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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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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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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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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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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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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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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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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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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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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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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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
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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.
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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
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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.
-------
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
-------
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.
-------
- 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.
-------
- 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
-------
- 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
-------
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.)
-------
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
-------
- 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
-------
- 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
-------
- 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
-------
- 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.)-
-------
- 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
-------
- 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
-------
- 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-
-------
- 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.
-------
- 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
-------
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
-------
- 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
\
-------
- 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
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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
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- 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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