Using MOVES3 in Project-Level
Carbon Monoxide Analyses
United States
Environmental Protection
^1 Agency
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Using MOVES3 in Project-Level
Carbon Monoxide Analyses
Transportation and Climate Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
£% United States
Environmental Protection
^1 Agency
EPA-420-B-21-047
December 2021
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Table of Contents
1 INTRODUCTION 1
1.1 Purpose of this guidance 1
1.1.1 General 1
1.1.2 Using this Guidance for Transportation Conformity Hot-Spot Analyses 2
1.1.3 Other Purposes for this Guidance 3
1.2 Types of project-level co analyses 3
1.2.1 Screening Analyses of Roadway Intersections 4
1.2.2 All Other Screening Analyses 4
1.2.3 Refined Analyses of Any Project 4
1.3 Contacts 4
1.4 Guidance and existing requirements 5
2 ESTIMATING PROJECT-LEVEL CO EMISSIONS USING MOVES 6
2.1 Characterizing a project in terms of links 7
2.1.1 Screening Analyses of Roadway Intersections 7
2.1.2 All Other Screening Analyses and Refined Analyses of Any Project 9
2.2 Determining the number of moves runs 12
2.2.1 Screening Analyses of Roadway Intersections 12
2.2.2 All Other Screening Analyses 13
2.2.3 Refined Analyses of Any Project 13
2.3 Developing basic run specification inputs 14
2.3.1 Description 15
2.3.2 Scale 15
2.3.3 Time Spans 16
2.3.4 Geographic Bounds 17
2.3.5 Onroad Vehicles 17
2.3.6 Road Type 17
2.3.7 Pollutants and Processes 18
2.3.8 General Output 19
2.3.9 Output Emissions Detail 19
2.3.10 Create Input Database 19
2.3.11 A dvanced Features 20
2.4 Entering project details using the project data manager 21
2.4.1 Meteorology Data 22
2.4.2 Age Distribution 24
2.4.3 Fuel 24
2.4.4 I/M Programs 25
2.4.5 Retrofit Data 25
2.4.6 Links 26
2.4.7 Link Source Types 26
2.4.8 Describing Vehicle Activity for Screening Analyses ofRoadway Intersections 27
2.4.9 Describing Running Vehicle Activity for All Other Screening Analyses and Refined Analyses
of Any Project 28
2.4.10 Describing Starting and Hotel ling Vehicle Activity for All Other Screening Analyses and
Refined Analyses of Any Project 31
2.5 Generating emission rates for use in air quality modeling 33
2.5.1 Screening Analyses of Roadway Intersections 34
2.5.2 All Other Screening Analyses and Refined Analyses of Any Project 34
APPENDICES 36
APPENDIX A EXAMPLE: USING MOVES FOR A CO SCREENING ANALYSIS OF AN
INTERSECTION 37
A. 1 Characterizing the project in terms of links (section 2.1) 37
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A.2 Determining the number of moves runs (section 2.2) 38
A.3 Determine basic run specification inputs (section 2.3) 38
A.4 Entering project details using project data manager (section 2.4) 39
A. 4.1 Meteorology Data 39
A.4.2 Age Distribution 39
A.4.3 Fuel 40
A. 4.4 I/M Programs 42
A. 4.5 Links 42
A.4.6 Link Source Types 43
A.5 Generating emission rates for use in air quality modeling (section 2.5) 44
APPENDIX B EXAMPLE: USING MOVES TO CALCULATE START AND IDLE EMISSION
FACTORS AT A PARK AND RIDE LOT 45
B.l Characterizing the project in terms of links (section 2.1) 45
B.2 Determining the number of moves runs (section 2.2) 46
B.3 Determine basic run specification inputs (section 2.3) 46
B.4 Entering project details using project data manager (section 2.4) 47
B.4.1 Meteorology Data 47
B. 4.2 Age Distribution 47
B.4.3 Fuel 48
B.4.4 Inspection and Maintenance (1/M) 50
B.4.5 Links 50
B.4.6 Link Source Types 51
B. 4.7 Off-Network and Op-Mode Distribution 51
B.5 Generating emission rates for use in air quality modeling (section 2.5) 52
APPENDIX C CHARACTERIZING INTERSECTION PROJECTS FOR CO REFINED
ANALYSES USING MOVES 53
C.l Introduction 53
C.2 Option 1: using average speeds 54
C. 3 Option 2: using link drive schedules 55
C.4 Option 3: using op-mode distributions 58
C. 4.1 Approach Links 58
C.4.2 Departure Links 59
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List of Figures
Figure 1. Steps for Using MOVES in Project-Level CO Analyses 6
Figure 2. Diagram of Suggested Links for a Simple Intersection 8
Figure 3. Links Characterizing the Proposed Intersection 38
Figure 4. Meteorology Input (Average January Conditions) - Intersection 39
Figure 5. Fleet Age Distribution (Partial) - Intersection 40
Figure 6. Fuel Supply Table - Intersection 40
Figure 7. Fuel Formulation Table (Partial) - Intersection 41
Figure 8. Fuel Usage Fraction - Intersection 41
Figure 9. Alternative Vehicle and Fuel Technology (Partial) - Intersection 42
Figure 10. Links Table - Intersection 43
Figure 11. Link Source Types Input Table (Partial) - Intersection 43
Figure 12. Emission Rate Calculations for Each Link - Intersection 44
Figure 13. Meteorology Input (Average January Conditions) - Park and Ride 47
Figure 14. Fleet Age Distribution (Partial) - Park and Ride 48
Figure 15. Fuel Supply Table - Park and Ride 48
Figure 16. Fuel Formulation Table (Partial) - Park and Ride 49
Figure 17. Fuel Usage Fraction - Park and Ride 49
Figure 18. Alternative Vehicle and Fuel Technology (Partial) - Park and Ride 50
Figure 19. Links Table - Park and Ride 51
Figure 20. Link Source Types Input Table-Park and Ride 51
Figure 21. Off-Network Table - Park and Ride 51
Figure 22. Op-Mode Distribution Table - Park and Ride 52
Figure 23. Emission Rates for Each Link - Park and Ride 52
Figure 24. Example of a Simple Intersection 53
Figure 25. Example Links at a Simple Intersection 54
Figure 26. Example Link Drive Schedules for Links Representing a Signalized Intersection ... 56
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1 Introduction
1.1 Purpose of this guidance
1.1.1 General
The purpose of this guidance is to describe how to use the MOVES3 emissions model to
estimate carbon monoxide (CO) emissions from transportation projects, including
roadway intersections, highways, transit projects, parking lots and intermodal terminals.
This guidance can be applied when using MOVES3 to complete project-level quantitative
CO analysis, including hot-spot analyses for transportation conformity determinations,
modeling project-level emissions for state implementation plan (SIP) development, and
completing analyses pursuant to the National Environmental Policy Act (NEPA). This
guidance applies in all states other than California, where the most recently approved
version of the EMFAC model is used. EPA has coordinated with the Federal Highway
Administration (FHWA) and Federal Transit Administration (FTA) in developing this
guidance.
MOVES is a computer model designed by EPA to estimate emissions from cars, trucks,
and other mobile sources.1 MOVES is designed to allow users to analyze motor vehicle
emissions at multiple geographic scales, from national to county to project-level, using
different levels of input data. For project-level analyses, MOVES allows users to enter
specific details of vehicle activity for each link in a highway or transit project.
MOVES3 is the newest MOVES model, and it is a major revision to the previous
versions of MOVES2014. MOVES3 is based on analyses of millions of emission test
results and considerable advances in EPA's understanding of vehicle emissions.
MOVES3 incorporates new regulations, features, and significant new data, as detailed in
the MOVES3 technical reports.
This guidance covers the use of MOVES3, and all references to "MOVES" in this
guidance apply to MOVES3 and future versions of the MOVES model, unless otherwise
noted at the time those versions are announced.
Note that this guidance covers only how to use MOVES in estimating CO project-level
emissions; there are other existing resources that support CO project-level analyses. For
example, EPA's regulatory recommendations for CO air quality modeling can be found
in Appendix W to 40 CFR Part 51. Users should continue to consult the Guideline for
Modeling Carbon Monoxide from Roadway Intersections (1992 Guideline) for screening
analyses of intersection projects for all issues not related to the calculation of vehicle
1 The latest MOVES model and supporting documentation are available online at:
https://www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-moves. The latest policy
guidance on using MOVES for transportation conformity and other purposes are also available at:
https://www.epa.gov/state-and-local-transportation/policv-and-technical-guidance-state-and-local-
transportation.
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emission rates (including intersection scope and selection, receptor site selection, and air
quality modeling procedures).2 However, today's MOVES guidance supersedes the
emission factor sections from the 1992 Guideline to reflect the use of MOVES for
project-level CO analyses. See Section 1.2.1 for further background on the 1992
Guideline. Finally, users should consult EPA's PMHot-spot Guidance: Transportation
Conformity Guidance for Quantitative Hot-spot Analyses in PM2.5 and PM10
Nonattainment and Maintenance Areas for how to use MOVES to conduct quantitative
PM hot-spot analyses.3
1.1.2 Using this Guidance for Transportation Conformity Hot-Spot Analyses
When using this guidance to complete quantitative CO hot-spot analyses for
transportation conformity purposes, certain specific requirements apply; these are
summarized here.
Transportation conformity is required under Clean Air Act section 176(c) (42 U.S.C.
7506(c)) to ensure that federally supported highway and transit project activities are
consistent with ("conform to") the purpose of a SIP. EPA's transportation conformity
rule (40 CFR 51.390 and Part 93) establishes the criteria and procedures for determining
whether transportation activities conform to the SIP in CO nonattainment and
maintenance areas. The list of areas currently designated nonattainment and maintenance
for CO can be found on EPA's "Green Book" website at https://www.epa.gov/green-
book.4 This guidance applies for transportation conformity purposes in areas designated
under the current CO NAAQS.5
Table 1 in 40 CFR 93.109(b) of the conformity rule outlines the requirements for project-
level conformity determinations. For example, CO hot-spot analyses must be based on
the latest planning assumptions available at the time the analysis begins (40 CFR 93.110)
and the design concept and scope of the project must be consistent with that included in
the conforming transportation plan and transportation improvement program (TIP) or
regional emissions analysis (40 CFR 93.115). In addition, interagency consultation must
be used to develop a process to evaluate and choose models and associated methods and
assumptions to be used in CO hot-spot analyses (40 CFR 93.105 (c) (1) (i)). The agencies
that may be involved in the interagency consultation process include the project sponsor,
state and local transportation and air quality agencies, EPA, and DOT. The roles and
2 Guideline for Modeling Carbon Monoxide from Roadway Intersections, EPA-454/R-92-005, November
1992; available online at: https://www.epa.gov/state-and-local-transportation/proiect-level-conformitv-and-
hot-spot-analvses#coguidance.
3 The latest version of this guidance is available online at: https://www.epa.gov/state-and-local-
transportation/proiect-level-conformitv-and-hot-spot-analvses#pmguidance.
4 At this time there are no nonattainment areas for the current CO NAAQS. All areas have been
redesignated to attainment and are therefore maintenance areas. Only about a third of the 77 CO
maintenance areas are currently required to conduct CO hot-spot analyses for transportation conformity
purposes because they have not yet completed their 20-year maintenance period. See EPA's
Transportation Conformity Guidance for Areas Reaching the End of the Maintenance Period, EPA-420-B-
14-093, October 2014, available online at: https://www.epa.gov/state-and-local-transportation/policv-and-
technical-guidance-state-and-local-transportation#state.
5 This guidance is applicable to current and future CO NAAQS revisions, unless EPA notes otherwise.
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responsibilities of various agencies for meeting the transportation conformity
requirements are addressed in 40 CFR 93.105 or in a state's approved conformity SIP.
Refer to the conformity rule for a complete listing of all project-level conformity
requirements.
EPA has approved MOVES3 for use in CO hot-spot analyses for project-level conformity
determinations, with a two-year grace period that ends January 9, 2023. Refer to the
Federal Register notice for more information on EPA's approval of MOVES3 for CO
hot-spot analyses.6 EPA has also issued additional policy guidance on when MOVES3
will be required for hot-spot analyses and other purposes.7
1.1.3 Other Purposes for this Guidance
This guidance addresses using MOVES3 for conducting a CO hot-spot analysis for
transportation conformity purposes and is the only EPA guidance that covers how to use
MOVES3 to estimate CO emissions for a transportation project. This technical guidance
may also apply when completing analyses of transportation projects for other purposes,
such as general conformity determinations or assessing near-road air quality in
communities with environmental justice concerns.
1.2 Types of project-level co analyses
This MOVES guidance is part of the overall process of completing project-level CO
analyses. Project-level CO analyses consist of both emissions and air quality modeling
and can be completed using either a screening or a refined analysis. Screening analyses
estimate the maximum likely impacts of emissions from a given source, generally at the
receptor with the highest concentrations, based on worst-case traffic and meteorological
data. Such analyses can save effort in cases where requirements are met. In contrast,
refined analyses use detailed local information and simulate detailed atmospheric
processes to provide more specialized and accurate estimates of how nearby sources
affect air quality at downwind locations.
Unless otherwise noted, the guidance in this document can be used to estimate highway
and transit project emissions for all project-level CO analyses, both screening and
refined. The following sections further describe the relationship of this MOVES
guidance to particular types of screening and refined CO analyses.
6 See Federal Register Notice of A vailabilitv: Official Release of the MO VES3 Motor Vehicle Emissions
Model for SIPs and Transportation Conformity (PDF): available online at: https://www.epa.gov/state-and-
local-transportation/policv-and-technical-guidance-state-and-local-transportation#emission.
7 Policy Guidance on the Use of MOVES3 for State Implementation Plan Development, Transportation
Conformity, General Conformity, and Other Purposes, EPA-420-B-20-052, November 2020: available
online at: https://www.epa.gov/state-and-local-transportation/policv-and-technical-guidance-state-and-
local-transportationfemission.
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1.2.1 Screening Analyses of Roadway Intersections
The 1992 Guideline provides guidance on completing CO screening analyses of roadway
intersections. As noted above, this document only supersedes the 1992 Guideline's
emission rate calculation procedures to reflect the use of MOVES; the 1992 Guideline
otherwise remains in effect, and users should continue to consult that guidance for all
issues not related to the calculation of vehicle emission rates (including intersection scope
and selection, receptor site selection, and air quality modeling procedures).
1.2.2 All Other Screening Analyses
This guidance also covers how to use MOVES for CO screening analyses of projects that
are not explicitly covered by the 1992 Guideline. This would include projects such as:
A mainline highway segment not containing an intersection;
An intersection project that includes start or hotelling activity on an off-network
link (such as a truck stop, parking lot, or terminal facility);
Any other project that includes off-network activity;
Transit and other terminal projects.
The guidance will note when different procedures are appropriate when using MOVES to
complete a CO screening analysis for such projects. In some cases, the procedures for
using MOVES for these types of screening analyses will be the same as using MOVES
for a CO refined analysis (see Section 1.2.3). When this is the case, this guidance covers
these situations in a single section for brevity.
1.2.3 Refined Analyses of Any Project
In certain situations, project sponsors may want or need to complete a CO refined
analysis. Although a refined analysis requires significantly more data and effort, this
option may be convenient for transportation projects that require both a PM and CO
quantitative hot-spot analysis. This guidance gives additional guidance on using MOVES
for refined analyses to explain how the full capabilities of the model can be employed in
these situations.
1.3 Contacts
For specific transportation conformity questions concerning a particular nonattainment or
maintenance area, please contact the transportation conformity staff person responsible
for your state at the appropriate EPA Regional Office. Contact information for EPA
Regional Offices can be found at: https://www.epa.gov/state-and-local-
transportation/epa-regional-contacts-regarding-state-and-local-transportation.
General questions on using MOVES for CO project-level analysis can be directed to the
MOVES in-box at mobile@epa.gov.
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Technical questions about this guidance can be directed to Laura Berry, at
berry.laura@epa.gov.
1.4 Guidance and existing requirements
This guidance does not create any new requirements. The Clean Air Act and the
regulations described in this document contain legally binding requirements. This
guidance is not a substitute for those provisions or regulations, nor is it a regulation in
itself. Thus, it does not impose legally binding requirements on EPA, DOT, states, or the
regulated community, and may not apply to a particular situation based upon the
circumstances. EPA retains the discretion to adopt approaches on a case-by-case basis
that may differ from this guidance but still comply with the statute and applicable
regulations. This guidance may be revised periodically without public notice.
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2 Estimating Project-Level CO Emissions Using MOVES
This guidance addresses the necessary steps to run MOVES to estimate a project's
emissions for a project-level CO analysis. The guidance describes how to provide the
appropriate inputs to MOVES to generate the emission factors necessary to complete the
air quality analysis. This section presumes users already have a basic understanding of
how to run MOVES.8 Figure 1 describes the general process for estimating the CO
emissions at the project level using MOVES.
Figure 1. Steps for Using MOVES in Project-Level CO Analyses
Divide the project into
links
(Section 2.1)
I
Determine the number of
MOVES runs
(Section 2.2)
Enter time period
(Section 2.3.3)
Specify county
(Section 2.3.4)
Select vehicles
(Section 2.3.5)
Generate Run Specification ("RunSpec")
Select road type
(Section 2.3.6)
Does project have
an "off-network"
component with
significant engine
starts or hotelling?
Include "off-
network" road
type
^ No
Select CO
pollutants &
processes
(Section 2.3.7)
Enter meteorology
data
(Section 2.4.1)
Enter Data into Project Data Manager
I
Build age
distribution table
(Section 2.4.2)
Define
fiiels/fuel mix
(Section 2.4.3)
Define I/M
Program
(Section 2.4.4)
Populate link
source type
(Section 2.4.5)
Describe link
activity
(Sections 2.4.6 -
2.4.8)
Populate off-
network table
(Section 2.4.9)
Run MOVES &
generate emission
factors
(Section 2.5)
MOVES includes a default database of meteorology, fleet, activity, fuel, and control
program data for the entire United States. The data included in this database come from a
8 See EPA's MOVES training resources available at: https://www.epa.gov/moves/moves-training-sessions.
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variety of sources and are not necessarily the most accurate or up-to-date information
available at the local level for a particular project. This guidance will describe when the
use of that default database is appropriate for a project-level CO analysis.
2.1 Characterizing a project in terms of links
The first step in completing a project-level CO analysis using MOVES is to define a
project's links. Within MOVES, a link represents a segment of road (or an "off-network"
location as described below) where a certain type of vehicle activity occurs. The goal of
defining a project's links is to accurately estimate emissions from a specific type of
activity where that activity occurs. Generally, the links specified for a project should
include segments with similar traffic/activity conditions and characteristics. For
example, a free-flow highway segment with a relatively stable average speed might be
modeled as a single link, whereas an intersection will involve several types of links, as
described further below. From the link-specific activity and other inputs, MOVES
calculates emissions from every link of a project for a specific hour chosen by the
modeler for the MOVES run. In MOVES, running emissions, including periods of idling
at traffic signals, are defined in the Links Importer (see Section 2.4.6).
This section gives different guidance on how to characterize links in MOVES, depending
on the type of project and CO analysis involved, as follows:
For a screening analysis of a roadway intersection being completed in accordance
with the 1992 Guideline, see Section 2.1.1;
For all other screening analyses, including intersection projects that include off-
network activity, see Section 2.1.2;
For a refined analysis of any project, see Section 2.1.2.
2.1.1 Screening Analyses of Roadway Intersections
According to EPA's Guideline on Air Quality Models regulation, CO screening analyses
of intersection projects can continue to use the CAL3QHC dispersion model.9
Performing such an analysis for an intersection using the CAL3QHC dispersion model
requires emission rates for both free-flow traffic (determined by defining "free flow"
links) and idling traffic (determined from "queue links").10 Free-flow links can be used
9 Appendix W of 40 CFR Part 51 is the regulation known as The Guideline on Air Quality Models. The
most recent update to this regulation is the final rule published January 17, 2017, (82 FR 5182), found on
EPA's website at: https://www.epa.gov/sites/default/files/2020-09/documents/appw 17.pdf. The updated
regulation allows the use of CAL3QHC for CO screening analyses. See footnote 2 in Section 1.1.1 of this
guidance for 1992 CO Guideline reference information.
10 The 1992 Guideline describes how to use CAL3QHC when performing dispersion modeling for
intersections (see 1992 Guideline, page 1-5). To be consistent with the 1992 Guideline, this guidance
recommends use of the CAL3QHC queuing algorithm for intersection idle queues when completing a CO
screening analysis of an intersection. This differs from the recommendation for refined analyses, where
idling should be explicitly included in the link activity entered into MOVES, rather than determined by the
CAL3QHC queuing algorithm. Since the purpose of a screening analysis is inherently different from that
of a refined analysis, the separate methods still serve the respective goals of each approach.
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to represent traffic approaching and departing an intersection. See Section 3 of this
guidance for an example of how to use MOVES for a CO screening analysis of an
intersection.
Note that the 1992 Guideline does not cover screening analyses of intersections that
include off-network activity. For those situations, refer to Section 2.1.2.
Figure 2 is an example of a simple intersection showing free-flow approach, free-flow
departure, and queue links. The following sections provide more information on how to
define these links in MOVES.
Figure 2. Diagram of Suggested Links for a Simple Intersection
~
b
¦4
r
J
L
*¦
1
1
I
*
Free-fl ow
Approach Link
Free-fl ow
Departure Link
Queue Link
Free-flow Approach and Departure Links
Free-flow links are used to represent vehicle activity on intersection approach and
departure links. The intersection in Figure 2, for example, shows four free-flow approach
and four free-flow departure links. Free-flow links are described by the average speeds
experienced by drivers travelling along the link in the absence of the delay caused by an
intersection traffic signal. Users should define a free-flow link as the center-to-center
distance from the intersection of interest to the next intersection. As described in Section
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4.7.4 of the 1992 Guideline, a maximum of 300 meters for this distance is sufficient, but
users may specify a longer distance for completeness.11
Queue Links
A queue link is used to represent vehicles idling at an intersection. The intersection in
Figure 2, for example, shows five queue links. Since MOVES is calculating a gram per
vehicle-hour emission factor in this case, the length of the queue link in MOVES can be
indicated as zero.12 As opposed to free-flow and departure links, which use grams/veh-
mile, queue links require a gram/veh-hour emission rate.
2.1.2 All Other Screening Analyses and Refined Analyses of Any Project
When completing screening analyses of projects not covered by the 1992 Guideline, or
any refined analysis, there are several options for characterizing link activity for project-
level CO emissions. The following text describes how different types of links can be
characterized in MOVES.
General
In MOVES, activity on free-flow highway links can be defined by an average speed, link
drive schedule, or operating mode ("Op-Mode") distribution (discussed in Section 2.4.8).
For analyses with MOVES, average speed and traffic volume is required, at a minimum,
for each link. If no other information is available, MOVES uses default assumptions of
vehicle activity patterns (called drive cycles) for average speed and type of roadway to
estimate emissions. Default drive cycles use different combinations of vehicle activity
(acceleration, deceleration, cruise, and/or idle) depending on the speed and road type.
For example, if the link average speed is 30 mph and it is an urban arterial (Urban
Unrestricted Road Type), MOVES uses a default drive cycle that includes a high
proportion of acceleration, deceleration, and idle activity as would be expected on an
urban arterial with frequent stops. If the average speed is 60 mph and it is a rural freeway
(Rural Restricted Road Type), MOVES uses a default drive cycle that assumes a higher
proportion of cruise activity, smaller proportions of acceleration and deceleration activity,
and little or no idle activity.
Project sponsors should determine average congested speeds by using appropriate
methods based on best practices used for highway analysis.13 Some resources are
11 Since the goal of the MOVES run is to produce a grams/vehicle-mile emission rate for running links, the
exact length or volume of each link is not important for running MOVES results because in the post-
processing script that creates these rates, total emissions will be divided by vehicle volume and link length.
However, exact link lengths and volumes are important for subsequent CAL3QHC dispersion modeling.
12 The link length of a queue link in MOVES is not used by the post-processing script that calculates
emission rates, and therefore could be any number.
13 When completing screening analyses of projects not covered by the 1992 Guideline, or any refined
analysis, idling vehicles should be represented in combination with decelerating, accelerating, and free-
flow traffic on an approach segment of an intersection. Note that this is in contrast to the guidance given
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available through FHWA's Travel Model Improvement Program (TMIP).14
Methodologies for computing intersection control delay are provided in the Highway
Capacity Manual.15
As described further in Section 2.4.8, for refined analyses, users are encouraged to take
advantage of the full capabilities of MOVES for estimating emissions on different
highway and intersection project links when completing CO refined analyses. Although
average speeds and travel volumes are typically available for most transportation
projects, users can develop and use more precise data through the MOVES Link Drive
Schedule Importer or Operating Mode Distribution Importer, as described further in
Section 2.4.9. When more detailed data are available to describe the pattern of changes
in vehicle activity (proportion of time in acceleration, deceleration, cruise, or idle
activity) over a length of road, MOVES is capable of calculating these specific emission
impacts. EPA encourages users to consider these options for CO refined analyses of
highway and intersection projects.
Free-flow Highway Links
The links defined in MOVES should capture the expected physical layout of a project and
representative variations in vehicle activity. A simple example would be a single, one
directional, four-lane highway that could be characterized as just one link. More
sophisticated analyses may break up traffic flow on that single link into multiple links of
varying operating modes or drive cycles that may have different emission factors
depending on the relative acceleration, cruise, or deceleration activity on each segment of
that link. In general, the definition of a link will depend on how much the type of vehicle
activity (acceleration, deceleration, cruise or idle) changes over a length of roadway, the
level of detail of available data, and the modeling approach used with MOVES. For a
highway lane where vehicle behavior is fairly constant, the length of the link could be
longer and the use of detailed activity data will have a smaller impact on results.
Intersection Links
If the project analysis is a CO refined analysis involving intersections, the intersections
need to be treated separately from the free-flow links that connect to those intersections.
Although road segments between intersections may experience free-flow traffic
operations, the approaches and departures from the intersections will likely involve
acceleration, deceleration, and idling activity not present on the free-flow link. For
intersection modeling, the definition of link length will depend on the geometry of the
intersection, how that geometry affects vehicle activity, and the level of detail of
available activity information. Guidance for defining intersection links for a CO refined
when completing a CO screening analysis of an intersection, when the CAL3QHC queuing algorithm is
recommended in order to be consistent with the 1992 Guideline (see Section 2.1.1).
14 See FHWA's Travel Model Improvement Program website: http://tmip.fhwa.dot.gov/.
15 Users should consult the most recent version of the Highway Capacity Manual. As of the release of this
guidance, the latest version is the Highway Capacity Manual, Sixth Edition: A Guide for Multimodal
Mobility Analysis, released September 2016 by the Transportation Research Board (see
https://www.trb.org/publications/hcm6e.aspx for details).
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analysis is given in the appendix, but the definition of links used for a particular project
will depend on the specific details of that project and the amount of available activity
information.
Note: For both free-How highway and intersection links, users may directly enter output
from traffic simulation models in the form of second-by-second individual vehicle
trajectories. More information on using vehicle trajectories from traffic microsimulation
models for CO refined analyses can be found in the appendix.
Off-Network Links
If the analysis involves an area that is not part of the road network, such as a terminal or a
parking area, such an area can be modeled using an off-network link defined in the Off-
Network Importer and one or more links in the Links Importer:
Start and hotelling activity would be defined in the Off-Network Importer.
Section 2.4.9 describes the inputs needed.
Running and idling activity at this area would be defined the way other road links
are defined, (e.g., in the Links Importer, using on-network road types).
Start Activity: For off-network sources such as a parking lot or transit terminal, the user
should have information on starts per hour (or peak hour starts). Additionally, it is
necessary to provide an estimate of the duration that vehicles are parked before starting
(soak-time distribution). If there are multiple areas of start activity within a project with
roughly the same soak time distributions, these areas can be modeled with one off-
network link using an appropriately weighted distribution of soak times.16
Hotelling: In MOVES, hotelling applies only to long haul combination trucks, source
type ID 62. Hotelling activity includes long duration idling (classified in MOVES as
OpModelD 200), and use of auxiliary power units (APUs, classified in MOVES as
OpModelD 201). Additionally, hotelling operation using electric power (no emissions)
can be modeled using OpMode 203. This type of activity is defined on an off-network
link and would not likely be occurring at transit or other terminals. Shorter periods of
idling for long-haul combination trucks should be modeled as a running link via the Links
Importer.
Idling Activity: Idling for other vehicles and shorter periods of idling for long-haul
combination trucks should be modeled as one or more project links with an operating
mode distribution that consists only of idle operation (OpModelD 1). This can be
specified in the Links table by inputting the vehicle population, i.e., the number of
vehicles idling during the hour (or idling during peak hour) and specifying an average
speed of "0" mph. The links for idling activity should be associated with an on-network
road type such as "Urban Unrestricted." There is no limit to the number of links that can
have this type of idling activity. Multiple links can be defined for the same off-network
area to capture idling activity of various vehicle types.
16 In the event that a project has multiple areas of start activity in different locations that have different soak
time distributions, please consult with your EPA Region before modeling.
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Running Activity: Some transit and other terminal projects may have significant running
emissions similar to free-flow highway projects (such as buses and trucks coming to and
from an intermodal terminal). These emissions can be calculated by defining one or
more unique running links as described above and the appendix (that is, define links for
this activity using an on-network road type in addition to any other roadway links
associated with the project). These running link emissions can then be aggregated with
the emissions from the other activities happening on the off-network link (e.g., starts and
idling from non-running activity on the transit or other terminal link) outside of the
MOVES model to generate the necessary air quality model inputs.
Note: The user may choose to exclude sources such as a separate service drive,
separate small employee parking lot, or other minor sources that are determined
to be insignificant to project emissions.
2.2 Determining the number of moves runs
The following section describes the number of MOVES runs that may be needed for
project-level CO analyses.17 When MOVES is run at the Project Scale, it estimates
emissions for only one hour, as specified by the modeler.
2.2.1 Screening Analyses of Roadway Intersections
For a CO screening analysis of an intersection project, only one MOVES scenario (run) is
necessary for each analysis year. To remain consistent with the 1992 Guideline for such
analyses, this guidance describes how to use "worst-case" conditions.18 To capture
anticipated worst-case conditions, users should define the MOVES run specification
("RunSpec") using the peak hourly traffic volume expected for the intersection project.
As stated in the 1992 Guideline, the peak hour traffic conditions are defined as the
average or typical values during the hour of the day which usually records the peak hour
traffic, rather than the worst case traffic conditions for the entire year.19 Average speeds,
vehicle mix, and idle times should reflect conditions at the peak period. Project sponsors
should use the appropriate methods based on best practices used for highway analysis in
the area for determining peak period traffic conditions. Some resources for determining
traffic characteristics are available through FHWA's Travel Model Improvement
Program (TMIP).20 Guidance on how to enter these individual inputs into MOVES is
discussed in Section 2.4.
17 If completing a CO quantitative hot-spot analysis for transportation conformity purposes, users should
refer to the conformity rule requirements when selecting travel activity data. See Section 1.1.2 for a
summary of these conformity requirements.
18 See 1992 Guideline, Section 4.
19 See 1992 Guideline, Section 1.3.
20 FHWA Travel Model Improvement Program website: http://tmip.fhwa.dot.gov/.
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2.2.2 All Other Screening Analyses
The 1992 Guideline does not expressly address what conditions should be captured for a
CO screening analysis of a project that is not solely a roadway intersection. Project
sponsors are encouraged to employ best professional practices and appropriate methods
and use the interagency consultation process or procedures to determine the appropriate
number of MOVES runs for these screening analysis situations.
2.2.3 Refined Analyses of Any Project
If MOVES is being used to complete a CO refined analysis, more than one MOVES run
may be needed to capture any emission rate variation due to changes in temperature,
volume, speeds, and fleet mix over the course of the day, season, or year being analyzed.
However, the specific number of MOVES runs needed will depend on the situation. For
example, where potential CO NAAQS violations are expected to occur in only one
quarter of the calendar year (e.g., only a wintertime violation), the user might choose to
model only a single day to represent all days within that quarter. However, if CO
NAAQS violations are expected in multiple quarters, or if variations in travel activity
and/or temperature within a single quarter need to be accounted for, then additional
MOVES runs may be necessary.
Project sponsors may have activity data collected at a range of possible temporal
resolutions. Depending on the sophistication of the activity data analysis for a given
project, these data may range from a daily average-hour and peak-hour value to hourly
estimates for all days of the year. The remainder of this section describes how project
sponsors can use MOVES for CO refined analyses in cases where they have (1) typical
travel activity data, and (2) more detailed travel activity data.
Projects with Typical Travel Activity Data
Traffic forecasts for highway and intersection projects are often completed for annual
average daily traffic volumes, with an allocation factor for a daily peak-hour volume.
This data can be used to conduct an analysis with MOVES that is representative for all
hours of the day, or year being considered. The most reasonable methods in accordance
with good practice should be used to obtain the peak-hour allocation factors and diurnal
distribution of traffic and the methods must be determined in accordance with
interagency consultation procedures (40 CFR 93.105 (c) (1) (i)) if the analysis is conducted
for transportation conformity purposes. It is important to capture variation in emission
rates as activity and ambient temperature change over the period being analyzed.
One option is to represent traffic over four time periods of a day: morning peak (AM),
midday (MD), evening peak (PM), and overnight (ON). For example, the peak-hour
volume can be used to represent activity conditions over a three-hour morning (AM) and
three-hour evening (PM) period. The remaining 18 hours of the day can be represented
by the average-hour volume (AADT minus the total volume assigned to the peak period,
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divided by the number of off-peak hours). These 18 hours would be divided into a
midday (MD) and overnight (ON) period.
The following is one suggested approach for an analysis employing the average-
hour/peak-hour traffic scenario:
Morning peak (AM) emissions based on traffic data and meteorology occurring
between 6 a.m. and 9 a.m.;
Midday (MD) emissions based on data from 9 a.m. to 4 p.m.;
Evening peak (PM) emissions based on data from 4 p.m. to 7 p.m.; and
Overnight (ON) emissions based on data from 7 p.m. to 6 a.m.
If there are local or project-specific data to suggest that the AM or PM peak traffic
periods will occur in different hours than the default values suggested here, or over a
longer or shorter period of time, that information should be documented and the hours
representing each time period adjusted accordingly.
Projects with Additional Travel Activity Data
Some project sponsors may have developed traffic or other activity data to show
variations in volume and speed across hours, days, or months. Additionally, if users are
modeling a transit or other terminal project, traffic volumes, starts, and idling estimates
are likely to be readily available for each hour of the day. Under either of these
circumstances, users may choose to apply the methodology described above (using
average-hour and peak-hour as representative for all hours of the time period being
calculated). Alternatively, additional MOVES runs could be generated to produce unique
emission factors using these additional activity data and emission factors for each period
of time for which specific activity data are available.
2.3 Developing basic run specification inputs
Once the user has defined the project conceptually in terms of links and determined the
number of MOVES runs, the next step in using MOVES for project-level analyses is to
develop a run specification ("RunSpec"). The RunSpec is a computer file in XML
format that can be edited and executed directly or with the MOVES Graphical User
Interface (GUI). MOVES requires the user to set up a RunSpec to define the place and
time of the analysis as well as the vehicle types, road types, fuel types, and the emission-
producing processes and pollutants that will be included in the analysis. Once selections
are made for the RunSpec, the user must create an input database for that RunSpec using
the MOVES Project Data Manager, described in Section 2.4.
The headings in this subsection describe each set of input options needed to create the
RunSpec as defined in the Navigation Panel of the MOVES GUI. To create a project-
level RunSpec, the user would go down the Navigation Panel filling in the appropriate
data for each of the items listed. Those panels are:
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Description
Scale
Time Spans
Geographic Bounds
Onroad Vehicles
Road Type
Pollutants and Processes
General Output
Output Emissions Detail
Create Input Database
Advanced Features
Additional information on each panel can be found in resources for MOVES training
available on EPA's website (https://www.epa.gov/moves/moves-training-sessions).
2.3.1 Description
This panel allows the user to enter a description of the RunSpec using up to 5,000
characters of text. Entering a complete description of the RunSpec is important for users
to keep track of their MOVES runs as well as to provide supporting documentation for
the regulatory submission. Users may want to identify the project, the time period being
analyzed, and the purpose of the analysis in this field.
2.3.2 Scale
The Scale Panel in MOVES allows the user to select different scales or domains for the
MOVES analysis. This panel in MOVES also allows users to choose the "Onroad" or
"Nonroad" module; "Onroad" is already selected and is the appropriate choice for
project-level analyses. All MOVES runs for project-level analyses must be done using
the "Project" domain in the "Scale" Panel. The Project domain is necessary to allow
MOVES to accept detailed activity input at the link level.21
The Scale Panel also requires users to select a calculation type of either Inventory or
Emission Rates, which produces output as either grams/hour or grams/vehicle-mile
emission rates, respectively.
For screening analyses of intersections, since CAL3QHC requires emission rates in terms
of both grams/vehicle-mile for free-flow links and grams/veh-hour for queue links, users
performing an analysis for a project which includes vehicle queuing (such as is the case
with an intersection) should select Inventory as output. From the Inventory output,
21 Running MOVES using the "County" or "Default" domains would not allow for detailed link level input
or output that is needed for project-level CO analyses. The Scale Panel also includes options for Onroad or
Nonroad models. This guidance applies only to the Onroad model in MOVES.
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appropriate emission rates can be calculated through several post-processing steps
described in Section 2.5.
When completing screening analyses of projects not covered by the 1992 Guideline, or
any refined analysis, users may benefit from choosing either Inventory or Emission
Rates, depending on the specifics of the project (including the air quality model being
used to complete the analysis):
When a grams/hour emission factor is needed for air quality modeling, users
should select Inventory, which produces results for total emissions on each link;
this is equivalent to a grams/hour/link emission factor, which can be thought of as
a link-specific grams per hour emissions factor.
When a gram/vehicle-mile emission factor is needed, the Emission Rates option
should be selected to produce link-specific grams/vehicle-mile emission factors.
The selection of calculation type is required early in the RunSpec construction process
because this choice affects the available options in later panels. The Emission Rates mode
is more complex than the Inventory mode. Successful application of this mode requires
careful planning and a clear understanding of the rates calculations in MOVES. Large
differences in results between the Inventory and Emission Rates modes usually indicate a
mistake in post-processing of the emission rates using the Emission Rates mode. The
most common mistakes when using the Emission Rates mode are:
not including all pollutant processes, and
multiplying emission rates by the wrong activity.
Even when done correctly, minor differences in post-processing methods can create small
differences in results. EPA recommends that the same mode be used in any analysis that
compares two or more cases. The interagency consultation process should be used to
agree upon a common approach and to share detailed results during reviews of draft CO
hot-spot analyses that support project-level conformity determinations.
This guidance explains the steps of post-processing both Inventory and Emission Rates
results to produce the desired emission factors in Section 2.5.
2.3.3 Time Spans
At the Project Scale, each MOVES run represents one specific hour. The Time Spans
Panel is used to define the specific time period covered in the MOVES run. The Time
Spans Panel allows the user to select the year, month, day, and hour that the run will
represent. As Project Scale models only one hour at a time, only the start hour needs to
be selected on this panel.
The user should enter the desired time period (i.e., the specific year, month, type of day,
and hour) in the MOVES Time Spans Panel. The "day" selection should be set to
"weekday" or "weekend," but not both.
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To be consistent with the 1992 Guideline, for a CO screening analysis of an intersection,
the year, month, and hour should be set to specifically describe the peak traffic scenario,
which would most likely be for a weekday. For example, the run describing a peak
traffic scenario might be: 2015, January, weekday, 8:00 to 8:59 a.m..
2.3.4 Geographic Bounds
The Geographic Bounds panel allows the user to define the specific county that will be
modeled. The MOVES database includes county codes and descriptive information for
the more-than-3000 counties in the United States. Specifying a county in MOVES
determines certain default information for the analysis. Users should select the specific
county where the project is located. Only a single county can be included in a MOVES
run at the Project Scale. If a project spans multiple counties, users have two options:
1. If the county-specific local data is the same for all the counties in the project,
select the county in which the majority of the project is located;
2. If not, separate the project into multiple parts, each of which is in a separate
county, and do a separate MOVES run for each part.
2.3.5 Onroad Vehicles
The Onroad Vehicles Panel is used to specify the vehicle types that are included in the
MOVES run. MOVES allows the user to select from among 13 "source use types" (the
terminology that MOVES uses to describe vehicle types). Users should generally select
all 13 vehicle types to reflect the full range of vehicles that will operate in the project
area. The exception may be when modeling projects that contain a captive fleet where
only certain types of vehicles are present (e.g., a transit bus terminal).
Selecting a vehicle type will include the relevant fuel types for that vehicle. To change
the percentages of vehicles using the different fuel types in the project, use the Fuels
Importer of the Project Data Manager (discussed in Section 2.4.3).
2.3.6 Road Type
The Road Type panel is used to define the types of roads that are included in the project.
MOVES defines five different road types:
Off-Network - any location where the predominant activity is vehicle starts and
hotelling (parking lots, truck stops, rest areas, freight or bus terminals);
Rural Restricted Access - a rural highway that can be accessed only by an on-
ramp;
Rural Unrestricted Access - all other rural roads (arterials, connectors, and local
streets);
Urban Restricted Access - an urban highway that can be accessed only by an on-
ramp; and
Urban Unrestricted Access - all other urban roads (arterials, connectors, and local
streets)
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MOVES uses these road types to determine the default drive cycle on a particular link.
For example, MOVES uses drive cycles for unrestricted access road types that assume
stop-and-go driving, including multiple accelerations, decelerations, and short periods of
idling. For restricted access road types, MOVES uses drive cycles that include a higher
fraction of cruise activity with much less time spent accelerating and idling.
Road Type is a necessary input into the RunSpec and users should select one or more of
the five road types that correspond to the road types of the project. The determination of
rural or urban road types should be based on the Highway Performance Monitoring
System (HPMS) functional classification of the road type. Note that driving and idling in
a parking lot or similar off-road location should be modeled with one of the on-network
road types (such as Urban Unrestricted Access).22 This includes idling for deliveries and
pickup and drop-off.
Additionally, any project that includes a significant number of engine starts or significant
amounts of hotelling for long-haul combination trucks needs to include the Off-Network
Road Type to account for emissions from those activities properly. More details on
describing inputs for engine start and hotelling activity are given in Section 2.4.9.
2.3.7 Pollutants and Processes
The Pollutant and Processes Panel is used to select both the types of pollutants and the
emission processes that produce them. When completing a CO screening analysis of an
intersection project using CAL3QHC, both free-flow and queue links will be
characterized. For CO emissions from these links, MOVES calculates emissions for two
separate processes:
Running Exhaust
Crankcase Running Exhaust
If modeling an intersection, users should select Carbon Monoxide (CO): "Running
Exhaust" and "Crankcase Running Exhaust." Emission rates will be post-processed from
the MOVES output to calculate an aggregate of both processes.
MOVES does not automatically sum the appropriate processes to create an aggregate
emission factor, although EPA has created MOVES scripts that automate the summing of
aggregate emissions when completing project-level analyses. These scripts are available
through the post-processing menu of the MOVES GUI and are discussed in Section 2.5
When completing screening analyses of projects not covered by the 1992 Guideline, or
any refined analysis, users can similarly sum the processes described above using the
MOVES post-processing scripts to calculate aggregate emissions from the MOVES
output.
22 In contrast to the County Scale where this type of idling is Off-Network, at the Project Scale, all non-
hotelling idling needs to be modeled on a running link with one of the four road types: urban/ rural,
restricted/unrestricted.
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If the project contains an off-network link, users should select Carbon Monoxide (CO):
"Start Exhaust", "Crankcase Start Exhaust", "Extended Idle Exhaust", "Crankcase
Extended Idle Exhaust", and/or "Auxiliary Power Exhaust" depending on the vehicle
activity occurring on the off-network link. Emission rates will need to be post-processed
from the MOVES output using the MOVES post-processing scripts discussed in Section
2.5.
2.3.8 General Output
In the General Output Panel, users create or identify an output database where MOVES
will put the results of the run. It is helpful for the output database name to be related to
the name of the project to help both the modeler and future reviewers keep track. EPA
also recommends that an output database name end with "_out" to indicate it is an output
database and distinguish it from an input database. Only letters, numbers, and
underscores can be used for database names.
An output database can hold the results of multiple MOVES runs. EPA recommends that
modelers use the same output database for all of the runs associated with a project. More
discussion of good data management practices is found in Section 2.3.10.
Units for output of "grams", "joules, and "miles" are already chosen and the user can
change them as needed. Also, "Distance Traveled" and "Population" should be selected
under the "Activity" heading to obtain vehicle volume information for each link in the
output.
2.3.9 Output Emissions Detail
Output Emissions Detail is used to specify the level of detail desired in the output data.
Emissions by hour and link are the default selections and cannot be changed. Road type
and "Emission Process" will also be checked if Emission Rates was selected on the Scale
Panel. For an Inventory run, EPA recommends that users select the box labeled
"Emission Process." No other boxes should be selected in order to produce fleet
aggregate emission rates for each link. Emission rates for each process can be
appropriately summed to calculate aggregate CO emission rates for each link (as
described previously in Section 2.3.7).
2.3.10 Create Input Database
The Create Input Database Panel becomes available after all the other Navigation Panel
items have been completed and have green checks. The user can create the input
database by entering a name. (However, it is not necessary to create the database before
opening the Project Data Manager, which can be done by clicking the "Enter/Edit Data"
button.)
Good data management practices are essential to prevent confusion and errors,
particularly when doing a refined analysis with multiple MOVES runs, because each
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would need its own input database. Where there are multiple runs, it is helpful for the
input database name to be related to the name of the project and the hour selected for the
run, to help both the modeler and future reviewers keep track.23 For example, EPA
recommends the following conventions:
Use a naming protocol for each of the input databases that reflects the purpose of
that run, e.g., "ProjectName_PeakHR_in". EPA recommends that input database
names end with "_in" to indicate it is a user input database. Only letters,
numbers, and underscores can be used for database names.
When the RunSpec is complete, save each RunSpec with a name that relates to
the input database name, e.g., "ProjectName_PeakHR.mrs". EPA recommends
saving RunSpecs with the extension ".mrs", short for "MOVES RunSpec", so that
these files can be easily identified.
Section 4.5 describes how to populate an input database using the Project Data Manager.
Once a database has been completely populated and the Project Data Manager has been
closed, users should ensure that the correct database is selected on the Create Input
Database Panel. If it is not auto-populated, users may have to hit the Refresh button to
make sure the database they created appears in the dropdown list.
2.3.11 Advanced Features
The Advanced Features Panel is used to invoke features that are used for model
diagnostics and other special purposes. In general, the features on this panel are not
appropriate for SIP and transportation conformity use, except for states that have adopted
California Low Emission Vehicle (LEV) criteria pollutant standards (and such California
standards have received a Clean Air Act waiver from EPA) and states in the Ozone
Transport Commission (OTC) that received early implementation of National Low
Emitting Vehicle (NLEV) standards. In these cases, the "Input Data Sets" feature on this
panel should be used in conjunction with the LEV/NLEV tools accessed through the
Tools drop-down menu in the MOVES GUI. Specifically:
OTC states that did not adopt California LEV standards but were subject to the
early implementation of NLEV should use the "Build NLEV Input Database"
tool.
OTC states that adopted California LEV standards prior to the 2001 model year
should use the "Build LEV Input Database" tool.
OTC states that were subject to the early implementation of NLEV and adopted
California LEV standards beginning with model year 2001 or later should use
both the "Build LEV Input Database" and the "Build NLEV Input Database"
tools.
All other states that adopted California LEV standards in any year should use the
"Build LEV Input Database" tool.
23 When creating multiple input databases that are similar, once the first input database is created, it can be
copied (e.g., with File Explorer or HeidiSQL) and then modified with the Project Data Manager. This may
save time compared to creating each new input database from scratch.
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Detailed instructions on how to use both tools are available in the MOVES GUI: after
opening the tool via the Tools drop-down menu, click the "Open Instructions" button.
After creating the input database (s) with the appropriate tool, users should include these
databases in the RunSpec through the "Input Data Sets" section of the Advanced Features
Panel. Select the appropriate input database in the database drop-down menu (users may
need to click the Refresh button if the database does not appear in the list), and then click
the Add button.
2.4 Entering project details using the project data manager
After completion of all the necessary panels to create the RunSpec, the user would then
create the necessary input database to describe the project in detail for the period of time
selected in the RunSpec. An input database is a set of tables that describe project-specific
data to be used for the run, and the Project Data Manager assists the user in creating and
populating this set of tables. The Project Data Manager can be accessed from the Create
Input Database Panel of the RunSpec with the Enter/Edit Data button.
For a project-level screening analysis, only one input database will be needed. For a
refined analysis that includes more than one MOVES run, an input database will be
needed for each run. See Section 2.3.10 above for EPA's recommendations for good data
management practices.
Also, each tab of the Project Data Manager includes a box for entering a "Description of
Imported Data." Modelers should make liberal use of these descriptions to (1) indicate
whether default or local data were used, and (2) indicate the source and date of any local
data, along with the filename of imported spreadsheets. These descriptions are preserved
with the input database so reviewers (or future users of the same runs) will have the
documentation of inputs readily at hand.
If an input database was not created (by defining a name for it) in the RunSpec "Create
Input Database" Panel, a database must be created on the Database Tab. When the
database is created, MOVES records the selections in the RunSpec at that moment and
uses this information to populate and evaluate database entries. Users should avoid
making changes to the RunSpec after the input database has been created, because this
can create inconsistencies between the input database and the rest of the RunSpec.
The Project Data Manager includes multiple tabs that open importers, which are used to
enter project-specific data. These tabs and importers are:
Meteorology Data
Age Distribution
Fuel
I/M ProgramsRetrofit Data
Links
Link Source Types
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Link Drive Schedules
Operating Mode Distribution
Off-Network
Hotelling
Generic
Each of the importers allows the user to create a template file with required data field
names and with some key fields populated. The user then edits this template to add
project specific local data with a spreadsheet application or other tool and imports the
data files into MOVES. In some importers, there is also the option to export default data
from the MOVES database in order to review it. Once the user determines that the
default data are accurate and applicable to the particular project, or determines that the
default data need to be changed and makes those changes, the user then imports that data
into MOVES. Details of the mechanics of using the data importers are provided in the
MOVES training.24 Guidance for the use of these importers in project-level CO analyses
is described below.
To run MOVES, each of the importer tabs must have a green check; MOVES3 will not
run if any of them have a red X. The initial status of the tabs depends on the selections
made in the RunSpec. For instance, when a project has no off-network links, the Off-
Network Road Type would not be selected in the RunSpec. In this case, the Off-Network
and Hotelling Importers would not be used and therefore those tabs will display green
checks. However, if any hotelling processes are selected in the RunSpec, the Hotelling
Importer will begin with a red X to indicate data is needed.
In addition, the status of some tabs depends on data loaded on other tabs. For example,
when a project has an off-network link, the Operating Mode Distribution Tab will start
with a green check when the database is first created. When the Links Tab is used to
import an off-network link, the Operating Mode Distribution Tab will change to show a
red X, indicating that data is needed. Once the Operating Mode Distribution Tab is used
to import the vehicle soak activity, the tab will update to show a green check. Note that
where an input includes "sourceTypelD" (type of vehicle) as a column heading, such as
Off-Network and Operating Mode Distribution, MOVES3 requires that all vehicles
selected in the RunSpec be included in that table to get a green check on that tab.
Most analyses will not use all of the importers. Some tabs, such as Link Drive
Schedules, Retrofit Data, and Generic are optional and always have green checks unless
there is an issue with any of the imported data.
2.4.1 Meteorology Data
The Meteorology Data Importer is used to import temperature and humidity data for the
month and hour that are defined in the MOVES RunSpec. Default temperature and
24 See the latest version of "Hands-On Training" at: https://www.epa.gov/moves/moves-training-sessions.
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humidity values are available in MOVES, but are not recommended for use in a project-
level CO analysis.
Screening Analyses of Roadway Intersections
The 1992 Guideline recommends the following two options for defining temperature and
humidity for screening analyses of intersections:
1. The temperature and humidity corresponding to each of the ten highest non-
overlapping 8-hour CO monitoring values for the last three years should be
obtained. The average 8-hour temperature and humidity for each event should be
calculated and then all ten values should be averaged for use with MOVES.
2. Alternatively, the average temperature and humidity in January may be used.25
Meteorological data may be obtained either from the National Weather Service (NWS) or
as part of a site-specific measurement program. Local universities, the Federal Aviation
Administration (FAA), military stations, and state and local air agencies may also be
sources of such data. The National Oceanic and Atmospheric Administration's National
Centers for Environmental Information (NCEI); online at https://www.ncei.noaa.gov/) is
the world's largest active archive of weather data through which years of archived data
can be obtained. A data source should be selected that is representative of local
meteorological conditions.
All Other Screening Analyses
The 1992 Guideline does not expressly address what conditions should be captured for a
CO screening analysis of a project that is not solely a roadway intersection. However,
the guidance given in the 1992 Guideline may also be appropriate for any CO screening
analysis.
Refined Analyses of Any Project
For refined analyses, users should enter data specific to the project's location and time
period modeled, as CO emissions are found to vary depending on temperature. As
discussed in Section 2.2.3, in a refined analysis MOVES will typically be run for multiple
time periods and specific meteorology data that accurately represents these runs is
needed. Within each period of the day, in each quarter selected, temperatures should be
used that represent the average temperature within that time period. For example, for
January AM peak periods corresponding to 6 a.m. to 9 a.m., the average January
temperature based on the meteorological record for those hours should be used in
estimating the average January AM peak period temperature for MOVES runs. The user
may choose to run additional hours and temperatures beyond the number of traffic
periods for which data exist. For example, within an 11-hour overnight (ON) modeling
period, temperature data could be used to differentiate hours with significantly different
25 See 1992 Guideline, Section 4.7.1.
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temperatures, despite having assumed identical traffic estimates. Humidity estimates
should be based on the same hours and data source as the temperature estimates.
2.4.2 Age Distribution
The Age Distribution Importer is used to enter data that provides the distribution of
vehicle fractions by age for each calendar year (yearlD) and vehicle type
(sourceTypelD). These data are required for running MOVES at the project level. The
distribution of agelD (the variable for age) fractions must sum to one for each vehicle
type and calendar year.
To build a MOVES-compatible age distribution table for project-level CO analyses, there
are three possible options.
1. If available, users should use the latest available state or local age distribution
assumptions from their SIP or transportation conformity regional emissions
analysis. The MOVES3 Technical Guidance covers how this would be created.26
2. If the project is designed to serve a fleet that operates only locally, such as a
drayage yard or bus terminal, the user should provide project-specific fleet age
distribution data. For most captive fleets, an exact age distribution should be
readily available or obtainable. The data should be in a format compatible with
MOVES.
3. If no state or local age distribution is available, the MOVES default age
distribution can be used by exporting it from the Age Distribution Importer.
These fractions are national defaults and could be significantly different than the
local project age distribution. Age distribution can have a considerable impact on
emission estimates, so the default data should be used only if an alternative state
or local dataset cannot be obtained. However, for single unit long-haul and
combination long-haul trucks, it is generally more appropriate to use MOVES
national default age distributions.
2.4.3 Fuel
The user needs to define in MOVES what fuel(s) and fuel mix will be used in the project
area. The four required tables in the Fuel Importer: FuelSupply, FuelFormulation,
FuelUsageFraction, and AVFT (Alternative Vehicle and Fuel Technology) are used to
enter the necessary information describing fuel mix and fuel type for each MOVES run,
including the appropriate fractions of gasoline, diesel, compressed natural gas and
electric vehicles.
transportation/policv-and-technical-guidance-state-and-local-transportation#emission.
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Users should review the default fuel formulation and fuel supply data in MOVES by
exporting it from the Fuel Importer, and make changes only if local volumetric fuel
property information is available. Otherwise, EPA strongly recommends that the
MOVES default fuel information be used for project-level CO analyses unless a full local
fuel property study exists. The exception to this is in the case of Reid Vapor Pressure
(RVP), where a user should change the value to reflect the differences between ethanol
and non-ethanol blended gasoline not reflected in the default database. Any changes to
RVP (or to any other gasoline formulation parameters) should be done using the "Fuel
Wizard" tool accessible in the Fuel Importer.
For additional guidance on defining fuel information, consult EPA's MOVES3 Technical
Guidance.27
2.4.4 I/M Programs
Projects within areas covered by an Inspection and Maintenance (I/M) program should
define the program in the MOVES I/M Programs Importer. Users should first examine
the default I/M program description included in MOVES for the particular county in
question. The default I/M data can be reviewed by selecting the Export Default Data
button in the I/M tab of the Project Data Manager. Users should review the details of the
default I/M program and make any necessary changes to match the actual local program
that is planned to be in place in the year being analyzed.
For additional guidance on defining an I/M program in MOVES, consult the MOVES
Technical Guidance.28
If the area does not have an I/M program, the box next to "No I/M Program" should be
checked to produce a green check for this importer.
2.4.5 Retrofit Data
The Retrofit Data Importer in MOVES allows users to enter heavy-duty diesel retrofit
and/or replacement program data that apply adjustments to vehicle emission rates. There
are no default retrofit or replacement data in MOVES. However, users are not required
to input such data into MOVES; they would only do so if they have a retrofit or
replacement program that they want to model. For example, a bus terminal project might
include plans to mitigate emissions by either retrofitting the bus fleet that will operate at
that terminal with control equipment that reduces CO emissions or replacing some or all
of the bus fleet. In that case, the user would specify the details of the retrofit or
replacement project using the Retrofit Data Importer. Please refer to EPA's latest
guidance on quantifying emission reductions from retrofit and replacement programs for
27 The MOVES3 Technical Guidance can be found at: https://www.epa.gov/state-and-local-
transportation/policv-and-technical-guidance-state-and-local-transportation#emission.
28 See footnote 27.
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SIP and conformity purposes.29 Strategies that affect vehicle activity, such as
implementing a truck idle reduction plan, should be handled in the Off-Network Importer
and Links Importer.
2.4.6 Links
The Links Importer is used to define the individual roadway links. All links being
modeled should have unique IDs. The Links Importer requires information on each
link's length (in miles), traffic volume (units of vehicles per hour), average speed (miles
per hour), and road grade (percent; 100 percent equals a 45-degree slope). Users should
follow guidance given in Section 2.1 when determining the number of links and the
length of each link.
This importer also includes a column to add a link description. Descriptions are helpful
to both modelers and reviewers to keep track of what is included in the modeling run.
Note that if the run includes the Off-Network Road Type, the Operating Mode
Distribution Importer will not display a green check until the vehicle soak distribution for
the off-network link is entered using the Operating Mode Distribution Importer.
2.4.7 Link Source Types
The Link Source Types Importer allows users to enter the fraction of the link traffic
volume that is represented by each vehicle type (source type). It is not required if the
project contains only an off-network link. For each LinkID, the
"SourceTypeHourFractions" must sum to one across all source types. If there is an off-
network link, that LinkID should not be included; instead, information for an off-network
link will need to be included in the Off-Network and Operating Mode Distribution
Importers.30
Additionally, the user must ensure that the source types selected in the MOVES
Vehicles/Equipment Panel match the source types defined through the Link Source Types
Importer.
There are no defaults that can be exported from the Link Source Types Importer. For any
analysis at the project level, the user must provide source type fractions for all vehicles
being modeled. There are two options available to populate the Link Source Types input:
29 Diesel Retrofit and Replacement Projects: Quantifying and Using Their Emission Benefits in SIPs and
Conformity - Guidance for State and Local Air and Transportation Agencies, EPA-420-B-18-017, March
2018. This guidance can be found on EPA's website at: https://www.epa.gov/state-and-local-
transportation/policv-and-technical-guidance-state-and-local-transportation#quantifving.
30 When using MOVES 3.0.0 or 3.0.1, and the only link in a MOVES run is an off-network link, the Link
Source Types Importer will still need a green check. In this case, create a template for the
linkSourceTypeHour table. This will create a file with a row for each source type in the run. Fill in linkID
as 0 for each row, and provide a sourceTypeHourFraction that sums to 1. This distribution will not be used
since there is no linkID 0 defined in the Links Importer, but it will provide a green check for this importer.
This workaround is not needed for MOVES3.0.2 or later versions.
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1. For projects that will have an entirely different source type distribution than that
of the regional fleet, the preferred option is for the user to collect project-specific
data. This data could be based on analysis of similar existing projects. For
example, for projects such as bus or freight terminals or maintenance facilities
that contain links that are primarily used by a specific subset of the regional fleet,
users need to develop the fractions of link traffic volume by vehicle type data
specific to the project. This could be based on analysis of similar existing
projects through the interagency consultation process.
2. If the project traffic data suggests that the source type distribution for the project
can be represented by the distribution of the regional fleet for a given road type,
the user can provide a source type distribution consistent with the road type used
in the latest regional emissions analysis. For example, interstates tend to have a
higher fraction of truck traffic than minor arterial roads. Therefore, the interstate
source type distribution used in the regional emissions analysis may be
appropriate to use for an interstate project.
2.4.8 Describing Vehicle A ctivity for Screening Analyses of Roadway Intersections
The Links Importer is also where users may describe vehicle activity for intersection
links, including the approach/departure free-flow links and queue links.
Consistent with the 1992 Guideline, to produce emission rates for a CO screening
analysis of an intersection, users performing such an analysis should calculate emissions
based on average speeds and use the CAL3QHC queuing algorithm for intersection idle
queues. The average speed defined for each link is internally matched with a MOVES
default drive cycle based on that average speed, road grade, and road type and used to
calculate emissions. The intersection free-flow links and queue links should be defined
as follows:
Free-Flow Approach and Departure Links
An average free-flow speed and traffic volume should be defined for each free-flow link
that reflects conditions at peak traffic conditions. A variety of methods are available to
estimate average free-flow speed. Project sponsors should use the appropriate method
based on best practices used for highway analysis in the area for determining congested
average speeds.
Queue Links
Queue links should be assigned an average speed of zero, indicating entirely idle
operation, in the Links Importer. The result for such a link would be the emissions from
the volume vehicles on that link idling for the entire hour. For screening analysis with
CAL3QHC, a grams/vehicle-hour emissions rate is needed. Other inputs to CAL3QHC
include signal cycle length and red time length; CAL3QHC has a queuing algorithm that
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uses those inputs to determine the amount of time in the hour that vehicles are idling at
the signal.
If the analysis is a screenh\ 'sis for an
intersection, please skip to , 2.5.
2.4.9 Describing Running Vehicle A ctivity for All Other Screening Analyses and
Refined Analyses of Any Project
When completing screening analyses of projects not covered by the 1992 Guideline, or
any refined analysis, modelers may use the average speed input or choose to use one of
the optional alternative MOVES activity inputs: Link Drive Schedule or Operating Mode
Distribution. For these types of analyses, idling should be explicitly included in the link
activity entered into MOVES instead of being determined by the CAL3QHC queuing
algorithm. This section describes these options in more detail, as well as describing how
to enter off-network activity into MOVES.
Entering Link Activity into MOVES
MOVES determines vehicle emissions based on operating modes, which represent
different types of vehicle activity such as acceleration (at different rates), deceleration,
idle, and cruise that have distinct emission rates. MOVES handles these data in the form
of a distribution of the time vehicles spend in different operating modes.
There are several methods that users may employ to generate an operating mode
distribution based on the project design and available traffic information. MOVES
currently offers three options that the user can employ to add link activity data,
depending on data availability. These are:
1. Provide average speed and road type through the Links Importer:
Using this approach, MOVES will calculate emissions based on a default drive
cycle for a given speed, grade, and road type. Input of link drive schedules or
operating mode distributions is not needed. For users modeling a free-flow link
with only basic information on average speed and volume on a link, this option
may be appropriate. This approach accounts for some differences in emissions
due to changes in operating modes associated with different average speeds on a
specific road type. However, this approach provides the least resolution when
analyzing the emission impact of a project because the default drive cycles used
by the model may not accurately reflect the specific project. For instance, due to
the range of operating modes associated with intersection projects, a single
average speed would not spatially capture localized idling and acceleration
emissions. Additionally, the default drive schedules may be more appropriate for
links on flat terrain.
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Average speed is an appropriate input when running MOVES in Inventory mode
to model an idle-only link, using a running link with an average speed of 0. The
result for such a link would be the emissions from the volume vehicles on that
link idling for the entire hour. If vehicles idle for only part of the hour, one
approach is to adjust the link volume by the fraction of idling time, i.e., multiply
the number of vehicles by (minutes of idling/60 minutes) and use that adjusted
vehicle volume for that link in the table. Otherwise, emissions for that link will
need to be adjusted by the fraction of idling time in post-processing.
When running in Emission Rates mode, an idle-only link must be modeled using
an operating mode distribution (see below).
2. Provide a link drive schedule using the Link Drive Schedule Importer:
The Link Drive Schedule Importer allows the user to define the precise speed and
grade as a function of time (seconds) on a particular roadway link. The time
domain is entered in units of seconds, the speed variable is miles-per-hour and the
grade variable in percent grade (vertical distance/lateral distance, 100% grade
equals a 45-degree slope).31 If this optional importer is used, MOVES will build
an operating mode distribution from the information in the Link Drive Schedules
table combined with default assumptions regarding vehicle weights and road load
coefficients. This MOVES-calculated operating mode distribution will be used to
calculate link running emissions instead of using the average speed in the Links
table.
Link Drive Schedules are applied to all source types operating on the link. The
Link Drive Schedule therefore represents the "tracer" path of an average vehicle
on each link. Link drive schedules could be based on observations using methods
such as chase (floating) cars on similar types of links, or on expected vehicle
activity based an analysis of link geometry. Link drive schedules will only
represent average vehicle activity, not the full range of activity that will occur on
the link. As described in the appendix, users can overcome this limitation by
defining multiple links for the same portion of the project (links that "overlap")
with separate source distributions and drive schedules to model multiple
representative vehicles.
3. Provide a detailed operating mode distribution for the link:
The Operating Mode Distribution Importer allows the user to directly import
operating mode fraction data for source types, hour/day combinations, roadway
links, and pollutant/process combinations that are included in the run
specification. Operating mode distributions may be obtained from:
31 Note that MOVES does not determine if the vehicle speed trajectory is realistic for assumed vehicle
characteristics and the grade input. Users should ensure that vehicle speeds are realistic and appropriate for
all characteristics of a link, including grade.
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Op-Mode distribution data from other locations with similar geometric
and operational (traffic) characteristics;32 or
Output from traffic micro-simulation models.33
If this optional importer is used, MOVES will use these operating mode fractions
for calculating link running emissions instead of creating an operating mode
distribution from the average speed included in the Links table.
Instructions for the Operating Mode Distribution Input when Using Emission
Rates:
When running MOVES in Emission Rates mode, the operating mode
distribution input can be used to model an idle-only link on one of the on-
network road types:
With the Links Importer, specify a running link with an average speed
of 1 mph.34
With the Operating Mode Distribution Importer:
o For all running polProcessIDs (i.e., polProcessIDs with the last
two digits of "01"), input a fraction of:
¦ 1.0 for opModelD 1
¦ 0.0 for opModelDs 0 and 11 through 40
o To account for brakewear, input the following fractions for
polProcessID 11609 (PM2.5) and 10609 (PM10):
¦ 1.0 for opModelD 501
¦ 0.0 for opModelDs 0 through 40
o To account for tire wear, input the following fractions for
polProcessID 11610 (PM2.5) and 10610 (PM10):
¦ 1.0 for opModelD 400
¦ 0.0 for opModelDs 401 through 416
Users should consider the discussion in this section when deciding on the appropriate
activity input. The MOVES model is capable of using complex activity datasets with
high levels of resolution to calculate link-level emissions. EPA encourages the
32 For example, chase (or floating) cars, traffic cameras, and radar guns have been used previously to
collect some traffic data for use in intelligent transportation systems and other applications. EPA
encourages the development of validated methods for collecting verifiable vehicle operating mode
distribution data at specific locations representative of different projects covered by this guidance.
33 A traffic micro-simulation model can be used to construct link drive schedules or operating mode
distributions if prior validation of the model's predictions of speed and acceleration patterns for roadway
links similar to those in the project was conducted. If a user has a micro-simulation model that has been
previously demonstrated to adequately predict speed/acceleration patterns for relevant vehicle classes (e.g.,
heavy-duty), and has a procedure for importing data into MOVES, it may be appropriate to use the micro-
simulation model.
34 The units for the running emissions process in Emission Rates mode is "mass per distance," and no
distance is traveled while idling. Therefore, an average speed of 1 mph is used to transform the units for an
idling link to "mass per hour."
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development of validated methods for collecting verifiable vehicle Op-Mode distribution
data at locations and in traffic conditions representative of different projects covered by
this guidance. However, the user should determine the most robust activity dataset that
can be reasonably collected while still achieving the goal of determining an accurate
assessment of the CO air quality impacts from a given project. The choice of whether to
rely on average speed information in the Links Importer, or add more detailed
information through the Link Drive Schedules or Op-Mode Distribution Importers should
be based on the data available to the user and should reflect the vehicle activity and
behavior on each link. Appendix A provides additional detail for using these three
options to describe activity at an intersection project.
2.4.10 Describing Starting and Hotelling Vehicle Activity for All Other Screening
Analyses and Refined Analyses of Any Project
If the project includes an area where vehicles are starting their engines or in hotelling
mode (such as a truck stop, parking lot, or passenger or freight intermodal terminal),
additional importers in the Project Data Manager are needed:
the Off-Network Importer
the Operating Mode Distribution Importer, and
if there is hotelling activity, the Hotelling Importer.
Off-Network Importer. This importer is used to describe the off-network link. There are
no default values available for any of the off-network inputs, so users will need to
populate the Off-Network table with information describing vehicle activity in the off-
network area being modeled. The required fields are vehicle population, start fraction,
and "extended idle fraction" (which refers to all hotelling activity rather than only
extended idling):
The "vehiclePopulation" column reflects the total number of each source type
parked on the off-network area over the course of the hour covered by the
MOVES run.35
The "startFraction" column is the fraction of the total vehicle population that
starts during the hour.
The "extendedldleFraction" specifies the fraction of time that the vehicle
population spends in hotelling operation in the hour. This column should be zero
for all vehicles other than long-haul combination trucks, because hotelling is an
activity that applies only to long-haul combination trucks. For combination long-
haul trucks (SourceTypelD 62), if a non-zero number is entered, the user would
also complete the Hotelling Importer.
The "parkedVehicleFraction" is not required as an input and can be left blank as it
is used for evaporative emissions and does not apply to CO modeling.
35 Note that while link volume for the off-network link is required on the Links input, the vehicle
population column of the Off-Network table is what MOVES uses to calculate emissions on this link.
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The Off-Network Importer allows only one off-network link to be described per run. If
more than one off-network link is associated with the project, another MOVES run may
be needed to characterize each additional off-network location.36
Operating Mode Distribution Importer If an off-network link is defined, users need to
also define an Op-Mode distribution that describes the soak-time distribution of vehicles
on the link; this will affect the start emissions. The soak time is the time a vehicle is
stationary with the engine turned off, following the last time it was operated. There are
no default soak-time distributions available. Soak times and soak-time distributions
should be specific to the type of project being modeled. This information could either be
directly collected or obtained from information collected for a similar project. For
instance, a park-and-ride lot may have vehicles parked for eight or nine hours prior to
starting, while an intermodal freight terminal may have vehicles parked for only one hour
before starting. This information should be defined through the appropriate distribution
of soak-time Op-Modes (OpModes 101-108) in the Op-Mode Distribution table.37
When a template is created for this importer, operating modes for the running and
braking processes (i.e., opModelDs 0 through 40 and 501) will be present if these
processes are selected in the RunSpec. These operating modes should be deleted unless
the user is supplying detailed operating mode distributions to describe running activity, as
discussed above (in the third option for defining activity on running links using the
Operating Mode Distribution Importer).
Hotelling Importer This importer is needed when the extendedldleFraction for
sourceTypelD 62 (long-haul combination trucks) is non-zero in the Off-Network table.
Hotelling operation applies only to long-haul combination trucks and is defined as the
operation of the truck in "hotelling" mode, typically at overnight rest areas. In order to
heat and cool the cab, as well as to run appliances, an added energy load is necessary.
This energy is provided from four possible modes, defined in the Hotelling Importer for
each model year:
Extended idling (OpModelD 200), where the truck engine is operating at a higher
RPM than during normal idling to accommodate the extra load from the
accessories;
Diesel auxiliary power unit (OpModelD 201), or APU, where a small, separate
diesel engine is used to power accessories;
36 Alternatively, if the off-network links are identical in terms of fleet mix and soak times, one off-network
link can be used and the results post-processed so that they can be used to represent parking areas with
different numbers of starts per hour. See the MOVES module of EPA's PM hot-spot training for more
information, available on the web site at: https://www.epa.gov/state-and-local-transportation/proiect-level-
pdf.
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Battery power (OpModelD 203), where the engine is off and the accessories are
being run from battery power; and
Engine-off (OpModelD 204), where accessories are powered by an external
source of electricity available at the truck stop.38
Note that battery power and engine-off both yield zero emissions. Local hotelling
activity for a given project will likely be different than the national defaults. Default
information is available, but should be used only in the absence of local information.
Users should look at the default information and decide whether it is consistent with the
expected operating modes in the project's location.
Shorter periods of idling for long-haul combination trucks and all idling for other
vehicles should be modeled as a project link with an average speed of "0" mph, as
explained above in Section 2.4.9, in the first option for defining activity on running links
using average speed in the Links Importer.
Sources of Information and Documentation.
For vehicle population inputs, the user should be able to rely on existing project
documentation. The user will also need to estimate the number of starts and hotelling
operation of the facility during the peak hour. For example, in a bus terminal project, the
user could estimate the number of starts for the peak hour based on expected passenger
ridership and proposed operating schedules for the buses using the terminal.
Information on start and hotelling activity should be specific to the project being
modeled. However, data from similar projects could be adapted for use in a CO hot-spot
analysis, when appropriate. For instance, the ratio of starts to vehicles for a parking lot
project being analyzed could be determined by studying a similar parking lot.
The methods and assumptions used to derive off-network inputs (including starts,
hotelling activity, and soak-time distributions) should be documented as part of the
analysis, including any adjustments based on data from similar projects.
2.5 Generating emission rates for use in air quality modeling
The MOVES model provides results as either an emission total (if Inventory mode is
selected) or an emission rate (if Emission Rates mode is selected). The emission results
calculated for each pollutant are in the following terms (assuming grams and miles are
selected on the General Output Panel, as described in Section 2.3.8):
grams/hour for each link in Inventory mode
grams/vehicle-mile for each link in Emission Rates mode
38 More information is available in the Population and Activity ofOnroad Vehicles in MOVES3, EPA-420-
R021012, April 2021, available on EPA's website at: https://www.epa.gov/moves/moves-onroad-
technical-reports#moves3 .
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Regardless of which mode is used, MOVES will produce emission results at the level of
detail selected on the Output Emissions Detail Panel of the RunSpec, as described in
Section 2.3.9. For example, if output by "Emission Process" is selected, MOVES will
produce separate grams/hour or grams/vehicle-mile results for each emission process
modeled.
When run to calculate "Inventory" output (as described in Section 2.3.2), the MOVES
model does not explicitly produce the required emission rates. The emission results are
calculated by MOVES in terms of absolute grams for each link defined in the "Links"
input file. Therefore, the user will need run a MOVES post-processing script to generate
the grams/vehicle-mile, grams/vehicle-hour, or other appropriate emission rate. The
following sections describe these procedures in more detail for CO screening analyses of
intersections as well as other situations.
2.5.1 Screening Analyses of Roadway Intersections
As noted earlier, according to EPA's regulatory recommendations for air quality
modeling (Section 4.2.3.1 (b) of Appendix W to 40 CFR Part 51, which references the
1992 Guideline), the CAL3QHC model would be used for CO screening analyses of
intersection projects. CAL3QHC calculates air quality estimates based on the defined
emission rate, volume of traffic on, and length of a given link in combination with
information on signal timing, queue length, and Level-of-Service (LOS). For these
analyses, the required information from MOVES is a grams/vehicle-mile emission rate
for each free-flow link and a grams/vehicle-hour emission rate for each queue link.
After running MOVES in Inventory Mode, the CO_CAL3QHC_EF script can be run on
the output database. Make sure that the correct output database is selected on the General
Output Panel, then in the Post Processing menu, select "Run SQL Script on Onroad
Output Database." In the pop-up window, select the CO_CAL3QHC_EF script, and
click OK. Then access the script from the MOVES post-processing menu. After running
the script, a new table will be created in the MOVES output database called
"CO_EmissionFactors." (Note: the SQL screen may need to be refreshed to display the
new table created by the script). The table will contain summary gram/veh-mile rates for
running/free-flow links and gram/veh-hour idle rates for queue links. These rates may be
used directly in CAL3QHC.
2.5.2 All Other Screening Analyses and Refined Analyses of Any Project
When completing screening analyses of projects not covered by the 1992 Guideline, or
any refined analysis, MOVES provides results as either an emission total (if "Inventory"
output is selected when developing the RunSpec) or an emission factor (if "Emission
Rates" output is selected). The emission results are produced for each pollutant and
process and are calculated in terms of grams per link or grams/vehicle-mile per link.
AERMOD requires a single emissions value for each time unit and link being modeled.
AERMOD uses a gram/time emission factor for each source and for each hour of the day.
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AERMOD sources should be mapped to links modeled by MOVES and the time of day
should be mapped based on the time periods analyzed, as described in Section 2.2.3.
MOVES includes post-processing scripts that can calculate a single emissions value for
each time unit and link being modeled. After running MOVES, these scripts can be run
on the output database. First, make sure that the correct output database is selected on the
General Output Panel. Then, in the Post Processing menu, select "Run SQL Script on
Onroad Output Database." In the pop-up window, select the desired script, and click OK.
After reading the next informational dialog that pops up, click OK to run the script. Each
script will produce a table in the output database, with the table name corresponding to
the name of the script. The SQL screen may need to be refreshed to display the new table
created by the script.
If Inventory mode is used, select the "CO_Grams_Per_Hour.sql" script to
calculate total emissions in grams/hour for each MOVES run, year, month, hour,
and link in the output database. These grams/hour emissions would need to be
converted into the appropriate inputs for AERMOD, such as grams/second
(volume source type), or grams/second/square meter (line/area source type).
If Emission Rates mode is used, select the "CO_Grams_Per_Veh_Mile.sql" script
to calculate total emissions in grams/vehicle-mile for each MOVES run, year,
month, hour, and link in the output database. These grams/vehicle-mile emissions
from MOVES would need to be converted into the appropriate inputs for
AERMOD. Converting these emissions is more complicated than converting
results from Inventory mode, because these rates must be multiplied by the
correct hourly volumes and link lengths first, then converted to into the
appropriate inputs such as grams/second (volume source type), or
grams/second/square meter (line/area source type).
EPA also has a tool, "MOVES2AERMOD," to convert MOVES results done with
Inventory mode into a format that can be included in AERMOD (with the AERMOD
keyword EMISFACT). The MOVES2AERMOD script can be found on EPA's MOVES
website.39 The ZIP file contains instructions for using the tool.
This concludes the discussion on how to generate project-level CO emission rates using
MOVES. Please refer to the 1992 Guideline and Appendix W to 40 CFR Part 51 for
further information on how to incorporate MOVES emission rates into air quality
modeling.
39 See EPA's website at: https://www.epa.gOv/moves/tools-develop-or-convert-moves-inputs#emisfact.
The M0VES2AERM0D tool can be used with any number of MOVES runs. MOVES runs represent
emissions at different times. In the M0VES2AERM0D tool, the modeler assigns the runs to the
appropriate hours of the day in all four seasons of the year via the "TrafficDistribution" spreadsheet, one
of the three spreadsheets that modelers need to populate to use the tool.
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Appendices
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Appendix A Example: USING MOVES FOR A CO SCREENING
Analysis of an Intersection
The following is an abbreviated example of using MOVES to calculate CO emission
rates for a portion of an intersection project. The example shown is of a single, one-way
arterial road through a signalized intersection; while real-world projects would be more
complex, this simplified example makes it easier to demonstrate the steps necessary to
calculate emission rates using MOVES.
This example does not include the subsequent air quality modeling; project sponsors
should refer to the 1992 Guideline for an example of running CAL3QHC for an
intersection project using CO emission rates.
Note also that this example includes only an intersection of the type covered by the 1992
Guideline. This example is not relevant for CO refined analyses and may not be relevant
for other types of projects. Additionally, all activity will be defined through the average
speed function of the Links Importer. It is therefore not necessary to import a Link Drive
Schedule, Op-Mode Distribution, or Off-Network table.
The following is some pertinent data about the example project being analyzed:
The analysis is of a single intersection (see next section for details) located in a
county in a state other than California.
The analysis month and year is January 2025.
Meteorological data for January at this location is 16.5 degrees Fahrenheit and
84.1% relative humidity.
All vehicle types are present in the intersection being analyzed; however, no local
age distribution is available.
There is no I/M program for the county where the project is located. This input
will not be used.
A.l Characterizing the project in terms of links (section 2.1)
A diagram of one road involved in a proposed intersection project is shown in Figure 3.
A single free-flow approach link (Link 1) leads to a signalized intersection; vehicles idle
at the defined queue link (Link 2), and exit the intersection on the free-flow departure
link (Link 3). Vehicle volumes and average speeds are estimated to reflect typical peak
hour activity:
Link 1 (Free-flow Approach Link): 1000 vehicles per hour - 45 mph average speed
Link 2 (Queue Link): 1000 vehicles per hour - 0 mph speed (idle)
Link 3 (Free-flow Departure Link): 1000 vehicles per hour - 45 mph average speed
All links are at 0% grade. Approach and departure links each have a length of 300
meters. The queue link is assigned a link length of 50 meters.
37
-------
Note: Since the goal of the MOVES run is to produce a grams/vehicle-mile and/or
grams/vehicle-hour emission rate(s), the exact length or volume of each link is not
important for running MOVES; in the post-processing script that creates these
rates, total emissions will be divided by vehicle volume and for non-queue links,
divided by link length as well. Exact length and volume of links are important for
subsequent CAL3QHC dispersion modeling.
Figure 3. Links Characterizing the Proposed Intersection
A.2 Determining the number of moves runs (section 2.2)
This example follows the 1992 Guideline by conservatively using typical peak-hour
traffic activity in one MOVES run to generate emission rates.
A.3 Determine basic run specification inputs (section 2.3)
When configuring MOVES for the analysis, a RunSpec is developed following the
guidance in Section 2.3:
Description Panel: though optional, a description of the run is added, including
the project name, year being modeled, and the purpose of the run (see Section
Scale Panel: "Onroad", "Project", and "Inventory" are selected, which will
produce total emissions for each link (see Section 2.3.2).
Time Spans Panel: the appropriate year, month, type of day, and hour is selected
(see Section 2.3.3): 2025, January, weekday, 7:00-7:59 am (hourlD 8).
Geographic Bounds Panel: the specific county where the project is located is
selected (see Section 2.3.4).
Onroad Vehicles Panel: all vehicle types are selected (see Section 2.3.5).
Road Type Panel: the Urban Unrestricted Road Type is selected (see Section
Link 1
(Free-flow
Approach)
Link 2
(Queue)
Link 3
2.3.1)
2.3.6).
38
-------
Pollutants and Processes Panel: the pollutant/processes CO Running and CO
Crankcase Running are selected (see Section 2.3.7). No other CO processes are
selected because the project modeled is comprised only of running links: the Off-
Network Road Type is not present in this project and therefore no start or
hotelling processes need to be selected.
General Output Panel: an output database is specified, and units of grams and
miles are left checked (see Section2.3.8). Population and Distance Traveled are
selected as Activity outputs.
Output Emissions Detail Panel: no additional boxes are selected.
Create Input Database Panel: an input database name is chosen, and the "Create
Database" button is clicked.
A.4 Entering project details using project data manager
(section 2.4)
After filling out the appropriate selections in the RunSpec, the project details are entered
using the Project Data Manager, which can be accessed from the Create Input Database
Panel using the "Enter/Edit Data" button.
A.4.1 Meteorology Data
The meteorology table is populated using the second option in Section 2.4.1 with the
average January temperature of 16.5 degrees Fahrenheit and relative humidity of 84.1%.
The meteorology input table is shown in Figure 4.
Figure 4. Meteorology Input (Average January Conditions) - Intersection
monthlD zonelO SiourlD temperatu relHumidity
! 1 261610 8 16,5 84,1
A.4.2 Age Distribution
For the purposes of this example, no local age distribution is available, so the default
MOVES age distribution for 2025 is used. As stated in Section 2.4.2 of the guidance, the
default data should be used only if an alternative state or local dataset, e.g., from the
area's latest regional emissions analysis, cannot be obtained. Part of the age distribution
table is shown in Figure 5.
39
-------
Figure 5. Fleet Age Distribution (Partial) - Intersection
D agelD
ageFraction
2025
0
0.058795
2025
1
0.05825
2025
2
0.056384
2025
3
0.052493
2025
4
0.050439
2025
5
0.047835
2025
6
0.045175
2025
7
0.042926
2025
8
0.031622
2025
9
0.029763
2025
10
0.028053
2025
11
0.026307
2025
12
0.022223
2025
13
0.023216
2025
14
0.016007
2025
15
0.012358
2025
16
0.027225
2025
17
0.033579
2025
13
0.04137
2025
19
0.040161
2025
20
0.036187
2025
21
0.029451
2025
22
0.031635
2025
23
0.025445
2025
24
0.021134
2025
25
0.01678
A. 4.3 Fuel
As recommended in Section 2.4.3 of this guidance, the default MOVES fuel information
is used for the analysis (Figures 6, 7, 8, and 9).
Figure 6. Fuel Supply Table - Intersection
fuelRegionlD fuelYearlD morithGroupID fuelFormulationID marketShare marketShareCV
270000000 2025 1 90 1 0,5
270000000 2025 1 9115 1 0.5
270000000 2025 1 25003 1 0.5
270000000 2025 1 27001 1 0.5
j 270000000 2025 1 28001 1 0.5
40
-------
Figure 7. Fuel Formulation Table (Partial) - Intersection
fueiFormu fuelSubtyp RVP suifurLeve ETOBVoim MTBEVolu ETBEVolur TAMEVoiu aromaticC olefinCont benzeneCc e200 e300
10
10
6.9
30
0
0
0
0
26.1
5.6
1
41.09
83.09
20
20
0
11
0
0
0
0
0
0
0
0
0
1 30
30
0
7.6
0
0
0
0
0
0
0
0
0
j 50
51
7,7
11
85
0
0
0
0
0
0
999
999
i 90
90
0
0
0
0
0
0
0
0
0
0
0
| 96
10
8,7
338
0
0
0
0
26.4
11.9
1.64
50
83
| 97
10
6.6
150
0
0
0
0
24
11
0.8
52
84
! 98
12
8.8
30
10
0
0
0
25.77
8.44
0.65
47.61
84.89
; 99
12
8.8
30
io
0
0
0
25,77
8.44
0.65
47.61
84.89
: 9115
12
12.8
10
10
0
0
0
21,7733
8.34953
0.68035
51.5882
85.8947
9415
10
12
10
0
0
0
0
23.4733
6.64953
0.69035
45.1881
85.6947
! 9715
15
12.65
9.5
15
0
0
0
20.6846
7.93205
0.646333
56.9577
86.572
i 25003
21
0'
8
0
0
0
0
0
0
0
0
0
'j 27001
51
10.5
8
74
0
0
0
0
0
0.16
999
999
: 28001
30
0
7,6
0
0
0
0
0
0
0
0
0
Figure 8. Fuel Usage Fraction - Intersection
countylD fuelYearlD modeiYeaisourceBW fuelSupply usageFractioi
26161
2025
0
1
1
1
26161
2025
0
2
2
1
26161
2025
0
3
3
1
26161
2025
0
5
1
0.982134
26161
2025
0
5
5
0.017866
26161
2025
0
9
9
1
41
-------
Figure 9. Alternative Vehicle and Fuel Technology (Partial) - Intersection
sourceTyp modelYearlD fuelTypelD engTechID fuelEngFraction
j 11 I960 111
I 11 1961 111
j 11 1962 111
1 11 1963 111
I 11 1964 1 1 1
[ 11 1965 111
j 11 1966 111
| 11 1967 111
i 11 1963 111
j 11 1969 111
1 11 1970 111
1 11 1971 1 1 1
[ 11 1972 1 1 1
I 11 1973 111
j 11 1974 1 1 1
! 11 1975 1 1 1
i 11 1976 111
! 11 1977 1 1 1
! 11 1978 111
i 11 1979 111
11 1980 111
I 11 1981 111
11 1982 1 1 1
11 1983 1 1 1
11 1984 111
11 1985 1 1 1
11 1986 1 1 1
A.4.4 I/M Programs
In this example, it is not necessary to input an I/M program since there is no program in
the county containing the project. However, the I/M tab needs to have a green check for
MOVES to run. Therefore, the Importer is opened and the "No I/M Program" box is
checked, which results in a green check on the tab.
A. 4.5 Links
The Links table is populated with the parameters of each link (shown in Figure 11).
Links 1 and 3 (free-flow approach and departure links) are assigned a link length of 300
meters (0.1875 miles), a link volume of 1000, and an average speed of 45 mph. Link 2 is
assigned a link length of 50 meters (0.016 miles), a link volume of 1000, and an average
speed of 0 mph. Since no Op-Mode distribution or Link-Drive Schedule is defined for
42
-------
any of the links, MOVES will calculate emission based on average speed, road type, and
grade.
Figure 10. Links Table - Intersection
jlirtklD countylD zonelD roadTypel linkLength iinkVolumc linkAvgSpe linkOescription UnkAvgGrade
1 26161 261610 5 0,1875 1000 45 Approach Link 0
I 2 26161 261610 5 0,016 1000 0 Queue Link 0
; 3 26161 261610 5 0.1875 1000 45 Departure Link 0
A. 4.6 Link Source Types
The distribution of source types is defined based on the distribution of vehicles on arterial
roads used in the latest regional emissions analysis (see Figure 10). The same
distribution is used for all three links.
Figure 11. Link Source Types Input Table (Partial) Intersection
iiinktD
sourceTypelD
sourceTypeHourFraction
11
0.007727302
21
0.701588744
31
0,228137367
32
0.027312514
41
0,00038476
42
0.000225036
43
0.002638374
51
0.000320476
52
0,016751713
53
0.001927479
54
0.003798933
§1
0.004306703
62
0,004880637
2
11
0,007727302
2
21
0.701588744
2
31
0,228137367
2
32
0.027312514
2
41
0.00038476
2
42
0.000225036
2
43
0.002638374
2
51
0,000320476
2
52
0,016751713
2
53
0.001927479
2
54
0,003798933
2
61
0.004306703
2
62
0.004880637
3
11
0.007727302
43
-------
A.5 Generating emission rates for use in air quality modeling
(section 2.5)
After running MOVES, the MOVES CO_CAL3QHC_EF post-processing script is run.
The resulting emission rates (shown in bold in Figure 12) are 2.742 grams/vehicle-mile
for the free-flow approach and departure links (Links 1 and 3) and 5.570 grams/vehicle-
hour for vehicles idling on the queue link (Link 2). These rates can be now be used in
CAL3QHC to complete this CO screening analysis.
Figure 12. Emission Rate Calculations for Each Link - Intersection
; movesRun yearld monthld day Id
2025 1
2025 1
2025 1
hourld linkld pollutant
5
8
1
CO
5
CO
2
CO
5
8
3
CO
GramsPerVehMile GramsPerVehHour
2.741874674
5,569603027
2,741874674
:
i
i
44
-------
Appendix B Example: USING MOVES TO CALCULATE
Start and Idle Emission Factors at a Park and Ride
Lot
The following is an abbreviated example of using MOVES to calculate CO emission
rates for the start and idle activity (gram/vehicle-start and gram/vehicle-hour,
respectively) for passenger vehicles associated with a park-and-ride lot serving a transit
bus facility. Although this example is for the peak (or worst-case) hour, the methodology
described for calculating start and idle emission factors could apply to both screening and
refined analyses.
For illustrative purposes, the passenger vehicles are assumed to be entirely passenger cars
(source type 21). Additionally, only start and idle emissions are considered in this
example to illustrate how to set up MOVES to obtain these emissions. Although a real-
world project would likely be more complex, this simplified example makes it easier to
demonstrate the steps necessary to calculate emission rates using MOVES.
A more realistic scenario would also include emissions associated with the passenger cars
driving as well as transit buses entering and exiting the facility. Users can refer to
Section 2 of the guidance, as well as the intersection example in Section 3, for
information on how this type of activity - activity on free-flow and queue links - would
be defined for such a park-and-ride lot and transit terminal.
The following is some pertinent data about the example project being analyzed:
The analysis is of a park-and-ride lot serving a transit bus facility (see next section
for details) located in a county in a state other than California.
The analysis month and year is January 2025.
Meteorological data for January at this location is 25 degrees Fahrenheit and 70%
relative humidity.
An age distribution for passenger cars is available from the latest regional
conformity analysis.
Project engineers have estimated soak times for the cars that will use the lot based
on an analysis of similar facilities (see next section for details).
There is no I/M program active in the county where the project is located.
B.l Characterizing the project in terms of links (section 2.1)
To calculate both a start emission factor and idle emission factor for passenger cars, two
links are defined. A single idle link (Link 1) is defined to represent idling passenger cars
and the road type chosen for this link is "Urban Unrestricted." The start emission activity
from the vehicles is defined through an off-network link (Link 2). The following traffic
data is available for the peak hour of activity:
Link 1 (Idle Link): 50 passenger cars idling - 0 mph average speed (idle); road type
"Urban Unrestricted"
45
-------
Link 2 (Off-network Link): 100 starts during the peak hour; road type "Off-Network"
The lengths of the idle link and off-network link are set to 0:
Idle links can have a link length of zero since there is no distance covered by
idling vehicles;
Off-network links are for estimating emissions when vehicles are parked, started,
or hotelling (long-haul combination trucks only), and there is no distance
associated with these activities.
Also, both links have a 0% grade.
Based on activity patterns at similar transit park-and-ride lots in the area, project sponsors
determine that the hour with the peak emissions will be 5-6 pm (hourlD 18) when
commuters return to their cars and start them. At that time of day, passenger cars will
have been "soaking" for about nine to ten hours. (Soak time is the amount of time a
vehicle has not been running before starting again.)
B.2 Determining the number of moves runs (section 2.2)
Since this is a screening analysis, this example uses peak-hour vehicle activity in one
MOVES run to generate "worst-case" emission rates.
B.3 Determine basic run specification inputs (section 2.3)
When configuring MOVES for the analysis, a RunSpec is developed following the
guidance in Section 2.3:
Description Panel: though optional, a description of the run is added, including
the project name, year being modeled, and the purpose of the run (see Section
2.3.1)
Scale Panel: "Onroad," "Project," and "Inventory" are selected, which will
produce total emissions for each link (see Section 2.3.2).
Time Spans Panel: the appropriate year, month, type of day, and hour is selected
(see Section 2.3.3): 2025, January, weekday, 5:00-5:59 pm (shown on the panel
as "17:00-17:59", which is MOVES hourlD 18).
Geographic Bounds Panel: the specific county where the project is located is
selected (see Section 2.3.4).
Onroad Vehicles Panel: for the purposes of this example, only passenger cars are
selected (sourceType 21) (see Section 2.3.5).
Road Type Panel: the Off-Network and Urban Unrestricted Road Types are
selected (see Section 2.3.6).
Pollutants and Processes Panel: for the pollutant CO, the processes running
exhaust, crankcase running exhaust, start exhaust, and crankcase start exhaust, are
selected according to the guidance (see Section 2.3.7).
General Output Panel: an output database is specified, and units of grams and
miles are left checked (see Section2.3.8). Population is selected as an Activity
output.
46
-------
Output Emissions Detail Panel: No additional boxes are selected.
B.4 Entering project details using project data manager
(SECTION 2.4)
After filling out the appropriate selections in the RunSpec, the project details were
entered using the Project Data Manager.
B. 4.1 Meteorology Data
The meteorology table was populated using the second option in Section 2.4.1 with the
average January temperature (25 degrees Fahrenheit) and relative humidity (70%). The
meteorology input table is shown in Figure 13.
Figure 13. Meteorology Input (Average January Conditions) - Park and Ride
[monthID zonefD hourlD temperature relHumidity
I 1 261610 18 25 70
-¦i
B. 4.2 Age Distribution
An age distribution table was used that reflects the passenger car fleet accessing the park-
and-ride lot (see Figure 14). In this example, the age distribution used is based on the
latest regional SIP, as discussed in Section 2.4.2 of the guidance.
47
-------
Figure 14. Fleet Age Distribution (Partial) - Park and Ride
sourceTyp
yearlD age ID
agefractiors
21
2025
0
0.133990
21
2025
1
0.145950
21
2025
2
0.114040
21
2025
3
0,093500
21
2025
4
0.066700
21
2025
5
0.051590
21
2025
8
0.049480
21
2025
7
0.043290
21
2025
8
0.033510
21
2025
9
0.031090
21
2025
10
0.018740
21
2025
11
0.012660
21
2025
12
0.013140
21
2025
13
0.012240
21
2025
14
0.012450
21
2025
15
0.010690
21
2025
16
0.020260
21
2025
17
0.015660
21
2025
18
0,012790
21
2025
19
0.014070
21
2025
20
0.017810
21
2025
21
0.011510
21
2025
22
0.011170
21
2025
23
0.009270
21
2025
24
0.007693
21
2025
25
0.006385
21
2025
26
0.005299
B.4.3 Fuel
As recommended in Section 2.4.3 of this guidance, the default MOVES fuel information
was used for the analysis (Figures 15, 16, 17, and 18). However, the AVFT table was
changed to model an entirely gasoline fleet (fractions of 1.0 for all gasoline passenger
cars).
Figure 15. Fuel Supply Table - Park and Ride
i
:fuei Region ID fuelYearlD monthG^oupID fueiFormuIationID marketSha marketShareCV
; 270000000 2025 1 90 1 0.5
j 270000000 2025 1 9115 1 0,5
,1 270000000 2025 1 25003 1 0.5
! 270000000 2025 1 27001 1 0,5
48
-------
Figure 16. Fuel Formulation Table (Partial) - Park and Ride
fueiFormu fueiSubtyp RVP sulfurLeve ETOHVoIu: MTBEVolu ETBEVoiur TAMEVolu aromaticC oiefinCont benzeneCc e200 e300
10
10
6,9
30
0
0
0
0
26.1
5.6
1.
41,09
83.09
20
20
0
11
0
0
0
0
0
0
0
0
0
50
51
7.7
11
85
0
0
0
0
0
0
999
999
90
90
0
0
0
0
0
0
0
0
0
0
0
96
10
8.7
338
0
0
0
0
26.4
11.9
1.64
50
83
97
10
6.6
150
0
0
0
0
24
11
0.8
52
84
98
12
8.8
30
10
0
0
0
25.77
8.44
0.65
47.61
84.89
99
12
8.8
30
10
0
0
0
25.77
8.44
0.65
47.61
84.89
9115
12
12.8
10
10
0
0
0
21.7733
8.34953
0.68035
51.5882
85.8947
9415
10
12
10
0
0
0
0
23.4733
6.64953
0.69035
45.1881
85,6947
9715
15
12.65
9.5
15
0
0
0
20.6846
7.93205
0.646333
56.9577
86.572
25003
21
0
6
0
0
0
0
0
0
0
0
0
27001
51
10.5
8
74
0
0
0
0
0
0.16
999
999
Figure 17.
:countyID
26161
: 26161
j 26161
26161
] 26161
Fuel Usage Fraction - Park and Ride
fuelYearlD modelYeai Gro sourceBSnFuel fuelSupplyFue usagefraction
2025
2025
2025
2025
2025
0
0
0
0
0
1
2
5
5
9
1
1
0.982134
0.017866
49
-------
Figure 18. Alternative Vehicle and Fuel Technology (Partial) - Park and Ride
sourceTyp modelYearlD fuelTypelD
engTechID fuelEngFractio
n
; 21
1960
1
1
1
| 21
1960
2
n
I 21
1960
5
1
0
1 21
1960
9
30
0
1 21
1961
,
i
1
I 21
1961
2
1
0
1 21
1961
5
1
0
1 21
1961
9
30
0
. 21
1962
1
1
1
21
1962
2
1
0
! 21
1962
5
1
0
21
1962
9
30
0
21
1963
1
1
1
! 21
1963
2
1
0
21
1963
5
1
0
21
1963
9
30
0
21
1964
1
1
1
21
1964
2
1
0
21
1964
5
1
0
21
1964
9
30
0
1 21
1965
1
1
1
, 21
1965
2
1
0
I 21
1965
5
1
0
I 21
1965
9
30
0
1 21
1966
1
1
1
| 21
1966
2
1
0
| 21
1966
5
1
0
B. 4.4 Inspection and Maintenance (I/M)
In this example, it is not necessary to input an I/M program since there is no program in
the county containing the project. However, the I/M tab needs to have a green check for
MOVES to run. Therefore, the Importer is opened and the "No I/M Program" box is
checked, which results in a green check on the tab.
B. 4.5 Links
The Links table was populated with the parameters of each link (shown in Figure 20). To
reflect the previously described peak hour activity:
Link 1 is defined as the idle link (road type ID 5), with a link length of 0 miles, a
link volume of 50, and an average speed of 0 mph.
Link 2 is defined as the off-network link (road type ID 1), with a link length of 0
miles, a link volume of 100, and an average speed of 0 mph.
50
-------
Figure 19. Links Table - Park and Ride
-lirtkfD countylD zonelD roadTypelD linkLength linkVolume linkAvgSpeed linkDescription linkAvgGrade
I 1 26161 261610 5 0 50 0 Idle link 0
! 2 26161 261610 1 0 100 0 Off-network lin« (starts) 0
B. 4.6 Link Source Types
A source type distribution was defined for the idle link, Link 1. All activity is from
passenger cars (sourceType 21 - see Figure 19). The source type distribution for the
starting vehicles on the Off-Network link (Link 2) is defined in the Off-Network Table
(see Section 4.4.7).
Figure 20. Link Source Types Input Table - Park and Ride
linkID sourceTyp sourceTypeHourFraction
I 1 21 1
B. 4.7 Off-Network and Op-Mode Distribution
Information on start activity is defined through both the Off-Network and Op-Mode
Distribution tables. First, the source type and link volume are defined in the Off-Network
Table (Figure 21) with a start fraction of 1 (indicating that all 100 vehicles are starting
during the hour). The extended idle fraction and parked vehicle fraction are set to O.40
Figure 21. Off-Network Table - Park and Ride
zonelD sourceTyp vehiciePopulation startFraction extendedldleFraction parkedVehicleFractio <
; 261610 21 100 1 0 U
The soak distribution (the time spent parked before starting) is defined in the Op-Mode
Distribution Table. As noted in Section 4.1, for this specific project, all passenger cars
have been parked for nine to 10 hours prior to starting. As shown in Figure 22, the
OpModelD corresponding to this soak time is OpModeID107.41 Start emissions for CO
come from both the start exhaust process (polProcess 202), as well as the crankcase start
process (polProcess 216). A fraction of 1 for OpModelD 107 is defined for each
pollutant process.
40 Note: the "Extended Idle Fraction" field is only relevant for Long-Haul Combination Diesel Trucks. See
the MOVES Technical Guidance for more information.
41 For a list of OpModelDs, as well IDs for many other MOVES inputs, see EPA's MOVES3 Onroad Cheat
Sheet, available at:
https://github.com/USEPA/EPA MOVES Model/blob/master/docs/MOVES3CheatsheetOnroad.pdf.
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Figure 22. Op-Mode Distribution Table - Park and Ride
sourceTyp bourDaylD link ID polProcessID opModelD opModefraction
| 21 185 2 202 107 1
I 21 135 2 216 107 1
B.5 Generating emission rates for use in air quality modeling
(section 2.5)
After running MOVES, the post-processing script "CO_Grams_Per_Hour" was run on
the output database. The resulting emission rates (shown in Figure 23) are used in air
quality modeling.
Figure 23. Emission Rates for Each Link - Park and Ride
| movesRun yearld monthld hourld linkld pollutant gramsPerHour
! 1 2025 1 18 1 Total CO 86.94779205
I 1 2025 1 18 2 Total CO 19.44.270508
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Appendix C CHARACTERIZING INTERSECTION PROJECTS FOR
CO Refined Analyses Using MOVES
C.l Introduction
This appendix expands upon the discussion in Section 2.1 on how best to characterize
links when modeling an intersection project using MOVES. The MOVES emissions
model allows users to represent intersection traffic activity with a higher degree of
sophistication compared to previous models. This appendix provides several options to
describe vehicle activity to take advantage of the capabilities MOVES offers to complete
modeling for CO refined analyses of intersection projects.
Figure 24 is an example of a simple signalized intersection showing the intersection
divided into areas of approach and departure. The dotted arrows represent where vehicles
approach the signal, and the solid arrows represent where vehicles depart from the signal.
Figure 24. Example of a Simple Intersection
1
J
i
1
r
I
Approach Link
Departure Link
When modeling an intersection, each area of approach and departure can be modeled as
one or more links in MOVES depending on the option chosen to enter traffic activity.
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This guidance suggests three possible options for characterizing activity when CO refined
analyses are completed:
Option 1: Using average speeds
Option 2: Using link drive schedules
Option 3: Using Op-Mode distributions
When more detailed data are available to describe vehicle activity, users are encouraged
to consider using the Options 2 and 3 to take full advantage of the capabilities of
MOVES.
Once a decision has been made on how to characterize links, users should continue to
develop the remaining MOVES inputs as discussed in Section 2.4 of the guidance.
C.2 Option l: using average speeds
The first option is for the user to estimate the average speeds for each link in the
intersection based on travel time and distance. Travel time should account for the total
delay attributable to traffic signal operation, including the portion of travel when the light
is green and the portion of travel when the light is red. The effect of a traffic signal cycle
on travel time includes deceleration delay, move-up time in a queue, stopped delay, and
acceleration delay. Using the intersection example given in Figure 24, one option is to
model each direction as a series of links that represent different areas of activity. Each of
these links could have a unique average speed based on all the activity occuring on that
link.
Figure 25. Example Links at a Simple Intersection
1
'
i
Link 1 Link 2
<
'
Link 3 Link 4
Approach
Departure
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In this example:
Link 1 represents a "cruise" link where activity is not affected by the traffic
signal.
Link 2 represents a "queue" link that reflects the higher emissions associated with
vehicle idling through lower speeds affected by stopped delay. Activity on this
link includes deceleration, idle, and acceleration when the signal is red; and cruise
activity when the signal is green. (This link includes all of this activity because
this is a refined analysis rather than a screening analysis.)
Link 3 represents an "acceleration" link that reflects the higher emissions
associated with vehicle acceleration through lower speeds affected by acceleration
delay when the signal is red; and cruise activity when the signal is green.
Link 4, like Link 1, represents a cruise link where activity is not affected by the
traffic signal. Cruise links further away from intersections would not have any
delay from the traffic signal.
A variety of methods are available to estimate average speed. Project sponsors determine
congested speeds by using appropriate methods based on best practices for highway
analyses. Some resources are available through FHWA's Travel Model Improvement
Program (TMIP).42 Methodologies for computing intersection control delay are provided
in the Highway Capacity Manual.43
C.3 Option 2: using link drive schedules
A more refined approach is to enter vehicle activity into MOVES as one or more link
drive schedules to represent cruise, deceleration, idle, and acceleration activity of a
congested intersection. A link drive schedule defines a speed trajectory to represent the
entire vehicle fleet via second-by-second changes in speed and highway grade. Unique
link drive schedules can be defined to describe types of vehicle activity that have distinct
emission rates, including cruise, deceleration, idle, and acceleration. By defining a link
drive schedule, all of these activity types can be included in the link.
Figure 26 illustrates why using this more refined approach can result in a more detailed
emissions analysis. This figure shows the trajectories of two vehicles approaching and
progressing through an intersection: one vehicle that stops because of the red phase of a
traffic light cycle (the red-light link, shown as the red dotted line), and a second vehicle
that does not stop because the light is green (the green-light link, shown as the solid green
line).
42 See FHWA's TMIP website: http://tmip.fhwa.dot.gov/.
43 Users should consult the most recent version of the Highway Capacity Manual. As of the release of this
guidance, the latest version is the Highway Capacity Manual, Sixth Edition (2016) which can be obtained
from the Transportation Research Board (see https://www.trb.org/publications/hcm6e.aspx for details).
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Figure 26. Example Link Drive Schedules for Links Representing a Signalized
Intersection
' Red-light Link
Green-light Link
o L/l o L/l
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There are other considerations with numerous vehicles stopping and starting at an
intersection over many signal cycles during an hour. Modelers should use additional
links if necessary to capture the differences in vehicle types. For instance, heavy trucks
decelerate and accelerate at slower rates than passenger cars. These could be defined
with additional links that have unique link drive schedules. In this case, the links need to
reflect the appropriate vehicle types (done through the Link Source Type Input).
Drivers tend not to decelerate at a constant rate, but through a combination of coasting
and light and heavy braking. Acceleration rates are initially higher when starting from a
complete stop at an intersection, becoming progressively lower to make a smooth
transition to cruise speed.
In the case of an uncongested intersection, the rates of vehicles approaching and
departing the intersection are in equilibrium. Some vehicles may slow, and then speed up
to join the dissipating queue without having to come to a full stop. Once the queue
clears, approaching vehicles during the remainder of the green phase of the cycle will
cruise through the intersection virtually unimpeded.
In the case of a congested intersection, the rate of vehicles approaching the intersection is
greater than the rate of departure, with the result that no vehicle can travel through
without stopping; vehicles approaching the traffic signal, whether it is red or green, will
have to come to a full stop and idle for one or more cycles before departing the
intersection. The latest Highway Capacity Manual is a good source of information for
vehicle operation through signalized intersections. All assumptions, methods, and data
underlying the development of link drive schedules should be documented as part of the
CO project-level analysis.
For both free-flow highway and intersection links, users may directly enter output from
traffic simulation models in the form of second-by-second individual vehicle trajectories.
These vehicle trajectories for each road segment can be input into MOVES using the
Link Drive Schedule Importer and defined as unique LinklDs. There are no limits in
MOVES as to how many links can be defined; however, model run times increase as the
user defines more links. A representative sampling of vehicles can be used to model
higher volume segments by adjusting the resulting sum of emissions to account for the
higher traffic volume. For example, if a sampling of 5,000 vehicles (5,000 links) was
used to represent the driving patterns of 150,000 vehicles, then the sum of emissions
would be multiplied by a factor of 30 to account for the higher traffic volume (i.e.,
150,000 vehicles/5,000 vehicles). Since the vehicle trajectories include idling,
acceleration, deceleration, and cruise, separate roadway links do not have to be explicitly
defined to show changes in driving patterns (i.e., both the red light and green light driving
cycles are going to be represented in these 5000 links). The sum of emissions from each
vehicle trajectory (LinkID) represents the total emission contribution of a given road
segment.
The emission factors obtained from MOVES for each segment of vehicle activity
obtained via individual link drive schedules are readily transferable to air quality models.
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C.4 Option 3: using op-mode distributions
A third option is for a user to generate representative Op-Mode distributions for approach
and departure links by calculating the fraction of fleet travel times spent in each mode of
operation. For any given signalized intersection, vehicles are cruising, decelerating,
idling, and accelerating. Op-Mode distributions can be calculated from the ratios of
individual mode travel times to total travel times on approach links and departure links.
This type of information could be obtained from Op-Mode distribution data from:
1) existing intersections with similar geometric and operational (traffic)
characteristics, or
2) output from traffic simulation models for the proposed project or similar projects.
Acceleration and deceleration assumptions, methods, and data underlying the activity-to-
Op-Mode calculations should be documented as part of the CO project-level analysis.
The following methodology describes a series of equations to assist in calculating vehicle
travel times on approach and departure links. Note that a single approach and single
departure link should be defined to characterize vehicles approaching, idling at, and
departing an intersection (e.g., there is no need for an "idling link," as vehicle idling is
captured as part of the approach link).
C. 4.1 Approach Links
When modeling each approach link, the fraction of fleet travel times in seconds (s) in
each mode of operation should be determined based on the fraction of time spent
cruising, decelerating, accelerating, and idling:
Total Fleet Travel Time (s) = Cruise Time + Decel Time + Accel Time +
Idle Time
The cruise travel time can be represented by the number of vehicles cruising multiplied
by the length of approach divided by the average cruise speed.
Cruise Time (s) = Number of Cruising Vehicles * (Length of Approach (mi) h-
Average Cruise Speed (mi/hr)) * 3600 s/hr
The deceleration travel time can be represented by the number of vehicles decelerating
multiplied by the average cruise speed divided by the average deceleration rate:
Decel Time (s) = Number of Decelerating Vehicles * (Average Cruise Speed
(mi/hr) h- Average Decel Rate (mi/hr/s))
The acceleration travel time occurring on an approach link can be similarly represented.
However, to avoid double counting acceleration activity that occurs on the departure link,
users should multiply the acceleration time by the proportion of acceleration that occurs
on the approach link (Accel Length Fraction on Approach):
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Accel Time (s) = Number of Accelerating Vehicles * (Average Cruise Speed
(mi/hr) h- Average Accel Rate (mi/hr/s)) * Accel Length Fraction on
Approach
The idle travel time can be represented by the number of vehicles idling multiplied by the
average stopped delay (average time spent stopped at an intersection):
Idle Time (s) = Number of Idling Vehicles * Average Stopped Delay (s)
Control delay (total delay caused by an intersection) may be used in lieu of average
stopped delay, but control delay includes decelerating and accelerating travel times,
which should be subtracted out (leaving only idle time).
After calculating the fraction of time spent in each mode of approach activity, users
should select the appropriate MOVES Op-Mode corresponding to each particular type of
activity (see Section 2.4.8 for more information). The operating modes in MOVES
typifying approach links include:
Cruise/acceleration (OpModelD 11-16, 22-25, 27-30, 33, 35, 37-40);
Low and moderate speed coasting (OpModelD 11, 21); and
Deceleration/braking (OpModelD 0) and Idling (OpModelD 1).
The relative fleet travel time fractions can be allocated to the appropriate Op-Modes in
MOVES. The resulting single Op-Mode distribution accounts for relative times spent in
the different driving modes (cruise, deceleration, acceleration, and idle) for the approach
link.
C.4.2 Departure Links
When modeling each departure link, the fraction of fleet travel times spent in each mode
of operation should be determined based on the fraction of time spent cruising and
accelerating:
Total Fleet Travel Time (s) = Cruise Time + Accel Time
The cruise travel time can be represented by the number of vehicles cruising multiplied
by the travel distance divided by the average cruise speed:
Cruise Time (s) = Number of Cruising Vehicles * (Length of Departure (mi)) /
(Average Cruise Speed (mi/hr)) * 3600 s/hr
The acceleration travel time occurring during the departure link can be represented by the
number of vehicles accelerating multiplied by the average cruise speed divided by the
average acceleration rate. However, to avoid double-counting acceleration activity that
occurs on the approach link, users should multiply the resulting acceleration time by the
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proportion of acceleration that occurs on the departure link (Accel Length Fraction on
Departure):
Accel Time (s) = Number of Accelerating Vehicles * (Average Cruise Speed
(mi/hr) h- Average Accel Rate (mi/hr/s)) * Accel Length Fraction on
Departure
After calculating fraction of time spent in each mode of departure activity, users should
select the appropriate MOVES Op-Mode corresponding to each particular type of activity
(see Section 2.4.8 for more information). The operating modes typifying departure links
include:
Cruise/acceleration (OpModelD 11-16, 22-25, 27-30, 33, 35, 37-40)
The relative fleet travel time fractions can be allocated to the appropriate Op-Modes. The
resulting single Op-Mode distribution accounts for relative times spent in the different
driving modes (cruise and acceleration) for the departure link.
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