■BB
PROJECTION OF POTENTIAL AMBIENT
AIR QUALITY STANDARDS (NAAQS)
VIOLATIONS ON THE SEMCOG 1974
HIGHWAY NETWORK,
SEPTEMBER, 1975
SOUTHEAST MICHIGAN COUNCIL OF GOVERNMENTS
BIBLIOGRAPHIC DATA
SHEET
1. Report No.
TRAN-WP-21-
9/75
3. Recipient's Accession No.
4. Title and Subtitle
Projection of Potential National Ambient Air Quality
Standard (NAAQS) Violations on the SEMCOG 1974 Highway
Network
5. Report Date Sept. 1975
Final Committee Approva
7. Authorfft)
David A.
Doctor and James S. Casha
8. Performing Organization Rept.
No- TRAN-WP-21-9/75
9. Performing Organization Name and Address
Southeast Michigan Council of Governments
8th Floor, Book Building
1249 Washington Blvd.
Detroit. Michigan 48226
10. Project/Task/Work Unit No.
F2.12
11. Contract/Grant No.
FHWA/MDSHT
74-0613
12. Sponsoring Organization Name and Address
Federal Highway Administration
Washington, D.C. 20950
13. Type of Report & Period
Covered
Final - 1974
14.
15. Supplementary Notes
1974 Input data for SEMCOG report #TRAN-WP-15-5/75
16. Abstracts This paper is intended to present the results of the "manual model" pre¬
sented in TRAN-WP-15-5/75 when run on SEMCOG's 1970 Highway Network File updated for
1974 traffic.
The paper includes the variables used as input for the operation of the model. By
their use a map of the highway sections and intersection in the region which, in 1974,
under the limited assumptions of the model, exhibit the potential for violation of the
National Ambient Air Quality Standards was constructed (map not included). The appli¬
cation of this model as a "sketch-type" planning tool is being advanced for review by
local, state and federal agencies. If this application is favorably received, further
model runs will be made to indicate concentration changes up to and, if necessary,
beyond the target year for attainment of the National Ambient Air Quality Standards.
17. Key Words and Document Analysis. 17a. Descriptors
Air Quality
Air Pollution
Carbon Monoxide
Transportation
Corridor Analysis
17b. Identifiers/Open-Ended Terms
Highway Corridor Air Quality Analysis
17c. COSATI Field/Group
18. Availability Statement
Release Unlimited
19.. Security Class (This
Report)
UNCLASSIFIED
20. Security Class (This
Page
UNCLASSIFIED
21. No. of Pages
2L.
22. Price
FORM NTIS-3B (REV. 10-73) ENDORSED BY ANSI AND UNESCO.
THIS FORM MAY BE REPRODUCED
USCOMM-DC B265-P74
TRANSPORTATION WORKING PAPER #21
"PROJECTION OF POTENTIAL NATIONAL AMBIENT AIR QUALITY STANDARDS (NAAQS)
VIOLATIONS ON THE SEMCOG 1974
HIGHWAY NETWORK"
by
DAVID A. DOCTOR
JAMES S. CASHA
September, 1975
Prepared in Cooperation with
THE MICHIGAN DEPARTMENT OF STATE HIGHWAYS & TRANSPORTATION
WITH THE ASSISTANCE OF THE U.S. DEPARTMENT
OF TRANSPORTATION, FEDERAL HIGHWAY ADMINISTRATION, AND
THE URBAN MASS TRANSPORTATION ADMINISTRATION
Prepared by
SOUTHEAST MICHIGAN COUNCIL OF GOVERNMENTS
8th FLOOR, BOOK BUILDING, 1249 WASHINGTON BOULEVARD
DETROIT, MICHIGAN 48226
Copyright SEMCOG, 1975
TABLE OF CONTENTS
PAGE
TITLE PAGE i
TABLE OF CONTENTS — ii
LIST OF TABLES — i i i
LIST OF ILLUSTRATIONS - iv
Section
A. Method of Projecting the Potential NAAQS Violations on the
SEMCOG 1974 Highway Network 1
B. 1970 Highway Network Vehicle Miles Traveled (VMT) Update
from 1970 to 1974 2
C. Speed Adjustment Factors Used in the Projection 10
D. Emission Factors Used in the Projection--- 10
E. Vehicle per Hour Factors Used in the Projection 14
Appendix
I. Bibliography 20
i i
LIST OF TABLES
TABLE TITLE PAGE
I. Vehicle Miles Traveled (VMT) Growth Factors
for 1966 to 1971 as Determined from MDSHT
Annual Vehicle Miles (AMV) Figures 3
II. Average Annual VMT Growth Factors from MDSHT
Figures 4
III. VMT Update Factors for Urban Limited Access
Roadways 5
IV. VMT Update Factors for Urban Non-Limited
Access Roadways 6
V. VMT Update Factors for Non-Urban Limited
Access Roadways 7
VI. VMT Update Factors for Non-Urban Non-
Limited Access Roadways 8
VII. Area Type Classification of a Highway
Section by Super District 9
VIII. 1974 Highway Network - Average Speeds 12
IX. Speed Adjustment Factors 13
X. Emission Factors ingm./mi. by Super District
and Functional Class 15
i i i
LIST OF ILLUSTRATIONS
ILLUSTRATION TITLE PAGE
I. Average Speed Adjustment Factors for
All Model Years 11
II. Typical Ohio Motor Vehicle Travel
Distribution 17
iv
PREFACE
This working paper is intended to present the results of the "manual
model" presented in Transportation Working Paper 15^ when run on SEMCOG's
1970 Highway Network File updated for 1974 traffic.
The paper includes the variables used as input for the operation of the
model. By their use a map of the highway sections and intersections in
the region which, in 1974, under the limited assumptions of the model,
exhibit the potential for violation of the National Ambient Air Quality
Standards3 was constructed. The application of this model as a "sketch-
type" planning tool is being advanced for review by local, state and federal
agencies. If this application is favorably received, further model runs
will be made to indicate concentration changes up to and, if necessary,
beyond the target year for attainment of the National Ambient Air Quality
Standards.
This paper exhibits an application of Working Paper 153. Working Paper
154 was the second in a series of three papers produced during fiscal
year 1975 addressing the Council's efforts to conduct a corridor level
air quality analysis. The first paper discussed "Procedures to Evaluate
the Consistency of the Regional Transportation Plan with the State Imple¬
mentation Plan for the Control of Air Pollution."3 The third paper in
the series will present the process and results of a systems level air
quality analysis undertaken by the Council.
v
TRANSPORTATION WORKING PAPER #21
"PROJECTION OF POTENTIAL NATIONAL AMBIENT AIR QUALITY STANDARDS (NAAQS)
VIOLATIONS ON THE SEMCOG 1974
HIGHWAY NETWORK"
A. METHOD OF PROJECTING THE POTENTIAL NAAQS VIOLATIONS ON THE SEMCOG 1974
HIGHWAY NETWORK
The application of the "manual model", presented in Transportation
Working Paper 156, to the SEMCOG 1974 Highway Network was possible
by making assumptions characteristic of 1974 conditions. The basic
equation used in the model is as follows:
Cy,z - (SAF) (EF) (CFy.z) (VPH) (10"4),
where:
Cy,z = the pollutant concentration at point y,z away from the highway
section.
SAF = the speed adjustment factor given by speed and pollutant type
in table form in Working Paper 15?.
EF = the emission factor given by year and pollutant type in table
form in Working Paper 158.
CFy,z = the concentration factor from the highway section to point y,z
given by horizontal and vertical distance in table form in
Working Paper 159.
VPH = vehicles per hour given for the peak hour and the peak eight
hour, hourly average conditions.
The SAF, EF and VPH factors were variables which are discussed in
section C, D and E of this paper, respectively. The CFy,z factor when
combined with the 10-4 factor of the equation was altered to a con¬
stant input. As the distance within which human activity takes place
during a continuous hour or eight hour period varies considerably
between highway sections, or even for a single highway section, a
method of determining a CFy,z factor which would serve as an indicator
for potential violations was sought. It was determined that for pur-
1
2
poses of describing the potential for NAAOS violations, the concentra¬
tion on the highway section, rather than at a point away from it,
would be used. By incorporating the CFy,z factor, 1.13, for concen¬
trations on the highway section with the worst case meteorological
conditions used in the "manual modeT'10 a very complete listing of
potential violations was made. The resulting map must be viewed
with these constraints in mind. Each section exhibiting the potential
for violation must be further reviewed and the concentration reduced by
use of the CFy,z table in Working Paper 15^ to account for the dis¬
persion from the highway section to the point at which continuous
human activity takes place for an hour and/or an eight hour period.
B. 1970 HIGHWAY NETWORK VEHICLE MILES TRAVELED (VMT) UPDATE FROM 1970 TO
1974
In updating the Regional Highway Network volumes the Michigan Depart¬
ment of State Highways and Transportation's (MDSHT) annual vehicle
mile figures for 1966 through 1971^2 were used for each county in the
region. From these figures, growth factors for each county and func¬
tional class (i.e. urban or non-urban counties and limited or non-
limited access functional classifications) were extrapolated for each
yearly increment (Table I).
The growth factors obtained from the MDSHT figures^3 were then used to
derive growth factors extending back to 1963 (SEMCOG's oldest Highway
Network 24 Hour Counts) and up to 1974 by graphing the growth factors
and plotting the trends. To obtain average growth factors for those
years not covered by MDSHT figures^, growth factors that exhibited
unusually large deviations from the norm were ignored and the remain¬
ing factors were averaged (Table II).
The factors used to update the Highway Network volumes were derived
by compounding the growth factor for the base year "X" with the factors
for all succeeding years up to 1974 (Tables III through VI). In the
tables shown, the average growth factor obtained from Table II was
assigned to the base year 1973, with the compounded figures applied
to the base years 1963-72.
In order that the appropriate update factor be assigned to a particular
highway section, the Super District, the Functional Class, the county
and the 24 hour traffic count's base year was determined using the
SEMCOG 1970 Highway Network filers.
Identification of the Super District allowed the area type of the
highway section to be classified as either urban or non-urban. This
information is given in Table VII. The Functional Class type was
TABLE I
VEHICLE MILES TRAVELED (VMT) GROWTH FACTORS
FOR 1966 TO 1971 AS DETERMINED
FROM MDSHT ANNUAL VEHICLE MILES (AMV ) FIGURES
Urban
Livingston
Macomb
Monroe
Oakland
St. Clair
Washtenaw
Wayne
1971
Limited
Non-Limited
—
1.01
0.98
0.99
1.11
1.04
0.99
1.06
1.07
1.07
0.97
1.01
0.99
1970
Limited
Non-Limited
--
0.97
1.06
1.02
1.00
1.00
1.05
1.06
1.01
0.96
0.98
1.06
0.99
1969
Limited
Non-Limi ted
—
1.11
1.12
1.15
1.06
1.28
1.06
1.03
1.27
1.25
1.14
0.98
1.06
1968
Li mi ted
Non-Limited
—
3.78
1.03
1.24
1.03
1.28
1.03
1.05
0.99
1.07
1.09
1.14
1.06
1967
Li mi ted
Non-Limi ted
—
.77
1.00
1.00
1.00
0.92
1.09
1.06
1.19
1.06
0.98
1.03
1.03
1966
—
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Non-Urban
1971
Limited
Non-Limited
1.08
1.05
1.07
1.04
1.02
1.02
1.04
1.03
1.03
1.05
1.06
1.01
1.22
0.96
1970
Li mi ted
Non-Limi ted
1.07
1.06
1.01
1.01
1.00
1.02
0.90
1.08
1.17
1.06
1.02
1.03
0.99
0.97
1 1969
Limited
Non-Limited
1.08
1.07
1.13
1.16
1.13
1.03
1.25
1.03
1.06
1.10
1.24
1.16
1.12
1.12
1968
! Limited
Non-Limited
1.10
0.90
1.29
0.99
1.19
1.03
1.17
1.12
1.10
1.00
1.06
1.07
1.04
1.16
1967
Li mi ted
Non-Limited
1.08
1.07
1.03
1.74
0.98
1.01
0.95
1.03
1.43
1.07
1.06
1.03
1.03
1.03
1966
1.00
1.00
1.00
1.00
1.00
1.00
1.00
TABLE II
AVERAGE ANNUAL VMT GROWTH FACTORS FROM MDSHT FIGURES
Livinqston
Macomb
Monroe
Oakland
St. Clair
Washtenaw
Wayne
Urban Limited
—
.965
1.08
1.104
1.052
1.082
1.044
Urban Non-Limited
--
1.038
1.04
1.044
1.106
1.032
1.026
Non-Urban Limited
1.082
1.106
1.064
1.062
1.09
1.088
1.08
Non-Urban Non-Limited
1.03
1.05
1.022
1.058
1.056
1.06
1.048
4
TABLE III
VMT UPDATE FACTORS FOR URBAN LIMITED ACCESS ROADWAYS
Base Year
Livingston
Macomb
Monroe
Oakland
St. Clair
Washtenaw
Wayne
1973
-
0.965
1.08
1.104
1.052
1.082
1.044
1972
-
0.931
1.166
1.219
1.107
1.171
1.090
1971
-
0.899
1.260
1.346
1.164
1.267
1.138
1970
-
0.908
1.247
1.400
1.234
1.355
1.149
1969
-
0.880
1.272
1.400
1.308
1.301
1.218
1968
-
0.977
1.463
1.791
1.347
1.626
1.194
1967
-
3.694
1.814
2.293
1.415
1.740
1.361
1966
-
2.84
1.814
2.109
1.500
1.845
1.402
1965
-
2.745
1.959
2.329
1.578
1.996
1.463
1964
-
2.649
2.116
2.571
1.660
2.160
1.528
1963
-
2.639
2.285
2.838
1.746
2.337
1.595
TABLE IV
VMT UPDATE FACTORS FOR URBAN NON-LIMITED
ACCESS ROADWAYS
Base Year
Livingston
Macomb
Mon roe
Oakland
St. Clair
Washtenaw
Wayne
i 1973
-
1.038
1.04
1.044
1.106
1.032
1.026
1972
-
1.077
1.082
1.090
1.223
1.065
1.053
1971
-
1.118
1.125
1.138
1.353
1.099
1.080
1970
-
1.096
1.249
1.127
1.448
1.066
1.069
1969
-
1.162
1.249
1.183
1.462
1.045
1.059
1968
-
1.301
1.324
1.254
1.857
1.191
1.122
1967
-
1.340
1.363
1.291
1.838
1.298
1.189
1966
-
1.340
1.363
1.408
2.188
1.272
1.225
1965
-
1.371
1.418
1.470
2.420
1.313
1.257
1964
-
1.444
1.474
1.534
2.676
1.355
1.290
1963
-
1.499
1.533
1.602
2.960
1.398
1.323
7
TABLE V
VMT UPDATE FACTORS FOR NON-URBAN LIMITED ACCESS ROADWAYS
Base Year
Livingston
Macomb
Monroe
Oakland
St. Clair
Washtenaw
Wayne
1973
1.082
1.106
1.064
1.062
1.09
1.088
1.08
1972
1.171
1.223
1.132
1.128
1.188
1.184
1.166
1971
1.267
1.353
1.205
1.198
1.295
1.288
1.260
1970
1.368
1.448
1.229
1.246
1.334
1.365
1.537
1969
1.464
1.592
1.229
1.121
1.561
1.392
1.521
1968
1.581
1.799
1.388
1.401
1.654
1.727
1.704
1967
1.739
2.321
1.652
1.640
1.820
1.830
1.772
1966
1.878
2.371
1.619
1.558
2.602
1.940
1.825
1965
2.032
2.644
1.723
1.654
2.836
2.111
1.971
1964
2.199
2.924
1.833
1.757
3.092
2.297
2.129
1963
2.379
3.234
1.950
1.866
3.370
2.499
2.299
8
TABLE VI
VMT UPDATE FACTORS FOR NON-URBAN NON-LIMITED
ACCESS ROADWAYS
Base Year
Livingston
Macomb
Monroe
Oakland
St. Clair
Washtenaw
Wayne
1973
1.03
1.05
1.022
1.058
1.056
1.06
1.048
1972
1.061
1.103
1.044
1.119
1.115
1.124
1.098
1971
1.093
1.158
1.067
1.184
1.178
1.191
1.151
1970
1.147
1.204
1.089
1.220
1.236
1.203
1.105
1969
1.216
1.216
1.111
1.317
1.311
1.239
1.072
1968
1.301
1.411
1.144
1.357
1.442
1.437
1.200
1967
1.171
1.396
1.178
1.520
1.442
1.538
1.392
1966
1.253
2.430
1.190
1.565
1.543
1.584
1.434
1965
1.291
2.551
1.216
1.656
1.629
1.679
1.503
1964
1.329
2.679
1.243
1.752
1.720
1.780
1.575
1963
1.369
2.813
1.270
1.854
1.816
1.887
1.651
TABLE VII
AREA TYPE CLASSIFICATION OF A HIGHWAY
SECTION BY SUPER DISTRICT
Area Type
Super Districts
Urban
Suburban
Far Suburban
Rural
0-15, 20, 21, 30, 31
16-19, 22-25, 32-34, 40, 41, 63
26, 27, 35, 42, 43, 50, 51, 53, 60
28, 44, 45, 52, 61, 62, 70-73
10
coded either F, M, I, N, S or R depending on whether the section
was a freeway, major, intermediate, minor, service drive or ramp,
respectively. Freeways were considered the only limited access
road, all others were classified as non-limited access. By knowing
the area type and Functional Class the appropriate growth factor
table (Tables III through VI) could be selected for updating the 24
hour count. Once the appropriate table was determined, the county
and base year were then used to determine the appropriate growth
factor which was then applied to update the 24 hour count from that
base year to 1974.
C. SPEED ADJUSTMENT FACTOR USED IN THE PROJECTION
In the "manual model"18, a speed adjustment factor (SAF) which would
adjust the pollutant emissions relative to the average vehicle speed
was used. Illustration I shows the relationship between the emission
of pollutants and speed.
To apply the speed adjustment factors in Illustration I, the average
speed in miles per hour for each Functional Classification and area
type was needed. Table VIII is a modification of the 1990 Network V
average speeds (MPH) giving average speed for each of the functional
classifications by four major area types: Urban, Suburban, Far Sub¬
urban and Rural. The speeds were rounded to whole numbers so that a
speed adjustment factor (SAF) table could be constructed in mph
increments.
In order to construct Table IX, in which SAF's are given by Super
District and Functional Class, the following process was employed.
Illustration I is based on emissions per average route speed (mi./
hr.) and is given in 5 mph increments. This was expanded to include
SAF's at 1 mph increments by arithmetic interpolation for speeds 10
to 55 mph. SAF's were then assigned to each super district by first
determining its area type from Table VIII (i.e. Urban, Suburban, Far
Suburban or Rural). The appropriate speeds for each of the types of
functional classifications for that particular super district were
then used to determine the correct SAF for each individual highway
section. This process allowed SAF1s to be selected as an input into
the manual model18 by identifying a link's Super District and Func¬
tional Class.
D. EMISSION FACTORS USED IN THE PROJECTION
In developing an emission factor for a particular highway section an
analysis of both light and heavy duty vehicle traffic was necessary.
(LDV < 10,000 1 bs. HDV^IO ,000 1 bs. )
To develop a composite per vehicle emission factor in gm./mi. for a
n
ILLUSTRATION I
AVERAGE SPEED ADJUSTMENT FACTORS FOR ALL MODEL YEARS17
AVERAGE ROUTE SPEED, km/hr
AVERAGE ROUTE SPEED, mi/hr
TABLE VIII
1974 HIGHWAY NETWORK - AVERAGE SPEEDS
Fwy.
Maj.
Int.
Min.
S.D.
Ramp
Urban
44
35
31
28
25
30
Suburban
50
42
40
35
30
35
Far Suburban
52
48
44
42
35
40
Rural
54
51
47
45
40
40
Note:
a) All speeds are in miles per hour.
b) All load links are 15 miles per hour.
13
TABLE IX
SPEED ADJUSTMENT FACTORS
Super District
Functional
Classes
Sequential
Analysis
F
M
I
N
S
R
01
00
0.51
0.60
0.68
0.74
0.80
0.70
J
j
0.51
0.60
0.68
0.74
0.80
0.70
16
15
0.51
0.60
0.68
0.74
0.80
0.70
17
16
0.47
0.53
0.55
0.60
0.70
0.60
0.47
0.53
0.55
0.60
0.70
0.60
20
19
0.47
0.53
0.55
0.60
0.70
0.60
21
20
0.51
0.60
0.68
0.74
0.80
0.70
22
21
0.51
0.60
0.68
0.74
0.80
0.70
23
22
0.47
0.53
0.55
0.60
0.70
0.60
\
0.47
0.53
0.55
0.60
0.70
0.60
26
25
0.47
0.53
0.55
0.60
0.70
0.60
27
26
0.45
0.48
0.51
0.53
0.60
0.55
28
27
0.45
0.48
0.51
0.53
0.60
0.55
29
28
0.44
0.46
0.49
0.50
0.55
0.55
30
30
0.51
0.60
0.68
0.74
0.80
0.70
31
31
0.51
0.60
0.68
0.74
0.80
0.70
32
32
0.47
0.53
0.55
0.60
0.70
0.60
I
J
0.47
0.53
0.55
0.60
0.70
0.60
34
34
0.47
0.53
0.55
0.60
0.70
0.60
35
35
0.45
0.48
0.51
0.53
0.60
0.55
36
40
0.47
0.53
0.55
0.60
0.70
0.60
37
41
0.47
0.53
0.55
0.60
0.70
0.60
38
42
0.45
0.48
0.51
0.53
0.60
0.55
39
43
0.45
0.48
0.51
0.53
0.60
0.55
40
44
0.44
0.46
0.49
0.50
0.55
0.55
41
45
0.44
0.46
0.49
0.50
0.55
0.55
42
50
0.45
0.48
0.51
0.53
0.60
0.55
43
51
0.45
0.48
0.51
0.53
0.60
0.55
44
52
0.44
0.46
0.49
0.50
0.55
0.55
45
53
0.45
0.48
0.51
0.53
0.60
0.55
46
60
0.45
0.48
0.51
0.53
0.60
0.55
47
61
0.44
0.46
0.49
0.50
0.55
0.55
48
62
0.44
0.46
0.49
0.50
0.55
0.55
49
63
0.47
0.53
0.55
0.60
0.70
0.60
50
70
0.44
0.46
0.49
0.50
0.55
0.55
1
\
0.44
0.46
0.49
0.50
0.55
0.55
53
73
0.44
0.46
0.49
0.50
0.55
0.55
14
particular year for light duty vehicles (LDV), a light duty vehicle
emission factor for that model year and the percent annual travel for
that model year was needed. The percent annual travel was supplied by
the Michigan Department of State Highways and Transportation^9 while
the vehicle emission factors were calculated by using AP-4220.
The LDV emission factor for a particular model year was multiplied
by the percent annual travel for that model year. This was done for
the year in question and the twelve preceeding model years. The sum¬
mation of these figures represents the composite per vehicle emission
factor for light duty vehicles.
The same process was used for calculating the heavy duty vehicle (HDV)
emission factor.
An emission factor for a particular LDV-HDV composite was calculated
by multiplying the LDV or HDV emission factor by the percent of LDV's
and HDV's in the traffic. These factors were then divided by 100 and
the two figures (LDV and HDV) were then added together, giving a
figure representing the average per vehicle emission in gm./mi.
By identifying the HDV percent unique to a functional class within a
Super District, a Super District -- Functional Class Emission Factor
Table (Table X) was constructed. The 1974 emission factor adjusted
for specific Super District and Functional Class HDV percentages was
the factor used in the table.
This allows an emission factor to be entered into the air quality
analysis program in a manner similar to the speed adjustment factor.
E. VEHICLE PER HOUR FACTORS USED IN THE PROJECTION
In the Air Quality Analysis Program two traffic situations are to be
analyzed, the Peak Hour Period and the Peak Eight Hour Period. For
these two traffic situations, the bi-directional peak hour, vehicle
count and the bi-directional, hourly average vehicle count during
the peak eight hour period are used. These two traffic volumes are
used because the carbon monoxide concentrations resulting from these
two traffic inputs apply directly to federal standards. The peak hour
traffic concentration must be below 40 mg./m3 to be within the
National Ambient Air Quality Standards while the peak eight hour,
hourly average traffic concentration must be below 10 mg./m3 to be
within federal standards.
15
TABLE X
EMISSION FACTORS IN GM./MI.
BY SUPER DISTRICT AND FUNCTIONAL CLASS
Super District
F
M
I
N
S
R
00
53.78
53.78
53.29
52.79
52.79
52.79
1
53.78
53.78
53.29
52.79
52.79
52.79
15
53.78
53.78
53.29
52.79
52.79
52.79
16
1
54.28
53.78
53.29
52.79
52.79
52.79
1
54.28
^.78
53.29
52.79
52.79
52.79
19
54.28
53.78
53.29
52.79
52.79
52.79
20
53.78
53.78
53.29
52.79
52.79
52.79
21
53.78
53.78
53.29
52.79
52.79
52.79
22
54.28
53.78
53.29
52.79
52.79
52.79
♦
54.28
53.78
53.29
52.79
52.79
52.79
25
54.28
53.78
53.29
52.79
52.79
52.79
26
54.78
54.28
53.78
52.79
52.79
52.79
27
54.78
54.28
53.78
52.79
52.79
52.79
28
54.78
54.78
53.78
52.79
52.79
52.79
29
54.78
54.28
53.78
52.79
52.79
52.79
30
53.78
53.78
53.29
52.79
52.79
52.79
31
53.78
53.78
53.29
52.79
52.79
52.79
32
54.28
54.28
53.29
52.79
52.79
52.79
!
54.28
54.28
53.29
52.79
52.79
52.79
34
54.28
54.28
53.29
52.79
52.79
52.79
35
54.78
54.28
53.78
52.79
52.79
52.79
40
54.28
54.28
53.78
52.79
52.79
52.79
41
54.28
54.28
53.78
52.79
52.79
52.79
42
54.78
54.28
53.78
52.79
52.79
52.79
43
54.78
54.28
53.78
52.79
52.79
52.79
44
54.78
54.78
53.78
52.79
52.79
52.79
45
54.78
54.78
53.78
52.79
52.79
52.79
50
54.78
54.28
53.78
52.79
52.79
52.79
51
54.78
54.28
53.78
52.79
52.79
52.79
52
54.78
54.78
53.78
52.79
52.79
52.79
53
54.78
54.28
53.78
52.79
52.79
52.79
60
54.78
54.28
53.78
52.79
52.79
52.79
61
54.78
54.28
53.78
52.79
52.79
52.79
62
54.78
54.28
53.78
52.79
52.79
52.79
63
54.28
54.28
53.78
52.79
52.79
52.79
70
54.78
54.78
53.78
52.79
52.79
52.79
54.78
54.78
53.78
52.79
52.79
52.79
73
54.78
54.78
53.78
52.79
52.79
52.79
16
For the Peak Hour Analysis, the value used for vehicles per hour input
was the bi-directional peak hour traffic count.
The Peak Eight Hour Analysis required the determination of the average
hourly traffic volume during the peak eight hours, as the model will
accept as input only hourly data. It was derived by use of Illustration
II of the Guidelines for Air Quality Analysis formulated by the State
of Ohio Department of Transportation.^1 The Ohio data indicated that
the peak consecutive eight hour period for both urban and rural traffic
fell between 12:00 A.M. and 8:00 P.M. (Illustriation II). It was also
determined from this graph that the percentage of the Average Daily
Traffic (ADT) which fell in the peak eight hour period was 50%. This
figure was further verified by calculating the percentage of ADT which
fell in this period using unpublished Local County Traffic Data. Since
50% of the ADT results in the traffic count during the peak eight hour
period, the average hourly traffic during this period was an eighth of
that figure (50%) or 6.25% of the 24 hour count. To obtain the peak
eight hour, hourly average traffic the 24 hour count then was multi¬
plied by .0625.
ILLUSTRATION II
TYPICAL OHIO MOTOR VEHICLE TRAVEL DISTRIBUTION
By Hour of the Day
HOUR OF DAY
17
18
FOOTNOTES
1. Doctor, D.A. "A Manual Model to Predict Highway Related Carbon Mon¬
oxide Concentrations" - Transportation Working Paper 15, Southeast
Michigan Council of Governments; Detroit, Michigan, 1975.
2. The Clean Air Act 42 U.S.C. 1857 et seq. December, 1970.
3. Doctor, D.A. "A Manual Model to Predict Highway Related Carbon Mon¬
oxide Concentrations" - Transportation Working Paper 15, Southeast
Michigan Council of Governments; Detroit, Michigan, 1975.
4. Ibid.
5. "Implementation Plan for the Control of Suspended Particulates, Sul¬
fur Oxides, Carbon Monoxide, Hydro-Carbons, Nitrogen Oxides, and
Photochemical Oxidants in the State of Michigan" Michigan State
Department of Natural Resources; Lansing, Michigan, 1974.
6. Doctor, D.A. "Procedures to Evaluate the Consistency of the Regional
Transportation Plan with the State Implementation Plan for Control
of Air Pollution" - Transportation Working Paper 14, Southeast
Michigan Council of Governments; Detroit, Michigan, 1975.
7. Doctor, D.A. "A Manual Model to Predict Highway Related Carbon Mon¬
oxide Concentrations" - Transportation Working Paper 15, Southeast
Michigan Council of Governments; Detroit, Michigan, 1975.
8. Ibid.
9. Ibid.
10. Ibid.
11. Ibid.
12. Ibid.
13. "Annual Vehicle Miles Traveled by Municipality," (unpublished),
Michigan Department of State Highways and Transportation; Lansing,
Michigan, 1974.
19
14. Ibid.
15. "1970 Highway Network," Southeast Michigan Council of Governments;
Detroit, Michigan, 1970.
16. Doctor, D.A. "A Manual Model to Predict Highway Related Carbon Mon¬
oxide Concentrations" - Transportation Working Paper 15, Southeast
Michigan Council of Governments; Detroit, Michigan, 1975.
17. "Compilation of Air Pollution Emission Factors," Environmental Pro¬
tection Agency; Research Triangle Park, N.C., 1973.
18. Doctor, D.A. "A Manual Model to Predict Highway Related Carbon Mon¬
oxide Concentrations" - Transportation Working Paper 15, Southeast
Michigan Council of Governments; Detroit, Michigan; 1975.
19. Britton, L. and Tholen, D. "Air Pollutant Emission Factors for Michigan
Motor Vehicles 1974-1990," Urban Multi-Modal Procedures and Develop¬
ment Section, Michigan Department of State Highways and Transportation;
Lansing, Michigan, 1975.
20. "Compilation of Air Pollution Emission Factors," Environmental Pro¬
tection Agency; Research Triangle Park, N.C., 1973.
21. "Guidelines for Air Quality Analysis," Ohio Department of Transpor¬
tation, State of Ohio, Division of Transportation Planning, Bureau of
Environmental Affairs; Columbus; Ohio, 1973.
20
APPENDIX I
BIBLIOGRAPHY
21
"Annual Vehicle Miles Traveled by Municipality," (unpublished). Michigan
Department of State Highways and Transportation. Lansing, Michigan
1974.
Britton, L. and Tholen, D. "Air Pollutant Emission Factors for Michigan
Motor Vehicles 1974-1990." Urban Multi-Modal Procedures and Development
Section, Michigan Department of State Highways and Transportation.
Lansing, Michigan, 1975.
The Clean Air Act 42 U.S.C. 1857 et seq. December, 1970.
"Compilation of Air Pollution Emission Factors." Environmental Protection
Agency. Research Triangle Park, N.C., 1973.
Doctor, D.A. "A Manual Model to Predict Highway Related Carbon Monoxide
Concentrations" - Transportation Working Paper 15, Southeast Michigan
Council of Governments. Detroit, Michigan, 1975.
Doctor, D.A. "Procedures to Evaluate the Consistency of the Regional Trans¬
portation Plan with the State Implementation Plan for Control of Air
Pollution" - Transportation Working Paper 14, Southeast Michigan
Council of Governments. Detroit, Michigan, 1975.
"Guidelines for Air Quality Analysis." Ohio Department of Transportation,
State of Ohio, Division of Transportation Planning, Bureau of Envir¬
onmental Affairs. Columbus, Ohio, 1973.
"Implementation Plan for the Control of Suspended Particulates, Sulfur
Oxides, Carbon Monoxide, Hydro-Carbons, Nitrogen Oxides, and Photo¬
chemical Oxidants in the State of Michigan. Michigan State Depart¬
ment of Natural Resources. Lansing, Michigan, 1974.