A-l
A- 2
A- 3
A- 4
A- 5
A- 6
A- 7
A- 8
A- 9
A-10

NETSEN
NETSEN
NETSEN
NETSEN
NETSEN
NETSEN
NETSEN
NETSEN
NETSEN
NETSEN

II:
II:
II:
II:
II:
II:
II:
II:
II:
II:

Program Explanation 	
Program Flow Chart 	
Input Data Cards Format 	

Sample Data Coding Sheet
Deck Structure 	
Input Control Card Formats ....
Input Control Card Explanations .
Output Format Explanations and Examples .
Program Listing . 	
Page
75
79
94
97
. 103
.i_ 104
' ' ~~~^-— •— . ,_
. 105
. 112
. 118
. 132

-------
                                 - 75 -
                   A-l   NETSEN  II:   PROGRAM  EXPLANATION






     NETSEN II or Network Sensitivity Program II, .is more advanced version




of the NETSEN program produced for EPA under Contract No. 68-02-1417.




NETSEN II like NETSEN is designed to receive an input roadway network and,




from it, select a subset of the network with certain common characteristics.




     The program has two basic inputs, a set of control cards and the road-




way data card file.  The program begins by reading the first control card




(illustrated on page 111 of this appendix) which tests to see if the user




wishes to have a copy of the roadway inventory file printed out.  This sub-




routine is activated by a 'YES' being printed in the first three columns




of the first control card.  An example of the output appears on page 127.




Each link in the roadway inventory will have a corresponding sheet for it.




If no test is to be done, then a blank control card or a 'N0#' should be




entered on the first control card.




     The GRIDRT subroutine is activated by a 'YES' in its first three




columns of the second control card.  If the value is 'YES' it activates a




routine for testing for a specific grid or set of grids.  If a grid is to




be tested for,the grid number should be placed on a separate computer card




in the first five columns of the card,and should be right justified.  If




more than one grid is to be tested the numbers should be placed in ascending




order on separate cards.  At the end of the set of cards with grid numbers




to be tested a card with a 99999 in the first five spaces should be entered.




An example of the output appears on page 133.  If no test is to be done for




grid numbers, a blank card should be entered or a 'N0#'  should be entered




on the second control card.
                                  Al-1

-------
                                 - 76 -
    .The LINKRT subroutine card is activiated by a 'YES' in its first three




columns of the third control card.  If the value is 'YES' it activates a




routine for testing for a specific link or set of links.  If a link is




to be tested for,the grid number should be placed on a separate computer




card in the first five columns of the card and should be right justified.




If more than one link is to be tested, the numbers should be placed in




ascending order on separate cards.  At the end of the set of cards with




link numbers to be tested, a card with a 99999 in the first five spaces




should be entered.  An example of the output appears on page 135.  If no




test is to be done for link number a blank card should be entered or a




'N0#' should be entered on the third control card.




     The NETSRT subroutine is also activated by a 'YES' in the first three




columns of the fourth control card.  If the value is 'YES' it activates




the network sorting subroutine.  If the routine is activated then the pro-




gram reads in two more control cards containing the parameters to be tested.




For the format for these two cards, see Pages 112 to 117.   The explanation




of the various parameters which can be tested appears on pages 121  "to 124  •




If the user wishes to test for certain parameters he enters these in the




approriate columns of the., control cards.  If the user does not want to




test for a variable, he enters zeros on the control card, or leaves the




columns 'blank- and the subroutine will not perform these tests and the pro-  •




gram is finished.




      When the subroutine is activated by a 'YES' then the routine begins by




 reading the two final control cards which have  certain parameters on them  for
                                 Al-2

-------
                                  - 77 -
which the subroutine will test the roadway inventory (data cards).  The




subroutine then moves to a point where the data cards are read in.  At




this point, the subroutine enters a loop, and continues until the last




data card is read and tested.




     The tests which are performed include a test for ADT, speed difference,




truck volumes, bus volumes, V/C ratio, link distance, and a coordinate




test.  In testing for these, the user specifies the range for which he




wishes to test.  For example, if the uaer would like to test ADT for volumes




of 0 to 20,000, he .enters 0 in ADTLW  and 20,000 in ADTHI.  For volumes




19,963 to 23,227 he enters these numbers in the appropriate variables.  If




the user does not want to test a variable, he enters zeros on blanks in




both variables and the program will not perform these tests.




     There is one error routine and this is contained in the V/C ratio




test.  This error routine performs a test on the capacity to make sure it




is not zero if a peak hour volume exists.  This test prevents the program




from not running because of a division by zero error.  The test will print




a message which will contain the link number of the link and a statement,




•ftftftERROR***:  DIVISION BY ZERO.1   The subroutine prints the message and




 then goes back and reads another data card.




     Functional class, special topography, capacity alterations, sensitive




land use, progressive movement, channelization, activity centers, county,




and state are all major variables with many component sub-classifications




within them.  For example, functional class FCLSSC includes not present,




freeways, principal arterial, minor arterial, collector, and local streets.




Each of these can be tested for individually, or in conjunction with some
                                 Al-3

-------
                                 - 78 -
multiples of one.  The user can test for freeway; freeway and principal




arterial, freeway, local, and collector, etc.  The program also has the




ability to not test for any of these by leaving the whole(FCLSSC  (J),




J = 1,6)section on the control card blank or coded zeros.




     After the final data card is read, the program rewinds the tape or




disk file containing the link records  (.data card input) and the user has




the option to read another control card and start the whole procedure over




again,  when no more control cards are read in and all testing for the




previous control card is completed, the subroutine ends and then  the




program ends.




     A copy of the output from this subroutine appears on page 135 The




output allows the user to have a written record of the parameters tested




for>along with the link number of the link.

-------
                             - 79 -
             A-2  NETSEN II:  PROGRAM FLOW CHART
       MAIN
       START
     INITIALIZE

     VARIABLES
 'READ IN CONTROL
      CARD
READ CONTROL CARD
        #2
         \/
                              Yes
                        _( FROM NETPRT ]
                              Jfes_
                           FROM  GRIDRT
	:v /CALL NETPRT,
           V
                                                      /CALL NPRlNTr
     /CALL GRIDRT/
                             A2-1

-------
- 80 -
                                  iv/CALL  LINKRT/
    [No
         ..___YfiS_

                                       :ALL NETSRT
   _&-
  STOP
^
 A2-2

-------
          SUBROUTINE NETPRT
                                  - 81 -
       NETPRT   )
         V
Initialize Variables
         V
 Read Link Record
  (Call NPRINT )
  v           y
End
(   Rewind   J
                                                                \/
                        Go Back To

                       Main Program
                                 A2-3

-------
                           - 82 -
SUBROUTINE NPRINT
                              NPRINT
                     Initialize Variables
                Write 'Regional Air Pollution
          Study St. Louis Line Source Listing'' Report
                     '  For Link Record
                                V
                          (Go Back To\
                      Subrouting NETPRTJ
                            A2-4

-------
SUBROUTINE GRIDRT
                                - 83 -
           GRIDRT

      / READ GRID #   /
   -' /  TO BE TESTED  /
      READ LINK RECORD
           FILE       /  <	
 /    WRITE SEG#(LINK)  /
 /  6 NAME, CROSS STREETS/.
                            	.No.
                                                     REWIND LINK FIL
                                                        Go Back  TcT\
                                                       Main Program^
                                A2-5

-------
                                - 84 -
SUBROUTINE LINKRT
            LINKRT
        READ  LINK #  j
         TO BE  TESTED '
                   'N.
                                 Yog
      /READ LINK RECORD
FILE

                       /
                       I
                              No
       WRITE SEG#(LINK)   /
    £ NAME, CROSS STREETS/

                                           REWIND LINK FILE
                                             /'GO BACK TO ^\
                                             \MAIN PROGRAM
                                 A2-6

-------
      SUBROUTINE NETSRT
                                        - 85 -
                        JJ(2_
                        No
2a
                                        A2-7

-------
                                   - 86 -
                   No
3a/
                                    A2-8

-------
                                      - 87 -
!  3a
                    No
                     _No_
   ifa
                                        MODIFY
                                          BY
                                       SPECIAL
                                     ^TOPOGRAPHY
                                            Yes
x"" TEST "X.
     FOR
   SPECIAL
 TOPOGRAPHY
                                            Yes
                                           \/

   ^MODin
      BY
   CAPACITY
 \LTERATIONS
     FOR
    CAPACITY
 ^ALTERATIONS
                            No
                                                                No
                                         A2-9'

-------
                                     - 88 -
5a
                   No
                    No
                                       MODIFY
                                         BY
                                     SENSITIVE
                                      LAND USE
                           No
   TEST  \
    FOR
 SENSITIVE    x1
  LAND USE  S'
                                           Yes
      '^..
/' MODIFY^
     BY
  ACTIVITY
   CENTERS
   TEST
    FOR
  ACTIVITY
   CENTERS
                                           Yes
                                                              No
                                      A2-10

-------
                                     -  89  -
5a
      5b
                 No
                  No
                                   X-'XMODIFYX ,
                                       BY
                                   PROGRESSIVE
                                     MOVEMENT  x'
     V

 /TEST
     FOR
 PROGRESSIVE
   MOVEMENT
                                      MODIFY
                                        BY
                                  CHANNELIZATION
    TEST
     FOR
CHANNELIZATION
                            No
                                     A2-11

-------
                                 - 90 -
                               x/ MODIFY
                             X"     BY
                                FUNCTIONAL
                                   CLASS
                                          ,•
                          No
                 No_
..-••' TEST
    FOR
 FUNCTIONAL
   CLASS
                                 Yesx
 7a
\x
                                  A2-12

-------
                                    - 91 -
7a
                  JHa.
                   No
 8a
X/
   TEST
    FOR
  SPEED
DIFFERENCE
                                     A2-13

-------
                                  --92 -
8a
 9a
                                    MODIFY
                                      BY
                                    TRUCK
                                   VOLUMES
                                   TEST FOR
                                     BUS
                                   VOLUMES
                                   A2-14

-------
                      - 93 -
  Nn
                                                No
              WRITE  OUTPUT:
      (SEG#(LINK)),  /
                  Name,  Cross Streets
                     LINKS MEETING
              ASSIGNED CHARACTERISTICS
                    /

              CS _J
*.-iijurf-'*Xcr-:
X ARE \
   ALL
 LINKS IN
  FILE
  TESTED
                    /GO BACK TO
                    \MAIN PROGRAM
                       A2-15

-------
                                 - 94 -
                 A-3   NETSEN II:   INPUT DATA CARDS FORMAT
EPA II:  NETSEN II  DATA CARDS




DATA CARD #1







Variable Name
Columns
ANODE
LEG A
BNODE
LEGB
UTMAX
UTMAY
UTMBX
UTMBY
STATEN
CTYN
GRIDNO
RTNAME (J), J=l,5
CRSSTA (J), J=l,5
15
11
15
11
F5.1
F5.1
F5.1
F5.1
11
12
15
5A4
5A4
1-5
6
7-11
12
13-17
18-22
23-27
28-32
33
34-35
36-40
41-60
61-80
                                  A3-1

-------
                          -  95  -
EPA II:  NETSEH II  DATA CARDS




DATA CARD #2
Variable Name
.CRSSTB (J), J=l,5
LNKNO
LDIS
ADT
PKHRP .
AVOIR
AMAXHR
AVTIME
AVVOL
BVDIR
BMAXHR
BVTIME
BVVOL


ADASPD
AMPKSP
AMDIR
PMPKSP
PMDIR


5A4
16
F4.2
16
F2.2
12
14
11
14
12
14
11
14
4X
2X
12
12
11
12
11
6X
Columns
1-20
21-26
27-30
31-36
37-38
39-40
41-44
45
46-49
50-51
52-55
56
57-60
61-64
65-66
67-68
69-70
71
72-73
74
75-80
                        A3-2

-------
                        - 96 -
EPA II:  HETSEN II  DATA CARDS




DATA CARD #3




Variable Name
Columns
ACPACT
BCPACT
TRUKVL
TRUKPC
BUSVL
BUSPC
SPTOPL
CPALTL
SENLUL
ACTCNT
PROMO L
CHANAL
FCLSSL
15
15
14
F2.2
14
F2.2
11
11
11
11
11
11
11
1-5
6-10
11-14
15-16
17-20
21-22
23
24
25
26
27
28
29
                       A3-3

-------
                              - 97 -
           A-4  NETSEN II:  INPUT DATA CARD EXPLANATION
                      CODING; DATA CARD; NETSEN II
Variable Name
ANODE
LEGA
ENODE
LSGB
UTMAX
UTMAY
UTMBX
UTMBY
STATEN
The A node number is five characters in length, an
integer variable and has values ranging from 1 to
99999.
The A node leg number is one character in length, an
integer variable and has values from 0 to 3.  The value
of 0 is equal to an intersection leg in a northern
direction, 1 is equal to east, 2 is equal to south,
and 3 equals west.
The B node number is five characters in length, an
integer variable and has values ranging from 1 to
99999.
The B node leg number has the same values as variable
LEGA.
The longitudinal Universal Transverse Mercator projection
for the A node.  UTMAX is a real variable having values
ranging from 0.0 to 9999.9.
The latitudinal Universal Transverse Mercator projection
for the A node.  UTMAY is a real variable having values
ranging from 0.0 to 9999.9.
The longitudinal Universal Transverse Mercator projection
for the B node.  UTMBX is a real variable having values
ranging from 0.0.to 9999.9.
The latitudinal Universal Transverse Mercator projection
for the B node.  UTMBY is a real variable having values
ranging from 0.0 to 9999.9.
The State of the U.S. in which the link resides.  The
value of 0 is unknown, 1 represents Missouri and 2 repre-
sents Illinois.   -

-------
                                  -  98  -
CTYN
GRIDNO


RTNAME (J)

CRSSTA (J)

CRSSTB (J)

LNKNO

LDIS


ADT
 The county in which the link resides.  CTYN is a two digit
 integer variable.  The value of 0 is unknown,

 1 is St. Louis City
 2 is St. Louis County
 3 is St. Charles County
 4 is Jefferson County
 5 is Franklin County
 6 is Bond County
 7 is Clinton County
 8 is Madison County
 9 is Monroe County
10 is Randolph County
11 is St. Clair County
12 is Washington County

GRIDNO represents the grid number which the link resides.
GRIDNO is a five digit integer variable with values from
0 to 99999.
The Route name is 20 (5A4) characters in length and is left
justified.
The cross street or break point at node A is 20 (5A4)
characters in length and is left justified.
The cross street or breakpoint at node B is 20 (5A4)
characters in length and is left justified.
The link number is a 6 character integer variable and has
values ranging from 0 to 999999.
Is a four digit real variable representing the distance
from A node to B node.  LDIS ranges in value from 0.0 to
99.99.
The Average Daily Traffic Volume for the link.  It is six
characters in length, an integer variable and has values
ranging from 1 to 999999.

-------
                             - 99 -
PKHRP        The percent of the Average Daily Traffic (ADT) that
             represents the peak hour traffic.  PKHRP is a real
             variable ranging in values of .00 to .99.
AVDIR        The direction of the peak hour and the type of fa-
             cility (one-way, two-way, reversible).   It is two
             characters in length, an integer variable and the
             first digit concerns the type facility, one-way is
             coded as a 1, two-way is 2,  reversible is 3.  The.
             second digit refers to direction of this facility,
             northbound is coded as 1, eastbound equals 3, south-
             bound equals 2, westbound equals 4, and both direc-
             tions equals 5.
AMAXHR       The beginning of the peak hour for the link.  It is
             four characters in length, an integer value, and the
             first two characters correspond to the hours of the
             day and the last two correspond to the minutes.
AVTIME       This corresponds to the AM or PM of the day.  AM is
             coded as a 1, PM is coded as a 2.  AVTIME is a
             one digit integer variable.
AVVOL        This variable is the peak hour volume for the link.
             AVVOL is a four digit integer variable with values
             from 0 to 9999.
AVDIR, AMAXHR, AVTIME, AVVOL all correspond to BVDIR, BMAXHR,
BVTIME, BVVOL.  with  the  latter being  in the  opposite  direction.
BVDIR
BMAXHR
BVTIME
Two character integer variable.  The first digit cor-
responds to the type of facility, one-way is coded as
a 1, two-way is 2, reversible is 3.   The second digit
refers to direction of the facility, northbound is
coded as 1, southbound equals 2, eastbound 3, westbound
4, and both directions equals 5.
The beginning of the other peak hour for the link.
It is a four character integer variable and the first
two digits are hours and the last two digits minutes.
This corresponds to the AM or ?K time of the peak.
                              A4-3

-------
                               - 100 -
BVVOL
 ADASPD
 AMPKSP
 AMDIR
 PMPKSP
 PMDIR
 ACPACT
 BCPACT
 TRUKVL
AM is coded as^a 1, PM is coded as a 2.  BVTIME is a
one digit integer variable.
This is a four digit integer variable corresponding to
the peak hour volume for the link under consideration.
The range is from 0 to 9999.
Average daily speed for the link.  It is an integer
variable two digits long and a range from 0 to 99 mph.
AM peak speed for the link.  Integer variable two
digits long and a range from 0 to 99.
The direction for the AM peak speed.  A northbound
direction is coded as a 1, southbound 2, eastbound 3,
and westbound 4.   A one digit integer variable.
PM peak speed for the link.  Integer variable two
digits long and ranges from 0 to 99.
The direction for the PM peak speed.  A northbound
direction is coded as a 1, southbound 2, eastbound 3,
and westbound 4.   A one digit integer variable.
The capacity from the A node to the B node.  ACPACT
is a five digit integer variable with a range from
0 to 99999.
The capacity from the A node to the B node.  BCPACT
is a five digit integer variable with a range from
0 to 99999.
The daily truck volume for the link under consideration.
TRUKVL is a four digit integer variable with a range
from 0 to 9999.

-------
                             - 101 -
TRUKPC       Is truck volume expressed a a percent of ADT.  TRUKPC
             is a real variable having values ranging from .00 to
             .99.
BUSVL        The daily bus volume for the link under consideration.
             BUSVL is a four digit integer variable with a range
             from 0 to 9999.
BUSPC        Is bus volume expressed as a percent of ADT.  BUSPC
             is a real variable having values ranging from .00 to
             .99.
SPTOPL       Is a one digit integer variable which represents special
             topography conditions, values are from 0 to 4 corres-
             ponding to:  0 equals not present, 1 equals deep cut,
             2 equals high fill, 3 equals street canyon, and 4 e-
             quals rolling topography.
CPALTL       Is a one digit integer variable which represents ca-
             pacity alterations.  Values range from 0 to 5 with
             0 equaling not present, 1 equals complex interchanges,
             2 equals lane reduction, 3 equals bottleneck segment,
             4 equals 2 and 3, 5 equals 1 and 3.
SENLUL       Is a one digit integer variable which represents sen-
             sitive land uses.  Values range from 0 to 7 with 0
             equaling not present, 1 equaling commercial development-
             2 equaling residential development, 3 equaling recrea-
             tion, 4 equaling hospitals, 5 universities or colleges,  6 airports,
             and 7 multi-family.  These sensitive land uses are medium
             to high densities with regard to generation of critical
             traffic volumes.
ACTCNT       Is a one digit integer variable which represents activity
             centers.  Values range from 0 to 5 with 0 equaling not
             present, 1 Central Business District, 2 fringe area,
             3 outlying business district, 4- residential area and  5
             rural area.
                              A4-5

-------
                                 - 102 -

PROMOL      Is a one digit integer variable which represents pro-
            gressive movement within the link.  Values range from
            0 to 4-, with 0 equaling not present, 1 pre-timed pro-
            gressive, 2 interconnected progressive signal, 3 one-way
            street flow without signal progression, 4 one-way street
            flow with signal progression.
CHANAL      Is a one digit integer variable which represents if the
            link is channelized or not.  Values range from 0 to 1 with 0
            channelized, and 1 not channelized.
FCLSSL      Is a one digit integer variable which represents the
            functional classification for the link under consideration.
            Values range from 0 to 5, with 0 equaling not present, 1 equaling
            freeway, 2 principle arterial, 3 minor arterial, 4- collector,
            5 local.
                                  A4-6

-------
 Card 1
           A-5   NETSEN II:
    ANODE              LEGA
12345        6
-  103  -
SAMPLE  DATA CODING  SHEET
         BNODE                LEGB
   7    8   9   1Q   11           12
                                                  I
                     UTHAX
                 13  It  15  16 .17
                                            UTHAY
                                      18    19  20  21  . 22
                       UTMBX
                 23  24  25  26 .27
                                             UTMBY
                                      282930  31 .32





               STATEN
                 33
CTYN
34 35


                                        GRIDNO
                                  36   37  38  39  UQ
                                              RTNAME(J)
41 42 43 44 45 46 47 . 48 49 50 51 " 52 53 54 55 56 57 58 59
:







J | J |


...I.I.

fiO

                                              CRSSTA(J)
           51  62  63   64  6566  67  68  69 70  71  72   73   7.4 75  76  77  78  79 _30
	 T 	 '

_. 1. ..
























	 1 	 ! 	 r 	 ; 	 1 	

•'!!']




!
l



Card 2
                                              CRSSTB(J)
            12   34    5   6   78   9  10  11  12   13  14  15  16" 17  18  19  ?0
                     LNKNO                 LDIS
            21  22 23  24 25   26     27  28.29  30
                                                           ADT
                                                 31  32  33  34 35  3G
                                                                      i
            PKHRP.       AVOIR
            37  38      39 40
                         AMAXHR
                        41  42 43  44
            AVTIHE
              45
   AVVOL
46  47 48  49
                                                                             I
                                        BMAXHR
                                      52 53  54	55

,. , -r-
! i
                                            BVTIHE
                                               56
                            BVVOL
                         57 58  59  60
61 62 63 64




                                  65	66
ADASPD
67 68


AMPKSP
69 70

i
                                                                                AMDIR
                                                                                  71
                          PMPKSP
                           72  73
                              PHDIR
                                74
                                                          75  76  77  78  79 80
              ACPACT
            1234    5
                           BCPACf
                       678    9   10
                  TRUKVL         TRUKPC
               11 12  13 14      J.5  16
           BUSVL
         17  18 19  20
               BUSPC      SPTOPL . CPALTL  SENLUL   ACTCNT   PROMOL  CHANAL   FCLSSL
                            23      2Ui     25       2fi       27      29  .     29

-------
                                   - 104 -

                        A-6  NETSEN .II:  DECK STRUCTURE
                                                   j(L)  SYSTEM CARDS
                                              i(K)  PARAMETERS TO BE TESTED
                                         ! (J)  IF CONTROL CARD #4 = 'YES1  THEN
                                               FOLLOW CARDS 5 AND 6
                                    f99999
                                     (I)  END OF LINK ='S TO BE TESTED
                                 (H)  IF CONTROL CARD #3 = 'YES'  THEN
                                      LINK ='S TO BE TESTED.
                            i(G)  CONTROL CARD #3 (LINE TEST)
                        99999

                        (F)  END OF GRID ='S TO BE TESTED
                    ;E)  IF CONTROL CARD #2 = 'YES' THEN GRID
                        = 'S TO BE TESTED.
               (D)  CONTROL CARD #2 (GRID TEST)
           (C)  CONTROL CARD #1
      (B)  NETSEN II PROGRAM
X(A)  SYSTEM CARDS
                                   A6-1

-------
                                 - 105 -



               A-7  NETSEN II:   INPUT CONTROL CARD  FORMATS





NETSEN II




Control Card #1




Variable Name                                                 Columns




    CC1                             A3                          1-3






Control Card #2




Variable Name                                                 Columns




    CC2                             A3                          1-3




(If 'YES' then the following, otherwise go to Control CArd  #3)




    GRIDTN                          15                          1-5






Control Card #3




Variable Name                                                 Columns
    CCS                             A3.                          1-3




(If 'YES' then the following, otherwise go to Control Card #4)




    LINKTN                          15                          1-5




    FORM                            A3     .                     6-8






Control Card #4-




Variable Name                                                 Columns




    CC4                             A3                          1-3




(If 'YES' then go to CArds #5 and 6, otherwise end of program)
                                  A7-1

-------
                       - 106 -
NETSEN II:  CONTROL CARD FORMATS






CONTROL CARD # 5




Variable Name .                      Columns

ADTLW
ADTHI
XSUB1
XSUB2
YSUB1
YSUB2
STATEC (1)
STATEC (2)
STATEC (3)
CTYNO (1)
3X
16
16
F5.1
F5.1
F5.1
F5.1
11
11
11
11
1-3
4-9
10-15
16-20
21-25
26-30
31-35
36
37
38
39
                         A7-2

-------
                       - 107 -
NETSEN II:  CONTROL CARD FORMATS







CONTROL CARD # 5 CONTINUED




Variable Name




CTYNO (2)




CTYNO (3)




CTYNO (4)




CTYNO (5)




CTYNO (6)




CTYNO (7)




CTYNO (8)




CTYNO (9)




CTYNO (10)




CTYNO (11)




CTYNO (12)




CTYNO (13)

11
11
11
11
11
11
11
11
11
11
11
11
Columns
40
41
42
43
44
45
46
47
48
49
50
51
                        A7-3

-------
                       - 108 -
NETSEN II:  CONTROL CARD FORMATS






CONTROL CARD # 5 CONTINUED




Variable Name




SPTOPC (1)




SPTOPC (2)




SPTOPC (3)




SPTOPC (4)




SPTOPC (5)




CPALTC (1)




CPALTC (2)




CPALTC (3)




CPALTC (4)




CPALTC (5)




CPALTC (6)




SENLUC (1)




SENLUC (2)

11
11
11
11
11
11
11
11
11
11
11
11
11
Columns
52
53
54
55
56
57
58
59
60
61
62
63
64
                        A7-4

-------
                        -  109  -
NETSEN II:  CONTROL CARD FORMATS






 CONTROL  CARD  # 5 CONTINUED




 Variable Name




 SENLUC  (3)




 SENLUC  (4)




 SENLUC  (5)




 SENLUC  (6)




 SENLUC  (7)




 SENLUC  (8)




 ACTCNC  (1)




 ACTCNC  (2)




 ACTCNC  (3)




 ACTCNC  (4)




 ACTCNC  (5)




 ACTCNC  (6)

11
11
11
11
11
11
11
11
11
11
11
11
Columns
65
66
67
68
69
70
71
72
73
7*
75
76
                                    77-80
                         A7-5

-------
                       - 110 -
NETSEN II:  CONTROL CARD FORMATS
CONTROL CARD # 6
Variable Name
PROMOC (1)
PROMOC (2)
PROMOC (3)
PROMOC (4)
PROMOC (5)
CHANAC (1)
CHANAC (2)
FCLSSC (1)
FCLSSC (2)
FCLSSC (3)
FCLSSC (4)
FCLSSC (5)
FCLSSC (6);


. 11
11
11
11
11
11
11
11
11
11
11
11
11

Columns
1
2
3
4
5
6
7
8
9
10
11
12
13
                       A7-6

-------
                                -  Ill  -
NETSEN II:  CONTROL CARD FORMATS




CONTROL CARD #6 CONTINUED







Variable Name                                     Columns




   LDISH




   LDISL




   PKSPDH




   PKSPDL




   TRKVHI




   TRKVLW




   BUSHI




   BUSLW




   VOCHI




   VOCLW
F4.2
F4.2
12
12
14
14
13
13
F3.2
F3.2
14-17
18-21
22-23
24-25
26-29
30-33
34-36
37-39
40-42
43-45
                                  A7-7

-------
                                -  112  -

           A-8  NETSEN II:  INPUT CONTROL CARD EXPLANATIONS
NETSEN II

Control Card #1

CC1     Is a three character variable with a value of 'YES'  or 'NOtf'.
        This control card if the value is 'YES'  activates subroutine
        NETPRT which prints a copy of the roadway inventory file in
        network manual form.  (See pg 127 for example)  If the roadway
        inventory file is not to be printed then 'N0#'  should be placed
        in the first three columns of the first control card.
Control Card #2

CC2     Is a three character variable with a value of 'YES' or
        This second control card if the value is 'YES'  activates subroutine
        GRIDRT which tests for a certain grid or set of grids.   If a
        grid number is to be tested for, the grid number should be coded
        on a separate computer card in its first five columns and should
        be right justified.  If more than one grid is to be tested, the
        grid numbers should be placed in ascending order on separate cards.
        At the end of the set of cards to be tested, a card with a '99999'
        in the first five columns should be entered.  Any other values
        other than 'YES' will not activate the subroutine and the program
        will move to another control card.
Control Card #3

CCS     Is a three character variable with a value of 'YES'  or 'N0#'.
        This third control card if the value is 'YES' activates sub-
        routine LINKRT which tests for a certain link or set of links.
        If a link number is to be tested for}the link number should
        be coded on a separate computer card in its first five columns
        and should be right justified.  If more than one link is to be
        tested, the link numbers should be placed in ascending order on
        separate cards.  If the user wishes the output of the link
        routine to be of the format of the line source manual output,  a
        'YES' should be coded in columns 6, 7, and 8 of the card following
        the link number.  At the end of the set of cards to be tested, a
        card with a '99999' in the first five columns should be entered.
        Any other values other than 'YES' will not activate the sub-
        routine and the program will move to the fourth control card.
Control Card #4

CC4     Is a three character variable with a value of 'YES'  or 'NOtf1.
        This fourth control card if the value is 'YES'  activates sub-
        routine NETSRT which does the network sort.  Following the card
                                  A8-1

-------
                         - 113 -
with the 'YES' are cards five and six which may be repeated if
the user wishes.  These cards contain the variables which the
program will sort for and are explained on the following pages.
If the user does not wish to test for a specific variable he
leaves it blank.  If the routine is not to be activated a 'N0#'
should be coded in the first three columns and the routine will
be skipped and the program will end.
                          A8-2

-------
                                  -  114  -
                   CODING:   CONTROL CARDS #5 AND 6,  NETSEN II

Variable Name
ADTLW     Is a six digit integer variable with a range of 0 to 999999.
          ADTLW is the average daily traffic  low volume which you want
          the program to test for.

ADTHI     Is a six digit integer variable with a range of 0 to 999999.
          ADTHI is the average daily traffic high volume which you want
          the program to test for.

XSUB1     Is a five digit real variable with a range of 0.0 to9999.9.
          XSUB1 represents the low value of the longitudinal  Universal
          Transverse Mercador projection to be tested for.

XSUB2     Is a five digit real variable with a range of 0.0 to 9999.9.
          XSUB2 represents the high value of the longitudinal Universal
          Transverse Mercador projection to be tested for.

YSUB1     Is a five digit real variable with a range of 0.0 to 9999.9.
          YSUB1 represents the low value of the latitudinal Universal
          Transverse Mercador projection to be tested for.

YSUB2     Is a five digit real variable with a range of 0.0 to 9999.9.'
          YSUB2 represents the high value of the latitudinal Universal
          Transverse Mercador projection to be tested for.

The following variables

          STATEC, CTYNO, SPTOPC, CPALTC, SENLUC, ACTCNC, PROMOC, CHANAC,
          FCLSSC, SPDMDC are all arrays.  Each member of the above arrays
          is set up so that the program tests for the given type variable
          in the link if a 1 is entered.  If a 0 is entered in.the column
          then the test is not performed.

 (STATEC(J), J=l,3) Is a 1 by 3, array with each variable being one digit in
          length and of integer value.

STATEC (1)      Test for not present.
STATEC (2)      Test for Missouri
STATEC (3)      Test for Illinois.
                                   A8-3

-------
                                - 115 -
EPA II   NETS'EN II
(CTYNO(J),J=1,13)  Is a 1 by 13 array with each variable being one digit
          in length and of integer value.

                   for unknown.
                   for St. Louis City.
                   for St. Louis County.
                   for St. Charles County.
                   for Jefferson County
                   for Franklin County.
                   for Bond County.
                   for Clinton County.
                   for Madison County.
                   for Monroe County.
                   for Randolph County.
                   for St. Clair County.
                   for Washington County.

(SPTOPC(J),J=1,5)  Is a 1 by 5 array with each variable being one digit in
              length and of integer value.

SPTOPC (1)    Test for not present.
SPTOPC (2)    Test for deep cut.
SPTOPC (3)    Test for high fill.
SPTOPC (4)    Test for  street  canyon.
SPTOPC (5)    Test for rolling topography.

(CPALTC(J),J=1,6)  Is a 1 by 6 array with each variable being one digit
              in length and of integer value.
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
CTYNO
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
(13)
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
Test
CPALTC
CPALTC
CPALTC (3)
CPALTC (4)
CPALTC
CPALTC
(1)
(2)
(5)
(6)
Test for not present.
Test for complex interchange.
Test for lane reductions.
Test for bottlenecks.
Test for lane reductions and bottlenecks.
Test for complex interchanges and bottlenecks.
(SENLUC(J),J=1,B)
SENLUC (1)
SENLUC (2)
SENLUC (3)
SENLUC (4)
SENLUC (5)
SENLUC (6)
SENLUC (7)
SENLUC (8)
       Test
       Test
       Test
       Test
       Test
       Test
       Test
       Test
     for not present.
     for commercial development.
     for industrial development.
     for recreational development.
     for hospital.
     for university or college.
     for airport development.
     for multi-family development.
                                   A8-4

-------
                                 - 116 -
EPA II   NETSEN II
(ACTCNC(J),J=1,6)
ACTCNC
ACTCNC
ACTCNC
ACTCNC
ACTCNC
ACTCNC
(1)
(2)
(3)
(4)
(5)
(6)
(PROMOC(J),J=1,5)
PROMOC (1)
PROMOC (2)
PROMOC (3)
PROMOC (4)
PROMOC (5)

(CHANAC(J),J=1,2)
CHANAC (1)
CHANAC (2)

(FCLSSC(J),J=1,5)
FCLSSC (1)
FCLSSC (2)
FCLSSC (3)
FCLSSC (4)
FCLSSC (5)
FCLSSC (6)
Is a 1 by 6 array with each variable being one digit
and integer in value.

Test for riot present.
Test for Central Business District.
Test for fringe area.
Test for outlying business district.
Test for residential area.
Test for rural area.

Is a 1 by 5 array with each variable being one digit
and integer in value.

Test for not present.
Test for pre-timed progressive.
Test for interconnected progressive signals.
Test for one-way street flow without signal progression.
Test for one-way street flow with signal progression.

Is a 1 by 5 array with each variable being one digit
in length and of integer value.

Test for no channelization.
Test for channelization.

Is a 1 by 5 array with each variable being one digit
and integer in value.

Test for not present.
Test for freeway.
Test for principal arterial.
Test for minor arterial.
Test for collector.
Test for local.
                                  A8-5

-------
                                - 117 -
EPA II  NETSEN II
LDISH        If a four digit real variable with a range of from 0.00 to
             99.99.  LDISH represents the high distance range for which
             the program will test for.

LDISL-        Is a four digit real variable with a range of from 0.00 to
             99.99.  LDISL represents the low distance range for which
             the program will test for.

PKSPDH       Is a two digit integer variable with a range of 0 to 99.
             PKSPDH represents the high average daily speed minus the A.
             node to B node and E node to A node peak speed for which
             the program will test.

PKSPDL       Is a two digit integer variable with a range of 0 to 99.
             PKSPDL represents the low average daily speed minus the A
             node to B node and B node to A node peak speed for which
             the program will test.

TRKVHI       Is a four digit integer variable with a range of 0 to 9999.
             TRKVHI represents the high volume of trucks that the program
             will test for on the given links.

TRKVLw       Is a four digit integer variable with a range of 0 to 9999.
             TRKVLw represents the low volume of trucks that the program
             will test for on the given links.

BUSHI        Is a three digit variable with a range of 0 to 999.  BUSHI
             represents the high volume of busses that the program will
             test for on the given link.

BUSLW        Is a three digit variable with a range of 0 to 999.  BUSLW
             represents the low volume of busses that the program will
             test for. on the given link.

VOCHI        Is a decimal variable corresponding to X.XX.  VOCHI is the
             high peak volume over capacity ratio which the program will
             test for.

VOCLW        Is a decimal variable corresponding to X.XX.  VOCLW is the low
             peak volume over capacity ratio which the program will test for.
                                A8-6

-------
                                   - 118 -

          A-9  NETSEN II:  OUTPUT FORMAT EXPLANATIONS AND EXAMPLES

                           SUBROUTINE NETPRT OUTPUT

     A copy of the Roadway inventory file to be used as input by NETSEN II
can be printed by a subroutine within NETSEN II.  The subroutine NETPRT is
activated by the characters 'YES1 being punched in the first three columns-
of the first control card of NETSEN II.  If the roadway inventory file is
not to be printed then the characters 'NO'  should be punched into the first
two columns of the first control card instead.

     A copy of the output from the subroutine NETPRT appears in Figure A.
This output is printed for every link of the roadway network inventory file
to be inputted into NETSEN II.  This output can be printed on 8V by 11"
computer output forms or any other standard computer output forms.

                            OUTPUT EXPLAINATION:  SUBROUTINE NETPRT

     On the following pages appears the explanation  of the variables found
in Figure A ,                                             .

     1.  ROUTE:  This is the name of the route of the link under  discussion.
         Each link has its own individual output sheet.

     2.  CROSS STREET:  This is .the name of the street that intersects the
         route at one of the links end points.

     3.  CROSS STREET:  This is the name of the street that intersects the
         route at one of the links end points.

     U.  LINK NUMBER:  The link number is a unique number assigned to every
         link.

     5.  GRID NUMBER:  This is the EPA:RAPS grid number where the link resides,

     6.  ANODE NUMBER:  This represents the unique number assigned to the A
         node of the link, within the network.

     7.  ANODE LEG#:  The A node leg number has values of from 0  to 3 re-
         presenting the direction from the A node number of the link.  The

                                   A9-1

-------
                      - 119 -
                      FIGURE A

   REGIONAL AIR POLLUTION STUDY ST LCUIS LINE  SCLRCE  LISTING
 1.  KOUTE liL_l£i3.
 2.  CROSS STREET
 3.  CROSS STREET i£Jl_EI
 6.  ANODE NUMBER  ____ Q
 8.  RNODE NUMBER  ____ Q
10.  ANODE UTM X  _
11.  ANODE UTM Y
14.  STATE '4   __ 2
         4. LINK ^L^BER  __JQH
         5. GRID NLNBER  _£32S
         7. ANCCE LEG *  _Q
         9. BNCDE LEG «  _Q
        12. RNCCE LTV X  _
        13. 6NCDE LTf Y
        15. COLNTY «)	fi
                         HOLR PEAK  VCLUNE  INFCRMTICN
16. DIRECTION _Q _i  18. HOUR BEGINS _Q*a_  _Q   2C.  VOLUME	fl
17. DIRECTION _£ _Q  19. HOLR BEGINS _QAQ	Q   21.  VHLUVE 	Q

22. SEGMENT DISTANCE  __1*1Q KN
23. ADT VCLUME  	25QQ
24. PEAK HOUR PERCENT _£.»£ *
26. AK PEAK SPEED   	Q MPH
28. PK PEAK SPEED   	U MPH
30. A TC B CAPACITY  	&QQ
32. TRUCK VOLUME  	1Q
34. BUS VCLUME    	Q
36. SPECIAL TOPOGRAPHY     	Q
37. CAPACITY  ALTERATIONS   	a
38. SENSITIVE LAND USE     	Q
39. ACTIVITY  CENTERS       	5
40. PROGRESSIVE MOVEMENT   	Q
41. CHANNELIZATION         	Q
42. FUNCTIONAL CLASS       	2
25. AVERAGE DAILY SPEED  _22
27. AV DIRECTICN __$
29. Pf CIRECTICN __£
31. B TO A CAPACITY  	6QQ
33. TRUCK PERCENT  _flA£0 ?
35. BUS PERCENT    _C.Q  ?
                       A9-2

-------
                             - 120 -

     value 0 is equal to an intersection leg in a northern direction,
     1 is equal to east, 2 is equal to south, and 3 equals west.

 8.  BNODE NUMBER:  This represents the unique number assigned to the B
     node of the link, within the network.

 9.  BNODE LEG#:  The B node leg number has values of from 0 to 3
     representing the direction from the B node number of the link.  The
     value 0 is equal to an intersection leg in a northern direction,
     1 is equal to east, 2 is equal to south, and 3 equals west.

10.  ANODE UTM X:  The longitudinal Universal Transverse ' Mercator pro-
     jection for the A node.

11.  ANODE UTM Y:  The latitudinal Universal Transverse Mercator pro-
     jection for the A node.

12.  BNODE UTM X:  The longitudinal Universal Transverse Mercator pro-
     jection for the B node.

13.  BNODE UTM Y:  The latitudinal Universal Transverse Mercatoi" pro-
     jection for the B node.

14.  STATE #:  The state of the United States in which the link resides.
     The value of 1 represents MISSOURI and 2 represents ILLINOIS.

15.  COUNTY #:  The county in which the link resides:  The value of

          1 is St. Louis City
          2 is St. Louis County
          3 is St. Charles County
          4 is Jefferson County
          5 is Franklin County
          6 is Bond County
          7 is Clinton County
          8 is Madison County
          9 is Monroe County
         10 is Randolph County
         11 is St. Clair County
         12 is Washington County

                              A9-3

-------
                             - 121 -

Maximum hour peak volume information
16.  DIRECTION:  The first number is the type of facility.  One-way is
     coded as a 1, two-way is 2, and reversible is 3.  The second number
     refers to the direction of this facility during the peak hour under
     consideration.  Northbound is coded as 1, southbound equals 2, east-
     bound equals 3, and westbound equals 4.

17.  DIRECTION:  Corresponds to '16. DIRECTION' except this is for the
     other peak period of the day.

18.  HOUR BEGINS:  The beginning of the peak hour for the link.  The first
     two characters correspond to the hours of the day and the last two
     characters correspond to the minutes.   The second number corresponds
     to the AM or PM of the day.  AM is coded as a 1, PM is coded as a 2.

19.  HOUR BEGINS:  Corresponds to '18. HOUR BEGINS' except this is for
     the other peak period of the day.

20.  VOLUME:  This is the peak hour volume for the link.

21.  VOLUME:  Corresponds to '20. VOLUME' except this is for the other
     peak period of the day.

22.  SEGMENT DISTANCE:  Is the distance from the A node to the B node
     of the link in kilo-meters  (km).

23.  ADT VOLUME:  Is the Average Daily Traffic Volume for the link.

24.  PEAK HOUR PERCENT:  Is the percent of the Average Daily Traffic (ADT)
     that represents the peak hour traffic  per direction.
25.  AVERAGE DAILY SPEED:  Is the average daily speed for the link ln mph.

26.  AM PEAK SPEED:  Is the AM peak speed for the link  in mph.

27.  AM DIRECTION:  Is the direction of the AM peak speed.   A northbound
     direction is coded as a 1,. southbound 2, eastbound 3,  and westbound
                               A9-U

-------
                              - 122 -


28.  PM PEAK SPEED:   Is the PM peak speed for the link in mph.

29.  PM DIRECTION:   Is the direction of the PM peak speed.  A northbound
     direction is coded as a 1, southbound 2, eastbound 3, and westbound 4.

30.  A TO B CAPACITY:   The- capacity from the A node to the B node.

31.  B TO A CAPACITY:   The capacity from the B node to the A node.

32.  TRUCK VOLUME:   The daily truck volume for the link under consideration,

33.  TRUCK PERCENT:   Is the average daily truck volume expressed, as  a
     percent of Average Daily Traffic (ADT).

34.  BUS VOLUME:  The  daily bus volume for the link under consideration.

35.  BUS- PERCENT-:-  Is  the avp-r»agft daily bus vnlnmp pyp-ppggpH as  a- jynrpm-l-
     of Average Daily  Traffic.. (ATFT%:

36..  SPECIAL.. TOPQGRAPEY-:-  This, represents- the- special, topography,, canditions-
     and has •valuer ranging-, from 0 to 4 with 0 equaling: not present,  1
     equals deep cut,  2 equals high fill,. 3 equals street canyon, and
     4 equals rolling  topography-

37.  CAPACITY ALTERATIONS:  This represents the capacity alterations for
     the link and has  values ranging from 0 to 5 with 0 equaling not present,
     1 equals" complex  interchanges-, 2 equals: lane reduction.^ 3. equals:
     bottleneck segment",.. 4^ equals -lane reduction- and bottleneck^  segment,. -
     and. 5 eqoals complex interchanges" and bottleneck segment.-.

38~  SENSITIVE LAND. USE:  This. represents:, sensitive, land use conditions
     along, the- link and has- values ranging;, from 0 to 7 with 0 equaling
     not present,- 1 equaling commercial, development,- 2. equaling,  residential.
     development,. 3 equaling recreation, 4 equaling; hospitals.,. 5 equaling.
     universities or colleges, 6 equaling airports and 7 equaling multi-
     family development.

39.  ACTIVITY. CENTERS:  This represents: the activity -centers: for the link
     under consideration.  It has values ranging from 0 to 5 with 0  equaling
     not present, 1 equaling CBD (Central Business District), 2  equaling
                               A9-5

-------
                             - 123 -

     fringe area,  3 equaling outlying business district, 4 equaling
     residential area and  5 equaling rural area.

40.   PROGRESSIVE MOVEMENT:  This represents the progressive movement within
     the  link.  Values range from  0 to 4 with 0 equaling not present, 1
     equaling pre-timed progressive, 2 equaling interconnected progressive
     signal, 3 equaling one-way street flow with signal progression,
     and  4 equaling one-way street flow with signal progression.

41.   CHANNELIZATION:  This represents the channelization of the link.
     Values are 0  or 1 with 0 being not channelized and 1 equaling
     channelized.

42.   FUNCTIONAL CLASS:  This represents the functional class of the link
     under consideration.  Values  range from 0 to 5 with 0 being not known,
     1  equaling freeway, 2 equaling principal arterial, 3 equaling minor
     arterial, 4 equaling  collector, and 5 equaling local.
                               A9-6

-------
                                 - 124 -









                    SUBROUTINE GRIDRT OUTPUT






     On the following page is the output from subroutine GRIDRT.




This routine writes out the grid number, links that are in this grid




set, the total number of links in this grid, the total number of kil-




ometers of roadway in this grid, the total vehicle kilometers traveled




in the grid (VKT = ADT x link distance), and the break down by functional




class of VKT's.  The routine does the above for all grids specified.




The routine also writes on to disk those links printed out above.
                                  A9-7

-------
           OUTPUT FROM  SUBROUTINE  GRIDRT FOLLOWS
   THE FOLLOWING LINKS ARE IN GRID  NUMBER
                                                     2127
           1-70
"0
 0
           1^70
           1-70
 THEREARE
"THESE  L I NJrS"ATTr
           INT PT                 FIFTH STREET                 0    0.30   1
           pTTTfl_STffFET          ^I_____rr.jl              65__0	1 ^ .^ ___T.

	C-.QJJNJDL LIME.	..__	INT __PI					_6_§_9.?J3 ,._	^0,_52.__ _l_

                          8
                     NKS IN GRID  NUM
                      POT ""

  THERE  ARE  TlT&7TI75^r~VTHlcTE~
                    3 LINKS  IN GRID  NUMBE
                    QWr POT ""   1 . 92 KTlCMl T E
                                                      2127
                                                      RT "OF WAD¥AT
           HSHM1ttfctftfRMHK1-i-	5'-a
             CLLECTOR VKT =
                    LOCAL  VKT
                                           0.0
                                                D.'O"

          TflTHFOTiOWING
o ]
> 0
00 0 !
C 3
-70
-270
-270
-70
THERE ARE
EARTH CI
INT PT
_ ^._JT_.pT_...
1-270
5 LINKS IN GRI
TY


D N
6XPRESSWY


UMBER
                                                   €T?
                                                 1-270
                                                 TNT~PT
                                                 ST. CHARLES ROCK RD
                                               ~~T^7TT
                                                 INT PT


                                               ii-6"orn*oADwAY
65890
79377
79377
91790
56010
1.60
0.70
0.51
0.75
0.50
1
1
1
1
1
                  AUT
             29¥317.56 VEHICLE K'l ITWETER'S'  TR'AVELTCTf VKT ) IN THIS GRID


                                         0.0
                     VKT »  298317.56 "
             PRINCIPLE ARTERIAL VKT  *
           ""MTNTHT ARTERIAL VKT =    "
             COLLECTOR VKT «=       0.0
                       'v- ......... - o.o
                                                OVO
c
                                                      76T"
.1-70 _

THERE  ARE        1 L
  THESE "LINKS  AC CO UN
                       LUCAS AND_ HUNT	  ..  I_NT...._PT_	

                    INKS IN GRID NUMBER      763
                    T FOR     1.10 KILOMETERS  OF  R"aTtTtffY'
                                                                          97690
            "THIRE ARE "~107458."94  VEHICLE KILOMETERS TRAVEL"ECJ" TTKTT"TN"THT3"~G~in"Cr
                    FREEWAY  VKT  *   107458.94
                    PRINCIPLE  ARTERIAL  VKT *•      0.0
                    HTFTOR" ARTERIAL"'VKT" »	0~.0 ~	
                    COLLECTOR  VKT  =        0.0
                          -VKT  *     	o.o"   	
                                                                                          1.10

-------
                                  -  126  -
                         SUBROUTINE LINKRT OUTPUT






     On the following page is the output from subroutine LINKRT.




This routine writes the link number, route name and cross streets




of the link being searched for.   This routine can search for a set of




links also and these will be outputted in the same manner, following the




last link searched for is a listing of the number of links tested, the




total amount of kilometers of roadway, and the total VKT's for the set.
                                 A9-9

-------
         OUTPUT FRUIT SUB ROUT IN 6 tTNKRT
   1012PAGE
INT-PT
5KTNKEK
        THERE  ARE	1 LINKS  TESTED IN THIS  SUBROUTINE
          rota mi BEBBff  ESS—eq>s °f
                   CLE  KILO
             IRAVELED  IVKTI
O
                                                                                             N)



                                                                                             I

-------
                                 - 128 -
                            SUBROUTINE NETSRT






     On the following page is the output from subroutine NETSRT.   This




is the network sort routine.  The output begins with the listing character-




istics tested for.  Following this is the list of characteristics not tested




for.  Finally, the set of links which passed is outputted.   This includes




the links  link number, route name, cross streets, ADT, and link distance.




After this listing is total information giving the number of links in




this set, total amount of kilometers of roadway, and the VKT (vehicle




kilometers traveled) for the set.
                                 A9-11

-------
THE FOLLOWING LINK CHARACTER ISTIC\
     TEST
     TEST
                FOR
                cnp
                    NOT
        PRESENT
            AJ	
SENLUC
SPNI nr
           TEST
           TEST
          FOR
          POR
                       INDUSTRIAL
                       ftPrPPATTCIN
                                DEVELOPMENT
                                       nPMFNT
   SENLUC
   SEN! lir
      (5)
      f f- \
     TEST
     TEST
                FOR
                cnp
                    HOSPITAL
                    IIMf VPPSTTY
               rp rni >  PT.E
   SENLUC
   SEMI nr
      f 7»
     TEST
     TEST
                FOR
                    AIRPORT  DEVELOPMENT
                    Mill TT-PAMti Y  DFVEI HPMPNIT
ACTCNC(l)
      4-2-i
              TEST FOR NOT  PRESENT
              TEST FOP CENTRAL  BUSINESS  DISTRICT
ACTCNCO
      f At
              TEST
              TEST
                FOR
                PHR
              FRINGE
                            AREA
                              ftllSTMPSS
ACTCNCC5)
              TEST
              TEST
                FOR
                cnp
              RESIDENTIAL AREA
              PIIPAI  APEA	
   PROLOG
   PROfOC
      (1)
     TEST FOR NOT PRESENT
     TEST FOR PRE-TIMED PROGRESSIVE

-------
PPCPOCI3I
PROMOCtA)
PRGHOCf 51
C^ANACf 11
f CFANACC2)
Ff LSSCI 11
FCLSSCm
FCI SSr IA1
FClSSCm
FCLSSf ff »





DISTANCE OF
f>FAK SPEED
TEST
TEST
TEST
TFST
TEST
TFST
TEST
TFST
TEST
TFST
LINK
FOR
FOR
FOR
FOR
FOR
FflR
FOR
FOR
FOR
FDR

TRUCK VOLUME
BUS vni UMF




INTERCONNECTED
ONE-WAY STREET
ONE-WAY STREET
Nn CHANNF.LIJATI
CHANNELIZATION
NOT PRFSFNT
PRINCIPLE ARTER
MINOR ARTFRIAL
COLLECTOR
i nrAi
0.0 TO
0 TO 0
0 TO 0
n TO o

PROGRESSIVE SIGNALS
FLOW WITHOUT SIGNAL PROGRESSION
FLOW WITH SIGNAL PROGRESSION , '
ON

IAL

0.0



30A RT AO 1-270 8ALLAS RD
30*. RT 40 BAM AS RB INT PT
312 1-270 NT PT INT PT
31£ 1-270 NT PT BIG BEND
322 PT 40 INT PT INT PT
33C RT 40 NT PT SPOFDP
381 RT 40 LINOB
41! 1-270 INT P
433 RT 40 INT P
457 1-70 LINDB
497 1-70 NT P
66fc f-270 NT P
731 1-270 NT P
> 872 1-70 ARSO
T 87? 1-270 NEW F
H 
^rjasiaDKB^^
: /prlf'5 ^ ^
[ RD ^Sil^ift-fcllP11-
.ORISSANT IS^i^jfllS^T,
r • s-s»ii«^;FimlfS^isfn
955 1-270 OLD FLORISSANT \"d&.NJ pl' ^ 	 * 	
976 INT-PT INT-PT ^Yt^S^^^V
1031 f-270 INT PT TCSr*£k'.fiKt3S«fT
055 1-55 WEBER
INffe-PT-;;:;^ ;x
63870 0.52
66870 0.44
77799 1.25
77799 0.73
66870 1.03
66870 1.04
•
i. i
,V 3

ilsl ?
*ISTH 1 -
ptfjp-l i
bi't ' j 1
:Sj* /*•«, | 1
fe/ }
T ]
** '
i
'6890 0.20
'8991 2.10
'6890 0.90
r3100 0.62
'3100 0.25
'6675 1.00
'6675 5.60 '
P7690 0.75 ^
'8259 1.02 £
'7690 0.20 °
'6385 1.02 '
'0741 0.25
'3504 0.95
'6385 1.01
'3504 0.22
'3380 1.01
; 213 1-270 INT PT NEW HACCTTERRY 73380 0.50
263 RT-40 NFUSTFAD-AVE INT-PT 64840 O.30
1336 RT-40 INT-PT VANDEVENTER-AVE
J397 1-55 INT-PT M I T U T^AN-AWF
1396 1-55 BROADWAY INT-PT
1421 RT-40 GRANO-RLVn MARKFT-«;TR
1484 !-55 INT-PT BROADWAY
155P T-55 INT-PT INT-PT
156C 1-55 BROADWAY INT-PT
15A3 1-55 TNT-PT AB5ENAI-AWF
1566 -55 GRAVOIS INT-PT
?6QA 1-44 PT-IA1 NT-PT
2623 1-70 COUNTY LINE INT PT
26?70 FIFTH STREET COUNTY LINE
2641 -44 fNT-PT INT-PT
64840 1.00
76480 0.45
76480 1.10
61330 0.30
76480 1.15
76480 0-15
76480 1.15
78369 0.50
78369 0.80
62031 0»7Q
65890 0.52
65890 0»30
65890 1.10
62031 2-10
2658 1-70 INT PT EARTH CITY EXPRESSWY 65890 1.42
2A5S T-70 tNT ,PT INT PT 65800 O.80

-------
26fcfc 1-270 1-44 NT PT
?A7r T-44 TNT-PT T-?4*
2698 1-70 EARTH CITY EXPRESSWY -270
?713 f-?7Q ST, CHARTS RCTK RO, NT PT
2737 1-270 INT PT NT PT
V^ ?7gr T-?70 TNT PT r.PAVPTS flfll
2755 1-270 BROWN RD INT PT
2778 1-270 INT PT INT PT
2781 1-270 INT PT INT PT
278S 1-270 NT PT INT PT
2811 1-55 INT-PT BUTLER-H ILL-RD
2811 I-?7Q ESSON FFRRY INT PT
S 2827 -270 N LINDBERGH INT PT
283C 1-270 NT PT N LlNOBFRGH
2834 1-55 NT-PT INT-PT
2838 f-55 -244 INT-PT
2864 1-55 INT-PT RE AVIS-BARRACKS


THERE ARE 57 LINKS THAT MEET THE ABOVE PARAMETERS TESTED
THFSF ITNK5 ACCHUNT FHR 4<»«2O KI LCMFTFRS HF RHADWAY
THF^F I'NKS ACCOUNT FOR 14^9987.00 VFHfClES KILflMFTFR? TRAVE
— in.
— c.


x^wE~^S7>Ni
jflr \J '^.tafft*' ^-: ."^'Vsms*'^^* I**
# **}{ ^;.'x;^.'>?Ti"!t:?i>v
r ^
/d^ ^ & i?
A* £* rv g^'i* liiiiXi*ii:f1 j HVu— •i*U-^
S *s!L pifii III viRi | vis !h
ViS ~^" '^""3T"
77799
65890
78991
68842
62037
62037
68842
64283
Hb^l
68842
6*283
64283
70741



LFD t VKT)




^
X
\

$&
M -4
ui'f f"" I
fe/
0.
1.
0-
1.
0.
0.
1.
2.
0.
0.
0.
0.
0.
0.
I.




•











50
60
40
90
in
45 !
40
90
25
60
30
60
40
85
90
00




i-
f— i
i







1 .

'

-------
                      A-10  NETSEN II:  PROGRAM LISTING

                                                                              ';
IV  G LEVEL  21                 MAIN               OATF = 76160          18/29/44

                                              *********** *4 * 4** **************
     C
     £*********$*#** PROG RAM NETSEN  II******************************************
     C
     C
     C        INPUT: CONTROL CARDS=CARO  READERt  UMT = 05                      )
     C        INPUT: DATA CARDS=DISKt  UNIT=C4
     C
     C        OUTPUT: LINE PRINTER,  UNIT=06
     C        OUTPUT: SUBROUTING  NETSRT=DISK, LNIT=12
     C
     C
     C        IBM 360-65
     C        FORTRAN IV  LEVEL G
     C        PROGRAM NETSEN II VERSION  DATE NCV. 24, 1975
     C
     C        AUTHOR DON LANG, WASHINGTON UNIVERSITY
     C        CEPT OF CIVIL ENGINEERING
     C        TRANSPORTATION AND  URBAN PLANNING
     C
     C
     C        .FOR THE ENVIRONMENTAL  PROTECTION AGENCY
     C
     C
     £****** + ******* *****<*t** it*********************************** 4i* ************
           DATA YES/'YES'/
     (^** ****** *^*^ **** *t*:*t*i *t*** ******************************************** ***^ **
     C        TEST FOR SUBPROGRAM  NETPRT
     C****** ********** *
-------
IV G LEVEL  21
MAIN
DATE = 76160
                                                                  18/29/44
35    READ(5,40,END=1000)CC4
40    FQRMATU3)
      IF(CC4.EQ. YES  ) CALL NETSRT
         END OF PROGRAM
1COO  CONTINUE
      STOP
      END
                              A10-2

                              - 133 -

-------
N FV G LEVEL  21                 NETPRT             DATE = 76160          18/29/44

             WRITE(6,45)                                        .               ••")
       45    FORMAT('1',10X,'OUTPUT  FROM  SUBROUTINE NETPRT FOLLOWS')
       C        READ RECORDS  FROK  ROADWAY  INVENTORY FILE.
       50    READ( ISWt 52rEND=1000)  ANODE ,LEGA .BNODE ,LEGB ,UTf AX , UTMAY ,UTNBX ,
            * UTMBY,STATEN,CTYN  ,GR I DNOt ( RTNANE ( J ) , J=l , 5 ) , ( CH SST A ( J ) t J= 1 , 5 ) t   )
            *             (CRSSTB( J) ,J=1,5) ,LNKNO  ,LDI S , ACT » PKHRP , AVD 1 1 ,
            *   AVDI2t AMAXHR,AVTIME,AVVOLtBVDIl,
            *  BVCI2tBMAXHR,BVTIMEtBVVOLt                                       ')
            * ADASPD  ,      AMPKSP   , AMDI R , PMPKSP , PNDI R ,
            *              ACPACT,  BCPACTtTRUKVLtTRUKPC t BUSVL»BUSPC,
            * SPTOPL,  CPALTLt  SENLUL ,ACTCNT»  PROPOL ,CH ANAL , FCLSSL              ">
       52    FORMAT( I5t lit I5tIlrAF5.lt IltI2f I5t5A4t5A4t •
            *        5A4, I6,FA.2»I6fF2.2,2Ii,FA.2,Il,IA,2Il,F4.2, II, IA,6X,2I2,
            * IltI2(Ilt6X,                                                      "")
            *        15,15, IAtF2.2tIAtF2.2t7Il).
                CALL  SUBROUTINE  NPRIKT.                                         )
                ****#**«
             CALL NPRINT
                                                 4444444 444 44 4 4*44444444 4*4 444'j*
       C        GO  BACK AND  READ ANOTHER RECORD.
       r^
-------
LEVEL  21                 NPRINT            DATE =  76160          18/29/44

      SUBROUTINE NPRINT                                                3
                                                **************************>
c                   .
C        SUBROUTINE NPRINT PRINTS THE  CUTPUT  LINE  SCLRCE  FORM          ')
C        FUR EACH LINE SOURCE  IN THE ROADWAY  DATA  FILE.  THIS
C        SUBROUTINE IS CALLED  BY SUBROUTINE NETPRT.
C                                                                       1
         SETTING UP COMMON AREA.                                        ~)
     ***********#***********#*********************'»********#**********"»»*
      COMMON  ANODEtLEGA,BNODE,LEGB,STATEN,CTYN  ,GRICNO         ,
     *        LNKNOtADTt              AVTI PE , AVVCL t              PVTIME, ')
     *         AVDI 1,AVD12,BVDI 1,BVDI2  t
     * BVVOLf       ADASPD,AMPKSP,AMDIR,PNPKSPtPMDIP  ,
     *        ACPACT,BCPACT»TRUKVL,BUSVLfSPTOPL,CPALTL,SENLULtACTCNT,  )
     * PROMOL»CHANAL,FCLSSL  »
     *     UTMAX,UTMAY,UTMBX,LTMBY            ,
     *     LDIStPKHRP        ,                                         ,  •)
     *     TRUKPCtBUSPC
      COMMON    RTNAME( 5) ,CRSST A( 5 ) .CRSSTB { 5 )                         >
      COMMON  AMAXHR,BMAXHR                                              ^
           *****#*******#*#*##************#**************#*************«*
         INITIALIZE VARIABLES.
       INTEGER  ANODE,LEGA,BNCDEtLEGBtSTATEN,CTYN ,GRICNC
       INTEGER  LNKNO,ADT,              AVT I ME , AVVOL t              EVTIPE
       INTEGER   AVDIltAVDI2,BVDIlt BVDI2 t   v
     * BVVOL,        ADASPDtAMPKSPtAMDIRtPNPKSPf PfDIR
       INTEGER  ACPACT,BCPACT,TRUKVLtBUSVL,SPTCPL,CFALTL,SENLUL,ACTCNT,
     * PRCMOL,CHANAL»FCLSSL
       REAL UTMAX,UTMAY,UTM8Xf UTMBY
       REAL LDIS,PKHRP
       REAL TRUKPC,BUSPC
          PRINT  OUT  ST.  LOUIS  ROADWAY INVENTORY FILE SHEET.
95    WRITE{6,100)
100   FORMATC • l«t////21Xt 'REGIONAL AIR POLLUTION STLCY ST LOUIS'
     *     »      • LINE  SOURCE  LISTING')                                 J
      WRITE- (6, 104)
10A   FORMATi/   19Xt29Hl.  ROUTE  _. __________ _ ______ )
      WRITE(6,107)(RTNAME( J),J=1,5)                 "                   3
107   FORMATC + ' ,27X,5A4)
      WRITE(6, 108)
108   FORMAT!/   19X,36H2.  CROSS  STREET ____________ __     ,           )
     *   3X,22H4.  LINK NUMBER   ______ )
      WRITE(6t 111)(CRSSTA(J) ,J=1,5) ,LNKNO
                              A10-5

                             - 136 -

-------
N IV G LEVEL  21                 NPRINT            DATE = 76160          18/29/44

       111   FORMAT(»+«T34X»5A4,19Xt 16)
             WRITE(6,112)                                                   !
       112   FORMAT(/  19X.36H3. CROSS STREET _________ . ___________ t
            *  3X.21H5. GRID NUMBER  _____ )
             WRITE(6,115XCRSSTBU),J=1,5) .GRIDNC                           :
       115   FORMAT(*+*v34X»5A4t l9Xt 15)
             WRITE(6,118)
       118   FORMAT!/  19X,22H6. ANODE NUMBER  _____ t!7X,
            * 18H7. ANODE LEG #  __ )
             WRITE(6,119)ANODE,LEGA
       119   FORMAT('-«-«,35X, I5,33X,I2)
             WRITE<6,122)
       122   FORMAT(/  19Xf22H8. BNODE NUMBER  _____ »17X,
            * 18H9. BNODE LEG #  __ }                                        ;
             WRITE(6,119) BNODErLEGB
             WRITE<6,124)
       124   FORMAT (/  18Xt24H10. ANODE UTM X  _______ t
            * 15X,24H12. BNODE UTM  X  _______ )
             HRITE(6, 125)UTMAX,UTMBX                                        i
       125   FORMAT('+«,34X,F7.2,32X,F7.2)                                  !
             WRITE(6,128)
       128   FORMAT(/  18X,24H11. ANCDE UTM Y  _______ ,
            * 15Xt24H13. BNODE UTM  Y  _______ )
             WRITE(6,125) UTMAY»UTMBY
             WRITE(6,130)
       130   FORMAT(/  !8Xtl7H14. STATE #   .^»t22X,«15. CCLNTY  #   ___ •)
             HRITE(6»131) STATENtCTYN
       131   FORMAT(«+«,31X,I3,36X,I3)
             WRITE(6,136)
       136   FORMATC  • , lOXt 38( IX, •- • ) )
             WRITE(6,138)
       138   FORMATC  • , 3AX, 24HMAXIKLM HOUR :PEAK  VCLUME,12h  INFCRPATICM
             WRITE(6,140)
       1AO   FORMATt/  18Xt'16. DIRECTION ____ 't2X,
            * '18. HOUR  BEGINS _______ •,2X,«20.  VOLUME _____ •)
             MRITE(6t141)AVDIltAVOl2»AMAXHRtAVTICE«AVVCL
       141   FORMAT(*-f*.31XtI2tlXvI2fl8XvF5.2*lXvI2fl3X«l5)
             HRITE(6,1A2)
       IA2   FORMATt/  18X,'17. DIRECTION ____ f,2X,                        ;
            * »19. HOUR  BEGINS _______ •v2Xf*21.  VOLUME _____ •)
             WRITE (6, 141)BVDIl,BVDI2tBMAXHR,BVTIKEtBVVCL                    !
             WRITE(6,136)
             FORMATt/   18X,28H22.  SEGMENT  DISTANCE   ______ f«  KM«)
             WRITE(6,145)  LDIS
       145   FORMATt •+• ,39XtF6.2)
             HRITE(6,148)
       148   FORMATl/   18X.23H23.  ADT  VOLUME   _______ )
                                     A10-6

                                    - 137 -

-------
iV  G LEVEL  21                 NPRINT            DATE = 76160          18/29/44

           WRITE!6,149) ADT                      .                         '•
     149   FORMAT!'+•,33X,I7)
           WRITE<6tl52)
     152   FORMAT!/  18X,26H24. PEAK HOUR PERCENT	,
          * 5X,2eH25. AVERAGE DAILY SPEED  	)
            IF(ADT.EQ.O) GO TO 154
           IF(PKHRP.EQ.O) PKHRP=((AVVOL+BVVCL»/2.)/ACT
           IF(AVDI1.EQ.1) PKHRP=PKHRP*2
           PKHKP=PKHRP*100
     154   WRITE(6,153) PKHRP ,ADASPD
    .153   FORMAT! • + • ,39X,F4.1,' % ',27X,I3,*  KPH«)
           KKITE(6»164)
     164   FORMAT!/  18X,23H26. AM PEAK SPEED    	»• MPH«,4X,
          * 20H27. AM DIRECTION 	)
           WRITE(6,165)AMPKSPtAMDIR
     165   FORMAT(•+•,37X,I3,25X,I3)
           WRITE(6t168)                                                   :
     168   FOR^,AT(/  18X,23H28. PM PEAK SPEED    	t« MFH',4X,
          * 20H29. PM DIRECTION 	)
           WRlTE(6»165)PMPKSPtPMDIR
           WRITE(6t170)
     ).70   FORMAT(/  18X,27H30. A TO B CAPACITY   	,  4X,
          * 27H31. B TO A CAPACITY  	)
           WRITE<6t171)ACPACT,BCPACT
     171   FORMAT(«+«,38X,I6,25X,I6)
           WRITC(6f174)
     174   FORMAT(/  18X,22H32. TRLCK VOLUME   	.  9X,
          * 23H33. TRUCK PERCENT  	)
           IF(ADT.EQ.O) GO TO 177
           IFfTRUKPC.EQ.O.)TRUKPC=(TRUKVL*1.)/ADT
           IFITRUKVL.EQ.O.AND.TRLKPC.GT.O.)TRUKVL=ADT*TRUKPC*.01
     177   TRUKPC=TRUKPC*1CO
     176   WRlTO(6,175)TRUKVLtTRUKPC
     175   FORMAT(»+',35X,I4,28X,F5.2,t ?•)
           WRITE(6tl78)
     178   FORMAT!/  18X,22H34. BUS VOLUME     	t  9X,
          * 23H35. BUS  PERCENT    	)
           IF(ADT.EQ.O)  GO TO 1780
           IFfBUSPC.EQ.O. )BUSPC=(BL'SVL*1.)/ADT
           IF(BUSVL.EQ.O.AND.BUSPC.GT.O.)BUSVL=ADT*BUSPC*.01
     1780  BUSPC=6USPC*100
     179   WRITt(6,175)  BUSVLtBUSPC
           WRITE(6,180)
     180   FORMAT!/  18X»22H36. SPECIAL TOPOGRAPHY.5X,4H	 )
           WRITE(6,181)  SPTOPL
     181   FORMAT!' + »,44X» 14)
           WRITE!6,184)
     184   FORMAT!/   18Xt31H37. CAPACITY  ALTERATIONS
                                   A10-7

                                  - 138 -

-------
N IV G LEVEL  21
186


188


190


192


194

C*
C
             WRITE(6,181 )CPALTL
             WRlTE(6tl86)
             FORMAT!/   18X»31H38
             WRITE(6, 18DSENLUL
             WRITE(6,188)
             FORMATt/   18X.2AH39
             WRITE(6,181)ACTCNT
             WRITE(6,190)
             FORMATt/   18X,31HAO
             WRITE(6,181)PROMOL
             WRITE(6,192)
             FORMAT(/   18X,18H41
             WRITE(6, 181ICHANAL
             WRITE(6t 1-94)
             FORMAT(/   18X,20H42
             WRITE(6,181)  FCLSSL
 NPRINT             DATE = 76160



,  SENSITIVE  LAND USE     	)


.  ACTIVITY  CENTERS    ,3X,4H	


,  PROGRESSIVE MOVEMENT   	)


,  CHANNELIZATIONt9X,4H	)


,  FUNCTIONAL CLASSf7X,4H	)
                                                                  18/29/44
                END OF  SUBROUTINE  NPRINT.
             RETURN
             END
                                     A10-8

                                     - 139 -

-------
IV G LEVEL  21                 GRIDRT            DATE  =  76160          18/29/46

           SUBROUTINE GRIDRT                                         °    ',   ")
     C
     C        SUBROUTINE GRIDRT TESTS  SPECIFIED GRIDS  FCR  LINE  SOURCES      )
     C        CONTAINED IN IT.  OUTPUT CONSISTS OF  THCSE  NEfBER LINE
     C        SOURCES PLUS AN OUTPUT TABLE  CF  VEHICLE  KILCNETERS
     C        TRAVELED PER GRID BY FUNCTIONAL  CLASS.                         )
     C
     C********#*****************************#*****1»*JM*******#**************<*
     C********************************************************************** -,< .
     C        INITIALIZE VARIABLES.
                 *************************************************** **********
           INTEGER GRIDTN                                                    ")
           INTEGER ANODE, LEG A t BNCDE, LEGB t STATEN,CTYN  ,GRICNC
           INTEGER LNKNO, ADT , AVD IR , AMAXHR , AVTIME , A VVCL t BVC I R , BK1 AXHR , BVT I NE t
          * BVVOL,       ADASPD,AMPKSPtAMDIRfPNPKSP,PHDIR                    )
           INTEGER ACPACT,BCPACT,TRUKVL,BUSVL,SPTOPLtCPALTLtSENLUL»ACTCNT,
          * PROfOLtCHANALtFCLSSL
           REAL UTMAX,UTMAY,UTMBX,UTMBY                                    i  "_)
           REAL LDIS.PKHRP
           REAL TRUKPCtBUSPC
           DIMENSION RTNAME(5) ,CRSSTA(5) ,CRSSTB(5)                           3
           DIMENSION VKT(5)
           M = 0
                                                                       *#***< 5*
              PRINT BEGINNING  OF  OUTPUT  FROf  GRIDRT.
           WRITE(6t10)                                                        )
     10    FORMAT! • 1' tlOX, 'OUTPUT  FROM  SUBROUTINE GRIDRT FCLLOUS')
     Q *
     C        TEST FOR THE END  OF  THE GRID  TEST CONTROL CARD FILE.
            IF(GRIDTN.EQ.99999)GO  TO 1000
                     **************
                                  A10-9

                                  -  140 -

-------
N IV G LEVEL  21                 GRIDRT            DATE =  76160          18/29/44

       C o       PRINT HEADER.
             WRITE(6t26) GRIDTN
       26    FORMAT( • l'//10X,«THE FOLLOWING LINKS ARE  IN GRID  NUNBER«,I8  // )  ')
             IFIM.GT.1 ) GO TO 40
       C        READ RECORD FROM ROADWAY INVENTORY FILE.
       27    READ! ISW,30,END = 900)
            *            ANODE, LEGA,BNODE,LEGB,UTfAX,UTMAY,L:TMBX,UTMBY,        ")
            * STATENfCTYN , GR IDNO , ( R TNAME U ) , J=l , 5 ) , (CR SST A ( J ) , J = l , 5 ) ,
            *            (CRSSTBl J) , J=l,5) tLNKNO ,
            * LDIS, ADT,PKHRP,AVDIR,ANAXHR,AVTIME,AVVCL, BV DIP, BMAXHR,EV TIME,   }
            * BVVCLt       ADASPD,AMPKSP,AMDIR,PKPKSP,PPCIR,
            * ACPACT,BCPACT,TRUKVL,
            *               TRUKPCtBUSVLtBUSPCt SPTOPLt CPALTL ,SENLUL,          )
            * ACTCNT, PROMOLtCHANALtFCLSSL
       30    FORMAT ( I 5 » 1 1, I 5, 1 1 , AF5. 1 , 1 1 » 12 , I 5,5 A4, 5A4 ,
            *        5AA,I6,FA.2,l6,F2.2»I2tIA»Il,IA,I2,IAf I 1 , 14, AX ?2X , I 2, I 2,  >
            * IltI2,Il,6X,
            *        15,15, I4tF2.2tI4tF2.2t7I!)
       C        TEST IF LINK  IS IN GRID TO  BE  TESTED  FOR.
       C**** ** * *********** ****#$*$* * #**#«#*******«**## 44 «4<«4*«« 4* *** 4 «4«4 *****
       40    IF(GRIDTN.EQ.GRIDNO)GO TO 50                                      ~)
             IF(GRIDTN.LT.GRIDNO) GO TO 900
             GO TO 27
       C        WRITE LINKS THAT ARE  IN  TESTED GRIDS.
       £«****#**«**$***# «««««# ********* #*********$*** *
       50    WRITE(6?51)LNKNO, (RTNAME( J) tJ=lt 5) t (CRSSTAJ J) ,J=1,5),             )'
            «= (CRSSTBt J),J = 1,5) »ADT,LDIS,FCLSSL
       51    FORMATC • , 2X , I 6t 2X, 5A4 ,2X,5A4,2X ,5A4,2X , I 7 ,2X , F6.2 , 2X , 12 )
             IUTMA=UTMAX*10                                                    |
             IUTMB=UTMAY*10                                                  '  "
             IUTMC=UTMBX*10
             IUTMC=UTMBY*10                                                    ^
             IDIS=LDIS*100
             IPKHR=PKHRP*100
             ITRUCK = TRUKPC*100                                                 ~)
             IBUSP=BUSPC*100
             WRITE(12,81)
            *            ANODE, LEGA,BNODErLEGB,ILTMAf IUTKE,IUTMC,IUTKC,        )
            * STATEN,CTYN ,GR IDNO, ( RTNAME ( J ) , J=l ,5 ) T (CPSST A ( J ) , J=l , 5 ),
            *            (CRSSTBt J) , J=l,5) ,LNKNO  ,
            * IDIStADTt IPKHR, AVOIR, A^AXHR ,AVT I ME , AVVCL , BVC I R , BMAXHR, BVT INE ,   1
            * BVVOL,       ADASPD,AMPKSP,AMDIR,PNPKSP,FNCIP,
            * ACPACT,BCPACT,TRUKVL,
                                                                             .  J
                                     A10-10

                                     - 141  -

-------
IV G LEVEL  21                 GRIDRT            DATE = 76160          18/29/44

          *               ITRUCK,BLSVL,IBUSP,SPTCPL,CPALTLt SENLUL,           )
          * ACTCNT, PROMOL,CHANAL,FCLSSL
     81    FORMAT! 15, II, 15,11,415  , I 1 , I 2 , I 5 , 5A4 , 5 A4 ,
          *       5A4,I6,I4  ,16,12  , I 2 , 14 , 1 1 , 14 , 12 , 14 , 1 1 , 14 ,4X , 2X , I 2 , I 2,   )
          * lit 12, II, 6X,
          *       15,15, 14, 12  , 14,12  ,71 1)
           ISAVE1=ISAVE1+1                                                   ")
           SAVE1 = SAVEH-LDIS
           VKT(FCLSSL)=VKT(FCLSSL)+(ADT*LDIS)
           GO TC 27                                                          )
     900   CONTINUE
     C        PRINT TOTALS OF VKT BY FUNCTIONAL CLASS.
           WRITE(6,910) ISAVE1,GRICTN,SAVE1
     910   FORMATCO',  10X, 'THERE ARE*, 18, • LINKS  IN  GRIC  NUMBER', 18,    .   }
          * /12X, 'THESE LINKS ACCOUNT FOR  »,F8.2,'  KILOMETERS  CF  ROACWAYM
           VKTT=VKT( 1 )+VKT( 2)+VKT( 3 ) +VKT< 4 ) +VKT ( 5 )
           WRITE(6,920)VKTT                                                  )
     920   FORMATC/   12X, 'THERE ARE ',F10.2,' VEHICLE  KILCMETERS  ',
          *  'TRAVELED (VKT) IN THIS GRID')                               :
           WRITE(6,930)  ( VKT( J ) , J = 1 , 5 )                                   :   ^)
     930   FORMATt/ 20X, 'FREEWAY  VKT =  ',  F10.2,  /
          * 20X, 'PRINCIPLE ARTERIAL VKT =  «,F10.2  ,/
          * 20X, 'MINOR ARTERIAL VKT = «, F1C.2,  /                            ~)
          * 20X, 'COLLECTOR VKT = ', F10.2,/
          * 20X, 'LOCAL VKT = ',  F10.2)
           GO TO 15                                                       :    )
     1COO  CONTINUE
           REWIND*                                                        :
              PRINT END OF OUTPUT FROM GRIDRT.
           WRITE (6, 1C10)                                                      )
     1010  FORf-'AT( • 1 «, 10X, 'END OF OUTPUT  FROM  SUBROUTINE  GRIDRT')
              END OF SUBROUTINE GRIDRT.                                      )
           RETURN
           END                                                               }
                                   A10-11

                                   142 -

-------
FORTRAN IV G LEVEL   21
                           LINKRT
           DATE  =  76160
ii/:
 0001
      SUBROUTINE  LINKRT
£********#*****$*****************************4****444******4***4****X
             c
             c
         SUfROUTINE  LINKRT  TESTS
         THE ROADWAY  CATA  FILE.
FOR SPECIFIC LINE  SCLRCES FRCN
 0002
 0003
 0004

 0005

 0006
 0007
 0008
 0009
 0010
 0011
 0012
 0013
 0014
 0015
 0016
 0017
 0018
 0019
 0020
                *******#*******#**>;•. *^*#************************«*****X
               *****:**************** **************************#******<
          INITIALIZE  VARIABLES.
                     ****************$*********44*44*4*****4*****4**4i<
       NTtGER  LINKTM
       NTEGER  ANODE,LEGA,BNODE,LEGR,STATFN,CTYN  ,GRICNC
       NTEGER  LNKNOt ACTtAVDIRf A«AXHR,AVTIfEf ftWCUBVCIRf BMXHRf PVTIH
       BVVOL,        ADASPD,AN!PKSPfANlDlR,PNPKSFtFKCIP
       NTEGER  ACPACT,BCPACT,TRUKVL,BUSVL,SPTCPL,CPALTL,SFNLUL,ACTCNT.
       PRC^CL.CHANALtFCLSSL
       EAL UTMAX,UTMAY,UTMBX,LTMBY
       EAL LDIS,PKHRP
       EAL TRUKPC,BUSPC
       IN EN SI ON  RTNAMF(5),CRSSTA(5),CRSSTB(5)
       ATA YES/'YES*/
       AVE2=0
       SAVE2=C
       AVE3=0
       *******************************4******4***4 44 4 4 *********444**>
          INITIALIZE  READER  DEVICE FQR ROADWAY INVENTORY  FILE.
                    *****************>»*4*********4***«***********4***X
                     *********444*44>

                     ***************<


                     CLLOVsS'  /////)
                     * ********* 44*444

                     ************** *n



                     ********** 44 * 4*<
                     RC  FILE. .
                     44*******444*44>

                     44*************^

                     *4*44*******4* 4>

                     TVBX,UTMEY,
                     J)tJ = l,5) ,
                    **********************************
C        PRINT  BEGINNING  OF  OfTPUT FRQV LINKRT.
r ********«********************************#**********
      W R I T £ ( 6 t 1 0 )
10    FORMAT( • 1 ', 10X, 'OUTPUT FROM SuBRCUflNE LINKRT  F
Q**************************** ******************* *****
C        READ  LINK  TEST CONTRCL CARD.
.; *************** ******#*#*********#******************
15    REAC(5,25 )L INKTN, FORM
25    FOR!"1AT( 15, A3)
£***#*#*#***$**#*********:********************** **444 «
C        TEST  FOR THE  END OF THE LINK TEST CONTROL C*
      IF(LINKTN.EQ.9<;S<39)GO  TO ICCO
Q************************************* ********** 4*44*
C        READ RECORD  FROM  ROADWAY INVENTORY FILE.
(^****************:*t*;***#******;***:******* *********** ***
27    kEAC( ISw, 30tEND=lCOO)
     *            ANODE,LEGA,8NODE,LEGB,UTVAXfUTKAY,L
     * STATEN, CTYN  ,GR IDNC , ( RTN AME ( J ) , J= 1 , 5 ) , ( CR SST A (
                                      A10-12


                                      -  143 -

-------
                                                                .
IV G LEVEL  21                 LINKRT             DATE  =  76160         18/29/44
     15    READ(5,25 )LINKTN,FORM
     25    FORMATC 15, A3)
              TEST FOR THE END OF  THE  LINK  TEST  CONTROL  CARD FILE.
              **************************
           IF(LINKTN. EG. 99999)00 TO  1000
           **$$****$*#$*#**+ t* $$****+ ***
     C        READ RECORD FROM ROADWAY INVENTORY FILE.
     27    READ( ISW,30,ENO=1000)
          *            ANODE, LEGA,BNODE,LEGR,UTMAX,UTP AY ,LTMBX ,UTMBY ,
          * STATEN,CTYN , GR I DNO , ( RTNAME ( J ) , J = l , 5 ) , ( CR SST A ( J ) , J = l t 5 ) ,        ~)
          *            (CRSSTBt J) , J=l,5) ,LNKNC  ,
          * LDIS,ADT,PKHRP,AVDIR,AMAXHR,AVTIME,AVVCL,BVCIR,EMAXHR,BVTIME,
          * BVVCL,       ADASPD,AMPKSP,AMDIRtPPPKSP,PPDIR,                   )
          * ACPACT,BCPACT,TRUKVL,
          *               TRUKPC,BUSVL,BUSPC,SPTCPL,CPALTL,SENLUL,
          * ACTCNT, PROMOL,CHANAL,FCLSSL                                     ')
     30    FORMAT! I5t lit I5tIlf4F5.1tIlfI2tI5t5A4t5A4f
          *        5A4fI6tF4.2tI6tF2.2tI2tI4tIltI
-------
IV G LEVEL  21                 LINKRT            DATE = 76160          18/29/44

          * STATENtCTYN ,GR I DNO, ( RTNAME ( J ) , J=l ,5 ) , ( CRSST A ( J ) , J=i , 5 ) ,      ,   }
          *            (CRSSTB( J) , J=1,5),LNKNO ,
          * ID IS, ADT,IPKHR,AVDIR,ANAXHR, AVTIME,AVVCL , BVC I P , BMAXHR , EVTIVE,
          * BVVCLf       ADASPDfAMPKSPt AMD I R , PHPKSP, PMC I R ,                   )
          * ACPACT,BCPACT,TRUKVL,
          *               ITRUCK,BUSVL,IBUSP,SPTOPL,CPALTL,SENLUL,
          * ACTCNT, PROMOLtCHANAL,FCLSSL                                     >
     81    FORMAT( 15,11, I5t 11,415  , 1 1 , 12 , I 5 t 5 AA , 5A4 ,
          *       5AA»I6,I4  ,16,12  , I2tI4,Il,I4.l2,l4,Il.I4,4X,2X,I2,I2,
          * IltI2t'Il,6Xf                                                     >
          *       15,15,14,12  ,14,12  ,711)
           SAVE2=SAVE2+LDIS
           SAVE3=SAVE3+( ADT*LDIS)                                             ')
           GO TO 15
     1000  COiMTlNUE
     C        PRINT END OF OUTPUT FROM LINKRT.
     Q**;
-------
IV G LEVEL  21                 NETSRT             DATE  =  76160          18/29/44

           SUBROUT INE NETSRT                                                 1
     £ + **********##* *#*#*** + ******4**#***4****** ******* ************************
     C                                                                    :
     C        SUBROUTINE NETSRT PERFORMS  A  SERIES CF  SEQUENTIAL TESTS OF    )
     C        PRESENCE OF NETWORK RELATED ATTRIBUTES.   THE  TESTS TO
     C        BE USED ARE SPECIFIED BY  THE  LSER  OK THE CCNTROL CARD.
     C                                                                       1
                             *4*************#**************4*** ***********'»***
                        tit************.***************************************
              INITIALIZE VARIABLES.                                          )
                             **** + *****:*#**:*+****************.*****************
           INTEGER ANODEtLEGA,BNCDEtLEGB,STATEN,CTYN  ,GRICNC
           INTEGER LNKNO,ADT,AVDIR,AMAXHR,AVTIME,AVVCL,BVCIR»BMAXHR,eVTIMEt )
          * BVVOL,       ADASPD,AMPKSPtAMDIR,PMPKSPtFMDIR
           INTEGER ACPACT,BCPACT,TRUKVL,BUSVL,SPTOPL,CPALTLtSENLUL»ACTCNT,
          * PROMCL,CHANAL,FCLSSL                                             .")
           REAL UTMAX,UTMAY,UTMBXtL'TMBY                                  '.
           KEAL LDIS.PKHRP
           REAL TRUKPC,BUSPC                                                 1
           DIMENSION RTNAME(5) ,CRSSTA(5) tCRSSTB(5)
           INTEGER ADTLW,ADTHI,STATEC(3),CTYNO(13)t S PTC PC ( 5 J , CP ALTC ( 6 ) ,
          * SL:NLUC(8),ACTCNC(6)                                              ')
           REAL XSUB1,XSUB2,YSUB1,YSUB2                                   :
           INTEGER PROMOC(5) ,CHANAC(2) tFCLSSC(6l t           PKSPDH,
          * PKSPCL,TRKVHI,TRKVLW,BL'SHI,BUSLW                                '3
           REAL LDISH,LDISL»VOCHI tVOCLW
              PRINT  BEGINNING  OF  OUTPUT  FROM NETSRT.                         )
           WRITE(6tlC)
     10    FORMATl • 1'tlOXf 'OUTPUT  FROM SUBROUTINE NETSRT FOLLOWS1)           )
     C         INITIALIZE  READER  DEVICE  FOR ROADWAY IKVENTCPY FILE.
           *#***
           ISC=5
              READ  IN  CONTROL  CARD
     11    SAVE 3 = 0
           ISAVE3=0
           REAUl ISCt25tEND=1000)CC^f ADTLW, ACTH I »XSUB 1 t XSUB2 » YSUB1 » YSUB2 t
          *  (STATEC(J),J=i,3),(CTYNO( J ) , J=l » 13 ) , ( SPTCPC ( J) ,J=1,5)»
          *  (CPALTC( J) ,J = lt6) »  ( SENLUCl J) ,J = 1,8),  ( ACTCNC ( J J t J = l t6 )
     25    FORMAT( A3fI6, 16 ,^F5 . 1 , A 1 1 1 , AX )          .
           READ(ISCt26)  ( PROMOC ( J ) t J=l t 5 ) ,  (CHANAC ( J ) t J=i ,2 ) » ( FCLSSC ( J ) t
          *  J=l, 6),  LDISH,LOISL,PKSPr>H,PKSPDLt TRKVHI ,TRKVLW»
                                   A10-15

                                  - 146 -

-------
1  IV G  LEVEL   21                  NETSRT             DATE  =  76160         18/29/44

           *  BUSHI,BUSLW»VOCHI ,VOCLW                                       :   ')
       26    FORMAT( 13Ilt 2F4.2t2I2,2I4,2I3t2F3.2)
       C         INITIALIZE  VARIABLES  USED  IN PRINTING WHAT IS ANC IS NCT TESTF).
             A=l
             B = 0
                WRITING THOSE  LINK  PARAMETERS TESTED FCR.
             WRITE(6,14)
       14     FORMATl • l',////2X,'THE FOLLOWING LINK CHARACTER I ST I C ( S )  TESTED
            * »  'FOR.'///)
       15     IF(A.EQ.l.AND.ADTHI.NE.C)  GO TO 16
             IFU.NE.l.AND.ADTHI .EG.C)  GO TO 16
             GO  TO  17                                                          )
       16     PRINT  500tADTLW,ADTHI
       17     IF(XSUB1+XSUB2+YSUBH-YSUB2.EQ.O.AND.A.EQ. 1 )  GC TO 19
             IF(XSUB1+XSUB2+YSUB1+YSLB2.NE.O.AND.A.EC.O)  GC TO 19             1
             GO  TO  18
       18     PRINT  501t XSUBltXSUB2tYSUBl,YSUB2
       19     IF(STATEC( D.EQ.A)  PRINT 505                           '        '  ')
             IF(STATEC(2).E«.A)  PRINT 506
             IF(STATEC(3).EO.A)  PRINT 507
             IF(CTYNOd) .EQ.A)  PRINT 510                                      '}
             IF(CTYNO(2).EQ.A)  PRINT 511
             IF(CTYNO( 3) .EQ.A)  PRINT 512
             IF(CTYNO( A). EQ.A)  PRINT 513                                    '•.  >
             IF(CTYNO( 5) .EQ.A)  PRINT 514                                    i
             IF(CTYNO( 6). EQ.A)  PRINT 515
             IF(CTYNO(7) .EQ.A)  PRINT 516                                    I  )
             IF(CTYNO(8J .EQ.A)  PRINT 517
             IF(CTYNO(9) .EQ.A)  PRINT 518                                    j
             IF(CTYNO( 10). EQ.A)   PRINT 519                                    )
             IF(CTYNO( 11). EQ.A)  PRINT 520
             IF(CTYNO( 12). EQ.A)  PRINT 521                                   i
             IF(CTYNO( 13J.EO.A)  PRINT 522                                     3
             IF(SPTOPC( D.EQ.A)  PRINT 530
             IF(SPTOPC(2).EQ.A)  PRINT 531
             IF(SPTOPCm.EQ.A)  PRINT 532                                   '.  >
             lF(SPTnPC(4).EQ.A)  PRINT 533
           >  IF(SPTOPC(5).EQ.A)  PRINT 53A
             IF(CPALTC(1 ).EQ.A)   PRINT 540                                    J
             IF(CPALTC(2).EQ.A)  PRINT 541
             IF(CPALTC(3).EQ.A)  PRINT 542
             IF(CPALTC(4).EQ.A)  PRINT 543               .                      )
             IF(CPALTC(5).EQ.A)  PRINT 544
             IF(CPALTC(6).EQ.A)  PRINT 545
                                                                              J
                                    A10-16
                                                                               ^

                                    - 147  -

-------
i. V  G  LEVEL   21
                    NETSRT
            DATE  = 76160
                              18/29/44
     28
     .30
     35
     40
     45
     50
     55
     60
     65
     70
IF(SENLUC(1
IF(S£NLUC(2
IF(SENLUC(3
IF(SENLUC(4
IF(SEfMLUC(5
IF(S£NLUC(6
IF(SENLUC(7
IF(SENLUC(8
IF(ACTCNC(1
IF{ACTCNC(2
IF(ACTCNC(3
IF(ACTCNC(4
IF(ACTCNC(5
IF(ACTCNC16
IF(PROMOCU
IF(PROMQC(2
IF(PROMOC(3
IF(PRCMOCU)
IF(PROMOC(5
IF(CHANAC(1
IF(CHANAC(2
IF(FCLSSC(1
IF(FCLSSC(2
IF(FCLSSC(3
IF(FCLSSC(4
IF(FCLSSC(5
IF(FCLSSC(6
IF(A.Ell.LAND
IFCA.NE.l
GO TC 30
PRINT 610,  LDISL.LDISH
IF(A.EQ.l.AND.PKSPDH.NE.O)
IF(A.NE.l.AND.PKSPDH.EQ.O)
GO TC 40
PRINT 620,  PKSPDL, PKSPDH
IF(A.EQ.l.AND.TRKVHI.NE.O)
IF(A.NE.l.AND.TRKVHI.EQ.O)
GO TC 50
PRINT 630,  TRKVLW,TRKVHI
IF(A.EQ.l.AND.BUSHI.NE.C)
IF(A.NE.l.AND.BUSHI.EQ.O)
GO TC 60
PRINT 640,  BUSLW, BUSHI
IF(A.EQ.l.AND.VOCHI.NE.C)
IF{A.NE.l.AND.VOCHI.EQ.O)
GO TC 70
PRINT 650,  VnCLW, VOCHI
CONTINUE
J.EQ.A)
J.EQ.A1
J.EQ.A]
J.EQ.A]
J.EQ.A]
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
J.EQ.A
I.EQ.A
J.EO.A
J.EQ.A
J.EQ.A
J.EQ.A
J^EQ.A
ND.LDI
ND.LDI
PRINT 560
PRINT 561
PRINT 562
PRINT 563
PRINT 564
PRINT 565
PRINT 566
PRINT 567
PRINT 570
PRINT 571
1 PRINT 572
1 PRINT 573
1 PRINT 574
J PRINT 575
1 PRINT 580
1 PRINT 581
1 PRINT 582
) PRINT 583
) PRINT 584
J PRINT 590
J PRINT 591
PRINT 600
PRINT 601
PRINT 602
PRINT 603
PRINT 604
) PRINT 605
SH.NE.CJ GO TO 28
SH.EC.C) GO TO 28
 GO
 GO
 GO
 GO
 TO 35
 TO 35
 TC 45
 TO 45
GO
GO
GO
GO
TO 55
TO 55
TO 65
TO 65
                                   A1Q-17

                                   - 148  -

-------
IV G LEVEL  2.1                 NETSRT            DATE =  76160          18/29/44

     71    FORMAT ANCDE , LEGA ,BNCDE» LEGB tUTV AX ,UTN AY ,UTMBX »     )
          * UTMBY,STATEN,CTYN,GRIDN'0,
          * (RTNAMEt J)t J=l» 5) ,(CRSSTA( J),J=1,  5),
          *             (CRSSTB( J) ,J=1, 5) t                                  >
          *                       LNKNOtLDIS»ADT,PKHRP,AVCIR, AKAXHR.AVTIMEt
          * AVVOL,BVDIR, BMAXHR , BVT IME , BVVOL ,       AD ASPC f AMPKSP , AMD IR ,
          * PMPKSP,PMDIR»                                                    ">
          *             ACPACT,3CPACT,TRUKVL,TRUKPC,EUSVL,EUSPC»SPTCFL,
          * CPALTLtSENLULt ACTCNT , PROMOL tCHAN AL t FCLSSL
     82    FORMAT( I5f lit 15, I1.4F5. It lit I2» I5,5A4,5A4,                        ^
          *       5A4t I6rF4.2t I6tF2.2t I2«I4tIltI4tI2ti4tIitI4»4X*2Xf I2tI2f
          * lit 12, II, 6X,
          *       15,15, I4,F2.2,I4,F2.2,7I1)                               '
              INITIALIZE VARIABLES.
           ISTATE=0
           ICTYNC=0
           ISPTOP=0
           ICPALT=0
           ISENLU=0
           IACTCN=0
           IPROMO=0
           ICHANA=0
           IFCLSS=0
           ISPD^D^O
     C  TESTING FOR ADT.                                                      )
     ^«****#*<.********Xt ********************** **********************************
     100   IF(ACTHI.EQ.O) GO TO  105
           IF( ADT.GE.ADTLW.AND.ADT.LE.ADTHI )  GO  TO 105                    ,   }
           GO TO 75
                                   A10-18


                                   -  149 -

-------
IV G LEVEL  21
                          NETSRT
                                             DATE  =  76160
C  TESTING FOR COORDINATES.
105
IF(XSUB1+XSUB2+YSUB1+YSUB2.EQ
lF(UTMAX.LT.XSUB1.0R.UTt*AX.GT
            XSUfll.OR.LTMBX.GT
            YSUB1.0R.UTVAY.GT
lF(UTMt3X.LT
IF(U1MAY.LT
                              O) GO  TO  110
                              XSUB2) GO TO
                              XSLB2)
                              YSUB2)
IF(UTMRY.LT.YSU81.0R.UTMBY.GT.YSUB2)
GO TO 110
                                                 GC
                                                 GO
                                                 GO
                                              TC
                                              TO
                                              TC
                                                  75
                                                  75
                                                  75
                                                  75
                                                                  18/29/44

                                                                        )
                                                                        **

                                                                        )


                                                                        )
   TESTING FOR STATE.
                                                            *******
110   STATEN=STATEN+1
      DO 111 J=l,3
111   ISTATE=ISTATE+STATEC( J)
      IF( ISTATE.EQ.O) GO TO  115
      IF(STATEC(STATEN).EQ.1) GO TO  115
      GO TO 75
   TESTING FOR COUNTY.
115

116
          = CTYN-»-l
      DO 116 J=l,13
      ICTYNO=ICTYNO-»-CTYNO( J)
      IF( ICTYNO.EQ.O) GO  TO  120
      IF(CTYNO(CTYN) .EQ.l ) GO  TO
      GO TG 75
                                  120
   TESTING FOR  SPECIAL  TOPOGRAPHY.
                                                                         )
120
121
      SPTOPL=SPTOPL+1
      DO  121  J=i,5
      ISPTOP=ISPTOP+SPTDPC(J)
      IF(ISPTCP.EQ.O)  GO  TO 125
      IFJSPTOPC(SPTOPL).EQ.l)  GO TO 125
      GO  TO  75
C  TESTING FOR  CAPACITY  ALTERATIONS.
125   CPALTL=CPALTL+1
      DO 126 J= 1,6
126   ICPAL T=1CPALT*CPALTC( J)
      1F( ICPALT.EQ.O) GO TO  130
      IF(CPALTC( CPALTD.EO.l ) GO
      GO TO 75
                                   TO 130
C  TESTING  FOR  SENSITIVE  LAND USE.
Q**^********************
130    SENLLL=SENLUL-H
                                                                         )
                                                                         **

                                                                         )



                                                                         )

                                                                         ^
                                                                         )
                              A10-19

                               150 -

-------
I  IV G LEVEL   21                  NETSRT            DATE = 76160         18/29/44

             CO  131  J= 1.8                                                     0
      131    ISENLU=ISENLU+SENLUC< J)
             IF( ISENLU.EQ.O)  GO TO  135
             IFISENLUC(SENLUL).EG.l)  GO TO 135                                 >
             GO  TC  75
      C   TESTING  FOR  ACTIVITY CENTERS.                                       ')..
       135    ACTCNT=ACTCNT+1
             DO  136  J=l,6                                                     >
       136    IACTCN=IACTCN+ACTCNC( J)
             IF( IACTCN.EQ.O) GO TO  140
             IF(ACTCNCUCTCNT) .EQ.l)  GO TO 140                                ^
             GO  TO  75
       £**#***$#*$*#4:4i*4:4t4:4i4:4,$4:#******i#**4< ********* ***************************4*
       C  TESTING  FOR PROGRESSIVE MOVEMENT.                                    )
       tt*************^************************************* ************ 4 ******
       140    PROMCL=PROMOL+1
             DO  141  J» I, 5                                                      >
       141    IPRCNC=IPROMO + PROMOC( J)
             IF( IPROMO.EQ.O) GO TO  145
             IF(PRCMOC(PROMOL) .EG.l)  GO TO 145                                 >
             GO  TO  75
       C$* *#******* ************************************************************
       C  TESTING  FOR CHANNELIZATION.                                         '
       145    CHANAL=CHANAL+1
             DO 146 J=l,2
       146    ICHANA= ICHANA+CHANACf J)
             IF( ICHANA.EQ.O) GO TO 150
             IF(CHANAC(CHANAL) .EQ.l) GO TO 150
             GO TO 75
       C   TESTING FOR FUNCTIONAL CLASS.                                        ^
       Q*^A************^********4********* ****************«************«****«<<*
       150   FCLSSL=FCLSSL+l
             DO 151 J=l,6                                                      _)
       151   IFCLSS=IFCLSS*FCLSSC( J)
             IF( IFCLSS.EQ.O) GO TO 155
             IF(FCLSSC(FCLSSL ) .EQ.l) GO TO 155                                 |
             GO TO 75
        155    CONTINUE
       C   TESTING FOR DISTANCE.
       160    IF(LDISH.EQ.O) GO TO 165
             IF(LCIS.GE.LDISL.ANC.LDIS.LE.LDISH) GO  TO  165
             GO TO 75
                                     A10-20


                                     - 151 -

-------
                                             .
W G LEVEL  21                 NETSRT            DATE  =  76160          18/29/44
     C  TESTING FOR SPEED DIFFERENCE OF AVERAGE DAILY  SPEED  MINUS
     C     .    PEAK SPEED.
     j;******* **»*****#** ********************************=»*****
     165  . ISPEED=ADASPD-AMPKSP
           IF(PKSPDH.EQ.O) GO TO 175
           IF( ISPEED.LE.PKSPDH.AND.ISPEED.GE.PKSPDL) GC  TC  170
           GO TC 75
     170   JSPEED=ADASPD-PMPKSP
           IF( JSPEED.LE.PKSPDH.AND.JSPEED.GE.PKSPDL) GC  TC  175
           GO TO 75
     C  TESTING FOR TRUCK VOLUMES.                                           ")
     175   IF(TRKVHI .EQ.O) GO  TO  185
           IF(TRUKVL.EQ.O) GO  TO  180                                         ')
           IF(TKUKVL.LE.TRKVHI.AND.TRUKVL.GE.TRKVLVi)  GO  TC  185
           GO TO 75
     180   IF(TRUKPC*ADT.LE.TRKVHI . AND. TRUKPC*ADT.GE . TRKVL V» )GC TC 185       ")
           GO TC 75
     C  TESTING FOR BUS VOLUMES.                                             ")
     185   IF(BUSHI.EQ.O) GO TO  195
           IF(BUSVL.EQ.O) GO TO  190                                          *)
           iF(BUSVL.LE.BUSHI.AND.BUSVL.GE.BUSLVt)  GC  TC  195
           GO TO 75
     190   IF(BUSPC*ADT.LE.BUSHI.AND.BUSPC*ADT.GE.BUSLW)  GC TO 195          '_)
           GO TO 75
     C  TESTING FOR V OVER C.                                                "}
     195   IF(VCCHI.EQ.O)  GO  TO  225
           IF( ACPACT .EQ.OoAND.AVVOL.EO.O)  GC  TC  75                          )
           IF(ACPACT.EQ.O)     GO  TO  199
           IF( AVCIR.EQ.25)  GO TO 196
           IFl AV VOL. EQ.O) AVVOL=PKHRP*ADT /2                                  y
           IF( AVVOL. EQ.O. AND. PKHRP.EQ.O)AVVCL=.l*ACT/2
           SAVEA=FLOAT(AVVOL) /FLOAT (ACPACT)
           IF(SAVEA.LE.VOCHI.AND.SAVEA.GE.VCCLW)  GC TO 205                  )
           GO TO  75
     196   SAVEA=FLOAT(AVVOL)/FLCAT(ACPACT)
           IF(SAVEA.LE.VOCHI.AND.SAVEA.GE.VOCLW)  GC TO 225                  )
           GO TC  75
     197   FORMATC  • , 5X , I 5 , 5X, I 5 » • ***ERROR*** • ,  • DIVISICN BY ZERC ATTENPTE
          *D«)
               DIVISION  BY  ZERO  ERRCR  ROUTINE.
                                                                             J

                                   A10-21


                                   - 152 -

-------
»V  C, LEVEL  21                 NETSRT            DATE = 76160          18/29/44
     199   PRINT 197,LNKNO
           GO TC 75
     205   IF(BCPACT.EQ.O.AND.BVVOL.EO.O) GC TO 75
           IF(BCPACT.EQ.O) GO TO 1S9
           IF(BVVOL.EQ.O) B VVOL=PKHRP*AD T/2
           IF(BVVOL.EQ.O.AND.PKHRP.EQ.O) BVVOL=. 1* AD T/2
           SAVEP=FLOAT(BVVOL)/FLOAT(BCPACT)
           !F(SAVEB.LE.VOCHI.AND.SAVEB.GE.VOCLfc) GC TO 225
           GO TO 75
              WRITING THOSE LINKS THAT PASSED.
           *^ ****************************************=»<*******#****#>»******)*
     225   WRITE(6,230) LNKNOt ( RTNAME( J) « J=.i t5 ) , ( CRSSTA ( J ) * J= 1 ,5 ) ,
          * (CRSSTB( J) ,J=1,5),ADT,LDIS
     230   FORKATC • , 16 t AX, 5AA, 4X t 5A^,4Xf 5AA , 2Xt I 7t 2X , F6 . 2 )
           IUTKA=UTMAX*10
           !UTMe=UTMAY*10
           IUTMC=UTMBX*10
           IUTMC=UTMBY*10
           IDIS=LD1S*100
           !PKHR=PKHRP*100
           ITRUCK=TRUKPC*100
           ibusp=auspc*ioo
          *            ANODEfLEGA,BNODE,LEGBtIUTKA, lUTMBt lUTMCtlUTMC,
          *       STATEN,CTYN,GRIDNO,
          * (RrNAME(J),J=l, 5) »(CRSSTA( J) t J=l,  5),
          *          •'•  (CRSSTB( J) ,J=U 5)«LNKNO,
          * fDlS.ADT tIPKHR,AVDlRtAMAXHR,AVtIMEtAVVOLfBVCIP»BMAXHRtBVTIME,
          *                           BVVOLt        ADASPCtAMPKSPtAMCIRf
          * PMPKSP,PMDIRf
          *             ACPACT,BCPACT,TRUKVL,ITRUCK,eUSVL,IBUSF,SPTCFL,
          * CPALTL,SENLUL,ACTCNT,PROMOLtCHANAL»FCLSSL
           FORN.AT( 15,11, 15,11,415  »I1,I2, i5,5A4,5A4,
          *       5AA,I6,IA   ,16,12   , 1 2 , 1 4 , 1 1 , 14 , 12 , 1 A , 1 1 , 14 , AX , 2X , I 2 , I 2,
          * II, 12, I 1,6X,
          *       15, 15, 14, 12   ,14,12  ,711)
           1SAVE3MSAVE3 + 1
                        ADT*LDIS)
           GO TO 75
     250   REWIND*
           WRITE(6,255) ISAVE3,SAVE3
     255   FOHMAT(/////10X, 'THERE ARE  *,I8,'  LINKS  THAT  NEET THE AECVE •
          *, 'PARAMETERS TESTED'/ 12X, 'THESE LINKS  ACCOUNT  FCR ',F8.2,
          * • KILOMETERS OF ROADWAY')
           WRITE(6,260) SAVEA
                                   A10-22

                                   - 153 -

-------
IV G LEVEL  21
NETSRT
DATE = 76160
18/29/44
     260   FORMAT!/ 12X, 'THESE LINKS ACCOUNT FCR . * *F 12 .2 t •  VEHECLES  •
          * , 'KILOMETERS TRAVELED  (VKT)'J
           GO TO 11
     1COO  CONTINUE
              PRINT END OF OUTPUT FROM NETSRT.
           WRITE<6, 1010)
     1010  FORMAT( • !• , 10X, 'END OF OUTPUT  FRCM  SUBROUTINE  NETSRrM
C
c****
500
501
FORMATING
#**#*$******##
FORMATt '
FORMATl •
FOR PARAMETERS TO BE AND NCT TC BE TESTED FOR.
************##***«»***#*****#**«*#****#«******)
ADTHi: AVE. DAILY TRAFF 1C • t 5X , 17 , • TO «,I7)
XSUB1= • tF5.1t2Xt*XSLB2- ' ,F5 . 1 »5X , 'YSUB 1= ',
* F7.1,2X, 'YSUB2= «,F7.1)
505
506
507
510
511
512
513
514
515
516
517
518
519
520
521
522
530
531
532
533
534
540
541
542
543
544

545

560
561
562
563
FORMATC
FORMATt '
FORMATC
FORMATC
FORMATt '
FORMATt •
FORMATC
FORMATt •
FORMATC
FORMATC
FORMATt '
FORMATt '
FORMATC
FORMATt •
FORMATC
FORMATC
FORMATC
FORMATC
FORMATC
FORMATC
FORMATC
FORMATC
FORMATC
FORMATt •
FORMATC
FORMAT C
STATEC(l): TEST FOR NOT PRESENT')
STATEC{2): TEST FOR MISSOURI')
STATEC(3): TEST FOR ILLINOIS')
CTYNOt 1) TEST FOR UNKNOWN')
CTYNO(2) TEST FOR ST. LOUIS CITY')
CTYNO<3) TEST FOR ST. LOUIS CCUNTY')
CTYNOt4) TEST FOR ST. CHARLES CCtNTY')
CTYNO(S) TEST FOR JEFFERSCN CCUNTY')
CTYNO(6) TEST FOR FRANKLIN CCUNTY')
CTYN017) TEST FOR BOND COUNTY')
CTYNO(8) TEST FOR CLINTON CCUNTY')
CTYNO(9) TEST FOR MADISON CCUNTY')
CTYNOt 10)
CTYNOt 11)
CTYNOt 12)
CTYNOt 13)
SPTOPC(l)
SPTOPC(2)
SPTOPC(3)
SPTOPCU)
SPTOPC15)
CPALTCtl)
CPALTC(2)
CPALTC(3)
CPALTCU)
CPALTCtS
* t 'BOTTLENECKS' )
FORMATC
* ,' BOTTLENECK
FORMATC
FORMATC
FORMATC
FORMATC
CPALTC(6)
S' )
SENLUCt 1)
SENLUC(2)
SENLUCt 3)
SENLUC(4)
TEST FOR MONROE CCUNTY')
TEST FOR RANDOLPH COUNTY')
TEST FOR ST. CLAIR CCUNTY')
TEST FOR WASHINGTCN CCLNTY')
TEST FOR NOT PRESENT')
TEST FOR DEEP CUT' )
TEST FOR HIGH FILL')
TEST FOR STREET CANYCN')
TEST FOR ROLLING TCPCGPAPHY')
TEST FOR NOT PRESENT')
TEST FOR COMPLEX INTERCHANGE')
TEST FOR LANE REOLCTICNS')
TEST FOR BOTTLENECKS')
: TEST FOR LANE REDUCTICNS AND '

TEST FOR COMPLEX INTERCHANGES AND '

TEST FOR NOT PRESENT')
TEST FOR COMMERCIAL DEVELOPMENT')
TEST FOR INDUSTRIAL DEVELOPMENT')
TEST FOR RECREATICNAL DEVELOPMENT')
                                   A10-23

                                   - 154 -

-------
IV G
LEVEL

564
565
566
567
570
571
572
573
574
575
580
581
582

583

584

590
591
600
601
602
603
604
605
610
620
630
640
650
/"&&&&
^ 9f> *p Jf f
C
{•#&$$


21

FORMATt •
FORMAT!'
FORMATt '
FORMATt •
FORMATt '
FORMAT C
FORMATt •
FORMATt '
FORMATt •
FORMATt •
FORMATt '
FORMATt •
FORMATt •
* , • SIGNAL
FORMATC
* 'SIGNAL
FORMATt •
* 'SIGNAL
FORMATt '
FORMATt.'
FORMATt '
FORMATt '
FORMATC
FORMAT! '
FORMATt '
FORMATt '
FORMATt »
FORMATC
FORMATt '
FORMATC
FORMATt •
&&&&&tfc&:b&ft
•if, Jf. if tf. tf: ^ 4^. ^ ^ ^
END OF
#$$###£$$$
RETURN
END
NETSRT DATE = 76160 18/29/44
I ,
SENLUC15)
SENLUC(6)
SENLUC(7)
SENLUC18)
ACTCNCt 1)
ACTCNC(2
ACTCNC(3)
ACTCNC14)
ACTCNC(5)
ACTCNCt6)
PROMOC(l)
PROMOC(2)
PROMOC(3)
S' )
PROMOC14)
PROGRESSION' )
PROMOC15)
PROGRESSION'
CHANACtl)
CHANAC(2)
FCLSSC(l)
FCLSSC12)
FCLSSC13)
FCLSSC(4)
FCLSSCJ5)
FCLSSC(6)
TEST FOR HOSPITAL' ) .!
TEST FOR UNIVERSITY CR CCLLEGE') !
TEST FOR AIRPCRT DEVELOPMENT')
TEST FOR MULTI-FAMILY DEVELCPMENT • )
TEST FOR NCT PRESENT' )
: TEST FOR CENTRAL BUSINESS DISTRICT')
TEST FOR FRINGE AREA')
TEST FOR OUTLYING BUSINESS CISTRICT')
TEST FOR RESIDENTIAL AREA')
TEST FOR RURAL AREA') >
TEST FOR NCT PRESENT' )
TEST FOR PRE-TIMED FRCGRESS IVE • )
TEST FOR INTERCONNECTED PROGRESSIVE '

TEST FOR ONE-WAY STREET FLOW WITHCUT ',

TEST FOR ONE-WAY STREET FLOW WITH ',

TEST FOR NO CHANNELIZATION')
TEST FOR CHANNELIZATION' )
TEST FOR NOT PRESENT')
TEST FOR FREEWAY' )
TEST FOR PRINCIPLE ARTERIAL')
TEST FOR MINOR ARTERIAL') ;
TEST FOR COLLECTOR') I
TEST FOR LOCAL' ) !
DISTANCE OF LINK ' , 5X ,F6.2 , « TC »,F6.2)
PEAK SPEED', 5X, 16, • TO ',16)
TRUCK VOLUME' ,5X,I6,' TO ',16)
BUS VOLUME', 5X,I6,' TO ', 16)
V OVER C, PEAK ', 5X,F6.2,' TO «,F6.2)
SUBROUTINE NETSRT.


                                         A10-24



                                        - 155 -

-------
                                 - 156 -




          APPENDIX B.  ECOMP:  COMPUTER PROGRAM DOCUMENTATION






Program Documentation for Program ECOMP




A.  Purpose - This program is designed to estimate emissions from all




types of vehicles on arterial and freeway line sources using emission




factors from the Modal Emissions program and AP-42. Supplement 5 for various




monitoring periods.  In addition it will add line source emissions to EPA




grid totals.




B.  Inputs




    1.  Control Card 1 specifies the V/C range, ADT range, and functional




class of the input line sources.  These are shown in Figure B-l.  In addition




it specifies how many hours of emissions are to be computed, the assumed




truck percentage, and whether or not the emission totals are to be added




to grid totals on a disk data set.




    2.  Control Card 2 specifies the particular hours for which emissions




are desired.




C.  Outputs




    1.  The program prints out a summary about each line source processed




including UTM coordinates of the nodes, EPA grid number, traffic volume,




and hour under consideration.




    2.  Optionally, the program will take the emissions from any line




source and add them to the total for the appropriate EPA grid and write




this back out on a disk storage device.  In this way the AQCR grid totals




for line sources can be accumulated.




D.  Operation                         •




     The program begins by reading in the control cards specifying the




types of line sources to be expected and the hours of the day for which
                                 B-l

-------
                                 - 157 -
Variable  Implied
  Name     Value
'IFCL
1 = Freeway

2 = Principal Arterial

3 = Minor Arterial
IVCR
1

2

3
IADT

  FWY
P. Art.
M. Art.
1

2

3

4

1

2

3

4

1

2

3

4
= < .3

= . 3 - .6

= .6 - .9

= > .9




= 0 - 40 K

= 40 - 60 K

= 60- - 80 K

= > 80 K

= 0 - 10 K

= 10 - 20 K

= 20 - 30 K

= >30 K

= 0 - 5 K

= 5 - 10-K

= 10 - 15 K

= > 15 K
                                     FIGURE  B-l

                          Control Card Variable  Values For

                                    Program  ECOMP
                                  B-2

-------
                                 - 158 -
emissions are desired.   The logic then provides for reading in a line



source record and, for each hour, computing emissions of HC, NO ,  CO,
                                                               X


SC,,  and particulates for light duty vehicles, light duty trucks,  heavy



du~y gasoline vehicles, and heavy duty diesel vehicles.   If the grid total



option is set, these emissions are then added to the total for the appropriate



grid.  The program then returns to finish the remaining hours for  line



source at hand or if all the hours are completed then it returns to read



another line source record.  The operation is detailed in the flowchart



figure B-2.
                                  B-3

-------
     -159 -
     Read
     Next
   jine Source
    Record
                                    END
   Compute
  Line Source
  Emissions
  fPrint
  Line Source/
 /Emissions
 /  Summary
     V
    Output
  Line Source  :
  Emissions
 to Grid Totals


  FIGURE B-2
ECOMP PROGRAM
  FLOWCHART

-------
        E.   PROGRAM LISTING                 - 160 -

      REAL*8  NCRATE,NO,CO,HC,TS02,TPART
      DEFINE  FILE 8 ( 2500 , 46 , E , IOB )
      DIMENSION  EMTNCP(48 ),EMTCOP( 48 ) , EMTHCP ( 48 ) ,EMTCO ( 4 6 ) ,ENTNC( 48 ) ,
C                                                '               .
     1EMTHC(48 ) , IHRS (24),I-RCIST( 24), IEMTOP(4,4,3), IEM1PK(4,4,3)
C
C
      DATA  I HRS/1»2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 12, 14, 15, 16, 17, 18, 19, 20,
     *2l ,22,23,247
C
C
      DAT 6  I EMTCP/ 1,2, 3, 4, 5, 6, 7, 8, 9, 1C, 11, 12, I 3,1 4, I 5, 16, 17, 18, 19, 2C,
     121,22,23,24,25,26,27,28,29,30,31,32,33,34,35,36,37,38,39,40,41,
     242 ,43,44,45,46,47,487
C
C*#$****««* a****************** *#***#***#**4*4*****>i'*4'4>»44444444444444 ***** «**
C
      DATA  IEMTPK/1,2,3,4,5,6,7,8,9, 10, 1 1,12, 13, 14, 15, 16, 17, 18, 19, 2C,
     121, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40,41,
     24?, 4 3, 44, 45, 46,47,487
C                   NCX PE/SK HOUR EMISSION  RATES
C                         (GRAMS/KILOMETER  CORRECTED)
C       (  75  DEGREES F AMBIENT TEMP.,  1C  PCT  COLD OPERATION)
C
£*«******** ********* ************ #**#***#*************«4*****44*4<<4<44*
C
       DATA EMTNCP/9.46,10.56,0.0,0.0,0.0, 17 . 29, 9 .03, 0 .C , C. 0 , 13 . 1 9 ,
C
     18.27,16.77,0.0,26.88,7.95,23.41,10.52,4.74,C.O,C.C,C.Ct2.66,
C
     27. 32, 4. 40, 0.0, 0.0 ,3. 08, 20. 66, 0.0,0.0,0.0, 14. 10, 25. 22, 26. 33, 0.C,
C
     iO.O,6.4H,14.21,33.42t4.53,C.O, 10.10,e.=<5,4.Cl,C.C,C.O,5.20,16.677
c
C
C                   NCX OFF-PEAK  HOUR  EMISSION RATES
C                          (GRAMS/KILOMETER  CORRECTED)
C       (75  DEGREES F AMBIENT TEMP.,  10  PCT COLD OPERATICN)
C
C*************** ««4uO<«4: **^****#*****$*************4I*4*444444*4444 44 444 4 4 4
C
       DATA  EMTNC/8.38, 11.94,C.C,0.0,C.O,2C.22,9.57,O.C,C.C,2C.38,9.<53,
C
      114.74,0.0,23.56,8.38,18.5, 11.7,10.96,O.C,C.C,O.C,5.32,10.64,3.59,
C
      20. 0,0. 0,3. 45, 7. 78, 0.0,0. 0,0. 0,4. 61, 24. 29, 22. 99, C.C,C. C, 5. 14, 3 1.13,
C
      332.33,5.04,0.0,6.13, 12.66,6. 18,0.0, O.C, 7. 6 7, 5. 267
C
C
C                    CO PEAK HOUR  EMISSION RATES
C                          (GRAMS/KILOMETER CORRECTED)
C       (75  DEGREES F AMBIENT TEMP.,  1C  PCT COLD OPERATION)

                                         B-5

-------
                                          - 161 -

  C

  C
        DATA EMTCCF/69.18,72.12,0.0,0.0,0.0,160.73,70.66,0.0,0.0,84.33,
  C
       I 43.07,146.27,0.0,265.98,47.57,203.«9,56.85,40.56,0.0,0.0,0.0,
  C
       214.05.84.44,38.79,0.0,0.0,45.47,131.42,G.C,C.O,C.C,88.14,205.08,
  C
       32 40. 82,0.0,0.0, 39.46,76. 86,255.6 4, 26.93,0.0,83.47,65.5<5,38.03,

|       40.0,0.0,29.76,107.61/
1  w
;  c ************************************* *******************<******:<:<'i1iI
-------
                                         - 162 -

  C
       21.76*2.97vO.OfO.OffO.Of4.57fL0.66fiC.C2fG.OfO.Ot1.92fl3.5efl4.C5f
  C
       32.L5fO.Ot2.89f4.91f2.62fO.CfO.Cf3.12f2.C5/
  C
        DATA HRDIST/ 1.76, 1.18, .55, .30, .24, .67, 2. 81,5.91,5. 33, 4. 44, 4. 66,
       *5. lAt5.6Vtb.34t5.59f 6.72t7.92t 7.95,6.5C,6.2C,5.12,4.38,3.2S,2.36/
                                             ,**$X>*********44*44444444444*4*444444

|  C      IVCR- VOLUME/CAPACITY RANGE  SELECTED
I  C
  C      IACTR- AVERAGE DAILY TRAFFIC RANGE  SELECTED
  C
!  C       IFCL- FUNCTIONAL CLASS OF ROADWAY
1  C
  C      NOHR NUMBER CF HOURS TO BE COMPUTED
  C
  C      TPCT- TRUCK PERCENTAGE
  C
  C      IGUT=1 IF EMISSIONS ARE TO BE  ADDED  TD  GRID TOTALS
  C
  rz* ***$********$**************************************** ** *m4itttt4i*mm$*
  £**m***** ******$$************* *************,
!  c
i  c
!        THC=0.
!        TCC=0.
|        TNC=0.
|        TTSC2=0.
i        TTPART=0.
!        FVKT=0.
        SHC=0.
!        SCC=0.
!        SNC=0.
!        SSC2=0.
J        SPART=0.
|        SVKT=0.
|        READ (5,10) IVCRt IACTR, IFCLtNOHRfTPCT,IOUT,IOUTA,ICUTB
!        IF (NCHR.EC.24) GC TO 21
  C
        READ (5,20) ( IhRS( I ),1=1,NOHR)
i  C
  C
i     10 FORMAT  (4I2,F2.2,311 )
;  C
     20 FORMAT  (2412)
  C
!     21 WRITE  (6,39)
  C
i  C                             -    '   .
     39 FCRfAT <•!•(30Xf'UTM COORD INATES',29X, 'POLLUTAN1S (KILOGRAMS)')
  C
                                          B-7

-------
                                          - 163 -
        bRITE  (6,40)
  C
  C**4***444*4***4<*#*4< ************ ************4***444444444*444444XXXX444444444444
  c
c
c
  c
        FORMAT  (•  • ,«HOUR' , 1X,'L INK' , IX, 'GRIC' , IX, 'STATE • , IX, 'CNTY • ,3>i ,

       1'A NCCE',7X,'B NODE' ,6X, 'ACT' ,2X,» HRLY  VOL', IX, «F  CLASS',

       2 IX, 'CIST' ,6X,«hC' ,6X,'CO' ,6X,' NO' ,5X, ' SG2',4X, 'PART. ' )
I  C**4**4****4*******#*****4*>('*************************4*4444444444X4X
-------
                                        -  164 -
c
      HRPCT=HRCIST(I)
C
C
C     IHRVCL-  VOLUME  IN THE HOUR UNDER COM S ICERA T ION
      IHRVOL=IVCL*HPPCT*.01
      VKT=IHRVCL*CIST
      TVKT=TVKT+VKT
                                                                < 4 «m 44*4**4444>}
C
C      ITVCL-  TOTAL  TRUCK  VCLUME
C
       ITVCL=TPCT*IHRVOL
C
C      LDTV-  LIGHT  CUTY  TRUCK VOLUME
       LDTV=0.5*ITVCL
C
C      IHCDV- HEAVY CUTY CIESAL VOLUME
C
       IHDDV=0.4*ITVCL
C
C      IHCGV- HEAVY CUTY GASOLINE VOLUME
       IHDGV=0.1*ITVCL
C
C      LDV-  AUTC  VCLUME

       LDV=IHRVOL-ITVCL
       IF  (IPK.EC.O)  GO  TO 95
C
       CORATE=EMTCCP(IEPIT)
C
       NCRATE= ENTNCP(I EMIT)
C
       HCRATE=ENTHCP(
C
       GC  TC  105
   95  CORATE=E>!TCC(IEMIT)
C
C
      HCRATE=£MTHC(IEMIT)
C
  105 CONTINUE

C

C     LIGHT  DUTY  TRUCK, HEAVY DUTY CIESAL AND  GAS  EMISSION RATES FRCf
C     AP-42 SUP.  5 ASSUMING 75 CEG. F AMBIENT TEMP  AND  3C MPH AVG. SPEED
       CC = CORATE*LCV*CIST

       NO=NORATE*LCV*CIST
                                         B-9

-------
                                        - 165 -

C
      HC=HC*ATE*LCV*CIST
C
      CC
C
      NC
C
      HC=HO(3.22*LDTV*CIST )
C
      CO = CO-»-(B9.8#IHCGV*DIST )
C
      NO = NO(10.*IHDGV*CIST )
C
      HC = HC+«6.79*IhCGV*CIST )
C
      CO = CO(9.54*IHCDV*CIST)
C
      NC=NC+(15.63*IHCCV*CIST)
C
      HC=HC-K2.06*IHCDV*CIST )
C
      3C2LCV=(.08*LCV*CIST )
C
      PARTLV=(.33*LOV*DIST)
C
      SC2LCT=(.11*LCTV*CIST)
C
      PARTLT=:(.33*LDTV*DIST)
C
      S02HCG=(.22*IHCGV*CIST)
C
      PARHCG=(,68*IHCGV*D1ST)
C
      SQ2HCC=( U-CCV*CIST*1.7)
C
      PARHCC-(IHCCV*CIST*.93)
C
      TS02=(SG2LCV+S02LDT4S02HCG4S02HCC)/lCCC.O
C
      TPART = (P/!RTLV4PARTLT-»PARI-CG+PARHDD)/1CCC.C
C
C
      CC=CC/1000.0
      NO=NO/1000.0
      HC=HC/1000.0
      THC=THC+HC
      TCC=TCO+CO
      TNC=TNO+NC
      TTS02=TTSC2+TS02
      TTPART=TTPART+tPART
      IHP=IHRS(I)-l
      GO TO  115
  200 IHRVGL=0
      HC.=0.
      GC=0.
      N0=0.
      TS02=0.
      TPART=0.
      IHP=IHRS(I)-l
                                         B-10

-------
                                        - 166 -

  115  IF  (ICUTB.NE.l)  GO TO 116
       WRITE  (6,50)  IhR, ILNK, IGPIC, 1ST ATE , ICN TY, ITMAY, LIMA X ,UTWEY ,1 T*B X ,
C
     1 IVCL, IHRVCL, IFCL,CIST,HC,CO,NO,TS02,TPART
C   .
   50  FORNAT  (•  • , IX , 12 , 2X , 1 4 , IX , I 4, 3X, I 1 , 4 X , I 2, IX , F6 . 1 , 1 X ,F 5. 1 ,1X ,
C
     1F6.1,1X,F5.1,IX,I6,2X,I4,7X,I1,3X,F5.2,1X,F6.3,1X,F7.3,1X,F6.3,
C
     2 IX tF6.3t.lX,F6.3)
  116  IF  (IHR.LT.23)  GO  TO 125
       IHRVCL=0
       WRITE  (6,110)     ILNK, IGPID, ISTATE, ICN TY, UTMAY , ITMA X ,ITMP Y ,1 ThB X ,
     1IVCL,IHRVOL, IFCLt CISTtTt-CtTCOt TNOt TT SO 2, TIP ART
  110  FORMAT  (•  • ,« ALL' ,2X, 14, 1X,I4,3X, I1,4X,I 2, 1X.F6.1, 1X,F5. 1,1X,
     1F6.1,1X,F5.1,1X,I6,2X,I4»7X,I1,3X,F5.2,1X,F8.2,1X,FS.2,IX,F8.2,
     *1X,F8.2,IX,F8.2)
  125  IF  (ICUTA.NE.l)  GO TG 135
       IDIST=DIST*100 .
       IC.Q = CO*1000.0
       INC=NC*1000.0
       IHC=HC*1000.0
       ITSC2=TS02*1000.0
       ITPART=TPART*1000.0
       IUTWAY=UTMAY*10.
       WRITE  (10,90)  IHR, ILNKf IGRIDt ISTATEt ICNTY* IllTMAYtllTMAX, ItTPBV v
     II VOL, IHRVCL,IFCL,CISTthC,CO,NO,TS02, TPART
   90  FORMAT  ( 12,214, Il» 12, 2( 16, 15), Ifc, 14, 11,14,16,17,316)
  135  IF  (ICUT.NE.l)  GO TC 100
       IF  ( IGRIC.GT.2500 ) CO TO  100
       IREC=IGRIC
       FINC  (8« IREC)
       ICO=CO*1000.0
       INC=NO*1000.0
       IHC=HC*1000.0
       ITSC2=TS02*1000.0
       ITPART=TPART*1000.0
C
       READ  (8- IREC, 60) I GP ICt IVKT , JTCO , J TNO, JTHC , JTS02 , J IP AR T
C
   60  FORMAT  (14,617)
       IVKT=IVOL*CIST
       JTNG=JTNC+INC
       JTCC=JTCC+ICO
       JTHC=JTHC+IHC
       JTS02=JTSC2+ITS02
       JTPART=JT PART* IT PART
    *****************************************#**#*****< 4 44 4*444
       WRITE (8«IREC,60)  IC-R 1C, IVKT , JTCO, JTNO , JTHC , JTSG2 , JTPART

-------
                                        - 167 -
*4t
 100 CONTINUE
     SHC=SHC+THC
     SCO=SCO+TCC
     SNC=SNC+TNG
     SSC2=SS02+TTS02
     SPAKT=SPART+TTPART
     SVKT=SVKT+TVKT
     THC=0.
     TCC=0.
     TNO=0.
     TTSG2=0.
     TTPART=0.
     TVKT=0.
     GO TO 25
 999 REWIND ^
     WRITE <6»70)
  70 FORMAT (•  ', •POLLUTANT  TOTALS IN KILOGRAMS')
     WRITE (6,80) ShCtSCCtSNO
  80 FORMAT (•  •, 'TOTAL  I- C= • t F8 . 2, AX » • TOTAL C0= • , F 10 . 2 ,4X ,
    *'TOTAL NC=« »F8.2)
     WRITE (6,81) SS02,SPART,SVKT
  81 FORMAT (•  •, 'TOTAL  SC2=» ,F8. 2t AX . ' TOT AL PART ICUL ATES= • ,F8 .2 ,<>X ,
    *'TOTAL VKT=« ,F12.2)
     STCP
     ***
     END
                                       B-12

-------
                                  - 168 -




             APPENDIX C.   ASEP:   COMPUTER PROGRAM DOCUMENTATION






Program Documentation for Program ASEP (Area Source Emissions Program)




A.  Purpose - This program is designed to compute estimates of emissions




from the mobile source component of non-line/area sources.   The program




estimates emissions for any set of EPA grid squares for any set of




hours of the day.






B.  Inputs




     1.  The first set of inputs to the program is a pair of control




cards, the first specifying the number of hours for which emissions are




desired, whether or not hourly emissions are to be printed, and if




emissions are to be written onto disk or tape for later use.  The second




control card specifies the particular hours desired.  Note that if all 24




hours are desired, the user may simply code 24 as the number of hours




on the first control card and not code the second control card.




     2.  The second set of inputs are the VKTs for principal arterials and




minor arterials in each EPA grid square.  The program uses these to compute




the VKT for local and collector streets.  These inputs are usually on tape




or disk.  Both of the control cards are read off units number 5.






C.  Operation




     The program proceeds by reading in the control cards specifying the




number of hours for which emissions are desired and whether or not hourly




totals are to be printed for each grid.  If the number of hours specified




is 24, then the next control card is skipped.  If 24 hours are not specified




the program reads in from the next control card the hours desired in 12




format.  The program then reads in a record containing a grid number and
                                  C-l

-------
                                 -  169 -










principal and minor arterial VKTs.   It then computes the local and collector




VKT with a factor determined from a sample of St. Louis data which is




discussed in Chapter IV .of this report.  The program then computes emissions




of HC, CO, NO, SO , and particulates using emission factors from AP-4-2




Supplement 5 for calendar year 1975 assuming 19 miles per hour average




speed,75°F ambient temperature, and 80% cold operation.  Following the




computations, the program optionally prints an hourly summary, then a daily




summary for each grid.  At the same time the program optionally will write




the same information on tape or disk.   Finally, the program prints pollutant




totals for all hours computed for all grids.  A slight coding change to a




DO statement allows the program to compute grid area source emissions for




any grid or grids in the AQCR.






D.  Outputs




     1.  Printer hourly summary with grid numbers, hour, VKT, and totals




         for each.pollutant is available; printer daily summary for each




         grid is default (Unit number 6).                          .




     2.  Hourly and daily summaries identical to (1) above are also




         available output to tape .or disk (Unit number 12).




E.  Program flowchart-see Figure C-l.

-------
         FIGURE C-l       - 170

Flowchart for Program  ASEP
          Input
          First
         Control
          Cards
           All
        ours Desired
             ?
                Yes
            1
         Find Minor  i
       and Principal >'
       Arterial VKTsf-
          for Grid
                      Read
                      Hours
                      Desired
             v
       j
       j   Compute
         Emissions
       L	,	___
., -'Hourly- v
  Summary x>
                          Yes
                     / Print
                    /  Hourly
                       Summary
             \
No
        /  Print    /
        /   Daily   f
          Summary  ,'
         --<-
                                        y
., /Output •.
Summaries > Yes -^
x to tape /'
"' . 7 /
1 Print / ^
/Totals for;
/ Pollutants/
END ."^
/ Write
/ Summaries/
7 to Tape



-------
     F.  PROGRAM LISTING                - 171 -

   DIMENSION HRPCT(24),IHRS<24)
   REAL*4 NC,MAVKT
   DATA IHRS/1,2,3, 4, 5 , 6, 7, 8, 9, 10, 1 1, 12, 13,14,15,16,17,18,1 <5,2C,
  *21 ,22,23,24/
   I! AT A HRPCT/I.76,1.18, .55,.20,.24,.6 7, 2.81,5.91,*.33,4. 44,4.t6,
  *5. 14,5.64,5.3A,5. 59,6. 72,7.92,7.95,6.5C,6.20,5.12,4.38,3.29,2.367
   READ (5,10) NCI-R, IPPT, IPRTA
10 FORMAT (12,211)
   IF (NOHR.EC.24)  GO TO  15
   READ (5,20) < IHRS( I ),! = !,NOHR)
20 FORMAT (2412)
15 L=24
   VKTA = 0.
   TVKT=0.
   TCC=0.
   TNC=0.
   THC=0.
   TS02=0.
   TPART=0.
   IGRID=0
   VKT=0.
   SVKT=0.
   SHC=0.
   SCC=0.
   SNC=0.
   SS02=0.
   SPART=0.
   WRITE  (5,40)
^0 FORMAT (• •,37X,'POLLUTANT  TOTALS -  IN KILOGRAMS')
   WRITE  (6,50)
50 FORMT ( • • ,'GRID' , IX,'HOUR' , 5X, ' VKT • , 9X, • HC ' , 9X , • CO • ,9X , «NC ' ,
  *8X,'S02« ,5X,'PART ICULATES' )
   DO 100 1=1,2500
   IF (IGRIC.EC.I)  GO TC  35
   IF (IGRIC.GT.I )  GO TO  100
25 READ (4,60,ENC=99)  IGR ID, PAVKT, M AVKT
60 FQRVAT ( I6,10X,2F10.2,44X)
   IF (IGRIC.GT.I)  GO TC  100
35 VKTA=PAVKT+MAVKT
   IF (VKTA.EC.O. )  GO TO  91
   DO 90  J-ltNGFR
   JHR=IHRS(J)
   P=HRPCT(JHR)*.01
   VKT=.1856*VKTA
   VKTHR=P*VKT
   HC=(VKT*2.615*P)/1000.
   CO=(VKT*38.716*P)/1000.
   N0= ( VKT*.874*P)/1000.
   S02 = (VKT*.08*P)/ 1000.
   PART=(VKT*.33*P)/1000.
   THC=THC+HC
   TCO=TCO+CC
   TNO=TNO*NG
   TS02=TSC2*SC2
   TPART=TPART+PART
   TVKT=TVKT+VKTHP
   IF (IPRT.NE.i) GO  TO 90
   JHR=JHR-1
   WRITE  (6,30)  I,JHR,VKTHR,HC,CO,NO,S02,PART

-------
                                      -  172 -
    IF ( IPRTA.NE.l)  GO  TO 90
    I VKTHR=VKTHR*100.
    IHC=HC*1000.
    ICC=CG*1000.
    INC=NO*1000.
    ISG2=SC2*1000.
    IPART=PART*1000.
    WRITE  («,70)  I, JI-R, IVKTHR, IHCt ICO, INO, IS02, IPART
 70 FORNAT  ( 14, 12, 110,519 )
 90 CONTINUE
 91 IF(IPRTA.NE.l)  GC  TO  92
    ITVKT=TVKT*100.
    ITHC=THC*1000.
    ITCC=TCO*1000.
    ITNC=TNO*1000.
    ITS02=TSC2*1000.
    ITPART=TPART*1COO.
    WRITE  (8,70)  I,L, ITVKT, ITHC, ITCO,ITNO, ITS02,ITPART
 92 WRITE  (6,30)  I , L ,TVKT ,T »-C,TCO, TNO, TS02 , TP ART
 30 FORMAT  ('  • , IA,2X, I2,2X,F10.2,2X,5(FS.3f2X))
    SVKT=SVKT+TVKT
       = SHC-«-THC
       = SCO-«-TCG
    SNC = SNO-»-TNC
    SSC2=SS02+TSC2
    SPART=SPART+TPART
    THC=0.
    TCC=0.
    TNC=0.
    TS02=0.
    TPART=0.
    TVKT=0.
100 CONTINUE
 99 REWINC  4
    WRITE  (6,79)
 79 FCRKAT  (•!• ,'RAPS-ST. LOUIS  AQCR GRID  TOTALS- IN KILOGRAMS')
    WRITE  (6,80)  SVKTt'Sl-Cf SCOtSNO
 80 FORMAT  (•  •,'TOTAL VKT=' , F13.3,3X,'TCTAL  HC=',F1C.3,3X,
   *'TOTAL  C0=',F13.3,3X,'TOTAL  NO=',F1C.3)
    WRITE  (6,81)  SS02,SPART
 81 FORNAT  ('  ','TOTAL SC2=' ,F 10 . 3,3X,•TCTAL  PART ICLLATES= ' ,F1C .3)
    STOP
    END
                                       C-5

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                                   	- 175  -	

                                   TECHNICAL REPORT DATA
                            (Please read Instructions on the reverse before completing)
1. REPORT NO.
  EPA-450/3-77-019
                                                           3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE
   Line  and Area Source  Emissions from Motor Vehicles
   in the RAPS Program
5. REPORT DATE
   June 1976
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)

    Lonnie E. Haefner
                                                           8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
                                                            10. PROGRAM ELEMENT NO.
    Washington University
    St.  Louis, Missouri
11. CONTRACT/GRANT NO.
                                                              EPA-68-02-2060
12. SPONSORING AGENCY NAME AND ADDRESS
                                                            13. TYPE OF REPORT AND PERIOD COVERED
   Environmental Protection Agency
   Office of Air Quality Planning and  Standards
   Research Triangle  Park, N.C.  27711
                                                                 Final  Report
14. SPONSORING AGENCY CODE
  ^ SUPPLEMENTARY NOTES
16. ABSTRACT
        The study  of automotive vehicle  pollution in a metropolitan area requires
 accurate reporting  of emissions.  This  depends on efficient monitoring of traffic
 flow, and knowing the location parameters critical to the  emission process,  and
 adequate knowledge  of vehicular emissions under a range of operating conditions.
 This report describes the methodology developed to allow the estimation of
 emissions from  line and area sources for any specified hour of the day and any
 specified day of  the week.  It utilized a local study by the Federal Highway
 Administration  which characterizes  vehicle operation in the St.  Louis regional
 highway network.  This is combined  with the EPA's model emission calculational
 procedure to compute emissions.
17.
                                KEY WORDS AND DOCUMENT ANALYSIS
                  DESCRIPTORS
                                              b.lDENTIFIERS/OPEN ENDED TERMS  C.  COS AT I Field/Group
    Air Pollution
    Regional Air  Pollution Study
    Highway Vehicle Emissions
18. DISTRIBUTION STATEMENT
    Release  to  Public
                                              19.-SECURITY CLASS (ThisReport)
                                                 Unclassified
                                                                          21. NO. OF PAGES
                 181
                                              20. SECURITY CLASS (This page)
                                                 Unclassified
                                                                         22. PRICE
EPA Form 2220-1 (9-73)

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