.
5
uw
z a e! 11-16
# |z & Sl 5 8
DAILY Vig ..[B. MILES Of 7, EL 2. Zl erh we
‘S. TEMPLE ST
a f————
erecta (Fwy,
37, .
S__35-8 | 300 south ST
13.5 ays
178.7 0
139.3 °
27.8 | 0
29.0 [56,8 | 700 SOUTH ST
10:4} 32.1 113.0 bag
" 0 97. 0 202.0 °
: oes. 0168.6 4 900 south st
: K 5 o s2.6|/M 0 53.9 100
A 9- 9 6.2 0 16.7 °
co 0 49-6 913 50.7 | 93.5 9 sie bs.7
” 0 104.3 9 106.6 0 109.9 a
u Oo lol.» 0 104. 0 106.3 o
CALIFORWA, 5 . . 1300 SOUTH ST
Mee P si oO 35.5 0 36.4 Ce
& o “1 a Q 13.0 D1 BROWNING AVE.
2 27.9 moo. 3 121 Ly
a 7 rR 34.1 1 $24.5 35.0 8
0 77.2 9 eo gaa oO 96.4 0 &
8 9.2 ° 0 gees Oo 98.9 oF
° a 0 30,0 ° 3
3 7 87.5 30.8 0.2 FY
63,4 105.0 5.1 7
‘ 67,5 116.6 904 2100 SOUTH ST
° wee 526 2
1-80
2700 SOUTH ST

NORTH

9000
INS FEET

Llséh

500 EAST ST

g -
i
$ | 3000 gourn ar”

Figure II-8. Core area sectors - Salt Lake City.

II-45



employed at a later date should additional controls prove necessary.
Specifically, planning for mass transit improvements should continue,
and the role of the automobile - in particular parking in the downtown

area - should be carefully re-evaluated.

Section VI discusses the suggested methods of surveillance
which should be implemented to verify the impact of the computerized

traffic control system.
B. AIR QUALITY IMPACT

Vehicular CO emission densities for 1977 were calculated for the
Core Area zones that would be affected by the proposed Computer Central
Signal Control System by assuming a 25 to 30 percent increase in vehicular
speeds as postulated in Section III-D-2. Figure IV-1 shows the 8-hour.

emission densities that resulted.

The emission densities for the three critical zones (C, H, and 1)
are all below the maximum acceptable value of 3996 kg /8-hr /nii? estimated
from the 1971 data. However, the emission densities for Zone C and
Zone H still exceed somewhat the maximum acceptable value of 3128 esti-
mated from the 1970 data. Table IV-1 summarizes the emission density and
air quality estimates for the critical zones. The best estimate of air
quality is judged to be the average of the two quasi-independent estimates.
On this basis, CO concentrations should meet the ambient standards in all

three zones.

Iv-2


Meteorological conditions are important not only in the trans-
port and diffusion of motor vehicle pollutants, but also control the rate
of production of photochemical oxidants. As a consequence, two periods
of the year require special attention. The late fall and winter period
contains the highest number of stagnating anticyclones and accompanying
stable conditions. As a result, maximum CO concentrations may be expec-
ted during this part of the year. Because of less intense solar radiation
and more extensive cloudiness during this period, however, the production
of photochemical oxidants is limited and oxidant concentrations are gen-
erally low. In contrast, extremely stable conditions rarely occur in late
spring and summer but the amount of solar radiation is at a maximum. Con-
sequently, CO concentrations are generally low during this period but the
levels of photochemical oxidants are higher than at any other time of the

year.

2. Location and Type of Instrumentation

a. Location of Monitor
The monitoring station for both CO and total oxidants is cen-
trally located within Salt Lake City at 610 South and 2nd East. Both
analyzers are located in a shelter on the roof of the County Health Build-
ing. The monitoring station is well exposed. Air flow to the station is
‘not restricted by neighboring buildings. The height of the inlet tubes to

the analyzers is about 10 meters above street level.

TI-11


1971 1977

1971 DAILY VEHICLE MILES 1977 DAILY VEHICLE MILES
VEHICLE MILES PER SQ. MI. VEHICLE MILES PER SQ. MI.
AREA (000) (000) (000) (000)
ZONE (Sq-Mi.) Streets Frwys. Streets Frwys. Streets Frwys. Streets Frwys.
42... 09 24.8 275.6 27.8 308.9
43 09 14.1 156.7 16.2 180.0
44 09 13.6 151.1 16.0 177.8
45 09 4.8 25.4 53.3 282.2 6.0 31.8 66.7 353.3
46 09 7.2 80.0 8.6 95.6
47 209 16.7 185.6 19.2 213.3
48 09 22.2 246.7 26.2 291.1
49 09 23.8 264.4 28.1 312.2
50 09 18.9 210.0 22.3 247.8
51 09 12.1 134.4 14.3 158.9
52 209 12.6 140.0 14.5 161.1
53 09 19.1 212.2 21.4 237.8
54 09 13.7 152.2 15.3 170.0
55 09 17.4 193.3 20.5 227.8
56 09 9.8 108.9 12.3 136.7
57 09 7.1 26.0 78.9 288.9 8.5 31.2 94.4 346.7
58 09 7.0 77.8 8.1 90.0
59 . 209 3.3 36.7 3.9 43.3
60 09 16.8 186.7 19.8 220.0
61 09 17.4 193.3 20.5 227.8
62 09 10.4 115.6 12.3 136.7
63: 09 11.3 125.6 13.0 144.4
64 09 19.5 216.7 21.8 242.2
65 09 9.8 108.9 11.0 122.2
66 09 12.5 138.9 14.8 164.4
67 10 7.3 73.0 9.1 91.0
68 09 3.2 32.2 35.6 357.8 3.8 38.6 42.2 428.9
69 09 5.6 5.4 62.2 60.0 6.4 6.2 71.1 68.9)
70 -08 8.3 5.7 103.8 71.3 9.6 6.6 120.0 82.5
71 . 10 15.8 158.0 18.3 . 183.0
72 10 15.9 159.0 18.4 184.0
73 10 7.0 70.0 8.1 81.0
74 18 10.2 56.7 11.8 65.6
75 09 16.1 178.9 18.7 207.8
76 09 9.7 107.8 10.9 .121.1
77 09 8.8 97.8 10.4 115.6
78 08 5.3 66.3 6.6 73.3
79 08 1.0 12.5 1.2 15.0
80 08 1.7 19.9 21.3 248.8 2.0 22.9 25.0 286.3
81 10 9.0 90.0 10.4 104.0
82 -08 7.2 90.0 8.5 106.3

B-2


1971 DAILY 1977 DAILY

VEHICLE MILES . VEHICLE MILES
SUB- (000) EXPANSION _ (000)
AREA Streets Frwys. FACTOR Streets Frwys.
124 7.1 1.20 8.5 :
125 4.6 1.20 5.5
126 11.7 1.20 14.0
127 29.5 1.20 . 35.4
128 13.1 1.20 15.7
129 24.3 1.20 29.2
130 7.9 18.3 1.20 9.5 22.0
131 20.0 16.3 1.20 24.0 19.6
132 9.9 20.1 1.20 11.9 24.1
133 17.2 14.4 1.20 20.6 17.3
134 2.6 11.3 1.20 3.1 13.6
135 0.6 89.6 1.20 0.7 107.5
137 10.0 1.20 12.0
138 16.9 1.20 20.3
139 21.3 1.20 25.6
140 9.8 1.20 11.8
141 2.7 19.9 1.20 3.2 23.9
142 12.0 16.1 1.20 14.4 19.3
143 17.9 17.7 1.20 21.5 21.2
144 4.8 17.7 1.20 5.8 21.2
145 31.5 1.20 37.8
146 18.9 1.35 25.5
147 22.3 - 1.30 29.0
148 19.5 10.4 1.25 24.4 13.0
149 47.6 3.1 1.25 59.5 3.9
150 — 42.2 20.2 1.25 52.8 25.3
151 31.6 1.25 39.5
152 23.9 1.15 27.5
153 7.7 1.25 9.6
154 43.4 1.30 56.4
155 40.7 1.225 49.9
156 33.9 1.225 41.5 :
157 - 57.3 36.6 1.225 70.2 44.8
158 39.8 1.40 55.7
159 28.9 1.35 39.0
160 32.1 12.0 1.25 40.1 15.0
161 43.5 1.25 54.4
162 18.9 1.20 22.7
163 11.8 1.20 14.2
164 26.0 80.3 1.35 35.1 108.4


TRANSPORTATION CONTROLS
TO REDUCE MOTOR VEHICLE EMISSIONS
IN

SALT LAKE CITY, UTAH

Prepared by:

GCA CORPORATION
GCA TECHNOLOGY DIVISION
Bedford, Massachusetts

Contract No. 68-02-0041

ENVIRONMENTAL PROTECTION AGENCY
Research Triangle Park
North Carolina 27701

December 1972


3. Staggered Work Hours

Stop-and-go peak-hour traffic causes the highest vehicle
emission levels. Traffic volumes are a function of travel demand and
available roadway capacity at a given time. Travel demand can be reduced
in the peak-hour if the need for travel in that period is reduced. One
method of accomplishing this is through the introduction of staggered work
hours; this has been studied and tested on a small scale in other cities.
It is important to understand that staggered work hours merely relieve
traffic congestion in a short peak period. The decrease in traffic volume
during the peak generally is offset by the volume increase at periods
adjacent to the peak periods. Though the total traffic volume over a
period of time remains constant, the average speed will increase slightly,

thereby reducing vehicle emissions.

Staggered work hours, however, may work to the detriment
of a viable transit system which depends upon high demand levels of work
trips during the peak periods to offset operating costs during off-peak
hours. There may also be a negative effect on car pooling since fewer

people travel to the same destination at the same time.

4. Car Pooling

This measure has many positive features: it maintains the
flexibility and freedom of travel afforded by the automobile; it does not

require additional capital improvements; it reduces congestion; it cuts

III-37


period specified by the national standard for hydrocarbons. Carbon
monoxide emission densities were calculated for the 8-hour period from
1600 to 2400 local time. This period coincides approximately with the
8-hour period during which CO concentrations are at a maximum during

the fall and winter months (see Figure II-1).
2. Estimation of CO Levels
a. Emission Densities within Core Area
Vehicular Emissions

Emission densities for the 24 zones of the Core Area
‘vere calculated for 1971 and 1977 using the traffic data listed in Tables
II - 17 and II - 18, respectively, and the EPA emission factors discussed
in Section II-A . Emission densities for 1970 were estimated by reduc-
ing 1971 VMT's by 3 percent. Figure II-11 shows the resulting emission

densities for all zones for 1971 and 1972, and for Zone H, the zone in

which the monitoring station is located, for 1970.
Non-Vehicular Emissions

Table 11-21, compiled from data presented in Table V-A
and Appendix C of the Implementation Plan, shows that of the 226,110 tons
of CO estimated to have been emitted during 1970 within Salt Lake County,
only 7,339 tons, or 3.2 percent, are attributed to non-vehicular sources
(i.e., sources other than autos and light trucks, and on-highway diesels).
Examination of Table Ii-21 also shows that of these 7,339 tons more than
6,000 tons are emitted from diesels (off hiway), aircraft, and solid waste
disposal. These three sources contribute, at most, only small background

concentrations to the Core Area. In the proportional modeling, which fol-

TI-54


APPENDIX B

TRAVEL DENSITIES


(2888 kg/3 hr/14 ni’) is 26 percent below the more restrictive estimate
of the maximum allowable emission level (3896 kg/3 hr/14 mi2). Thus,
the calculations indicate that the national standard for oxidants will

be met in 1977 without the application of transportation control strate-

gies.

ce. Comparison with Implementation Plan Estimates

Table V-C of the Implementation Plan shows a reduction
of 33 percent in total hydrocarbon emissions in Salt Lake County between
1970 and 1977. The reduction in emissions from autos and light trucks
over this period is 57 percent. Calculations for the Core Area using
the estimates in Table II-D-4 shows a reduction of 45 percent in total

emissions and of 55 percent in vehicular emissions between 1970 and 1977.

TI-65


II. VERIFICATION AND ASSESSMENT OF AIR POLLUTION PROBLEM

A. OUTLINE OF METHODOLOGY

1. General

The basic procedure employed was to develop, for the urban area
of Salt Lake City, pollutant concentration levels which could be expected
in 1977 without the application of transportation controls (the poten-
tial 1977 levels). Pollutant levels were determined by the proportional
model using non-vehicular emissions supplied by state. agencies and using
vehicular emissions based on traffic data developed during the course of
this study. More sophisticated techniques could not be employed due to
the Lack of suitable extant calibrated diffusion models,. and the short
time period of the contract which precluded the development of a suitable
model and the required inputs. Comparison of potential 1977 air quality
levels with the appropriate standard gave the allowable motor vehicle —
emissions in 1977, which in turn formed the basis for the development of
transportation control strategies.

Emissions from non-vehicular sources were obtained from the

State Implementation Plan. Emissions from vehicular sources were computed

following the recommendations given in EPA draft publication An Interim

Report: on Motor Vehicle Emission Estimation by David Ss. Kircher and Don-

ald P. Armstrong, dated October 1972. Air quality data for each sensor
within the city area were reviewed and evaluated in close cooperation with

state and local agencies. The instrumental method and sensor location

II-1


ning Problems, and a comprehensive study of the mass transit system

serving SLC.
C. ASSESSMENT OF PROPOSED TRANSPORTATION CONTROL STRATEGIES

1. Recommended Strategy: (Traffic Flow Improvements)

For a variety of reasons, this strategy appears to be both
acceptable and feasible along each of the dimensions studied. Assuming
that this strategy will effectively reduce emissions by the required
amount as indicated, adoption of this strategy should prove acceptable
to the SLC business community, the driving public, and public officials
in the State of Utah, and consistent with current downtown development

patterns.

Driver acceptance can be readily predicted, in part, because
traffic flow improvements would enhance the Utahn's well entrenched: pref~
erence for moving freely from place to place in his. automobile. It
was consistently and convincingly reported that Utahns would fiercely
oppose any transportation control strategy which ‘would regulate or re-
strain their automotive mobility. The street geometry of Salt Lake City
and an aggressive campaign by local business interests to make it attrac-
tive to drive into the downtown area both cooperate to reinforce the

Utahn's loyalty to their automobiles.

It is said that when Brigham Young first settled the Salt
Lake area, he sensibly marked the street widths by the area needed to

turn a team of horses and covered wagon full circle. As a result, the


accomplished within five years, this strategy may be discarded as. in-
feasible. Moreover, even if a crash program could be mounted for this
purpose, analysis of source materials and projections indicate that the
impact upon total vehicular travel and automobile circulation in the

central business district would be insignificant.

SLC is currently served by a large and recently estab-
lished public transit authority which operates a bus service and by a
smaller privately owned bus company. Operation of the Transit Authority
bus system is subsidized by the local governments where service routes
are maintained according to a prescribed formula based upon ridership
experience in these jurisdictions. For the past twenty years, ridership
has steadily declined, services have been curtailed, and the financial
future of the public system appears uncertain. It was reported that the
anchor County of Salt Lake plans to withdraw its share of the subsidy ,
for the transit system, forcing the Transit Authority to seek State sup-
port for continued operation of the system. Due to statutory limitations
upon the bonding authority of the Transit Authority, it may be necessary
to consider a one-half cent increase in the sales tax in Salt Lake County
to generate the needed subsidy, comething the legislature may be unwil-

ling to do in view of the cash reserves now on hand at the State level.

The State legislature picture will be further complicated
by the anticipated introduction of a bill calling for the establishment
of a comprehensive state-wide transportation agency, which would coordinate |

mass transit planning (and other transportation activities) and perhaps

v-9


APPENDIX E

LIST OF INTERVIEWEES


Its source is the Core Area, where maxi-

mum vehicular emissions occur.

(2) Hydrocarbons from non-vehicular sources
are uniformly distributed throughout Salt

Lake City.

(3) The amount of hydrocarbon emissions
within Salt Lake City is directly related
by population to total emissions within

Salt Lake.
Vehicular Emissions

Figure II-12 shows 1971 and 1977 3-hour hydrocarbon
emission densities for the 24 zones of the Core Area, and the 1970 emis-
sion density for Zone H. The traffic data used with the EPA emission
factors in calculating the 1971 and 1977 emission densities are listed in
Tables II-17 and II-18, respectively. vet's for 1970 were again obtained

by reducing the 1971 values by 3 percent.

Average 3-hour emissions in 1970 for the 14 square mile
Core Area during the 0600-0900 A.M. period were 4630 kilograms. When

adjusted on the basis of traffic flow, this is equivalent to 26,760 kilo-
grams per day.
Non-Vehicular Emissions

Table II-23, compiled from Table V-C and Appendix C

of the Implementation Plan, gives the distribution of hydrocarbon emis-

II-60


TABLE II-2

waxDam

may

FEB MAR

san

972)

auc
asn)

won UL

2
a

10

20
10

12
n
n

10
12
13
2

uv

a
a
1s
uu
n
12

u

v7
4

16
3
10

a
2

avy
13
Uy
2
a

2

15s
Ty
2
2

12

nn
12
1s
18
v7

n
nu

10

1s
25
35
29

2

12
13
18
29

10

10

10

13

18

7

2%

15

25

25

35.

7

35
au

23

uv

6

13
10

uw

re

10

22
1s
2

10
10
9

2
ry
9

22
15
12

10
1s
2

uu
12
13

cI-18

16
18
rt
ty
2

10
ln
13
13

16
18
19
19
2

avy
15
16
uv

10

10
1s
2
12
12
12
6
10

10
10

16
Ty

1s
uy
3
13
W
2
12

18
19
20
a

Wv

28
25
3
25
25

10
13
13
rt
12

28

2B
13

10

u
10
n
aU

20
2

25
33

10
10

2
23

18
u

25
25

20
18

13
ov

10
16

2
13

10

35

20 13 2 10

oy

23 35 35 29

7

waxDOM

36

a7

aL

95 83 89

100

99 98

% POS, OBS,



TABLE III-4

VEHICLE MILES OF TRAVEL BY
AGE OF VEHICLE

Percent of Average Percent of
Age (year) Autos In Use Annual Travel Annual Travel
(Dec. 31)
0 3.8 3,600 1.3
1 6.8 11,900 7.5
2 11.7 16,100 17.4
3 11.1 13,200 13.5
4 9.8 11,400 10.3
5 10.6 11,700 11.5
6 10.5 10,000 9.7
7 8.7 10,300 8.3
8 7.6 8,600 6.0
9 5.9 10,900 5.9
10 3.6 8,000 2.7
lL 2.9 6,500 . . 1.7
12 1.6 6,500. 1.0
Over 12 5.4 6,500 3.2

Source: Environmental Protection Agency, October 1972.

III-21


1 i 1 1

=
a
a
-
<
ax
=
2
WwW
o
2
fo}
+)
Pe
o
a
&
2
°
kb
<z
a
be
4
WwW
o
S 8}-
oO
0 i
Jv oF
Figure II-5.

A. 4 a 1 4
MA’M J J A S O N D
MONTH

Monthly: variations in CO and oxidant concentrations
in Salt Lake City.

11-25


ee CITY OF SALT LAKE
REGION NO. 2

r 1976
POLLUTANT SPECIES IS CARBON MONOXIDE

(ODEL YEARS CONSIDERED IS FROM 1966 TO 1979

a LENGTH OF TIME PERTOD 1S” ~~ P HOURS or
VEHICLE —
CATEGORY =~ LIGHT DUTY HEAVY DUTY OTHER TOTAL
ZONE” “AREA EMISSIONS EMISSION EMISSIONS EMISSION  EMTSSYONS EMISSION  EMISSYONS ~~ EMTSSTON
NO. DENSITY DENSITY DENSITY DENSITY

“USQLMI) —(KGM) IKGM/SO.MI) — (KGMYIKGH/SO.MI)~ (KGM) © UKGM/SO.MIYUKGHY—«(KGM/SO.MI)

1 0.270 512.36 1897.62 19.78 73225 6.0 0.0 532.14 1970.87
"2° 0.810 = 1543.73 1905.84 49.4 “6.06 0L0 880 1593.17 “1966.88

3 04770 =. 2435437 3122.27 79011 101.42 0.0 2514 3223.68

4 0.840 1903.05 2265.53 “692220 26460 0 Coe 972 2367.93

5 __ 0.280 379028 1354.57 9289 35.32 0:0 0.0 389.17 1389.88
6 e270 392059 1455 989 56.62 0.0 0-0 7402.47 1490.65 _

7 0-810 1543.73 1905.84 49.54 0.0 0.0 1593617 1966.88
8B 0.810 2754276 —- 3400.94 89.00 ~ 2843.75 3510.81

9 0.P10 2312627 =. 2754.65 19.11 2391.37 2952.31

10 0.270 735227 = 2723.21 29067 "764.93 2P33.0R

226624 —:1256<87__ 39.55 265679 1476.61

~~ 708.65 1073.71 19.78 T28.43 1103.68

13° 0.730 1460.55 = 2000.76 49 44 1510.00 2068.49

14 0.750 1453490 4946 a) 1503-34 ~~ 2004.46

15 0.250 495.72 19.7° 515.50 2062.00

16 0.320 229.56 239.45 74°.29

17__0.900 475.76 495.54 550.60

et 1314.17 1363.61 1662.94

19 0-810 1347244 1663.50 1396.88 1724.54

409.22 1515.64 &I9.1T 1552.26

419.20 762619 42909 780.16

1427.28 1829.85 Y476.73 1893.26

1586.98 1867.04 249 ohh 0.0 1636.42 1925.20

0 7IS.31 «SS TE 19.78 0.0 O-0 735.08 3675.41

10.270 198.22 734011 28.00 0.0 226,22 837.82

20.810 ~~ 141.38 “17% 654 16.70 0.07 158.18 “195.29

306270 313.26 39.20 0.0 352.46 1305.40

"182696 22640 0.0 “253.54

5 532.26 72.80 3,09 919.85

109.68 95.20 2.27 896.58

_ 498.99 67-20 3.7k 1033.15

361.77 4EePO 0.0 S21624

383.95 7 50.40 0.0 511.00

101.18 505.92 11.20 0.0 561.92



TABLE II-19

1978 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE

1978 vMT (000)

Eas

Diesel Diesel

Auto Truck Truck Auto Truck Truck Auto Truck ruck

SECTOR
a 5.7 3 * 6.200 2
B 41.2 * 18.8 0.3
c ° ° ° 29.6 45
D o 0 ° 23,100 44
B ° ° 0) 46 42
F 9.0 OS * 4.8 42
6 5.3 3 * 18.7 3
a 0 0 ° 33.5.6
I ° 0 ° 2.10 5
3 0 0 ° 8.9 42
x 0 ° ° 2.8 *
L 15.3.8 . 8.6 42
M ° ° ° 172.8 3
8 ° ° 0-177 3
° ° 0 0 6.0.2
P ° ° ° 2.8 *
Q 20.4 12 ol 5.8 ot
® ° ° ° 16.0 3
8 0 ° ° 16.4 43
t ° ° ° 5.0 4h
u 44 8 . 5.1 2
v 10,4 4S * 1700003
w Wl 6 . 19,3003
oX 2.9 62 * a7 62

* Negligible

Speeds: 6-9 A.M

Streets: 15 M.P.H.
Freeways: 50 M.P.H.

11-50

Diesel Diesel

Pe 2

14.300 65 . 15.442 *
10.20 3 * 46.4 5 *
° ° ° 73.2.8 .
° ° ° 57.2 47 *
0 0 0 14 ak .
22.6 47 . ue *
13.200 4 * 46.45 65 .
0 ° ° 82.8 49 .
C) 0 0 69.5 68 .
° ° 0 22.20 43 .
° r) 0 6.8 ol .
38.4 1.300 wt 21.300 42 .
° ° ° 43.9 5 .
° ° ° 43.7 5 .
0 ° 0 14.9 42 .
° ° C) 6.9 42 *
$1.2 1,7 2 14.30 42 .
C) C) ° 39.5 8 *
° C) ° 40.5 68 *
° ° ° 22.300 .
36,0 162 2 12.600 42 .
26.1 0 8 . 42.9 6S *
27.70 ad 47.7 «45 #
7.300 62 . 21.5 42 *

Speeds: 4-12 Midnight

Streets: 15-19 M.P.H..
Freeways: 50-55 M.P.H.


1971 DAILY 7 1977 DAILY

. VEHICLE MILES VEHICLE MILES
SUB- (000) EXPANSION 000

AREA Streets Frwys. FACTOR — Streets Frwys.
83 8.6 1.15 9.9
84 3.2 1.15 3.7
85 15.1 1.15 17.4
86 6.3 1.12 7.1
87 9.3 1.18 11.0
88 8.2 1.25 10.3
89 4.7 1.20 5.6

90 5.8 14.8 1.15 6.7 17.0
91 8.3 1.15 9.5
92 11.1 1.15 12.8
93 12.6 1.15 14.5
94 7.0 1.15 8.1
95 7.6 1.15 8.7
96 16.5 1.15 19.0
97 7.2 1.15 8.3
98 11.0 1.20 13.2
99 2.5 1.18 3.0
100 5.1 1.18 6.0
101 11.6 1.18 13.7
102 12.3 1.18 14.5
103 2.7 1.18 3.2
104 5.1 1.18 6.0
105 16.4. 1.18 19.4
106 7.7 1.18 9.1
107 12.4 1.25 15.5
108 4.5 1.25 5.6
109 1.0 1.18 1.2
_ 110 7.0 1.18 8.3
lll 6.9 1.18 8.1
112 10.5 1.18 12.4
113° 7.3 1.18 8.6
114 6.4 1.18 7.6
115 11.2 1.18 13.2
116 8.4. 1.18 9.9
117 6.1 1.20 7.3
118 4.4 1.20 5.3
119 7.5 1.20 9.0
120 13.4 1.20 16.1
121 5.0: 1.20 6.0
122 3.8 1.20 4.6
123 13.1 1.20 15.7


Te-11

CONCENTRATION (PPB)

40 TT T

32

TTT

SUMMER (M,J,J,A,S)

Le ee ee eee eee es bees ee ee ee es eee Fl

SPRING (M,A)

WINTER (D,J,F)

att (0,N)

L 4
se | 1 1 | | 1! eo | ree coe | 1 iT 4 i i 1 1 | i i]
' 2 3 4 5 6 7 8 9 0 Jt 12 B 4 5 $6 17 18 19 20 2 22 23
HOUR (MST)

Figure II-3.

Diurnal variation of average oxidant, concentrations in
Salt Lake City by season.

24


es |54 | 42 |121 | 98 | 121 | 95 | 107] 86 | 52 | 42

139 [101 | 106 |214] 283] 3005174 5 1744iat 4 123) 71

89 | 87 | 90 |184 | 229} 250 | 188 | 189 | 216 | 187 | 127

79 | 52 | 66 |196 | 247] 263 | 194 | 206 |276 | 157 | ISI

53 |80 | @B8 |247 |264| 210 | 134] I40|2i2 | $2 | 193

109 |} 79 | 7a 137 | 67] 193 | 116 | 126/217 |1089 | [39

73 [36 | 62 | 104/158 /159 |70 | 57 | 179 | 108] 98

66 | 12 |21 |90 |90 | 123] 40 168 | 70 | 103

48 | 28 +483) 119 | 159] 210 |100| 109/23! | 103) 187

62} 51 | 6] 12/27 | 81 | 164) 77 |124

30 | 14 lall2 |i00 115 | 175 | 104] 107 |187 | 120] 68

44 122 34 | 119 |7 —

ia 68 | 122 | 50 9 |72 | Ae

202

39 7 | 3} 178 | 70 {84 /227] It9
im _— ae
4
0 os Te 2! 100 | 128 6! | 43] 49
LN
MILES

Figure II-10. Travel densities (thousands of miles per square
mile) for zones inside Core Area.

II-53


be equipped by manufacturers with at least some emission control devices.
Travel by automobiles manufactured prior to 1968 (10 percent of total
automobiles) will contribute only 6 percent of the total automobile vehicle
miles of travel. However, some 58 percent of all cars in use in 1977 will

be from the 1968-1974 model years and can thus benefit from a retrofit
program using oxidizing catalytic converters, for example. These "controlled"

vehicles will contribute over 54 percent of the total VMT in 1977.

The distribution of vehicles by year model for Salt Lake County
is shown in Table III-5. If these percentages are projected to 1977 it
will indicate that approximately 83 percent of the automobiles in use in
1977 will have been manufactured after 1967 and thus be equipped with some
sort of emission control devices; however, only the top 25 percent (1975
and later model years) will come from the manufacturer in a "fully-
controlled" condition. The remaining 58 percent would be candidates

for a retrofit program of the kind already mentioned above.

The State of California pre-empted the federal Clean Air Act and
required crankcase emission control devices on automobiles beginning with
the 1966 models. Recently enacted legislation will require, beginning
March 1973, that all vehicle models from 1955 through 1965 registered in
California be equipped with one of two emission control devices which have
been tested and approved by the State. The cost of the least expensive
device which includes installation, is $35.00. The more expensive one

costs $65.00.

III-22


CITY OF SALT LAKE CALENDAR -YEAR IS 1971
REGION NO. 2 POLLUTANT SPECIES IS HYDROCARSUNS
“ MODEL YEARS CONSIDERED IS FROM 1959 TO 1972

LENGTH UF TIME PERIOD IS 3 HOURS

VEHICLE _ _ .
CATEGORY — LIGHT DUTY HEAVY DUT

~~ OTHER TOTAL ~

ZONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMESSTONS EMISSION, EMISSIONS ~ EMISSION
DENSITY DENSITY DENSITY DENSITY

(soemT)  (KGM)—(KGM/SQLNT) (KG) CKGM/SQ6MT) (KG) (KGM/SQ-MT) (KG). «(KGH/SO.MID
1 63.51 235-21 2.77 0.0 66.28 245.649
2 202.43 249.91 2.32 0.0 210.75 260019
3 322.83 413.89 11.10 0.0 333.93 428-11
4 259.32 30R 72 8.32 0.0 267.65 318663
5 50.28 179.56 _ 2677 0.0. | 53205 || 1P9647
6 48.95 1e1.31 0. 2477 0.0 51.73 191.59
7 206.40 254.81 8.32 0.0 214.72 265.09
fol 8 355.17 450.83 13.87 0.0 379.04 467.95
' 9 321-51 396.92 11.10 0.0 332260 410.62
~~ 10 97.91 362 262 2.77 0.0 100.65 372.90
li 27.78 154.36 0.0 0.0 _ 27e7F 154.36
12 96.58 146.34 2.77 0.c 99.36 150.54
13 198.46 271-86 3.32 0.¢ 206.78 283.27
14 199.78 266.38 B32 0.c 208.11 277246
15 64.83 259232 2.17 0.0 67.60 270.42
16 2911 90.96 0.0 0.0 90.96
17 62.18 69.09 2.77 0.0 721°
18 173.32 211.37 5.55 0.0 218.14
19 177429 218.88 5.55 0.0 225.73
20 191.11 O06 54.37 201.39
2. 96022 c.0 101.27
22 23724 0.0 244.59
| 23 242.82 0.0 214.72 1
24 * 463.08 0.0 95.39 5
1 0.270 35.40 131.11 3016 0.0 3P.56 142.°1
2 06810 25.75 8 3.15 0.0 28.91 35.69
3 0.270 56.32 6432 0 62264 231.99
4 0.810 34.60 3616 0.6 37.76 46.61
5 0.660 102.98 11.06 0.0 114.04 172.79
6 0.900 132.75 14.22 0.0 146.97 163.36
7 0.550 90.92 9.48 0.0 100.39 182.53
8 0.780 67.58 6.32 0.0 73.90 94675
“9 06850 72041 7.90 0.0 80.31 94048
10 0.2200 19.31 1.58 6.0 20.89 104.45



V. OBSTACLES TO IMPLEMENTATION OF SELECTED CONTROLS

A. INTRODUCTION AND SUMMARY

This section presents an assessment of the potential obstacles
to the implementation of several proposed transportation strategies gen-
erated to control excessive automotive exhaust emissions in downtown
Salt Lake. Initial analyses of air quality data and emissions projec-
tions to 1977 indicate that, taking other anticipated technological
changes into account, Salt Lake City (SLC) and the State of Utah will
need to reduce emissions (principally carbon monoxide) in the study area
by approximately 8 percent by 1977 in order to meet federal air. quality

standards.

Documentation and reporting on implementation barriers for Salt
Lake City has had to be general due to the generality of the transpor-
tation control strategies. More importantly, the strategies have not
been reviewed adequately by the local air pollution officials, transpor-
tation agencies, and other relevant actors prior to the end of the
scheduled reporting period and thus our assessment of obstacles to imple-
mentation is necessarily brief. Evaluation of the local planning con-
text and selected political and economic patterns, coupled with the
impressionistic responses of certain key figures in Salt Lake, have been

the major information inputs.

Our findings -- that a concentrated effort to improve the traffic

flow in the SLC central business district is the most feasible strategy


C. DISCUSSION OF VEHICLE MILES OF TRAVEL
1. General

The geographical limits established for the purpose of this
study include all of the area within the city limits of Salt Lake City
and areas within the County which lie south of the city limits. The
total area covers approximately 110 square miles. The northeast and
west boundaries are approximately coincident with existing city limit

lines and the south boundary extends to 7800 South Street.

For the purpose of computing current and projected vehicle
miles traveled, the study area was broken down into 239 zones. The down-
town or core area, particularly around the existing pollution sensor,
was broken down into zones which contain approximately four square blocks
and ranged in size from .07 to .10 square miles, Outside the core area
where traffic congestion is not so severe, and the travel per square
mile is less, the zones were increased in size to approximately one

square mile (see Figure II-6.)

The first step in analyzing the daily vehicle miles traveled
was to assemble all available information on the latest average daily
traffic counts made within the study area (see Figure II-7). This infor-
mation was obtained from several sources -- Salt Lake City Traffic Engin-
eoring Department, Salt Lake County, and the Utah State Department of
Highways. On certain streets where traffic counts were not available,
estimates of daily traffic were made based upon location and type of

street, and actual counts made on similar streets in the area. The

II-31


control, administration and cost, a statewide inspection program for Utah

should meet the following minimum criteria.

(a) Annual Inspection ~ Some states and a few foreign
countries require technical inspections more frequently
than once a year. However, until more valid data are
available to justify more frequent inspections, a sound
program could be established on the requirement of an
annual inspection.

(b) Mandatory Inspection for All Gasoline-Powered Vehicles
Operating on the Highways ~ The prescribed inspection
should be mandatory for all gasoline-powered vehicles
operating on the highways, with the exception of motor-
cycles. Information on emissions from two-stroke cycle
engines is not readily available and until more tests
are conducted the impact of motorcycle inspection cannot
be estimated.

(c) State Controlled and Monitored — The inspection should
be controlled and monitored directly by a state agency.
Any delegation of responsibility to lower levels of
government or private enterprise should be carefully
planned to preserve state control and uniformity of
application,

The 1971 state registration figures provided by the Utah
Department of Motor Vehicles show a total motor vehicle registration in

the state approaching 824,000 vehicles with the following breakdown.

Passenger Vehicles 557,106
Buses. 16,958
Motorcycles 39,813
Quarter-year Registration 3,894
(commercial)
Trailers 23,742
Mileage Registration 1,168
Commercial W/o Weight 445
Commercial less 6000 lbs 118,509
Commercial over 6000 lbs 62,319
Total 823,954

III-5


the State of Utah should take in selecting feasible and effective
transportation controls. It was anticipated that the control strategies
outlined in this study would be periodically revised in the coming years.
The State's Implementation Plan was analyzed to verify and assess the
severity of the carbon monoxide and oxidant pollutant problems, and the
most promising transportation controls and their likely air quality impact
were determined. Major implementation obstacles were noted after discus-
sions with those agencies responsible for implementing the controls, and
finally, a surveillance review process (January, 1973 - December, 1976,
inclusive) was developed for EPA to use in monitoring implementation

progress and air quality impact of transportation control strategies.

It should be noted that the study was carried out relying on the
best data and techniques available during the period of the study and
further, that a large number of assumptions were made as to the nature of
future events. The 1977 air quality predictions were based on extant air.
quality data and on predicted stationary source emissions and predicted
traffic patterns, and these predicted parameters themselves were based on
anticipated emission control techniques, anticipated growth patterns, and
the assumed outcome of unresolved legal and political decisions. . Further,
the development, ranking and selection of transportation controls were
based on extant and predicted economic, sociological, institutional and
legal considerations. Finally, the surveillance process presented in this
report, although showing key checkpoints towards implementation of the

recommended controls, is in itself dependent upon the same assumed pattern

of future events.

I-2


I

IL

TIt

TABLE OF CONTENTS
Title

INTRODUCTION AND SUMMARY

A. BACKGROUND

B. PURPOSE, SCOPE AND LIMITATIONS OF STUDY

C. CONTENT OF REPORT

D. SUMMARY OF PROBLEM AND REQUIRED TRANSPORTATION ©
CONTROLS

VERIFICATION AND ASSESSMENT OF AIR POLLUTION PROBLEM
A. OUTLINE OF METHODOLOGY

1. General

2. Methodology for Carbon Monoxide

3. Discussion of Methodology for Carbon Monoxide
4. Methodology and Discussion for Oxidants

B. DISCUSSION OF 1970-1972 AIR QUALITY LEVELS

1. Natural Features Affecting Pollution
Potential

2. Location and, Type of Instrumentation

3. Review of Air Quality Data

4. Impact of Stationary Sources

5. Required Air Quality Improvement

C. DISCUSSION OF VEHICLE MILES OF TRAVEL

General

+ Traffic Densities

Traffic Variations

Vehicle Type

Trip Purpose

. Trip Length

Average Daily Driver Trip Ends
Core Area Vehicle Miles of Travel

D. DERIVATION OF 1977 AIR QUALITY LEVELS

1. General
2. Estimation of CO Levels
3. Estimation of Oxidant Levels

E. DISCUSSION OF 1978 AND 1979 CARBON MONOXIDE
LEVELS

F. SUMMARY OF PROBLEM AND CONCLUSIONS

BWNYANPWNE

EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS
A. GENERAL


1971 DAILY 1977 DAILY

VEHICLE MILES VEHICLE MILES
SUB- (000) EXPANSION 000)
AREA Streets Frwys. _FACTOR Streets Frwys.
165 28.9 39.5 1.25 36.1 49.4
166 28.3 1.25 35.4
167 6.8 1.20 8.2
168 5.6 1.15 6.4
169 1.1 1.30 1.4
170 60.6 1.40 84.8
171 73.3 1.25 91.6
172 62.5 31.8 1.25 78.1 39.8
173 23.0 20.3 1.40 32.2 28.4
174 2.0 15.6 1.35 2.7 21.1
175 7.6 1.40 10.6
176 13.8 1.40 19.3
177 14.0 1.40 19.6
178 20.7 1.35 37.9
179 22.9 1.35 30.9
180 22.6 93.0 1.25 28.3 117.3
181 57.0 1.225 69.8
182 55.1 1.225 67.5
183 27.4 1.225 33.6
184 42.7 1.25 53.4
185 24.5 23.4 1.30 31.9 30.4
186 22.1 1.40 30.9
187 24.6 1.40 34.4
188 27.0 1.40 37.8
189 30.2 1.40 42.3
190 11.6 1.35 15.7
191 18.2 60.6 1.25 22.8 75.8
192 46.4 1.225 56.8
193 60.1 1.225 73.6
194 39.5 1.225 48.4
195 43.2 1.25 54.0
196 24.7 19.4 1.30 32.1 25.2
197 39.2 1.40 54.9
198 30.8 1.40 43.1
199 58.5 1.40 81.9
200 19.9 1.35 26.9
201 18.0 55.6 1.30 23.4 72.3
202 56.8 1.25 71.0
203 44.9 1.25 56.1
204 30.1 1.25 37.6
205 23.6 1.25 29.5

A-5


TABLE II-7

MAJOR POINT SOURCES OF HC EMISSIONS
SALT LAKE COUNTY

1970

Company Location Emissions

(Tons /year)
American Oil Co. 474 W. 8th North St., SLC 8416
Kennecott West of Magna 497
Utah Power & Light 1407 W. North Temple, SLC 235
Murray City Power 148 W. 4800 South St., Murray 164
Portland Cement 615 W. 8th South St., SLC 33
Little America 1200 Beck St., SLC 26
University of Utah NE of 13th East & 5th So., SLC 22
Interstate Brick 3100 So. 1lth East St., SLC 10
Stauffer Chemical SE of Magna 10
Welfare Square 751 W. 7th South St., SLC 10

Rr

II-28


1-0

VEHICLE

City OF SALT Lake =~ «CALENDAR YEAR IS 1970 ~

REGION NO. 20 °°” «POLLUTANT SPECTES IS CARBON MONOXIDE

MODEL YEARS CONSIDERED IS FROM 1958 TO 1971

LENGTH OF TIME PERIOD IS 8 HOURS

CATEGORY —

LIGHT DUTY HEAVY DUTY OTHER TOTAL

ZONE AREA EMISSIONS ERISSi0N EMISSIONS EMTSSTON EMISSIONS EMISSION ~ EMISSIONS “EMISSION

DENSITY DENSITY DENSITY

_ DENSI
TKEM) —__(KGM/SQ.ATD

CSOATD TKGM/SO.MI)  (KGMI (KGM/SO.MTD TKGMT ~~ (KGM/SO.MTD
10.270 = _ 1090.56 0.0_ 1104251 4090.78
2 0.810 3464.33 0.0 4346.39
30.780 _ 5526.49 126434 020_ 7211.58
% 0.840 4445.00 100.53 0.0 5392.20
50.280 870.59 49-83 0.0 3159.10
@ 0.270 933.93 51.68 0.0 3140.32
7 3 o $9044 _

8 6268.86 139.07
9 5517632_

To 1677.13
pes 485.66
12 1649.63
43 3409234 4670.33 _

1% 3418.50 4558.00
15 4472.21
16 1517.68
17 1191.36
180.820 3621.24
19 3051.90 3767678 _

20 888.92 3292.31

21 916042 1666022 _ 1691.59

22 3180.21 4077.19 3236-46 = 4149631

23 0.850 3546.82 4172.73 56.25 3603.07. 4238.90

24 06200 1594.64 ~7973.20 28.05 1622-69 6113.46
1 394.67 = 1461.76 21.82 80.83 0.0 416.49 1542.57
2 284.44 351.16 16.35 20.19 0.0 300.79 371.35
3 622.25 °23 32.76 121.35 0.0 655.01 2425.98
« 16.35 20619 0.0 396.80 489-88
5 82.79 1.96 119,02 1R1561R-
6 85.03 “1.96 15546216 1726.84
T 89.41 0.0 1051.91 1912.56
8 49.02 0.0 792.05 = 1015.45
9 0.850. 941.23 44.98 0.0 838.28 986.22
10 0.200

209.76 1068.81

54042 “0.0 0.0 220.65 1103.23


tion, but because of uncertainties in the construction timetable the

full impact of this freeway has not been incorporated into the 1977 vVMT's.

The two estimates of the percent reduction in CO emissions re-
quired by transportation control strategies are 13 and 2 percent. Reduc-

tions are needed only in Zones C, H, and I.

c. Comparison with Implementation Plan Estimates
Table V-A of the Implementation Plan shows a reduc-
tion of 43 percent in total CO emissions in Salt Lake County between
1970 and 1977. The reduction in emissions from autos and light trucks
over this period is 46 percent. These figures compare closely with the
results for Zone H given in Table II~22. The reduction in total emis-

sions for Zone H between 1970 and 1977 is 46 percent, and the reduction

in vehicular emissions is 47 percent.

3. Estimation of Oxidant Levels

a. Emission Densities within the Core Area
For the proportional modeling used to estimate air
quality for 1977, it is necessary to apportion the total initial hydro-
carbon content of the local air mass within which the highest oxidant
concentrations are produced to vehicular and non-vehicular sources. No
spatial relationship between the source of the hydrocarbons and the region
of high oxidant concentrations need be postulated. The following basic

assumptions were used in making the apportionment:

(1) The local air mass of concern is the one

having the highest hydrocarbon content.

II-59


Transportation control strategies are not required to reduce hydrocarbon

emission to acceptable levels.

2. National CO standards will be achieved throughout the city by
1977 by means of the Federal Motor Vehicle Control Program with the excep-

tion of a central area bounded approximately by West Temple, 900 South,

500 East, and 6th Avenue. The size of the area judged to be critical

depends somewhat on the baseline year (1970 or 1971) used in making the

air quality projections.

3. To achieve the 8-hour average CO standard within this central

area by 1977 will require an additional reduction in CO emissions from

motor vehicles of about 8 percent from 1971 levels. (Individual

estimates were 2 and 13 percent, depending upon the baseline year).

4. The Federal Motor Vehicle Control Program is sufficient to
ensure that the 1-hour average CO level will remain within the national
standard throughout the city.

The above assessment of the oxidant and CO problems in Salt Lake
City is in essential agreement with that presented in the Implementation
Plan. The more recent data suggests, however, that the CO problem may be
less severe than indicated by the 1970 data. Delineation of the critical

area was not attempted in the Implementation Plan.

II-68


Transportation Controls

To Reduce Motor Vehicle Emissions

IN
SALT LAKE CITY, UTAH

ENVIRONMENTAL PROTECTION AGENCY


INTERSECTION

Table III-6

COMPUTER CENTRAL SIGNAL CONTROL SYSTEM
Salt Lake City TOPICS Project

IDENTIFIED PROBLEM

RECOMMENDED IMPROVEMENT

EXPECTED BENEFIT

A portion of the
central computer
controlled system
bounded by 2nd
West, 9th South,
Sth East, 4th
South, 9th East,
and 3rd Avenue-
North Temple.

9¢-1I1

SOURCE:

The existing signal
system

a)

b)

ce)

da)

e)

timing plan imple-

mentation capability

is inadequate

timing is outdated
and in need of up-
date

subarea configura-
tion does not re-

flect today's traffic

requirements

subarea relation-
ships permit no
inter-subarea co-
ordination

signal visibility
is inadequate.

Salt Lake City TOPICS Study

a)

b)

Install central digital com-
puter master, develop opera—
ting system software, and,
construct connection to
telephone company facilities
for leased telephone company
interconnection system.

Modify local controllers to
provide computer compatible
operation.

Upgrade vehicle and pedes-
trian visibility as required.

Peat, Marwick, Mitchell and Co., 1972

a) The computer and new
communications system
will permit a highly
efficient reshaping
of the system into
subarea control areas
which fulfill over-
all system demands.
It will also permit
the implementation
of a much wider
variety of timing plans.

The net result of
these improvements
will be to reduce
motorist delay and
decrease travel time
within the system.

b) The upgrading of
traffic signal and
pedestrian signal
displays will con-
tribute to a more
consistent and higher
quality signal head
visibility and there-
fore a safer system.


TOPICS funds. The availability of local matching funds is dependent
upon future SLC budgetary decision-making, but local priorities for
transportation services appear. to support the likelihood that the neces-

sary funds will be allocated for this project.

No legislation is required to authorize this strategy and no

legal barriers appear to pose an impediment to its implementation.

Should Salt Lake City choose to initiate a traffic flow
improvement program, at least five separate agencies should be expected
to approve this selection: The Air Conservation Committee, the State
Department of Social Services, Division of Health, the State Highway
Commission, the Salt Lake City Council, and the Wasatch Front Regional
Council. Development of an implementation plan without the express ap-
proval of at least these agencies would not be productive in reducing the

air pollution problem in the study area.

2. Other Candidate Strategies

a. Peripheral Parking and Car Pooling

While the assessment of this strategy is dependent upon
our evaluation of the mass transportation question dealt with immediately
below, one interesting variation of a peripheral parking/car pooling
strategy deserves separate mention. As a result of the Utah State High-
way Department's observation that some commuters were voluntarily parking
their cars outside the city proper along the inter-state. highway and

pooling rides into Salt Lake City, a pilot project supportive of this


APPENDIX C

TABULATIONS OF VEHICULAR EMISSIONS


Acknowledgements

Many individuals and several organizations have been helpful in
carrying out this study; for these contributions the GCA Technology

Division extends its sincere gratitude.

Continued project direction and guidance were given by Mr. Fred
Winkler (Project Officer) and Mr. Dave Tamny of the Land Use Planning
Branch, EPA, Durham, North Carolina, and Mr. Dale Wells (Co-Project

Officer) of EPA Region VIII.

Many members of local and state agencies supplied data and criti-

cal analysis to the study.

Wilbur Smith and Associates, Inc. and Abt Associates, Inc. acted
as subcontractors to GCA Technology Division and supplied major input
to the study especially in the areas of traffic data, control strategies

and implementation obstacles.


In the long run, as new capacity and ease of movement are
increased, there is the possibility that additional traffic will be gener-
ated to somewhat offset the initial benefits in reduced vehicle emissions.
For Salt Lake City, given the level of service on the existing street
system, it is not expected that an immediate increase in street capacity
would be offset by new generated traffic. There simply is not enough

congestion to suppress automobile traffic in Salt Lake City.

Normal traffic growth will, however, continue at a rate of
3'to 4 percent per year. According to projections provided by the Utah
State Department of Highways, traffic in the downtown core will increase
approximately 18 percent between 1971 and 1977. Thus normal traffic growth
will to some extent tend to vitiate the initial benefits resulting from

improved traffic flow.

A number of "before-and-after" studies have been conducted
to verify the effects of new improved traffic signal systems. At this
point in time, it is extremely difficult to judge the true effectiveness
of these new signal systems. Not only do the results vary somewhat from
city to city, but very few studies have really studied the overall impact

for an entire street network.

Perhaps the major source of accurate information comes from
the NCHRP Report 113, Optimizing Flow on Existing Street Networks. This

report showed increases in travel speed ranging from 9.8 to 121.6 percent

III-27


‘concentrations reached levels of possible concern only during the fall

and winter months, but at no time was the national standard exceeded.

Additional details of the diurnal and seasonal variation of
CO concentration can be obtained from Table II-2 which gives the high-
est 1l-hour concentration observed during each hour of the day for each
month. Table II-3. is a similar presentation of the maximum 8-hour co
concentrations. As expected, the 8-hour standard was most frequently
exceeded during the fall and winter months. May was the only month in
which the standard was never exceeded. Also, during the one-year period,

the 8-hour standard was exceeded at least twice on every. hour of the day.

c. Oxidant Ait Quality Data
, Table II-4 gives the highest and second highest 1-hour
total oxidant concentrations observed during 1970 and during the period
from 1 July 1971 to 30 June 1972. Values for the second year period are

approximately 84 percent of the 1970 values.

the diurnal variation of oxidant concentration was examined
for each month of the year, and the data for months having similar diurnal
patterns were combined. Figure II-3 . is a plot of the results for the
four modified: seasonal periods. Concentrations are plotted on the hour.
-@nding the averaging period. The maximum diurnal:.variation oseurs in the .
. five "summer" months when solar radiation is most intense, and the pinisum
diurnal variation occurs during the three winter months when the influence
of solar radiation is the least. : As might be expected, the lowest value

during the day occurs during the period from 0500 - 0700 MST in all

TI-16


during any given year. The 1971 registration information shows approxi-
mately 824,000 vehicles registered in the State of Utah. Of this total,
675,600 vehicles, or 82 percent, are classified as passenger cars or light-

duty trucks (panel and pick-ups).

4. Spot Check Program

This program would be based upon a random sample and roadside
check of motor vehicles performed by law enforcement officers or special
inspection units created for this purpose. In order to have a significant
impact on emissions, a sample in the range of 30 to 40 percent would be
necessary. The logistics, administration, public acceptance, enforcement

and disruption of travel are major objections to this program.

The programs discussed above are not meant to include all
possible inspection programs. Rather the list is intended to provide a
basis for discussion and comparison of alternative inspection programs or

combinations of programs.

5. Inspection Test Procedure

Various inspection procedures have been suggested or used
to identify vehicles with emission rates which exceed the standards
established by the Clean Air Act. Most of these test procedures are still
undergoing evaluation and better information will be available in the near

future.

TII-7


appropriate for Salt Lake City. For a more complete listing of strategies,
refer to "Evaluating Transportation Controls to Reduce Motor Vehicle Emis-
sions in Major Metropolitan Areas," prepared by the Institute of Public
Administration, in March, 1972. Table III-1 presents a summary of those
major transportation control strategies and their impacts as presented in

the Institute of Public Administration report.
B. MOTOR VEHICLE INSPECTION PROGRAM

Several inspection programs, each designed to enforce a reduction
in automobile emissions to an acceptable federal standard, are presented
herein to establish a basis for determining the acceptability and impact
of a motor vehicle inspection program for the State of Utah. These pro-

grams are discussed below.

1. Statewide Emission Inspection Program in Conjunction with

Vehicle Safety Inspection

Since there are existing federal requirements that states
conduct motor vehicle safety inspections, one logical approach would be
to expand the existing statewide safety inspection program to include a
periodic inspection of motor vehicle emissions. A state vehicle safety
inspection program charged with the added responsibility of coordinating
with an emissions control program could be an efficient and cost-effective

method of implementing an emission inspection program.

When considering a statewide program, it is essential that

pertinent criteria be established. From a standpoint of total emission

ILI-2


Salt Lake City's central business district if the national 8-hour average
standard for CO concentration is to be met by 1977. On the other hand, the
available data indicates that the oxidant standard and the 1-hour average
CO standard will be met throughout the urban area by means of the Federal

Motor Vehicle Control Program alone.

After evaluating the probable effectiveness and feasibility of
a large number of possible controls, the recommended strategy selected is

Traffic Flow Improvement, to be achieved principally by means of a compu-

terized traffic signal system (TOPICS Improvement Project, No. 1). Cur-
rent estimates show that the standards may be met in 1977 by means of
this system. However, it is recommended that consideration be given to
"back-up" strategies, including mass transit development, in the event
that additional controls prove necessary. It is also recommended that
the role of the automobile - in particular parking in the downtown area -

be carefully re-evaluated.

Table I-1 summarizes the magnitude of the problem and the effect
of the computerized traffic signal system on CO emissions in the area of
principal concern. At the request of EPA, projections were made from
two baseline years, 1970 and 1971. Results from both sets of calcula-
tions are presented in the table. It is emphasized again that the air
quality estimates are "best estimates" based on available data and the
proportional model. Also, experience shows that considerable variation
in the maximum (or second highest) 8-hour concentration will be experienced

at a given sampling location from year to year even under relatively con-


TABLE [I-12
AUTO TRIPS BY PURPOSE INTERNAL

SURVEY - 1960
PER CENT
TRIP PURPOSE VEHICULAR OF TOTAL
AUTO DRIVER
work 137,162 22.0
Personal Business 23,590 3.8
Medical-Dental 4,855 0.8
School 13,558 2.2
Social 102,754 16.4
Eat Meals 10,945 1.7
Shopping 108,084 17.3
Non-Home Based 110,379 17.7
Home Based
Miscellaneous 113,018 18.1
Subtotal 624,345 100.0
TRUCKS
Light Trucks 131,374 94.8
Heavy Trucks 7,273 5.2
Subtotal 138,647 100.0
TOTAL 762,992

SOURCE: Salt Lake Area Transportation Study

TT-46


1-9

CITY OF SALT LAKE CALENDAR YEAR IS 1977
REGION NO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1965 TO 1978
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGURY ~ © LIGHT DUTY HEAVY DUTY OTHER TOTAL
arena AREA EMISSIONS GRESSION EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION

e OENST OENSITY DENSITY DENSITY
(SQOMID  (KGMD = CKGH/SQ.MID (KG) = (KGM/SQ.MI} (KGMD (KGH/SQ.MT) (KGMD (KGM/SQ.MI)

1 04780 2415.21 3096.43 72.65 93.16 0.¢ 0.0 2487-66 = 3189.56
2° 0,840 = 1894.29 2255.10 54.48 64.86 0.0 0.0 1948.77 2319.96
3 0.280 375.47 = 1340.98 9.08 32443 0.0 0.0 384.55 1373.41
4% 02810 2729.80 = 3370-12 81.73 100.90 0.0 2811.53

3_ 0-810 2306.97 2 72.65, 89.69 0.0 2379.61

6 0,270 730.65 2 27.24 100.90 0.0 757290

T 0.730 1454.54 1992-52 45240

8 0.750 1447.77 1930.37 45.40 2

9 0.250 490.48 os 0.0

10 20 0, 0.0

a 10 1669.57 0.0

12 0.270 1490.87 0.0 411.62 1524.50



pre-start, idle, off-idle, and special. The specific tasks that may be
performed to diagnose. malfunctions are show for each system as they relate
to test modes. Pre-start tests generally concern detailed visual inspec-
tion of system components. Idle test involves specific emission control
components, idle speed and mixture tests and ignition timing, and point
dwell inspection. Off-idle testing is concerned with additional fuel sy-
stem tests involving air cleaners, power enrichment and main circuit
carburetor condition. Ignition coil, distributor, plugs and wires are
further tested, including mechanical and vacuum advance mechanisms. When
mechanical systems component failure such as exhaust or intake valves are
suspect, special tests involving static load (power drop) or compression

testing is performed.

"The functional flow as described requires a two-man |
test crew. One technician performs the pretest operation and places the
vehicle in testing position of the chassis dynamometer. After vehicle
positioning, he operates the vehicle through speed and load ranges as
required by the testing procedure. Alternative procedures may be required
for diagnostic purposes if failures are discovered. The other technician
performs equipment hookup and accomplishes actual emission and diagnostic

measurements.

"The entire task can be accomplished by a single tech-
nician; however, the test time must be extended considerably. The single
man procedure requires that the emission test be accomplished first,
followed by dynamic diagnostic measurements as may be required for failure
analysis."

ITII-14


01-9

CITY OF SALT LAKE CALENDAR YEAR IS 1979
REGION NU. 2 POLLUTANT SPECIES IS HYDRUCARBONS:
MODEL YEARS CONSIDERED IS FROM 1967 TO 190

LENGTH OF TIME PERIOD IS 3 HOURS

VEHICLE

CATEGORY — LIGHT DUTY HEAVY DUTY UTHER TUTAL

ZONE AREA EMISSIONS EMTSSION  EMTSSTONS EMISSION EMISSIONS EMISSION — EMISSTONS EMISSION

DENSITY DENSITY DENSITY DENSITY
{SCeMI) —-(KGMD (KGM/SQ.MI)—-(KGMD (KGM/SQeME) — (KGM) (KGH/SO64T) (KGM) (KGM/SQ0MTD

1 04270 22.66 £3.92 1.63 6-03 0.6 0.0 24629
2 6.610 89.33 34.35 4.89 603 0.9 0.0 73.21

3 0.780 107.27 137.53 8.14 10.244 0.0 0.0 115.41

4 0.840 33.90 99.89 5.51 7.75 0.0 0.0 90.42
5 0.280 16654 59643 1.63 5.82 C20 0.6 18.27

6 0.276 17.35 64625 1.63 6.03 0.0 0.0 18.93

7  34f10 57.97 £3.92 4.89 6.03 0.0 0.6 72586
8 94810 121.43 149.91 9.77 12.06 0.0 0.0 131.20

9 0.810 101.25 125.90 214 10.05 0.0 0.0 109.39

10 0-270 32.57 126.63 3.26 12.95 0.0 0.0 35.83

11L 04180 9.91 55.07 1.63 9605 0.c 0.6 11.54

12 04660 31615 47.20 3426 4093 G6 0.0 34.41

13° (0.730 $6420 90.69 6499 0.0 0.0 71.09

14 0-750 $3472 84.97 6651 0.0 0.0 6P 661

15 0.250 22.95 87.30 oe5l 0.0 0.0 23.53

16 6-320 16.27 32.08 5.09 0.0 0.0 11.96

17 C.900 20.09 23.21 1.31 0.6 0. 22 52

18 04820 58.05 70.31 5.96 CoC 0.c 62495

19 06810 5904P 73.43 5693 0.0 0.6 04636

20 0-270 18.06 26687 6.23 0.0 0.0 19.6F

21 04550 18.41 33.047 2496 0.6 0.9 20.64

22 4780 63.02 20.79 6425 GG 0.6 67.9C

23°. 0-850 TO1C 5.75 0.6 0.0 14.9

24 0.200 31.51 16.29 C0 Gee 34.77
1 0.270 12.61 46.70 3443 12.72 6.6 0.0 84042
2 6.810 2.98 2229 2.33 O20 6.6 13691
3 04270 19.88 5.72 21.26 Oo Geb 4681
& 0-810 11.5% 3243 4024 coe O.€ 1004?
5 0.666 33.55 50.84 9.16 13.37 C.0 0.6 G4 e71
6 0-900 G4 .FP 49 FT 12.59 13299 C434 0.37 ba e2d
7 0.550 31.63 57.51 9-16 16.95 0.0 Gee Talo
8 0-780 22.87 29.32 5687 8.30 0.0 O.C Bvel2
9 0-850 24.36 28.66 6.87 8.03 | 0.6 UG 50074
10 -C.200 beak 32.06 2029 11.45 G20 0.0 43050



sl 5
. a
3 z |.
5 as bg Bg
& = —— 7 Dern ave
A Bp c D E
388 296 428 319 189
s. Tempce st] 197 142 203 148 90
oa dt
4 G H (498) 1 sje
468 41L 372
222 188 180
— * 700 SOUTH ST
MONITORING Bae
STATION
M N ro) 900 SOUTH ST
o mT
324 283 277 270
154 | 131 127 129
SALIFoRI ton 1300 SOUTH ST
— 7
BROWNING AVE
. i R s T
.
§] on HE 218 226 bol 5
3} 49 115 101 109 99
J } 3
L 2100 SOUTH 8T
U t- Vv w 47 x,
168 58
80
om
9 7 2700 SOUTH 8ST
A
3 A
3 —— Broce sour ar

NORTH

Figure I-12. Hydrocarbon emission densities (kg/3-hoy/e /ms2) for 1971

(upper) and 1977 (lower). Value in pi

(

is emission density for 1970.
TI-61

/

a#entheses (Zone H)



seasons. The highest concentration occurs shortly after noon in summer

and about one or two hours later in the fall and winter.

Figure II-4 is a plot of the maximum l-hour concentration
which occurred each hour of the day for each of the modified seasonal
periods. The summer curve of maximum values closely parallels the sum-
mer average curve of Figure II-3, and the national standard is slightly
exceeded from 1100 to 1700 MST. Rather curiously, the standard is also
exceeded during the winter both at 0900 and 1000 MST and again at 2200 MST.
The fall curve also has maximums in the morning and late evening, in addi-

tion to an afternoon maximum.

Table II-5 gives the maximum l-hour concentration observed
during each hour of the day for each month. The standard was exceeded on
one or more days in August, September, December, January, May and June
with 11 of the 21 values over the standard occurring in June. With one
exception (2200 MST) all values in excess of the standard occurred between

0900 and 1700 MST.

d. Monthly Variation of CO and Oxidant Concentrations
Figure II-5 shows the average monthly concentration of CO
and total oxidant throughout the year. Although the curves are quite
irregular, the yearly pattern of minimum CO concentrations and maximum
oxidant concentrations in the spring and summer, and of maximum CO con-
centration and minimum oxidants in the winter which was discussed earlier

in the report can be seen.

11-22


most recent available counts were made in 1971. By using the length of

the streets and/or freeways within a particular sub-area or zone and the
average daily traffic on those streets, the daily vehicle miles traveled
were calculated. An expansion factor, provided by the Utah State Depart-
ment of Highways, was then applied to the 1971 daily VMT to estimate 1977
daily VMT. The 1971 VMI by zones, the expansion factors and the 1977 VMT

are all shown in Appendix A.
2. Traffic Densities

In order to develop a basis for determining alternatives for
reducing the vehicle concentrations, it was necessary to determine the
areas of greatest vehicle concentrations during given time periods.
Appendix B shows the area in square miles of each zone, the 1971 and 1977
VMT, and the vehicle miles traveled per square mile for both streets and
freeways. It can be readily seen that the greatest densities exist in the
central business district where the available street capacities are rela-

tively fixed.

3. Traffic Variations

In addition to daily volumes, knowledge of traffic varia-
tions by time of day is important in determining vehicular emissions.
Hourly traffic variations by type of vehicle for the Salt Lake area are
shown in Table II-8. This information was obtained from the Salt Lake
Area Transportation Study and was checked against more recent counts on

specific streets. Since the data provided in the Salt Lake Area Trans-~

TI-34


(2) It does not necessarily require peripheral parking

(3) It envisions express transit service from major trip
generators in outlying areas

Peripheral parking and mass transit, however, may be combined

and incorporated in one expanded transit program with increased benefits.

Mass transit programs, to be effective in reducing automobile
travel, must also incorporate the concepts of parking controls and pricing
within the downtown area. In other words, the convenience and cost of
transit travel to downtown Salt Lake City must compare favorably with the
convenience and cost of travel by automobile. Present policies and pro-
grams aimed at increasing the parking supply and improving automobile
access in downtown Salt Lake City tend to encourage use of private auto-
mobiles at the expense of transit, For transit to have a significant
impact on travel in the downtown area, some type of controls or changes

in policy will be necessary.

2. Impact on Vehicle Emissions

It is understood that the adopted plan anticipates approxi-
mately 5.5 million annual revenue passengers by 1980. In effect, this
slight increase in usage above present levels represents a net reduction
of approximately 3,280 vehicle trips per day, or less than 2 percent of
the projected 1980 trip ends for the CBD (projected 1980 vehicle trip
ends, CBD = 196,788 per day). Therefore, the impact of the adopted
transit plan is relatively insignificant in terms of total vehicular

travel,

III-35


TABLE II-11

ESTIMATED TRAFFIC VARIATIONS
(Total Study Area)

TOTAL TRAFFIC HEAVY DUTY VEHICLES
AS PERCENT OF AS PERCENT OF
HOUR 24-HOUR (ADT) TOTAL TRAFFIC (ADT)
A.M.
O-1 1.2 1.7
1-2 .6 2.4
2-3 3 3.8
3-4 3 4.8
4-5 3 5.9
5-6 .7 4.0
6-7 2.5 4.0
7-8 8.4 3.0
8-9 6.4 3.9
9-10 4.7 4.9
10-11 4.8 4.8
11-12 5.1 4.3
P.M.
12-1 5.1 3.8
1-2 5.1 4.0
2-3 5.5 4.3
3-4 6.5 4.0
4-5 9.1 3.4
5-6 9.4 2.6
6-7 6.4 ; 2.2
7-8 5.1 1.7
8-9 4.0 1.5
9-10 3.6 1.2
10-11 2.9 1.3
11-12 2.0 1.4
TOTAL 100.0 AVERAGE . 3.25

II-39


VI. SURVEILLANCE REVIEW PROCESS

A. TRAFFIC SURVEILLANCE METHODS

There are basically two traffic parameters which should be
watched closely to verify the success of any transportation control

strategy. These are:

. traffic volumes (ADT and hourly volumes)

+ average operating speeds.

Estimates of 1977 volumes and speeds are provided in this report

to serve as a check (see Table II-18).

If the signal control system is effective, the peak hour operating
speeds will be increased to an average of 19 miles per hour within the CBD

(present average - 15. mph).

Traffic volumes are expected to increase approximately 3 per-
cent annually in the CBD. Appendix A contains traffic growth estimates
by zone. Should either of these assumptions prove incorrect, there
could be an increase in vehicle emissions. Therefore, in addition to
a continual check on the air pollution level, both the city and state

should maintain continuous checks of vehicle traffic volumes and speeds,

especially within the CBD.

At present, both the City Traffic Engineering Department and
the Utah State Department of Highways maintain records on traffic volumes

and speeds. These should be continued and expanded to provide greater

coverage in the CBD.

VI-1


TABLE II-8

HOURLY TRAFFIC VARIATIONS

TRUCKS * TOTAL VEHICLES
Pot.of Pot.of PERCENT

HOUR No. 24-Hr. No. 24-Hr. TRUCKS
A.M.

0-1 2040.6 2,669 1.2 7.6
1-2 1490.5 13341 16 Li
2-3 1140.3 661 33 1722
3-4 1280.4 580 33 22.0
4-5 199 (0.6 743 3 26.7
5-6 298 = 0.9 1,623 7 18/3
6-7 1,015 3.1 5,529 2.5 1g!3
7-8 2,563 7.8 18,619 8.4 1327
8-9 2,508 7.7 14,115 6.4 1707
9-10 2,353 7.2 10,486 94.7 22.4
10-11 2,337. 7a 10,714 4.8 21.8
11-12 2,203 6.7 1ij219 05. 1976
P.M.

12-1 1,964 640 11,348 5.1 17.3
j-2 2,069 6.3 llj298 5.1 18.3
2-3 2,361 7.2 12,112 5.5 19.4
3-4 2,642 8.1 14,431 6.5 18.3
4-5. 3,134 9.6 20,294 9.1 15.4
5-6 2,473 7.6 20,781 9.4 11.9
6-7 lia20 43 14,151 6.4 10.0
7-8 8732.7 11,344 5.1 7.6
8-9 5931.8 8,852 4.0 6.7
9-10 4421.4 7,972 3.6 5.5
10-11 389 «1.2 6,403 2.9 6.1
11-12 292 0.9 4,526 2.0 6.5
Total 32,723 100.0 221,811 100.0 14.8

* Includes panel and pickup.
Source: Salt Lake Area Transportation Study, Volume l.

II-35


TABLE II-24
SUMMARY DATA FOR CORE AREA ( HYDROCARBONS-OXIDANTS )

a) Emission Rates of Hydrocarbons (kg/3 hr/14 mi’)

Category Year
1970 1971 1977
Vehicular 4633 4391 2098
Non-vehicular 632 632 790 -
Total 5265 5023 2888

b) Air Quality - Oxidants (l-hr average in ppm)

Year
1970 1971 1977
Observed (2nd Highest) 0.11 0.093
Estimated
From 1970 data < 0.08
From 1971 data < 0.08

c) Maximum Allowable Emission Level of Hydrocarbons (kg/3 hr/14 mi’)

Total Vehicular
Estimated
From 1970 data 3896 3106
From 1971 -data 4470 3680

d) Reduction in Vehicular Emission of Hydrocarbon from 1971 Levels (percent)

Anticipated from Federal Additional Required

Reference Motor Vehicle Control by Transportation

Year Program by 1977 Control Strategies
1970 52 0
1971 52° 0

II-64


Slightly more than 675,000 motor vehicle inspections would
have been necessary in 1971 to provide an annual inspection of all light

duty vehicles,

2. Regional Inspection Program-Air Pollution Specific

Projections of 1977 vehicle emissions indicate that only
the central business district of Salt Lake City will not be able to meet
established air quality standards for carbon monoxide. Based upon the
1960 traffic survey’, between 85 and 90 percent of the travel in the SLATS
study area is produced by internal (vehicles garaged in the study area) ;
vehicles. Therefore, a regional, including Salt Lake and Davis Counties,
inspection program could produce a significant improvement in air quality

in downtown Salt Lake with less cost and administrative burden.

A regional inspection program should meet the same minimum

criteria discussed previously for the statewide program.

3, Transferred Motor Vehicle Inspection Program

This program, if implemented, would require that vehicles
be inspected only when the title is transferred. New cars would be exempt,
Vehicle transfer information from the State of Utah indicates that approx-

imately 10 percent of all automobiles and pick-ups registered are transferred

*salt Lake Area Transportation Study, Vol. 1, Current Travel Inventory,

Wilbur Smith and Associates, 1963, p. IV-24,

TII-6


no suitable model to relate source emissions spatially to the resulting
oxidant levels in the Salt Lake City area. For the proportional modeling
carried out in Section IID, hydrocarbon emissions from non-vehicular

sources are considered uniform through the critical area.

5. Required Air Quality Improvement

a. Improvement Dictated by 1970 Observations
CO Levels

In the Implementation Plan, a proportional model was used
to determine the percent reduction in CO emissions that would be required
to meet the national standards. It was assumed that the background con-
centration of CO was zero and that the appropriate concentration for use
in the rollback calculation was the second highest concentration observed

in 1970.

The rollback calculations were as follows:

l-hour_average

3738 = 5% reduction needed to attain standard
8-hour_average

22-9 9

a = 59% reduction needed to attain standard

where 37 and 22 are the second highest observed l-hour and 8-hour concen-
trations in ppm respectively, and the corresponding standards are 35 ppm

and 9 ppm.

1T-29


. principal street arteries in the downtown area are among the widest in
the nation. Many streets in the study area are-a full six traffic lanes
wide. Even with the utilization of some curbside parking restrictions :
now in effect at the peak hours, the capacity of downtown SLC streets to

absorb traffic appears far from saturated.

As reported in the recently published TOPICS report, the SLC
central business district presently serves as the Inter-mountain Region's
largest shopping concentration, plays an expanding role in supporting
recreation and convention activities, and, by every economic indicator,
should continue to prosper in the years ahead. The central business
district of SLC was found to be "the single largest trip generator in

the Salt Lake Valley."

The central business district merchants are in open competi-
‘tion with the expanding suburban shopping center complexes which threaten
their documented supremacy. At least five new privately owned and
financed parking garages are under construction in the central business
district at the present time, several of these sponsored by large depart-
, ment stores. A recent parking survey conducted by the Mayor's Ad Hoc
Parking Committee has called for more off-street parking in selected
areas in the central city even though the municipally unregulated park-
ing rates in prime locations are now as low as $13-15 per month. The
major department stores recently rejected a proposal to validate transit
_ authority bus tickets presented by their customers. Taken together,

these facts suggest that a program of traffic flow improvement is most

v-4


travel. The recent TOPICS study verified the "continuous circulating

traffic in the CBD all day long".

The success of the peripheral parking concept depends greatly
upon the overall parking policy. The location and pricing of curb and off-
street parking must be coordinated to discourage automobile travel within
the core area of downtown Salt Lake City. Obviously the present policy
of providing an abundant supply of inexpensive parking throughout downtown
must be revised. Motorists must be charged premium prices for parking in.
congested areas to encourage use of peripheral parking and transit. Only
through an effective overall coordinated program, including parking, transit
and land use controls, can there be any hope of reducing the use of auto-

mobile travel (and vehicle emissions) in downtown Salt Lake.

It is understood that currently Salt Lake City is planning
for a pedestrian mall on State Street. This mall as presently envisioned
will have little.or no impact on vehicle emissions. While there will be
some diversion of traffic to adjacent streets, it is safe to asgume that
there will be no reduction in total travel due to the mall. However, the
concept of CBD pedestrian oriented malls combined with peripheral parking
and transit present an interesting and worthwhile concept which should be
explored thoroughly. A well designed pedestrian mall could provide a signi-
ficant positive impact on travel within downtown, especially when incorp-
orated in a program of peripheral parking and transit. A well planned CBD
which includes pedestrian malls and transit could also provide interesting

opportunities for downtown revitalization.

III-31


IV. SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE OF AIR QUALITY

IMPACT
A. RECOMMENDED STRATEGY

On the basis of the previous analysis, and consideration of imple-
mentation obstacles to various controls (Section V), traffic flow improve-
ments is selected as the recommended strategy. It appears that Salt Lake
City can reach air quality standards with the installation of an effi-
cient, computerized traffic signal system (TOPICS Improvement Project No. 1).
Although the benefits of such a signal system may prove to be only short
range, approximately five years or less, this covers the period of partic-
ular concern since air quality projections indicate that standards will

be met by 1979.by means of the Federal Motor Vehicle Control Program alone.

In addition to the computerized signal system, there are a num-
ber of smaller TOPICS improvement projects which could produce smaller
reduction in vehicle emissions. These include, primarily, the High Pri-

ority Projects described in the Salt Lake City TOPICS Study.

It should be mentioned that Salt Lake City currently is experi-
encing an No, problem, having reported an annual average concentration of
0.07 ppm in 1970, and that strategies designed to alleviate excessive
emissions of CO by increasing vehicle speed may result in increased NO,
levels. Although the recommended traffic flow improvements are not
expected to play a significant part in the overall NO, problem, it is
recommended that several of the other strategies discussed in Section IIT

be considered as "back-up" measures. Any of these strategies could be

Iv-1


for achievement of federal air quality goals -- are, therefore, pre-
liminary. Utah State and local officials should not be prejudiced in
the selection of other transportation control strategies deemed effec-
tive by them, in view of the fact. that they have had. limited opportunity

to respond to those reviewed here.
B. METHODOLOGY

Assessment of the obstacles to -implementation of transportation
control strategies was primarily based upon open-ended interviews with
knowledgeable individuals within Utah State government and the Salt Lake
City community, an evaluation of a State level meeting of air pollution
and transportation staff and EPA representatives (held October 31, 1972),
and participation in a joint sub-committee (Transportation and Environ-
ment) meeting of the Wasatch Front Regional Council, the authorized re-
gional planning body for the Salt Lake area.. During the interviews the

attached questionnaire (Appendix D) was utilized as an interview guide.

A list of interviewees appears as Appendix E.

Background information about the problem was drawn from several
previous studies and from an examination of the legislative authority
and administrative regulations of the Utah State Air Conservation Com-
mittee. Note was taken of the history of on-going hearings respecting
the Utah Air Implementation Plan under 42 CFR Part 420.5, concerned with
stationary pollution control planning. Studies reviewed included the

Salt Lake City TOPICS report, the Utah Process Report on Statewide Plan-


1971 DAILY 1977 DAILY

VEHICLE MILES VEHICLE MILES
SUB- (000) EXPANSION (000)
AREA Streets Frwys. FACTOR Streets Frwys.
206 28.0 16.2 1.30 36.4. 21.1
207 19.7 1.40 27.6
208 3.6 1.35 4.9
209 8.6 47.6 1.30 11.2 61.9
210 40.6 1.30 52.8
211 48.9 1.30 63.6
212 26.4 1.30 34.3
213 23.4 1.30 30.4
*214 5.2 1.30 6.8
#215 22.4 1.40 31.4
*216 0.4 1.35 0.5
217 18.5 38.2 1.35 25.0 . 51.6
218 28.5 1.35 38.5
219 53.6 1.35 72.4
220 32.5 1.30 42.3
221 1.0 1.35 1.4
#222 7.4 1.35, 10.0
223 3.4 1.40 4.8
#224 2.0. 1.375 2.8
#225 3.9 39.8° 1.375 5.4 54.7
#226 20.2 1.375 27.8
*227 18.5 1.375 25.4
*228 11.0 1.375 15.1
#229 27.8 1.375 38.2
*230 4.6 1.40 6.4
231 12.6 1.40 17.6
232 8.3 1.40 11.6
233 26.4 28.3 1.40 37.0 39.6
234 25.8 1.40 36.1
235, 19.8 1.40 27.7
236 0.8 1.40 li
237 18.4 1.40 25.8
238 6.9 1.40 9.7
239 5.6 1.40 7.8

* Zones expected to have freeways by 1977
but with no estimate of freeway travel.


ZONE

83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
-118
119
120
121
122
123

AREA
(Sq.Mi.)

07
208
09
09
+09
17
17
07
07
-07
+06
07
07
207
07
.07
04
10
-10
ell
-10
-10
10
-10
10
215
-08
07
+06
-06
-07
206
-06
-07
209
-10
ell
ell
-10
ell
ell

1971 DAILY

VEHICLE MILES
(000)

1971

VEHICLE MILES

PER SQ. MI.

(000)

1977 DAILY
VEHICLE MILES

(000)

1977
VEHICLE MILES

PER SQ. MI.
(000)

.

bh Be and el w
NRADUNNEPUNEIHDIINEPOUARDODUW OD
eer er er sere Se ea

rm

r=

e
FPOORUAPANBWUWOCOURYIRHUWHOUONY

PE ee er er Sr Sr US er

B
WWUWIRODAODHDIDANIEPA

es
~

DODKrPWOINWWHENOD

Streets Frwys.

14.8

122.9
40.0
167.8
70.0
103.3
48.2
27.6
82.9
118.6
158.6
210.0
100.0
108.6
235.7
102.9
157.1
62.5
51.0
116.0
111.8
27.0
51.0
164.0
77.0
124.0
30.0
12.5
100.0
115.0
175.0
104.3
106.7
186.7
120.0
67.8
44.0
68.2
121.8
50.0
34.5
119.1

Streets Frwys.

211.4

Streets Frwys.

9.9

K

Re

HPWAWWDHODDMANODNOPR IAW

Cr SS a

BR
NU DOCOWWONDABHWNAUPBONUTOONWONPUOUUAWOHRA

ied PoP

Poe

ra
UBDHDONUIOWIDNDORPUUOWODW

=

=

w

17.0

141.4
46.3
193.3
78.9
122.2
60.6
32.9
95.7
135.7
182.9
241.7
115.7
124.3
271.4
118.6
188.6
75.0
60.0
137.0
131.8
32.0
60.0
194.0
91.0
155.0
37.3
15.0
118.6
135.0
206.7
122.9
126.7
220.0
141.4
81.1
53.0
81.8
146.4
60.0
41.8
142.7

Streets Frwys

242.6


DISCLAIMER

This report was furnished to the Environmental Protection Agency by the
GCA Technology Division in fulfillment of Contract Number 68-02-0041,
Task Order No. 7. The contents of this report are reproduced herein as
received from the contractor. The opinions, findings and conclusions
are those of the authors and not necessarily those of the Environmental
Protection Agency. Mention of company or product names does not. consti--

tute endorsement by the Environmental Protection Agency.


APPENDIX A

1971-1977 VEHICLE MILES OF TRAVEL


It is estimated that about 10 percent of used cars are trans-
ferred each year in Utah. By incorporating this figure (6 percent of
vehicle miles of travel x 10 percent transferred) in the above data, it
can be seen that benefits resulting from a retrofit requirement when the
vehicle is transferred would apply to less than one percent of the total
automobile miles of travel, if we restrict our attention to uncontrolled

(pre-1968) models only.

Based upon the very small amount of vehicle miles. of travel which
will be performed by vehicles manufactured prior to 1968, retrofit of these
“uncontrolled vehicles should not be a consideration in the control strate-

gies for reducing emissions in a program implemented as late as 1977.
D. TRAFFIC FLOW IMPROVEMENTS

Traffic flow improvements refer to those traffic engineering
measures that have as their principal objective a reduction in delays,
idling periods, and stops and starts, which, in turn, tends to increase

average vehicle speeds.

Due to the existing wide streets in downtown Salt Lake City and
the constant effort being made by the Traffic Engineering Department, ,
additional traffic flow improvement programs may yield only limited reduc-
tions in emissions. However, in many ways traffic flow improvement tech-
niques are relatively easy to implement. Federal funding for such programs
is currently available through the TOPICS (Traffic Operations Program to

Increase Capacity and Safety) program.

III-24


19 29 28 7 6
a4 | 62.178 | 58 | 44]
32 = |33 43 !
29 [38 C roo} 4: | 37 :
ao
ao be Hu 4 34 | 58 f
23 | 2 4 40 | 45
TIE ET
we
g | 14 | 14 | 2 }23.}i7 | 558 | Uy T39 | 43 | 20

22°) 25 27 | 30 | 12 18 | 46 | 60 | 40 | 43 20

ro

39 | 31 58 | 20 18 | 57 | 45 | 30 | 24 | 28

20] 4 9 | 4! 49 | 26 | 23 5

22104] 18 | 28}54}/32]/ 1] 7
2 3 3 |2 | 4 |2eolia]i fee] s
MILES 3 | 8 |26|26}2/]1 |is}] 7

Figure II- 9. Travel densities (thousands of miles per square
mile) for:zones outside Core Area.

II-52 a


TABLE II-10

(Freeway)

ESTIMATED TRAFFIC VARIATIONS

HEAVY DUTY VEHICLES
AS PERCENT OF
TOTAL TRAFFIC (ADT

TOTAL TRAFFIC
AS PERCENT OF
24-HOUR (ADT

HOUR

MOONNOONANANHS

Cee ee ee er ee ee

AMNrOAOOtTOE NO

fo}
at

ee ee ee tt
BAAMEAOROD

4

10-11
11-12

a 2 Tey eer es

WOMIOOANNNDWON

Core ee er ee er er ey

MODOONMANANAAN

AAMOHMHATTHOOWOKDS

Pe ee

NNNODHONYOMAN

4.8

AVERAGE

100.0

TOTAL

TI-38


fl -0

CITY OF SALT LAKE CALENDAR YEAR IS 1974

REGION NO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE -
MODEL YEARS CONSIDERED IS FROM 1962 TO 1975

LENGTH OF TIME PERIOD IS 8 HOURS

VEHICLE
CATEGORY - LIGHT OUTY MEAVY DUTY OTHER
ZONE AREA EMISSIONS EMISSION EMISSIONS EMISSTON EMISSIONS EMISSION
ly DENSITY DENSITY DENSITY
USQeMI) (KGM) (KGH/SQ0MT) (KGM) (KGM/SQ.MI) (KGM) {KGM/SO.MI)
1 0.810 4926.58 6082.20 111.07 A3T.12 0.0 020
2 0.810 4086.72 5045.33 92019 112.81 0.0 000
CITY OF. SALT LAKE CALENDAR YEAR IS 1975
REGION NO. 2 POLLUTANT SPECIES 1S CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1963 TO 1976
LENGTH OF TIME PERIOD IS 8 HOURS
VEHICLE
CATEGORY - LIGHT OUTY HEAVY DUTY OTHER
. LONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
NO. DENSITY DENSITY DENSITY
{SQMID (Ko) (KGM/SQ.MI) (KGM) (KGM/SQ.MED (KGM) (KGM/SQeM1)
1 00810 4450.83 5494.85 105. ce 129.73 0.0 0.0
2 0.819 3694.93 4561.64 87.94 108.57 0.0 0.0

TOTAL
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SQ.93)

5037.64 6219.31
4178.90 S159.t4

TOTAL

EMISSIONS emt
OENS
(KGM) (KGA/ Soa 1d

4555091 S62
3782.87 4o7



is also shown in graphic form for a quick comparison of the three tests

in Figure III-1.

There are several factors to be considered in determining
which of the many alternatives would be most suitable for implementation,

such as future regulations, technological advancements by the manufacturers

of automobile engines, and prototype developments.

. Other analyses of the cost-effectiveness of the inspection/
maintenance strategy are contained in the November 1972 EPA report previously

referred to entitled "Control Strategies for In-Use Vehicles".
C. RETROFIT REQUIREMENT

Retrofit, as defined for this study, is the installation of
emission control equipment on automobiles which were not initially equipped
with such devices by the manufacturer. This evaluation of a retrofit
requirement considers the benefits derived in terms of automobile emission
reduction from two alternative conditions: (1) the emission reduction
resulting from requiring retrofit in all uncontrolled automobiles (pre-1968
models), and (2) the emission reduction resulting from a retrofit require-

ment when an uncontrolled used automobile is transferred,

Table III-4 shows the percent of cars in use and the corresponding
percent of annual vehicle miles traveled by various ages of automobiles on
a national average. Based on this table, approximately 90 percent of the

automobiles in use in 1977 will have been manufactured after 1967 and thus

III-19


b. Type of Instrumentation

CO Analyzer

An MSA NDIR carbon monoxide analyzer has been used
throughout the observation period. The operation of this instrument is
based on nondispersive infrared spectrometry which is the EPA reference:

method.

Oxidant Analyzer
A Mast Ozone Meter has been used throughout the observa-
tion period. This instrument depends upon the oxidation of iodide to
iodine and a subsequent coulometric reduction back to iodide for its
operation. The units detect all oxidants reducible by the iodide ion un-
like the ozone-specific EPA reference method (chemiluminescence). The
analyzer. is equipped with a filter tube to minimize interference from

sulfur dioxide.

3. Review of Air Quality Data

a. General

CO and total oxidant concentrations observed at the Salt
Lake City monitoring station during the one-year period from 1 July 1971
through 30 June 1972 have been reviewed and the maximum values observed dur-
ing this period compared with those reported in the Implementation Plan for
1970. Additionally, seasonal and daily variations in the maximum concen-
trations during the July 1971-June 1972 period have been examined to pro-

vide possible guidance in developing traffic control strategies.

11-12


c. Background Concentration

Background concentration levels of CO were not taken
into account. ‘Worst case" diffusion calculations indicated that the
concentration of point sources upon the CBD could be safely neglected

in the rollback calculations.

4. Methodology and Discussion for Oxidants

The technique employed for oxidants was basically the same
as has just been described for CO with the major difference that only
one, very much larger area, was used as the basis for the proportional
rollback. Because of the length of time required for the formation of
oxidants from hydrocarbon emissions, the relatively small areas used as
the basis for CO could not be justified. The actual area used was largely
a matter of judgment and comprised 14 square miles in the heart of the

urban area.

The reductions in hydrocarbon emissions necessary to: achieve
oxidant ambient standards were obtained from Appendix J, Federal Register

of August 14, 1971.

II-8


TABLE III-5

VEHICLE DISTRIBUTION BY MODEL YEAR
(SALT LAKE COUNTY)

PERCENT OF

YEAR MODEL AUTOS IN USE
1971 7.3
1970 8.5
1969 9.6
1968 : 9.2
1967 8.6
1966 9.1
1965 9.3
1964 8.1
1963 7.4
1962 6.2
1961 4.2
1960 3.5
1959 2.4
1958 1.1
1957 1.3
1956 1.2
Prior to 1956 3.0

Source: Compiled from official state records by
R.L. Polk and Co.

III-23


‘)

CITY OF SALT LAKE CALENDAR YEAR IS 1971

REGION NO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE

MODEL YEARS CONSIDERED IS FROM 1959 TO 1972

LENGTH OF TIME PERTOD IS @ HOURS

VEHICLE
CATEGORY — LIGHT OUTY HEAVY OUTY OTHER TOTAL
“ZONE AREA EWISSIONS EMISSION EMISSIONS EMISSION EMISSIONS  EMISSTON EMISSIONS EMISSION
NOs ee DENSITY DENSITY DENSITY DENSITY
(SO.MTY~ “CRGHY(KGM/SQ.8T) _(KGMD (KGM/SQ-MI)(KGM)  (KGH/SQ.MI) (KGM) -(KGM/SQ.MT3

_2,_.04270___ 1064.17 3941.38 14.16 52043 0.0 0.0 1078.33 3993.80
2 0.810 3380.31 4173.22 56.62 69.90 0.0 0.0 3436.93 4243.13
__3_ 0.780 ___ 5392.40 6913.34 99.209 127.03 0.0 0.0 5491-48 7040.36
4 0.R60 4337.17 5163.30 84.93 101.11 0.0 0.0 4422.10 5264.41
50.280 849.55 3034611 14.16 50.55, 0.0 0.0 863.70 3084.66
6 0.270 613.78 3014.00 14.16 52643 0.0 0.0 827.93 3066.42
70.810 3442.91 4250.50 69490 0.0 0.0 3499.53 4320.61
8 10 6116.75 7551655 0.0 0.0 6229-99 7691-35
_ 9% 10 5383-46 6646.25 0.0 0.0 5482-54 6768.57
100.270 1636.50 6061.11 104.85 0.0 0.0 1664.81 6165.96
11__0.180 473.96 2633.11 TR.64 0.0 0.0 4AR.11 2711.75
12 0.660 1609.67 2438.90 42-89 0.0 0.0 1637.98 2481.79
_13 0.730 3326.66 4557.06 77.56 0.0 0.0 3383228 4634.63
14 0.750 3335.60 4447.46 75.49 0.0 0.0 3392.22 4522.96
150.250. 1091-00 4364.00 56062 0.0 0.0 1105.16 4420.62
16 320 473.96 Y4T.12 44.23 0.0 0-0 488.11 1525.36
170.900 1046.29 | 1162.54 15.73 0.0 0.0 1060.44 117R.27
180.820 2897.41 353. 69-05 70.0 0-0 2954.03 3602.48
190,810 | 2977.89 3676.41 69.90 0.0 0.0 3034051 3746.31
20° 0.270 867.43 3212.72 14016 52.43 0.0 0.0 881.59 3265.15
_21 0.550 894.26 1625.93 14.16 25-74 a) 0.0 908-42 1651.67
“22> 0.780 3103.09 3978.32 56.62 72.59 0.0 0.0 3159.71 4050.91
230-850 3460.80 4071.53 56.62 66.61 0.0 0.0 3517242 13R.14
240.200 1556.02 7780.08 28.31 141.55" 0.0" 0-0 1584.33 7921.63
10.270 3850121426439 21.97 81.36 “0.0 0.0 407.09 1507.75
2 277.57 342.68 16.48 20.34 0-0 0.0 294.04 363.02
3 GOT-IR —-224R.P1 32.95 122.04 0.0 0-0 640013 2370.85
4 371.25 458.33 16.48 20.34 0.0 060 BRT.T2 478.67
5 1213.74 1687.48 54.92 83.21 2604 3.09 1170.70 __1773.78
6 1439.88 1599.87 76.89 85.43 2604 2027 1518.81 1687256
7 978.42 1778.95 49043 89.87 0.0 0.0 1027.85 1868.82
8 735.55 943.02 38644 49.29 0-0 0.0 714.00 992.30
9 a 790.66 918.62 3RS44 45.23 0.0 0.0 819-10 963.65
100.200 204.71 ~ 1023.53 10.98 54.92 0.0 0.0 215.69 LO7F.45


“CITY OF SALT CAKE CALENDAR YEAR IS -1979

~ REGION NO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE
HODEL YEARS CONSIDERED IS FROM 1967 TO 1980
LENGTH OF TIME PERIOD IS ~~ 8 HOURS
VEHICLE
CATEGORY = UIGHT DUTY HEAVY “ITY “OTHER TOTAL
“ZONE AREA EATSSIONSEHTSS ION EMISSIONS” ~ EMISSION” ~ EMTSSTONS EMISSION” EMISSTONS ~~ EMTSSTON
DENSITY DENSITY _ __ DENSITY _
TSQ.MI) TRGH TRENT SET ~ (GMT URGA7SO.MTYCKGMY TKGM7SQ.ATY TKGMT (KGM/SO.81)
10.270 434.36 1608.75 18.57 68.79 0.0 0.0 452.94 1677.54
a “0.810 "1303-09 1608.75 46.43— 57.33 0.0 0.0 1369.52 1666.08
80 2051.61 2630.28 83.58 107.16 0.0 0.0 2135.20 2737 263
ae 1598.13 1902.53" 65.01 «77239 0.0 0.0 1663.14
50.280 319.63 1141.52 33.17 0.0 0.0 328.91
6 0.270 333.28 1234.39 34.40 0.0 0.0 342.57
T0810 1297.63 1602.01 46.43 57.33 0.0 0.0 1344.06
8” 06810 2316.60 » 2860-00" ° 4 0.0 0.0 2409.47
9 02810 1934.15 2 0.0 0.0 2008.44
“100.270 617.4022 0.0 0-0 645.26
110.180 191.23 1062.38 0.0 0.0 200.52 1213.98
12 0.660 595.54 902.34 0.0 0.0 614.12 930.48
130.730 1262.11 1728.92 0.0 1308.55
“140.750 1218.40 1624.54 0.0 1264.84
15 0.250 417-97 1672.89 0-0 436.55
“Ye ~ 0.320— 193.96 “606.13 0.0 203.25
170.900 401.58 446 020 0.0 420.15
240 1349.; 0.0 1152.83
19 __1133.71 1399.65. 0.0 0.0 1180.15
20 ¢ 3 I~” 1274.86— 0.0 0.0 “353.50 1309.26
21 02550 352.41 640.74 0.0 0.0 361.69 657.63
227 0 1206.76 1544.54 0.0 0.0 1251.18 "1604.07
23 1338.60 1574.83 0.0 70.0 1394.32 1640.38
: . 5) 0.0 0.0 631.60 3157.99
1__ 0.270 174.18 645613 28.52 105.61 0.0 0.0 202.70 750.74
Zz 0.810— 124.42 153.60 TT.11 2Y.12 0.0 0.0 OT @Y55°° 176,727
3 0.270 276.09 =: 1022.55 45062 168.98 0.0 0.0 321.71 1291.53
& 0.610 159.96 197 .49— 22.81 26616 0.0 0.0 > ARe Te 225.65
50.660 465.68 705.57 Thole 122.33 2.04 3.09 541.86 820.99
6 0.900 $22.09 691.2 96.95 107.72 2.04 2.27 721.068 601.20
7 50 439261 19929 68.244 124243 2205 510.08 927643
“6” 0.780" 316.38 405.61 “$1.33 65.80 0.0 eo “—"36%.70 °° 471.41"
9 0.850 337270 397.30 $1.33 60.39 0.0 389.03 457.68
100.2" 501.3"

to” 0.200 ~~ e8.8T 44 35 CHES 37.03 0.0077


679

CITY OF SALT LAKE

REGION NO.

2

CALENDAR YEAR Ys 1978 -

UTANT SPECIES “FS FIVDROCARBONS ~~

“WODEL YEARS CONSTOERED IS FROM 1966 TO 1979

LENGTH OF TIME PERIOD TS 3 HOURS
VEHICLE
CATEGORY ~ LIGHT DUTY HEAVY OUTY OTHER TOTAL
ZONE AREA EMISSIONS EMISSION EMISSIONS EMISSION ~ EMISSTONS  EMISSTON” EMISSIONS EMISSION
DENSITY DENSITY ENSITY . DENSITY
(SO.MI) — (KGM) (KGH/SO.MI)— (KGMD {KGM/SQ.MI) — (KGMT (RGH7S0.MIT—~ TKGM) (KGM/SOoMI)
1 0.270 26.74 99.03 1.75 649 0.0 28.49 105452
2 0.810 81.08 100.10 5.26 6.49 0.0 86034 106.59
3 0.780 127.66 163.66 8.76 11.23 136642 174.90
4 0-840 99 062 118.60 8.35 “106.63 126.95
5 0.280 19684 70.85 6426 21.59 Tell
6 0.270 20.70 76.67 aT. 22045 S316
7 0.F10 P0265 99.57 6049 85.91 106.06
8 0.810 144.48 178.37 12.98 ~ 191.35
9 0.810 121.19 149.61 10.82 160243
10 0.270 38.38 142.16 3.51 “12.98 155614
11 _ 0.180 12.08 67.09 0.0 67,09
12" 02660 "37.09 56-20 5.31 e1.5T~
13° 0.730 76.77 105416 112.36
14 | 0.750 16.34 101.78 10° 679
15 04250 25.88 103.51 110.52
16 04320 12.68 37-74 37674
17 900 27.79 29.74
1g ~ 0.820 “B4e15 0.56
19. 0610 PT 632 93.81
20 0.270 21.56 6.36
21 06550 21.99 43618
22 0.780 73232 100674
23 _ 88.49 104611
24 GT OS “205.13
1 O.27¢ 54.20 3 SL 13.00 060 18.14 |
2 0.810 13.00 2.34 2.89 ©. “12.87 |
_ 3 0.270 85.59 5.85 21.67 00
4% 06810 16.80 3.51 4.33 0.C
5___ 0.660 59052 9436 14.1 0.0
6 0.900 58.20 12-87 14.30 0.34
_ 7 0,550 _. 67222 9036 17,02 0.0
@ 0.760 34623 5.85 7.50 0.0 ~
_.9_ 0.850 33253 7202" 8.26 0.0
io” 0.200 ‘37623 2034 11.70 0.0



TABLE II-4

HIGHEST TOTAL OXIDANT LEVELS OBSERVED AT
SALT LAKE. CITY

l-Hr Concentration (ppm)
Sampling Period Highest 2nd Highest *
Jan 1970 - Dec 1970 0.11 0.11
(Used in Implementation
Plan) |
July 1971 - June 1972 0.093 0.093
(Latest l-yr data set)

*
Values are to be compared with the national standard of
0.08 ppm, which is not to be exceeded more than once a year.

II-20


ST-9

CITY OF SALT LAKE
REGION NOe 2. _
MODEL YEARS CONSIDERED IS FROM 1966 10 1979

CALENDAR YEAR IS 1976

POLLUTANT SPECIES IS CARBON MONOXIDE

LENGTH OF TIME PERIOD TS 8 HOURS
VEHICLE
CATEGORY ~ LIGHT OUTY HEAVY DUTY OTHER
IONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
NO. DENSITY DENSITY OENSITY
(SQoMT) CKGMD —CKGH/SQOMTD CKGM) © CKGH/SQeMI)_CKGHD (KGM/SQeMT)
1 06810 © - 2754.76 = 3400.94 89200 109, 87 0.0 0.0
2 06810 = 2307600. 2848415 78024 96.60 0.0 0.0
CITY.OF SALT LAKE __ CALENDAR YEAR IS 1979
REGION NOs 200 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1967 TO 1980
LENGTH OF TIME PERIOD TS 8 HOURS
VEHICLE
CATEGORY - LIGHT OUTY HEAVY DUTY OTHER
LONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSTON
e DENSITY ENS ITV OENSITY
(SQoMT)  IKGM)  CKGH/SQeMT). (KGM) —- (KGM/SQ9MI) = (KGM) = (KGM/SQ0 MID
1 0.810 = 2326.60 © 2860.00 92.87 114.65 0.0 0.0
2 0820 «2952.22 2408.79 82688 102033 0.0 000

ToTal
EMISSIONS EMISSION
DENSITY
(UKGM) (KGM/SQ0MED
2843.75 3510.81
2385024 2944074
TOTAL
EMISSIONS EMISSION
OENSITY
_ (GMD (KGM/SQoMI)
2409.47 2974.66
2034.00 25ilelt


F. IMPROVED MASS TRANSIT
1. General

This strategy is aimed at increasing mass transit ridership.
Improvements can be either technical or operational. The performance and
attractiveness of the vehicle itself can be improved to help encourage
ridership. Secondly, the transit service can be expanded, thus providing
better service. Improved transit service may not always reduce vehicular
travel unless additional measures (restraints) are introduced to discourage
vehicular travel. Conversely, improved mass transit is essential to suc-

cessful implementation of other strategies such as peripheral parking.

A recent study of transit by Alan M. Voorhees and Associates
illustrates the decline in transit ridership in Salt Lake City. Since 1955
there has been a steady decline in transit usage in Salt Lake City. In
1970 there were 3.72 million annual revenus passengers compared to 13.2
million in 1955. The trend has been typical of the declining transit

usage throughout the entire country.

The Voorhees study described three alternative transit plans
ranging from a low 1980 usage estimate of 2.8 million to a high of 6.1
million. Obviously, the low estimate plans for a slight decline in usage

while the high figure represents a significant increase in usage by 1980.

III-33


respondents believed that an effective public education campaign would
probably be an essential component of any strategy which was directed

at altering or restraining driving habits in the Salt Lake area.
e. Rejected Strategy: Motor Vehicle Inspection and Retrofit

The opinion of nearly all respondents concerning this
strategy was that it would be found unacceptable by the driving public
in the State of Utah and for this reason, could not be expected to be
vigorously advocated by public figures in the near future. Unverified
statements of several respondents indicated that “smog control devices"
were once previously proposed but convincingly defeated in the State
Legislature. It was openly reported that it is not uncommon practice in
Utah for drivers to "modify" factory installed pollution control devices
on their late model cars by disconnecting equipment in the interest of

improved performance.

Secondary reasons advanced against the notion of motor
vehicle inspection and retrofit were the direct costs which had to be
absorbed by the auto owner which were prohibitive, the burdening of those
least able to pay the cost of retrofit (old car owners assumed to be
the poor or near-poor), and the dwindling number of pre-1968 automobiles
represented in the Utah auto pool as each year passed, rendered this
strategy ineffective as far as controlling pollution if retrofit is
limited to that age group. A persuasive argument was made by one State
air quality official that the cost of the initial capitalization for

equipment and training of such a program would be difficult to justify


5.

APPENDIX D: TESTING THE VASIBILITY OF
SELECTED TRANSPORTATION CONTROL STRATEGIES

Which of the selected control strategies do you think the
automobile owners of the Salt Lake City areca would find most
acceptable? Which least acceptable? Rank your response in
order of their potential acceptability from 1 (most acceptable)
to 8 (least acceptable).

Motor Vehicle Inspection Programs

Traffic Flow Improvements

Peripheral Parking

Improved Mass Transit

Prohibitions on Traffic at Certain Times in
Specific Areas

Restricted Curb Parking

Staggered Work Hours

Car Pooling

Assuming sufficient public acceptance for some transportation
control strategy, what do you feel are the two most signficant

. barriers to implementation:

Lack of funding for initial capitalization

Low inter-governmental cooperation

Negative impact upon local business

Inadequate planning capacity

Increased cost to local government for operation
of the program

Other

Please explain your answer to #2.

Which public and private agencies and organizations do you feel
must play an essential role in planning. a traffic flow improve-
ment program?

How would you describe the public's present awareness of air
pollution and air quality issues? :

Very well developed Moderately aware
Little awareness of this problem

If the driving public were supportive and the funds were readily
available, which transportation control strategy would you
personally favor and why?



TABLE 11-15

AVERAGE DAILY DRIVER TRIP ENDS - BY RESIDENTS - 1960
CLASSIFIED BY TYPE VEHICLE

AUTO- TRUCK TAXI ALL
TRIP _ENDS DRIVER DRIVER DRIVER DRIVERS, PERCENT
éBD 89,192 21,253 3,523 113,968 7.4
Non-CBD 1,159,498 256,041 12,107 1,427,646 92.6
Total 1,248,690 277,294 15,630 1,541,614 100.0
Percent 81.0 18.0 1.0 100.0
SOURCE:

Salt Lake Aréa Transportation Study

II-44


(e) Facility locations should permit transit riding from
all major activity centers located in the downtown
area, thereby permitting balanced routing patterns
and patronage levels

(£) Intercept transit service should be coordinated with
internal secondary distribution systems and other
transit facilities (rapid transit to provide an inter-
connected system of transportation)

(g) Intermediate riding should be encouraged through low
and free fares depending upon technology applied

(h) Land use attractions at the outer intercept terminals
should help to balance patronage and stimulate reverse
riding

(i) Routes, stops, and the vehicles should be clearly
identified and separated from current transit facili-
ties .

(j) Acquisition and construction costs of parking facili-
ties should be kept to a minimum

It must be emphasized that the concept of peripheral parking

as outlined above includes as a necessary ingredient an effective, coor-
dinated, low fare transit service connecting the peripheral parking with

all major activity centers in the downtown area. Thus the peripheral

parking concept, by definition, includes a mass transit system.

Incidentally, a transit system serving activity centers
downtown can have a significant secondary effect. In addition to inter-
cepting vehicles at the periphery of the CBD, the transit system can have
a significant impact on circulating traffic in the CBD. In other words,
an efficient, attractive transit system can induce people to use transit

when travelling between points within the CBD, thereby reducing automobile

III-30


TABLE II-23

HYDROCARBON EMISSION ESTIMATES FOR SALT LAKE COUNTY IN 1970

Source Emissions
Category (Tons /year)
Transportation
Autos and Light Trucks : 36,282
Diesel (On Hiway) 299
Diesel (Off Hiway) 398
Aircraft 2,103
Railroads 167
Solid Waste ; 398
Space Heating 211
Industrial Processes . 8,742
Electric Power Generation 683
Gasoline Marketing . . 1,775
Subtotal (non-vehicular) 14,477 (28.3%)
Total 41,058

II-62


TABLE II-1

HIGHEST AND SECOND HIGHEST CO LEVELS
OBSERVED AT SALT LAKE CITY

Concentration (ppm)

Sampling Period Highest 2nd -HighestTM: 2
¥
I-hr 8-hr | i-hr_8-hr”

Jan 1970 - Dec 1970 39 23 37 22
(Used in Implementation

Plan)

July 1971 - June 1972 35 24 35 17

(Latest l-yr data set)

——— a

*

Values are to be compared with the national standards of 35 ppm
for 1 hour, and 9 ppm for 8 hours, which are not to be exceeded
more than once a year.

**
Based on independent 8-hour averages.

TI-14


and load ranges that have been chosen to reveal maximum diagnostic informa-
tion. Pass-fail judgments are based on exhaust emission measurements at
selected points in the dynamic cycle. When the vehicle is determined to
have excessive emission characteristics, additional measurements of engine
systems and components performance are conducted. This process assists in

determining the particular component failure causing excessive emissions.

"Some system measurements can be accomplished simultane-
ously with emission performance testing. In many cases, superior diag-
nostic data’ can be accumulated with the vehicle and engine under dynamic
conditions, and component failure decisions may be arrived at before
vehicle removal from the testing position. However, at other times,it
will be necessary to reposition the vehicle within the facility for addi-

tional diagnostic tests.

"The inspection test procedure includes a full throttle
full load vehicle operating mode. This mode is performed at the test
beginning. Throttle position is limited to a point that will not result
in transmission downshift. Load application requires judgment on the ;
part of the test driver to preclude excess stress being applied to engine
or vehicle. Vehicle age and condition must be taken into account when
making the maximum load decision. The intent of this mode is to reveal
ignition system failures that may result in high HC emissions. These
failures involving ignition components tend to become more apparent with

high cylinder. pressures as experienced with high loading conditions.

III-12


It should be emphasized therefore, that to the extent that the
time-scale of the recommended program permits, the conclusions and recom-
mendations of this report should not be construed as a program which
must be rigidly followed until 1977, but rather it should be regarded
first, as a delineation as to what appears at the present time to be a
feasible course of action to attain air quality goals, and secondly, as
a framework upon which an optimum on-going program can be built as new
data and techniques become available, as legal and political decisions
are made, and as the assumptions as to future events are, or are not,

validated.
C. CONTENT OF REPORT

Section II of this report describes how the pollutant concentra-
tion levels which could be expected to occur in 1977 in the Salt Lake City
area were predicted. These levels were determined by an adaptation of the
proportional model using motor vehicle emissions from traffic patterns
predicted for 1977 together with predicted non-vehicular emissions for
1977 obtained from state agencies. Comparison of these predicted 1977
air pollutant concentrations with the national air quality standards en-
abled the computation of the motor vehicle emissions which would result
in the air quality standards being met, and therefore, to what extent,
if any, reductions in the predicted .1977 motor vehicle emissions would be
required. In order to determine the pollutant concentration(s) which
was to serve as the basis for the proportional model, an intensive evalu-

ation of all existing meteorological and air quality data was performed.

I-3


sions by source category within Salt Lake County in 1970. The’ non-
vehicular emissions attributed to Salt Lake City were calculated from

the county emissions by population as follows:
eoae = city population
City emissions = county emissions x county population

175,885
458,607

14,477 x = 5552 tons/yr

These emissions were assumed to be evenly distributed throughout the
city, and emissions from the Core Area were estimated to be 1442 tons/year
or 3580 kg/day using this assumption. Based on these very rough approxi-
mations, the non-vehicular emissions make up 12 percent of the total

hydrocarbon emissions within the Core Area.

b. Results

Table I1-24 summarizes the pertinent emission rates
and air quality data for the Core Area. Estimates of emigsion rates
and of air quality were projected from the two reference years of 1970
and 1971. In making these projections, non-vehicular hydrocarbon emis-
sions were assumed to be 12 percent of the total hydrocarbon emissions
in 1970, to remain constant in 1971 and to increase by 25 percent by 1977.
This is in approximate agreement with the growth rate postulated in
Table V-C of the Implementation Plan. Estimates of air quality and allow-
able emission rates are made by means of curve given in Appendix J of

40 CFR, Part 51.

The estimates in Table II-24 show that the sum of

the hydrocarbon emissions expected throughout the Core Area in 1977

I1I-63


III. EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS

A. GENERAL

The potential for reducing vehicle emissions in congested or

heavily traveled areas varies from city to city depending upon:

(1) Existing land use patterns
(2) Magnitude and composition of vehicular traffic
(3) The capacity and structure of the existing

transportation system

Basically, reductions in vehicle emissions can be accomplished

(1) Reducing vehicle miles of travel by
(a) Reducing number of automobile trips
(b) Decreasing trip lengths

(2) Optimizing vehicle speeds (30-40 mph)

It has been established in the analyses accomplished during the
course of this study that transportation control strategies will be re-
quired to meet the 8-hour standard in Salt Lake City by 1977. These

strategies are required principally during the fall and winter months.

The following describes several transportation control strate-
gies which could be implemented in Salt Lake City. The strategies listed
are not all-inclusive; rather, they include only those practical strate-

gies, based upon limited study and evaluation, which would be most

III-1


Table
I-22
11-23
II-24
III-1

III-2
III-3

ILI-4
III-5
III-6

Iv-1

VI-1

VI-2

LIST OF TABLES (Cont.)
Title

SUMMARY DATA FOR ZONE H (CO).

HYDROCARBON EMISSION ESTIMATES FOR SALT LAKE COUNTY
IN 1970 .

SUMMARY DATA FOR CORE AREA (HYDROCARBONS -OXIDANTS)
IMPACT OF TRANSPORTATION CONTROLS ON TRAVEL PATTERNS
AND MOTOR VEHICLE EMISSIONS

TEST PROCEDURE SUMMARY

ESTIMATED COST EFFECTIVENESS USING SEVERAL TYPES OF
INSPECT ION/MAINTENANCE

VEHICLE MILES OF TRAVEL BY AGE OF VEHICLE
VEHICLE DISTRIBUTION BY MODEL YEAR (SALT LAKE COUNTY)
COMPUTER CENTRAL SIGNAL CONTROL SYSTEM.

SUMMARY OF EMISSION DENSITY AND AIR QUALITY ESTIMATES
IN 1977 BASED ON TRAFFIC FLOW IMPROVEMENTS

DAILY VEHICLE MILES OF TRAVEL 1971-1972

ESTIMATED SPEEDS 1971-1972

Page
II-58
II-62
TI-64
III-3

III-16
III-18

TEI-21
III-23
III-26

Iv-4

VI-2

VI-3


E. PERIPHERAL PARKING
1. General

This strategy is aimed at intercepting CBD- bound vehicles ;
at strategically located off-street parking facilities on the periphery
of the CBD. More specifically, the parking facilities should be outside

the problem area of maximum vehicle emission.

The success of the "auto intercept" strategy depends on

various measures such as:

(a) Convenient automobile access to fringe parking facilities

(b) Frequent-and low-fare transit connecting the parking
facilities with CBD destination

(c) A coordinated parking program which can adjust the
location of new parking facilities and the rates of
all existing facilities to encourage use of the fringe
facilities

A recent study of peripheral parking in Los Angeles suggests
the following planning guidelines for a peripheral parking program.”TM

(a) Major intercept terminals should be located prior to
the point of major route convergence

(b) Interception of motorists by shuttle bus or micro-bus
systems should minimize the travel time between points
of interception and the core

(c) The combined parking and transit cost should be less
than comparable service supplied by other core parking

facilities

(d) Parking capacity should be scaled to approach roadway
capacity and parking demand

*, Peripheral Parking Program, Central City, Los Angeles, Wilbur Smith and
Associates, May 1972.

III-29


i‘ &
4 3
2 =| Ce Sl STH AVE
A c D E
2809 2162 3224 2348 390
8, TEMPLE $7124.29 1841 2737 1980 175
J 300 SOUTH ST
3511 2952 2833
2975 2480 2390
* 700 SOUTH 8T
MONITORING
STATION
900 SOUTH ST
M °
2068 2004 |2062
CALIFORNIA 1793 1686 1746 1300 SOUTH ST
I
BROWNING AVE
. R TU T
a
. 5
$] 748 1663 1725 iss25
3] 635 1406 1457-1309 A
A 3
————!I 2100 SOUTH ST
2436
2614 2098 a
2075 1-20 a
as a |
ro = 2700 SOUTH ST
3 i
8 —— Eten sou st
NORTH
t°) 4000

Figure II-13. CO emission densities (kg /8-hour /mi2) for 1978

(upper) and 1979 (lower).
II-67



1. Traffic Signal System

Salt Lake City has just completed a city-wide TOPICS study
and has a number of TOPICS projects available for early implementation.
The most significant TOPICS project includes a Computer Central Signal
Control System which will modernize and improve existing signalization
within a 300 square block area within the central business district of
Salt Lake City. This system generally covers the area bounded by 2nd West,
2lst South, 13th East and North Temple. Table III-6 presents a brief

description of the proposed system and its benefits.

The estimated cost of the proposed signal system is $400,000

with three-fourths ($300,000) coming from federal TOPICS funds and $100,000

from local funds.

2. Impact _on Vehicle Emissions

Simply stated, motor vehicle exhaust emissions (carbon
monoxide and hydrocarbons) are less in free-flowing traffic than in con-
gested, stop and go conditions. There is some evidence to suggest that

the opposite is true for nitrogen oxides.

The degree of improvement depends in large measure upon the
baseline speeds prior to implementation of traffic flow techniques, For
example, increasing average speeds from 5 to 10 miles per hour produces a
much greater reduction in vehicle emissions than an increase from 25 to

30 miles per hour.

III-25


road loads. It has been demonstrated that vehicle system malfunctions
which result in high emission characteristics at idle rpm frequently con-
tribute to high emissions over a typical load/speed range as measured by
the standard seven-mode test. However, the sensitivity of idle testing
can be improved by performing additional testing at higher engine speeds.
The engine loads experienced during higher rpm operations provide an
opportunity to measure effectiveness of off-idle carburetor circuits and
to detect additional malfunctions that may contribute to high emissions.
During the idle test procedure, engine operations and emission measurements
are accomplished at 2500 rpm prior to performing idle measurements. This

sequence provides the opportunity for engine temperature stabilization."
c. Key-Mode Inspection Procedure ay

"Key-mode testing is a test process that was developed
by the Clayton Manufacturing Company. The test is performed on a. simple
chassis dynamometer at vehicle speeds and load modes that are calculated
to reliably expose engine faults. The operational modes are idle, low
cruise, and high cruise. After vehicle pre-test activities are performed,
the vehicle is positioned on the dynamometer and emission test equipment
attached. The initial test mode is at high cruise conditions. The
driver accelerates to a speed and load range of 44 to 50 mph and 21 to
30 hp, depending upon vehicle weight. During this period the engine temp-
erature is stabilized. High cruise emission measurements are performed

and the vehicle speed and load are reduced to 22 to 30 mph and'6 to 12 hp,

TII-10


10
i
ie
3
bs

ESCA BDOVORRE AGH RAN MOAT

DAILY VEHICLE MILES OF TRAVEL

TABLE. II-16

197,
Etxeets Fwy,

28.4 26.9
90.0 19.4
143.6 °
115.4 °
22.5 °
21.7 5
91.7 26.0
162.8 °
143.4 °
43.5 °
12.6 °
42.9 78.0
88.6 °
88.7 °
29.1 °
12.7 C)
27.9 100.9
77.2 0
79.2 o
2342 °
23.7 68.6
82.7 51.5
92.1 54.7
41.5 144
* Negligible

DvmT_ (000)
1977 | Te
erect Bey. Btreets
3555 3346 36.7 34,7
107.6 24.0 110.5 24.8
169.9 9 yta.3 9
133.3 © 136.3 °
26.5 0 272 tC)
27.2 5362 2g. 55.0
207.7 3262 aa0:4 32,2
192.2 0 197.1 0
162.3 0 165.5 °
$1.3 Oo 52.6 °
18.7 oO 16.2 °
49.6 91.3 50.7 93,5
102.3 © 104.6 °
2101.9 © 104.2 °
34.6 o 35.5 0
15.9 o 16.4 C)
33.20 122.2 34,2 124.5
91.6 0 94,0 °
94.0 Oo 96.5
28.3 Oo 29,2 °
29.0 84.8 999.9) a7,5
99-4 6167 102.2 63.4
210-5 65.7 133.6 67,5
49.8 17.3 51.2

TI-46

parrinwn

37.9
113.5

178.7

139.3
27.8
29.0

233.0

202.0

168.6
53.9
16,7
51.8

109.9

106.3
36.4
17.0

+ 35.0
96.4
98.9
30.0
30.8

108.0

116.6
52.6

35.8
25.5

65.1
69.4
18,3



TABLE: II-13
COMPARISON OF TRIP PURPOSE ALL MODEL VERSUS TRANSIT

HOME BASED TRIPS ALL mopss (1) transzt'2)
Work 17 53
School 6 10
Shopping 12 12
Personal Business (3) 3 10
Social-Recreation (4) 24 3
other (5) 10 5

72% 93%
NON HOME BASED TRIPS . 28% T%
Total 100% 100%
(1) Source, Origin Destination Survey, 1960; Table B-2(6),

(2)
(3)
(4)
(5)

Salt Lake Area Transportation Study, Volume III, Wilbur
Smith and Associates, 1965.

Source, Transit Survey, May, 1970.
Includes SLATS Purposes: Business and Medical-Dental
Includes SLATS Purpose: Eat Meal

Includes SLATS Purposes: Change Travel Mode and Serve
Passenger.

SOURCE: A Transit Improvement Program, Alan M. Voorhees

and Associates, March 1971.

TI-42


state agencies considered to be the maximum feasible, and therefore the
predicted non-vehicular emissions were assumed to be irreducible for the
purposes of this study. On the. assumption that-the predicted emission.
densities from non-vehicular sources were to be taken as irreducible,
the allowable emissions from motor vehicles in each zone for the year of

interest were then determined.

3. Discussion of Methodology for Carbon Monoxide

a. Modified Proportional Model

The applications and the limitations of the conventional
proportional rollback method have been well documented and reviewed * and
need not be discussed further: here. The technique used in the present
study was an extension of the conventional rollback technique to the ex-
tent that it was assumed first that the constant of proportionality be-
tween emissions and concentration may be derived from emissions emanating
from the relatively small area around the sensor (the traffic zone); and
second, that this constant of proportionality (the emission/concentration
ratio) could be applied to determine pollutant concentrations in other
zones of comparable area on the basis of the pollutant emissions in those

zones.

Some justification of the first assumption can be found,

eK wkK
for example, in recent work of Hanna and Gifford who demonstrate the

*Noel de Nevers. Rollback Modeling, Basic and Modified. Draft
Document, EPA, Durham, N.C. (August 1972).
Hanna, S.R., "A Simple Method of Calculating Dispersion from Urban

Area Sources," J. APCA 21, 774-777 (December 1971).

*#% ci eford, F.A., “Applications of a Simple Urban Pollution Model,"
(paper presented at the Conference on Urban Environment and Second Con-
ference on Biometeorology of the Amer. Meteor. Soc., October 31 - Novem-
ber 2, 1972, Philadelphia, Pa.).

II-4


a
8
B @
a
a
sootomm ss, dy.
7 % Sh
600 NORTH st sol Profane 7%
rN LTH AVE
200 NORTH ST A) Jojo] |
= i b&
7] 131 WE Zz
N. TEMPLE sr
STEMPLELST
Is00
$00 SOUTH ST. 400 SOUTH ST
a ‘600 SOUTH ST}
700 SOUTH 57 Toe
a
g td
bt a By
2a roma ave
"
z 5 al WEE
1700 south st gl
5
q RITE
16.000,
Pogo
ie A i mb &
3 j ce apa 2
2 EB ay
3100 SoumH st lg Mel 8
rm a| i z
3500 SOUTH ST 17) "3300 ff SOUTH ST]
EX ig
Kk EXPWY. 3900 Mf SOUTH [ST]
/pR00!
190 south st yr A
7000 : Hy
a ot EXPWY 45004 SOUTH ST
BL 8 100 sumer a
i 30 pst08 EBA RO
; MURRAY
“J by
iJ a. >,
300 South ST
TRAFFIC SCALE
100,000
mime 22.000 5000 fet E
vEMee pay Trarreevoues -1o7" [8
sous, enone gery aut ua ot s
SO TELCSRIRE benamtucarar means «
soo SOUTH
6
NORTH 5 7200. sour st
‘ 2000 1, 2
% oe reer wer ave 9S
N. HOLDEN ST| ~
w. a) CENTER ST

VIRGINIA ST

NIVERSITY
ROSMAN WAY

SUNNYSIDE

1300 SOUTH ST

s700_ south ste

2100 soury sr

g
iS
Js,
sour {sr Ee
3
iy
a
7
i
=
s
S
=
1
Bay
‘ R
\J
\é
3.
k %
NON ig ©
SOUTHS £200 SOUTH ST] i
ee Es
* 9
s0urH
7800 SOUTH ST”

Figure II-7.

TI-32

Traffic volumes - 1971; Salt Lake City.



TABLE II-9

ESTIMATED TRAFFIC VARIATIONS

(Core Area)

HEAVY DUTY VEHICLES
AS PERCENT OF
TOTAL TRAFFIC (ADT)

v
Bog
by Ee
Ba
BYU
& &
ane
ix 1
oust
Ban
|
=
°
a

AMNONAAAWOOONnM
ee

DANNMANAHANNN

| ANMtTHORN AD
= rrr

9-10

10-11
11-12

ot 1
a CANNMTNONRD

OCANHATAHDDORN

Care err ee ee eee ee

NANNANHAADDOOO

Adnnundartdouono

ee ee rere ed

NNNODAHAONTMAN

OdN
J ANMTMNOR DANA
Sl tripe trrires
TNANMNTNOR ADDO
(Se ad

1.7

AVERAGE

100.0

TOTAL

11-37


E. DISCUSSION OF 1978 and 1979 CARBON MONOXIDE LEVELS

Vehicular CO emission densities were calculated for the 24 zones
of the Core Area using the 1978 and 1979 traffic data listed in Tables
II-19 and II-20, and the appropriate emission factors. Figure II-13
shows the resulting emission densities for the two years. The emission
densities given in Figure II- 13 assume no transportation controls. The
maximum allowable levels, using 1970 and 1971 as the reference years
are, respectively, 3128 and 3996 kg/8-hr /mi-. These estimates are based

on an unchanged non-vehicular emission density of 161 kg/8-hr /mi?.

Examination of Figure II-13 shows that, with the exception of
Zone X, all emission densities within the Core Area are below the maximum
allowable levels in 1979, and that all emission densities for the
larger size zones are also below the allowable levels in 1978 except
for Zone C and Zone H. Emission densities in these two zones, however,

are below the allowable level calculated from the 1971 data.

As pointed out in Section II-D, emission densities given for
Zone X are not directly comparable with emission densities of the larger
zones because of the small area over which densities of this magnitude

exist.
F. SUMMARY OF PROBLEM AND CONCLUSIONS

The results of the preceding analysis may be summarized as fol-

lows:

1. National oxidant standards will be achieved throughout Salt

Lake City by 1977 by means of the Federal Motor Vehicle Control Program.

TI-66


CONCENTRATION, (ppm)

22 T T T T T T T
WITHOUT TRANSPORTATION !
20- CONTROL MEASURES ; 4
iat (a) 4
{
(6- | 4
re ; 4
WITH TRAFFIC FLOW
tab IMPROVEMENTS | 4
1oL 4
——_ NATIONAL STANDARD 4
8r |
|
6h ' 4
1
ar | 4
!
2b \ 4
1
fo 1 1 1 L 1 JL it 1 1
197071 72 «73~—«74 7 76 #77 78 79
YEAR
1a T T T T T T T U i
|
lee (b.) WITHOUT TRANGPORTATION | 4
CONTROL MEASURES |
14h \ 4
1
ab | 4
|
OT ___wationan_sranparo > a
ae 4
WITH TRAFFIC FLOW !
6F IMPROVEMENTS | 4
|
abr { 4
1
2b | _
1
0 { i | | l L. ! 1 1
1970 71 72 «7374 7% 76 77. «78 79

YEAR

Figure VI-1. Projected 8-hour CO concentrations based on 1970

data (above) and 1971 data (below).

VI-5


supersede the Utah Transit Authority altogether. Overall, the future
direction of mass transportation and the governance. of transportation
instrumentalities in the State will be unsettled while the political

debate and decision process takes its course.
d. Prohibitions on Traffic and Restricted Curb Parking.

In addition to the fact that all respondents indicated
that Utahns would find vehicular restraints unacceptable, this strategy
appears infeasible because it could not be coupled with the development

of alternative transportation modes in the foreseeable future.

Retail establishments and downtown merchants could not
reasonably be expected to support a strategy which runs counter to the
substantial investment they are currently making in increasing automobile
accessibility to downtown streets. While some limited increase in curb-
side restrictions would probably be found acceptable to both drivers and
the business community in the interest of relieving congestion at peak

hours, establishment of major vehicle-free zones does not seem likely.

In evaluating the acceptability of traffic restraints of
any kind to either public officials or to the public in general, it is
significant that several respondents observed that auto congestion is
probably not perceived to be a major SLC problem and that air pollution,
while conceded to be at least a problem of some dimension, has been
identified in the public mind with the visible emissions from the nearby

Kennecott Copper smelting plant, and not with automobile traffic. Some

v-10


L-1

TABLE I-1

SUMMARY EMISSION AND CO. AIR QUALITY DATA FOR SALT LAKE CITY (ZONE H)

Without Strategies

With Strategy

(signal system)
1970 1971 1977 1978 1979 1977
a) Emission Densities (kg/8 hr /mi2)
Vehicular 7878 7691 4156 3511 2975 3471
Non-vehicular 161 161 161 161 161 161
Total 8039 7852 4317 3672 3136 3632
b) Air Quality (8-hr average in ppm)
Observed (2nd Highest) 22 17
Estimated
From 1970 data 11.8 10.0 8.6 9.9
From 1971 data 9.3 8.0 6.8 7.9
c) Maximum Allowable Emission Level (kg/8 hr/mi?)
Total Non-vehicular Vehicular
Estimated.
- From 1970 data 3289 161
From 1971 data 4157 161
d) Reduction in Vehicular Emissions from 1971 levels (percent)

From Federal Motor Vehicle

Reference Year

Control Program by 1977

1970 46
1971 46

Additional Required
by Strategies



if, by 1981, inspection equipment and trained personnel would not be
needed to control emissions.
In view of the widespread and strongly held negative

attitudes about this strategy, examination of economic, legal and insti-

tutional factors bearing upon implementation of this proposed strategy

was not pursued.


truck trips classified by purpose. Table II-13 taken from the Transit
Improvement Program, page 54, represents the results of a later survey

on transit trip purpose.

6. Trip Length
The distribution of auto driver trip lengths was again
taken from the Salt Lake Area Transportation Study. Table II-14 presents
a summary of trip lengths by trip purpose. The average auto driver trip

length in 1960 was approximately 9.6 minutes in length.

7. Average Daily Driver Trip Ends

Table II-15 presents the estimated 1960 average daily trip
ends in Salt Lake. Note that approximately 7.4 percent of all trip ends

terminated or began within the CBD.

8. Core Area Vehicle Miles of Travel

After an initial review of the vehicular travel and emissions
for the entire study area, it was decided to concentrate specifically on
the core area as defined in Figure II-8. The original traffic zones were

grouped to form sectors.

Table II-16 presents the daily vehicle miles of travel by
sector for the years 1971, 1977, 1978 and 1979 based upon expansion fac-

tors furnished by the Utah State Department of Highways.

Utilizing the previously described traffic variations and

characteristics, estimates were made of vehicles miles of travel for

II-41


Section

III (Cont. )

Iv

TABLE OF CONTENTS (Cont.)
Title

B. MOTOR VEHICLE INSPECTION PROGRAM

1. Statewide Emission Inspection Program in
conjunction with Vehicle Safety Inspection

2. Regional Inspection Program-Air Pollution
Specific

3. Transferred Motor Vehicle Inspection

Program

+ Spot Check Program

Inspection Test Procedures

Impact on Vehicle Emissions

Cost Analyses

RETROFIT REQUIREMENT
D. TRAFFIC FLOW IMPROVEMENTS

1. Traffic Signal System
2. Impact on Vehicle Emissions

E. PERIPHERAL PARKING

1. General
2. Impact on Vehicle Emissions

F. IMPROVED MASS TRANSIT

1. General
2. Impact on Vehicle Emissions

G. OTHER ALTERNATE STRATEGIES

1. Prohibit Traffic During Certain Periods of
the Day and in Specified Areas

2. Restrict Curb Parking

3. Staggered Work, Hours

4. Car Pooling

5. Reduction in Truck VMT

SAU

SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE
OF AIR QUALITY IMPACT

A. RECOMMENDED STRATEGY
B. AIR QUALITY IMPACT

OBSTACLES TO IMPLEMENTATION OF SELECTED CONTROLS
A. INTRODUCTION AND SUMMARY
B. METHODOLOGY

ii

Page

III-2
III-2

III-6
III-6

IlI-7
III-7
III-15
III-17

III-19
ITI-24

III-25
III-25

III-29

III-29
III-32

III-33

TII-33
TII-35

III-36
III-36
III-36
III-37

III-37
III-38

Iv-1

Iv-1
Iv-2
v-1

v-1
v-2


y1-90

City OF SALT LAKF CALENDAR YEAR IS. 1976

REGION NO. 2 POLLUTANT SPECIES 1S CARBON MONCXIDE
MODEL YEARS CONSIDERED IS FROM 1964 TO 1977

LENGTH OF TIME PERIOO IS 8 HOURS

VEHICLE
CATEGORY - LIGHT DUTY HEAVY OUTY OTHER TOTAL
ZONE AREA EMISSIONS EMISSION EMISSIONS EMISSICN EMISSIONS. EMISSION EMISSIONS EMISSION
NOe DENS ITY DENSITY DENSITY DENSITY
CSQeMID (KGMD (KGM/SQeMI) (KGM) (KGM/SQeMI) (KGM) CKGM/SQeMT) (KGM) (KGM/SQoMI)
1 0.810 3798.63 4689.66 99026 12254 “0.0 0.0 3897.89 4812021
2 0.810 3159.96 3901..19 84.44 104. 24 0.0 0.0 3244.40 4005.43
CITY OF SALT LAKE CALENDAR YEAR IS 1977

REGION NO. 2 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIMERED IS FROM 1965 1) 1978
LENGTH OF TIME PERIOD IS 8 HOURS

VEHICLE
CATEGORY - LIGHT DUTY HEAVY DUTY . CTHER TOTAL
ZONE AREA EMISSIONS EMISSTON EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
NOo DENSITY DENSITY DENSITY DENSITY
(SQ.MI) (KGM) UKGM/SQ.M1) (KGM) (KGM/SQ MI) (KGM) (KGM/SQeME) (KGM) (KGM/SQe MID
1 0.810 3272.13 4039.67 94047 116.63 0.0 000 3366060 4156029

2 02810 2729.80- 3370012 81.7% LOC. 90 0.0 0.0 2812.53 3471.02


CTW OF SALT CAKE -— CRCENDAR-VEAR TS 1977
“TREGION'NO. 2 —————S*«éLLU AN SPECYES YS CARBON WONOXIDE
HODEL YEARS CONSIDERED 18 FROM 965 TO 1978
TENGTH OF TIME PERTOD IS” ~ 8 HOURS S—~S~S ~

VEHICLE
CATEGORY — TIGHT DUTY “HEAVY DUTY OTHER TOTAL
TONE AREA EWTSSIONS EMISSION EMISSTONS EMISSION  EWISSIONS ENISSION EMIS: ~~ EMTSSIO:.
NO. DENSITY DENSITY DENSITY DENSITY
TsO. SO. SHY UKGA7SO.MTY(KGHY TKGH7SO.MIY TKGNT (KGA/SO.m.
1__0.270 604.15 2237.58 20.99 77675 0-0 0.0 625.14 2315.33
20.810 1632.72 2262.61 52.4F C419 0.0 0.0 ¥865.20 2327.
30.780 2895.04 3711.59 83.97 107.66 0.0 0.0 2979.02 3819.25
0.840 2270.62 2703.12 62.98 TS.9T 0-0 0.0 2333.60 2778-10
50.280 450.07 1607.39. 10.50 37.49 c.0 0.0 460.57 1644.88
2270 . 10.50 38.88 —O.0- 0.0 412.73
7 __0.#10 2262.61 52048 64.79 0.0 0.0 1885.20 _
° ~ 8-818 3272-13 4039.67 96.47 116.63 0.0 0.0 3366.60 4156.29
2765.29 3413.94 83.97 103.67 0.0 0.0 2849.27 3517.61
875.81 3243.75 3149 116.53 0.0 0.0 907.30 3360-37
267.61 1486.72 10.50 58.31 0.0 0.0 278-11 1545.03
843237 1277-84 20-99 31.81 0.0 0-0 864.37 1309.65
1743.51 23°38 71.89 0.0 0-0 1796.00 2460.27
“140.750 — 1935.40 2313.87 52.48 69.98 0.0 0.0 TTP T.R9 2383.5
150.250 587-93 2351.72 83.97 0.0 0-0 608.92 - 2435.69
“Yeo. 268 . 32230" 0.0 0-0 282.16 681-75
17__0.900 563.60 626 22 23.33 0.0 0.0 584.59 649.55
180.820 56.05 1903.72 31.20 0.0 0-6 1603.05 1954.93
19__O.F10 1601.60 1977.28 64.79 0.0 1654.08 2042.08
“200. 2251 1787.06 38.88 0.0 493.00 1825.94
210,550 494.67 899.40 19.08 0.0 505.17 918.49
2780 1694.86 2172.89 67.28. 0.0 1747.34 2240. i
230.850 1881.37 2213.38 61.74 0.0 1933.85
. Fe 214 104.96 0-0. BEB 42
10.270 226.69 839.58 27.08 100.29 20 0.0 253.76 939.87
2 0.610 162.62 200.77 16625 20.06 0.0 0.0 178.87 220.83
3___ 0.270 359.74 1332.38 37.91 140.40 0.0 040 1472.78
4 0.810 210.26 259.58 21.66 26.74 0.0 060 2°6.32
5 0.660 616.00 933.33 64.99 98246 2.04 3.09 683.02 1034.88
6 0.900 818.04 908.9% 86665 96.27 2604 2627 906.73 1007.48
7. 0.550 $71.65 1039.36 59257 108.31 2.04 3.71 633.26 1151.37
8 0.780 417624 534.92 435032 55.54 0.0 0-0 590.46
9 02°50 443 952 $21.79 42.74 57.3% 2.04 2.40 $81.53
100.200 —*416.63 $83.16 10.83 54615 0.0 0.0 637.30



TABLE II-22
SUMMARY DATA FOR ZONE H (CO)

a) Emission Densities (kg/8 he/mi?)

Year
Category 1970 1971 1977
Vehicular 7878 7691 4156
Non-vehicular 161 161 161
Total 8039 7852 4317

b) Air Quality (8-hr average in ppm)

Year
1970 1971 1977

Observed (2nd Highest) 22 17

Estimated .

From 1970 data 11.8
From 1971 data 9.3

c) Maximum Allowable . Emissions Level (kg/8 hr/mi’)

Total Vehicular
Estimated
From 1970 data 3289 3128
From 1971 data 4157 3996

d) Reduction in Vehicular Emissions from 1971 Levels (percent)

Anticipated from Federal Additional Required

Reference Motor Vehicle Control by Transportation
Year Program by 1977 Control Strategies
1970 46 13
1971 46 2

TI-58


b. CO Air Quality Data

Table II-1 gives the highest and second highest 1-hour and
8-hour average CO concentrations observed during 1970 and during the period
from 1 July 1971 to 30 June 1972. Agreement between the two years is
excellent. The second highest l-hour concentration slightly exceeded
the national standard during 1970, but did not exceed the standard during
the second one-year period. Details of the observations made during the

July 1971-June 1972 period follow.

The diurnal variation of CO concentration is shown in Fig-
ure [I-l for each of the four seasons. The diurnal pattern is similar in
all seasons, but the amplitude of the variations is.a function of the
season. The concentration falls from about midnight to six o'clock in the
morning, rises abruptly to a maximum about eight or nine o'clock, decreases
to a second minimum about noon and remains low until the end of the after-
noon or early evening when it increases to a second maximum which persists
until about midnight. The onset of the evening maximum shifts substantially
with season, occurring earliest in winter and latest in summer. The magni-
tudes of the morning and evening maximums decrease successively from fall

to winter to summer to spring.

Figure II-2 is a plot of the highest 1-hour concentra-
tion observed during each hour of the day in each season. Concentrations
are plotted on the hour ending the averaging period. The shape of the
curves in Figure II-2 roughly follows the shape of the corresponding

seasonal curves for average values shown in Figure II-1. One-hour

II-13


TABLE II-21

CO EMISSION ESTIMATES FOR SALT LAKE COUNTY IN 1970

Source Emissions
Category (Tons /year)
Transportation .
Autos and Light Trucks 217,278
Diesel (On Hiway) 1,493
Diesel (Off Hiway) 1,992
Aircraft . 2,885
Railroads 234
Solid Waste 1,249
Space Heating 767
Industrial Processes 152
Electric Power Generation 60
Subtotal (Non-vehicular) 7,339 (3.2%)
Total 226,110

TI-56


APPENDIX A
1971-1977 VEHICLE MILES OF TRAVEL, SALT LAKE CITY AREA

1971 DAILY 1977 DAILY
VEHICLE MILES VEHICLE MILES
SUB- (000) EXPANSION (000)
AREA Streets Frwys. FACTOR Streets Frwys.
1 7.9 1.25 9.9
2 4.9 13.5 1.25 6.1 16.9
3 3.8 1.20 4.6
4 10.9 1.20 13.1
5 8.8 1.15 10.1
6 8.5 1.15 9.8
7 9.5 1.15 10.9
8 10.7 1.15 12.3
9 8.6 1.15 9.9
10 5.2 1.15 6.0
ll 4.7 1.15 5.4
12 12.5 9.3 1.25 15.6 11.6
13 9.1 5.9 1.20 10.9 Tel
14 9.5 1.20 11.4
15 19.3 1.20 23.2
16 22.8 1.20 27.4
17 21.0 1.20 25.2
18 15.7 1.20 18.8
19 15.7 1.18 18.5
20 10.9 1.18 12.9
21 11.1 1.18 13.1
22 6.4 1.18 7.6
23 8.0 17.6 1.25 10.0 22.0
24 7.8 1.20 9.4
25 8.1 1.15 9.3
26 16.6 1.18 19.6
27 20.6 1.18 24.3
28 22.5 1.18 26.6
29 14.2 1.18 16.8
30 17.0 1.15 19.6
31 19.4 1.12 21.7
32 16.8 1.15 19.3
33 11.4 1.18 13.5
34 7.1 17.1 1.25 8.9 21.4
35 4.7 1.20 5.6
36 5.9 1.15 6.8
37 17.6 1.18 20.8
38 22.2 1.18 26.2
39 23.7 1.18 28.0
40 17.5 1.18 20.7
41 18.5 1.15 21.3


TABLE II-18

1977 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE

1977_vMT (000)

6 - 9 AM. 4-12 MIDNIGHT
FREEWAYS NON- FREEWAYS TTFREEWAYS NON-FREEWAYS:
Non- Non- Non= Bion=
Diesel Diesel Diesel Diesel iesel Diesel
SECTOR Auto Truck Truck Auto ‘Truck Truck Auto Truck Auto
A 5.5 63 * 6.0.2 * 13.8 * 14.9

B 3692 * 18.3 43 . 9.9 * 45.2
c o 0 C) 28.9 6S * ° ° ° 71.4
D o 0 ° 22.6 0 44 . ° ° ° 56.0
Eg o 0 ° 45 42 . ° ° ° 1nd
Fr 8.7 5 * 46 2 * 21.9 47 . 14
6 5.2 43 * 18.3003 . 12.800 44 . 45.2
# o 0 0 32.6 66 * ° ° 0 80.7
1 o 0 t) 27.6 5 * C) ° ° 68.2
a ar) ° a7 42 . ° ° ° 21.6
x o 0 ° 2.70 at * C) ° ° 6.6
L 15.0.8 * 8.4 62 * 37.5 162-0 20.8
” o 0 ° 1143 * ° ° ° 43.0
N o 0 ° 17.3 a * oO ° ° 42.8
° o 0 ° 5.9 al * ° ° ° 14.5
P o 0 ° 2.700 a2 * ° ° ° 6.7
Q 19.9 1.0 2 5.6 0 1 * 49.8 16 2 13.9
R 0 0. 0 15.6 3 * ° ° C) 36.5
s ar) ° 16.0.3 * ° ° ° 39.5
T o 0 0 4.8 2 * ° ° ° 1.9
vu 13.947 * 49 42 * 34.8 2.12 w2 12.2
v 10.1 65 * 16.9.3 * 25.4 8 * 41.8
w 10.8 6 * 16.8 0 3 * 27000 (9 46.4
x ae .2 8 a5 «2 & +2 * 20.9

* Negligible

Speeds: 6-9 A Speeds: 4-12 Midnight
Streets: 15 M.P.H. Streets: 15-19 M.P.H.
Freeways: 50 M.P.H. Freeways: 50-55 M.P.H.

II-49


zone and served to underline the fundamental limitations of the technique
employed. An implicit assumption in the technique employed was that the
air quality in a traffic zone could be fairly represented by one concen-
tration level and that this level depended only upon the average emission
density within that zone. The two major factors mitigating against this

assumption are:

(a) Emission densities are not uniform across
even a small traffic zone.

(b) Concentration levels are not uniform across

the traffic zone partly because of the lack

of uniformity of emission density and partly

because the point surface concentrations are

affected by micrometeorology and microtopo-

graphy as well as emission density.
Considerable judgment had to be used, therefore, both in the derivation
of e/c ratios and in their subsequent use. In heavily trafficked down-
town areas the variation was judged not to be too great, so that the
single recorded concentration might reasonably be expected to be repre-
sentative of the zone's air quality and emission density. However, in
suburban zones having overall low traffic densities, sensors were often
found to be placed at very localized hot spots, such as a traffic circle,

so that the recorded concentration levels were neither representative of
the overall air quality nor of the overall emission density in the zone.

Accordingly, e/c ratios were generally derived from sensors
in the central areas of the cities and applied to suburban areas for the

prediction of 1977 concentration levels. This procedure gave air quality

levels which were generally representative of the suburban zone. However

II-6


€7s11

CONCENTRATION (PPB)

100 7.1111 1—_T

STANDARD

n Pot oy tf 4

FALL (0,N)

1

TT
SUMMER

SPRING (M,A)

i ut

T

(M,J,J,A,S) J

a

pj
[ 2 3.4 5
HOUR (MST)

Figure II-4. .
in Salt Lake City. by season.

Maximum. 1-hour oxidant concentration observed each hour of the day

[a os ee |
6-7 8 9 -10 I 12 13 14 15 16 17 18 19 20 21 22. 23 24


ZONE (Sq.Mi.)

164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205

AREA

1.62
1.00
1.00
1.00
1.00
1.00
1.64
1.26
1.40
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.30
1.03

68

-70
1.00
1.25
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.25
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00

19

71

1977

B-5

1971 DAILY VEHICLE MILES 1977 DAILY VEHICLE MILES
VEHICLE MILES PER SQ. MI. VEHICLE MILES | PER SQ. MI.
. (000) (000) _(000) (000)
Streets Frwys. Streets Frwys. Streets Frwys. Streets Frwys.
26.0 80.3 16.0 49.6 35.1 108.4 21.7 66.£
28.9 39.5 28.9 39.5 36.1 49.4 36.1 49.4
28.3 28.3 35.4 35.4
6.8 6.8 8.2 8.2
5.6 5.6 6.4 6.4
1.1 1.1 / 1.4 1.4
60.6 37.0 84.8 51.7
73.3 , 58.2 91.6 72.3
62.5 31.8 44.6 22.7 78.1 39.8 55.8 28.4
23.0 20.3 23.0 20.3 38.2 28.4 32.2 28.4
2.0 15.6 2.0 15.6 2.7 21.1 2.7 21.1)
7.6 7.6 10.6 10.6
13.8 13.8 19.3 19.3
14.0 14.0 19.6 19.6
20.7 20.7 27.9 27.9
22.9 . 22.9 30.9 30.9
22.6 93.8 17.4 72.2 28.3 117.3 21,8 90.2
57.0 55.3 69.8 67.8 .
55.1 81.0 67.5 99.3
27.4 39.1 33.6 48.0
42.7 42.7 53.4 53.4
24.5 23.4 19.6 18.7 31.9 30.4 25.5 24.3
22.1 22.1 30.9 30.9
24.6 24.6 34.4 34.4
27.0 27.0 37.8 37.8
30.2 30.2 42.3 42.3
11.6 11.6 15.7 15.7
18.2 60.6 18.2 60.6 22.8 _ 75.8 22.8 75.8
46.4 46.4 56.8 56.8
60.1 60.1 73.6 73.6
39.5 39.5 48.4 48.4
43.2 43.2 54.0 54.0
24.7 19.4 19.8 15.5 32.1 25.2 25.7 20.2
39.2 39.2 54.9 54.9
30.8 30.8 43.1 43.1
58.5 58.5 81.9 81.9
19.9 19.9 26.9 26.9
18.0 55.6 18.0 55.6 23.4 72.3 23.4 72.3
56.8 56.8 71.0 71.0
44.9 44.9 56.1 56.1
30.1 30.1 37.6 37.6
23.6 23.6 29.5 29.5


€v-Il

TABLE TI-14
AUTO DRIVER TRIP LENGTHS BY PURPOSE-1960 INTERNAL

SURVEY

PERCENT OF TOTAL TRIPS

LENGTH PERSONAL MEDICAL SOCIAL-~ EAT NON-HOME .

(minutes) WORK BUSINESS -DENTAL SCHOOL RECR. MEAL SHOPPING BASED MISCELLANEOUS
Intrazonal 2.26 8.04 2.31 4.41 12.04 13.35 13.44 7.05 15.79
1-3 3.56 9.16 5.20 9.51 9.58 6.75 17.47 14.01 14.00
4-6 15.60 21.29 14.89 25.54 24.42 19.57 30.94 31.32 28.46
7-9 17.99 18.63 22.09 27.36 16.97 17.89 15.04 19.55 17.99
10-12 16.25 13.92 16.28 10.84 12.91 14.77 8.36 12.68 9.89
13-15 14.24 12.02 12.60 8.63 9.17 10.73 5.61 7.36 5.52
16-18 10.33 5.44 8.03 4.59 6.07 7.12 3.67 3.85 3.72
19-21 8.81 4.85 9.02 2.69 3.80 4.44 2.54 2.10 2.98
22-24 5.26 2.77 3.14 2.46 2.42 3.03 1.46 1.14 1.31
25-27 3.04 2.67 3.21 1.90 1.48 1.74 1.07 0.57 0.76
28-30 1.65 0.68 2.31 1.01 0.76 0.21 0.34 0.22 0.27
31 and over 1.01 0.53 0.92 1.06 0.38 0.40 0.06 0.15 0.11

TOTAL 100.00 100.00 100.00 100.00. 100.00 100.00 100.00 100.00 100.00

SOURCE: Salt Lake. Area Transportation Study


.B. DISCUSSION OF 1970-1972 AIR QUALITY LEVELS

1. Natural Features Affecting Pollution Potential

a. Topography

Salt Lake City is located at the northern end of the Salt
Lake Valley. The valley is about 15 miles wide and 25 miles long. It is
bordered on three sides by mountain ranges and opens toward the northwest
to the Great Salt Lake.. The Wasatch range to the east averages 10,000
feet above sea level and has peaks that extend to 12,000 feet. The Oquirrh
range to the west has an average elevation of 8500 feet with peaks to 9700
feet. The southern end of the valley is bounded by a line of low hills
about 5000 feet in elevation called the Traverse range. The valley floor
rises gently from the Great Salt Lake, which has an elevation of about
4200 feet, to the foot of the mountains. Bench areas along the east and
west sides of the valley mark the level of prehistoric Lake Bonneville.
Numerous canyons open into the valley from the mountain ranges to the
east and west. The principal industrial and commercial areas are located
on the valley floor. Thickly settled residential areas extend up the lower

slopes of the mountains to the east and north of the core area of the city.

b. Meteorology

Climatological statistics for Salt Lake City are based prin-
cipally on observations from the Salt Lake Airport four miles west of the
city center. As might be expected from a consideration of the major topo-
graphical features in the area, the most prevalent wind directions are from

the south or southeast and from the north or northwest. This general pattern

II-9


TRAFFIC FLOW
IMPROVEMENTS
APPROVAL OF TOPICS
PROGRAM

DESIGN PHASE

CONSTRUCTION PHASE

L-IA

EVALUATION

ie)

FHWA approval
2 City council approval and obligation of funds
Bl FHWA approves design contracts
i4 Completion of design plans and specifications -
6) FHWA approval of design plans and specifications

(6). city requests construction funds & authorization to
let bids

{7] Bid letting
Contractor. selected;
ie] Contractor orders equipment
fi Contractor receives equipment
. fy Construction completed

fq Apply for FHWA funding for evaluation

bj

Obtain FHWA approval for evaluation

Begin annual data collection

n n n n

72

T T T T
73 74 75 76 77

Figure VI-2. Surveillance review milestones; Salt Lake City.


The following inspection and/or maintenance procedures for

control of CO and HC exhaust emissions have been evaluated:

(1) Visual inspection for the presence of control devices
or systems

(2) Requirement of a minor tune-up at specified time
interval

(3) Requirement of a major tune-up at specified time
interval

(4) Exhaust measurement at "idle" to identify high emit-
ters for subsequent corrective action

(5) Exhaust measurement under load on a dynamometer to
identify high emitters for corrective action

(6). Exhaust measurement under load on a dynamometer to
diagnose reasons for high emissions and to indicate
what corrective action should be taken.

In numerous states, a number of abbreviated versions of
automobile exhaust analysis procedures have been proposed for use in manda-
tory inspections programs. Four of the most popular tests under considera-
tion are: California Certificate of Compliance, Idle Test, Key-Mode Test,
and Diagnostic Test. Detailed test data of these four tests are available

Kk
and are contained in the Northrop report. A description of each test as

taken from the Northrop report follows.

*
Control Techniques for Carbon Monoxide, Nitrogen Oxide, and Hydrocarbon
Emissions from Mobile Sources, U.S. Dept. of Health, Education and Welfare,

1970 and Exhaust Emission Control Maintenance U.S. Inspection, Roensch,

6lst Annual Meeting Air Pollution Control Assn., St. Paul, Minn., June 1968,

2
Mandatory Vehicle Emission Inspection and Maintenance, Northrop Corp.,
May, 1971

III-8


e1-9

CITY OF SALT LAKE CALENDAR YEAR IS 1972

REGION NO. 2 POLLUTANT SPECIES 15 CARBON MONOXIDE

MODEL YEARS CONSIDERED TS FROM 1960 TO 1973
LENGTH OF TIME PERIOD Is 8 HOURS

VEHICLE .
CATEGORY ~ LIGHT nuty HEAVY DUTY CTHER TOTAL
ZONE AREA EMISSIONS FMISSION EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS. EMISSION
NO. DENSITY DENSITY DENSITY OENSITY
(SQoMID (KGMD CKGM/SO.MI) (KG) (KGM/SO6MI) (KGM) (KGM/SOoMID (KGM) (KGM/SQ6M1)
1 0.810 5775042 713u014 112.70 139014 0.0 0.0 5868.12 7269.28
2 0.810 4790062 5914.33 93.48 115.41 0.0 020 4884.09 6029.73

CITY OF SALT LAKE CALENDAR YEAR IS 1973

REGION NO. 2 POLLUTANT SPECIES Is CARBON MONOXIDE

MODEL YEARS CONSIDERED IS FROM 2961 TO 1974
LENGTH OF TIME PERIND Is

8 HOURS
VEHICLE
CATEGORY - LIGHT OUTY HEAVY DUTY OTHER TOTAL
ZONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
NOe OENSITY DENSITY DENSITY DENSITY
(SQ.MI) (KGM) IKGM/SQ.ME) (KGM) (KGM/SQ MT) (KGM) (KGM/SOOMT) (KGM) CKGM/SQ. MID
! 0.810 5351.55 6606.86 113.45 140.06 0.0 0.0 5465.00 6746.92
2 06810 4439202 5480.27 94.11 126.18 0.0

0.0 4533.12 5596045
.


Oxidant Levels

The curve shown in Figure 1 of Appendix J of 40 CFR,
Part 51 was used with the second highest l-hour average concentration
of photochemical oxidants to give the reduction in hydrocarbon emissions

required to achieve the national standards.

The use of the second highest l-hour concentration (0.11 ppm)
and Figure 1, Appendix J of 40 CFR, Part 51, yields a required reduction

in hydrocarbon emissions of 25 percent.

b. -Improvement Dictated by 1971-1972 Observations

0 Levels

Table II-1 shows that no l-hour CO concentration exceeded
the standard during the period July 1971 - June 1972. The use of. the sec-
ond-highest, 8-hour concentration observed during this period gives a re-
quired reduction of 47 percent. The calculation is as follows:

17-9

Ws 47% reduction needed to attain standard

where 17 is the second highest observed 8-hour concentration in ppm, and

the 8-hour standard is 9 ppm.
Oxidant Levels

Table II-4 shows that the second-highest, l-hour con-
centration of total oxidants observed during the July 1971-June 1972 period
was 0.093 ppm. The use of this value with Appendix J of 40 CFR, Part 51

gives a required reduction in hydrocarbon emissions of about 11 percent.

II-30


TABLE III-1

IMPACT OF TRANSPORTATION CONTROLS ON
TRAVEL PATTERNS AND.MOTOR VEHICLE EMISSIONS
(CARBON MONOXIDE FROM LIGHT DUTY MOTOR VEHICLES ONLY).

TRANSPORTATION IMPACT ON IMPACT ON MOTOR
CONTROL CANDIDATES TRAVEL PATTERNS (1) VEHICLE EMISSIONS (2)

Short Term (2-5 years)

Inspection, Maintenance No changes in modal 10 to 25 percent. (3)

and Retrofit mix, trip generation Upper range (particularly
or origin-de 20 to 25 percent) decidedly
patterns, less likely than lower _
range (particularly 10 percent).
Gaseous Puel Systems No changes in modal Less than 15 percent. (4)

mix, trip generation Appropriate only for large,
or origin-destination centrally-maintained fleets
patterns, which account for a relatively
high proportion of totai
vehicle miles traveled
(e.g., taxicabs in Borough of

Manhattan) .
Traffic Plow Techniques No changes in modal Less than 20 percent. (5)
mix, Possible in- However, emissions appear to

crease in trip genera- decrease for only the year
tion as a result of immediately following imple-

improvements in mentation, after which time
traffic flow. No emissions may increase above
changes in origin- original levels due to growth
destination patterns, in traffic volumes. To con-
at least for the trol traffic volumes, motor
short-term. vehicle restraints would be
required.
Bypassing Thru No changes in modal Less than 5 percent. (6)
Traffic mix. Possible in- Measures requiring new co

crease in trip genera- struction (e.g., circumferen-
tion as a result of tial routes) not implementable

improvements in within 5 years. Modest by~
traffic flow. No passing may be possible through
changes in origin- use of directive signs and/or
destination patterns, signals. More substantial by-
at least for the passing will require motor

short-term, vehicle restraints.

Medium Term (5-10 years)
Improvements in Public Changes in modal mix Less than 5 percent. (7)
Transportation by improvements in Improvements in public trans-
public transport; no port are a necessary but not
change in trip genera- sufficient condition for reduc-
tion or origin-des-.... ing motor vehicle emissions.
tination patterns at To have an appreciable effect
least in the short- on emissions public transport
term. improvements must be combined
with motor vehicle restraint:
Restraining or restricting
motor vehicles, however, would
require substantial public
transport improvements to pro-
vide an alternate means of
making trips.

Motor Vehicle Restraints Changes in modal mix § to 25 percent. (8}

by improvements in Potential emission reductions
public transport and depend upon the severity of
motor vehicle re- restraints, Several motor
straints, Only minor vehicle restraints are adminis-
changes in trip tratively feasible, However,

generation, or origin- tho mechanics of imposing motor -

destination patterns vehicle restraints are much

at least in the short- less of a problem than gaining

term. public acceptance to Limit
“freedom of the road."

Long Term (10-20 years)

Work Schedule Changes Changes in modal mix, Less than 3 percent. (9)
possible reduction Work trips would be reduced
in trip generation but increased leisure time

(particularly for the would probably generate
journey to work) and additional recreational trips

Changes in oricin- | (although these are likely to
destination patterns’ be primarily at off-peak

due to additional periods to and from areas out-
recreational trips, | side the central city).

Land Use Controls (10) Change in flodal mix; Could not be implemented with
change in origin- any appreciable effect on
destination pattorns; emissions in the short term,
change in trip Medium and long-term effects
generation, not known,

III-3



APPENDIX D

QUESTIONNAIRE - TESTING THE FEASIBILITY OF
CONTROL STRATEGIES


TABLE II-17

1971 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE

- 1971 vMT (000)

6 - 9AM, “4 ~ 12 MIDY
FREEWA) NON-FREEWAYS NOR=I IS
‘Non= Wo!

Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel
SECTOR Auto ‘Truck Truck Auto Truck ‘Truck Auto Truck Truck Auto Truck Truck
a 4.4 42 * 4.8 42 * Wl 44 ® O *
B 3.2002 * 15.3 3 * a0 (43 * 37.8 64 .
c ° ° ° 24.40 4 . 0 ° o ‘60.3 47 .
> 0 0 oO 196 43 * ° 0 0 485 6 .
zg ° o 0 3800 1 * o 0 90 95 ol *
P 7.000 44 . 3.700 ak * 1765 66 / Ts acre ¢ *
6 4.3 42 t 15.6 43 . 16.7 3 * 38.5 64 *
H 0 oO oO 27.6 5 « 0 Oo oO 68.4 8 *
I 0 0 ° 24.3 4 * 0 °o oO 60.2 7 .
a oO oO 0 7.4 a . oO oO o 18.3 22 *
Kk oO ° oO 2.1 * . 0 ° ° 5.3 wal .
L 12.8 7) *. 7.3 al * 32.1 1.0 al 18.0 2 «
" 0 o 0 15.0 ..3 . o 0 0 37.20 4 .
u oO oO ° 15,1 3 * oO. oO o 37.3 4 .
° 0 0 0 4.9 a2 * ° 0 0 122 .
P ° o 0 2.2 . . 0.0 0 ed
Q 16.5 69 . 472 * 45 16 ad we7 2 .
R 0 o 0 1b 2 . o 0 0 (32.4 *
8 ° 0 0 13.40 42 . ° o ‘0 3330 4
t- ° ° o 3.9 a * ) o o 9.7 a *
u ng 6 * 4.0 ab * 28.2 49 * 10,0 42 *
v 8.40 4 * 14,0 2 * 2.20047 * 34.7 64 .
" 9.0 4S * 15.6 43 * 235 47 + 3870 of
x 24 . 7.0 0 42 * 5.9 42 * ‘17.4 62 .
* Negligible
Speeds 6-9 A Speeds: 4-12 Midnight
Streets: 15 M.P.H. Streets: 15-19 M.P.H.
Freeways: 50 M.P.H. Freeways: 50-55 M.P.H.

II-48


TABLE III-1 (Cont.)

(1) Transportation controls are arranged in order of increasing

ict upon travel patterns, and hence upon social and economic
activity and location of land use. To the extent that these
impacts imply increasing social and economic dislocation, each
successive transportation control would need correspondingly longer
lead times to implement and take effect.

(2) Expressed as percent of emissions attributable to light dut:
motor vehicles, Highest values are estimates of maximum feasible
emission reductions, using data from central cities where control

in question appears to have greatest potential for reducing emissions.
It is extremely unlikely that any city could achieve maximum reduc-
tion from each of controls. Lower values do not represent minimum.
emission reduction, but rather an estimate based upon moderately
favorable conditions, Estimates for improvements in public trans-
portation, motor vehicle restraints and work schedule changes assume
a reduction in motor vehicle miles traveled results in equivalent
reduction in motor vehicle emissions, All estimates are for initial
reductions and do not take into account deterioration (e.g.,
deterioration of control devices due to accumulation of mileage).

(3) Estimates for inspection and maintenance only.

(4) Estimates for simple conversion from gasoline to LPG or natural
gas. .

(5) Based on illustrative example assuming a 30 percent increase
in networkwide average vehicle speed.

(6) Estimates for traffic which could be bypassed away from central
cities as a result of improvements capable of implementation in the
short term, but in the absence of motor vehicle restraints.

(7) Estimates for public transportation broadly defined to include
mass transit (rapid rail and bus systems) as well as.other means
of conveyance, such as taxi, demand-responsive systems, car pools
and people movers, Estimates are for reductions in traffic in the
absence of motor vehicle restraints.

(8) Lower estimates are for doubling downtown parking rates. Higher
estimates are for tripling or for quadrupling downtown parking rates,
depending upon comprehensiveness of parking control program. .

(9) Estimates are for 4-day week, with working days spread over

six days, assuming 30 percent of vehicle miles traveled are accounted
for by the journey to work and a maximum of 25 percent of the labor
force on 4-day week by 1977,

(10) For example, public policy could encourage land use patterns
which would minimize distances between home and work, home and
school, and home and shops. In addition, residential and commercial
development could be promoted around existing rail and bus lines
(and such systems extended) so that public transport would be more
accessible to a larger portion of the metropolitan population.

Source: Evaluating Transportation Controls To Reduce Motor Vehicle
Emissions In Major Metropolitan Areas, Interim Report, Prepared for
the Office of Land Use Planning, Office of Air Programs, Environ-
mental Protection Agency by the Institute of Public Administration
and Teknekron, Inc., Washington, D.C. March 16, 1972.

III-4


The' scope of this study did not permit an investigation of
the impact of truck traffic on vehicle emissions. Therefore, it is recom-
mended that additional study be given to the full impact of heavy duty
trucks on air pollution in Salt Lake City. This study should investigate
the location of truck terminals, truck routes, and hours of operation to
determine whether special controls of truck traffic, specifically heavy

duty interstate freight, can help reduce vehicle emissions.

III-39


A is
3 2 |e
3 # |e BOS so
& = _—— S—— 6TH AVE
A c D E
3190 2320 L373
S. TEMPLE ST
i.
300 SOUTH ST
G H ' J
3471 2938 2807
- *
— 7 MONITORING }- 228 SOUTH SF
STATION
900 SOUTH ST
K NX, to] N ce]
oo |
y . 2055 1991 2035
CALIFORNIA 1300 SOUTH ST
we JP |Q . r COS
AVE
od -_ BROWNING AVE
' | R s T
3 I - 1632 1706 1508
7 1 i
} 2100 SOUTH ST
Ah w x
Le aap ey a ae
rs = 2700 SOUTH ST
ra 8
z 5
8 é_] 3000 SOUTH ST

Figure IV-1. CO emission densities (kg/8-hr/mi2) for 1977
based on Traffte Flow Improvement.



QI-11

CONCENTRATION (PPM)

a
STANDARD
32
24
\
8 S
ZL
SPRING (M,A,TM) SUMMER (J,J,A)
fe) 14 1 I at ! it J J 1 it | 4 | 1 it i 1 i 1 at
! 2 3-4 5 6 8 9 10 If 12 1 14 15 16 17 18 19 20 21 22 23 24
HOUR (MST)
Figure II-2. Maximum 1-hour CO concentration observed each hour of

the day in Salt Lake City by season.


ZONE

123
124

125

126

127.

128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163

AREA

(Sq.Mi.)

ell
-10
08
14
213
ell
12
213
14
220
+08
19
215
+28
14
215
«12
14
13
«12
14
ell
253
259
59
259
77
254
254
«54
1.00
1.00
1.00
1.00
1.42
1.00
1.00
1.00
1.00
1.00
1.06

B-4

1971 1977
1971 DAILY VEHICLE MILES 1977 DAILY VEHICLE MILES
VEHICLE MILES PER SQ. MI. VEHICLE MILES PER SQ. MI.
(000) (000) (000) (000)
Streets Frwys. Streets Frwys. Streets Frwys. Streets Frwys.-
13.1 119.1 15.7 142.7
7.1 72.0 8.5 85.0
4.6 57.5 5.5 68.8
11.7 83.6 14.0 100.0
29.5 226.9 35.4 272.3
13.1 119.1 ‘15.7 142.7
24.3 202.5 29.2 243.3
7.9 18.3 60.8 140.8 9.5 22.0 73.1 169.2!
20.0 16.3 142.9 116.4 24.0 19.6 171.4 140.C
9.9 20.1 49.5 100.5 11.9 24.1 59.5 120.5
17.2 14.4 215.0 180.0 20.6 17.3 257.5 216.3
2.6 11.3 13.7 59.5 3.1 13.6 16.3 71.6
0.6 89.6 4.0 593.3 0.7 107.5 4.7 716.7
11.0 48.7 39.3 173.9 13.8 60.9 49.3 217.5
10.0 71.4 12.0 85.7
16.9 112.7 20.3 135.3
21.3 177.5 25.6 213.3
9.8 70.0 11.8 84.3
2.7 19.9 20.8 153.1 3.2 23.9 24.6 183.8
12.0 16.1 100.0 134.2 14.4 19.3 120.0 160.8
17.9 17.7 127.9 126.4 21.5 21.2 153.6 151.4
4.8 17.7 43.6 160.9 5.8 21.2 52.7 192.7
31.5 59.4 37.8 71.3
18.9 32.0 25.5 43.2
22.3 37.8 29.0 49,2
19.5 10.4 33.1 17.6 24.4 13.0 41.4 22.0
47.6 3.1 61.8 4.0 59.5 3.9 77.3 5.1
42.2 20.2 78.1 37.4 52.8 25.3 97.8 46.9
31.6 - 58.5 39.5 73.1
23.9 44,3 27.5 50.9
7.7 7.7 9.6 9.6
43.4 43.4 56.4 56.4
40.7 40.7 49.9 59.9
33.9 33.9 41.5 41.5
57.3 36.6 40.4 25.8 70.2 44.8 49.4 31.5
39.8 39.8 55.7 55.7
28.9 28.9 39.0 39.0
32.1 12.0 32.1 12.0 40.1 15.0 40.1 15.0
43.5 43.5 54.4 54.4
18.9 18.9 22.7 22.7
11.8 11.10 14.2 13.4


APPENDIX E':

Wilbur R. Jefferies
David D.. Brumitt

William L, Fields

Ronald L. Bouck

William Oswald

William Davis

Ralph McClure
Jess Agraz

Les Jester
Richard Hudspeth

John Lord

LIST OF INTERVIEWEES

Director of Transportation,
Wasatch Front Regional Council

Research Analyst - Transportation,
State Planning Coordinator's Office

President, Utah Transit Authority
Manager, Transportation Council,
Salt Lake Area Chamber of Commerce

Director of Community Affairs, Salt
Lake Area Chamber of Commerce

State Legislative Counselor

Investigator, Salt Lake City/County
Health Dept., Air Pollution Division

County Commissioner, Salt Lake County
City Traffic Engineer, City of Salt Lake

Chief, Planning and Programs, Utah
State Department of Highways

Utah State Division of Health, Air
Quality Section

Consultant, Utah State Transportation
Study


I. INTRODUCTION AND SUMMARY

A. BACKGROUND

States were required to submit implementation plans by January 30,
1972, that contained control strategies demonstrating how the national
ambient air quality standards would be achieved by 1975. Many urban areas
could not achieve the carbon monoxide and oxidant air quality standards
by 1975 or even 1977 through the expected emission reductions from the
1975 exhaust systems control. Major difficulty was encountered by many
states in the formation of implementation plans that included transpor-
tation control strategies (including, for example, retrofit and inspection,
gaseous fuel conversions, traffic flow improvements, increased mass tran-
sit usage, car pools, motor. vehicle restraints, and work schedule changes).
Because of the complex implementation problems associated with transpor-
tation controls, states were granted until February 15, 1973 to study
and select a combination of transportation controls that demonstrated how

the national air quality standards would be achieved and maintained by

1977.

B. PURPOSE, SCOPE AND LIMITATIONS OF STUDY

The purpose of the study reported on herein was to identify and
develop transportation control strategies that will achieve the carbon
monoxide and oxidant air quality standards required to be met by the
State of Utah in the Salt Lake City urban area by the year 1977. The

results of the study were to help determine the initial direction that

I-1


A systematic method of calculating VMT by vehicle type, road
class and speed for the designated zones or sectors should be developed
and correlated with the results obtained from the air pollution moni-
toring station to verify the significant changes as they occur annually.
If the results indicate a lack of progress in reducing vehicle emissions,
additional transportation control strategies can then be implemented by

1977.

1. Estimated Traffic Growth

Table VI-1 presents in summary the total 1971 and 1977 esti-
; mates of daily vehicle miles of travel for the core area defined in
Figure II-8 . These figures provide a means for comparing the actual

traffic growth with the projected traffic.grwoth estimated in this report.

It should be noted that a freeway is currently under con-
struction which will loop around the city on the south and west. It
will connect with I-80 on the east, I-15 on the south, and I-80 on the

west. This freeway, when completed and open to traffic, should tend to

TABLE VI-1

DAILY VEHICLE MILES OF TRAVEL 1971-1972
(Core Area Totals) +

1971 DVMT 1977 DWMT Increase Percent

(000) (000)
Streets 1585.0 1869.3 284.3 17.9
Freeways 482.9 , _583.9 101.0 20.9
TOTAL 2067.9 2453.2 385.3 18.6

vi-2


1971 DAILY 1977 DAILY

VEHICLE MILES : VEHICLE MILES
SUB- 000) EXPANSION (000)
AREA Streets Frwys. FACTOR. Streets Frwys.
42 24.8 1.12 27.8
43 14.1 ~ 1.15 16.2
44 13.6 1.18 16.0
45 4.8 25.4 1.25 6.0 31.8
46 7.2 1.20 8.6
47 16.7 1.15 19.2
48 22.2 1.18 26.2
49 23.8 1.18 28.1
50 18.9 1.18 22.3,
51 12.1 1.18 14.3
52 12.6 1.15 14,5
53 19.1 1.12 21.4
54 13.7 _ 1.12 15.3
55 17.4 1.18 20.5
56 9.8 1.25 12.3
57 7.1 26.0 1.20 8.5 31.2
58 7.0 1.15 8.1
59 3.3 1.18 3.9
60 16.8 1.18 19.8
61 17.4 1.18 20.5
62 10.4 1.18 12.3
63 11.3 1.15 13.0
64 19.5 1.12 21.8
65 9.8 1.12 11.0
66 12.5 1.18 14.8
67 7.3 1.25 9.1
68 3.2 32.2 1.20 3.8 38.6
69 5.6 5.4 1.15 6.4 6.2
70 8.3 5.7 1.16 9.6 6.6
71 15.8 1.16 18.3
72 15.9 1.16 18.4
73 7.0 1.16 8.1
74 10.2 1.16 11.8
75 16.1 1.16 18.7
76 9.7 1.12 10.9
77 8.8 1.18 10.4
78 5.3 1.25 6.6
79 1.0 1.20 1.2
80 1.7 19.9 1.15 2.0 22.9
81 9.0 1.15 10.4
82 7.4 1.15 8.5


APPENDIX B
TRAVEL DENSITIES, SALT LAKE CITY AREA

1971 1977
1971 DAILY VEHICLE MILES 1977 DAILY -. VEHICLE MILES
VEHICLE MILES PER SQ. MI. VEHICLE MILES PER SQ. MI.
AREA (000)_ (000) (000) (000)

ZONE (Sq-Mi.) Streets Frwys. Streets Frwys. Streets Frwys. Streets Frwys.
1 09 7.9 87.8 9.9 110.0

2 09 4.9 13.5 54.4 150.0 6.1 16.9 78.8 187.8
3 09 3.8 42.2 4.6 51.1
4 09 10.9 121.1 13.1 145.6
5 09 8.8 97.8 10.1 112.2
6 07 8.5 121.4 9.8 140.0
7 10 9.5 95.0 10.9 109.0
8 -10 10.7 107.0 12.3 123.0
9 -10 8.6 86.0 9.9 99.0
. 10 10 5.2 52.0 6.0 60.0
ll -10 4.2 42.0 5.4 54.0

12 09 12.5 9.3 138.8 103.3 15.6 11.6 173.3 128.9

13 09 9.1 5.9 101.1 65.6 .10.9 7.1 121.1 78.9
14 09 9.5 105.6 11.4 126.7
15 09 19.3 214.4 23.2 : 257.8
16 09 22.8 253.3 27.4 . 304.4
17 07 21.0 . 300.0 25.2 360.0
18 09 15.7 174.4 18.8 208.9
19 09 15.7 174.4 : 18.5 205.6
20 09 10.9 121.1. 12.9 143.3
21 09 11.1 123.3 13.1 145.6
22 09 6.4 71.1 7466 84.4

23 09 8.0 17.6 88.9 195.6 10.0 22.0 111.1 244.4
24 09 7.8. 86.7 9.4 104.4
25 09 8.1 90.0 9.3 103.3
26 09 16.6 184.4 19.6 217.7
27 209 20.6 228.9 24.3 270.0
28 09 22.5 250.0 26.6 295.6
29. -09 14.2 157.8 16.8 - 186.7
30 09 17.0 188.9 19.6 217.8
31 09 19.4 215.6 21.70 ‘ 241.1
32 09 16.8 186.7 19.3 214.4
33 .09 11.4 126.7 13.5 150.0

34 09 7.1 17.1 78.9 - 190.0 8.9 21.4 98.9 237.8
35 09 4.7 52.2 5.6 62.2
36 09 5.9 65.6 6.8 75.6
37 09 “17.6 195.6 20.8 231.1
38 09 22.2 246.7 26.2 291.1
39 209 23.7 263.3 28.0 311.1
40 09 17.5 194.4 20.7. 230.0
41 09 18.5 205.6 21.3 , 236.7


700 NORTH ST-—ay 7
we as % .
ee &
} } } ; r
Fie Be b OS &
a wZ8} B08 S/F soy 2 to Slory ile
lefale[s te] pale fadu
als elooubelalate
afals[slalalaf»[afets
ry wful[slslalalelofafelale
slelalalelo| ale] s[als
s[alslslelelelelals[e
89 wfalelefelnfalale[ sata
alwfolapepera| jolela
a
[ae oe tw
r 6 Ca a A
o fs ww] is] eo | ar fee] as Pree
te | or} os | wo | wo fae] a | es \ eo
oo m }_t_
rele feele la
67 &, &
&
88 8 = levenneen lave
0% “ rr 1% ‘1 1 1 r 4s ry
[4100_soutk | sv
7 Bi Bi a a a 5 ia Fi 3
bi I BI
8 Bow Bow 8 w Fw 8 ow 5 ow Ff om § om 8 om FH om 8
2 Zz
a ee: ee ee | a | a |
[A700 SOUTH
m Ey * ry u a 8 TM
8400 south |st
a a a rT rT) m a m
ZONE NUMBER « Je200_ sours |e
ZONE BOUNDARY
ZN 2 m 2s Fy a Ee) m oo
NoRTH 7000 south |st
° ree pee eT a ~ a ue as u a Ey us
eae sour bt
ee

Figure II-6. Traffic Zones Salt Lake City.
II-32



Figure

II-1

II-2

II-3

T1I-4

TI-5

II-6
II-7
11-8
II-9
II-10

II-11

II-12

II-13

III-1

Iv-1

VI-1

VI-2

LIST OF FIGURES

Title

Diurnal variation of average CO concentration in Salt
Lake City by season.

Maximum 1-hour CO concentration observed each hour of
the day in Salt Lake City by season.

Diurnal variation of average oxidant concentrations in
Salt Lake City by season.

Maximum l-hour oxidant concentration observed each hour
of the day in Salt Lake City by season.

Monthly variations in CO and oxidant concentrations in
Salt Lake City.

Traffic zones Salt Lake City.
Traffic volumes - 1971; Salt Lake City.
Core area sectors - Salt Lake City.

Travel densities (thousands of miles per square mile)
for zones outside the Core Area .

Travel densities (thousands of miles per. square mile)
for zones inside Core Area.

CO emission densities (kg/8-hour /mi?) for 1971 (upper)
and 1977 (lower). Value in parentheses (Zone H) is
emission density fox,,1970. ‘

Hydrocarbon emission densities (kg/3-hour /mi2) for 1971
(upper) and 1977 (lower). Value in parentheses (Zone H)
is emission density for 1970.

CO emission densities (kg/8-hour /mi?) for 1978 (upper)
and 1979 (lower).

Cost-benefit comparisons.

CO emission densities (kg/8-hr smi?) for 1977 based on
traffic flow improvement.

Projected 8-hour CO concentrations based on 1970 data
(above) and 1971 data (below).

Surveillance review milestones; Salt Lake City.

vi

II-23

11-25

I-32
II-33
I-45
TI-52

II-53

TI-55

II-61

II-67

III-20

Iv-3


4. Impact of Stationary Sources

a. Major CO Sources

The major point sources of CO in Salt Lake County, ar-
ranged in descending order of emission rate are listed in Table II-6
Table II-B-6 shows that the strongest point source emits 225 tons per
year or 6.5 grams per second. The use of any conventional point source
diffusion model (see, for example, Turner's Workbook of Atmospheric Dis-
persion Estimates) will show that the maximum ground level concentration
expected from a source of this magnitude is a small fraction of the allow-
able concentration even under unfavorable meteorological conditions. As
an extreme example, a ground-level source of 6.5 grams per second under
class F stability conditions and with a wind speed of 2 meters per second
yields a peak ground level concentration (10-min average) one kilometer
from the source of 2.3 milligrams per cubic meter, or about six percent of
the one-hour standard. Accordingly,as a sufficiently accurate approxima-
tion for the proportional modeling carried out in Section IID, CO emis-
sions other than those from vehicular traffic are considered uniform

throughout the critical area.

b. Major Hydrocarbon Sources

Table II-7 lists the major point sources of hydrocarbons
in Salt Lake County in descending order of emission rate. In part because
of the complexity of the chemical reactions involved in the generation of

photochemical oxidants from hydrocarbons and other pollutants, there exists

II-26


down the individual's travel expense and it reduces emission. Car pooling
is economically and functionally practical in the State of Utah, as it is
elsewhere. No formal public or private organization. is set up to implement
such a scheme due to the legal uncertainties involved such as the liabili-
ties of the driver in case of accident or theft. However, there are indica-
tions that car pooling, if fully explored and properly administered, could

produce fruitful results in reducing traffic volumes.
5. Reduction in Truck VMT

One control strategy which to date has not been fully explored
is the possibility of reducing or eliminating truck travel in certain con-
gested areas. In some ways, Salt Lake City is fortunate since interstate
highways (freeways) bypass a good portion of truck traffic around the CBD.
However, these freeways are immediately adjacent to the CBD and therefore

affect the air quality.

Truck travel, including panel and pick-up trucks, approximates
14.8 percent of the daily travel in Salt Lake. Hourly variations in truck
travel in Salt Lake generally match those found in other cities throughout

*
the United States.

The ICC regulates interstate truck traffic and therefore
represents a method of control over a portion of truck traffic in Salt

Lake City.

* Motor trucks in the Metropolis, Wilbur Smith and Associates, August 1969,
p. 52.

III-38


dominance of urban pollution patterns by the distribution of the local area
sources. The success of their urban diffusion model, in which concentration
is simply directly proportional to the area source strength and inversely
proportional to wind speed, is attributed largely to the relatively uni-
form distribution of emission within an urban area and the rate at which
the effect of an area source upon a given receptor decreases with distance.
In the proportional model, meteorological effects, such as wind speed, are
assumed to be duplicated over one-year periods. The validity of the

second assumption depends, in large part, upon the extent to which
diffusion and transport parameters are uniform from zone to zone ~ a

factor which could not be investigated because of the constraints “of

the program. Thus, it was felt that, in the absence of a more sophis-
ticated technique, the use of this extension to the proportional model

was justified first, to obtain some assessment as to whether the existing
sensors were located in the’ hot-spots’, and second, to obtain some assurance
that transportation strategies intended. to reduce emission densities in

one zone (to the level required to meet ambient standards) did not increase
emission densities to unacceptable levels in adjacent zones. In many cities
it was found that the sensors were, in fact, in the "hot spot" zones and
also that the recommended transportation controls did not increase emissions
in adjacent areas to unacceptable levels. Thus the final rollbacks were
confined to the zones with a sensor within their boundaries and the exten-
sions of the techniques to other non-sensor zones did not, therefore, play

a primary role in the final computations.

Experience in urban areas that had several sensors showed

that the emission concentration ratio differed substantially from zone to

II-5


stant emission rates. Finally, in addition to the temporal variation
in air quality at a given station, substantial spatial variations are
to be expected within the CBD. The predicted concentrations are pre-
sented in tenths of a part per million simply to indicate the antici-

pated overall trend in air quality.

The analysis of hydrocarbon emissions indicated that emissions
from motor vehicles will decrease by 52 percent between 1971 and 1977 as
a result of the Federal Motor Vehicle Control Program, and that total
emissions of hydrocarbons in a 14 square mile central zone of Salt Lake

City will be about 30 percent below the allowable level in 1977.

1-8


Section
Vv (Cont.)

vI

APPENDIX A
APPENDIX B
APPENDIX C

APPENDIX D

APPENDIX E

TABLE OF CONTENTS (Cont .)

Title

C. ASSESSMENT OF PROPOSED TRANSPORTATION CONTROL
STRATEGIES

1. Recommended Strategy: (Traffic Flow
Improvements )
2. Other Candidate Strategies

SURVEILLANCE REVIEW PROCESS
A. TRAFFIC SURVEILLANCE METHODS

1. Estimated Traffic Growth
2. Estimated Speeds

B. AIR QUALITY SURVEILLANCE
C. SURVEILLANCE AND REVIEW MILESTONES

1971-1977 VEHICLE MILES OF TRAVEL
TRAVEL DENSITIES
TABULATIONS OF VEHICULAR EMISSIONS

QUESTIONNAIRE - TESTING THE FEASIBILITY OF CONTROL
STRATEGIES

LIST OF INTERVIEWEES

ili

VI-1
VI-1

VI-2
VI-3

VI-4
VI-6


behavior has been recommended to the State Highway Commission. It is
proposed that funds from the State Gas Tax Fund be used: to pave and
surface a commuter parking area for the convenience of these motorists
in the immediate future. Consideration has been given to acquiring
extended rights of way for this purpose should the pilot project be

deemed successful in attracting other users.

This project evidences some margin of voluntary coopera-
tion on the part of the driving public but, more importantly, signifies
Departmental responsiveness and sensitivity toward meeting the transpor-
tation preferences of Utah citizens. Further, the State Highway staff
have also demonstrated foresight and competence in their support for

innovative transportation services.

A campaign to stimulate increased car pooling could be
waged on a fairly low budget by encourating the participation of the
media and advertising councils, and through the large employing organi-

zations referred to below.

The disadvantages of testing such a strategy would be
the’ extended time which would be required in order to test the effective-
ness of the campaign and its potential effect:on the air pollution
problem. If it were not successful, valuable time may be lost in meet-

ing 1977 air quality goals.

b. Staggered Work Hours
This strategy requires further study and a poll of cen-

tral area employers to test their receptivity to this solution to the


in Newark, resulting from improved signal progression. In Louisville, the

*
increased speeds ranged from 0.7 to 24.3 percent.

In Kansas City, Missouri, an improved signal timing program
(SIGOP) produced 18.5 percent fewer stops and increased speeds 12.2 percent.

These results were obtained without a modern computerized signal system.

Stanford Research Institute reported the following results

were obtained through computerized traffic signal systems:

New York 20-40 percent reduction in travel time
London 9 percent reduction in journey time
Toronto 8 to 37 percent reduction in delay
Glasgow 12 percent reduction in journey time
San Jose 10 to 12 percent reduction in delay

Based primarily:on the more comprehensive study report in
NCHRP Report 113, it is anticipated that an increase in vehicular speeds
of 25 to 30 percent can be expected as a result of the proposed computer-
ized signal system in Salt Lake City. Thus the average peak hour speeds

would be expected to increase from approximately 15 to 19 miles per hour.

*
Highway Research Board, Optimizing Flow on Existing Street Networks,
National Cooperative Highway Research Program Report 113 (Washington,
D.C.: National Academy of Sciences-National Academy of Engineering,
1971).

eK,
Department of Transportation News, Federal Highway Administration,
Washington, D. C., January 11, 1971.

III-28


S. TEMPLE ST

CALIFORNIA,
‘AVE

900 WEST ST

a 5
5 4
2 |e ws ©. = eth ave
A ¥8 c D E
5502 4606 7040 5264 3085
3.255] 2548 3819 2778 1645
300 SOUTH ST
G H (7878) 1
4798 7691 6769 des
— 2613 4156 3518 3660
_ *
7 MONITORING | 700 eourn sr
437 STATION
324
K h, M N ro) 900 SOUTH ST
“,
2712 ” fame
1545 \ 4256 4635 4523 4421
2345 2460 2384 2436
P 1300 SOUTH SF,
s T BROWNING AVE
1525 f
882 3746 b265:
2042 je263
J 3
2100 SOUTH 8ST
Ww 5102 x 90p0
2857 49p9
1-80 a
~ ry 2700 SOUTH 8T
3
2 5
8 3 3000 SOUTH ST

NORTH

4000.

8000
SSNS FEET

Figure II-1l.

CO emission densities (kg/8-hour /mi2) for 1971
(upper) and 1977 (lower).
(Zone H) is emission density for 1970.

II-55

Value in parentheses



is typical of all seasons of the year. Because of the relatively large
number of sunny days and clear nights with weak anticyclonic pressure
gradients, there are pronounced thermally-driven mountain-valley wind
circulations. Details of the wind regimes are undoubtedly quite complex
and are not well documented by measurements. An additional meteorological
phenomenon, also a feature of fair weather regimes, is the extremely
large diurnal variation in the depth of the surface mixing layer. At
night, in the presence of clear skies and low humidities, intense surface
temperature inversions develop above the valley floor and the average depth
of the surface mixing layer is of the order of 100 meters. During the
day, as the result of solar heating, the average depth of the surface mix-
ing layer varies from about 1.5 to 4 kilometers, depending on the season

of the year.

The topographical features of the area form a natural basin within
which pollutants generated in the valley tend to be confined. The pollu-
tion problem may become acute during stagnation periods when anticyclones
become stationary over the region. Under these conditions, the air becomes
very stable and vertical transfer of pollutants is severely restricted.

At the same time, surface winds are light and are controlled largely by
local circulations. During the night, air cooled by the mountain slopes
drains into the valley and toward the Great Salt Lake. ‘During the day,
upslope winds develop due to heating of the mountain slopes. This reversible
flow tends to advect pollutants back and forth across the valley, resulting

in continuing accumulation during the period of stagnation.

II-10


C. SURVEILLANCE REVIEW MILESTONES

The computerized traffic signal system can easily be imple-
.mented by 1977. Given authorization to proceed by mid-1973, the plans
and specifications should be completed in approximately one year.
Actual construction and installation may require another two years
, with actual operation beginning in mid-1976. Full benefit of the sig- ©
nal system should be realized by 1977. Surveillance review milestones

covering the period 1972-1977 are given in Figure VI-2.


The final determination as to the concentration value used was made in

close cooperation with representatives of local and state agencies and

of EPA.

Section III describes how candidate control strategies were de-
veloped, evaluated and ranked having regard to technical, legal, insti-
tutional, sociological and economic criteria. An important feature of
this task was the continuing interaction between, on one hand, the GCA
study team, and on the other hand, representatives of local and state
environmental planning and transportation agencies, concerned citizen's

groups, and EPA representatives.

Section IV presents the rationale for selecting the optimum pack-
age of controls necessary to achieve the required reduction in motor

vehicle emissions and also presents the confirmed effect on air quality.

Section V deals in detail with the obstacles to the implementation
of the selected strategies. Since the obstacles to implementation were
important criteria in the evaluation of the feasibility of candidate
transportation controls, there is considerable discussion on such ob-

stacles in earlier sections.

Section VI presents the surveillance review process which will
enable EPA to monitor the implementation progress and air quality impact
of the recommended strategies. Curves showing predicted air quality lev-
els for the years 1973 to 1977 and beyond are presented, based on the

Federal Motor Vehicle Control Program alone, and on the federal program

1-4


basis for verifying the actual speed improvements achieved by the com-
puterized traffic signal system. As a minimum, a thorough "before and

after" speed study should be performed on all streets which will likely

be affected by the signal system.
B. AIR QUALITY SURVEILLANCE

The combined effectiveness of the Federal Motor Vehicle Control
Program and any transportation control measures that may be implemented
in reducing ambient CO concentrations to acceptable levels ultimately
must be judged by air quality measurements. Figure II-8 shows that
the Salt Lake City monitoring station is currently located within the
region of maximum emissions. It is also located within the area being
considered for the Computer Central Signal. Control System. The monitor
can, therefore, provide the necessary measurements by which the success

of the emissions control program can be evaluated.

The curves presented in Figure VI-1 show the decrease in ambient
concentrations expected in Zone H through 1977 as a result of the Federal
Motor Vehicle Control Program alone, and asia result of the federal pro-

gram and the traffic flow improvement plan.

Because of year-to-year variations in meteorological and other
controlling factors, actual observations are expected to show considerable
scatter about the predicted curves. Some idea of the possible magnitude
of this scatter can be gained by comparing the second highest 8-hour con-
centration observed in 1971 (17 ppm) with that predicted by the 1970 based

curve in Figure VI-la (21.5 ppm).

viI-4


SI-II

(PPM)

CONCENTRATION

10

T T T T T T T T T T T T T T T T T T T T

F FALL (S,0,N) 7
8/- WINTER (D, J, F) 7
r SUMMER (J, J,A) 7
6 SPRING (M,A,M)
4

AL

2
fe) l l l 1 aI 1 1 1 1 1 iT 1 1 i 1 1 1 1 | on |

! 45 6 7 8 9 10 I! 12 13 14 15 16 17 18 19 20 2t 22 23 24

HOUR (MST)
Figure II-1.

Diurnal variation of average CO concentration in Salt Lake City by season.


CITY OF SALT LAKE CALENDAR YEAR TS 1970
REGION NU. 2) POLLUTANT SPECIES 1S HYDROCARBONS
MODEL YEARS CUNSIDERED IS FROM 1953 TO 1971

LENGTH OF TIME PERIOD IS 3 HOURS

VEHICLE
CATEGORY ~ LIGHT DUTY HEAVY DUTY UTHER TOTAL
ZONE AREA EMISSIONS EMISSION EMISSIONS — ENT SSION EMISSIONS EMISSION EMISSIONS EMT SSIUN
0. DENSITY DENSITY DENSITY DENSITY
(SQ0MI) — (KSM) (KGM/SQeMT)—— (KGM) (KGM/S2.MI) (KGM) {KGM/SQ6MI) (KGM) (KGM/SO6MID
1 0.270 57439 250.59 2.74 10615 0.0 o.c 70.43 260.83
2 0.810 215.78 266.39 9.20 16.22 Onc 0.6 224.06 275.61
3 G.780 344.13 441.19 11.05 14016 0.0 0.0 355617 455035
4% 0.F40 329,08 222 9.385 o. 284.670 336.93
5. 04280 2.74 9479 0.c _ 56632 201615
6 0.270 52.17 2474 10415 0.0 54.91 203.37
7 G.810 220.01 8.28 10.22 0.0 228.29 261.33
8 6-310 389.28 13.61 403.07 497462
9 0.810 342.72 11.05 0.0 353076 430674
10 2.74 0.0 107.10 396-65
i 0.0 6.0 29-60, 164647
12 2674 0.0 105.69 160.13
13 8.25 0.0 219.82 301.13
4 8.28 0.0 221.23 294.95
15 2.74 0.0 71.84 267634
16 0.0 c.0 31.01 96.92
lt 2674 0.G 69201 76.68
18 5.51 0.0 190.26 232.62
19 5.51 2.0 194.49 246612
20 2674 0.0 57.73 215.62
21 2.74 0.0 59.14 107.53
22 5.51 coe 202.95 200619
23 P.2F 0.0 22F 629 263.57
24 2.74 0.0 101.45 507.27
1 141.27 3.16 11.77 0.0 0.0 41.32 153.0%
2 34.24 3.16 3.92 0.0 0.0 30.92 38617
3 6637 23.61 0.6 0.0 67406 248.38
4 3.18 3.92 0.0 0.0 40.45 49094
5 11.17 10.92 0.0 0.0 122.15 185.07
6 14.36 15.96 0.0 0.0 157042 174.91
7 9.57 17.40 0.0 0.0 167.54 195.53
8 6.37 8.17 0.0 0.0 79420 101.54
4 7.97 9.3R 0.0 0.0 86.00 101-18

1.58 7.91 0.0 0.0 223° 111.92


FUNCTIONS

Pretest Inspection
Exhaust System
Engine/Fuel System
Tire Condition
Record Vehicle Data

Test Functions

Idle rpm

2500 rpm

30 mph cruise

50 mph cruise

50 mph - 8hp cruise
Max. Throttle Load
Decel. from 50 mph
Pvc System Test

Exhaust Control System
Ignition Timing Test
Engine Condition Test
Ignition Timing Adjust

Idle Mixture Adjust

TABLE I1I-2

TEST PROCEDURE SUMMARY

CERTIFICATE OF

COMPLIANCE IDLE
x x
x x
x x
co HC,CO,NO
HC,CO,NO
x
x
x
HC,CO
x
x

SOURCE: Northrop Report, June, 1971.

III-16

KEY-MODE

bad

HC,CO,NO

HC,CO,NO
HC,CO,NO

DIAGNOSTIC

boda

HC,CO,NO

HC,CO,NO
HC
HC

bidtedad


reduce travel on several heavily traveled streets and freeways, especially
I-80 and Highland Drive, south of the CBD. It is assumed that the entire
project, as planned, will not be completed by 1977. Therefore, the full
impact of this planned facility has not been included in the 1977 esti-
mate of travel shown below. Traffic estimates for streets and freeways
directly affected by this facility must be watched closely and adjusted

where necessary, to reflect actual traffic flow patterns when established.

2. Estimated Speeds

Estimates of existing operating speeds for the core area,
obtained primarily from speed studies conducted annually by the Salt
Lake Area Transportation Study, are presented in Table VI-2. The speeds
are averages for several streets studied and include stops and delays.
Although these studies are considered accurate for the streets covered,
more streets should be studied to further define and verify these average ©

speeds by time of day, type of vehicle, and sector.

It is recommended that the existing speed studies currently

being conducted be expanded to provide a more accurate and systematic

TABLE VI-2

ESTIMATED SPEEDS 1971-1972
(Core Area Only)

1971 1977
Peak Off-Peak Peak Off-Peak
(mph) __(mph) (mph) (mph)
Streets 15 22 15 (19) 22
Freeways 50 58 50 58

(19) 5 timated speed on streets affected by computerized traffic
signal system (recommended transportation control strategy).

VI-3


a. Certificate of Compliance Inspection Procedure

“Certificate of Compliance testing procedure is presently
accomplished by licensed inspection stations within the State of California.
The procedure is performed to verify proper operation of vehicle engines
‘and emission control systems, and is required as a condition of vehicle
ownership transfer. The test is performed with the vehicle in a static
condition and is primarily concerned with assuring that the vehicle emis-
sion control equipment is operating within prescribed specification limits.
The crankcase ventilation system and exhaust emission control system com-
ponents are tested for functional performance. Proper engine operation
is verified with diagnostic test equipment and the ignition system is
observed for indications of cylinder misfire. Idle rpm is adjusted and
ignition timing is reset, if necessary. Idle air-fuel ratio is measured
and idle mixture adjusted as required. When the engine is adjusted pro-
perly and determined to be in proper working order, a Certificate of
Compliance is issued. The Certificate of Compliance procedure was modi-
fied to include measurement and adjustment of ignition time and point dwell,

and measurement and adjustment of air-fuel ratio."
b. Idle Inspection Procedure

"The term ‘idle inspection’ is somewhat misleading since
the vehicle is also operated at higher rpm (2500) as part of the inspection
test cycle. The test mode is more accurately described as a static or Light

load test, as the vehicle engine is operated without benefit of vehicle

III-9


in conjunction with the recommended transportation control strategy.
These curves provide a basic indication of the way in which air quality
should improve as time passes and as controls are implemented. In addi-
tion, important checkpoints are provided delineating the salient actions
which must be taken in order to implement the strategies, such as the
obtaining of the necessary financing and legislation. Further, important
background assumptions, such as growth rate are identified, and methodolo-
gies supplied, to provide verification that these assumptions are in fact,

validated during the course of the program.

It should be noted, however, that the surveillance process thus
provided is of necessity based on the problem, and the concomitant trans-
portation controls as they are presently perceived. An equally important
part of any surveillance process is the continuing reassessment of both
the problem itself and the appropriateness of the required controls. As
was discussed earlier in this Introduction, the present study employed a
whole range of both of extant data and techniques, and also of assump-
tions about the course of future events. This data base should be con-
tinuously reviewed as new information becomes available. Thus, although
the key background parameters are called out in the Surveillance Process,
a thorough and continuing review of all the data, techniques and assump-
tions contained in this report will be required to properly update the

problem definition and appropriate control measures.

D. SUMMARY OF PROBLEM AND REQUIRED TRANSPORTATION CONTROLS

The analysis described in the body of this report indicates a

need for transportation control strategies to reduce CO emissions within

1-5


Table III-2 summarizes the foregoing described test

procedures.

Test data are available for the above described test.
Other types of tests considered fall within the limits of the tests de-
scribed above for effectiveness, so only the four tests described above

will be used for evaluation and ultimate recommendations.

6. Impact on Vehicle Emissions

In estimating exhaust emission reductions per vehicle for

*
an inspection-maintenance program, EPA shows the following:

Hydrocarbons 12 percent
Carbon monoxide 10 percent
Nitrogen oxides 0 percent

These reductions are based on data which show-a maximum
effectiveness immediately after maintenance of 25 percent and 19 percent
for hydrocarbons, and carbon monoxides, respectively, and an assumption
of straight line deterioration to zero percent effectiveness over a 12-

month period.

Obviously ‘the total impact on emission would approach these

individual vehicle figures if the inspection program was implemented on a

*
Control Strategies for In-Use Vehicles. Office of Air and Water Programs,
Mobile Source Pollution Control Program, Washington, D. C., Nov. 1972.

III-15


O@-III

$/CAR/ % HC & CO REMOVED

1.50

1.00

KEY-MODE -_CO_REMOVED

REMOVED

IDLE ~ CO REMOVED

1 1 n i
1975 1976 1977 1978 1979 1980
YEAR

Figure III-1. Cost-Benefit Comparisons.

4
1981


G. OTHER ALTERNATE STRATEGIES

1. Prohibit Traffic During Certain Periods of the Day and in
Specified Areas

A priority travel list could be compiied based on travel needs
and trip characteristics such as commuter, school, shopping, and business
trips. Pollution levels wuld then be controlled through the elimination
of a number of trips and trip types at critical times. The main problem
is to establish a control network to insure that traffic flow is in con-
formance with the priority rule. Without electronic monitors, a large pool
of manpower is required at critical checkpoints, which could increase the
emission levels at those points by reducing traffic speed and increasing

idling time.

This measure suggests a mandatory control of tripmaking and
is not considered feasible from either a political or enforcement stand-

point except during periods of emergency episodes.

2. Restrict Curb Parking

The elimination of curb parking spaces most often results

from demand for additional loading zones, bus stops or driveways and is

_ Mot aimed at reducing traffic volumes. Generally, the end result is an
improvement of traffic flow and reduction of delays, which in turn reduces
emission levels. This measure is successful only if the resulting improve-

ment in roadway capacity does not attract sufficient additional traffic to

offset the increase in operating efficiency.

III-36


TABLE II-20

1979 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE
OF VEHICLE

1979 vMT (000)

TIFREEWAYS: f= 9 MM NOR-PREEWAYS. = a
Non- Non- n-
Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel
SECTOR -Aito, ae Auto Truck Truck Auto Truck Truck Auto fPruck Truck
A 5.9 3 e 6.4 al . 14.7 5 . 15.9 +2 .
B 4.20 02 * 19.3. 3 * 10.5 43 * 47.75 .
© o 0 ° 30.365 * ° 0 0 75.2 69 .
D oO ° o 23.7 4 * oO 0 ° 58.5 7 .
zg o 0 o 4702 . 0 0 Oo 7 2 .
P 9.3 5 « 4.9 al * 23,3 8 * 12.2 al .
6 5.4043 . 19.2 +43 . 13.5 > 44 * 47.5 65 «
Hq ° oO oO 34.3 6 « tC} ° oO 84.8 1,0 e
T oO ° oO 28.6 5 e oO oO oO + 70.8 8 .
J 0-0. 0 9.2 62 . o o 0 22.6 43 .
K oO oO oO 2.8 al * o oO ° 7.0 . oh .
L 13.7 8, & a8 42 * 39.30 16300 ok 2.80 42
4 o 0 0 18.7 43 . 0 0 oO 46.2 5 .
N Ca) 0 16.0 3 * ° < ° 44.6 35 *
° o 0 o 6.2 2° o 0 0 15.3 > 2 .
P o 0 6 2.9 2 * o 0 06 rs
Q 220 2200 ot 5.9 0 ok © 525 267 od 4.7 42 .
R ar) Oo ' 16.4 43 * ° ° ° 40.5 45 *
s 0 0 oO 68 2 # o 0 o 41.5 6 ©
T o 0. 0 Co ne | . 0 0 0. 126 wt .
u 14.8 48 * 5.2 a * 37.20 142 a 12.9 a *
v 10.7 66 . 17.8 3 * 26.7 ) * 44.2 5 *
W 11.4 6 * 19.8 3 * 28.5 9 * 49.0 6 e
x 3.0 42 * 8.9 +2 * 75 42 * 22.2 3 *
* Negligible
Speeds: 6-9 A.M. Speeds: 4-12 Midnight
Streets: 15 M.P.H. Streets: 15-19 M.P.H.
Freeways: 50 M.P.H. Freeways: 50-55 M.P.H.

TI-51


lows, we attribute 2 percent of the 1970 emissions within the Core Area
to non-vehicular sources, and leave their emission rate unchanged for

1971 and 1977.

b. Results
Table II-22 summarizes relevant emission density and
air quality data for Zone H of the Core Area. Independent estimates of
maximum allowable emission density, air quality, the percent reduction
in vehicular emissions expected to be achieved by the Federal Motor
Vehicle Control Program, and the percent reduction required from trans-
portation strategies have been made using the two reference years (1970,

1971).

Figure II-ll shows that of the larger Core Area zones
(area approximately 0.8 mi’) only Zones C, H, and I exceed the more restric-
tive of the two maximum allowable emission densities (3128 kg:./mi”) in
1977, and that only Zone H exceeds the less restrictive (3996 kg fmt?)

allowable emission density.

The high emission density shown for Zone X indicates
an area of possible concern. The high value in this zone results from the
addition of freeway emissions to a high level of street emissions. It
should be borne in mind, however, that this high emission density has been
calculated over a small area (0.2 ni’), and that the travel density drops
off rapidly in neighboring zones (see Figures II-9 and II-10). Also, as
pointed out. in Section VI, some reduction in traffic affecting this zone

is expected as a result of a freeway loop which is currently under construc-

11-57


was studied and records of instrument maintenance and calibration examined
so as to identify questionable readings. Meteorological records were
then examined and compared with seasonal and diurnal variations in air
quality levels. Finally the pollutant concentration which would forn :
the basis for the proportional rollback calculations was decided upon in
concert with state and local agencies and EPA representatives. The year
in which thie concentration level occurred defined the base year for the

proportional rollback calculations.

The detailed methodologies for carbon monoxide and. oxidants

are presented separately below.

2. Methodology for Garbon Monoxide

Because ambient concentrations of carbon monoxide at any
given location appear to be highly dependent on carbon monoxide emissions
in the near vicinity, it was felt that some justification existed for a
modification of the: proportional model. It was felt that in order to re-
duce ambient CO levels in, for example, a central business district (CBD),
it would be more appropriate to roll back CO emissions in the CBD itself,
rather than the entire air quality region. The assumption was therefore
made that pollutant concentration in any given zone was directly propor-
tional to the emission rate of that pollutant emission within that zone.
Accordingly, the urban area was divided into traffic zones - about one
square mile in area in the center of the city with increasingly larger

zones towards the suburban areas.

The application of the proportional model, generalized for an

urban area with multiple monitoring stations, comprises the following: steps:

II-2


TABULATIONS OF VEHICULAR EMISSIONS

The computer printout sheets in the appendix provide a breakdown
of emissions by vehicle type for the various zones as well as the total
emissions for each zone which were presented in the body of the report.

The basic calculations (pages C-1-C-10) for the 24 zones were done
in two steps:

1) Emissions from the city streets were calculated for each zone.
Zone numbers from 1 to 24 on the printout sheets correspond sequentially
‘to the zones from A to X in Figure Ii- 8.

2) Emissions from freeways were calculated for 10 zones. The
correspondence between zone numbers on the printout sheets and the
lettered zones for these calculations is: 1=A, 2=B, 3=F, 4=G, 5=L, 6=Q,
7=U, 8=V, 9=W and 10=X.

The calculations on page C-11 give the emissions for or) zones in
1977 on the assumption that the Computer Central Signal Control System
will be installed. The correspondence between the printout zone numbers
and the lettered zones for these calculations is: 1=C, 2=D, 3=E, 4=H,

S5eI, 6=J, 7-M, 8=N, 9=0, 10=R, 11-S, and 12-7.

The calculations on pages C-12 to C-15 are all for Zone H. The calculations
indicated by Zone 1 assume no transportation control measure and the calcu-
lations indicated by Zone 2 assume that the Computer central Signal Control

System is in operation.


statewide basis. For a regional inspection program, the impact would be
somewhat less, probably varying in proportion to the percentage of vehicles
registered in the region to the total state registration. The 1971 registra-
tion figures show that Salt Lake and Davis Counties comprise approximately
52 percent of the total state motor vehicle registrations. The SLATS

study estimates that between 85 and 95 percent of the vehicular travel was
by vehicles garaged within the SLATS study area, including Salt Lake and

a portion of Davis County.

7. Gost Analyses

The cost of implementing an inspection/maintenance program
will vary depending upon the type of inspection program initiated. The
following table shows a comparison in the costs of initiating and operating

three different test regimes.

COMPARATIVE COSTS OF
IDLE, KEY MODE, AND DIAGNOSTIC TESTS*

INVESTMENT COST OPERATING COST
TEST REGIME FACTOR FACTOR
Idle 1.00 1.00
Key Mode 1.64 1.12
Diagnostic 7.34 3.20

Primary considerations for implementing a vehicle emissions
inspection program are: (1) cost to the average owner, and (2) the benefits
derived from the program. As an example, the following table (Table III-3)

shows the cost/benefit ratios of the three tests mentioned above. This table

*Northrop Report, June 1971.

III-17


it must be realized that control strategies based on this procedure, while
they may ensure that the overall air quality in a suburban zone will not
exceed ambient standards, do not preclude the occurrence of higher con-
centrations in very localized hot spots such as might occur in the immed-

iate vicinity of a major traffic intersection.

The analysis of Salt Lake City data indicated that the
single monitor in the urban area was at a representative location within
the zone of maximum emissions and that rollback would be required within

only a relatively small part of the city.
b. Seasonal and Diurnal Variations

The CO observations showed that the l-hour average con-
centration was much closer to the standard than the 8-hour average,’ so
that controls required to meet the 8-hour standard would also result in
the l-hour standard being met. Examination of the diurnal variation of
CO concentration and the daily traffic flow showed that strategies direc-
ted specifically at short period maximums (such as those observed during
morning rush hour) were not particularly suited to the Salt Lake City area.
During the fall and winter when the CO problem is most acute, the moderately
high concentrations which develop by late afternoon tend to remain until
after midnight, presumably as a result of strong nighttime inversions.
Although seasonal variations in readings were noted, traffic data were
not available on a seasonal basis, so that vehicle emissions were based

on annual average work day traffic data.

II-7


portation Study are more comprehensive (they cover local and arterial

streets) they were used as a base for estimating traffic variations in

Salt Lake City.

4. Vehicle Type

The composition of traffic is another important characteri-
istic which was determined; basically, the composition of traffic varies
according to the type of street. This was verified for Salt Lake using
information contained in the Salt Lake Transportation Study plus current
traffic classification counts provided by the Utah Department of High-
ways. Using these sources of information, estimates of travel by heavy-
duty trucks (greater than 6000 lbs.) were developed for three areas:

« Core area

e Freeways
+ Total study area.

These estimates are shown in Tables II-9, II-10, and II-11.
Note that the percentage of trucks (heavy-duty) is highest on freeways
(4.8 percent daily) and lowest on the streets (non-freeway) in the core

area (1.7 percent daily).

5. Trip Purpose
The Salt Lake Area Transportation Study and the Transit
Improvement Program prepared for the Utah Transit Authority contain basic
information on trip purpose for the study..area. Table II-12 taken from

the Salt Lake Area Transportation Study presents daily auto driver and

II-36


Measurements of ignition waveform with the engine: scope during high loads

will assist in isolating the malfunctioning component.

“The high cruise test follows the full throttle modes.
The high cruise point selection has been 50 mph with an 8 hp road load
applied. This load speed range, when accomplished on a dynamometer capable
of simulating vehicle inertia, results in an operating condition equivalent
to typical high cruise operation or interurban thoroughfares. This mode is
effective in measuring carburetor main circuit and power enrichment systems.
Failure of carburetor-related components results in excessive CO emissions.
The high cruise mode is followed by a decerleration to idle and subsequent
idle measurements. Idle measurements are accomplished in the same manner
as during idle inspection mode testing and with the same objectives. ;
Measurements are made during deceleration to reveal the effectiveness of
deceleration emission control system components. There are various con-
figurations of deceleration control on different makes of vehicles; effec-
tiveness measurement of these devices is difficult with static testing

only.

"Diagnosis of failed vehicles is complicated. The vari-
ations in logic flow that stem from failure contingencies are so numerous
that flow diagraming techniques become overwhelming. The diagnostic tasks
are divided into emission control system tests, fuel system tests, ignition
system tests, and mechanical system tests. Testing for component failure
within these system areas is accomplished during various static engine

operating modes (off of the dynamometer). The modes are described as

III-13


6FeIL

*
MAXIMUM 8-HOUR CO CONCENTRATION (IN PPM) OBSERVED IN SALT LAKE CITY DURING THE

TABLE II-3

PERIOD 1 JULY 1971 TO 30 JUNE 1972.

NUMBERS IN PARENTHESES ARE NUMBER OF ADDI-
TIONAL OBSERVATIONS GREATER THAN STANDARD (9 ppm).

ENDING 8-HOUR PERIOD

ENTRY IS AT HOUR

my 0G suet ocr wv pec er] Es maR arR wy UNE MAX STANDAND
sr) as72)
1 6.9 19 12.1(2) 21.98) -15.8(1)10.4(1) 12.6 9.6 9.0 5.6 8.5 2.9 18
2 7.8 9.3 13.102) 23.507) 14.80) 10.42) 12.3 9.9 9.9 5.6 83 23.5 9
3 7.9 10.30) 13.1@) 23.307) 14.10) 10.94) 12.0 10.4 10.5 5.6 a6 23.3 a
4 6 7.8 10.60) 12.60) 21.67) 181 aa 12.0 10.6 10.3 3.8 8.6 21.6 18
5 8 nS 9 1.90) 19.90) 14.0 10.8 1.8 9.6 6.0 85 19.9 1B
‘6 6 Ta a 10.40) 17.30) 13.9 10.4 1.6 9.0 5.8 81 173 10
7 9.0 7.0 85 9.0 15.50) 13.8 10.5 12.0 8.6 5.5 1.9 15.5 5
8 a9 19 13 81 15.0 13.3 is 12.8 8.6 36 8.3 15.0 4
9 8.5 8.5 6.3 10.9(3)-14,0(2) 12.9 13.6 13.4 8.3 5.0 B.S 4.0 10
10 8.8 8.8 6.3 1.5Q) 12.4) 12.9 146.0 wat Sab 8.6 wa 10
n 85 9.3 61 11.603) 11.5@) 11.2 13.001) 13.8 5a 8.8 13.8 2
R 8.6 10.6 6.0 11,50) 1.6@) 25 12.001) 25 5.6 8.9 12.5 R
a cry pttey 6.0 1.30) 116@) 13.5 Ls pte 61 3.5 o1 13.5 a
u 8.6 rary 61 na@) 1.30) 146 as 10.3 6.6 56 5.6 9.6 14.4 n
1s 81 12.0 5.9 11.00) 10.80) 14. 10.6 8.8 6.0 49 5.6 9.0 16.8 9
16 1 16 46 8.8 8.5 16. 95 a. 43 45 5.6 8.4 16.8 3
” 1S 29 49 sa 7.8 3.9 ws 16 4.0 45 5.6 7.8 13.9 2
18 16 6.5 4.9 13 12.30) 8.6 8.0 4.0 6.0 33 7.3 12.3 2
w 7.6 1 48 1s 11.6@) 8.6 9.0 43 16 7a 6.6 11.6 3
20 a ma 4.5 can 9.8 16.6@) 8.9 10.30) 4.8 1g 1.6 6:0 6.6 6
a 7.8 6.5 9.3 13 12.1@) 17.6) 9.6 1.60) 5.0 1.6 8.0 3.5 176 10
2 1.9 6.6 9.8 16 15.606) 16.92) 9..8(1) 13.00) 5.3 3 as 5.0 16.9 a
Ba 8.6 7.0 99 8.6 18.166) 16.82) 9.9¢2) ty 6 7.0 8.9 5.0 18.1 15
cy 8.8 69 9.8 10.5(2) 20.1(6) 16.5(2)10.6(2) 12.3 6.8 8.0 8.8 5.0 20.2 18
aX 9.8 12.0 10.4 13.1 23.5 17.6 14.0 wal 10.4 10.5 8.9 9.6
MO, OvER sTmD. 4 ? a 46 % 40 30 22 6 ry - 2 256
tres. os, 97 6 100 87 ” 85 %6 15 82 78 a1 32

*,
Tabular values are based on a running mean of 8 one-hour averages.


g-o

crty of SALT LAKE

CENDAR YEAR TS 1977 ~

REGION NO. 2 POLLUTANT SPECIES IS HYDROCARBONS

MODEL YEARS CONSTDFRED TS FROM 1965 TO 1978

LENGTH OF TIME PERIOD IS 3 HOURS

_ VEHICLE aoe . —
CATEGORY — LIGHT DUTY HEAVY DUTY OTHER TOTAL

ZONE "AREA EMISSIONS ~ EMISSTON ENTSSTONS. EMISSION “EMISSIONS EMrsstoN .~ EWYSSTONS ~ EMTSSTON
NO. | “DENSITY __ DENSITY _ DENSITY _. ___DENSLTY
(SQ.M) (KOM) (KGM/SQ.MT) (KGMD (KGM/SO.MT)  (KGM) —(KGM/SQ.MT)CKGMD UKGM/SO-MI)

1 04270 30.98 114.73 6.98 000 0-0. 121.71

2 04810 94648 116.64 6.98 0.0 0.0 123.62

3 0.780 149.21 191.29 12.08 __ 940. 0.0 203.37
4% 04840 116.68 138.91 8.97 0.0 0.0 147.88
5 0.280 82.98 | 6673 0-0. 000. __89270
6 0,270 27.96 6.98 4.9%
7 04810 116.64 6.98 100613 123-62
8 0.810 207.79 13.96 179.62 221.75
9 0.810 175.92 11.53 | 2 187.55.
100.270 166.36 13.96 180-32
11 04180 TT 44, 10647,

12 0-660 65.71 5.71

13 0.730 123.06 1.74

14 04750 119.09

15 0.250 121-84

16 0-320 43 56

17 0.900 32.12

18 0,820 9P 22 7

19 0-810 101.98 96,26 108.96
20 0.270 91.79 26.67 98676
21 0.550 46.06 27418 49.42
220.780 111.86 92.91 119.11

23 0-850 _ 114619 102.71 120.84
24° “0-200 219.42 GT.65 238626
1 06270 61.683 3.57 20.26 15.0%
2 0-810 14.61 . 14.22 17.55
3 04270 97.81 32.35 119.82
4% 06810 19.11 7 19.05 23.51
5 ©,660 68.99 14.41 55.04

“6 900 ye40* CT OIZ 13-2T 72.63 .~C*S
7 “550 42019 76.71 E 50.51
8 +780 30.66 3930 5.94 7662 36.60

9 04850 38.57 7.13 8.39 39.91

10 _ 0-200 8.50 42.50 2.38 7 11.89 10.88



air quality problem. At the outset, however, the conditions for adopt-
ing this strategy appear reasonably good. The principal employers in
the central city area are represented by a few large organizations --
the government, the Mormon Church, and several large retail stores --
who have the capacity to dramatically alter peak hour traffic volumes by
changes in their work schedules. In none of these areas is strong union
organization which might oppose this strategy present. While it is
difficult to reach agreement in altering work schedules and habits, the
key decision group in SLC would be concentrated and, presumably, fairly
cooperative. Further examination of the multiple motives which underlie
trip generation seems indicated, however, since a substantial segment

of SLC traffic may be attributed to other than work-related travel.

The direct cost of this strategy is negligible and no
apparent legal bar was encountered in testing the feasibility of this

strategy.
c. Improved Mass Transit

The case for the development of some form of region-wide
mass transportation system serving the entire Wasatch Front corridor
between Ogden and Provo is compelling, and in the long run, probably
inevitable. For the short term, however, the political, institutional,
and financial obstacles to implementation of this proposed strategy ap-
pear overwhelming. In view of the fact that financing and operation of

an expanded mass transportation system serving the SLC area could not be


Calculation of the total CO emission density (vehicular
plus non-vehicular) for each zone in which CO concen-
trations are available for the baseline year. (In prac-
tice, baseline emission densities were calculated for

all zones).

Selection of the observed CO concentration for rollback

computations at each monitoring station.
Calculation of an emission density/concentration (e/c)

ratio at each monitoring station.

Calculation of the allowable emission density in each
zone from the appropriate e/c ratio. (When measured
e/c ratios differ from zone to zone, or within a single
zone, the selection of an e/c ratio for general applica-

tion is largely a matter of judgment.)

Calculation of the total CO emission density for each
zone for 1977 on the assumption that no transportation

controls are imposed.

Calculation, where required, of the reduction in emis-
sions needed to meet the national air quality standard.

Although the principal contributing sources of CO to the
urban area are motor vehicles, an attempt was made to apportion total CO
emissions to vehicular and non-vehicular sources. Non-vehicular emissions
for the years of interest were estimated from the State Implementation
Plan which took into account predicted growth and predicted control

strategies. The predicted control strategies were generally those that

II-3


two specific time periods (6-9 A.M. and 4 P.M. -12 midnight) and by

type of vehicle. The results are shown in Tables II-17 through II-20.

D. DERIVATION OF 1977 AIR QUALITY LEVELS

“lL. General

The methodology presented in Section II-A, which assumes
that ambient concentrations are directly proportional to the total emis-
sions of the pollutant over an area of appropriate size, was used to
estimate the level of air quality expected in 1977 as a result of the
Federal Motor Vehicle Control Program. Independent estimates were made
using VMT and air quality data for two reference years: 1970 and 1971.
The percent reduction in vehicular emissions required by means of strate-
gies was then estimated by comparing the projected air quality levels with

the air quality standards.

Before beginning the detailed calculations, the 1971 VMT
data for the entire study area of 110 square miles were examined to en-
sure consideration of all areas with high emission rates. Figures II-9
and IT-10 give the travel densities for the outer and inner zones of
the study area, respectively. The figures show that the VMT's per square
mile fall off sharply outside of the Core Area. After a review of these
data, it was decided to limit the calculation of emission densities to
the Core Area, the principal part of which was subdivided into approximate

one-mile square zones as was indicated in Figure II-8.

Hydrocarbon emission densities were calculated for the

3-hour period from 0600 to 0900 local time in agreement with the time

I-47


suitably geared to SLC where reliance upon the preferred and most attrac-

tive transportation mode seems inevitable.

This strategy presents the State and the Salt Lake community
with the least imposing institutional and inter-governmental planning
problem. The TOPICS report, calling for a centralized computer signal
control system has: been completed and approved by the relevant public
agencies, and current plans call for development of an implementation
plan and earmarking of City funds to cover project costs. While the re-
port's focus was traffic congestion and safety, its primary recommenda-
tions appear to be consistent with air quality objectives. Since the
recommended improvement program concentrates upon downtown Salt Lake,
the City of Salt Lake and the State Highway Department appear to be the
only primary agencies charged with and possessing the requisite respon-
sibility for executing the plan. - Thus, the task of securing multi-gov-
ernmental executive and administrative approval of large scale projects
can (for the most part) be avoided. Some discussion has already preceded
the present emissions question which indicates that these two agencies
have considered their need to cooperate on the TOPICS venture. The State
Air Conservation Committee could. verify the sufficiency of the current
TOPICS plan as far as the reduction of harmful emissions is concerned,
recommend needed modifications in the plan if indicated, and monitor

scheduling and implementation of the computerized signal program.

The preliminary cost estimate for the proposed signal system

is under $500,000, with 75 percent of this amount available from federal |

v-5


2. Impact on Vehicle Emissions

The peripheral parking strategy as defined above, produces
an impact on vehicle emissions by reducing vehicular travel within the CBD.
However, this strategy can have a profound impact on the entire central
business district. For example, a circulating transit system with peri-
pheral parking can produce opportunities for new land use patterns related

to mass transit.

It is extremely difficult to estimate the impact on vehicle
emission as a result of the suggested peripheral parking program. The
magnitude of the impact depends greatly upon the tare structure developed
for the parking and transit system. It also depends to some extent on the

design and location of the peripheral parking tacilities.

In Los Angeles, based upon extensive surveys,. the adopted
peripheral parking program contains four parking sites estimated to serve
approximately 11,300 parkers daily. This represents approximately 11
percent of present parking demand in Central City Los Angeles. Assuming
a similar program in Salt Lake City plus the impact on circulating traffic,
it is not impossible to anticipate a 10 percent reduction in travel with

a corresponding reduction in vehicle emissions,

The cost of the strategy is, however, relatively high. In
Los Angeles, the parking structures alone were estimated to cost $37.5 mil-

lion (three garages and one surface lot).

III-32


The three alternate plans are described as follows:

@ Alternative 1 is a continuation of the trend in recent
years to reduce service (routes and frequencies) and to
defer the replacement of equipment. This action is
intended to keep the cost of operating the system in
balance with revenues (which are on the decrease owing

to losses in ridership).

e@ Alternative 2 involves the maintenance of the service
at its present level, with only minimal upgrading of
equipment and expansion of routes and services. An
objective might be the preservation of present ridership.
Analysis described in the previous section indicates that

this might be attainable.

@ Alternative 3 requires a commitment to the general expan-
sion of routes and services that includes extension of
routes into suburban areas, computer express routes using
freeways, and an increase in the hours of operation and

the frequency of service.

This concept of improved mass transit as described herein

differs from that described in the peripheral parking program in three ways:

(1) It envisions maximum coverage of transit outside of the
CBD, thereby reducing automobile trips downtown

III-34


Table

I-1
II-1

II-2

TI-4
II-5

II-6
II-7
II-8
II-9
II-10
II-11
II-12
II-13
TI-14
TI-15

II-16
II-17

II-18
II-19
II-20

II-21

LIST OF TABLES

Title

SUMMARY EMISSION AND CO AIR QUALITY DATA FOR SALT LAKE
CITY (ZONE H)

HIGHEST AND SECOND HIGHEST CO LEVELS OBSERVED AT SALT
LAKE CITY

MAXIMUM 1-HOUR CO CONCENTRATIONS (IN PPM) OBSERVED IN
SALT LAKE CITY DURING THE PERIOD 1 JULY 1971 TO
30 JUNE 1972

MAXIMUM 8-HOUR CO CONCENTRATION (IN PPM) OBSERVED IN SALT
LAKE CITY DURING THE PERIOD 1 JULY 1971 to 30 JUNE 1972.

HIGHEST TOTAL OXIDANT LEVELS OBSERVED AT SALT LAKE CITY

MAXIMUM 1-HOUR OXIDANT CONCENTRATIONS (IN PPM) OBSERVED
IN SALT LAKE CITY DURING THE PERIOD 1 JULY 1971 TO
30 JUNE 1972

MAJOR POINT SOURCES OF CO EMISSIONS SALT LAKE COUNTY 1970
MAJOR POINT SOURCES OF HC EMISSIONS SALT LAKE COUNTY 1970
HOURLY TRAFFIC VARIATIONS

ESTIMATED TRAFFIC VARIATIONS (Core Area)

ESTIMATED TRAFFIC VARIATIONS (Freeway)

ESTIMATED TRAFFIC VARIATIONS (Total Study Area) ,

AUTO TRIPS BY PURPOSE INTERNAL SURVEY - 1960)

COMPARISON OF TRIP PURPOSE ALL MODEL VERSUS TRANSIT

AUTO DRIVER TRIP LENGTHS BY PURPOSE - 1960 INTERNAL SURVEY

AVERAGE DAILY DRIVER TRIP ENDS - BY RESIDENTS - 1960
CLASSIFIED BY TYPE VEHICLE

DAILY VEHICLE MILES OF TRAVEL

1971 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF
VEHICLE

1977 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF
VEHICLE

1978 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF
VEHICLE

1979 VEHICLE MILES OF TRAVEL BY TIME PERIOD AND TYPE OF
VEHICLE

CO EMISSION ESTIMATES FOR SALT LAKE COUNTY IN 1970

iv

Page

II-14

II-18

II-19

I1I-20

- 11-24

II-27
11-28
11-35
11-37
11-38
11-39
11-40
11-42
11-43
11-44

II-46
II-48

TI-49
TI-50
II-51

II-56


depending again upon vehicle weight. After measurement, the vehicle is
allowed to return to idle for final measurements prior to post-test

operations.

"A set of repair aids has been developed by Clayton in
the form of truth tables. The table, when used as an inspection aid, pro-
vides diagnostic information to the repair station. In addition to the
truth tables, a manual containing usage examples is provided to the repair

facility."
d. Diagnostic Inspection Procedure

"The diagnostic test procedure, if accomplished effec-
tively, identifies specific component failures and allows direction to the
vehicle owner to accomplish specific repair functions. This technique may
result in reduced repair costs to the vehicle owner. Additionally, the

longevity of engine emission control performance may be enhanced.

"The test procedure includes engine load modes that tend
to stress certain emission-critical components. Components that fail during
the stress conditions may be marginal under normal operating conditions.
Replacement of these marginal components may preclude subsequent failure

and resultant high vehicle exhaust emissions.

"The vehicle for test is positioned on a chassis dynamometer.
Exhaust emission measurement and engine systems measurement instrumentation

is attached. The vehicle is then operated throughout a sequence of speed

III-11


WI

muy

NO, OVER

max
amy surt.oct_ Rov ee at FEB OMAR) APR MAY) JUNE, DM ‘STANDARD.
1 2 » 8 36 a 40 3” a aL 35 rr a7 6.
2 20 2 26 63 35 ar 38 3 3 4s 42 6
3 23 mw aL 2% a3 3” 52 ” 27 38 45 al 32
4 26 mw 23 a 40 32 38 29 3B 4s 38 32
5 20 23-38 23 a 40 a 4 340 ar us 47
6 19 mu 3B a a 36 45 40 28 35 45 a a7
7 15. vo” 19 4a 36 ry 33 28 n a 42 ry
8 at) ww 29 33 38 ar 382 a7 43 28 38 36 38
9 16 2 fm} cy 70 56 87 45 SL uw 38 35 87 1
10 36 3 a2 ” 2 92 29 48 30 47 oo 92 1
n 3 al % 3 66 38 35 33047 o 90(2) 90 3
R 32 ao  % 3 4a By ” a 35h 70 7a) 87 2
3 “a a5) 68 “7 aL a 35 38 35° 3 R 91@) n 5
w 43 os oon 6 33 36 35 ar ” ar as 87) 93 ry
as By 70 82 52 65 35 7 49 36.45 6 ny cy 2
16 “7 oa 83 a 37 EY 32 36 3348 3 ” a3 1
wv a B93 38 a 36 a 7 34S 55 9 93 1
ww ry 2 1 38 26 48 29 27 33 48 36 “ 70
ww % 9 76 29 ” 47 28 29 2 aL py 38 6
20 Es 4 aL 2 9 32 38 29 uy % a 2 39
a “ ny 20 66 66 a 7 Ey n 4“ 42 66
2 ” 327 27 n 86 30 7 3 a1 35 3 86 a
5) 26 ee) 3 R a 33 49 4“ % a7 38 cr
» a 38 30 n 40 35: a3 cry ey 7 “7 a
wate oh 3 93 n n 2 87 49 a fs 85 os
0, ova s1D, 3 3 2 1 1 u an
‘3 P08. cms, 90 9 9 = 100100 29 ” 89 ” 9 96
ee -



ZONE

206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237

239

AREA
(Sq.Mi.)

1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1:00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1200

1971 1977
1971 DAILY VEHICLE MILES 1977 DAILY VEHICLE MILES
VEHICLE MILES PER SQ. MI. VEHICLE MILES PER SQ. MI.
(000) (000) | (000) (000)
Streets Frwys. Streets Frwys. Streets Frwys. Streets Frwys
28.0 16.2 28.0 16.2 36.4 21.1 36.4 21.7
19.7 19.7 27.6 27.6
3.6 3.6 4.9 4.9
8.6 47.6 8.6 47.6 11.2 61.9 11.2 61.5
40.6 40.6 52.8 52.8
48.9 48.9 63.6 63.6
26.4 26.4 34.3 34.3
23.4 23.4 30.4 30.4
5.2 5.2 6.8 6.8
22.4 22.4 31.4 31.4
0.4 0.4 0.5 0.5
18.5 38.2 18.5 38.2 25.0 51.6 25.0 51.6
28.5 28.5 38.5 38.5
53.6 53.6 72.4 72.4
32.5 32.5 42.3 42.3
1.0 1.0 1.4 1.4
7.4 7.4 10.0 10.0
3.4 3.4 4.8 4.8
2.0 2.0. 2.8 2.8
3.9 39.8 3.9 39.8 5.4 54.7 5.4 54.7
20.2 20.2 27.8 27.8
18.5 18.5 25.4 25.4
11.0 11.0 15.1 15.1
27.8 27.8 38.2 38.2
4.6 4.6 6.4 6.4
12.6 12.6 17.6 17.6
8.3 8.3 11.6 11.6
26.4 28.3 26.4 28.3 37.0 39.6 37.0 39.6
25.8 25.8 36.1 36.1
19.8 19.8 27.7 27.7
0.8 0.8 1.1 “1.
18.4 18.4 25.8 25.8
6.9 6.9 9.7 9.7
5.6 5.6 7.8 7.8

no


TABLE IV-1

SUMMARY OF EMISSION DENSITY AND AIR QUALITY ESTIMATES IN 1977
BASED ON TRAFFIC FLOW IMPROVEMENTS

Emission CO Concentration (ppm)
Density Reference Year

Zone (kg /8-hr /mi2) 1970 1971 Average

c 3190 9.2 7.3 8.2

H 3471 9.9 7.9 8.9

I 2938 8.5 6.7 7.6

Iv-4


gI-IIl

TABLE I11-3

ESTIMATED COST EFFECTIVENESS USING SEVERAL
TYPES OF INSPECTION/MAINTENANCE

AVERAGE TOTAL

ANNUAL OUT-OF- IMMEDIATELY :
TYPE OF INSPECTION POCKET COST PER AFTER SERVICE COST-BENEFIT RATIOS
AND/OR CAR _INCL.REPAIRS PERCENT REDUCTION $/CAR/PCT. REMOVED
MAINTENANCE Year Cost HC CO Nox* HC CO. NOx
Key-Mode Diagnosis 1975 21.80 20.9 34.0 ( 7.0) 1.04 0.64 -
1977 24.00 17.9 35.4 (7.5) 1.34 0.67 -
1980 27.60 15.4 36.1 (11.2) 1.79 0.76 -
Idle 1975 8.63 20.2 28.6 ( 4.5) 0.42 0.30 -
: 1977 9.50 15.9 30.6 ( 5.7) 0.59 0.31 -
1980 10.92 15.4 33.7 ( 9.6) 0.70 0.32 -
Diagnostic 1975 16.00 13.6 22.3 (7.0) 1.17 0.71 -
1977 18.20 11.2 23.0 (7.1) . 1.62 0.79 -
1980 "21.95 | 8.8 19.4 (12.9) 2.49 1.13 -

* (7.0) Indicates increase in NOx

The percent reductions of HC,CO, and NOx shown in the table represent an estimated

average reduction in all vehicles tested, including those not equipped with emission
control devices.

Source: Northrop Report and "Control Techniques for Carbon Monoxide, Nitrogen Oxide,
and Hydrocarbon Emissions from Mobil Sources" - U.S.Dept. of Health, Education,
and Welfare. . :


TABLE II-6

MAJOR POINT SOURCES OF CO EMISSIONS
SALT LAKE COUNTY

1970
Company Location Emissions
7 (Tons /year)
May. Foundry 454 W. 5th North St., SLC 225
Kennecott NW of Magna 87
" Welfare Square 751 W. 7th South St., SLC 49
American Oil Co. 474 W. 8th North St., SLC 37
Kaibab Lumber 375 No. Main St., Midvale 33
Granite Mill & 400 W. 300 North St., SLC 31
Fixture
Murray City Power 148 W. 4800 South St., Murray 27
Pippy Foundry 455 No. 4th West St., SLC 16

I-27