&EPA
United States
Environmental Protection
Agency
Office of Air Quality
Planning and Standards
Research Triangle Park NC 27711
EPA-450/3-78-035
Augu-,t 1978
Air
Carbon Monoxide
Hot Spot Guidelines
Volume III:
Workbook
-------
Errata for EPA-450/3-78-035
Carbon Monoxide Hot Spot Guidelines
Volume III: Workbook
1. Page 34-35. The absicca is in "hundreds" of vehicles.
2. Page 50-51. All references to Figure "1-B" should be "1-D."
3. Page 103-105. Replace all of Table 8 with the attached Table 8.
4. Page 126. Step 16 should be Step 17, Step 17 should be Step 18,
Step 18 should be Step 19, and Step 19 should be Step 16.
5. Page 126-127- Correct th.e following steps in the worksheet to
reflect corrected numerical values:
Step 13
Step 14a
Step 14b
Step 15
Step 16
Step 17
Step 20
Step 21
Step 22
Step 23
Step 24
Step 25
Step 26
1.15 1.15 1.15
3.6
0.7
4.3
0.82 0.82 0.82
0.0159
6.4 1.9 Q\6
9.2
13.5
9.5
2.9
12.4
10.8
1.15
0.82
0.3
6. Page 129. Line 6, change 2.85 to 1.41. The equation aiven for C
should read: Ef
CEf = CO.781(0.83) + (0.111(1.41) + (0.06)(5.23) + (0.05)(0.6) = 1.15
In the numerical solution for Xf> main and Xf^ crQss the emission correction
factor should be changed from 1.33 to 1.15, thus yielding concentration
3 3
estimates of 3.6 mg/m and 0.7 mg/m respectively. The total concentration
then, Xf, should be 3.6 + 0.7 = 4.3 mg/m .
-------
1• Page 130. First paragraph, the excess emissions correction factor
should be 0.82.
The numerical solution for 0 should be:
(0.02297)(0.82) - (0.00251)(1.15) = 0.0159
8. Page 131. All concentrations given are incorrect and corrections
are here given by line number.
3
Line 1 9.2 mg/m
3
Line 3 4.3 + 9.2 = 13.5 mg/m
3
Line 4 13.5 mg/m
3 3
Line 6 9.5 mg/m ,9.5 mg/m
3
Line 9 12.4 mg/m
3
Line 10 12.4 mg/m , 10.8 ppm
3
Line 15 12.4 mg/m , 10.8 ppm
9. Page 114, point (iv), line 3, change "Table 9" to "Table 5."
10. Page 119, point (b), line 2, change "Table 9" to "Table 5."
-------
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."1 .A''' .AM . A 7 - " 1 . -- n . t, 7 . c, 7 .03 . A P . r- <; . -. .1
.DV-iignt duty vehicles, LDT-light duty trucks, MC-motorcycies, HDG-heavy duty gas trucks
JCD-~a3vy duty diesel.
'-j'^'-i i Frrission correction factors for region, calendar year, speed, percent
cold starts (C), percent hot starts (H), and temperature (T)'by
vehicle type (M}.
27
-------
t S S I "
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20
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20
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60 70
60 40
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1.15
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1 .45
1
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1 .1*4
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1 .75
1 .39
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I .33
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1 .47
1 .04
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1.71
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1 n 7.77
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HOP
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20
20
20
20
20
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35 60
35 30
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inhf riutx
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i.H'l
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5.17
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1C-mo
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l . 05
• 7A
5.90
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torcvci
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1.15
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7.29
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6.r?i
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7.52
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r.k*
HDD-heavy duty diesel.
Table 8. (Continued)
30
-------
; Oo nf r T 1 vV r * f T<7 " S fpr? T^ | 0 *> ! C A I
r>9n
M* *
LDV
L-^T
"C
"*
LTV
Lnr
MC
HO C,
H ^ 0
yr 4 » ; I
SPEEn;
20 10 20
20 10 4 n
20 35 70
2 U 35 4 r
20 60 20
20 60 40
20 10 20
20 10 M n
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2" 35 4p i
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20 10 4Q
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20 60 2o
20 60 4Q
YE&*: :
SPEE":
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20 10 30
20 35 AO
20 35 30,
20 60 60
20 60 30
20 10 60
20 10 30
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20 35 y 0
20 60 60
20 60 90
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0
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0
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1937
0
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1987
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1.91
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a.l!
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**LDV-iighT duty vehicles, LDT-light duty trucks, MC-motorcycles, HDG-heavy duty gas trucks,
HDD-neavy duty diesel.
Table 8. (Continued)
29
-------
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**LDV-light duty vehicles, LDT-light duty trucks, MC-motorcycles, HDG-heavy duty gas trucks,
HDD-heavy duty diesel.
Table 8. (Continued)
-------
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'LDV-light duty vehicles, LDT-light duty trucks, MC-motorcycles, HDG-heavy duty gas trucks,
HDD-heavy duty diesel.
Table 8. (Continued)
-------
EPA-450/3-78-035
Carbon Monoxide Hot Spot Guidelines
Volume III: Workbook
by
Theodore P. Midurski
GCA Corporation
GCA/Technology Division
Burlington Road
Bedford, Massachusetts 01730
Contract No. 68-02-2539
EPA Project Officer: George J. Schewe
Prepared for
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air, Noise, and Radiation
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
August 1978
-------
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), U.S. Environmental Protection Agency,
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 Protection Agency by
CCA Corporation, CCA/Technology Division, Burlington Road, Bedford,
Massachusetts 01730, in fulfillment of Contract No. 68-02-2539. The contents
of this report are reproduced herein as received from-CCA Corporation.
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-450/3-78-035
-------
ABSTRACT
This report presents a summary of the guidelines for the identification
and evaluation of localized violations of carbon monoxide air quality
standards in the vicinity of streets and highways. The guidelines are
provided to facilitate the rapid and efficient review of CO conditions
along existing roadway networks, without the need for extensive air qual-
ity monitoring, and are based upon the use of limited traffic data. Two
stages of review are provided for. Preliminary screening, performed with
simple nomographs included herein, simply identifies those locations with
the potential to violate CO standards; no quantitative estimate of CO con-
centrations results from preliminary screening. Verification screening,
using procedures and forms provided herein, allows for consideration of
additional site-specific conditions and provides quantitative estimates
of maximum CO concentrations. Both screening procedures are performed
manually and are based upon the EPA Indirect Source Review Guidelines.
Data collection procedures, computation techniques, and forms are re-
commended, and examples are provided. A more comprehensive explanation
of the guidelines in terms of their development, technical basis, capa-
bilities and limitations is provided in Volume I.
iii
-------
IV
-------
PREFACE
This document is the third in a series comprising the Carbon Monoxide Hot
Spot Guidelines. The purpose of this series is to provide state and local
agencies with a relatively simple yet accurate procedure for assessing
carbon monoxide hot spot potential on urban street networks-. Included
in the Hot Spot Guideline series are:
Volume I: Techniques
2
Volume Us Rationale
Volume III: Summary Workbook
Volume IV: Documentation of Computer Programs to Generate Volume I
Curves and Tables
Volume V: Intersection-Midblock Model User's Manual
Volume VI: Modified ISMAP User's Manual
Volume VII: Example Applications at Waltham/Providence/Washington, D.C.
Hot spots are defined as locations where ambient carbon monoxide concen-
trations exceed the national ambient air quality standards (NAAQS). For
both the 1-hour and 8-hour averaging times the assumption is made through-
out these guidelines that a CO hot spot is primarily affected by local
vehicle emissions, rather than areawide emissions. Studies have shown
that for the 1-hour CO concentration, local sources are the dominant
factor. Accordingly, representative urban worst-case meteorological,
traffic, and background concentration conditions are selected as those
corresponding to the period of maximum local emissions — usually the
period of peak traffic. For 8-hour concentrations evidence indicates
that neither the local nor the areawide contributions can be assumed to
be dominant in every case. However, for the purpose of analysis discussed
in these guidelines, local source domination of CO hot spots is assumed
-------
for 8-hour averages. This allows some consistency between assumptions
relating the 1-hour and 8-hour CO estimates.
VI
-------
CONTENTS
Page
Abstract 111
Preface v
List of Figures viii
List of Tables xii
Sections
I Introduction 1
II Hot Spot Screening 2
A. Overview of the Screening Procedure 2
B. Detailed Instructions for Hot Spot Screening 11
C. Worksheets and Nomographs 18
D. Methods of Estimating Roadway Capacity 46
E. Example 49
III Hot Spot Verification 52
A. Overview of Hot Spot Verification 52
B. Worksheets and Instructions for Hot Spot
Verification 59
C. Special Instructions 113
D. Example 124
IV References 132
vii
-------
FIGURES
No.
1 Analysis at Signalized Intersections of a 2-lane, 2-way 24
Street and Various Cross Street Configurations in a
Congested Area
2 Analysis at Signalized Intersections of a 2-lane, 2-way 25
Street and Various Cross Street Configurations in a
Noncongested Area
3 Analysis at Signalized Intersections of a 3-lane, 2-way 26
Street and Various Cross Street Configurations in a
Congested Area
4 Analysis at Signalized Intersections of a 3-lane, 2-way 27
Street and Various Cross Street Configurations in a
Noncongested Area
5 Analysis at Signalized Intersections of a 4-lane, 2-way 28
Street and Various Cross Street Configurations in a
Congested Area
6 Analysis at Signalized Intersections of a 4-lane, 2-way 29
Street and Various Cross Street Configurations in a
Noncongested Area
7 Analysis at Signalized Intersections of a 3-lane, 1-way 30
Street and Various Cross Street Configurations
8 Analysis at Signalized Intersections of a 3-lane, 1-way 31
Street and Various Cross Street Configurations for
Noncongested Areas
9 Analysis of Signalized Intersections of a 2-lane, 1-way 32
Street and Various Cross Street Configurations
10 Analysis at Signalized Intersections for a 2-lane, 1-way 33
Street and Various Cross Street Configurations in
Noncongested Areas
Vlll
-------
FIGURES (continued)
No. Page
11 Analysis for Uninterrupted Flow Conditions of Controlled 34
Access Facilities (Expressways) for Various Lane
Configurations
12 Analysis for Uninterrupted Flow Conditions of Uncontrolled 35
Access Facilities (Arterials) for Various Lane
Configurations
13 Analysis at Nonsignalized Intersections of a 2-lane, 2-way 36
Controlled Street Intersecting a 2-lane, 2-way or 2-lane,
1-way Major Street in a Congested Area
14 Analysis at Nonsignalized Intersections of a 2-lane, 2-way 37
Controlled Street Intersecting a 2-lane, 2-way or 2-lane,
1-way Major Street in a Noncongested Area
15 Analysis at Nonsignalized Intersections of a. 2-lane, 2-way 38
Controlled Street Intersecting a 4-lane, 2-way Major Street
in a Congested Area
16 Analysis at Nonsignalized Intersections of a 2-lane, 2-way 39
Controlled Street Intersecting a 4-lane, 2-way Major Street
in a Noncongested Area
17 Analysis at Nonsignalized Intersections of a 4-lane, 2-way 40
Controlled Street Intersecting a 4-lane, 2-way Major Street
in a Congested Area
18 Analysis at Nonsignalized Intersections of a 4-lane, 2-way 41
Controlled Street Intersecting a 4-lane, 2-way Major Street
in a Noncongested Area
19 Analysis at Nonsignalized Intersections of a 2-lane, 1-way 42
Controlled Street Intersecting a 2-lane, 2-way or 2-lane,
1-way Major Street
20 Analysis at Nonsignalized Intersections of a 2-lane, 1-way 43
Controlled Street Intersecting a 2-lane, 2-way or 2-lane
1-way Major Street in a Noncongested Area
ix
-------
FIGURES (continued)
No.
21 Analysis at Nonsignalized Intersections of a 2-lane, 1-way 44
Controlled Street Intersecting a 4-lane, 2-way Major Street
22 Analysis at Nonsignalized Intersections of a 2-lane, 1-way 45
Controlled Street Intersecting a 4-lane, 2^way Major Street
in a Noncongested Area
23 Example Screening 50
24 Schematic of Cross^-Street Circulation Between Buildings 57
25 Normalized CO Concentration Contribution from Excess Emis- 106
sions on Approach 1 as a Function of Queue Length on
Approach 1 for Intersections
26 Normalized CO Concentration Contributions from Excess Emis- 107
sions on Approaches 2, 3, and 4 as a Function of Queue
Length on Approach 1 for Intersections
27 Normalized CO Concentration Contribution at each Traffic 108
Stream at Locations of Uninterrupted .Flow
28 Normalized CO Concentration Contributions from Free-Flow 109
Emissions on each Lane of Roadways at Intersections
29 Normalized CO Concentration in Street-Canyons Assuming 110
Vortex has Formed
30 Distance Correction Factor for Excess Emission Contributions 111
at Intersections
31 Distance Correction Factor for Free-Flow Emission Contri- 112
butions at Intersection Locations
32 CO Concentration Contribution from Excess Emissions on 115
Approach 1 as a Function of Number of Lanes and Queue
Length
-------
FIGURES (continued)
No..
33 Typical Relationships Between Average Lane Volume and Aver- 121
age Speed in One Direction of Travel on Controlled Access
Expressways Under Uninterrupted Flow Conditions
34 Typical Relationships Between Average Lane Volume and Aver- 122
age Speed in One Direction of Travel on Multilane Rural
Highways Under Uninterrupted Flow Conditions
35 Example Hot Spot Verification 125
36 Approach Orientation and Receptor (R) Location 128
XI
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TABLES
No. Page
1 Summary of Data Requirements for Hot Spot Screening 3
2 Combined Effect of Lane Width and Restricted Lateral 47
Clearance on Capacity and Service Volumes of Divided
Freeways and Expressways and Two-Lane Highways with
Uninterrupted Flow
3 Average Generalized Adjustment Factors for Trucks on 48
Freeways and Expressways, and 2-lane Highways over
Extended Section Lengths
4 Summary of Data Requirements for Hot Spot Verification 53
5 Total Queue Emissions, (Qqx)» Cruise Component Emission, 74
(Qoc)« and Queue Length as a Function of Major and Cross-
Street Volumes and Cruise Speed - Signalized Intersections
6 Free Flow Emission Rate Qf, in Grams per Meter-Second as a 88
Function of Lane Volume and Vehicle Speed on Roadways
7 Total Queue Emissions, (Qqx), Cruise Component Emission, 89
(QQC) > anc* Queue Length as a Function of Major and Cross-
Street Volumes and Cruise Speed - Unsignalized Intersections
8 Emission Correction Factors for Region, Calendar Year, 103
Speed, Percent Cold Starts (C) Percent Hot Starts (H)
and Temperature (T) by Vehicle Type (M)
9 Criteria for Selection of Cruise Speed Values for Urban 123
Roadways and Intersections
Xll
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SECTION I
INTRODUCTION
This volume provides a summary of the analytical procedures described in
the Carbon Monoxide Hot Spot Guidelines, Volume I1 document. The purpose
of this volume is to provide only the material that is required to per-
form the hot spot analysis in a convenient format. Omitted is most of
the explanatory discussion dealing with topics such as the fundamentals
of air quality analysis, and the development of the procedures.
The screening procedures are discussed in Section II. Included are
(1) an overview of the procedure, (2) step-by-step instructions for con-
ducting the screening, (3) worksheets and nomographs, and (4) an example
showing the screening procedure applied in the analysis of hot spot
potential at a signalized intersection.
The verification procedure is described in Section III. Included are:
(1) an overview of the procedure, (2) description of the data require-
ments, (3) worksheets and instructions for conducting the analysis, and
(4) an example application of the procedure.
Again, it is stressed that this document provide only the minimum instruc-
tions and other material necessary to conduct a hot spot analysis. It
would be very helpful for the user to become familiar with Volume I,
which provides detailed discussions of the entire scope of hot spot;
analysis.
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SECTION II
HOT SPOT SCREENING
A. OVERVIEW OF THE SCREENING PROCEDURE
A description of the screening procedure must include discussion of
three critical elements, viz: (1) the data required, (2) the nomographs
that relate the roadway and traffic operating characteristics to air
quality, and (3) a set of standard worksheets on which the input data
and the results of the analysis are recorded. Each of these elements
is described below.
1. Data Requirements
The entire screening procedure may be possible to complete for many com-
munities with only a minimal field data collection effort. Data required
include areawide traffic volume data and a street inventory of sufficient
detail to indicate the lane composition (use and number of lanes), traffic
control utilized (mainly, the locations of signalized intersections are of
primary importance), and whether various streets operate one-way or two-way,
and whether or not congested conditions normally prevail. Also, additional
backup data are required to estimate the lane capacity of arterial streets
and expressways, as will be mentioned later. The data required for hot
spot screening for signalized intersections, nonsignalized intersections,
and arterials and expressways are summarized in Table 1.
a. Traffic Volume Data - Traffic volume data should be summarized in the
form of a traffic flow map indicating the highest monthly average daily
traffic (ADT) volumes for the winter season, reflecting the 1982-1983 period.
Volumes can be adjusted by the application of annual growth factors. Volume
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Table 1. SUMMARY OF DATA REQUIREMENTS FOR HOT SPOT
SCREENING
Signalized Intersections
• Location of signalized intersections.
• Street inventory to determine lane use and number and
directional operation of intersection approaches.
• Volume data (ADT) for all intersection approaches.
Nonsignalized Intersections
• Location of signed control intersections.
• Street inventory to determine lane use and number
and directional operation of intersection approaches.
• Volume data (ADT) for all intersection approaches.
• Lane capacity on major through street
Uninterrupted Flow
• Location and number of lanes of expressway and ar- ,
terials of uninterrupted flow.
* Volume data (ADT) for the facility
e Roadway lane capacity
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data need not be developed for every street on the network; of primary
interest should be: (1) those streets and highways on the Federal Aid Sys-
tem, (2) those not on the Federal Aid System but that are controlled by
traffic signals; and (3) those not on the Federal Aid System but that are
considered by local officials to be "important" or high volume facilities.
Traffic volume is perhaps the most readily available data element con-
cerning a highway network. The intent here is that existing data be used
wherever possible, implying that existing volume data should be available
in most instances to develop a suitable traffic flow map. In many com-
munities where traffic studies or transportation plans have been developed,
flow maps may already be available requiring only minimal updating.
Development of flow maps, however, should be carefully guided by cognizant
highway and transportation planning officials.
b. Highway Inventory Data - Highway inventories are normally available
from state transportation planning or highway departments. These inven-
tories should be made available for each community where hot spots are
being investigated. The required data that can be obtained from these
inventories include descriptions of operational characteristics of the
roadways (e.g., one-way or two-way operation); information regarding the
number of lanes, use of medians, functional classification, etc., and
occasionally, volume data. Also, data must be obtained regarding inter-
sectional traffic control, particularly the locations where traffic
signals are utilized. It is helpful if the locations of all signalized
intersections are plotted on a base map.
c. General Backup Data - Other data elements are required that may not
be available from previous studies or from existing inventories. Included
is information required to estimate the lane capacity of streets on the
network, mainly, estimates of truck factors, knowledge of conditions such
as restricted lateral clearances, severe terrain features, etc. This
information can be obtained through local planning or engineering per-
sonnel and by field reconnaissance. For a comprehensive discussion of
-------
roadway lane capacity, the reader is referred to the Highway Research
Board's Special Report No. 87, the 1965 Highway Capacity Manual. A
methodology for calculating capacities based on this document is pre-
sented in Section II.D of these guidelines.
2. Definitions
Several terms used in the screening procedure are defined below.
a. Complex Intersection - This term refers to a signalized intersection
that, because of volume demand, turning movements, geoinetry, number of
approaches, etc., requires three or more signal phases. Also, an
intersection characterized by very heavy pedestrian activity as well as
high volumes on all approaches may be considered a complex intersection.
Complex intersections cannot be appropriately analyzed using the screen-
ing procedure.
b. Special Case - A special case refers to either a signalized or non-
signalized intersection where conditions are such that, again, the screen-
ing procedure is not appropriate for evaluating hot spot potential. Exam-
ples of special cases include locations (1) where signals are used only
for certain events such as during peak-hour only, or during work-shift
changes if the location is in the vicinity of a major industrial or office
complex; (2) where signals are manually operated or preempted in favor of
traffic direction by police personnel; (3) where signals are utilized for
pedestrian crossing protection only; and (4) where police control is
utilized at nonsignalized intersections.
c. Congested/'Noncongested Areas - These terms are utilized in the screen-
ing procedure to indicate whether or not significant interference to traf-
fic departing from an intersection can be expected. For congested areas,
downstream cruise speeds will be fairly low (less than about 20 miles per
hour) with some interruptions occurring. In noncongested areas, however,
few if any interruptions to departing traffic will occur, and downstream
cruise speeds will be somewhat higher (at least 25 miles per hour).
5
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3. Nomographs for Hot Spot Screening
The nomographs for screening provide the basic tool for relating various
traffic and roadway characteristics to hot spot potential. In particular,
these nomographs relate a roadway's average daily volume demand and capac-
ity characteristics to potential for exceeding the National Ambient Air
Quality Standard for 8-hour average concentrations of carbon monoxide
(10.0 mg/m3 (9.0 ppm)). Hot spot potential is indicated when the respec-
tive ADT's for any particular street under analysis and cross street are
plotted on the nomograph and the point plotted falls on.or above the
curve. The use of the nomographs is explained in detail in the following
paragraphs. Separate sets of nomographs are presented for three distinct
types of street locations including signalized intersections, nonsignalized
intersections, and for conditions where uninterrupted flow prevails. Each
of these is discussed below.
a. Signalized Intersections - Ten separate nomographs are presented.
Each of the nomographs was developed for screening intersection approaches
of a particular configuration. Included are nomographs developed for
screening:
• 2-lane, 2-way (congested area)
• 2-lane, 2-way (noncongested area)
• 3-lane, 2-way (congested area)
• 3-lane, 2-way (noncongested area)
• 4-lane, 2-way (congested area)
• 4-lane, 2-way (noncongested area)
• 3-lane, 1-way (congested area)
• 3-lane, 1-way (noncongested area)
• 2-lane, 1-way (congested area)
• 2-lane, 1-way (noncongested area)
A series of five curves appears on each nomograph. Each of these curves
represents a particular configuration of the cross street (with respect
to the approach being screened). Curves representing the following cross
street configurations are plotted on each nomograph:
-------
• 2-lane, 1-way
• 2-lane, 2-way
• 3-lane, 1-way
• 3-lane, 2-way
• 4-lane, 2-way
Each of the curves is a plot of the ADT on the intersection approach under
analysis (abscissa) versus the ADT on the cross street (ordinate).
Each point on any of the curves, then, represents that combination of
traffic volumes (on the street under analysis and the cross street) which,
under certain assumed conditions, would result in ambient carbon monoxide
concentrations at or very close to the 10.0 mg/m3 permitted by the National
Ambient Air Quality Standard for 8-hour average concentrations. These
assumed conditions include a maximum distribution of the available green
time between the street under analysis and the cross street,* which
accounts for the finite limits of the plotted curves on the nomographs.
Also assumed is that there is a background concentration present, which
comprises 2.9 mg/m3 of the implied 10.0 mg/m3 concentration. If the
respective ADT's for any particular configuration of street (under
analysis) and cross street are plotted on the nomograph and the point
plotted falls on or above the (cross street) curvet the implication is
that resulting carbon monoxide concentrations are potentially in the
vicinity of 10.0 mg/m^ or more3 indicating that the approach has hot spot
potential. Plotting the ADT's (for winter 1982-1983) in this manner and
noting where the plot lies with respect to the cross street curve, is
essentially the entire procedure involved for using the nomographs. The
appropriate nomograph is selected based on the configuration of the
approach being analyzed while selection of the appropriate curve on the
nomograph is based on the cross street configuration.
-
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b. Uninterrupted Flow - Two types of locations are considered where con-
ditions of uninterrupted flow prevail - these include expressways (con-
trolled access) and arterial streets. One nomograph is presented for
each of these two facility-types.
On the nomograph for expressways, three separate curves are plotted
representing 4-lane, 6-lane, and 8-lane expressways. These curves are
plotted as lane capacity (abscissa) versus ADT (ordinate). Each point
on the curve represents that combination of lane capacity and 24-hour
volume that, under certain assumed conditions, would result in nearby
ambient carbon monoxide concentrations of approximately 10.0 mg/m3. The
implication, again, is that for a particular roadway configuration with a
certain lane capacity, an ADT equal to or In excess of the "critical" ADT
(shown by the curve on the nomograph) indicates that the location may be
a potential hot spot.
A similar nomograph is presented for arterial streets showing the critical
ADT for various lane configurations. Again., if the actual ADT (estimated
for winter 1982 to 1983) exceeds the "critical" ADT3 hot spot potential
is indicated.
The procedure, then, for using either of the nomographs is to plot the
estimated lane capacity versus its ADT and observe where this plot lies
with respect to the curve corresponding to the facility's configuration -
if the plot falls on or above the curve, hot spot potential is indicated.
c. Nonsignalized Intersections - Ten separate nomographs have been devel-
oped for the screening of nonsignalized intersections. These nomographs
are utilized to screen intersection approaches controlled by STOP-signs
only; the through street approaches of a STOP-sign controlled intersection
are screened utilizing the nomographs presented, for uninterrupted flow.
One curve is plotted on each nomograph, which has ADT for the controlled
street and the through street plotted on the x and y axis, respectively.
Each nomograph contains a curve representing the combination of ADT's on
the street under analysis and the through-street that would result In
-------
ambient carbon monoxide concentrations of approximately 10.0 mg/m3 (assuming
certain other conditions prevail as described previously). Therefore, in
order to use these nomographs, two elements of data other than the config-
uration of each street approach must be determined, including (1) the ADT
(winter 1982 to 1983) on the street under analysis, and (2) the ADT (winter
1982 to 1983) on the major through street. If, then, the ADT's are plotted
and the point lies on or above the curve, hot spot potential is indicated.
Selection of the nomograph is based on the configuration of both the STOP-
sign controlled street being analyzed and the major through street. Nomo-
graphs were developed for the screening of the following STOP-sign con-
trolled street configurations:
• 2-lane, 2-way minor; 2-lane major (congested area)
• 2-lane, 2-way minor; 2-lane major (noncongested area)
• 2-lane, 2-way minor; 4-lane major (congested area)
• 2-lane, 2-way minor; 4-lane major (noncongested area)
• 4-lane, 2-way minor; 4-lane major (congested area)
• 4-lane, 2-way minor; 4-lane major (noncongested area)
• 2-lane, 1-way minor; 2-lane major (congested)
• 2-lane, 1-way minor; 2-lane major (noncongested)
• 2-lane, 1-way minor; 4-lane major (congested)
• 2-lane, 1-way minor; 4-lane major (noncongested)
4. Hot Spot Screening Worksheets
Presented in the following pages are standard worksheets to be used for
performing and reporting the screening of a street network. Included
are:
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• Hot Spot Screening Summary Sheet - Worksheet 1
• Screening Worksheet - Signalized - Worksheet 2
Intersections
• Screening Worksheet - Nonsignalized - Worksheet 3
Intersections
• Screening Worksheet - Uninterrupted - Worksheet 4
Flow
a. Screening Summary Sheet (Worksheet 1) - This form, as its name
implies, is intended to be used for summarizing the hot spot screening
effort for a community. The information to be entered on the sheet
includes:
1. A description of each location analyzed - Broadway at
Park Street, or Vasser Street between Parson's Road
and Kennelworth Drive, for example.
2. The type of location analyzed - either signalized
intersection, nonsignalized intersection, freely
flowing arterial section, or expressway.
3. Whether or not hot spot potential is indicated by
the analysis.
The locations listed are then numbered sequentially.
b. Screening Worksheet - Signalized Intersections (worksheet 2) - This
worksheet provides space for the analysis of two separate intersections.
To complete this form enter the intersecting street's names in Part I, and
indicate whether or not the intersection is located in a congested area
in Part II. (A congested area implies cruise speeds of less than 20 mph),
In Part III, it is indicated whether or not the location should be con-
sidered a complex intersection (unusual geometery) or a special case.
For locations that are not considered complex intersections or special
cases, the actual screening is performed in Part IV.
In Part IV each approach to the intersection is analyzed separately.
Under the main column heading "Approach Under Analysis," the approach
10
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designation (name and orientation such as Amity Road, south approach),
the adjusted average daily traffic volumes, and the roadway configuration
(for example, 4-lane, 2-way) are entered.
Under the other main column heading of "Cross-Street Data," the appro-
priate data elements for the cross street approach having the highest
traffic volume are recorded. Then, utilizing the appropriate nomograph
and curve, a determination of hot spot potential is made and recorded.
If the configuration of the other approach of the cross street is different
from the approach previously used in the analysis, the procedure is re-
peated using the data for the second cross-street approach and the appro-
priate nomograph and curve. Note that columns f and j provide space to
record the figure number and curve designation for the nomograph used to
perform the screening.
c. Screening Worksheet - Nonsignalized Intersections (Worksheet 3) - This
worksheet allows for the analysis of four nonsignalized intersections.
In the first major column, the through street is analyzed in the same
fashion as for uninterrupted flow conditions. Each approach of the con-
trolled cross street is then analyzed in the two columns under the heading
of "Cross-Street Data."
d. Screening Worksheet - Uninterrupted Flow (Worksheet 4) - Up to 30
locations where conditions of uninterrupted flow prevail can be analyzed
on each of these worksheets. The data required include the facility
name; a description of its location; its volume, configuration, and capac-
ity; and finally, whether or not hot spot potential is indicated.
B. DETAILED INSTRUCTIONS FOR HOT SPOT SCREENING
The following presents detailed instructions for performing hot spot
screening based on utilizing the data, nomographs, worksheets, and general
procedure discussed in the previous portion of this section. Included
are step-by-step instructions for the three subtasks (analysis of signalized
11
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intersections, uninterrupted flow, and nonsignalized intersections)
involved in the screening process.
1. Screening Signalized Intersections
a. Step 1 - Prepare a townwide traffic flow map depicting the highest
monthly projected ADT's on the street network for the winter months
(November through March) of 1982-1983. This should be presented on a
suitable base map (or maps) at a scale of between 1 inch = 1,000 feet
and 1 inch = 3,000 feet; insets at a larger scale should be used, as
appropriate, for congested areas. Volumes should be included for all
principal streets including, as a minimum, all streets and highways on
the Federal Aid System and on all street sections controlled by traffic
signals.
b. Step 2 - Determine the locations where traffic signals are utilized
to control traffic.
c. Step 3 - Determine the configuration (i.e., the number of approach
and departure lanes) of each approach for all signalized intersections.
Also, a determination should be made as to whether each intersection is
located in a congested or noncongested area, and whether any of the loca-
tions should be classified as complex intersections or special cases
(unusual geometry or unusual signal control such as by a police officer).
d. Step 4 - Enter appropriate data for each signalized intersection on
the Screening Worksheet - Signalized Intersections, as follows:
1. Part I:
a. Enter the location (e.g., Main Street at Naussam Road).
2. Part II:
a. Record whether or not the location is generally within a
congested area.
12
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3. Part III;
a. Record whether or not the location should be considered
a complex intersection or special case. If it is either
a complex intersection or a special casej enter the
location on the Hot Spot Screening Summary Sheet and
proceed to the next intersection.
b. If the location is neither complex nor a special case,
proceed to Part IV.
4. Part IV: Each approach of the intersection is analyzed as follows:
a. Enter the approach designation (e.g., Main Street, south
approach) in column a. It is important to identify the
particular approach being considered (e.g., Main Street,
south approach).
b. Enter the adjusted ADT (winter 1982-1983) in column b.
c. Enter the configuration (e.g., 2-lane, 1-way) of the
approach in column c.
d. Enter the name and orientation (e.g., Main Street, east
approach) of each cross street approach on the line
above columns d through k.
e. For the first approach of the cross street:
1. Enter the adjusted ADT (winter 1982-1983) in column d.
2. Enter its configuration (e.g., 2-lane, 1-way) in
column e.
3. Enter the figure number and curve to be used for
screening in column f (see Section II.A.3 for
instructions on the selection of figures and curves).
4. Using the figure and curve noted in column f, deter-
mine whether or not hot spot potential exists; record
this determination in column g.
f. For the other approach of the cross street:
1. Enter the adjusted ADT (winter 1982-1983) in column b.
2. Enter its configuration (e.g., 2-lane, 2-way) in
column i.
13
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3. Enter the figure number and curve to be used for
screening in column j (see Section II.A.3 for
instructions on the selection of figures and curves).
4. Using the figure and curve noted in column j, deter-
mine whether or not hot spot potential exists; record
this determination in column k.
g. Repeat the previous steps in Part 17 for eadh approach.
5. After all approaches have been analyzed, enter the location on
the Hot Spot Screening Summary Sheet (Worksheet No. 1); in-
clude the following data:
a. Location (street names).
b. Type (in this case, signalized intersection)
c. Whether or not a hot spot is indicated - a hot spot is indi-
cated if any entry in aolwms g or k is affirmative.
e. Step 5 - Repeat Step 4 for all signalized intersections on the street
network.
2. Screening Locations Where Conditions of Uninterrupted Flow Prevail
a. Step 1 - Identify sections of expressway (controlled access) where the
following conditions prevail:
Highway configuration ADT
4-lane highway >^ 40,000
6-lane highway > 50,000
8-lane highway > 65,000
These ADT's are slightly below those that would generally have hot spot
potential.
b> Step 2 - For each section identified in Step 1 as meeting the above
criteria, enter the highway name or route number in column (a) of the
Screening Worksheet - Uninterrupted Flow (Worksheet No. 4). Also
on this worksheet, enter the following data for each location:
14
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1. Description of the location (e.g., north of the Brook's High-
way Interchange) 'in column b.
2. The adjusted ADT (winter 1982 to 1983) in column c.
3. Highway configuration (e.g., 4-lane expressway) in column d.
4. Estimated lane capacity in column e (see page 46).
5. Using the appropriate curve in the nomograph for expressways,
determine whether or not the facility is a potential hot spot
(for instructions on selecting the appropriate curve and use
of the figure, see Section II.A.3); record this determination
in column f.
c. Step 3 - Upon completion of Step 2, record the locations on the Hot
Spot Screening Summary Sheet; include:
1. Facility name and location (from columns a and b of the
worksheet.
2. Type of facility (in this case, expressway-uninterrupted
flow).
3. Whether or not hot spot potential is indicated (from
column f of the work sheet.
d- Step 4 - Identify arterial street sections on the highway network that
meet the following criteria:
1. Volumes:
Highway configuration ADT
2-lane arterial >_ 15,000
4-lane arterial >_ 25,000
6-lane arterial > 35,000
2. Proximity to Signalized Intersections: The section should ~be
at least 1 mile from a signalized intersection.
e. Step 5 - For each arterial section identified in Step 4 as meeting
the above criteria, enter the street name (or other identifier) in
15
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column a of the Screening Worksheet - Uninterrupted Flow (see
Section II.A.4). Also on this worksheet, enter the following data for
each location:
1. Description of the location (e.g., between Marginal Way
and Ober Road) in column b.
2. The adjusted ADT (winter 1982 to 1983) in column c.
3. Street configuration (e.g., 4-lane arterial) in column d.
4. Estimated lane capacity in column e (see page 46).
5. Using the appropriate curve in the nomograph for arterials,
determine whether or not the facility is a potential hot
spot (for instructions on selecting the appropriate curve
and use of the figure, see Section II.A.3); record this
determination in column f.
f. Step 6 - Upon completion of Step 5, record the locations on the Hot
Spot Screening Summary Sheet; include:
1. Facility name and location (from columns a and b of the
worksheet).
2. Type of facility (in this case, arterial-uninterrupted flow).
3. Whether or not hot spot potential is indicated (from
column f of the worksheet.
3. Screening Nonsignalized Intersections
a. Step 1 - Identify all nonsignalized intersections where either the
major street or controlled street volumes exceed the critical ADT's shown
below (for various street configurations):
Street configurations
Major street
2-lanes
4-lanes
4-lanes
a
Controlled street
2-lanes
2-lanes
4-lanes
Critical ADT's
Major street
10,000
20,000
20,000
rt
Controlled street
2,500
2,500
8,000
Under control of STOP sign.
16
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b. Step 2 - For each intersection identified in Step 1 as meeting the
above volume criteria, enter the location in Part I of the Screening
Worksheet - Nonsignalized Intersections.
c. Step 3 - For Part II of the worksheet enter the following:
1. For the major through street enter:
a. Adjusted ADT (winter 1982 to 1983) in column a.
b. Configuration (e.g., 2-lane arterial) in column b.
c. Using the appropriate curve in the nomograph for
arterial streets, determine whether or not hot
spot potential exists on the through street; record
this determination in column c.
2. For the first controlled street approach enter:
a. Street name and its orientation (e.g., Trask Lane,
east approach).
b. Adjusted ADT (winter 1982 to 1983) in column d.
c. Configuration (e.g., 2-lane, 2-way) in column e.
d. The figure number to be used for screening in
column f.
e. Using the figure designated in column f, determine
whether or not hot spot potential exists; record
this determination in column g.
3. For the second controlled street approach enter:
a. Street name and its orientation (e.g., Trask Lane,
west approach).
b. Adjusted ADT (winter 1982 to 1983) in column h.
c. Configuration (e.g., 2-lane, 1-way) in column i.
d. The figure number to be used for screening in
column j.
e. Using the figure and curve designated in column j,
determine whether or not hot spot potential exists;
record this determination in column k.
17
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d. Step 4 - Upon completion of Step 3, record the locations on the Hot
Spot Screening Summary Sheet; include:
1. Location (street names).
2. Type (in this case, nonsignalized intersection).
3. Whether or not a hot spot is indicated - a hot-spot is indicated
if any entry in columns cs g, or k is affirmative.
4. Other Locations
Other locations may be identified during the initial screening that should
be analyzed for possible hot spot potential. These locations may not be
obvious solely from analysis of traffic data; however, interviews with
local planning or engineering personnel may result in the identification
of such locations. These special cases may include access roads to major
industrial facilities or office complexes, shopping centers, or public
parking areas. Should locations such as this be identified, they should
be entered on the Hot Spot Screening Summary Sheet.
5. Screening Locations Map
The final step in the hot spot screening process is to assign an identifi-
cation number to each location listed on the Hot Spot Screening Summary
Sheet, and then to plot the locations, with their respective identification
numbers, on a base map. In preparing this map, separate symbols should be
utilized to distinguish signalized intersections, nonsignalized inter-
sections, and locations where uninterrupted flow prevails.
C. WORKSHEETS AND NOMOGRAPHS
The following pages bring together most of the information that is
needed to perform hot spot screening, assuming the user has become famil-
iar with the instructions described above. The worksheets may be repro-
duced for use in the analysis, or similar worksheets can be developed
18
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by the user. Again, since the purpose of this document is to provide
only the portions of the Guidelines that are required to conduct an
analysis, the user may wish to consult the Hot Spot Guidelines, Volume I
document to develop a more thorough understanding of the procedure, its
applications and its limitations. Presented here, then, are Worksheets 1
through 4, followed by the nomographs (designated as Figures 1 through 22)
Immediately following these pages is a discussion on determining roadway
capacity, which, in turn, is followed by an example problem illustrating
the use of the worksheets and nomographs.
19
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WORKSHEET NO. 1
Hot Spot Screening Summary Sheet page of
City/Towri: State:
Analysis By: . Date:
(MM) (tUl.)
Approved By: Date:
(title)
Hot Spot Indicated
or
Location Type Detailed Analysis Requirec
YesFNo
20
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City/Town:
Analysis By:
Approved By:
WORKSHEET NO. 2
Screening Worksheet - Signalized Intersections
(BUM)
page of
State:
(eteu)
Date:
Date:
(tltl.)
Part I Location:.
Part II Congested Area? Yea:
-No
Part III Complex Intersection or Special Case? Yea; No; If yes, enter location on Initial Screening
Summary Sheet and proceed to next Intersection; If no, proceed with Part IV.
Part IV Analyze each approach separately on the form below.
A|i|irn,icli until* r .inn lysis
a
Designation
^^r>~rn;trh under Jinjilynln
a
Designation
~~^^=~~===^^
b
Adjusted
ADT
X
c
Configur-
ation
^x^
Crons-Gtrcet data
Srrort! Approach:
d_
Adliistvll
ACT
<*
Onfluur-
l in
l_
Figure/
g.
Hoe spoc
Street i Approach:
Street : Approach:
h
A
-------
City/Town:
WORKSHEET NO. 3
Screening Worksheet - Nonsignalized Intersections Pa8e —°
State:
Analysis By:
Approved By:
(MM)
Date:
Date:
Farl 1 loeitlom
Part II Analyze each cross street approach on the form below:
Through etrect data
^
Ad juiced
ADI
_b
Configur-
ation
£
Hot Spot
Indicated?
Minor croaa atreet data
Street! Approach:
d
Adjusted
AOT
e
Configur-
ation
f
Figure/
ctirvl ueed
£
Hot Spot
indicated?
Street: Approach:
h
Adjueted
AR
i
Conf Igur-
itton
i
Figure/
curve ueed
k
Hot Spot
Indicated!
»art I tneatlani
Part II Analyze each cross street approach on the form below:
_e_
Adjutted
AR
£
Configur-
ation
£
Hot Spot
indicated?
Street) Approach:
d
Adjueted
AR
e
Configur-
ation
£
Figure/
curve ueed
&
Hot Spot
Indicated!
Street! Approach:
h
Adjueted
AR
i
Configur-
ation
i
Figure/
curve uaed
k
Hot Spot
Indicated?
Vert I Lecatloni.
Part II Analyze each cross street approach on the form below:
a
AdJuiUd
APT
J>
Configur-
ation
£
Hot Spot
indicated?
Minor croil street data
Street! Approach:
d
Adjuiced
AR
e
Conf iRUr-
atlon
£
Figure/
curve uiod
fi
Hot Spot
Indlceted?
Screed Approach:
h
Adjueted
AR
i
Confljur-
etlon
i
Figure/
curve uied
k
Hot Spot
Indicated!
fart I Location!.
Part II Analyze each cross street approach on the form below:
Adjuittd
ACT
Through it
Conf 1 gur*
atlon
reet data
Hot Spot
indicated?
Minor croae meet dace
Street! Approach:
Adjusted
AUT
Confljur-
etlon
E
Mgure/
curve uetd
£
Mot Spot
IndUltedT
Street i Approach:
h
Adjuited
ACT
— T
Conflgur-
etlon
i
Figure/
curve uitd
k
Hot Spot
22
-------
City/Town:
Analysis By:
Approved By:
WORKSHEET NO. 4
Screening Worksheet - Uninterrupted Flow
. , State:
(HUM)
(till.)
(DAM)
(tttl.)
page of
Date:
Date:
Facility
Location
Adjuited
ADT
Configur-
ation
tit.
line
capacity
Hot Spot
Indicated?
23
-------
to
J»
o
>
"o
c
o
3
o
UJ
Ul
(T
>-
CO
V)
CO
o
a:
o
30-
25-
pr\—
l
•m
\
s
s
\
s
MBB
\
s
s
N
s,
MCBi
(
HOT SPOT POTENTIAL IS INDICATED
IP THE POINT PALLS ON OR AtOVC
THE APPROPRIATE CURVE.
V
X
c
^
v;
\
s
N
s
Si
S
V
N
N
"S
V
S,
s
V
^x
k,
<
A 4 lane — 2way
B 3 lane —2 way
C 3 lane — (way
D 2 lane — 2 way
E 2 lane — 1 way
s.
-^
X
*x
*•>
•v
S.
s.
^.^
^mmm
^
X,
^N
k*S
•B^
V
>
<
*>
•*v
«^M
|l
X
^H
"**
^^
•^M
D
V.
^^^
^
*^X
^^
•••
•§•
^••H
1
^•H
ADT OM STREET UNDER ANALYSIS = 2 lane - 2 way, CONGESTED AREA
thousands of vehicles
Figure 1. Analysis at signalized intersections of a 2-lane, 2-way
street and various cross street configurations in a
congested area
24
-------
9
O
T»
C
O
DC
W
CO
o
or
o
o
<
HOT SPOT POTENTIAL IS INDICATED
IF THE POINT PALLS ON OR ABOVE
THE APPROPRIATE CURVE.
A 4 lane —2way
B 3 lone —2 way
C 3 lone —I way
D 2 lane —2way
E 2 lane — I way
0 2 4 6 8 10 12
ADT ON STREET UNDER ANALYSIS'2 !on«-2way, NONCONGESTED AREA
thousands of vehicles
Figure 2. Analysis at signalized intersections of a 2-lane, 2-way
street and various cross street configurations in a
noncongested area
25
-------
HOT SPOT POTENTIAL IS INDICATED
IP THE POINT PALLS ON OR ABOVE
THE APPROPRIATE CURVE
A 4 lane — 2way
B 3 lone —2 way
3 lone — I way
D 2 lane —2way
E 2 lane —I way
10
12
ADT ON STREET UNDER ANALYSIS1 3 lane-2 way, CONGESTED AREA
thousands of vehicles
Figure 3. Analysis at signalized intersections of a 3-lane, 2 way
street and various cross street configurations in a
congested area
26
-------
1
e
i
Ul
Ui
cc
v>
-------
c
o
UJ
UJ
K
CO
tO
o
o:
u
»-
o
<
HOT SPOT POTENTIAL IS INDICATED
IF THE POINT FALLS ON OR ABOVE
THE APPROPRIATE CURVE.
A 4 lane —2way
B 3 lane —2 way
C 3 lane —I way
D 2 lane —2way
E 2 lane — I way
ADT ON STREET UNDER ANALYSIS-4 lone -2way, CONGESTED AREA
thousands of vthicles
Figure 5. Analysis at signalized intersections of a 4-lane, 2-way
street and various cross street configurations in a
congested area
28
-------
0>
o
M
Ul
UJ
oc
(O
O
OC
O
O
HOT SPOT POTENTIAL IS INDICATED
IF THE POINT FALLS ON OR ABOVE
THE APPROPRIATE CURVE.
A 4 lane —2 way
B 3 lane —2 way
3 lane —I way
0 2 lone —2way
E 2 lane — I way
0
ADT ON STREET UNDER ANALYSIS'4 lane-2 way, NONCON6ESTED AREA
thousands of vehicles
Figure 6. Analysis at signalized intersections of a 4-lane, 2-way
street and various cross street configurations in a
noncongested area
29
-------
o
o
w
3
O
Ul
UJ
(£.
t-
to
in
v>
o
a:
o
o
<
ADT ON STREET UNDER ANALYSIS =3 Sons -1 way, CONGESTED AREA
thousands of vehicle*
Figure 7. Analysis at signalized intersections of a 3-lane, 1-way
street and various cross street configurations
30
-------
JOJ
o
>
*o
3
O
t-
UJ
Ul
(£
t-T
V)
V)
-------
M
J»
^O
ic
«
»-
o
•o
c
o
w
a
o
«•
K"
LJ
UJ
(E
h-
co
V)
to
o
h-
Q
ADT ON STREET UNDER ANALYSIS'-2 lone -1 way, CONGESTED AREA
thousands of vehicles
Figure 9. Analysis of signalized intersections of a 2-lane, 1-way
street and various cross street configurations
32
-------
HOT SPOT POTENTIAL IS INDICATED,
IF THE POINT FALLS ON OR ASOVC
THE APPROPRIATE CURVE.
c
o
3
o
UJ
Ul
cc
-------
80-
7O
60-
a»
•o
o
O
<
40-
30-
20-
10
-8-LANE EXPRESSWAY
6-LANE EXPRESSWAY
4-LANE EXPRESSWAY.
HOT SPOT POTENTIAL IS INDICATED
IP THE POINT PALLS ON OR ABOVE
THE APPROPRIATE CURVE.
12
14
I
16
18
20
LANE CAPACITY, vph
11 Analysis for uninterrupted flow conditions of controlled
' access facilities (expressways) for various lane
configurations
34
-------
o
I
I
£ 20-
15-
10-
10
12
^
6-LANE'ARTERIAL
4-LANE
!-LANE ARTERIAL
HOT SPOT POTENTIAL IS INDICATED
IF THE POINT FALLS ON OR ABOVE
THE APPROPRIATE CURVE.
14
16
is
20
LANE CAPACITY, vph
Figure 12. Analysis for uninterrupted flow conditions of uncontrolled
access facilities (arterials) for various lane configurations
35
-------
50
JO
CM
O
it
* .2
CM •£
40
30
5 o
to
CM
Ul
oc
CO
I
I 20
z
o
o
<
10
-i—i—i—i—i—i—i—i—i—i—i—i i
HOT SPOT POTENTIAL IS INDICATED.
IP THE POINT PAULS ON OR ABOVE
THE APPROPRIATE CURVE.
7.5
10
12.5
0 2.5 5
ADT ON CONTROLLED STREET «2 lone - 2 way , CONGESTED AREA
in thousands of vehicles
Figure 13. Analysis at nonsignalized intersections of a 2-lane, 2-way
controlled street intersecting a 2-lane, 2-way or 2-lane,
1-way major street in a congested area
36
-------
50
o
7
o
CM
6_
o
o
,
\
V
>
t
s
\
i
s
HOT SPOT POTENTIAL IS INOICATEI
f THE POINT FALLS ON OR ABOVE
THE APPROPRIATE CURVE.
s
V
>
1
k
\
)
2.5
7.5
10
12.5
ADT ON CONTROLLED STREET'2 lone - 2 way , NONCONGESTED AREA
in thousands of vehicles
Figure 14. Analysis at nonsignalized intersections of a 2-lane, 2-way
controlled street intersecting a 2-lane, 2-way or 2-lane,
1-way major street in a noncongested area
37
-------
O
-------
50
MAJOR STREET '4 lone -2 way
in housands of vehicles
*
O
W
O
th
l»
O
AOT ON
—
O
*
HOT SPOT POTENTIAL IS INDICATED.
IP THE POINT PALLS ON OR ABOVE
THE APPROPRIATE CURVE.
0 2.5 5 7.5 10 12.5
ADT ON CONTROLLED STREET' 2 lone - 2 way, NONCONGESTED
in thousands of vehicles
Figure 16. Analysis at nonsignalized intersections of a 2-lane, 2-way
controlled street intersecting a 4-lane, 2-way major
street in a noncongested area
39
-------
o
CM
I
i 1
UJ
Ul
cc
(T
O
o
w
•o
I
e
50
40
30
20
10
HOT SPOT POTENTIAL IS INDICATED.
IF THE POINT FALLS ON OR ABOVE
THE APPROPRIATE CURVE.
2.5
7.5
10
12.5
ADT ON CONTROLLED STREET'4 lanes - 2 way, CONGESTED AREA
in thousand* of vehicles
Figure 17. Analysis at nonsignalized intersections of a 4-lane, 2-way
controlled street intersecting a 4-lane, 2-way major
street in a congested area
40
-------
1 I I t
I
CM
if
OT
s
o
i
HOT SPOT POTENTIAL 13 INDICATED.
THE POINT PALLS ON Oft ABOVE
THE APPROPRIATE CURVE.
10
12.3
ACT ON CONTROLLED STREET »4 lane - 2 way , NONCONGESTED AREA
in thousands of vehicles
Figure 18. Analysis at nonsignalized intersections of a 4-lane, 2-way
controlled street intersecting a 4-lane, 2-way major
street in a noncongested area
41
-------
5O
o
I 40
e
o
CM
s s
>; .s
c! 5 30
\
1
s
k
s
^
^
V
\
v
>
HOT SPOT POTENTIAL IS INDICATED..
k
\
IF THE POINT FALLS ON OR AIOVE
THE APPROPRIATE CURVE. ~
k
\
k
S
\
>
\
s
0 2.5 5 7.5 10 12.5
AOT ON CONTROLLED STREET = 2 lane -1 way , CONGESTED AREA
in thousands of vehicles
Figure 19. Analysis at nonsignalized intersections of a 2-lane, 1-way
controlled street intersecting a 2-lane, 2-way or 2-lane,
1-way major street
42
-------
50
o
I
«
JB
(SI
5
(M
40
2
.C
I o
M
ui 3
UJ
30
w *"
O
20
10
1-
0
^
S
' '
HOT SPOT POTENTIAL IS INDICATED.
IP THE POINT PALLS ON OR ABOVE
THE APPROPRIATE CURVE.
0 2.5 5 7.5 10 12.5
ADT ON CONTROLLED STREET -2 lane -Iway, NONCON6ESTED AREA
in thousands of vehicles
Figure 20. Analysis at nonsignalized intersections of a 2-lane, 1-way
controlled street intersecting a 2-lane, 2-way or 2-lane
1-way major street in a noncongested area
43
-------
ADT ON MAJOR STREET = 4 lone - 2 way
in thousands of vehicles
— ro c* * a
3 O O O O O
V
\
V
\
\
\
V
\
\
>
v
\
HOT SPOT POTENTIAL IS 1
^
\
P THE POINT PALLS ON 01
THE APPROPRIATE CURVE
^
\
1
v
\
^
>
k
s
ii
NOICATEI
ft ABOVE
>
2.5
7.5
10
12.5
ADT ON CONTROLLED STREET -2 lane -I way , CONGESTED AREA
in thousands of vehicles
Figure 21. Analysis at nonsignalized intersections of a 2-lane, 1-way
controlled street intersecting a 4-lane, 2-way major
street
-------
o
CM
o: -o
* 20
o
<
HOT SPOT POTENTIAL IS INDICATED.
IF THE POINT FALLS ON OR ABOVE
THE APPROPRIATE CURVE.
'0 2.5 5 7.5 10 12.5
ADT ON CONTROLLED STREET -2 lone -I way, NONCONGESTED AREA
in thousands of vehicles
Figure 22. Analysis at nonsignalized intersections of a 2-lane, 1-way
controlled street intersecting a 4-lane, 2-way major
street in a noncongested area
45
-------
D. METHODS OF ESTIMATING ROADWAY CAPACITY
This section provides a methodology for calculating roadway or lane capac-
ities, based on the Highway Capacity Manual, for use in the hot spot
screening procedures.
The methodology developed here is conservative in that it tends to under-
estimate capacity.
The Highway Capacity Manual (1965) gives the following maximum uninterrupted
flow capacities under ideal conditions for various types of roadways:
Highway type Capacity (vph)
Multilane 2,000 per lane
Two-lane, two-way* 2,000 total (both directions)
Three-lane, two-way 4,000 total (both directions)
The capacity, C, of a multilarie roadway is computed using the following
equation:
C =* 2000 M Wf T; (4)
the capacity for one direction of a two-lane roadway is computed using the
equation:
C = 1000 Wf T (5)
where M = number of lanes moving in one direction
Wf = adjustment factor for lane width from Table 2
T = truck factor from Table 3.
This applies primarily to rural locations where speed ranges are quite
high; for most urban applications, capacity can be assumed to be about
2000 vehicles per hour for each direction.
46
-------
Table 2. COMBINED EFFECT OF LANE WIDTH AND RESTRICTED LATERAL CLEARANCE
ON CAPACITY AND SERVICE VOLUMES OF DIVIDED FREEWAYS AND EX-
PRESSWAYS AND TWO-LANE HIGHWAYS WITH UNINTERRUPTED FLOW
Distance from
traffic lane
edge to
obstruction
Adjustment factor, Wf , for lane width and lateral clearance
Obstruction of one side of
one-direction roadway
12-ft
lanes
11-ft
lanes
10-ft
lanes
9-ft
lanes
Obstructions on both sides
of one-direction roadway
12-ft
lanes
11-ft
lanes
10-ft
lanes
9-ft
lanes
Four-lane divided freeway, one direction of travel
6
4
2
0
1.00
0.99
0.97
0.90
0.97
0.96
0.94
0.87
0.91
0.90
0.88
0.82
0.81
0.80
0.79
0.73
1.00
0.98
0.94
0.81
0.97
0.95
0.91
0.79
0.91
0.89
0.86
0.74
0.81
0.79
0.76
0.66
Six- and eight-lane divided freeways, one direction of travel
6
4
2
0
1.00
0.99
0.97
0.94
0.96
0.95
0.93
0.91
0.89
0.88
0.87
0.85
0.78
0.77
0.76
0.74
1.00
0.98
0.96
0.91
0.96
0.94
0.92
0.87
0.89
0.87
0.85
0.81
0.78
0.77
0.75
0.70
Two-lane highway, one direction of travel
6
4
2
0
1.00
0.97
0.93
0.88
0.88
0.85
0.81
0.77
0.81
0.79
0.75
0.71
0.76
0.74
.0.70
0.66
1.00
0.94
0.85
0.76
0.88
0.83
0.75
0.67
0.81
0.76
0.69
0.62
0.76
0.71
0.65
0.58
47
-------
Table 3. AVERAGE GENERALIZED ADJUSTMENT FACTORS FOR TRUCKS ON
FREEWAYS AND EXPRESSWAYS, AND 2-LANE HIGHWAYS OVER
EXTENDED SECTION LENGTHS
Pt, percentage
of trucks, %
1
2
3
4
5
6
7
8
9
10
11
14
16
18
20
1
2
3
4
5
6
7
8
9
10
12
14
16
18
20
Factor, T, for all levels of service
Level terrain
Rolling terrain
Mountainous terrain
Freeways and expressways
0.99
0.98
0.97
0.96
0.95
0.94
0.93
0.93
0.92
0.91
0.89
0.88
0.86
0.85
0.83
0.97
0.94
0.92
0.89
0.87
0.85
0.83
0.81
0.79
0.77
0.74
0.70
0.68
0.65
0.63
0.93
0.88
0.83
0.78
0.74
0.70
0.67
0.64
0.61
0.59
0.54
0.51
0.47
0.44
0.42
Two-lane highways
0.99
0.98
0.97
0.96
0.95
0.94
0.93
0.93
0.92
0.91
0.89
0.88
0.86
0.85
0.83
0.96
0.93
0.89
0.86
0.83
0.81
0.78
0.76
0.74
0.71
0.68
0.64
0.61
0.58
0.56
0.90
0.82
0.75
0.69
0.65
0.60
0.57
0.53
0.50
0.48
0.43
0.39
0.36
0.34
0.31
48
-------
E. EXAMPLE
An example is provided here of the screening of a signalized intersection -
School Street at Lexington Street in Waltham, Massachusetts. The data
required includes traffic volume and a description of the street; layout.
The volume data in the form of average daily traffic (ADT) were obtained
from local sources, while the layout of the streets was determined from
field reconnaissance. The volumes
-------
Part I Location:.
c_.r
Part II Congested Area? X. Yea: No
Part III Complex Intersection or Special Case? Yet; X MO: 11 yet, enter location on Initial Screening
Summary Sheet and proceed to nut interaction; JS no, procenit wtKh ?«ct IV,
Part IV Analyze each approach separately on Che form below.
Leg under Analysis
a
De»l Kial Ion
L.EX5M J'VVJ j NORTH
LCXIMGTOM, SCVJT*
33^==— ==rTII^
i .- "Ooi. , '-. A.-..T
•? o :•; - .• _ .•;<..•-•
t
Ad |u;.tGd
ADr
14000
10000
X
T..''. 0
3cc:
ConUkuc-
at ion
2 L/'?v/
''! /?>/
X
?! '' ? V'/
•P' ''.-',,
C fj Approach! fy
HOCC'
'.:c::
:',,'-"V
-.'-/?W
l^&
I-D
\' r- v.
v t •:
Strott: SCHOOL. lr.: W
A.ir
300C
30OO
1 1 1 on
ZL/ZW
?.L/:V/
j.
F ijttfft/
ctirvg used
/"<0
/-/3
Hot tf.01
YtS
Y£i
Street:LE.XUMC>TrU Approach! _§_
:CCOO
looo:
-1 1 ' ^ • ••
?: /zw
/-/?
/-^
V€5
YES
Figure 23. Example screening
50
-------
The next step is to determine which screening curve is appropriate for the
specified conditions. Figure 1 provides curves for the analysis of a
2-lane 2-way street (in this case, Lexington Street) in a congested area
for signalized intersections. Because School Street is a 2-lane 2-way
street, curve Q in Figure 1 is selected and this is recorded in columns f
and j.
To determine the hot spot potential for the Lexington Street north approach,
the point corresponding to 14,000 on the abscissa and 8,000 on the ordinate
is plotted in Figure 1. Since this point is above .and to the right of
curve D, hot spot potential is indicated for the Lexington Street, north
approach.
51
-------
SECTION III
HOT SPOT VERIFICATION
A. OVERVIEW OF HOT SPOT VERIFICATION
The verification process is a followup to the screening of an area. Con-
ceptually, the technique involved is identical to that used for the screen-
ing. It assumes an explicit relationship between air quality, traffic
operating characteristics, and physical characteristics of an intersection,
for particular meteorological conditions. Therefore, if both traffic and
physical characteristics are determined, and a particular set of meteoro-
logical conditions assumed, estimates of the resulting air quality can be
made. Again, these estimates are made using a series of curves that
relate various traffic and roadway characteristics to resulting air
quality.
In discussing the verification process it is necessary to consider the
three basic elements of the procedure - these include the data required,
the curves to be used, and a set of standard worksheets to be used for
performing and recording the verification of potential hot spots.
1. Data Requirements
While in the screening process it was emphasized that maximum use should
be made of existing general traffic data, the verification process requires
current data specific to each site analyzed. However, existing data may
be used if they are determined to be representative of current traffic
conditions and of sufficient detail. The required data are outlined below,
and summarized in Table 4. In all oases observed data should supersede
52
-------
suggested estimates herein when these data apply to the locations being
modeled. Specific guidance for estimates is given in the worksheet
instructions.
Table 4 .' SUMMARY OF DATA REQUIREMENTS FOR HOT SPOT VERIFICATION
Data element
Remark
Location sketch
Traffic volume
Vehicle speed
Receptor separation
Vehicle classification
Traffic signal operation
Vehicle mode operation
Temperature
The sketch should dimension the traffic engin-
eering features, identify the geometry of the
location and identify traffic operational
constraints.
Peak hour volume projected to the analysis year
for the busiest winter season month.*
Estimate of operating cruise speed.
The distance between the receptor site and the
centerline of the traffic stream.
Distribution of traffic by vehicle type: LDV,
LOT, HDV-G, HDV-D.
Signal timing and phasing at signalized
intersections.
Distribution of vehicles by operating mode:
cold-start, hot-start, stabilized.
Ambient temperature representative of winter
days.
a. Location Sketch - A sketch should be prepared of each location requiring
verification. This sketch should show:
e the approximate geometry of the location
9 the number of approach and departure lanes on each
roadway if the site is an intersection, or just the
number of lanes if the site is an expressway or mid-
block location
« the width of each lane, shoulder, median, and channelizing
island
*The reader should refer to the discussion on page 34 of Volume I regard-
ing critical season.
53
-------
• the locations within each site where curb parking is per-
mitted, where bus stops and taxistands are located, and
the width of such parking lanes
• the location of the worst-case receptor site (see part d
below)
• pertinent notes regarding observations as to the operation
of the facility.
b. Traffic Volume - Peak hour volume data (or projected data) averaged
per lane are required for all streets and highways analyzed. These vol-
umes should be representative of the busiest month from November through
March. This implies that a statistical data base must also be available
from which projections are made. The directional split of peak hour traf-
fic is also required since computations of carbon monoxide concentrations
are performed on a traffic stream basis.
c. Vehicle Cruise Speed - Estimates of the cruise speed of freely flowing
vehicles and vehicles departing from signalized intersections must be made.
These can be based on actual field studies or through estimates based on
observed operating characteristics and surrounding land use. Several
figures and tables, which appear later in this section, have been pro-
vided to aid in making these estimates.
d- Roadway/Receptor Separation Distance - The separation distance, x,
between the receptor site and traffic streams in both directions (for both
uninterrupted flow locations and intersections) is required. This is the
minimum perpendicular distance in meters from the centerline of the traf-
fic stream to a line parallel to the roadway drawn through the receptor
site; that is, the offset distance from the centerline of the traffic
stream (all lanes in one direction of travel) to the centerline of an
adjacent sidewalk or edge of right-of-way.
For intersections, the receptor is a point defined by the offset distance
from the centerline of the traffic stream, and a specified back distance
from the intersection. The distance back from the intersection is a function
54
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of the queue length that develops. The user is not required to compute
the distance nor is he required to compute queue length; rather, empirical
relationships between volume demand and queue length are used implicitly
so that volume and traffic signal parameters (as will be explained later)
are the only inputs required.
e- Vehicle Classification Data - Another data requirement is the distribu-
tion of traffic by vehicle type. This is usually developed for specific
highway classifications such as expressways, major arterials, minor arte-
rials, etc. The vehicle classifications that should be identified include:
• light-duty vehicles (passenger cars) - LDV
• light-duty trucks (panel and pickup trucks, light
delivery trucks - usually all 2-axle, 4-wheel
trucks) - LDT
« heavy duty, gasoline-powered trucks - HDV-G
9 diesel-powered trucks - HDV-D.
$ motorcycles - MC
These data may be available for a community where recent comprehensive
transportation planning programs have been accomplished.
f. Traffic Signal Djjt_a - A necessary element in the verification of hot
spot potential at signalized intersections is the ratio of the green time
allocated to each approach, to the total cycle length (G/Cy). This ratio
can be determined from records or design plans if the installation is of
the fixed-time type but if actuated control is utilized, the ratio must
be computed based on the actual peak hour volumes.
Where actuated pedestrian signals are used, estimates should be made of
the number of times during the peak hour that the actuated pedestrian
phase is called. Also, where turning lanes are provided and these lanes
are subject to interference from stopped through traffic, estimates of
55
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this interference should be made. The green time allocated to the approaches
affected by these occurrences then must be adjusted. (Refer to worksheet
for worksheets for guidance in estimating G/Cy.)
g. Percentage of Cold-Start Vehicles - Estimates of the proportion of
cold-operating vehicles in the traffic stream during the peak hour are
required. This is a difficult statistic to determine for specific loca-
tions; therefore it is recommended that a very general approach be taken
involving the use of the results of a recently completed study9 that
focused on determining the proportion of cold-operating vehicles in numerous
traffic streams in two U.S. cities. This study concluded that the distribu-
tion of cold-operating vehicles is a function of the time of day and the
type of location. For instance, it was determined that the fraction of
vehicles operating in the cold mode during the morning in the CBD was sub-
stantially different from the fraction operating at the CBD during the
evening; also, the fraction of cold-operating vehicles at locations in the
CBD differed significantly from the fraction in say, residential areas for
the same time-period. In the absence of data specific to a location under-
going hot spot analysis, it is recommended that the fraction of vehicles
operating in the cold mode be estimated using the information in the
worksheet instructions.
h. Percentage of Hot-Start Vehicles - The proportion of vehicles operating
in the hot-start mode must also be estimated. This parameter, like the cold-
mode fraction, is not easily determined. The actual impact of hot-start
vehicles is not nearly as significant as the cold-start fraction, however.
Again, guidance is provided in estimating this parameter in the worksheets.
i. Temperature - Ambient temperature has a significant effect on the emis-
sions from cold-operating vehicles and the time necessary to achieve normal
operating temperature. Colder temperatures produce higher emission rates.
Since a worst-case analysis is being performed, a temperature typical of
that during the peak traffic hour on cold winter days (or critical season)
should be used.
56
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j- Street Canyons - At seme midblock locations and intersections in urban
areas, a vortex motion may develop in the wind circulation between tall
buildings. This occurs in areas referred to as "street canyons." A sche-
matic of this windf low pattern is depicted in Figure 24 . A vortex will
form when two conditions exist; first, the roadway/wind angle, 6, must be
at least 30°, and second, the penetration depth,
-------
Again, in these Guidelines, the criterion for roadway/wind angle can be
assumed to be met so that the user must only check the building height and
penetration depths.
When the vortex forms, dispersion of CO along roadways is different com-
pared with dispersion along open areas. To reflect these different dis-
persion characteristics, a separate technique is introduced into this anal-
ysis that better describes street canyon dispersion. This is accomplished
by introducing the street canyon criterion for penetration depth in the
worksheets (again, the roadway/wind angle criterion is assumed to be met),
and special procedures are defined throughout if a street canyon situation
is indicated.
When applying the street canyon calculations to an intersection, only the
main link (determined beforehand) is considered.w Since the CO concen-
tration computed using the street canyon procedure may be lower than if the
nonstreet canyon procedure is used, it may be useful in many instances to
use both techniques so that hot spot potential can be assessed more
completely.
k. Miscellaneous Data - This category includes information relative to
planned projects that will directly impac4: traffic or travel within the
study area in the near future. These could involve alteration to the
street network, (e.g., adding or deleting major arterials or expressways,
revising circulation patterns, changing signal systems, etc.), or the
development of programs to create mode shifts, (e.g., improving bus ser-
vice for commuters). The expected effect on traffic volumes must be
considered where these possibilities exist.
It is noted that the affects of other nearby links in terms of concentra-
tions at receptors located in a street canyon have not been investigated
thoroughly, and thus are assumed at this time to have minimal impact at
the receptor.
58
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Another area of consideration is the effect of programs that will have an
impact on automotive emissions, such as mandatory inspection and mainten-
ance programs. Where such programs are in effect or are anticipated,
their impacts should be estimated.
B. WORKSHEETS AND INSTRUCTIONS FOR HOT SPOT VERIFICATION
The following pages present detailed instructions for performing hot spot
verification. Included are separate worksheets and instructions for
analyzing signalized intersections, STOP-sign controlled intersections,
free-flowing sections of arterial streets, and expressways. It is suggested
that all signalized intersections be analyzed first, followed by analyses
of free-flowing arterials and expressway sections, and finally, STOP-sign
controlled intersections.
The first step in the process is to assemble the data required regarding
volume, vehicle type distribution, percent of vehicles operating in the
cold mode, etc. , and a site sketch showing street geometry and dimensions
as well as the assumed receptor location. Worksheets No. 5 and 6 are then
used to compute the likely maximum concentration based on the various data
elements and the relationships presented in Tables 5 through 8, and the
graphs shown in Figures 25 through 31. Worksheets No. 5 and 6 are each
followed by detailed instructions for completing each line based on the
various elements of traffic data, Figures 25 through 31, and Tables 5
through 8.
59
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WORKSHEET NO. 5
CALCULATION OF CO CONCENTRATIONS AT INTERSECTIONS
1 of 3
Location:
Date:
Analysis by:
Assumptions:
Checked by:
• Analysis Year:
• Location: (a)
altitude; (c)
California; (b)
49-State, low
• Ambient temperature:
49-State, high altitude.
F.
• Percent of vehicles operating in: (a) cold-start mode
(b) hot-start mode .
• Vehicle-type distribution: LDV %; LOT %; HDV-G_
HDV-D %; MC %.
1. Site identification
2. a. i - intersection approach
identification
b. Is approach located in a street
canyon?
3. n.,, - Number of traffic lanes in approach i
4. x - Roadway/receptor separation (m)
5. V, - Peak-hour lane volume in each approach
(veh/hr)
6. S,^ - Cruise speed (mph) on each approach
7. a. Type of intersection (signalized or
unsignalized)
b. For signalized intersections:
i) (G/Cy)i - Green time/signal cycle
ratio for approach 1
ii) Vcross - Effective crossroad
volume (veh/hr)
8. Le - Queue length on approach 1 (m)
Main road
Crossroad
60
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Main road
Crossroad
9. Qf - Free-flow emission rate (g/m-sec)
YU
~ Normalized concentration con-
tribution from free-flow emis-
sions on main roadway (10~3 m"1)
11. Tr f o^oo ~ Normalized concentration
\J I • C JTCJ o S . -
contribution from free-flow
emission on crossroad
(10-3 m-1)
12. Cdf. - Distance correction factor, free-
flow emissions
13. C ,. - Emissions correction factor, free-
flow emissions.
14. a. -y. . - Concentration contribution
Af,main _ , ,.1 .
from free-flow emissions on
main road (mg/m3)
b. Y,. - Concentration contribution
f C1TOSS
' from free-flow emissions on
crossroad (mg/m3)
15. Xf ~ Total concentration from free-flow
emissions (mg/m )
16. C - Emissions correction factor, excess
emissions
17. 0 - Excess emission rate (g/m-sec)
e
18. xu_ ~ Normalized concentration contri-
Q e,i bution from excess emissions on
approach i (10~3m~1)
19. Cde. - Distance correction factor, excess
emissions
20. x • ~ Concentration contribution from ex-
e>1 cess emissions on approach i (mg/m )
21. x ~ Total contribution from excess emis-
sions (mg/m3)
22. XF ~ 1-hour average concentration
' r resulting from vehicle emissions
(mg/m3)
61
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23. XE 8-hr ~ ^-hour average CO concen-
' tration (mg/m3)
24. XB g_hr - 8-hour average background con-
' centration (mg/m3)
25 • XT o . - Total CO concentration, 8-hour
T,o—hr / / ^\
' average (mg/m^)
2^' XT o v_ - Total CO concentration, 8-hour
l,o-hr . . '
average (ppm)
62
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WORKSHEET NO. 5
INSTRUCTIONS FOR COMPLETING EACH LINE
I. HEADING DATA
Location; Enter intersection street name
Date; Enter date of analysis.
Analysis by; Enter name of person performing analysis.
Checked by; Enter name of person checking the completed Worksheet.
Assumptions: Analysis year - enter calendar year reflected by the analysis.
Location - place an X on the appropriate line indicating the
type of location being considered (low altitude
is < 3500 ft) .
Ambient Temperature - enter the Assumed average winter
temperature for the area being con-
sidered (either 20°F or 40°F).
Percent of Vehicles - enter the proportion of vehicles operat-
ing in the cold-start mode and the pro-
portion in the hot-start mode (see
Section IV-.C.3).
Vehicle-type distribution - enter the percentages of light-
duty vehicles, light-duty trucks,
heavy-duty gasoline-powered trucks,
heavy-duty diesel-powered trucks,
and motorcycles that use the streets
being analyzed (use one set of
percentages).
II. COMPUTATIONS
1. Enter the main street and cross-street names (.refer to site sketch).
The main street will always be the street adjacent to the receptor.
In this connection, the assumed receptor location should be at the
point where the maximum projected concentration is likely to occur.
Guidance for identifying this point is provided in the Special In-
structions found in Section IV.C beginning on page 113.
2. a. Intersection approach identification numbers should be added to
the site sketch for reference. The designations should be made
according to the sketch as shown.
b. Enter "yes" or "no" for each approach. Guidance in identifying
street canyons is provided in Section III beginning on page 57-
If approach 1 is in a street canyon, then use the street canyon
options indicated throughout the instructions that follow.
63
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"Assigned approach
identification n urn bar
Receptor
t
Note that approach (T) is-adjacent to the receptor, ©is on the leg opposite
approach(l} (5) intersects @ before it intersects^ and (?) intersectsQ) before
it intersects (5) Again, refer to page 113.
3. Enter the number of lanes (omitting parking lanes) for each approach
(from site sketch).
4. Enter the roadway/receptor separation distance, x^, for approaches 1
and 2. This is the minimum perpendicular distance in meters from the
centerline of the traffic stream approaching the intersection to a line
parallel to the roadway drawn through the receptor site (see site
sketch).
5. Enter the peak-hour lane volume, V. (vehicles/hour), for each inter-
section approach. This is the total traffic stream volume divided
by the number of approach lanes recorded on line 3. This should
represent the busiest winter month* average weekday volume for the
year of interest (based on traffic volume data).
6. Enter the estimated roadway cruise speed, S^ (mph), for each approach
(see Section IV.C.2 on page 120 for guidance).
7. a. Enter type of intersection (signalized, unsignalized).
b. For signalized intersections (for nonsignalized intersections
proceed to next step):
(i) Enter the ratio of green time to total signal cycle
length (G/Cy)i allocated to approach 1. Include time
allocated for any pedestrian walk phases with no traf-
fic movement in the total cycle length. For fixed time
signals, this data will be available from design speci-
fications or from permits and records maintained by the
agency having jurisdiction over the signal. For actuated
This assumes that winter is the critical season for CO. If it is determined
that some other season is in fact the critical season, then the corresponding
traffic volumes and ambient temperature should be used.
64
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signals, the G/Cy for approach i can be estimated from the
equation:
0.9 Vmaxi
= ~
Zn V max
1-1
where G/Cy± is the G/Cy for approach i; and
Vmax is the highest hourly lane volume that occurs
on all approaches where traffic moves during phase i.
(ii) Determine the effective crossroad volume, V , for approach
cross
1 using the following equation and the volume from line 5 if
the signal is fixed time:
v _ line 51 - s
cross line 7.b.i -I- 0.05 ~ l
for actuated signals, V = the highest volume in line 5q and
cross °
8. Determine the queue length, Le (m), that develops on approach 1 as
follows:
For signalized intersections enter the appropriate section of Table 5
based on cruise speed Sj (line 6). Enter the table using V . = Vi
(line-5) and V = line 7 b-ii. main
cross
For imsignalized intersections use the appropriate section of
Table 7 based on cruise speed Si. Enter the table using Vma:£n =
YI (line 5) and Vcross = Vs or V^ (line 5), whichever is greater.
9. Enter the free-flow emission rate, Qf_. (g/m-sec) , for each traffic
stream using Table 6. Enter the table using line 6i (cruise speed)
and line 5 (average lane volume) for each approach. If the street
is within a street canyon, enter only the Qf. for approaches 1 and 2.
10. Enter Figure 28 at the appropriate queue length, Le (line 8), and record
the (xu/Q)f main value using the curve designated MAIN ROAD. If the lo-
cation is within a street canyon, use Figure 29> using line 4i and 4£.
11. Similarly, determine the normalized concentration contribution from
free-flow emissions on the crossroad, (xu/Q)f cro • Use the
CROSSROAD curve of Figure 28. Enter the graph at the same queue
length as in step 10. Omit this step for street canyons.
12. Enter the distance correction factors, Cdfi} for free-flow emis-
sions from the main roadway. Obtain these values from Figure 31.
a. Cdfi is the correction factor at x = xi (line 4).
b. Cdf2 is the correction factor for the departure lanes on leg 1,
evaluated at x = the roadway/receptor separation distance for
the departure stream; This value is X2 (line 4)2.
Note: For street canyons, assume a value~of 1.0.
65
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13. Compute the free-flow emissions correction factor, CFf, reflecting
the assumed calendar year, cruise speed, percentage or vehicles
operating in the cold-start and hot-start modes, ambient temperature,
and vehicle-type distribution. This is derived from the following
equation:
CEf = PLDV CLDV + PLDT CLDT + PMC °MC + PRDG CRDG + ?HDD CHDD
where PTTW = fraction of light-duty vehicles (from heading data);
= fraction of light-duty trucks (from heading data);
P „ = fraction of motorcycles (from heading data);
P = fraction of heavy-duty, gasoline-powered trucks
(from heading data);
fracti°n °f heavy-duty, diesel-powered trucks
(from heading data);
C = correction factor reflecting the assumed calendar year,
cruise speed, percentage of vehicles operating in the
cold start mode, percentage of vehicles operating in
-the hot-start mode, and ambient temperature for light-
duty vehicles (obtained from Table 8);
C „ = correction factor reflecting the assured calendar year,
cruise speed, percentage of vehicles operating in the
cold-start mode, percentage of vehicles operating in the
hot-start mode, and ambient temperature for light-duty
trucks (obtained from Table 8);
C = correction factor reflecting the assumed calendar year,
cruise speed, percentage, of vehicles operating in the
cold-start mode, percentage of vehicles operating in the
hot-start mode, and ambient temperature for motorcycles
(obtained from Table 8);
= correction factor reflecting the assumed calendar year and
cruise speed for heavy-duty, gasoline-powered trucks
(obtained from Table 8);
C = correction factor reflecting the assumed calendar year
and cruise speed for heavy-duty, diesel-powered trucks
(obtained from Table 8);
14. Compute the concentration contribution from free-flow emissions, xf>
from each roadway
a. xf - = (line 10)(line 13) (line 3)l(line 9)i(line 12) l +
i, rriciin I J [_
(line 3) 2 (line 9)2 (line 12) 2
66
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b. xf " [(line ll)(line 13)1 [(line 3)3(line 9)3 +
cross J
(line S)^ (line 9)i+ 1
Note: for street canyons, Xr > need not be computed.
i,cross r
15. Sum line 14a and 14b entries to obtain total contribution from
free-flow emissions, xf-
16. Compute the excess emissions correction factor, CE , reflecting the
assumed calendar year, idle (speed 0), percentage of vehicles operat-
ing in the cold- or hot-start mode, ambient temperature, and vehicle
type distribution. This is derived from the following equation:
CEe = PLDV CLDV-0 + ?LDT CLDT-0 + PMC CMC-0 + PHDG °HDG-0 + PHDD CHDD-0
where PLDV, PLDT> PMC> PHDG and PHDD are as defined in item 13, above; and
CLDV-0' CLDT-0' CMC-0' CHDG-0' and CHDD-0 are the correction
factors from Table 12 reflecting the assumed calendar year, speed
of 0, percentages of cold- and hot-start operation, and ambient
temperature for each vehicle type.
17. Compute the excess emission rate, Q (g/m-sec), from:
Qe = (QQT) (CEe) - V "W
where Q T = the total queue emission rate found in Table 5 for signalized
^ intersections or Table 7 for nonsignalized intersection;
Q = the cruise component of the queue emissions, also found in
Table 5 for signalized intersections and Table 7 for non-
signalized intersections;
C = the excess emissions correction factor found in item 16, above;
Ee ,
and
C = the free-flow emissions correction factor found in item 13, above.
Ef
To use Tables 5 or 7, the highest main road lane volume from line 5 and the
effective crossroad volume, VCROSS> from line "? •&'*•! are used. Interpolation
should be performed as required in using the tables.
18. Determine the normalized concentration contribution from excess
emissions, (xu/Q) . for each approach as follows:
e, i
67
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a. The contribution from approach 1:
Enter Figure 25 at the appropriate queue length, Le (line 8),
to obtain (xu/Q) .. Multiply this value by the number of
e> i
traffic lanes in approach 1 (line 3), and record result. For
street canyons, the procedure is the same except use Figure 29
instead of 25.
b. The contribution from approach:
Enter Figure 26, curve 2, at the same Le, used in part (a),
(line 8), to obtain (xu/Q)e 2- Multiply this value by the
9
number of traffic lanes in approach 2 (line 3), and record
result. For street canyons, assume (xu/Q)e 2=0-
c. The contribution from approach 3:
Signalized intersections - Enter Figure 26, Curve 3 at
Le (line 8) to obtain (xu/Q)e 3- Multiply by the number of
traffic lanes in approach 3 (line 3), and record result.
For street canyons and unsignalized intersections,
(xu/Q)e,3 = 0.
d. The contribution from approach 4:
Signalized intersections - Enter Figure 26. Curve 4 at
Le (line 8 ) to obtain (xu/Q)e 4. Multiply by the number of
traffic lanes in approach 4 (line 3) and record result. For
street canyons and unsignalized intersections, (xu/Q)e 4=0.
19. Determine the distance correction factors for the excess emissions
contributions, Cde.^:
a. Approach 1: obtain Cde^ from Figure 30 at the appropriate
roadway/receptor separation distance x^ (line 4).
Note: For street canyons, Cde^ = 1.0.
b. Approach 2: compute Cde2 by dividing the value obtained from
Figure 30 at the appropriate distance x_2 (line 4) by 0.79:
Cde (at x2)
Cd62 = —(T79
c. Approach 3^:Cde3.^= 1 for signalized intersections and Cde3..p 0
for nonsignalized intersections.
20. Compute the concentration contribution from excess emissions, xe>
for each approach i, using the following equation:
where Q = the excess emission rate from line 17;
Lj
normalized concentration contribution from excess
ei emissions from line 18; and
(Cdej . =
the distance correction from line 19.
68
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21. Sum all line 20 entries to obtain the total concentration, x »
resulting from excess emissions at the intersection.
22. Compute the 1-hour average concentration resulting from vehicle
emissions, X^ i v , by summing line 21 and line 15.
AE, 1-hour' J 6
23. Multiply line 22 by 0.7 to obtain the highest expected 8-hour
average concentration resulting from vehicle emissions.
24. Enter 8-hour average background CO concentration in mg/m3- Use
2.9 mg/m3 if specific local background estimates are not avail-
able and see Section V.B. of Volume I.
25. Sum lines 23 and 24 to obtain maximum expected 8-hour average con-
centration in the vicinity of the intersection (mg/m3).
26. Multiply line 25 by 0.87 to convert the CO concentration from
mg/m to ppm.
69
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WORKSHEET NO. 6
CALCULATION OF CO CONCENTRATIONS ALONG ROADWAYS
WHERE UNINTERRUPTED FLOW PREVAILS
Location:
Date:
Analysis by:
Checked by:
Assumptions: • Analysis Year:
• Location: (a)
altitude; (c)
California; (b)
49-State, low
49-State, high altitude.
• Ambient temperature:
F.
• Percent of vehicles operating in: (a) cold-start mode
(b) hot-start mode %.
• Vehicle-type distribution: LDV %, LDT %; HDV-G_
HDV-D ; MC %.
No.
• Street Canyon:
1. Site identification
Yes;
2. Traffic stream identification
3. V - Peak-hour lane volume for each traffic
stream (veh/hr)
4. x - Roadway/receptor separation (m)
5. n. - Number of lanes per traffic stream
6. S - Cruise speed (mph) for each traffic
stream
7- Qf1 - Free-flow emission rate (g/m-sec)
8.
9.
CEf -
- Normalized concentration contri-
bution from each traffic stream
(ID-3 m'1)
Emission correction factor
10. x( ~ Concentration contribution from each
traffic stream (mg/m3)
I
70
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Worksheet No. 6 (continued).
11* XE 1-hr ~ 1~hour average CO concentration resulting
' from vehicle emissions (mg/m3)
12.
Xg R-hr ~ 8-hour average CO concentration (mg/m3)
Xg 8-hr ~ ^-hour average background concentration
' (mg/m3)
14. x^, 8-hr ~ ^otal CO concentration, 8-hour average
' ~ (mg/m3)
15. XT 8-hr ~ ^otal CO concentration, 8-hour average
71
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WORKSHEET NO. 6
INSTRUCTIONS FOR COMPLETING EACH LINE
I.
II.
HEADING DATA
Location:
Date;
Analysis by;
Checked by;
Assumptions;
Enter facility name and general location (e.g., Mystic Parkway
between exits 60 and 61).
Enter date of analysis.
Enter name of person performing analysis.
Enter name of person checking the completed Worksheet
Analysis year - enter calendar year reflected by the analysis.
Location - place an X on the appropriate line indicating the
type of location being considered (low altitude
is < 3500 ft).
Ambient Temperature - enter the assumed average winter
temperature for the area being con-
sidered (either 20°F or 40°F).
Percent of Vehicles - enter the proportion of vehicles
operating in the cold-start mode
and the proportion in the hot-start
mode.
Vehicle-type distribution - enter the percentages of light-
duty vehicles, light-duty trucks
heavy-duty gasoline-powered trucks,
heavy-duty diesel-powered trucks,
and motorcycles that use the streets
being analyzed (use one set of
percentages).
place an X on the appropriate line (see
the previous section for guidance in
identifying street canyons).
Street Canyon:
COMPUTATIONS
1. Enter the facility name.
2. Enter the direction of flow for each traffic stream (e.g., north-
bound, eastbound, etc.). Again, approach 1 shall be adjacent to the
assumed receptor.
3. Enter the peak-hour traffic volume, V , for each traffic stream
(winter, busiest month, estimates or observed).
4. Enter the traffic stream/receptor separation distance, x . This is
the perpendicular distance in meters from the centerline of each
traffic stream to the receptor location. Minimum distance = 10 meters.
72
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5. Enter the number of lanes, n , per traffic stream (see site sketch).
6. Enter the average cruise speed, S. (mph), for each traffic stream
(for guidance, see Section IV.C.).
7. Determine the free-flow emission rate, Qf. (g/m-tsec) , for each traffic
stream from Table 3. Enter the table using line 6, cruise speed and
(line 3) T (line 5), average lane volumes.
8. Determine the normalized concentration contribution (xu/Q)f, i from
each traffic stream using Figure 27. Enter the graph at the appro-
priate roadway/receptor separation distance x. (line 4). If the
facility is located within a street canyon, use Figure 29.
9. Compute the free-flow emissions correction factor, C_,., reflecting
the assumed calendar year, cruise speed, percentage of vehicles
operating in the cold-start mode, percentage of vehicles operating
in the hot-start start mode, ambient temperature, and vehicle-type
distribution; CEf is derived using the equation shown in Item 13 of
the instruction sheet explaining Worksheet No. 5.
10. Compute the concentration contribution, x^» from each stream as
follows:
XjL = (line 7)± (line 8) ± (line 9)
11. Compute the 1-hour average CO concentration resulting from vehicle
emissions by summing the line 10 concentrations.
12. Multiply line 11 by 0.7 to obtain the highest expected 8-hour
average concentration resulting from vehicle emissions (mg/m3).
13, Enter the 8-hour average background CO concentration in mg/m3.
Use the 2.9 mg/m3 if specific local background estimates are not
available.
14. Sum line 15 and line 16 to obtain the maximum expected 8-hour
average concentration in the vicinity of the roadway (mg/m3).
15. Multiply line 17 by 0.87 to convert total CO concentration to ppm.
73
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Table 5
TOTAL. QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (QOC), AND QUEUE LENGTH
AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND CRUISE SPEED - SIGNALIZED
INTERSECTIONS
Cross-street
effective lane
volume (veh/hr)
1400
1300
1200
1100
1000
900
800
Elenent
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
QQC
Queue
V
V
Queue
Major street voluae - (assumed cruise speed is 15 ni/hr)
100
-
-
-
-
-
-
-
200
0.05141
0.00004
1901.4
0.04837
0.00019
367.9
0.04542
0.00039
173.2
0.04262
0.00065
103.9
0.04005
0.00096
70.2
0.03775
0.00130
51.0 - .
300
0.04181
0.00013
796.5
0.04023
0.00030
347.2
0.03873
0.00050
205.7
0.3732
0.00073
139.0
0.03601
0.00099
101.2
0.03481
0.00127
77.3
0.03373
0.00158
60.9
400
0.01912
0.03504
0.00020
670.4
0.03415
0.00043
314.7
0.03331
0.00068
197.4
0.03253
0.00094
139.4
0.03181
0.00123
105.0
0.03114
0.00153
82.3
500
-
0.01828
0.03081
0.00024
698.6
0.03029
0.00050
333.4
0.02980
0.00077
211.9
0.02933
0.00106
151.1
0.02888
O.OO136
114.5
600
-
-
0.01609
0.02765
0.00027
757.5
0.02736
0.00055
362.9
0.02706
0.00083
231.0
0.02676
0.00113
164.5
700
-
-
-
0.01531
0.02504
0.00028
826.6
0.02488
0.00058
395.2
0.02470
0.00087
250.5
800
-
-
-
-
0.01306
0.02274
0.00030
899.1
0.02268
0.00060
427.4
900
-
-
-
-
-
-
0.02065
0.00030
971.8
1000
-
-
-
-
-
-
0.01003
1100
-
-
-
-
-
-
-
1200
-
-
-
-
-
-
-
1300
-
-
-
-
-
-
-
1400
-
-
-
-
-
-
-
-------
TableS (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (QQC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
in
Crosa~street
effective lane
volune (veh/hr)
700
600
500
400
300
200
100
Element
V
V
Queue
V
V
Queue
V
V
Queoe
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Major street volume - (assiaaed cruiae speed is 15 ad/hr)
100
-
0.04534
0.00051
66.8
0.02441
0.00084
40.0
0.01302
0.00082
40.0
0.00851
0.00078
40.0
0.00601
0.00071
40.0
0.00384
0.00056
40.0
200
0.03470
0.00163
40.0
0.02602
0.00159
40.0
0.02006
0.00154
40.0
0.01568
0.00146
40.0
0.01216
0.00134
40.0
0.00893
0.00117
40.0
0.00544
0.00086
40.0
300
0.03278
0.00191
49.1
0.03192
0.00226
40.1
0.02561
0.00216
40.0
0.02038
0.00202
40.0
0.01579
0.00182
40.0
0.01142
0.00153
40.0
0.00686
0.00109
40.0
400
0.03051
0.00184
66.0
0.02988
0.00217
53.8
0.02921
O.O0250
44.0
0.02540
0.00253
40.0
0.01948
0.00225
40.0
0.01392
0.00186
40.0
0.00838
0.00130
40.0
500
0.02842
C. 00166
89.8
0.02793
0.00198
71.9
0.02736
0.00230
58.0
0.02665
0.00261
46.5
0.02351
0.00267
40.0
0.01666
0.00218
40.0
0.01012
0.00151
40.0
600
0.02643
0.00143
124.2
0.02605
0.00174
96.6
0.02559
0.00205
76.3
0.02499
0.00236
60.2
0.02418
0.00265
46.6
0.01984
0.00250
40.0
0.01217
0.00172
40.0
700
0.02449
0.00118
177.2
0.02423
0.00148
132.4
0.02388
0.00179
101.4
0.02341
0.00209
78.2
0.02276
0.00238
59.4
0.02187
0.00262
43.3
0.01464
0.00195
40.0
800
0.02258
0.00090
268.6
0.02243
0.00121
187.8
0.02220
0.00151
137.9
0.02186
0.00181
103.1
0.02139
0.00210
76.5
0.02077
0.00234
54.7
0.01768
0.00219
40.0
900
0.02066
0.00061
457.6
0.02062
0.00092
283.9
0.02051
0. 00123
195.0
0.02033
0.00153
139.5
0.02004
0.00181
100.4
0.01968
0.00206
70.0
0.01937
0.00221
44.4
1000
0.01870
0.00031
1042.1
0.01878
0.00062
484.0
0.01880
0.00093
294.7
0.01876
0.00124
197.1
0.01867
0.00153
135.6
0.01857
0.00178
91.5
0.01870
0.00194
56.6
1100
O.OO852
0.01686
0.00032
1107.7
0.01701
0.00363
5O4.4
0.01712
O.OO094
298.8
0.01722
0.00124
191.8
0.01739
0.00150
123.5
0.01795
0.00168
73.7
12OO
-
0.00789
0.01512
0-OOO32
1164.9
0.0153*
0.0006*
515.5
0.01566
0.0009*
292.6
0.016O8
0.00122
175.3
0.017O8
0.00141
99.2
1300
-
-
O.O0694
0.013*7
0.00032
1208.3
0.01393
0.00064
'511.1
0.0146O
0.00093
269.6
0.01601
0.00113
140.7
1400
-
-
-
0.00492
0.01196
0.00032
1226.4
0.01284
0.00063
479.5
0.01465
0.00088
217.3
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (Qqx), CRUISE COMPONENT EMISSION, (Qqc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
CroaB-street
effective lane
volume (veh/hr)
1400
1300
1200
1100
1000
900
800
Element
V
V
Queue
V
V
Queue
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Major street volusje - (assumed cruise speed is 20 mi/hr)
100
-
200
-
-
1
0.05146
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
0.00004
1901.1
0.04863
0.00023
367.9
0.04598
0.00049
173.2
0.04354
0.00081
103.9
0.04139
0.00118
70.2
0.03959
0.00161
51.0
300
0.04199
0.00016
796.5
0.4065
0.00036
347.2
0.03943
0.00061
205.7
0.03634
0.00089
139.0
0.03739
0.00121
101.2
400
0.01912
-
-
0.03532
0.00025
670.4
0.03475
0.00053
314.7
0.03426
0.00083
197.4
0.03386
0.00116
139.4
0.03660 i 0.03354
0.00157
77.3
0.03596
0.00195
60.9
0.00151
105.0
0.03329
0.00188
82.3
500
-
-
-
0.1812
-
600
-
-
-
-
i
0.03116 i 0.01609
0.00030 i
698.6
0.03100
0.00062
333.4
0.03089
0.00095
-
0.02803
0.00033
757.5
0.02812
0.00067
211.9 J362.9
0.03082
0.00130
151.1
0.03078
0.00167
114.5
0.02823
0.00103
231.0
0.02834
0.00139
164.5
700
-
-
-
-
-
-
-
-
0.01531
-
-
0.02544
0.00035
826.6
0.02569
0.00071
395.2
0.02593
0.00108
250.5
800
-
-
-
-
-
-
-
-
-
-
-
~
0.01306
-
-
0.02316
0.00036
899.1
0.02352
O.O0073
427.4
900
-
-
-
-
~
-
-
-
-
-
~
-
-
-
-
-
-
0.02108
0.00038
971.8
1000
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
0.01003
-
-
1100
-
1200
-
_ _
-
-
-
-
-
-
-
-
-
-
-
-
-
-
I
-
-
-
-
-
-
-
-
-
-
-
-
-
1
-
-
-
1300
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
1400
-
~
~
-
~
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QQT>, CRUISE COMPONENT EMISSION, (QgC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
Cross-street
efective lane
voluae (veh/hr)
700
600
500
400
300
200
100
Elenent
V
V
Queue
V
QQC
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
100
-
-
-
0.04606
0.00063
66.8
0.02559
0.00103
40.0
0.01416
0.00100
40.4
0.00960
0.00096
40.0
0.00701
0.00087
40.0
0.00463
0.00069
40.0
Major street voluae - (sssusted cruise speed is 20 mi/hr)
200
0.03699
0.00201
40.0
0.02826
0.00196
40.0
0.02222
0.00189
40.0
0.01773
0.00180
40.0
0.01404
0.00166
40.0
0.01036
0.001*3
40.0
0.00664
0.00105
40.0
300
0.03547
0.00236
49.1
0.03510
0.00279
40.1
0.02864
0.00266
40.0
0.02322
0.00248
40.0
0.01835
0.00224
40.0
0.01357
0.00189
40.0
0.00839
0.00134
40.0
400
0.03309
0.00227
66.0
0.03292
0.00267
53.8
0.03272
0.00308
44.0
0.02896
0.00312
40.0
0.02264
0.00277
40.0
0.01653
0.00229
40.0
0.01021
0.00160
40.0
500
0.03075
0.00205
89.8
0.03070
0.00243
71.9
0.03056
0.00283
58.0
0.03032
0.00321
46.5
0.02726
0.00328
40.0
0.01972
0.00268
40.0
0.01224
0.00186
40.0
600
0.02844
0.00177
124.2
0. 02850
0.00215
96.6
0.02847
0.00253
76.3
0.02830
0.00290
60.2
0.02790
0.00326
46.6
0.02335
0.00308
40.0
0.01459
0.00212
40.0
700
0.02615
0.00145
177.2
0.02631
0.00183
132.4
0.02639
0.00220
101.4
0.02634
0.00257
78.2
0.02609
0.00292
59.4
0.02555
0.00323
43.3
0.01738
0.00240
40.0
eoo
0.02385
0.00111
268.6
0.02412
0.00149
187.8
0.02432
0.00186
137.0
0.02441
0.00223
103.1
0.02434
0.00238
76.5
0.02405
0.00288
54.7
0.02075
0.00269
40.0
900
0.021S2
0.00075
457.6
0.02191
0.00113
283.9
0.02224
0.00151
195.0
0.02247
0.00188
139.5
0.02259
0.00223
100.4
0.02258
0.00254
70.0
0.02247
0.00271
44. 4
1000
0.01914
0.00038
1042.1
0.01965
0.00077
484.0
0.02011
0.00115
294.7
0.02050
0.00152
197.1
0.02081
0.00188
135.6
0.02107
0.00219
91.5
0.02143
0.00239
56.6
1100
0.00852
-
-
0.01730
0.00039
1107.7
0.01790
0.00078
504.4
0.01844
0.00116
298.8
0.01896
0.00152
191.8
0.01949
0.00184
123.5
0.02031
0.00206
73.7
1200
-
-
-
0.00789
-
-
0.10557
0.00039
1164.9
0.01627
0.00078
515.5
0.01698
0.00116
292.6
0.01779
0.00150
175.3
0.01906
0.00174
99.2
1300
-
-
-
-
-
-
0.00694
-
-
0.01393
0.00040
1208.3
0.01483
0.00078
511.1
0.01590
0.00114
269.6
0.01762
0.00142
140.7
1400
-
-
-
-
-
-
-
-
-
0.0492
-
-
0.01242
0.00040
1226.4
0.01373
0.00078
479.5
0.01589
0.00109
217.3
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QqT), CRUISE COMPONENT EMISSION, (QQC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
CD
Cross-street
effective Isne
rol.— e (/hr>
1100
1300
1200
1100
1000
900
800
Element
V
V
Queue
V
V
Qoe=e
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Qoeoe
100
-
-
-
-
-
-
;
200
-
0.05152
0.00005
1901.4
0.04894
O.OOO27
3*7.9
0.04662
O.OO058
173.2
0.04460
O.OOO96
103.9
0.0429*
O.OOUO
70.2
0.04170
0.00191
51.0
300
0.04220
0.00019
796.5
0.04112
O.OOO43
347.2
0.04O23
O.OO072
205.7
O.O39S1
0.001O6
139.0
0.03899
0.00144
101.2
0.03866
0.00186
77.3
0.03852
0.00232
60.9
Major street volisse - (sssuoed cruise speed is 25 sii/hr)
400
0.01912
0.03565
O. 00030
670.4
0.03545
0.00063
314.7
0.03536
O.OO099
197.4
0.03539
0.00138
139.4
0.03S52
0.00180
105.0
0.03576
0.00224
82.3
500
-
0.01828
0.03155
0.00036
698.6
0.03181
0.00073
333.4
0.03214
0.00113
211.9
0.03254
0.00155
151.1
0.03298
0.00198
114.5
600
-
-
0.01609
0.02846
0.00039
757.5
0.02901
O.OO080
362.9
0.02958
0.00122
231.0
0.03017
0.00165
164.5
700
-
-
-
0.01531
0.02590
O.OO042
826.6
0.02662
0.00084
395.2
0.02734
0.00128
250.5
800
-
-
-
-
0.01306
0.02364
O.OOO43
899.1
0.02448
O.OOO87
427.4
900
-
-
-
-
-
-
0.02X57
O.OOO45
971.8
1000
-
-
-
-
-
-
0.01003
1100
-
-
-
-
-.
-
;
1200
-
-
-
'-
-
-
;
1300
-
-
-
-
-
-
;
1400
-
-
-
-
-
-
-
-------
Table5 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (Qg(0 > AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
Cross-street
effective lane
volume (veh/hr)
700
600
500
400
300
200
100
Eleaent
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Major street volune - (assumed cruise speed is 25 ai/br)
100
-
0.04688
0.00075
66.8
0.02694
0.00123
40.0
0.01548
0.00119
40.0
0.01085
0.00114
40.0
0.00815
0.00103
40.0
0.00553
0.00082
40.0
200
0.03963
0.00239
40.0
0.03084
0.00233
40.0
0.02471
0.00225
40.0
0.02009
0.00214
40.0
0.01622
0.00197
40.0
0.01245
0.00170
40.0
0.00803
0.00125
40.0
300
0.03856
0.00280
49.1
0.03876
0.00331
40.1
0.03214
0.00316
40.0
0.02648
0.00295
40.0
0.02129
0.00266
40.0
0.01604
0.00224
40.0
0.01015
0.00159
40.0
400
0.03607
0.00269
66.0
0.03642
0.00317
53.8
0.03676
0.00366
44.0
0.03305
0.00371
40.0
0.02628
0.00329
40.0
0.01954
0.00272
40.0
0.01231
0.00191
40.0
500
0.03344
0.00243
89.8
0.03390
0.00289
71.9
0.03429
0.00336
58.0
0.03454
0.00382
46.5
0.03157
0.00390
40.0
0.02324
0.00319
40.0
0.01468
0.00221
40. fr
600
0.03076
0.00210
124.2
0.03132
0.00255
96.6
0.03179
0.00300
76.3
0.03212
0.00345
60.2
0.03218
0.00388
46.6
0.02739
0.00365
40.0
0.01738
0.00252
40.0
700
0.02805
0.00172
177.2
0.02871
0.00217
132.4
0.02928
0.00262
101.4
0.02972
0.00306
78.2
0.02993
0.00347
59.4
0.02978
0.00383
43.3
0.02052
0.00285
40.0
800
0.02530
0.00132
268.6
0.02608
0.00177
187.8
0.02677
0.00221
137.9
0.02734
0.00265
103.1
0.02773
0.00307
76.5
0.02783
0.00342
54.7
0.02428
0.00320
40.0
900
0.02251
0.00090
457.6
0.02340
0.00135
283.9
0.02422
0.00180
195.0
0.02494
0.00223
139.5
0.02552
0.00265
100.4
0.02590
0.00301
70.0
0.02604
0.00323
44.4
1000
0.01964
0.00046
1042.1
0.02066
0.00091
484.0
0.02162
0.00137
294.7
0.02250
0.00181
197.1
0.02328
0.00223
135.6
0.02395
0.00260
91.5
0.02456
0.00284
56.6
1100
0.00852
0.01782
0.00046
1107.7
0.01892
0.00092
504.4
0.01996
0.00138
298.8
0.02095
0.00181
191.8
0.02192
0.00219
123.5
0.02302
0.00245
73.7
1200
-
0.00789
0.01609
0.00047
1164.9
0.01730
0.00093
515.5
0.01850
0.00137
292.6
0.01975
0.00178
175.3
0.02135
0.00207
99.2
1300
-
-
0.00694
0.01445
0.00047
1208.3
0.01585
0.00093
511.1
0.01740
0.00136
269.6
0.01948
0.00168
140.7
1400
-
-
-
0.00492
0.01294
0.00048
1226.4
0.01475
0.00092
479.5
0.01731
0.00129
217.3
vO
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QgT), CRUISE COMPONENT EMISSION, (Qgc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
00
o
Cross-street
volume (veh/br)
1400
1300
1200
1100
1000
900
800
El«nt
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
100
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
200
0.05159
0.0000«
1901.4
0.04929
0.00032
367.9
0.04737
0.00068
173.2
0.04585
0.00113
103.9
0.0447
0.00166
70.2
0.04418
0.00225
51.0
300
0.04244
0.00022
796.5
0.04168
0.00051
347.2
0.04117
0.00086
205.7
0.04090
0.00125
139.0
0.04086
0.00170
101.2
0.04108
0.00220
77.3
0.04153
6.00273
60.9
400
0.01912
-
-
0.03604
0.00035
670.4
0.03626
0.00074
314.7
0.0366S
0.00117
197.4
0.03718
0.00163
139.4
0.03786
0.00212
105.0
0.03867
0.0026*
82.3
Ma
500
-
-
-
0.01828
-
-
0.02101
0.00042
698.6
0.03277
0.00087
333.4
0.03362
0.00134
211.9
0.03455
0.00183
151.1
0.03556
0.00234
114.5
600
-
-
-
-
-
-
0.01609
-
-
0.02897
0.00046
757.5
0.03004
0.00094
362.9
0.03117
0.00144
231.0
0.03232
0.00195
164. 5
700
-
-
-
-
-
-
-
-
-
0.01531
-
-
0.02644
0.00049
826.6
0.02772
0.00099
395.2
0.02901
0.00151
250.5
800
-
-
-
-
-
-
-
-
-
-
-
-
0.01306
-
-
0.02420
0.00051
899.1
0.02562
0.00103
427.4
900
-
-
-
-
-
-
-
_
-
-
-
-
-
-
-
-
-
0.02215
0.00053
971.8
ni/hr)
1000
-
-
-
-
-
-
-
_
-
-
-
-
-
-
-
-
-
0.01003
-
~
1100
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
~
1200
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
1300
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
"-
-
-
1400
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (Qqc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE.SPEED - SIGNALIZED INTERSECTIONS
oo
Cross-street
effective lane
volume (veh/hr)
700
600
500
400
300
200
100
Element
V
OQC
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
"V
V
Queue
V
V
Queue
Major street voluae - (assuacd cruise speed is 30 ad/hr)
100
-
-
-
0.04785
0.00088
66.8
0.02854
0.00145
40.0
0.01703
0.00141
40.0
200
0.04273
0.00282
40.0
0.03387
0.00275
40.0
0.02763
0.00266
40.0
0.02287
0.00252
40.0
0.01233 | 0.01878
0.00134 j 0.00232
300
0.04221
0.00331
49.1
0.04307
0.00391
40.1
0.03625
0.00373
40.0
li 03032
a. 00349
40.0
C. 02475
0.00314
40.0 40.0 I 40.0
1
0.00949 i 0.01466
0.00122
40.0
0.00660
0.00097
40.0
0.00201
40.0
0.00965
0.00148
40.0
0.01896
0.00265
40.0
0.01222
0.00188
40.0
400
0.03958
0.00318
66.0
0.04055
0.000374
53.8
0.04152
0.00432
44.0
0.03787
0.00438
40.0
0.03056
0.00389
40.0
0.02308
0.00321
40.0
0.01479
0.00225
40.0
500
0.03661
0.00287
89.8
0.03766
0.00342
71.9
0.03866
0.00396
58.0
0.03951
0.00451
46.5
0.03664
0.00461
40.0
0.02738
0.00376
40.0
0.01756
0.00261
40.0
600
0.03349
0.00248
124.2
0.03463
0.00301
96.6
0.03569
0.00355
76.3
0.03660
0.00407
60.2
0.03722
0.00453
46.6
0.03214
0.00431
40.0
0.02066
0.00298
40.0
700
0.03029
0.00203
177.2
0.03153
0.00256
132.4
0.03269
0.00309
101.5
0.03370
0.00361
78.2
0.03445
0.00410
59.4
0.03477
0.00453
43.3
0.02423
0.00336
40.0
800
0.02702
0.00156
268.6
0.02837
0.00209
187.8
0.03976
0.00261
137.9
0.03079
0.00313
103.1
0.03171
0.00362
76.5
0.03229
0.00404
54.7
0.02844
0.00378
40.0
900
0.02367
0.00106
457.6
0.02515
0.00159
283.9
0.02656
0.00212
195.0
0.02785
0.00264
139.5
0.02897
0.00313
100.4
0.02982
0.00356
70.0
0.03023
0.00381
44.4
1000
0.02023
0.00054
1042.1
0.02185
0.00108
484.0
0.02339
0.00161
294.7
0.02485
0.00214
197.1
0.02618
0.00264
135.6
0.02733
0.00307
91.5
0.02825
0.00335
56.6
1100
0.00852
-
-
0.01842
0.00055
1107.7
0.02012
0.00109
504.4
0.02175
0.00162
298.8
0.02330
0.00213
191.8
0.02477
0.00259
123.5
0.02621
0.00290
73.7
1200
:
-
-
0.00789
-
-
0.01670
0.00055
1164.9
0.01851
0.00110
515.5
0.01019
0.00162
292.6
0.02207
0.00210
175.3
0.02404
0.00244
99.2
1300
-
-
-
-
-
-
0.00694
-
-
0.01507
0.00045
1108.2
0.01707
0.00110
511.1
0.01916
0.00160
269.6
0.02167
O.O0199
140.7
1400
-
-
-
-
-
-
-
-
-
0.00492
-
-
0.01356
0.00056
1226.4
0.01595
O.O0109
479.5
0.01899
0.00132
217.3
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QgT), CRUISE COMPONENT EMISSION, (Qqc>, AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
effective lane
volume (veh/hr)
1400
1300
1200
1100
1000
900
8OO
Element
V
V
Queue
V
n
QC
Queue
V
V
Queue
V
Queue
V
Queue
V
V
Queue
V
V
Queue
Major street voluae - (sssuaed cruise speed is 35 u/hr)
100
-
-
~
-
-
-
-
-
-
-
200
-
-
0.05167
0.00007
1901.4
0.04971
0.00038
367.9
0.04826
0.00081
173.2
0.04733
0.00134
103.9
0.04694
0.00197
70.2
0.04713
0.00268
51.0
300
0.04273
0.00027
796.5
0.04235
0.00061
347.2
0.04229
0.00102
205.7
0.04254
0.00149
139.0
0.04310
0.00203
101.2
0.04396
0.00262
77.3
0.04511
0.00325
60.9
400
0.01912
-
0.03650
0.00042
670.4
0.03724
0.00088
314.7
0.03818
0.00139
197.4
0.03932
0.00194
139.4
0.04064
0.00252
105.0
0.04212
0.00314
82.3
500
-
:
0.01828
0.03256
0.00050
698.6
0.03390
0.00103
333.4
0.03537
0.00159
211.9
0.03695
0.00218
151.1
0.03863
0.00279
114.5
600
-
-
-
0.01609
0.02958
0.00055
757.5
0.03128
0.00112
362.9
0.03306
0.00171
231.0
0.03488
0.00232
164.5
700
-
:
-
-
0.01531
-
0.027080
0.00058
826.6
0.02902
0.00118
395.2
0.03098
0.00180
250.5
800
-
:
-
-
-
-
0.01306
-
0.02487
0.00061
899.1
0.02697
0.00123
427.4
900
-
-
-
-
:
-
;
-
-
0.02284
0.00063
971.8
1000
-
:
-
-
:
-
-
-
-
0.01003
1100
-
:
-
-
-
-
-
-
-
;
1200
-
:
-
-
-
-
-
-
-
;
1300
-
:
-
-
-
-
-
-
-
-
1400
-
-
-
-
-
-
-
-
':
-
co
to
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (QQC>, AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
CO
to
Cyo«» •!*««•.
effective l«e
*ol_* (vek/hr)
700
600
500
400
300
200
100
Cloett
V
V
Ojme
V
V
One
V
V
0—
V
V
Oj-eoe
V
V
q—e
V
V
Ojuoe
V
V
Oj—e
Major «enet voliaM - (umaed cmue «peed is 35 m/hr)
100
-
_
-
0.0*901
0.00105
66.8
0.030*4
0.00172
40.0
0.01888
0.0016*
40.0
0.0140*
O.OD160
40.0
0.0110*
0.00145
40.0
0.00717
0.00115
40.0
200
0.0*4*3
0.00336
40.0.
0.03747
0.00327
40.0
0.09111
0.00316
4O.O
0.02617
O.OO300
40.0
0.021*2
0.00276
40.O
O.O1730
0.0023*
40.0
0.01159
O.OO176
40.0
100
O.04654
0.0039*
49.1
0.0*819
0.00*65
40.1
0.04114
0.00444
40.0
0.034*8
0.00415
40.0
0.028*7
0.00374
40.0
0.02242
0.00315
40.0
O.O1469
400
0.04374
0.00379
66.0
0.045*5
0.00*46
\ 500
0.04037
0.00342
89.8
0.04214
0.00406
53.* 71.»
j
0.0471*
0.00514
44.0
0.0*361
0.00521
40.0
0.03565
0.00463
4O.O
O.02729
0.0*385
0.00472
58.0
0.04542
0.00537
46.5
0.04267
0.00548
40.0
0.03231
0.00382 0.00*48
40.0 | 40.0
, 1
0.01774
0.00224 j O.OO26*
4O.O j 40. 0
0.02098
0.00311
40.0
600
0.03674
0.00295
124.2
0.03857
0.00358
96.6
0.04034
0.00422
76.3
0.04194
0.00*85
60.2
0.0*322
0.00545
46.6
0.0377*
0.00513
40.0
0.02*56
0.0035*
40.0
700
0.03295
0.00242
177.2
0.03489
0.00305
132.4
0.0367*
0.00368
101.4
0.038*3
0.00*30
78.2
0.03983
0.004*8
59.4
0.04070
0.00539
43.3
0.02863
0.00*00
4O.O
800
0.02906
0.00185
268.6
0.03111
0.00248
187.8
0.03307
0.00311
137.9
0.03489
0.00373
103.1
0.036*5
0.00431
76.5
0.03758
0.00*81
5*. 7
0.03339
0.00449
40.0
900
0.02506
- 0.00126
457.6
0.02724
0.00189
283.9
0.02933
0.00252
1»5.0
0.03130
0.0031*
139.5
0.03307
0.00372
100.4
0.03448
0.00*23
70.0
0.03522
0.00*53
44.4
1000
0.0209*
0.0006*
10*2.1
0.02326
0.00128
484.0
0.02551
0.00192
294.7
0.02765
0.00254
197.1
0.02963
0.00314
135.6
0.03136
0.00366
91.5
0.0326*
0.00399
56.6
1100
0.00852
-
-
0.0191*
0.00065
1107.7
0.02155
0.00130
504.4
0.023*8
0.00193
298.8
0.02610
0.00254
191.8
0.02816
0.00308
123.5
0.03000
0.0034]
73.7
1200
-
-
-
0.00789
-
-
0.01742
0.00066
1164.9
0.01995
0.00131
515.5
0.02241
0.00193
292.6
0.02482
0.00250
175.3
0.02724
0.00291
99.2
1300
• -
-
-
-
-
_
0.00694
-
-
0.01580
0.00066
1208.3
0.01851
0.0013
511.1
0.02126
0.00190
269.6
0.02*28
0.00236
140.7
1400
-
-
-
-
-
-
-
-
-
0.00*92
-
-
0.01*30
0.00067
1226.4
0.0173*
0.00130
479.5
0.02099
0.00181
217.3
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (QQC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
oo
Cro»s-»treet
effective lane
volume (vehfhr)
1400
1300
1200
1100
100O
900
800
Element
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Msjor street voluae - (assuswd cruise speed is 40 u/hr)
100
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
200
-
-
-
0.05177
0.00009
1901.4
0.05022
0.00046
367.9
0.04932
0.00098
173.2
0.04909
0.00162
103.9
0.04933
0.00238
70.2
0.05065
0.00323
51.0
300
0.04308
0.00032
796.5
0.04315
0.000073
347.2
0.04362
0.00123
205.7
0.04450
0.00180
139.0
0.04576
0.00245
101.2
0.04739
0.00316
77.3
0.04938
0.00393
60.9
400
0.01912
-
-
0.03705
0.00051
670.4
0.03840
0.00107
314.7
0.04001
0.00168
197.4
0.04186
0.00234
139.4
0.04395
0.00304
105.0
0.04625
0.00379
82.3
500
-
-
-
0.01828
-
-
0.03322
0.00060
698.6
0.03525
0.00124
333.4
0.03746
0.00192
211.9
0.03981
0.00263
151.1
0.04229
0.00336
114.5
600
-
-
-
-
-
-
0.01609
-
-
0.03030
0.00066
757.5
0.03275
0.00135
362.9
0.03530
0.00207
231.0
0.03793
0.00280
164.5
700
-
-
-
-
-
-
-
-
-
0.01531
-
-
0.02785
0.00070
826.6
0.03057
0.00143
395.2
0.03334
0.00217
250.5
800
-
-
-
-
-
-
-
-
-
-
-
-
0.01306
-
-
0.02567
0.00073
899.1
0.02858
0.00148
427.4
900
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
0.02366
0.00076
971.8
1000
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
0.01003
-
-
1100
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
1200
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
1300
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
1400
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (QgC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
oo
Crocs-atreet
effective l«ae
voluae (veh/br)
700
600
500
400
300
200
100
Element
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Major fttreet volume - (•••med cruue apeed im 40
100
-
-
-
0.05039
0.00127
66.8
0.03270
0.00208
40.0
0.02107
0.00202
40.0
0.01618
0.00192
40.0
0.01300
0.00175
40.0
0.00939
0.00139
40.0
200
0.05083
0.00405
40.0
0.04177
0.00395
40.0
0.03526
0.00381
40.0
0.03011
0.00362
40.0
0.02544
0.00333
40.0
0.02044
0.00289
40.0
0.01390
0.00212
40.0
300
0.05170
0.00475
49.1
0.05430
0.00561
40.1
0.04697
0.00536
40.0
0.04032
0.00500
40.0
0.03377
0.00451
40.0
0.02655
0.00380
40.0
0.01762
0.00270
40.0
400
0.04871
0.00457
66.0
0.05130
0.00537
53.8
0.05392
0.00620
44.0
0.05049
0.00628
40.0
0.04172
0.00558
40.0
0.03231
0.00461
40.0
0.02125
0.00323
40.0
500
0.0448*6
0.00412
89.8
0.04747
0.00490
71.9
0.05004
0.00569
58.0
0.05246
0.00647
46.5
0.04986
0.00661
40.0
0.03819
0.00540
40.0
0.02506
0.00375
40.0
600
0.04060
0.00356
124.2
0.04327
0.00432
96.6
0.04587
0.00509
76.3
0.04830
0.00585
60.2
0.05037
0.00657
46.6
0.04453
0.00619
40.0
0.02921
0.00427
40.0
700
0.03613
0.00292
177.2
0.03889
0.00368
132.4
0.04156
0.00444
101.4
0.04406
0.00518
78.2
0.04623
0.00589
59.4
0.04776
0.00650
43.3
0.03388
0.00483
40.0
800
0.03149
0.00223
268.6
0.03436
0.00299
187.8
0.03715
0.00375
137.9
0.03977
0.00449
103.1
0.04211
0.00519
76.5
0.04389
0.00580
54.7
0.03928
0.00542
40.0
900
0.02671
0.00152
457.6
0.02972
0.00228
283.9
0.03264
0.00304
195.0
0.03542
0.00379
139.5
0.03796
0.00449
100.4
0.04004
0.00411
70.0
0.04117
0.00547
44.4
•i/hr)
1000
0.02178
0.00077
1042.1
0.02494
0.00155
484.0
0.02802
0.00231
294.7
0.03098
0.00307
197.1
0.03375
0.00378
135.6
0.03616
0.00441
91.5
0.03788
0.00481
S6.6
1100
O.O0852
-
-
0.01999
0.00079
1107.7
0.02325
0.00157
504.4
0.02641
0.00233
298.8
0.02943
0.00306
191.8
0.03220
0.00372
123.5
0.03453
0.00416
73.7
1200
-
-
-
0.00789
-
-
0.01829
0.00079
1164.9
0.02166
0.00158
515.5
0.02494
0.00233
292.6
0.02809
0.00301
175.3
0.03106
0.00351
99.2
1300
-
-
-
-
-
-
0.00694
'
-
0.01667
0.00080
1208.3
0.02023
0.00158
511.1
0.02375
0.00230
269.6
0.02738
0.00285
140.7
1400
-
-
-
-
-
-
-
-
-
0.00492
-
-
0.01517
0.00081
1226.4
0.01908
0.00156
479.5
0.02337
0.00219
217.3
-------
Table 5 (continued),
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (Qgc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
oo
Cro*«-»treet
effective lane
vol.— « (veh/hr)
1400
1300
1200
1100
1000
900
800
Elemt
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Majur afreet voluvje - («••!•! il cruise speed is 45 •i/hr)
100
-
-
-
-
-
-
-
200
-
0.05189
0.00011
1901.4
0.05081
0.00057
367.9
0.05059
0.00120
173.2
0.05119
0.00198
103.9
0.05260
0.00291
70.2
0.05483
0.00395
51.0
300
0.04350
0.00039
796.5
O.O4410
O.OO089
347.2
0.04521
0.00150
205.7
0.04683
O.OO22O
139.0
0.04892
0.00299
101.2
0.05147
0.00386
77.3
0.05446
0.00480
60.9
400
0.01912
0.03771
0.00062
670.4
0.03978
0.00130
314.7
O.O4218
O.O0205
197.4
0.04489
0.00286
139.4
0.04789
0.00372
105.0
0.05114
O.OO463
82.3
500
-
0.01828
0.03400
0.00074
698.6
0.03686
0.00152
333.4
0.03994
0.00235
211.9
0.04321
0.00321
151.1
0.04664
O.OO*11
114.5
600
-
-
0.016O9
0.03116
O.OO081
757.5
0.03450
0.00165
362.9
0.03798
0.00253
231.0
0.04156
0.00343
164.5
700
-
-
-
0.01531
0.02876
0.00086
826.6
0.03242
0.00174
395.2
0.03614
0.00265
250.5
800
-
-
- -
-
0.013O6
0.02662
O.OO090
899.1
0.03O49
O.O0181
427.4
9OO
-
-
-
-
-
-
0.02464
O.OO092
971.8
1000
-
-
-
-
-
-
0.01003
1100
-
-
-
-
-
-
-
1200
-
-
-
-
-
-
-
1300
-
-
-
-
-
-
-
1400
-
-
-
-
-
-
-
-------
Table 5 (continued).
TOTAL QUEUE EMISSIONS, (QoT), CRUISE COMPONENT EMISSION, (QQC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - SIGNALIZED INTERSECTIONS
f f
volune (veh/hr)
700
600
500
400
300
200
100
Ele»»t
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
100
-
-
-
0.05203
0.00155
66.8
0.03539
0.00254
40.0
0.02369
0.00247
40.0
0.01866
0.00235
40.0
0.01526
0.00214
40.0
0.01119
0.00170
40.0
200
0.05607
0.00495
40.0
0.04687
0.00483
40.0
0.04019
O.OO466
40.0
0.03479
0.00442
40.0
0.02975
0.00407
40.0
0.02417
0.00353
40.0
0.01664
0.00259
40.0
300
0.05784
0.00580
49.1
0.06155
0.00686
40.1
0.05390
0.00655
40.0
0.04679
0.00611
40.0
0.03960
0.00551
40.0
0.03146
0.00464
40.0
0.02111
0.00330
40.0
400
0.05462
0.00558
66.0
0.05825
0.00657
53.8
0.06194
0.00758
44.0
0.05857
0.00768
40.0
0.04893
0.00682
40.0
0.03827
0.00564
40.0
0.02543
0.00395
40.0
MainT
najox
500
0.05019
0.00504
89.8
0.05380
0.00599
71.9
0.05740
0.00695
58.0
0.06083
0.00791
46.5
0.05841
0.00808
40.0
0.04516
0.00660
40.0
0.02990
0.00458
40.0
600
0.04520
0.00434
124.2
0.04886
0.00528
96.6
0.05245
0.00622
76.3
0.05586
0.00714
60.2
0.05886
0.00803
46.6
0.05254
0.00757
40.0
0.03474
0.00522
40.0
mt - (aaiuw
700
0.03990
0.00357
117.2
0.04364
0.00449
132.4
0.04730
0.00542
101.4
0.05076
0.00633
78.2
0.05384
0.00719
59.4
0.05616
0.00794
43.3
0.04012
0.00590
40.0
800
0.03438
0.00273
268.6
0.03824
0.00366
187.8
0.04200
0.00458
137.9
0.04558
0.00549
103.1
0.04882
0.00635
76.5
0.05139
0.00709
54.7
0.04629
0.00662
40.0
*ed is 45 u
900
0.02867
0.00185
457.6
0.03267
0.00279
283.9
0.03658
0.00372
195.0
0.04032
0.00463
139.5
0.04376
0.00549
100.4
0.04664
0.00624
70.0
0.04824
0.00666
44.4
far)
1000
0.02278
0.00094
1042.1
0.02694
0.00189
484. 0
0.03101
0.00283
294.7
0.03495
0.00375
197.1
0.03864
0.00462
135.6
0.04187
0.00539
91.5
0.04409
0.00588
56.6
1100
0.00852
-
-
0.02101
0.00096
1107.7
0.02527
0.00191
504.4
0.02943
0.00285
298.8
0.03339
0.00374
191.8
0.03700
0.00454
123.5
0.03990
0.00508
73.7
1200
-
-
-
0.00789
-
-
0.01931
0.00097
1164.9
0.02370
0.00193
515.5
0.02796
0.00285
292.6
0.03199
0.00368
175.3
0.03559
0.00428
99.2
1300
-
-
-
-
-
-
0.00694
-
-
0.01771
O.OOO9B
1206.3
0.02227
0.00193
511.1
0.02673
0.0028
269.6
0.03107
0.00348
140.7
1400
-
-
-
-
-
-
-
-
0.00492
-
-
0.01622
0.00098
1226.4
0.02110
0.00191
479.5
0.02620
0.00267
217.3
oo
-------
Table 6. FREE FLOW EMISSION RATE Qf, IN GRAMS PER METER-SECOND
FUNCTION OF LANE VOLUME AND VEHICLE SPEED ON ROADWAYS
AS A
Cruise speed
(mi/hr)
15
20
25
30
35
40
45
Traffic volume for lane (vehicles per hour)
100
0.00086
0.00059
0.00045
0.00037
0.00032
0.00030
0.00029
200
0.00171
0.00119
0.00090
0.00074
0.00065
0.00060
0.00058
300
0.00257
0.00178
0.00135
0.00111
0.00097
0.00090
0.00086
400
0.00342
0.00237
0.00180
0.00148
0.00129
0.00119
0.00115
500
0.00428
0.00296
0.00225
0.00185
0.00162
0.00149
0.00144
600
0.00514
0.00356
0.00270
0.00222
0.00194
0.00179
0.00173
700
0.00599
0.00415
0.00315
0.00259
0.00226
0.00209
0.00202
800
0.00685
0.00474
0.00361
0.00296
0.00258
0.00239
0.00230
900
0.00770
0.00533
0.00406
0.00333
0.00291
0.00269
0.00259
1000
0.00856
0.00593
0.00451
0.00370
0.00323
0.00298
0.00288
1100
0.00942
0.00652
0.00496
0.00406
0.00355
0.00328
0.00317
1200
0.01027
0.00711
0.00541
0.00443
0.00388
0.00358
0.00346
1300
0.01113
0.00770
0.00586-
0.00480
0.00420
0.00388
0.00374
1400
0.01198
0.00830
0.00631
0.00517
0.00452
0.00418
0.00403
00
oo
-------
Table 7.
TOTAL QUEUE EMISSIONS, (QqT), CRUISE COMPONENT EMISSION, (Qqc), AND QUEUE LENGTH
AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND CRUISE SPEED - UNSIGNALIZED
INTERSECTIONS
oo
VO
Cross-street
•Effective l«ne
voluse (veh/hr)
1400
1300
1200
1100
1000
900
800
Elemt
V
V
Queue
V
V
Queue
V
V
Queue
V
Queue
V
V
Queue
V
V
Queue
V
V
Qoeae
Major *treet voluue (vehicles/hour) cruise speed is 15 m/hr
100
0.02945
0.00086
40.0
0.01604
O.OO086
40.0
0.01056 •
O.OO086
40.0
0.00777
0.00086
40.0
0.00619
0.00086
40.0
0.00522
0.00086
40.0
O.OO46O
0.00086
40.0
2OO
0.0
0.00172
40.0
0.0
0.00172
40.0
0.0
O.O0172
4O.O
0.05160
0.00039
176.9
0.04640
0.00172
40.0
0.02456
O.O0172
40.0
0.01662
0.00172
40.0
300
0.0
0.00258
40.0
0.0
0.00258
40.0
0.0
0.00258
40.0
0.0
0.00258
40.0
0.0
0.00258
40.0
0.0
0.00258
40.0
0.05237
0.00109
94.4
400
0.0
0.00344
40.0
0.0
0.00344
40.0
0.0
0.00344
40.0
0.0
0.00344
40.0
0.0
0.00344
40.0
0.0
0.00344
40.0
0.0
0.00344
40.0
500
O.Q
O.OO430
40.0
0.0
0.00430
40.0
0.0
O.OO430
40.0
0.0
0.00430
40.0
0.0
0.00430
40.0
0.0
0.00430
40.0
0.0
0.00430
40.0
600
0.0
0.00517
40.0
0.0
0.00517
40.0
0.0
0.00517
40.0
0.0
0.00517
40.0
0.0
0.00517
40.0
0.0
0.00517
40.0
0.0
0.00517
40.0
700
0.0
O.OO603
40.0
0.0
O.O0603
40.0
0.0
0.00603
40.0
0.0
0.00603
40.0
0.0
0.00603
40.0
0.0
0.00603
40.0
0.0
0.00603
40.0
800.
0.0
0.00689
40.0
0.0
0.00689
40.0
0.0
0.00689
40.0
O.O
0.00689
40.0
0.0
0.00689
40.0
0.0
0.00689
40.0
0.0
0.00689
40. O
900
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
O.O
O.00775
40.0
1000
0.0
0.00861
40.0
0.0
0.00861
40.0
0.0
0.00861
40.0
0.0
0.00861
40.0
0.0
O.OOS61
40.0
0.0
O.OOB61
40.0
0.0
0.00861
40.0
1100
0.0
0.00947
40.0
0.0
0.00947
40.0
0.0
O.OO947
40.0
0.0
0.00947
40.0
0.0
O.O0947
40.0
0.0
0.00947
40.0
0.0
0.00947
4O.O
1200
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.1033
40.0
1300
0.0
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
O.O
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
1400
0.0
0.01205
40.0
0.0
0.01205
40.0
0.0
0.01205
40.0
0.0
0.01205
40.0
O.O
0.01205
40.0
0.0
0.01205
40.0
0.0
0.01205
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QqT), CRUISE COMPONENT EMISSION, (Qoc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
Cross-street
effect ive l«ne
volume (veh/lir)
700
600
500
400
300
200
100
Element
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
^QC
Queue
100
0.00419
0.00086
40.0
0.00391
0.00086
40.0
0.00372
0.00086
40.0
0.00358
0.00086
40.0
0.00348
0.00086
40.0
0.00341
0.00086
40.0
0.00336
O.OO086
40.0
200
0.01276
0.00172
40.0
0.01059
0.00172
40.0
0.00928
0.00172
40.0
0.00844
0.00172
40.0
0.00787
0.00172
40.0
0.00748
0.00172
40.0
0.00720
0.00172
40.0
300
O.O4331
0.00258
40.0
0.02647
0.00258
40.0
0.01959
0.00258
40.0
0.01605
0.00258
40.0
0.01399
0.00258
40.0
0.01269
0.00258
40.0
0.01184
0.00258
40.0
400
0.0
0.00344
40.0
0.05351
0.00127
108.3
0.05036
0.00344
40.0
0.03164
0.00344
40.0
0.02405
0.00344
40.0
0.02014
0.00344
40.0
0.01785
0.00344
40.0
' '5
500
0.0
0.00430
40.0
0.0
0.00430
40.0
0.0
0.00430
40.0
0.05622
0.00252
68.4
0.04697
0 . 00430
40.0
0.03293
0.00430
40.0
0.02659
0.00430
40.0
600
0.0
0.00517
40.0
0.0
0.00517
40.0
0.0
0.00517
40.0
0.0
0.00517
40.0
0.05494
0.00142
145.1
0.06221
0.00494
41.8
0.04208
0.00517
40.0
700
0.0
0.00603
40.0
0.0
0.00603
40.0
0.0
0.00603
40.0
0.0
0.00603
40.0
0.0
0.00603
40.0
0.05369
0.00064
379.3
0.06211
0.00446
54-0
BOO 1 900
0.0
0.00689
40.0
0.0
0.00689
40.0
0.0
0.00689
40.0
0.0
0.00689
40.0
0.0
0.00689
40.0
0.0
0.00689
40.0
0.05278
0.00016
1729.4
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
0.0
0.00775
40.0
•i/hr
1000
0.0
0.00861
40.0
0.0
0.00861
40.0
0.0
0.00861
40.0
0.0
0.00861
40.0
0.0
O.OO861
40.0
0.0
0.00861
40.0
0.0
O.OO861
40.0
1100
0.0
0.00947
40.0
0.0
0.00947
40.0
0.0
0.00947
40.0
0.0
0.00947
40.0
0.0
0.00947
40.0
0.0
0.00947
40.0
0.0
0.00947
40.0
1200
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
0.0
0.01033
40.0
1300
0.0
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
0.0
0.01119
40.0
1400
0.0
0.01205
40.0
0.0
0.01205
40.0
0.0
0.01205
40.0
0.0
0.012O5
40.0
0.0
0.01205
40.0
0.0
0.01205
40.0
0.0
0.01205
40.0
-------
Table 7 (continued).
VO
TOTAL QUEUE EMISSIONS, (Qqx), CRUISE COMPONENT EMISSION, (Qqc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
CroM-etnet
effective l«u«
1400
1300
1200
1100
1000
900
800
EUuent
V
V
Queue
V
V
Qaeue
V
V
Qaeue
V
V
V
V
Queue
V
V
Queue
V
Queue
Major street volnB* (vehiclei/hoar) cmue
100
0.03066
0.00106
40.0
0.01725
0.00106
40.0
0.01177
0.00106
40.0
0.00898
0.00106
40.0
0.00739
0.00106
40.0
O.OO643
0.00106
40.0
0.005S1
O.O0106
40.0
200
0.0
0.00212
40.0
0.0
0.00212
40.0
0.0
0.00212
40.0
0.05215
0.00048
176.9
O.O4882
0.00212
40.0
0.02698
0.00212
40.0
0.01904
O.O0212
40.0
300
0.0
0.00318
40.0
0.0
0.00318
40.0
0.0
0.00318
40.0
0.0
0.00318
40.0
0.0
0.00318
40.0
0.0
0.00318
40.0
0.05391
0.00135
94.4
400
0.0
0.00424
40.0
0.0
0.00424
40.0
0.0
0.00424
40.0
0.0
0.00424
40.0
0.0
0.00424
40.0
0.0
0.00424
40.0
O.O
0.00424
40.0
500
0.0
0.00530
40.0
0.0
0.00530
40.0
0.0
0.00530
40.0
0.0
0.00530
40.0
0.0
0.00530
40.0
0.0
0.00530
40.0
0.0
0.00530
40.0
600
0.0
0.00636
40.0
0.0
0.00636
40.0
0.0
0.00636
40.0
0.0
0.00636
40.0
0.0
0.00636
40.0
0.0
0.00636
40.0
0.0
0.00636
40.0
700
" 0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
800
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
O.OO848
40.0
0.0
0.00848
40.0
•peed i, 20 mi/hi
900
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
1000
0.0
0.01060
40.0
0.0
0.01060
40.0
0.0
0.01060
40.0
0.0
0.0106O
40.0
0.0
0.0106O
40.0
0.0
0.0106O
40.0
0.0
0.01060
40.0
1100
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
O.O
0.01166
40.0
1200
0.0
0.01272
40.0
0.0
0.01272
40.0
0.0
0.01272
40.0
0.0
O.O1272
40.0
0.0
0.01272
40.0
0.0
0.01272
40.0
D.O
O.OU72
40.0
1300
0.0
0.01377
40.0
0.0
0.01377
40.0
0.0
O.O1377
40.0
0.0
0.01377
40.0
0.0
0.01377
40.0
0.0
0.01377
40.0
0.0
0.01377
40.0
1400
0.0
0.01413
40.0
0.0
0.01483
40.0
0.0
0.01483
40.0
0.0
0.01483
40.0
0.0
0.01483
40.0
0.0
0.01483
40.0
0.0
0.01483
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QnT), CRUISE COMPONENT EMISSION, (Qoc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
effective lane
volume (v«h/br)
700
600
500
400
300
200
100
-.
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
"QC
QOTJ*
Major *tr«ct Tola** (v«hiclea/hoar) cruiie ip«ed i« 20 ai/hr
100
0.00540
0.00106
40.0
0.00512
0.00106
40.0
0.00493
0.00106
40.0
0.00479
0.00106
40.0
0.00469
0.00106
40.0
0.00462
0.00106
40.0
O.OO456
0.00106
40.0
200
0.01517
0.00212
40.0
0.01301
0.00212
40.0
0.01170
0.00212
40.0
0.01083
0.00212
40.0
0.01029
0.00212
40.0
0.00990
0.00212
40.0
0.00962
0.00212
40.0
300
0.04693
0.00318
40.0
0.03010
0.00318
40.0
0.02322
0.00318
40.0
0.01968
0.00318
40.0
0.01761
0.00318
40.0
0.01632
0.00318
40.0
0.01547
0.00318
40.0
400
0.0
0.00424
40.0
0.05530
0.00157
108.3
0.05520
0.00424
40.0
0.03647
0.00424
40.0
0.02889
0.00424
40.0
0.02497
0.00424
40.0
0.02269
0.00424
40.0
500
0.0
0.00530
40.0
0.0
0.00530
40.0
0.0
0.00530
40.0
0.05975
0.00310
68.4
0.05301
0.00530
40.0
0.03898
0.00530
40.0
0.03264
0.00530
40.0
600
0.0
0.00636
40.0
0.0
0.00636
40.0
0.0
0.00636
40.0
0.0
0.00636
40.0
0.05694
0.00175
145.1
0.06915
0.00608
41.8
0.04934
0.00636
41.8
700
0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
0.0
0.00742
40.0
0.05459
0.00078
379.3
0.06838
0.005*9
BOO
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
0.00848
40.0
0.0
0.00848
40.0
0.05301
0.00020
1729.4
900
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
0.0
0.00954
40.0
1000
0.0
0.01060
40.0
0.0
0.01060
40.0
0.0
0.01060
40.0
0.0
0.01060
40.0
0.0
0.01060
40.0
0.0
0.01060
40.0
0.0
0.01060
40.0
1100
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.01166
40.0
0.0
0.0116*
40.0
1200 1300 1400
0.0 0.0 0.0
0.01272 '0.01377 0.01413
40.0 40.0 40.0
0.0 0.0 0.0
0.01272 0.01377 0.01413
40.0 40.0 40.0
0.0 0.0 0.0
0.01272 0.01377 0.01413
40.0 40.0 40.0
0.0 . 0.0 0.0
0.01272 0.01377 0.01413
40.0 40.0 40.0
0.0 0.0 0.0
0.01272 0.01377 0.014(3
40.0 40.0 40.0
0.0 0.0 0.0
0.01272 0.01377 0.014(3
40.0 40.0 40.0
0.0 0.0 0.0
0.01272 0.01177 0.01483
40.0 40.0 40.0
vO
NJ
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QqT), CRUISE COMPONENT EMISSION, (Qqc), ANI>
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
U>
Cross-street
effective l«ne
volume (veh/hr)
1400
1300
1200
1100
1000
900
800
Element
V
V
Queue
V
V
Queue
V
V
Queue
0
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Mejor street volume (vehicles/hour) cruise speed is 25 ni/hr
1OO
0.03205
0.00126
40.0
0.01864
0.00126
40.0
0.01316
0.00126
40.0
0.01037
O.OO126
40.0
0.00879
0.00126
40.0
0.00782
O.O0126
40.0
0.00720
0.00126
40.0
200
0.0
0.00252
40.0
0.0
0.00252
40.0
0.0
0.00252
40.0
0.05278
0.00057
176.9
0.05160
0.00252
40.0
0.02976
0.00252
40.0
0.02182
0.00252
40.0
300
0.0
0.00378
40.0
0.0
0.00378
40.0
0.0
0.00378
40.0
0.0
0.00378
40.0
0.0
0.00378
40.0
0.0
0.00378
40.0
0.05568
0.00160
94.4
400
0.0
0.00504
40.0
0.0
0.00504
40.0
0.0
0.00504
40.0
0.0
0.00504
40.0
0.0
0.00504
40.0
0.0
0.00504
40.0
0.0
0.00504
40.0
500
0.0
0.00630
40.0
0.0
0.00630
40.0
0.0
0.00630
40.0
0.0
0.00630
40.0
0.0
0.00630
40.0
0.0
0.00630
40.0
0.0
0.00630
40.0
600
0.0
0.00756
40.0
0.0
0.00756
40.0
0.0
0.00756
40.0
0.0
0.00756
40.0
0.0
0.00756
40.0
0.0
0.00756
40.0
0.0
0.00756
40.0
700
0.0
0.00881
40.0
0.0
0.00881
40.0
0.0
0.00881
40.0
0.0
0.00881
40.0
0.0
0.00881
40.0
0.0
0.00881
40.0
0.0
0.00881
40.0
800
0.0
0.01007
40.0
0.0
0.01007
40.0
o.o'
0.01007
40.0
0.0
0.01007
40.0
0.0
0.01007
40.0
0.0
0.01007
40.0
0.0
0.01007
40.0
900
0.0
0.01133
40.0
0.0
O.D1133
40.0
0.0
0.01133
40.0
0.0
0.01133
40.0
0.0
0.01133
40.0
0.0
0.01133
40.0
0.0
0.01133
40.0
1000
0.0
0.01259
40.0
0.0
0.01259
40.0
0.0
0.01259
40.0
0.0
0.01259
40.0
0.0
0.01259
40.0
0.0
0.01259
40.0
0.0
0.01259
.40.0
1100
0.0
0.01385
40.0
0.0
0.01385
40.0
0.0
0.0138S
40.0
0.0
0.01385
40.0
0.0
0.01385
40.0
0.0
0.01385
40.0
0.0
0.01385
40.0
1200
0.0
0.01511
40.0
0.0
0.01511
40.0
0.0
0.01511
40.0
0.0
0.01511
40.0,
0.0
0.01511
40.0
0.0
0.0511
40.0
0.0
0.01511
40,0
1300
0.0
0.01637
40.0
0.0
0.01637
40.0
0.0
0.01637
40.0
0.0
0.01637
40.0
0.0
0.01637
40.0
0.0
0.01637
40.0
0.0
0.01637
40.0
1400
0.0
0.01763
40.0
0.0
0.01763
40.0
0.0
0.01763
40.0
0.0
0.01763
40.0
0.0
0.01763
40.0
0.0
0.01763
40.0
0.0
0.01763
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (Qpr), CRUISE COMPONENT EMISSION, (Qgc>> AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
VD
effcrxne laae
no
tarn
50*
*«•
«
MO
»
a t
V
V
qx-e
V
One
V
V
V
V
V
V
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QQT>, CRUISE COMPONENT EMISSION, (QgC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
Oi
Cross-street
effective l««e
volne (veh/hr)
1400
Element
V
"oc
| Qoere
13OO
12OO
V
V
V
i O^.
1100
<*ne
V
V
: Qoeoe
1
' ^OT
900
800
£L
V
V
Qoeoe
V
V
Ones*
Msjor street volisse (vehicles/hour) cruise speed is 30 ni/hr)
100
0.03369
0.00149
40.0
0.02028
0.00149
40.0
0.01480
O.O0149
40.0
0.01201
O.O0149
40.0
0.01O42
0.00149
40.0
O.OO9*6
O.O0149
40.0
O.OO8B4
0.00149
40.0
200
0.0
0.00297
40.0
0.0
0.00297
40.0
0.0
O.OO297
40.0
0.05352
0.00067
176.9
0.05488
0.00297
40.0
0.03304
0.00297
40.0
0.02510
0.00297
40.0
300
0.0
0.00446
40.0
0.0
0.00446
40.0
0.0
0.00446
40.0
0.0
O.O0446
40.0
0.0
0.00446
40.0
0.0
O.OO446
4O.O
0.05776
0.00189
40.0
400
0.0
0.00595
40.0
0.0
0.00595
40.0
0.0
0.00595
40.0
0.0
0.00595
40.0
0.0
0.00595
40.0
0.0
0.00595
40.0
0.0
0.00595
40.0
500
0.0
0.00743
40.0
0.0
0.00743
40.0
0.0
O.OO743
40.0
0.0
0.00743
40.0
0.0
0.00743
40.0
0.0
O.OO743
40.0
0.0
0.00743
40.0
600
0.0
0.00892
40.0
0.0
0.00892
40.0
0.0
0.00892
40.0
0.0
0.00892
40.0
0.0
O.OO892
40.0
0.0
O.OO892
40.0
0.0
O.OO892
40.0
700
0.0
0.01041
40.0
0.0
0.01041
40.0
0.0
0.01O41
40.0
0.0
0.01041
40.0
0.0
0.01041
40.0
0.0
0.01O41
40.0
0.0
0.01O41
40.0
800
0.0
0.01189
40.0
0.0
0.01189
40.0
0.0
0.01189
40.0
0.0
0.01189
40.0
0.0
0.01189
40.0
0.0
0.01189
40.0
0.0
0.01189
40.0
900
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
1000
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
1100
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
1200
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
4O.O
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
40.0
1300
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
1400
0.0
0.02082
40.0
0.0
0.02082
40.0
0.0
0.02082
40.0
0.0
. 0.02082
40.0
0.0
0.02082
40.0
0.0
0.0282
40.0
0.0
0.02OB2
40.0
-------
Table 7 (continued). TOTAL QUEUE EMISSIONS, (Qoj), CRUISE COMPONENT EMISSION, (QQC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
AND
VO
Cro«B-»lre*t
effective lone
voluM (veh/hr)
700
Elemt
V
V
Queue
600 : QqT
V
Queue
500 V
V
100
0.00843
0.00149
40.0
C. 00815
0.00149
40.0
0.00796
0.00149
Queue 4O.O
1
400 ^
V
Queue
3OO
200
100
V
V
Queue
V
V
Queue
V
V
Queue
0.00782
0.00149
40.0
0.00772
0.00149
40.0
0.00765
0.00149
40.0
0.00759
0.00149
40.0
200
0.02123
0.00297
40.0
0.01907
0.00297
40.0
0.01776
0.00297
40.0
0.01691
0.00297
40.0
0.01635
0.00297
40.0
0.01596
0.00297
40.0
0.01568
0.00297
40.0
Major street volwe (vehicles/hour) cruise speed is 30 ai/hr
300
0.05602
0.00446
40.0
0.03919
0.00496
40.0
0.03231
0.00446
40.0
0.02876
O.OO446
40.0
0.02670
O.OO446
40.0
0.02541
0.00446
40.0
0.02456
O.OO446
40.0
400
0.0
0.00595
40.0
0.05977
0.00220
108.3
0.06732
0.00595
40.0
0.04859
0.00595
40.0
0.04101
0.00595
500
0.0
0.00743
40.0
0.0
0.00743
40.0
0.0
0.00743
40.0
0.06861
0.00435
68.4
0.06816
0.00743
40.0 | 40.0
1
0.03709
0.00595
40.0
0.03481
0.00595
40.0
0.05412
0.00743
40.0
0.04778
0.00743
40.0
600
0.0
0.00892
40.0
0.0
O.OO892
40.0
0.0
0.00892
40.0
0.0
O.OO892
40.0
0.06195
0.00246
145.1
0.08653
0.00853
41.8
0.06751
0.00892
40.0
700
0.0
0.01041
40.0
0.0
800
0.0
0.01189
40.0
0.0
0.01041 0.01189
40.0 | 40.0
0.0
0.01O41
40.0
O.O
0.01041
40.0
0.0
0.01041
40.0
O.OS682
0.00110
379.3
0.08408
0.00771
54.0
0.0
0.01189
40.0
0.0
0.01189
40.0
0.0
0.01189
40.0
0.0
0.01189
40.0
0.05357
0.00028
1729.4
900
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
0.0
0.01338
40.0
1000
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
0.0
0.01487
40.0
1100
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
0.0
0.01635
40.0
1200
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
40.0
0.0
0.01784
40.0
1300
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
0.0
0.01933
40.0
1400
0.0
0.02082
40.0
0.0
0.02082
40.0
0.0
0.02082
40.0
0.0
0.02082
40.0
0.0
0.02082
40.0
0.0
0.02082
40.0
0.0
0.02081
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QqT), CRUISE COMPONENT EMISSION, (QQC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSlGNALIZED INTERSECTIONS
VO
Cro»-street
effective Ine
volume (veh/hr)
1400
1300
1200
1100
1000
MO
800
Elent
V
V
Queue
V
V
Queue
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
Major (treet voluuH
100
0.03564
0.00177
40.0
0.02223
0.00177
40.0
0.01674
0.00177
40.0
0.01396
0.00177
40.0
0.01127
0.00177
40.0
0.01140
0.00177
40.0
0.01079
0.00177
40.0
200
0.0
0.00354
40.0
0.0
O.O0354
40.0
0.0
0.00354
40.0
0.0544O
0.00080
176.9
0.05877
O.O0354
40.0
0.03693
O.O0354
40.0
0.02899
0.00354
40.0
300
0.0
0.00531
40.0
0.0
0.00531
40.0
0.0
0.00531
40.0
0.0
0.00531
40.0
0.0
0.00531
40.0
0.0
0.00531
40.0
0.06023
0.00225
94.4
400
0.0
0.00708
40.0
0.0
0.00708
40.0
0.0
0.00708
40.0
0.0
0.00708
40.0
0.0
0.007O8
40.0
0.0
0.00708
40.0
0.0
0.00708
40.0
500
0.0
0.00885
40.0
0.0
0.00885
40.0
0.0
0.00885
40.0
0.0
0.00885
40.0
0.0
0.00885
40.0
0.0
0.00885
40.0
0.0
0.00885
40.0
600
0.0
0.01062
40.0
0.0
0.01062
40.0
0.0
0.01062
40.0
0.0
0.01062
40.0
0.0
0.01062
40.0
0.0
0.01062
40.0
0.0
0.01O62
40.0
(vehiclev/hour) czuixe
700
0.0
0.01239
40.0
0.0
0.01239
40.0
0.0
0.01239
40.0
0.0
0.01239
40.0
0.0
0.01239
40.0 '
0.0
0.01239
40.0
0.0
0.01239
40.0
8OO
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
•peed it 35 ui/hr
900
0.0
O.G1592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
1000
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
1100
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
1200
0.0
0.02123
40.0
0.0
0.02123
40.0
O.O
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
1300
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
1400
0.0
0.02477
40.0
Q.O
0.02477
40.0
0.0
0.02677
40.0
. 0.0
0.02477
40.0
0.0
0.02477
40.0
0.0
0.02477
40.0
0.0
0.02477
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QqT), CRUISE COMPONENT EMISSION, (QqC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
00
effective Imaf
700
600
500
4OO
300
200
100
Major street volwe (vehicles/hour) cruUe speed im 35 ni/hr
100
Q^. 0.01038
Oj. 0.00177
Queue 40.0
V
V
Qoeue
V
V
Qrae
V
«QC
Queue
V
V
Qoeiie
V
V
Q<«ue
V
V
Queue
0.01010
O.O0177
40.0
0.00990
0.00177
40.0
0.00977
0.00177
40.0
O.O0967
0.00177
40.0
0.00959
0.00177
40.0
0.00954
O.O0177
40.0
200
0.02513
0.00354
40.0
0.02297
0.00354
40.0
0.02165
0.00354
40.0
0.02081
0.00354
40.0
300
0.06187
0.00531
40.0
0.04503
0.00531
40.0
0.03815
0.00531
40.0
0.03461
0.00531
40.0
0.02024 i 0.03254
0.00354 1 0.00531
40.0 • 40.0
0.01985 0.03125
0.00354 0.00531
40.0 40.0
0.01958
0.00354
40.0
0.03040
0.00531
40.0
400
0.0
0.00708
40.0
0.06265
0.00261
108.3
0.07511
0.00708
40.0
0.05638
0.00708
40.0
0.04880
0.00708
40.0
0.4488
0.00708
40.0
0.04260
0.00708
40.0
500
0.0
0.00885
40.0
0.0
0.00885
40.0
0.0
O.OO885
40.0
0.07431
0.00517
68.4
0.07790
0.00885
40.0
0.6386
0.00885
40.0
0.05752
0.00885
40.0
600
0.0
0.01062
40.0
0.0
0.01062
40.0
0.0
0.01062
40.0
0.0
0.01062
40.0
0.06518
0.00293
145.1
0.09771
0.01015
40.0
0.007920
0.01062
40.0
700
0.0
0.01239
40.0
0.0
0.01239
40.0
0.0
0.01239
40.0
0.0
0.01239
40.0
0.0
0.01239
40.0
0.05826
0.00131
379.3
0.09418
0.00917
54.0
BOO
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.0
0.01415
40.0
0.05393
0.00033
1729.4
900
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
0.0
0.01592
40.0
1000
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
0.0
0.01769
40.0
1100
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
0.0
0.01946
40.0
1200
O.O
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
0.0
0.02123
40.0
13OO
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
0.0
0.02300
40.0
1400
0.0
0.02477
40.0
0.0
0.02477
40. 0
0.0
0.02477
40.0
0.0
0.02477
40.0
0.0
0.02477
40.0
0.0
0.02477
40.0
0.0
0.02477
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (Qpc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
C^-^K-C
•nta- <«»Ar>
14*0
"»
IK*
™"
-
_
n i
V
V
Z
OJ»Be
V
toe
*f
V
V
V
«fc
v"
V
-------
Table 7 (continued). TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (Qqc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
o
o
Crois-street
effcccive lane
volua* (veh/hr>
••oo
Element
V
100
0.01270
QJJJ. i 0.00213
Queue
600
500
400
300
200
100
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
200
0.02977
0.00427
40.0 ' 40.0
0.01242 ' 0.02761
300
0.06883
0 . 00640
40.0
0.05200
0.00213 i 0.00427 ' 0.00640
40.0
0.01222
0.00213
40.0
0.01209
0.00213
40.0
0.01199
0.00213
40.0
0.01192
0.00213
40.0
0.01186
0.00213
40.0
40.0 40.0
0.02630
0.00427
40.0
0.02545
0.00427
40.0
0.02489
0.00427
40.0
0.02450
0.00427
40.0
0.02422
0.00427
40.0
0.04512
0.00640
40.0
0.04157
0.00640
40.0
0.03951
0 . 00640
40.0
0.03951
0.00640
40.0
0.03736
0.00640
40.0
Major tercet volune (vehiclea/hour) cruiie speed i» 40 ai/hr
400
0.0
0.00854
40.0
0.06608
0.00315
500
0.0
0.01067
600
0.0
0.01280
40.0 ! 40.0
0.0 j 0.0
0.01067
0.01280
108.3 40.0 40.0
!
0.08439
0.00854
40.0
0.06567
0.00854
40.0
0.05808
0.00854
700
0.0
0.01494
40.0
0.0
0.01494
40.0
0.0 0.0 I 0.0
0.01067
40.0
0.08110
0.00624
68.4
0.08951
0.01067
40.0 40.0
0.05417 0.07547
0.00854
40.0
0.05188
0.00854
40.0
0.01280 | 0.01494
40.0
0.0
0.01280
40.0
0.0
0.01494
40.0 1 40.0
0.06902
0.00353
145.1
0.11103
0.01067 1 0.01225
40.0 ! 40.0
0.06913
0.01067
40.0
0.09313
0.01280
40.0
0.0
0.01494
40.0
0.05998
0.00158
379.3
0.10622
0.01106
54.0
800
0.0
0.01707
40.0
0.0
0.01707
900
0.0
0.01921
40.0
0.0
0.01921
looe
0.0
0.02134
40.0
0.0
0.02134
40.0 40.0 j 40.0
0.0
0.01707
40.0
0.0
0.01707
40.0
Q-0
0.01707
40.0
0.0
0.01707
40.0
0.05436
0.0039
1729.4
0.0
0.01921
40.0
0.0
0.01921
40.0
0.0
0.01921
40.0
0.0
0.01921
40.0
0.0
0.01921
0.0
0.02134
40.0
0.0
0.02134
40.0
0.0
0.02134
40.0
0.0
0.02134
40.0
0.0
0.02134
40.0 '40.0
1100
0.0
0.0.2347
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
1200
0.0
1300
0.0
0.02561 0.02774
40.0
40.0
0.0 : 0.0
0.02561 0.02774
40.0 ! 40.0
0.0
0.02561
40.0
0.0
0.0
0.02774
40.0
0.0
0.02561 0.02774
40 . 0 . 40 . 0
0.0 ; 0.0
0.02561 0.02774
40.0
40.0
0.0 | 0.0
0.02561 ' 0.01773
40.0 | 40.0
0.0
0.02561
40.0
0.0
0.02774
40.0
1400
0.0
0.02988
40.0
0.0
0.02988
40.0
0.0
0.029S8
40.0
0.0
0.02988
40.0
0.0
0.02988
40.0
0.0
0.02988
40.0
0.0
0.02988
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (Qgc), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE.SPEED - UNSIGNALIZED INTERSECTIONS
Cross-street
effective lane
volume (veh/hr)
1400
1300
1200
1100
1000
900
800
Element
V
V
100
0.04072
0.00261
Queue : 40.0
Q | 0.02731
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
V
V
Queue
0.00261
40.0
0.02182
0.00261
40.0
0.01904
0.00261
40.0
0.01745
0.00261
40.0
0.01649
0.00261
40.0
0.01587
0.00261
40.0
200
0.0
0.00522
40.0
0.0
300
0.0
0.00782
40.0
0.0
400
0.0
0.01043
40.0
0.0
0.00522 0.00782 0.01043
40.0 40.0
0.0
0.00522
40.0
0.05670
0.00118
176.9
0.06894
0.00522
40.0
0.04709
0.00522
40.0
0.03915
0.00522
40.0
0.0
0.00782
40.0
0.0
0.00782
40.0
0.0
0.00782
40.0
0.0
0.00782
40.0
0.06669
0.00331
94.4
40.0
0.0
0.01043
40.0
0.0
0.01043
40.0
0.0
0.01043
40.0
0.0
500
0.0
0.01304
40.0
0.0
0.01304
40.0
0.0
0.01304
40.0
0.0
0.01304
40.0
0.0
0.01304
40.0
0.0
0.01043 0.01304
40.0
0.0
0.01043
40.0
40.0
0.0
0.01304
40.0
600
0.0
0.01565
40.0
0.0
0.01565
40.0
0.0
0.01565
40.0
0.0
0.01565
40.0
0.0
0.01565
40.0
0.0
0.01565
40.0
0.0
0.01565
40.0
700
0.0
0.01826
40.0
0.0
0.01825
40.0
0.0
0.01825
40.0
0.0
0.01825
40.0
0.0
0.01825
40.0
0.0
0.01825
40.0
0.0
0.01825
40. C
800
O.C
0.02086
900
0.0
0.02347
40.0 40.0
o.o ; o.o
0.02086
40.0
0.0
0.02086
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
0.0
0.02086 0.02347
40.0
0.0
0.02086
40.0
0.0
0.02086
40.0
0.0
0.02086
40.0
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
0.0
0.02347
40.0
1000
0.0
1100
0.0
1200
0.0
0.02608 0.02868 ; 0.03129
1300
0.0
0.03390
40.0 . 10.0 40.0 40.0
0.0 I 0.0 0.0 ' 0.0
0.02608
40.0
0.0
0.02608
40.0
0.0
0.02608
40.0
0.0
0.02608
40.0
0.02868 i 0.03129 . 0.03390
iO.O I 40.0 ! 40.0
0.0
0.02868
.0.0
0.0 | 0.0
0.03129 1 0.03390
40.0 : 40.0
0.0 ' 0.0 • 0.0
0.02868 : 0.03129 0.03390
.0.0 ; 40.0 I 40.0
0.0 j 0.0 ' 0.0
0.02868 ; 0.03129 : 0.03390
>0.0 40.0 40.0
0.0 0.0 0.0 j 0.0
0.02608 0.02868 0.03129
40 . 0 ,0 . 0
0.0 0.0
0.02608
40.0
0.02868
.0.0
40.0
0.0
0.03129
40.0
0.03390
40.0
0.0
0.03390 I
40.0
1400
; o.o
0.03651
40.0
0.0
0.03651
40.0
: 0.0
0.03651
40.0
0.0
0.03651
40.0
0.9
0.03651
40.0
o.o
0.03651
40.0
0.0
0.03651
40.0
-------
Table 7 (continued).
TOTAL QUEUE EMISSIONS, (QQT), CRUISE COMPONENT EMISSION, (QqC), AND
QUEUE LENGTH AS A FUNCTION OF MAJOR AND CROSS-STREET VOLUMES AND
CRUISE SPEED - UNSIGNALIZED INTERSECTIONS
eS^T^L
W»
«W
500
0 L
V
V
V
V
Q— e
V
V
"• ! V
: V
i **•*
- !v
• "Vic
: Q—
"• \ V
! V_
- V
V
*-"
?lajor street voliase (vehicle/hour) cmise speed is 45 n/hr)
100
0-01546
0.00261
40.0
O.O1518
0.00261
40.0
0.01498
O-OOZil
40.0
O.01485
2OO
0.03529
O.O0522
40.0
0.03313
0-00522
40.0
O.O31S1
O.OOS22
40.0
O.O3O97
O.00261 O.OO522
40.0 i 40.0
O.01475
0.00761
40.0
0.01468
0.00261
40.0
O.01462
0.00261
48.0
0.03O40
O.O0522
4O.O
0.03O91
0. 00522
40.0
O.02974
O.O0522
40.0
300
0.07711
O.O0782
40.0
0.06027
0.00782
40.0
0-05339
O-OO782
40.0
0. 04*15
0.00782
4O.O
0.04779
O.OO782
40-O
O.O4649
O.OO782
4O.O
O.O4364
O.OO782
4O-0
400
0.0
500
0.0
0.01O43 0.01304
40.0 j 40.0
O.O7O16
0.00385
108.3
O-O9543
0.01O43
40. O
0.0767O
0.01O43
40.0
0.06912
0.01O43
4O.O
O.O6521
O.O1043
40.0
0.06292
0.01O43
40.0
0.0
0.01304
40.0
0.0
0.01304
40.0
0.08917
0.00763
68.4
0.10330
0.013O4
40.0
0.08926
0.01304
40.0
0.08293
0.01304
40.0
600
700
0.0 0.0
0.01565
0.01825
40.0 [ 40.0
0.0
0.01565
40.0
0.0
0.01565
40.0
0.0
0.01565
40.0
0.07358
0.30431
145.1
0.12686
0.01496
41.8
0.1O968
0.01565
40.0
0.0
0.01825
40.0
0.0
0.0182S
40.0
0.0
0.01825
40.0
0.0
son
0.0
0.0208*
900
0.0
0.02347
40.0 | 40.0
O.O . 0.0
0.02O86 j 0.02347
40.0 -
0.0
0.02O86
40.0
0.0
4O.O
0.0
0.02347
40.0
0.0
0.0208* ; 0.02347
40.0 40.0
0.0
0.01825 O.O2O86
40.0
O.O6201
0.00193
379.3
0.12053
O. 01352
54.0
40.O
0.0
0.02086
40.0
0.05487
0.00048
1729.4
O.O
0.02347
4O.O
0.0
0.02347
40.0
0.0
0.02347
40.0
1000
0.0
0.02608
40.0
0.0
0.02608
40.0
0.0
0.02608
40.0
0.0
1100
0-0
0.02668
40.0
0.0
0.02868
40.0
O.O
0.02868
40.0
0.0
0.02608 • 0.02868
40.0 40.0
0.0
0.02608
40.0
0.0
0.026O8
0.0
O.02868
40.0
0.0
0.02868
40.0 40.0
;
0.0 0.0
0.02608 ! 0.02868
40. 0
40.0
1200
0.0
0.03129
40.0
1300
0.0
0.03390
40.0
0.0 1 0.0
0.03129 0.03390
40.0 40.0
0.0
0.03129
40.0
0.0
0.0
0.03390
40.0
0.0
0.03129 0.03390
40.0
0.0
0.03129
40.0
0.0
0.03129
40.0
0.0
0.03129
40.0
1400
0.0
0.03651
40,0
0.0
0.03651
40.0
0.0
0.03651
40.0
0.0
0.03651
40.0 ' 40.0
1
0.0
0.03390
40.0
0.0
0.03390
40.0
0.0
0.03390
40.0
0.0
0.03651
40.0
0.0
0.03651
40.0
0.0
0.03651
40.0
O
10
-------
Table 8. EMISSION CORRECTION FACTORS FOR REGION, CALENDAR YEAR, SPEED, PERCENT COLD
STARTS (C) PERCENT HOT STARTS (H) AND TEMPERATURE (T) BY VEHICLE TYPE (M)
£•13310* COmCCTlON MCTURS FUH ReGlOXs tUH M.UTUOC
YI«SJ
smo
M M C T
LOV 20 10 20
20 10 40
20 IS 10
?0 IS 80
20 60 10
20 60 40
HO 10 20
ao 10 00
ao is 20
«o is ao
40 60 20
40 60 40
LOT 20 10 20
20 10 40
20 15 20
20 15 40
20 60 20
20 60 40
40 10 20
40 10 40
40 IS 20
40 IS 40
40 60 20
40 60 40
MC 20 10 20
20 10 40
20 IS 20
20 IS 40
20 60 20
20 60 40
40 10 20
40 10 40
40 IS 20
40 is ao
40 60 20
40 60 40
HOC
HDD
19/e 1976 i9rs 1979 i960 i9so i»so i9§o 1952 1962 i«u i««* i»es i9«* i«§* i»ss
0 IS JO 45'
.22 1.30 1.J7 1.42
.12 1.18 1.2) 1.26
.94 2.17 2.19 2. b8
.57 1.74 1.90 2.01
2.6S 3.0! 3.42 1.74
2.03 2.30 2.57 2. 81
.24 1.J2 1.J9 |.aa
.14 1.20 1.2S 1.?8
.96 2.19 2.41 2.60
.60 1.76 1.92 2. OS
2.67 I. OS 1.44 1.76
2. OS 2.12 2.60 2.81
1.16 1.17 1.1S 1.S1
2.94 2.91 1.06 1.18
.80 S.ll S.6S 6.10
.01 4.22 4.62 4.97
.43 7.05 7.95 8.70
.11 5.S2 6.19 6.76
.21 1.22 3.40 1.S5
.99 2.96 HO 1.23
.84 5.16 S.69 6. IS
.08 4.26 4.67 S.02
.47 7.10 7.99 8.7S
S.16 S.S6 6.24 6. BO
0.47 0.81 0.92 1.02
0.82 0.71 0.81 0.92
0.78 .16 l.SS .71
0.62 .08 1.21 .15
1.09 .90 2.17 .40
0.81 .42 1.62 .79
0.47 .82 0.91 .01
0.43 .74 0.84 .92
0.78 .16 1.56 .72
0,62 .08 1.24 .16
1.09 .9] 2.18 2.41
0.82 .43 |.6l 1.80
1.72 5.80 S.51 6.16
0.03 0.62 0.60 0.62
0 15 SO 45
1.00 I.It 1.17 1.22
0.91 0.99 1.04 1.08
.64 1.86 2.09 2.25
.31 1.49 1.63 1.75
.28 2.66 1.00 3.29
.72 1.98 2.23 2.43
.02 1.12 1.19 1.24
.92 I. 01 1.06 1.09
.66 1.90 2.10 2.27
.33 1.50 1.65 1.77
2.30 2.68 3.02 3.10
1.73 2.00 2.24 2.44
2.86 3.00 3.19 3.14
2.65 2.74 2.89 3.01
4.38 4.92 5.45 5.90
3.65 4.00 4.40 4.73
5.91 6.84 7.72 8.46
4.66 5.26 5.91 6.45
2.90 3.04 1.21 1.19
2.69 2.78 2.93 1.05
4.42 4.96 5.49 5.94
1.70 4.04 4.44 4.77
5.95 6.88 7.76 8.50
4.70 5.10 5.95 6.50
0,18 0.67 0.72 0.77
0.14 0.59 0.64 0.68
0.61 1.17 .11 1.43
0.50 0.91 .01 1.10
0.89 1.68 .90 2.09
0.66 1.21 .19 1.52
0.18 0.68 .71 0.78
0.14 0.60 .65 0.69
0.64 1.18 .12 1.44
0.50 0.92 .02 1.11
0.90 1.69 .91 2.10
0.66 1.24 .39 I.S3
1.73 5.54 5.62 6.S6
0.01 0,6« 0.57 0.57
6 15 SO 45
0.74 0.83 O.S9 0.91
0.67 0.75 0.79 0.8?
.25 1.43 1.59 J.72
.00 1.13 1.25 l.SS
.75 2.01 2.29 2.51
.11 4.52 4,74 4..M
.75 0.85 0.90 0.95
.68 0.76 0.81 0.8*
.26 1.S4 4.»| 4»7J
.01 1.15 1.27 1.16
.76 2.04 2.11 2.52
.14 1.51 U71 4*M
2.50 2.81 3.0« S.19
2.30 2,S6 2.72 2.B*
3.94 4.76 5.10 5.75
1.21 1.79 4.19 4.52
5.17 6.69 7.57 8,10
4.16 5.01 5.66 6.19
2.54 2.87 1.08 1.21
2.11 2.59 2.76 i. 68.
1.97 4.80 5.14 5.79
1.26 1.81 4.21 4.56
5.41 6.71 7.61 8,14
4.19 5.07 5.70 6.21
0,10 0,54 0,57 0,60
0.27 0.48 0.50 0.52
0.51 0.98 1.08 1.17
0,40 0.75 0.82 0,69
0.72 1.41 1.60 1.75
0.51 1.02 1.15 1.26
0.10 0.55 0.56 0.61
0.27 0.49 0.51 0.5S
0.52 0.99 1.09 1.18
o . 40^ o. 76 _o-8s_o.69
0.71 1.42 1.60 1.76
0.51 I.OI 1.16 1.26
1.71 5.21 5.77 6.91
O.OS 0.60 0.55 ».S1
0 IS SO 45
0.47 0.52
.41 0.47
.65 0.92
.69 0.75
.22 1.11
.96 1.03
.49 0.54
.44 0.49
.66 0.94
.71 0.76
.23 1.34
.97 1.04
.97 1.IB
.68 1.06
.55 2.00
.26 1.56
.13 2.61
.63 2.10
.96 1.20
.90 1.08
.56 2.01
.27 1.59
.14 2.63
.64 2.11
,1~5 0.27
.13 0.24
.25 0.49
.20 0.36
.36 0.71
.26 0.51
.15 0.28
.14 0.24
.26 0.49
.20 0.38
.16 0.71
.26 0.52
.57
.51
.04
.64
.50
.16
.58
.51
.05
.85
.52
.18
.27
.14
.21
.75
.18
.16
.29
.15
.24
.77
.20
.18
.26
.25
.54
.41
.60
.57
.29
.25
.54
.41
.80
.56
.60
.54
.13
.90
.65
.27
.61
.55
.14
.92
.66
.26
.14
.19
.42
.69
.49
.56
.16
.20
.41
.90
.51
.60
.29
.25
.56
.44
.87
.61
.30
.26
.59
.44
.86
.63
l.ST S.97 4.67 S.66
07*5 O.S9 V.51 0.51
1967 1967 1967 It*}
0 IS SO 45
0.38 0.40 0.44 0.46
0.15 0.17 0.40 0.42
0.71 0.72 0.61 «.••
0.59 0.60 0.67 0.71
1.01 1.04 1.19 1.10
0.84 0.64 0.95 4.M
0.19 0.41 0.45 0.48
0.16 0.18 0.41 0.41
0.72 0.74 0.63 0*90
0.61 0.62 0.69 0.74
1.05 1.06 1.20 1.12
0.65 0.6S 0.97 4*06
1.51 1.99 2.15 2.26
1.40 1.79 1.91 i.00
2.44 1.16 3.76 4.07
1.99 2.65 2.95 1.17
3.36 4.74 S.16 5.88
2.58 1.52 1.98 4.15
l.SS 2.01 2.17 2.26
1*42 4.61 1.94 2*01
2.47 1.19 1.78 4.10
2.01 2.66 2.97 S.20
1.18_4.76_5,J9,5.«
2.60 l.SS 4.00 4.37
.0.09..0.1ILQ.1IL0.19
0.08 0.15 0.16 0.16
0.16 0.12 0.15 0.18
.0^4 J_0* 24 ..0_. 2_*_t^6.
0.23 0.46 0.52 0.57
0.17 0.33 0.37 0.41
JU40 o_.4e__tae_o_as
0.09 0.16 0.16 0.1*
0.16 0.12 0.35 0.36
J+li 9+25-*+21_i*a
0.23 0.46 0.52 O.S7
0.17 0.34 0.36 0.41
1.52 3.21 S.9I 4.76
0.01 0,59 B.S2 BrSI
I99B I9«t !••• ••••
• IS St 4S
O.SI O.SO O.SS O.SS
0.29 0.26 O.SI O.S2
0.61 O.ST 0.64 0.69
0.52 0.49 O.SS 0.60
0.90 0.8S 0.94 1.06
0.75 0.70 0.79 0.67
0.3S O.S2 O.SS O.S7
0.30 0.29 O.S2 0,14
0.62 0.56 0.6S 0.71
0.54 0.50 0.56 0.61
0.9| 0.64 0.96 1,05
-0.77 0.71 0.61 0.68
0.52 0.76 0.6S 0.67
.0.47 0.66 0.74 0.77
0.63 I.SO t.«6 l.SS
0.67 1.02 1.14 1.23
1.15 1.64 2.09 2.29
0.66 1.36 1.54 1.66
0.52 0.77 0.84 0.66
.0.48 0.69 0.75 0.76
0.64 t.Sl 1.47 1.59
0.68 1.03 1.15 1.24
.1.15 1.85 2.10 2.10
0.66 I.S7 1.55 1.69
0.07 0.12 0.41 0. IS
0.06 0.11 O.tl O.It
0.11 0.21 0.25 0.27
.0.09 0.17 0.19 0.20
0.16 O.SS O.S7 0.41
0.12 0.24 0.27 0.29
0.07~0.13 O.IS OVIT
0.06 O.M 0.11 O.tl
0.11 0.21 0.2S 0.27
0.09 0.18 0.19 0.26
O.t6 O.S4 O.S6 0.41
0.12 0.24 0.27 0.29
i.SS 2.S2 S.20 S.tS
0.01 0.59 0.52 0.50
-------
Table 8 (continued).
EMISSION CORRECTION FACTORS FOR REGION, CALENDAR YEAR, SPEED, PERCENT COLD
STARTS (C) PERCENT HOT STARTS (H) AND TEMPERATURE (T) BY VEHICLE TYPE (M)
Cn«RtCTIO» F4C1JNS
MICH M.1I10M
TE»«I I97B 197? 1978 1978
IDV 20 10 20
20 10 DO
20 IS 20
20 35 «o
20 60 20
ao «o oo
00 10 20
10 10 00
ao 35 20
00 IS 00
00 60 20
ao 60 ao
LOT 20 10 20
20 10 on
20 35 20
20 J5 40
20 60 20
20 60 40
ao 10 20
ao 10 ao
40 35 20
40 55 40
40 60 20
40 60 40
_"C 20 10 20
20 10 40
ao 35 20
20 35 40
20 60 20
20 60 ao
ao 10 ?0
ao 10 ao
40 35 20
40 35 40
40 60 20
40 60 40
HOE
HOD
1.00 1.7] 2.M 2.44
0.93 1.S6 1.93 2.22
1.84 1.94 j.;|(j 4.9,
1.48 2.J4 2.79 3.14
2.65 4.16 4.83 5.38
2.02 3.13 3.65 4.07
1.03 1.71 2.1 I 2.41
0.92 ].5a |.9| 2.19
1.83 2.93 3.46 3.N8
1.47 2.33 2.77 3.12
2.64 a.|4 0.81 5.35
2.01 3.11 3.63 4.04
3.93 4.40 5.54 6.02
3.57 4.02 5.11 5.94
6.77 7.28 8.l>9 9.S2
5.51 5.95 7.17 8.14
9.6210.1611.8513.23
7.45 7.08 9.2410.35
3.8B 4.35 5.46 6.32
3.52 3.97 5.03 5.80
6.72 7.22 8.62 9.73
5.46 5.90 7.10 8.05
9.5610. 1011. 7713. |3
7.40 7.82 9.1M0.25
1.45 1.09 1.39 1.63
1.28 0.98 1.26 1.50
2.67 .84 2.21 2.52
2.08 ,45 1.77 2.03
3.90 .59 3.03 3.40
2.88 .93 2.27 2.56
1.43 .06 1.38 1.62
1.27 .97 1.25 1.4*
2.66 .83 2.20 2.50
2.07 ,44 1.76 2.01
3.88 2.58 3.02 3.38
2.87 1.92 2.26 2.54
2.36 8.6! 8.19 4.48
0,08 1,01 0.47 1,00
1980 1980 I960 I960 1982 19*2 1962 1982 |9M 1*6* 1*8* !•*« 1*67 I9*T 19*1 1*0? 199* 1*4* !••* !*••
0 IS 10 45
0.85 1.U6 1.76 1.96
0.76 1.30 1.58 1.78
1.53 2.56 2.99 3.33
1.21 2.00 2.3S 2.62
2.22 3.65 a. 22 4.68
1.66 2.69 3.11 3.116
0.85 1.46 1.7S 1.97
0.75 1.30 1.57 1.76
1.53 2.55 2.98 3.32
1.20 1.99 2.34 2.60
i>. 21 3.65 4.21 4.67
1.66 2.68 3.10 3.44
3.43 4.04 5.00 5.74
3.12 3.66 4.57 5.26
5.86 6.78 8.04 9.03
4.77 5.46 6.52 7.36
8.29 9.5211.0712.33
b.43 7.26 8.48 9.47
3.38 4,00 4.95 5.67
3.07 3.62 4.51 5.19
5.82 6.74 7.98 8.96
4.73 5.42 6.47 7.29
8.25 9.0811.0112.26
6.38 7.22 8.42 9.40
0.88 0.88 .12 1.32
0.77 0.78 .01 1.19
1,66 1.57 .69 2.14
1.26 1.21 .47 1.69
2.44 2.27 .65 2.96
1.79 1,65 .94 2.18
0.87 0.87 .11 1.30
0.76 0.77 .99 1.17
1.65 1.56 .87 2.12
1.27 1.20 ,46 1.67
2.44 2.26 2.64 2.95
1.70 1.64 1.93 2.16
2.24 6.13 6.24 9.70
o.oii n.^a o,4> nn4?
0 IS SO 4S
0.65 I.OT 1.26 1.40
0.58 0.96 1.1) 1.26
1.19 1.87 2.17 2.40
0.94 1.47 1.71 1.90
1.73 2.67 S.07 3.40
1.30 1.99 2.24 2.54
0.65 1.07 1.26 1.40
0.58 6.96 1.13 1.26
1.19 1.67 2.17 2.40
0.94 1.47 1.71 1.84
1.73 2.67 3.07 1.40
1.31 1.99 2.29 .£.51
2.88 3.74 4.S3 S.I2
2.60 3.15 4. OB 4.62
4.45 6.42 7.S1 6.41
3.94 S.06 S.97 6.66
7.03 9.mo.53U.70
5.38 6.78 7.86 8.74
2.85 3.72 4.49 5.07
2.58 3.33 4.05 4.58
4.93 6.40 7.50 6.17
3.97 5.04 5.94 6.64
7.00 9.0910,5011.66
5.35 6.75 7.83 6.70
0.58 0.70 0.90 1,05
O.SO 0.62 0.60 0.94
1.12 1.30 I.SS 1.76
0.85 0.99 1.20.U7
1.66 1.89 2.21 2.47
1.20 1.36 1.60 1.74
0.57.0,69 0.69 U04
O.SO 0.61 0.76 0.91
1.11 1.29 1.54 1.78
0.84 0. 46.1,1 * J_.)S_
1.65 1.88 2.14 2.4S
1.14 l.)5 1.S4 1.76
2.16 7.61 6.4610. IS
0,p7 0,47 0-88 O.BT
I • IS 16 4S
0.4S 0.6* 0.7) 0.60
0.40 O.S6 0.66 0.72
0.64 I.I) 1.24 |.4»
0.66 0.4| 1.04 1.1$
1.22 1.62 1.66 2. OS
0.96 1.25 1.4) 1.57
0.46 0.65 0.7* A. 61
0.4) O.S8 0.67 0.73
0.64 I.I* 1.10 1.43
0.69 0.92 I. OS 1.16
1.23 1.6) 1.67 2.06
0.97 1.26 1.44 I.S8
1.06 1.46 1.7) 1.92
0.96 1.30 l.SS 1.7)
1.6| 2.44 2.90 1.21
1.46 1.96 2.29 2.S4
2.57 3. S3 4.07 4. SO
1.96 2.62 3.03 3.35
1.05 1.45 1.72 1.92
0.95 1.30 l.SS 1.72
1.61 2.44 2.64 3.21
1.45 1.46 2.26 2. S3
2.56 3.S3 4.06 4.44
1.95 2.62 3.02 3.34
0.26 0.34 0.44 0.52
0.23 0.30 0.39 0.46
O.SO 0.6) 0.76 0.66
0.38 0.48 O.S9 0.67
0.75 0.42 1.06 1.20
0.54 0.67 0.78 0.88
0.26 0.34 0.4) O.S1
0.22 0.30 0.38 0.45
0.50 0.63 0.7S 0.8S
0.36 0.46 O.S6 0.66
0.74 0.42 1.07 1.20
0.54 0.66 0.76 0.67
1.8) 5.S2 6.51 7.*)
0.06 6.66 0.77 0.74
.6 It »• 41
.17 0.46 0.5* fl.ST
.39 0.42 0.46 O.SI
.71 0.61 0.9* |.6*
,54 0.64 o.7< 6.M
.04 1.20 |.I* I.S2
.US 0.96 |.|6 1.21
.18 0.47 O.S4 O.S6
.35 0.4) 0.49 O.SI
.72 0.6* 0.9k l.OS
.61 0.70 0.60 O.BT
.06 1.22 1.34 l.M
.66 0.97 l.tl 1.22
.61 2.11 2.74 3.03
.48 2.09 2.46 *.T)
.77 3.97 4.60 S.64
.24 3.1) ).64 4. OS
.91 5.61 6.46 T.I*
.00 4.17 4.6| 5.12
.62 2.33 2.73 1.02
.47 2.09 2.46 2.72
.76 3.97 4.59 S.06
.2) 3.1) 3.63 4.02
.90 5.61 6.4S 7.14
.99 4.17 4.60 5.31
.14 0.20 0.26 O.JO
.12 0.18 0.2) 0.27
.27 0.17 0.45 O.SI
.21 0.26 0.35 0
-------
Table 8 (continued). EMISSION CORRECTION FACTORS FOR REGION, CALENDAR YEAR, SPEED, PERCENT COLD
STARTS (C) PERCENT HOT STARTS (H) AND TEMPERATURE (T) BY VEHICLE TYPE (M)
IHIUK* CUMNtCTIU* »«CtO*S fO» nfilWl CBl|»Oft*U
o
in
tnio
8) M C t<
10V 20 10 20
20 10 40
20 15 20
20 15 40
20 60 20
20 60 40
40 10 20
ao 10 «o
ao IS 20
ao IS ao
40 60 20
40 60 40
LOT 20 10 20
20 10 40
20 IS 20
20 IS ao
20 60 20
20 60 ao
ao 10 20
ao 10 ao
ao IS 20
ao is ao
ao 60 20
ao 60 ao
_"C_20 |0 20
20 10 40
20 IS 20
20 JS ao
20 60 20
20 60 ao
ao 10 20
ao 10 ao
40 IS 20
40 IS 40
40 60 20
40 60 40
HOC
HDD
8 li 39 45
1.09 .07 l.ll |.|4
l.oj .00 1.02 1.04
1.64 .71 |.87 2.01
l.4| .45 1.58 1.68
2.19 .15 2.64 .87
1.79 .91 ?.|a .12
1.11 .09 1.11 .|6
1.04 .02 I.OS .06
1.66 .7] 1.89 .01
1.41 .48 |.60 .70
2.21 .17 2.66 .90
l.8| .91 2.16 .14
1.21 .OS S.IO .12
1.02 .84 2.8S .8a
i.05 .92 5.14 .68
a. 29 .16 4.48 .7)
6.87 .78 7.S9 .25
5.57 .49 6.11 .61
1.11 .12 1.17 .18
1.09 .91 2. 9J .91
5.11 .99 5.41 .75
4.17 .24 4.SS .80
6.95 6.8ft 7.66 .11
S.6S .57 6.18 .6«
0.66 .81 0.9S 1.04
0.60 .75 0.85 0.9a
1.10 .19 1.58 1.7S
0.87 .10 1.26 1.19
1.54 ,11 2.22 2.46
1.IS .45 1.66 I.B1
0.67 .84 0.96 I.OS
0.60 .76 0.86 0.95
1.11 .19 1.59 1.76
0.88 .11 1.27 l.ao
l.SS .9S 2.2) 2.a6
1.16 .46 1.67 1.H4
1.44 5.41 5.77 7.04
0.01 0-61 0-57 0.58
8 15 18 4.1
a. 74
0.69
1.10
0.86
1.47
1.22
0.75
0.71
1.12
0.97
1.48
1.21
2.81
2.64
4.46
1.81
6.10
5.01
2.89
2.71
4.51
).«!
6.17
5.11
0.56
O.SO
0.99
0.77
l.«2
1.04
0.57
0.51
1.00
0.78
1.41
I.OS
.81 0.85
.76 0.79
.11 1.46
.14 1.2V
.84 2.07
.*2 1.71
.") 0.87
.78 0.81
.15 1.48
.1* 1.27
.86 2.09
.55 1.71
.69 2.76
.51 2.55
.40 4.80
.77 4.08
.10 6.84
.01 5.61
.77 2.81
.59 2.6)
.47 4.87
.85 a. is
.18 6.9|
.10 5.68
.69 0.76
.61 0.67
.21 l.)6
.94 1.05
.71 1.97
.26 1.4)
.69 0.76
.61 0.67
.22 1.37
.94 |.06
rvw
.87
.88
.51
.11
.26
.86
."9
.82
.59
.15
.28
.88
.79
.56
.11
.12
.44
.08
.86
.61
.19
.19
.51
.15
.81
.71
.49
.14
.17
.57
.82
.72
.49
.15
.74 1.98 2.17
.27 1.44 1.58
l.ll 5.12 5.90 7.29
0.01 8.61 0.54 0.54
9 l« 18 9«
.44 .64 t,6t
.41 .56 O.S9
.»» .91 I.I*
.58 .88 8.9V
.08 .41 1.61
.74 .28 1.15
.45 .62 0.65
.42 .58 8.61
.67 .8) I.IS
.58 .99 9.99
.09 .45 1.61
.75 .22 1.47
.)2 .27 2,34
.18 .1) 2.18
.71 .75 4.18
.21 .25 1.54
.18 ,H 5.86
.28 .18 4.89
.19 ,)4 2.42
.25 .20 2.25
.78 .82 4.17
.10 .11 1.61
.17 .29 5.93
.15 ,4S 4.97
.48 .56 0.61
.42 .49 0.5)
.87 .82 1.18
.67 .78 0.87
.26 .48 1.67
.91 .07 1.21
.49 .57 0.61
.41 .50 0.54
.88 .81 1.15
.67 .79 0.87
.6*
.61
• *•
.21
.88
.76
.8>
.67
.8)1
.2)
.86
.»•
.89
.38
.28
.38
.76
.38
.SI
.45
.27
.45
.8)
.45
.39
.64
.55
.24
.94
.84
.32
.65
.56
.25
.»9
1.26 .48 1.68 1.84
0.92 .87 1.21 1.13
1.25 4.89 6.91 7.52
0.01 0.60 OtS3 8.52
9 IS 38 45
0.10 8.40 ••• .46
0.17 0.38 .41 .4)
0.28 0.7) .82 .89
0.24 0.64 .72 .78
0.18 1.06 .21 .32
0.32 0.9| .0) .12
0.18 0.42 .66 .48
0.17 0.40 .4) .45
0.28 0.75 .84 .91
0.25 0.66 .74 .79
0.18 1.08 .22 .34
0.12 0.92 .05 .14
0.8] 0.85 .88 .90
0.77 0.80 .8) .84.
1.12 1.42 .57 .68
1.16 1.25 .)7 .46
1.82 2.00 .25 .45
1.56 1.71 .91 .08
0.84 0.88 .91 .9)
0.80 0.8) .66 .87
I.)S 1.46 .60 .71
1.19 1.28 .40 .49
1.85 2.0) .26 .46.
I. 59 1.74 .95 .11
0.26 0.29 .31 .32
0.23 0.25 .27 .28
0.47 0.52 .58 .63
0.)6 0.40 .44 .48
0.69 0.75 .65 .94
O.SO O.SS .62 .67
0.26 0.29 .31 »)2
0.2) 0.26 .27 .28
0.48 0.52 .56 .6)
"6.17 0.40 .45' .48
0.69 0.76 .66 .94
O.SO 0.55 .62 .68
1.19 3.77 4.81 6.04
.0—0* 0.60 O.Stf 0-51
9 19 19 49
0.11 0.15 0.18 0.40
0.10 0.32 0.35 0.37
0.17 0.65 0.73 0*79
0.15 0.57 0.64 0.69
0.24 0.95 I.OB 1.19
0.20 0.81 0.92 4.84
0.11 0.16 0.40 0.42
0.10 0,14 0.17 0.19
0.16 0.67 O.JS 0^81
0.15 0.59 0.66 0.71
0.24 0.97 1.10 1.21
0.21 0.81 0.94 JU.03
1.27 1.40 1.47 1.51
1.21 1,32 _U38_1,04-
2.09 2.40 2.65 2.88
1.86 2.12 2.11 2.48
2,91 3.39 3.62 -6UZ
2.50 2.91 3.27 3.56
1.12 1.46 1.51 1.57
1,25 1,38_4,44.4,8T
2.14 2.45 2.70 2.90
1.90 2.17 2.18 2.54
2.95. J.45 J.66 _4,23
2.55 2.97 1.11 1.62
O.L7 O.JIUU29_0*2ft
O.IS 0.16 0.17 9.17
0.32 0.14 0.17 0.40
O.i2_4_0 . 26 ^29^0^14.
0.«6 0.49 O.SS 0.60
0.31 0.15 0.40 0.41
0,18 0.19 0.20 0.20
0.15 0.16 0.17 0.18
0.12 0.14 0.18 0.41
0.24 0.26 0.29 O.li
0.46 0.49 O.SS 0.61
0.11 0.16 0.40 0.44
1.25 3.09 4.00 5.91
0,01 0.59 0.52 O.SO
8 19 99 49
•••••••••••••*•••••
.86 0.31 0.34 0.16
.06 0.29 0.32 0.11
.11 O.S9 <
.10 0.52 C
.16 0.87 C
.13 0.75
.06 0.32
.06 0.30
.11 0.61
.10 O.SS
.16 0.89
.14 0.76
.4$ 0.55
.43 0.52
.77 0.97
.69 0.86
.09 1.39
.94 1.20
.47 0.58
.45 O.SS
.79 1.00
.70 0.69
.10 1.42
.96 1.23
.12 0.13
.11 O.||
.23 0.20
.17 0.18
.11 0.34
.24 0.25
.12 0.13
.11 0.11
.23 0.24
.17 0.18
.13 0.35
•2* ••«
.67 6.71
.SB 6.61
.M 1.69
.85 6.91
.16 6.16
.11 6.»
.66 6.76
.66 6.65
.01 l.ll
.87 6.95.
.59 6.61
.55 6.ST
.86 1.17
.95 I.Ot
.58 1.72
.16 I.0B
.61 0.66
.56 6.S9
.11 1.19
.96 1.6S
.60 1.7S
.36 1.51
.11 0.14
.12 6.12
.26 6.26
.20 0.21
.39 0.43
.26 0.30
.14 6.14
.12 6.12
.26 6.28
.20 0.21
.39 9.43
.26 0.36
1.36 2.0S 3.27 8.16
8.W O.S9 0.52 8.56
-------
INTERSECTIONS
wo
j- eoo
•
2 TSO
o
a 700
£
§
X 6BO
o
ZED COI*CE!IT!»»T!Oll(y^. EXCESS EMISS
•* * 9 O •
o <• o 5 o
O O O O o
_!
4
« 3BO
S
300
260
too,
/
/
1
/
/
/
/
'
i
t
1
/
1
/
/
1
1
'
1
1
0 ao BO 100 SOO 300 600
10
eueut LENOTH, LI («)
Figure 25. Normalized CO concentration contribution from excess
emissions on approach 1 as a function of queue length
on approach 1 for intersections
106
-------
INTERSECTIONS
N
w
T
7§
s
N
190
140
ISO
no
too
90
so
60
80
40
90
20
10
20
50 100 ISO 200
EFFECTIVE QUEUE LENOTH.L, (mttm)
BOO
Figure 26, Normalized CO concentration contributions from excess
emissions on approaches 2, 3, and 4 as a function of
queue length on approach 1 for intersections
107
-------
UNINTERRUPTED FLOW
LOW EMISSIONS
8u> <
O C
o o 2
u.
I
u
« 700
k.
O
I 600
T
m
'o 300
z 400
O
K
5 300
*
NOMMALIZED COI
— to
0 0
_o o o
1111
\
\
\
11 1 1
III*
\
\
1 1 1 1
x^
.ill
V
X
\
S
X
v
\
i
X^
^
i
•^
^
> IS 20 25 50 35 4O 45 90 60 70 80 90 IO
ROADWAY/RECEPTOR SEPARATION, m«Ur»
Figure 27. Normalized CO concentration contribution at each traffic
stream at locations of uninterrupted flow
108
-------
800
700
C- 60°
7
*f 500
o
"*- 400
_»•
'zf
•^-^ 300
2
u
FREE
INTERSECTIONS
CONTRIBU
RMALIZED CONCENTRA
CV)
2
o
—
S
o
M w*wO»>ia>«)
o 0000000
MAIN ROAD
10 U
CROSSROAD
10
20 30 40 50 60 70 8090100
EFFECTIVE QUEUE LENGTH, L« ( m«tert)
ISO 200
Figure 28. Normalized CO concentration contributions from free-flow
emissions on each lane of roadways at intersections
109
-------
700
60O
600
CM
£
«j 400
in
o
300
200
100
\
Im/see.
= l.5m
L0=2m
10 IS 20 25 30
* ROAD/RECEPTOR SEPARATION, meters
Figure 29. Normalized CO concentration in street-canyons
assuming vortex has formed
-------
INTERSECTIONS
'0 10 20 30 40 50 60 70 80 90 100 MO 120 ISO 140 ISO 160 I7O 180
x ROAD/RECEPTOR SEPARATION, i
Figure 30. Distance correction factor for excess emission
contributions at intersections
-------
INTERSECTIONS
1.3
1.2
=> I. I
to
2 1.0
o
o
O 0.9
u 0.8
at" 0.7
o
S 0.5
ui
-------
C. SPECIAL INSTRUCTIONS
Presented here are discussions on several topics that are directly relevant
to hot spot analysis. These discussions serve to treat in detail several
areas that are especially important in hot spot analysis, but which were
only briefly discussed in previous sections of this document.
1. Optimum Receptor Siting
The location of the optimum receptor site is at the position where the
maximum projected pollutant concentration is most likely to occur. The
optimum receptor placement may be determined according to the following
guidelines.
Uninterrupted flow locations;
(i) The optimum receptor site is on the side of the road that
has the heaviest peak-hour traffic flow (vehicles/hour).
(ii) The receptor should be located at the minimum perpendicular
distance, x, from the roadway consistent with the criteria
for being a reasonable receptor site. For the purposes of
hot spot verification, the most practical guidance that can
be given is to assume the receptor to be located at the
centerline of the adjacent sidewalk or at the right-of-way
limit if no sidewalk exists.
(iii) Each traffic stream (all lanes in one direction of travel)
should be assigned an identification number with regard
to the receptor site as depicted below.
(J. TRAFFIC
STREAM
RECEPTOR
113
-------
Intersection locations:
(i) The receptor should be located on an approach rather than the
departure side of an intersection leg.
(ii) If all such approaches to the intersection have an equal
number of approach lanes, the receptor should be located
on the approach having the highest peak volume.
(iii) If the approaches have an unequal number of lanes, and
the approach having the greatest number of lanes also
has the highest lane volume, the receptor should be lo-
cated on that approach.
(iv) If the approach having the largest number of lanes does
not have the greatest lane volume, Table 5 and Figure 32
must be used to determine receptor placement. Enter Table 9
using the lane volume of the approach having the most lanes
as V . to determine the queue length, Le, which develops
on that approach. Use this quantity to enter Figure 32
to determine the normalized concentrations , -r . Next,
designate the largest lane volume as V and enter Table 5
to determine the queue length which develops on the correspond-
ing approach. Again use Figure 32 to find the resulting
normalized concentration r~z\ • The receptor should be
located on the approach which yields the highest
value.
(v) Each traffic stream (all lanes in one direction of travel)
approaching the intersection should be assigned an identifica-
tion number with regard to the receptor site as depicted below.
114
-------
880
100 —
780
TOO
680
7
i
§
o 600
sso
O 800
400
a 80
300
280
200
10 20 30 40 80 TO 100 200 300
QUEUE LENGTH, L, (m)
800 TOO 1000
Figure 32. CO concentration contribution from excess emissions on
approach 1 as a function of number of lanes and queue
length
115
-------
t
(vi) As with-the uninterrupted flow location, the receptor
should be located at the centerline of the adjacent
sidewalk or at the right-of-way limit if no sidewalk
exists.
Examples - Three examples illustrating the above principles are shown.
EXAMPLE 1
m
N
w
S
STOP
SIGN
Given the following data:
Road segment
No. of approach lanes
Peak hour volume per lane
Average cruise speed
(assume intersection in an
outlying business district)
N
1
300
25
S
1
200
25
E
1
500
25
W
1
500
25
116
-------
W-E roadway has uninterrupted flow.
is controlled by a stop sign.
Solution:
N-S roadway flow
Criterion (i) requires that the receptor be located on
the N-S roadway. Since both N and S approaches have an
equal number of lanes (1), the receptor should be located
on the N approach according to criterion (ii). The
traffic streams are then assigned identification numbers
as depicted below according to criterion (v).
®
STOP
SIGN
N
1
1
.d 3
W
t
2
STOP
SIGN
EXAMPLE 2
N
W
t
Road segment
No. of approach lanes
Peak hour volume per lane
Average cruise speed
Intersection controlled by a signal.
N
2
500
25
S
3
600
25
E
2
500
25
W
0
-
-
117
-------
Solution:
The road segment having the greatest number of approach
lanes (segment S) also has the highest peak hour lane
volume. Hence, the receptor should be located on segment
S based on criterion (iii) and the traffic streams iden-
tified as shown below.
N
Z
u
W
ft t
Note: Since the crossroad (E-W) is a one-way street,
segment W has no approach lanes and need not be con-
sidered in the subsequent analysis. However, segment E
is still assigned the No. 4 identification number due
to its relative position with respect to approach
No. 1 (segment S).
EXAMPLE 3
N
U
W
ft
Road segment
No. of approach lanes
Peak hour volume per lane
Average cruise speed
Intersection controlled by a signal.
N
2
800
35
S
2
900
35
E
3
600
35
W
1
600
35
118
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Solution:
Since the road segment having the greatest number of
approach lanes (segment E) does not have the greatest
lane volume (segment S) , a test must be made according
to criterion (iv) to determine the location of the
highest expected CO concentration.
(a) First designating approach E as the main road:
Vmain = 600 and Vcross = 900. Enter Table 5
at cruise speed 35 and the appropriate lane
volumes. The resulting queue length, Le, on
approach E is 231.0 m. Enter Figure 32 at
Le = 231 m and read the (xu/Q)e value at the
intersection of Le = 231 and "3-lanes" line or
calculate the (xu/Q)e value from the appropriate
equation. In this case, the equation must be
used, so (xu/Q)e = 785 log (Le) - 610 for a
3- lane approach and (xu/Q)e = 1245.4 in this case.
(b) Next designate approach S as the main road:
Vmain = 900 and Vcross = 600. Again use Table 9
to determine the queue length on approach S
(283.9 m). Enter Figure 32 at Le = 283.9 m
and read the value of (xu/Q)e at the intersection
of Le = 283.9 and the "2 lanes" line or calculate
the value from the equation. Once again, the
equation must be used: (xu/Q)e = 575 log (Le) -
400 for a 2-lane approach and (xu/Q)e = 1010.6 in
this case.
(c) The (xu/Q)e value is maximized by locating the
receptor on segment E. The traffic streams
approaching the intersection should be identified
as depicted below.
N
w
119
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2 . Cruise Speed
It is recognized that travel speed data are not always readily available
and that the effort required to actually measure travel speed is rather
substantial. Offered here are alternative methods for deriving reasonable
(in the context of hot spot analysis) estimates of cruise speed for various
types of roadways. These methods involve a rather subjective process of
defining speed as a simple function of lane volume. Figures 33 and 34
present specific speed-lane volume relationships that may be used for
estimating cruise speeds on free-flowing sections of expressways at rural
arterial streets. Table 9 provides suggested ranges of speeds for urban
streets in several settings. Again, the speed estimates derived from these
should be used only in the absence of measured data.
3. Cold Starts
It is likely that information regarding the percentages of vehicles operat-
ing in the cold mode will not be directly available for most areas; there-
fore, this parameter must be estimated. A study9 of the percentages
of vehicles operating in the cold mode at 60 locations in two major
U.S. cities provides the basis for the following general guidance for
estimating the fraction of cold operating vehicles as a function of facility
type and location.
Location and street type
Range of percent of vehicles
operating in the cold-start
mode
CBD and fringe area; all facilities
Outer areas; arterials, collectors,
locals
Core area expressways
Outer expressways
Indirect sources
40 to 70 percent
30 to 60 percent
15 to 30 percent
0 to 20 percent
40 to 60 percent
Reflects afternoon peak travel hour conditions.
120
-------
CL
E
a
UJ
uj
a
V)
uj
-------
a.
E
o"
ui
Ul
Q.
UJ
CO
5
o
UJ
UJ
70
60
50
40
30
20
10
-SPEED
LIMITS
AVERAGE HIGHWAY SPEED
200 400 600 800 1000 1200 1400 1600 1800 2000
AVERAGE LANE VOLUME, VEHICLES /hour
KEY:
AVERAGE HIGHWAY SPEED
SPEED LIMIT
Figure 34. Typical relationships between average lane volume and
average speed in one direction of travel on multilane
rural highways under uninterrupted flow conditions
Note: Average Highway Speed is the maximum speed at
which a driver can comfortably travel over the
stretch of roadway under favorable weather and
zero volume conditions and maintain safe
vehicle operation. Here again the Average
Highway Speed represents the roadway design
speed. (The legal speed limit cannot be higher
than the Average Highway Speed.)
122
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Table 9. CRITERIA FOR SELECTION OF CRUISE SPEED VALUES FOR URBAN
ROADWAYS AND INTERSECTIONS
General location
Operating characteristics
Cruise speed
range,
mph
Central business district;
Fringe business district
Outlying business district;
Dense residential/
commercial land use
Outlying and residential
residential/commercial
land use
Much interference and fric-
tion from pedestrians or
parking and unparking vehi-
cles; closely spaced inter-
sections; individual vehicle
speed nearly always controlled
by speed of the entire traf-
fic stream
Occasional interference and
friction from pedestrians
or parking and unparking
vehicles; nearby intersec-
tions occasionally restrict
flow; individual vehicle speed
somewhat controlled by speed of
entire traffic stream
Infrequent interference or
friction from pedestrians or
maneuvering vehicles, no
interference form downstream
intersections; speed of indi-
vidual vehicle mildly influ-
enced by speed of traffic
stream
15 - 20
20 - 30
25 - 35
123
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D. EXAMPLE
An example of the hot spot verification procedure for a signalized inter-
section, School Street at Lexington Street, is presented here. This exam-
ple makes use of Worksheet No. 5, Calculation of CO Concentration at
Intersections. A completed worksheet is presented in Figure 35. Figure 36
provides a sketch of the intersection indicating the orientation of the
approaches and the location of the optimum receptor site.
The first six entries are concerned with recording the data required to
perform the hot spot verification. The Lexington Street north approach
has the highest volume; thus, the optimum receptor site is positioned
along this approach. The G/Cy of 0.53 for the Lexington Street approach
is recorded in line 7.b.i and used with the approach volume, 455, to
compute the effective crossroad volume of 330 vehicles per hour. These
two volumes are entered on the appropriate section of Table 5 to determine
&
the queue length (line 8). The free flow emission rate is found in
Table 6 for each approach and entered on line 9. For this example, the
queue length is 41m, and the free flow emission rates in g/m-sec are
0.00392, 0.00278, 0.00227, and 0.00248 for the four approaches.
The normalized concentrations are found using curves in Figure 28, as ap-
propriate and entered in line 10. The distance correction factors,
line 12, are obtained from Figure 31 at the appropriate roadway/receptor
separation distance for the Main Road approaches only; the correction fac-
tor for the cross-street approaches equals 1.0. Since the emission rates
provided in the verification represent a specific set of assumptions re-
garding calendar year, vehicle, type distribution, cold- and hot-start per-
centages, etc., a correction factor must be applied to reflect actual con-
ditions (i.e., the "assumed" actual conditions, which here, are those in-
dicated in the heading data). This factor is determined using Table 8,
*
These volumes are also used later with Table 5 to determine the excess
emission rate.
124
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WORKSHEET NO. 5
CALCULATION OF CO CONCENTRATIONS AT INTERSECTIONS
1 of 3
Location: ScHtmi. Sr. (5)
ST.
A]y\. Date;
Analysis by: T. M. ./.,/•«//
Checked by: TP(V\
Assumptions: Analysis Year: I9fi£ .
Location: Californiaj X 49 State, low altitude;
49-State. high altitude.
Ambient temperature: j2o_°F.
Percent, of vehicles operating in: (a) cold-start mode / Q ;
hot-start mode /?,O
Vehicle-type distribution: LDV_7§_%; LPT II %; HDV-G fe %;
HDV-D_5 %; MC O %.
Main road
1. Site
2a. i -
2b. -
4. x. -
5. V. -
1
6. S, -
7. a.
identification
Intersection approach identification
Is approach located in a street canyon
Number of traffic lanes in approach i
Roadway/receptor separation (m)
Peak-hour lane volume in each approach
(veh/hr)
Cruise speed (mph) on each approach
Type of intersection (signalized or
unsignalized)
Crossroad
Lexineton St.
i-bL
No
i
4
455
15
2A-
MO
1
6
325
15
School St.
3£_
M
-------
Main road
Crossroad
9.
10.
11.
12,
13.
14.
Qf . - Free-flow emission rate (g/m-sec)
- Normalized concentration con-
' tribution from free-flow emis-
sions on main roadway (10 m"1)
, - Normalized concentration
' contribution from free-flow
emission on crossroad
(10-3 m'1)
Cdf. - Distance correction factor, free-
flow emissions
- Emissions correction factor, free-
flow emissions.
a.
b.
r -
f.main
- Concentration contribution
from free-flow emissions on
main road (mg/m3)
Y,. - Concentration contribution
f cross
' from free-flow emissions on
crossroad (mg/m3)
15.
16.
17.
18.
19.
20.
Xf - Total concentration from free-flow
emissions (mg/m3)
Q - Excess emission rate (g/m-sec)
~- . - Normalized concentration contri-
Q e i
' bution from excess emissions on
approach i (10~3m~1)
Cde. - Distance correction factor, excess
emissions
C - Emissions correction factor, excess
emissions
X . - Concentration contribution from ex-
' cess emissions on approach ± (mg/m3)
380
-UO
L33
320
120
1.31
0.8
5.0
85
J.35
40
J.O
1.0
21. x - Total contribution, from excess emis-
sions (mg/m3)
22,
KE -,_, - 1-hour average concentration
' resulting from vehicle emissions
(mg/m3)
Figure 35 (continued). Example Hot Spot Verification
126
-------
23. XE fl-hr ~ ^-hour average CO concen- •? o,
' tration (mg/m3) -10-•O
25-
n o_u_ - 8-hour average background con-
B' nr centration (mg/tn3)
™ Q , - Total CO concentration, 8-hour
T,o-hr / / ^\
average (mg/m3)
26. XT g_hr - Total CO concentration, 8-hour
' average (ppm)
Figure 35 (continued). Example Hot Spot Verification
127
-------
UJ
UJ
IT
SCHOOL
STREET
o
z
X
UJ
t
Figure 36. Approach orientation and receptor (R) location
128
-------
for 49-state, low altitude conditions and the conditions described in the
heading data regarding analysis year, location, etc., for each vehicle
type. The individual correction factors for each vehicle type are then
weighted according to the actual percentages observed (or assumed) in the
traffic stream, and a composite factor is derived. In this example, the
individual correction factors from Table 8 are: 0.83, 2.85, 5.23, and
0.6 for LDV's, LDT's, HDV-G's, and HDV-D's, respectively. Weighting these
according to the percentages of each type of vehicle (from the heading
data) yields:
C£f = (0.78X0.83) + (0.11X2.85) + (0.06)(5.23) + (0.05)(0.6) = 1.33
The concentration contribution from free-flow emissions is computed
separately for each approach for both the main street and the cross street.
For the main street approaches, the free-flow concentration, xf a;n> is
I! jTHal.ll
computed from the following equation:
X£ • = [(line 10)(line 13)1 ("(line 3)].(line 9)^line 12)i +
i ,main |_ J L
(line 3)2(line 9)2(line 12)21 =
[(380X1.33)] [(1X0.00392X1.3) + (1)(0.00278X1.15)] =
4.2 mg/m3
For the cross-street contribution:
v = F(line llXline 13)1 [(line 3)3(line 9)3 + (line 3)u (line
Af,cross L J L
["(120X1.33)] [(1X0.00227) + (1)(0.00248) ] = 0.8 mg/m3
The total contribution, xf> from free-flow emissions is:
V=Y +y/. =4.2 mg/m3 +0.8 mg/m3 = 5.0 mg/m3
xf xf,main xf,cross
129
-------
The next step is to compute the excess emissions correction factor. This
factor is derived in the same manner that the free flow emissions correction
factors are developed, except a speed of 0 mph is used in Table 8. The
excess emissions correction factor thus derived is 0.96.
The excess emission rate, 0_, is computed indirectly using cruise and
' E
queue component emission rates found in Table 5, and appropriate correction
factors. The cruise component, Q-v-,, and the total queue component, Q_»,,
qc Cjl
are obtained from Table 5 based on the highest main road volume of 455
vehicles (from line 5 on the Worksheet), and the effective crossroad vo-
lume of 330 vehicles (from line 7.b.ii. of the Worksheet). The correction
factors applied to Q and Q are the free flow emissions correction
CJL l^l
factor, C-,c (from line 13 of the Worksheet), and the excess emissions
CiT
correction factor, C (from line 19 of the Worksheet), respectively. The
actual excess emission rate, Q,,, is then computed by:
E
(0.02302X0.96) - (0.00221)(1.33) = 0.01916
The normalized concentration contribution from excess emissions for each
approach is determined using Figures 25 and 26, and distance correction
factors are computed for the main street approaches using Figure 30. The
above data are used to compute the excess emissions contribution for
each approach, x •> from:
X . = (Q )(*£•) . (Cde).
ei e Q ei i
The total concentration from excess emissions, then is:
4
x = £ x •
e n ei
n-1
130
-------
xn this example, Xe was found to be 11.1 mg/m3 . The total 1-hour average
concentration, then, is:
f + Xe = 5.0 + 11.1 = 16.1 tng/tn3
X
The 8-hour average CO concentration is computed as the product of 16.1
(the 1-hour average) and 0.7 (a correlation factor), which yields
11.3 mg/m3; this value is recorded on line 23. The 11.3 mg/m3 concentra-
tion is the local traffic contribution to which a background concentration,
2.9 mg/m , is added to determine the total 8-hour average CO concentration,
which is 14.2 mg/m3. To convert the concentration from mg/m3 to ppm,
14.2 mg/m3 is multiplied by 0.87, which yields 12.4 ppm; this is entered
on line 29.
The results of the verification indicate a hot spot potential at the
Lexington Street - School Street intersection. The highest likely 8-hour
average CO concentration computed for the north approach of Lexington
Street is 16.8 mg/m3 (14.6 ppm).
131
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SECTION IV
REFERENCES
1. Midurskij T. Carbon Monoxide Hot Spot Guidelines Volume I: Techniques.
GCA/Technology Division, Bedford, Massachusetts. Prepared for U.S. En-
vironmental Protection Agency, Research Triangle Park, N.C. EPA-450/3-
78-033. August 1978.
2. Benesh, F. , and T. Midurski. Carbon Monoxide Hot Spot Guidelines
Volume II: Rationale. GCA/Technology Division, Bedford, Massachusetts.
Prepared for U.S. Environmental Protection Agency, Research Triangle
Park, N.C. EPA-450/3-78-034. August 1978.
3. Midurski, T. Carbon Monoxide Hot Spot Guidelines Volume III: Workbook.
GCA/Technology Division, Bedford, Massachusetts. Prepared for U.S.
Environmental Protection Agency, Research Triangle Park, N.C. EPA-450/3-
78-035. August 1978.
4. Benesh, F. Carbon Monoxide Hot Spot Guidelines Volume IV: Documentation
of Computer Programs to Generate Volume I Tables and Curves. GCA/Tech-
nology Division, Bedford, Massachusetts. Prepared for U.S. Environmental
Protection Agency, Research Triangle Park, N.C. EPA-450/3-78-036.
August 1978.
5. Benesh, F. Carbon Monoxide Hot Spot Guidelines Volume V: Users Manual
for the Intersection-Midblock Model. GCA/Technology Division, Bedford,
Massachusetts. Prepared for U.S. Environmental Protection Agency,
Research Triangle Park, N.C. EPA-450/3-78-037. August 1978.
6. Benesh, F. Carbon Monoxide Hot Spot Guidelines Volume VI: Users Manual
for the Modified ESMAP Model. GCA/Technology Division, Bedford,
Massachusetts. Prepared for U.S. Environmental Protection Agency,
Research Triangle Park, N.C. EPA-450/3-78-040. August 1978.
7. Midurski, T. Carbon Monoxide Hot Spot Guidelines Volume VII: Example
Applications at Waltham/Providence/Washington, D.C. GCA/Technology
Division, Bedford, Massachusetts. Prepared for U.S. Environmental Pro-
tection Agency, Research Triangle Park, N.C. EPA-450/3-78-041.
8. Highway Capacity Manual. Highway Research Board, National Academy of
Sciences, National Research Council, Washington, D.C. Special Report
No. 87. 1965.
132
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Midurski, t. P. Determination of Percentages of Vehicles Operating in
the Cold Start Mode. GCA/Technology Division, Bedford, Massachusetts.
Prepared for the U.S. Environmental Protection Agency, Research Triangle
Park, North Carolina. EPA-450/3-77-023. August 1977.
133
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TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
2.
3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE
Carbon Monoxide Hot Spot Guidelines
Volume III: Workbook
5. REPORT DATE
August 1978
6. PERFORMING ORGANIZATION CODE
GCA-TR-78-32G(3)
8. PERFORMING ORGANIZATION REPORT NO.
7. AUTHOR(S)
Theodore P. Midurski
9. PERFORMING ORGANIZATION NAME AND ADDRESS
GCA Corporation
GCA/Technology Division
Bedford, Massachusetts 01730
10. PROGRAM ELEMENT NO.
2AF643
11. CONTRACT/GRANT NO.
12. SPONSORING AGENCY NAME AND ADDRESS
Office of Air Quality Planning and Standards
Environmental Protection Agency
Research Triangle Park, N.C. 27711
13. TYPE OF REPORT AND PERIOD COVERED
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
16. ABSTRACT
This report presents a summary of the guidelines for the identification and evaluation
of localized violations of carbon monoxide air quality standards in the vicinity of
streets and highways. The guidelines are provided to facilitate the rapid and effi-
cient review of CO conditions along existing roadway networks, without the need for
extensive air quality monitoring, and are based upon the use of limited traffic data.
Two stages of review are provided for. Preliminary screening, performed with simple
nomographs included herein, simply identifies those locations with the potential to
violate CO standards; no quantitative estimate of CO concentrations results from
preliminary screening. Verification screening, using procedures and forms provided
herein, allows for consideration of additional site-specific conditions and provides
quantitative estimates of maximum CO concentrations. Both screening procedures are
performed manually and are based upon the EPA Indirect Source Review Guidelines.
Data collection procedures, computation techniques, and forms are recommended, and
examples are provided. A more comprehensive explanation of the guidelines in terms
of their development, technical basis, capabilities and limitations is provided in
Volume I.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
Air Pollution
Atmosphere Contamination Control
Atmospheric Models
Carbon Monoxide
Exhaust Gases
Traffic Engineering
Transportation/Urban Planning
b.IDENTIFIERS/OPEN ENDED TERMS
Air Pollution Model
Automobile Exhaust
Highway Corridor Air
Quality Analysis
Relationships between
Traffic and Nearby
Air Quality
c. COSATI Field/Group
13/13B
Release Unlimited
19. SECURITY CLASS (This Report)
TTNCLASSIFIED
21. NO. OF PAGES
147
20. SECURITY CLASS (This page)
UNCLASSIFIED
22. PRICE
220-1 (9-73)
GOVERNMENT PRINTING OFFICE: 19 79-6
134
013 4 196REGION NO. 4
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