# Appendix L

Attainment TestAttainment Test i The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007Attainment Test ii The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

## TABLE OF CONTENTS

1 ATTAINMENT DEMONSTRATION........................................................................................ 1

2 MODELED ATTAINMENT TEST ............................................................................................ 2

3 ADDITIONAL CORROBORATIVE ANALYSES AND WEIGHT OF EVIDENCE DETERMINATION .................................................................................................................. ..... 5
3.1 Alternative DVF Calculatation ............................................................................................ 5 3.2 Air Quality Modeling Metrics ............................................................................................. 7 3.3 Air Quality Modeling Results From Other Studies ........................................................... 11 3.4 Air Quality Trends and Additional Reductions in Emissions............................................ 13 3.5 Local Measures not Modeled............................................................................................. 15 3.5 Weight of Evidence Conclusions....................................................................................... 17

4 UNMONITORED AREA ANALYSIS ..................................................................................... 18

5 ATTACHMENTS TO APPENDIX L ....................................................................................... 20



## LIST OF TABLES

Table 2-1 USEPA’s Recommendati on for Defining “Nearby” Cells............................................ 2 Table 2-2 Metrolina Attainment Test Results for 2009.................................................................. 4 Table 3.1-1 5-Year Average Alternativ e Attainment Test Results for 2009 ................................. 6 Table 3.2-1 Total number of grid cells for the AQI Categories................................................... 11 Table 3.3-1 Metrolina DVFs based on EAC Modeling ............................................................... 12 Table 3.3-2 Metrolina DVFs based on the USEPA’s CAIR Modeling ....................................... 12 Table 3.4-1 Design Values (ppb) for the North Carolina Monito rs in the Metrolina Area .......... 13 Table 3.4-2 Utility NOx Emission Reductions since 2006 Ozone Season.................................. 15Attainment Test iii The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

## LIST OF FIGURES

Figure 3.1-1 Charts the number of days greater than 90oF versus the 4 th 

### highest 8-hour ozone value for the Metrolina area................................................................................................... . 7 Figure 3.2-1 Area for which the air quality metrics were applied................................................. 9 Figure 3.2-2 Persistence and Seve rity for the Metrolina Area..................................................... 10 Figure 3.2-3 Daily AQI counts for the Metrolina Area ................................................................ 10 Figure 3.2-4 Hourly AQI Count for the Metrolina Area .............................................................. 11 Figure 3.4-1 Location and size of the Duke Ener gy facilities located in the vicinity of the Metrolina nonattainment area. .............................................................................................. 14 Figure 4-1 Ozone Monitors and with Respect to the VISTAS 12km Grid................................... 19Attainment Test 1 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

## 1 ATTAINMENT DEMONSTRATION

This Appendix summarizes the procedures that were used to demonstrate attainment of the 8- hour ozone National Ambient Air Quality Standard (NAAQS) in this State Implementation Plan (SIP) package. As described in the US Environmental Protection Agency’s (USEPA’s) September 2006 draft final Guidance On The Use Of Models And Other Analyses for Demonstrating Attainment of Air Quality Goals for Ozone, PM2.5, and Regional Haze (“

Attainment Guidance ”), an attainment demonstration consists of (a) analyses which estimate whether selected emissions reductions will result in ambient concentrations that meet the NAAQS, and (b) an identified set of control measures which will result in the required emissions reductions. The necessary emission reductions for both of these attainment demonstration components may be determined by relying on results obtained with air quality models.

Section 3.0 of the Attainment Guidance recommends applying both a modeled attainment test and a subsequent screening test to the air quality modeling results to determine if the 8-hour ozone NAAQS will be met. Additional technical or corroboratory analyses may also be used as part of a “weight of evidence” determination to supplement the modeled attainment test and to further support a demonstration of attainment of the NAAQS.

The modeled attainment test, additional corroborative analyses and weight of evidence, and unmonitored area analysis are described in further detail in the remaining portions of this Appendix, detailing how the respective test or analysis was performed and applied to the attainment demonstration.Attainment Test 2 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

## 2 MODELED ATTAINMENT TEST

The modeled attainment test is the practice of using an air quality model to simulate baseline (i.e., current) and future air quality. For the 8-hour ozone NAAQS, the baseline and future model estimates are used in a “relative” rather than “absolute” sense. Specifically, the ratio of the air quality model’s future to baseline predictions is calculated at each ozone monitoring site. These monitoring site-specific ratios are called relative response factors (RRF). Future ozone design values (DVF) are then estimated at each monitor by multiplying the monitor-specific baseline ozone design value (DVB) by the modeled relative response factor for each monitor. If the resulting predicted site-specific DVFs are < 82 parts per billion (ppb), a clear demonstration of predicted attainment is shown. If the predicted DVFs is > 82 ppb and < 87 ppb, then a weight of evidence demonstration must be submitted that supports a demonstration of attainment. For DVFs > 87ppb, the Attainment Guidance states that more qualitative results are less likely to support a conclusion differing from the outcome of the modeled attainment test. Equation 2-1 presents the modeled attainment test, applied at monitoring site “x” as described in Section 4.0 of the Attainment Guidance

. (DVF) = (RRF) x (DVB) Equation 2-1

Where (DVB) = the baseline design value monitored at site "x", ppb = the average (of the three) design value periods which include the baseline inventory year (i.e. the average of the 2000-2002, 2001-2003, and 2002-2004 design vales periods for the 2002 baseline inventory year).

(RRF) = the ratio of the future 8-hr daily maximum concentration predicted "nearby" a monitor (averaged over each day of the episode) to the current 8-hr daily maximum concentration predicted "nearby" the monitor (averaged over each day of the episode).

(DVF) = the estimated future design value, ppb.

It is important to consider an array of cells “nearby” a monitor rather than focusing on the individual cell containing the monitor. This allows for variations in the model performance where the peak ozone may not occur in the grid cell that contains the monitor but rather nearby the monitor. Table 2-1 provides the USEPA's recommendations for defining “nearby” cells for grid systems having cells of various sizes. Since the attainment demonstration modeling was performed using a 12-kilometer grid resolution, the size of the array for “nearby” cells was 3 x 3.

Table 2-1 USEPA’s Recommendation for Defining “Nearby” Cells
Size of Cell (km) Size of the Array of “Nearby” Cells

< 5 7 x 7 >5-8 5 x 5 >8-15 3 x 3

>15 1 x 1Attainment Test 3 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### The RRF is calculated by taking the ratio of the mean future year modeling 8-hour ozone daily maximum to the mean baseline year modeling 8-hour ozone daily maximum “near” the monitor. (Equations 2-2).

RRF = mean future yr. 8-hr daily max “near” monitor “x” Equation 2-2 mean baseline yr. 8-hr daily max “near” monitor “x”

Section 14.1.1 of USEPA’s Attainment Guidance outlines the process for determining which days are used in the RRF calculation. The day selection process starts by identifying all the days in the baseline modeling that has a modeled daily maximum 8-hour average ozone equal to or greater than 85 ppb. If there are 10 or more days greater than 85 ppb, then 85 ppb is used as the cutoff with those days used in the RRF calculation. If there are fewer than 10 days with a modeled daily maximum 8-hour average ozone equal to or greater than 85 ppb, then the threshold is reduced by 1 ppb until there are at least 10 days identified for use. If there are fewer than 10 days with a modeled daily maximum 8-hour average ozone equal to greater than 70 ppb, then all days at 70 ppb and higher are used in the RRF calculation and consideration of modeling another episode should be explored.

The DVB, for purposes of the modeled attainment test, is defined in the Attainment Guidance by one of four methods:

1. The design value period (i.e. the average 4th highest value for the 3-yr period used to designate an area “nonattainment”, here the period from 2001 to 2003)

2. The average 4th highest value for the 3-yr period straddling the baseline inventory year (e.g., the 2001-2003 design value period for the 2002 baseline inventory year)

3. The highest of the three design value periods which include the baseline inventory year (e.g., the 2000-2002, 2001-2003, 2002-2004 design value periods for a 2002 baseline inventory year)

4. The average of the three design value periods which straddle the baseline inventory year (e.g., the average of the 2000-2002, 2001-2003, and 2002-2004 design value periods for a 2002 baseline inventory year)

The USEPA recommends the fourth method (average of the three design value periods straddling the baseline year), which is the DVB shown in Table 2-2 at each ozone monitoring site in the Metrolina region.

Table 2-2 lists the attainment test results by monitor in the Metrolina area. The first column is the monitoring site, then the county the monitor is located in, followed by the DVB used for the test. The next series of columns are the number of days used in the calculation, the ozone level threshold needed to reach at least 10 days for RRF, the calculated RRF and the resulting DVF for the attainment year, 2009. The bold italicized DVFs are values that fall within the range where additional weight of evidence is needed to demons trate attainment. Half of the monitors in theAttainment Test 4 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### Metrolina nonattainment area have predicted DVFs that fall below 82 ppb and the other half fall between 82 ppb and 87 ppb. Therefore, additional weight of evidence is required to demonstrate attainment. The North Carolina Division of Air Quality (NCDAQ) believes that the weight of evidence presented in Section 3 supports a demonstration of attainment.

Table 2-2 Metrolina Attainment Test Results for 2009

Monitoring Site County DVB (ppb) Number of Days used

in RRF Ozone Threshold (ppb) RRF DVF (ppb) Arrowood Mecklenburg 84.7 18 85 0.892 75 County Line Mecklenburg 97.3 13 85 0.874 85 Crouse Lincoln 90.7 10 84 0.868 78 Enochville Rowan 97.0 13 85 0.870 84 Garinger (Plaza) Mecklenburg 95.3 19 85 0.883 84 Monroe Union 87.0 10 81 0.884 76 Rockwell Rowan 97.3 10 84 0.862 83 York York, SC 83.0 11 84 0.861 71Attainment Test 5 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

## 3 ADDITIONAL CORROBORATIVE ANALYSES AND WEIGHT OF EVIDENCE DETERMINATION

As part of the weight of evidence determination, the following analyses will be evaluated:

• Alternative DVFs calculations,

• Metrics of air quality modeling results,

• Air quality modeling results from other studies,

• Observed air quality trends and additional reductions in emissions, and

• Local measures not modeled.

The weight of evidence determination is a supplement to the modeled attainment test and further supports that the area will attain the NAAQS for 8-hour ozone by June 15, 2010.

3.1 Alternative DVF Calculatation

The NCDAQ used the USEPA recommended method of calculating the DVB in its modeled attainment test. However, the NCDAQ has commented several times on various draft versions of the attainment guidance that we do not believe that a weighted DVB is appropriate and that a DVB calculated using a straight average minimizes the impacts of any abnormally hot/dry or cool/wet meteorological conditions. As part of the weight of evidence demonstration, the NCDAQ proposes an alternative method to calculate the DVB and presents the modeled attainment test results with this alternative DVB.

The USEPA recommends calculating the DVB by averaging the three design value periods that straddle the baseline inventory year. This methodology results in a center weighting of annual 4 th 

### highest ozone concentrations around the baseline inventory year because the three design value periods averaged contain overlapping data. When simplified the recommended DVB calculation for this SIP modeling exercise can be seen in Equation 3.2-1

1*(2000 4 th 

### Highest) + 2*(2001 4 th 

### Highest) + 3*(2002 4 th 

### Highest) DVB = + 2*(2003 4 th 

### Highest) + 1*(2004 4 th 

### Highest) Equation 3.2-1 9

The weighting scheme of annual 4 th 

### highest ozone concentrations in the recommended DVB calculation weights the center, or third, year three times more than that of the first or last year and one and half times more than that of the second or forth year. If this third year is an abnormally hot/dry or cool/wet period, the unusual meteorological conditions and resulting air quality conditions will be amplified upward or dow nward in the modeled attainment exercise.Attainment Test 6 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### To minimize potential impacts of any abnormal meteorological conditions while still considering ozone conditions across a 5-year span, an alternative DVB calculation that does not weight any of the years more than another, but is a straight average of annual 4 th 

### highest ozone concentrations for the 5-year span centered on the baseline inventory year was considered (Equation 3.2-2).

2000 4 th 

### Highest + 2001 4 th 

### Highest + 2002 4 th 

### Highest DVB = 2003 4 th 

### Highest + 2004 4 th 

### Highest Equation 3.2-2 5

When the 5-year straight average DVB is applied to the remainder of the Modeled Attainment Test equations, the resulting DVFs are shown in Table 3.1-1 at each monitoring site in the Metrolina region.

Table 3.1-1 5-Year Average Alternative Attainment Test Results for 2009

Monitoring Site County DVB 5-Year Straight Average 2000-2004 (ppb) RRF DVF (ppb)

Arrowood Mecklenburg 83.4 0.892 74 County Line Mecklenburg 95.6 0.874 83 Crouse Lincoln 89.2 0.868 77 Enochville Rowan 94.4 0.870 82 Garinger (Plaza) Mecklenburg 93.8 0.883 82 Monroe Union 84.6 0.884 74 Rockwell Rowan 94.6 0.862 81 York York, SC 79.8 0.861 68

In comparison to the respective DVF values found in Table 2-2, the DVF values in Table 3.1-1 are slightly lower at each monitoring site. These differences were expected, as 2002 was an abnormally hot and dry year throughout the Southeast resulting ozone concentrations that were higher than in the surrounding years of 2000, 2001, 2003, and 2004. Figure 3.1-1 below illustrates this by charting the number of days with temperatures greater than 90oF versus the maximum fourth highest 8-hour ozone value for the Metrolina area. Comparing 2002 to the surrounding years used in the DVB (2000, 2001, 2003 and 2004), 2002 had significantly more days with greater than 90oF temperatures. Si milarly, the maximum fourth highest 8-hour ozone value was ~5 ppb higher than the surrounding years used in the DVB.Attainment Test 7 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### Figure 3.1-1 Charts the number of days greater than 90oF versus the 4 th 

### highest 8-hour ozone value for the Metrolina area.

Thus, the recommended DVB calculation weighted the higher air quality conditions several times more than in the NCDAQ alternative DVB calculations. The NCDAQ firmly believes that the non-weighted or straight five-year average approach to the DVB calculation is more appropriate and minimizes dramatic fluctuations in meteorological and air quality conditions from year to year. This would be the case whether the center weighted year was an abnormally hot/dry year or a cool/wet year.

While none of the monitoring sites in the Metrolina region had DVF values at or above 85 ppb in Table 3.1-1 using the NCDAQ alternative DVB calculation, there are still three monitors that have DVFs that fall between 82 ppb and 87 ppb. This continues to indicate that some additional weight of evidence should still be included to demonstrate attainment. These results are not inconsistent with what was concluded using all recommended modeled attainment test calculations.

3.2 Air Quality Modeling Metrics

In Section 7.0 of the Attainment Guidance, various aspects of air quality models, modeled performance, and uncertainties associated with the length of modeled episodes and limited observational datasets are described. A series of three additional air quality modeling outputs or metrics is recommended to provide assurance the modeled attainment demonstration indicates attainment. These metrics look at the relative change between the baseline and future years modeling and help to demonstrate how widespread the improvement in air quality is expected in the future. Although the final guidance did not recommend percentage cut points that corresponds to supportive weight of evidence, an earlier draft version of the Attainment Guidance recommends that the metrics should be at least 80% or higher. 

### Metrolina 8-hour Ozone - # Days Hi ≥ 90F vs Max 4th Highest

0 10 20 30 40 50 60

1996 1997 1998199920002001200220032004 2005 2006# Days Hi Temp≥90FMay-Sep

0.080 0.085 0.090 0.095 0.100 0.105 0.110 0.115Max 4th Highest

# Days Temperature >90F Max 4th HighestAttainment Test 8 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### As described in Section 7.1 of the Attainment Guidance , the collected modeling data from the 2002 and 2009 modeling output masks were applied to the following metrics:

1. Relative change in surface grid-hours greater than 84 ppb . This metric is termed Persistence-Hour and is defined as the number of grid-cells in a given region with predicted hourly 8-hour ozone concentrations greater than 84 ppb. The relative change in Persistence-Hour is presented as a percent reduction computed for the modeling period May through September from the baseline year case to the future year case.
2. Relative change in the number of grid cells with predicted 8-hr daily maxima greater than 84 ppb. This metric is termed Persistence-Daily metric and is similar to Persistence-Hr, but uses the modeled daily maximum 8-hour ozone concentrations greater than 84 ppb instead of the hourly 8-hour ozone concentrations. The relative change in Persistence-Daily is also presented as a percent reduction computed for the modeling period May through September from the baseline year case to the future year case.
3. Relative change in the sum of hourly predictions greater than 84 ppb. This metric is termed Severity-Hour and is defined as the sum of all grid-cells with predicted hourly 8-hour ozone concentrations greater than 84 ppb. Given the definition of Persistence, this Severity could be considered as a weighted form of the Persistence metric. The relative change in Severity is also presented as a percent reduction computed for the modeling period May through September from the baseline year case to the future year case.
In addition to the three recommended metrics, two additional metrics were computed to create a comprehensive corroborative analysis. The two additional metrics are:

4. Relative change in the sum of the predicted 8-hr daily maxima greater than 84 ppb

. Severity-Daily metric is similar to Severity-Hour, but uses the modeled daily maximum 8-hour ozone concentrations greater than 84 ppb instead of the hourly 8- hour ozone concentrations. The relative change in Severity-Daily is also presented as a percent reduction computed for the modeling period May through September from the baseline year case to the future year case.

5. Air Quality Index (AQI) counts. The AQI Counts metric is a count of the number of grid-cells with predicted maximum 8-hour ozone concentrations sorted within each of the Code Green, Yellow, Orange and Red cat egories, as defined by the USEPA's AQI Index. As with the persistence and severity metrics, the AQI counts metric can be applied to both hourly and daily maximum 8-hour ozone concentrations. AQI Counts are presented as percentages of the total number of grid-cells within the study region.Attainment Test 9 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### The metrics described above were applied to the modeling results for just of the nonattainment area. Below is the region for which this modeling data was extracted for both the 2002 baseline and the 2009 attainment year modeling runs.

Figure 3.2-1 Area for which the air quality metrics were applied.

The results from each of the five air quality modeling metric calculations demonstrated significant reductions of greater than 85% in the 2009 future year air quality modeling for days that modeled above the NAAQS in the Metrolina nonattainment area. Each metric demonstrated very large relative reductions for 2009. It is important to note that the relative reductions in all metrics well surpassed the draft version of the Attainment Guidance recommendation of 80% for these particular calculations.

Figure 3.2-2 presents the relative reductions calculated in the first four metrics described above. The left 2 bars are the Persistence-Hour and Pers istence-Daily reductions, and the right 2 bars are the Severity-Hour and Severity-Daily reductions. The results demonstrate a 91.2% reduction in persistence of hourly maximum ozone and 88.7% reduction in persistence of daily maximum ozone. The severity reductions are on a similar scale of 91.6% and 89.1% reduction for hourly and daily maximum ozone, respectively.Attainment Test 10 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### Figure 3.2-2 Persistence and Severity for the Metrolina Area

Equating the 89.1% relative reduction in the daily maximum ozone to AQI counts, Figure 3.2-3 demonstrates a drop from 257 grid cells in the Code Orange and Red levels in the 2002 baseline modeling to only 29 grid cells in the 2009 future modeling. Furthermore, the number of grid cells in the Code Yellow and above (>65 ppb) is reduced by over half, from 3,352 grid cells in 2002 to 1,536 grid cells in 2009.

Figure 3.2-3 Daily AQI counts for the Metrolina Area

% Reduction in Persistance (# Grid Cells) and Severity (Sum C ij_85 

### ) of Hourly & Daily Max O 3

60 65 70 75 80 85 90 95 100

Persistance Severity% Reduction Hourly Daily



### Daily 8-hr AQI Counts

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Daily 2002 Daily 2009% Grid Cells in Region

Orange
Yellow GreenAttainment Test 11 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### The hourly AQI counts are equally encouraging. Figure 3.2-4 displays the 91.2% relative reduction in hourly persistence in terms of the AQI counts. It corresponds to a reduction from 988 hourly grid cells in the Code Orange and Red levels in the baseline modeling to only 86 hourly grid cells in the attainment year modeling. Looking at all hourly grid cells Yellow and above, the count is reduced from 25,890 hourly grid cells to 9,140, which translates to a 64.7% reduction. Table 3.2-1 contain all the grid cell counts for both the Hourly and Daily AQI count analysis.

Figure 3.2-4 Hourly AQI Count for the Metrolina Area

Table 3.2-1 Total number of grid cells for the AQI Categories.

3.3 Air Quality Modeling Results From Other Studies

Another recommended weight of evidence analysis is to review other air quality modeling results that included the Metrolina nonattainment area to determine how other modeling results compare to the attainment demonstration. There are two air quality modeling studies to which results are available for the Metrolina area.

The first is the Early Action Compact (EAC) modeling that the NCDAQ performed for the EAC areas within North Carolina. Since the modeling domain for this analysis covered the majority Hourly 8-hr AQI Counts

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Daily 2002 Daily 2009% Grid Cells in Region

Orange
Yellow Green

Grid Cells Grid Cells Daily 2002 Daily 2009 Hourly 2002 Hourly 2009 Green 7181 9543 250856 268576 Yellow 4107 2039 26900 10365 Orange 340 46 1316 131 total 11628 11628 279072 279072Attainment Test 12 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### of North Carolina, including the Metrolina nonattain ment area, the modeling results can be easily compared to the attainment demonstration. There are some differences between the two modeling exercises. One difference is that the EAC modeling was carried out on 4 episodes (one in 1995, two in 1996 and one in 1997) for a total of sixteen days. Another is the DVB is based on the higher of the 1999-2001 or 2001-2003 design va lues. Finally, the EAC modeling did not model 2009, but there are results for 2007 and 2012. Table 3.3-1 displays the EAC modeling results for the Metrolina monitors for both of these future years.

Table 3.3-1 Metrolina DVFs based on EAC Modeling
2007 2012 Monitoring Site County DVB (ppb) RRF DVF (ppb) RRF DVF (ppb) Arrowood Mecklenburg 092 0.891 82 0.848 78 County Line Mecklenburg 101 0.861 87 0.802 81 Crouse Lincoln 92 0.870 80 0.826 76 Enochville Rowan 99 0.879 87 0.818 81 Garinger (Plaza) Mecklenburg 98 0.888 87 0.816 80 Monroe Union 88 0.852 75 0.795 70 Rockwell Rowan 100 0.870 87 0.800 80

As can be seen from the EAC modeling, although there are still four monitors slightly above the 8-hour ozone standard in 2007, all of the monitors are well below the standard by 2012. It should be noted that for the Greensboro/Winston-Salem/High Point EAC area, the EAC attainment test results predicted the highest monitor in the area to be at 83 ppb in 2007. However the current 2004-2006 design value for that area is 80 ppb, below what was projected and a year earlier.

Another air quality modeling exercise that contained results for the Metrolina nonattainment area is the USEPA’s modeling for the Clean Air Interstate Rule (CAIR). The Technical Support Document for the final CAIR, March 2005, provided modeling results with and without the implementation for the CAIR. Differences between the USEPA’s modeling and the attainment demonstration are: 1) the meteorology was for 2001, 2) the DVB was the weighted design values the 1999-2003 period and 3) the modeling results were for 2010. These modeling results are listed in the table below.

Table 3.3-2 Metrolina DVFs based on the USEPA’s CAIR Modeling DVF (ppb) County DVB (ppb) 2010 Base 2010 CAIR Lincoln 92.3 76.1 74.5 Mecklenburg 100.3 82.5 81.4 Rowan 99.7 81.3 80.1 Union 87.7 71.9 71.1 York, SC 83.3 70.0 68.5Attainment Test 13 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### The USEPA’s results were for the highest monitor in a county where more than one monitor is located. The USEPA’s modeling results predicts that the Metrolina nonattainment area should be below the 8-hour ozone standard by 2010. Although this is one year later than the attainment year for the Metrolina area, the USEPA’s 2010 CAIR DVFs are 3 to 4 ppb lower than what the NCDAQ is showing in the attainment demonstration, and supports weight of evidence that the Metrolina area will attain the 8-hour ozone standard by its attainment year of 2009.

3.4 Air Quality Trends and Additional Reductions in Emissions

Since the 8-hour ozone designation for the Metrolina area, the 8-hour ozone design values have improved significantly. The 2001-2003 design value period had values as high as 100 ppb and six out of the seven North Carolina monitors in the area were violating the NAAQS. Each year since, the design values have decreased and/or the number of violating monitors in the region has decreased. With the latest design value period, 2004-2006, the highest violating monitor has a value of 88 ppb and there are only three monitors that exceed the NAAQS (See Table 3.4-1)

Table 3.4-1 Design Values (ppb) for the North Carolina Monitors in the Metrolina Area
Monitoring Site County 2001-2003 2002-2004 2003-2005 2004-2006 Arrowood Mecklenburg 84 81 78 80 County Line Mecklenburg 98 92 87 88 Crouse Lincoln 92 86 81 79 Enochville Rowan 99 91 85 85 Garinger (Plaza) Mecklenburg 96 91 86 88 Monroe Union 88 85 79 78 Rockwell Rowan 100 94 88 83 York York, SC 84 81 75 76

The current ozone design values are very close to the predicted attainment year design values, however, there are still significant nitrogen oxides (NOx) emission reductions that are expected between now and the attainment year 2009. Although most of these expected NOx emission reductions have been included in the attainment demonstration modeling, it does not appear the model is responsive enough to expected emission reductions.

The NCDAQ has estimated that there will be approximately 8.5 tons per day of NOx emissions reduced each year from the mobile sector. These reductions are the result of Federal motor vehicle and equipment standards for both highway vehicles and off-road equipment. As the older vehicles in the fleet are retired and replaced with newer vehicles meeting the Federal standards, the NOx emissions continue to decrease, even though vehicle miles traveled continue to increase. Similarly, as newer off-road equipment is purchased and older equipment is retired, the NOx emissions see a downward trend.

Another source of NOx emission reductions that are expected to occur between now and the attainment year are from the electric generating facilities located in and near the MetrolinaAttainment Test 14 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### nonattainment area. The Clean Smokestacks Act requires the two large North Carolina utilities to meet annual NOx emission budgets for 2007 and a tighter budget for 2009. Several of the Duke Energy units are still expected to have controls installed over the next two years. Figure 3.4-1 displays the location and size of the D uke Energy facilities located in the vicinity of the Metrolina nonattainment area. Table 3.4-2 lists the units that are near the Metrolina area and shows the year the controls are expected to come on line and the estimated amount of NOx emissions reductions for the ozone season.

Figure 3.4-1 Location and size of the Duke Energy facilities located in the vicinity of the Metrolina nonattainment area.Attainment Test 15 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### Table 3.4-2 Utility NOx Emission Reductions since 2006 Ozone Season

Facility County Technology Operational Date Ozone Season Reductions (tons/season) Allen Steam Station Unit 2 Unit 3 Gaston SNCR SNCR Spring 2007 Fall 2007 ~300

Buck Steam Station Units 3 & 4 Units 5 & 6 Rowan Low NOx Burners SNCR Spring 2007 Fall 2006 ~350

Riverbend Unit 4 Unit 5 Unit 6 Unit 7 Gaston SNCR SNCR & Burners SNCR & Burners SNCR Spring 2007 Spring 2007 Fall 2006 Fall 2006 ~325

Marshall Steam Station Unit 2 Unit 3 Unit 4 Catawba SNCR SCR SNCR Spring 2007 Fall 2008 Fall 2006 ~2,300

Total expected reduction = 3,275 tons/ozone season SNCR = Selective Non-Catalytic Reduction SCR = Selective Catalytic Reduction

The combination of the mobile source and utility NOx emission reductions that are expected in the Metrolina area between the end of the 2006 ozone season and before the beginning of the attainment year 2009 is significant. Since the 2004-2006 design values are just above the standard, the additional NOx emission reductions in the area should ensure that the Metrolina area would attain the NAAQS by the prescribed attainment year.

3.5 Local Measures not Modeled

As discussed in Section 1.4 of the Attainment Demonstration Narrative, the Metrolina nonattainment area is a NOx limited area and the largest source of NOx emissions in this region come from mobile sources and electric generating facilities. A significant source of NOx emission reductions that has not been included in the modeling is the addition of a SCR unit at Marshall Unit 3. When the modeling was started, Duke Energy had installed a SNCR unit at Marshall Unit 3. However, since the expected 2009 Duke Energy system-wide NOx emissions is very close to the Clean Smokestack Act annual budget for this company, Duke Energy has announced that they plan to install a SCR unit in order to provide a safety margin in meeting the Clean Smokestack Act NOx budget. As can be seen in Figure 3.4-1 in the previous section, the Marshall Steam Station is located directly north and adjacent to the Metrolina nonattainment area. The additional NOx emission reductions expected at this facility will have an impact on the ozone formation in the Metrolina area on days when the winds are coming from the North/Northwest and on days when there is recirculation occurring. This SCR unit should be installed the Fall of 2008 and will be operational before the beginning of 2009. A copy of theAttainment Test 16 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### 2007 compliance plan for Duke Energy documenting this planned installation of the SCR at Marshall Unit 3 can be found in Appendix M.

In addition to the Marshall NOx emission reductions, the Metrolina area has a number of groups that work towards decreasing emissions. These measures are voluntary measures that although may not account for large emission reductions, they are directionally correct. A few of the known measures that are under way in the Metrolina area are listed below. A list of known projects going on in North Carolina is attached at the end of this Appendix.

• I-77 High Occupancy Vehicle (HOV) lane in Mecklenburg County. A recent evaluation of the HOV lanes on I-77 through Charlotte, North Carolina reported that there has been an observed increase of use of the HOV lanes since it has opened. It was reported that in November 2005, “...the HOV lane carried nearly 50 percent of the average number of persons who are traveling in a general-purpose lane in the morning peak hour, but in less than 20 percent of the number of vehicles.” Additionally, the “Average daily patronage on the [Charlotte Area Transit System] CATS express routes using the I-77 HOV facility increased by 63 percent between October 2004 and 2005 ...”. This reduction of vehicle miles traveled in this area was not modeled in the attainment demonstration. Having more people carpooling or using the transit system in Mecklenburg will reduce both VOC and NOx emissions. A copy of the North Carolina Department of Transportation (NCDOT) evaluation of the I-77 HOV lane can be found at the end of this Appendix.

• Truck Stop Electrification in Rowan County. In 2006, 50 spaces at a truck stop in Rowan County were converted with Idle Aire t echnology. This technology provides truckers with electricity and air conditioning, allowing the truckers to turn off their engines while they rest. This results in a reduction of both NOx and VOC emissions.

• Express Bus Route (Cabarrus/Rowan Counties). A new connecting service will be created between Rider and Salisbury Transit. This provided an express route between Kannapolis and Salisbury. Having an express route between these two cities will reduce the number of personal cars on the roadways, which in turn will reduce VOC and NOx emissions. This new express route should be in operation between 2008 and 2010.

• Pedestrian walkways and Bikeways Projects: A number of the communities are creating walkways and bikeways in order to provide sa fe pathways for pedestrians and bicyclists to move about busy traffic areas. These types of projects provide safe alternatives to driving in the city.

• Idle Reduction Policies. North Carolina Department of Public Instruction has issued a policy that all school bus drivers are to refrain from idling their buses while waiting to pick up children at the school as well as when the buses are at the transportation yard. Additionally, several cities and businesses have issued idle reduction policies for their fleet vehicles. This reduces VOC and NOx emi ssions as well as fine particulate matter. Some of the partners passing idle reduction policies include: Town of Concord, City of Salisbury, and Duke Power.

• Biodiesel use. A number of cities, counties and businesses have started using biodiesel for their diesel fleet. Most often B-20 is being used. B-20 will reduce VOC emissions as well as fine particulate matter. Some of the partners using biodiesel include: GastonAttainment Test 17 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### County Landfill, Town of Matthews, City of Monroe, Union County, NCDOT, and Duke Power.

• Diesel Retrofits. A number of cities, counties and school districts have installed Diesel Oxidation Catalysts (DOCs) or Diesel Particulate Filters (DPFs) on their diesel equipment. The vehicles that have been retrofitted include schools buses, as well as county fleet trucks for solid waste pickup. A lthough these types of filters are designed to remove fine particulate matter, when used with ultra low sulfur diesel fuel, NOx and VOC emissions are also reduced. Some of the partners installing DOCs and/or DPFs include: Cabarrus County Schools, Gaston County Schools, Iredell County Schools, Lincoln County Schools, Mecklenburg C ounty Schools, Rowan County Schools, Salisbury Public Schools, City of Charlotte and Mecklenburg County.

3.5 Weight of Evidence Conclusions

The NCDAQ believes that it is better to use a 5-year straight average DVB in the attainment test since it will normalize the effects of meteorology on design values more so than a weighted DVB. Based on the alternative DVF calculated in this section, all of the Metrolina nonattainment area monitors are predicted to be below the 8-hour ozone NAAQS in 2009. Although three of the monitors still fall within the range for weight of evidence requirements, the monitor DVFs are lower than when a weighted DVB is used.

The air quality modeling metric analyses for the Metrolina nonattainment area demonstrates relative reductions well beyond the recommended 80% mark that is considered appropriate for concluding that a proposed strategy would meet the 8-hour ozone NAAQS. Additionally, other air quality modeling studies have found that the Metrolina area should attain the 8-hour ozone NAAQS by the prescribed attainment year.

The observed air quality trends in conjunction with further NOx emission reductions expected in the Metrolina area strengthens the argument that the attainment demonstration is an acceptable demonstration. Finally, given the variety of additional emissions reductions that were not included in the development of this modeling exercise, but will occur throughout the surrounding areas before 2009, it is reasonable to conclude that the short lived events portrayed in the future modeled year by an extremely small number of remaining exceeding grid cells will be below the NAAQS in 2009.

The NCDAQ believes that the weight of evidence provided in this section is strong evidence that the Metrolina nonattainment area will attain the 8-hour ozone NAAQS by 2009.Attainment Test 18 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

## 4 UNMONITORED AREA ANALYSIS

The modeled attainment test does not address future air quality at locations where there is not an ozone monitor nearby. To guard against the possibility that air quality levels could exceed the standard in areas with limited monitoring, Section 3.4 of the Attainment Guidance suggest that additional review is “necessary, particularly in nonattainment areas where the ozone or PM 2.5 

### monitoring network just meets or minimally exceeds the size of the network required to report data to Air Quality System (AQS).” This review is intended to ensure that a control strategy leads to reductions in ozone at other locations that could have baseline (and future) design values exceeding the NAAQS were a monitor deployed there. The test is called an “unmonitored area analysis”. The purpose of the analysis is to use a combination of model output and ambient data to identify areas that might exceed the NAAQS if monitors were located there.

The NCDAQ, along with Local and Tribal Programs, currently operates a network of 41 ozone monitors. Twenty-six of these monitors were established as State and Local Air Monitoring Stations (SLAMS). These SLAMS monitors were selected based on specific monitoring objectives (background concentration, area of hi ghest concentration, high population, source impact, transport, and rural impact) as required by the USEPA and siting scales (micro, middle, neighborhood, urban, and regional) established by the USEPA. Eight of the network monitors were further designated as National Air Monito ring Stations (NAMS) by the USEPA and have the primary objective to provide ozone data from areas of expected highest concentration and population exposure and are used to evaluate trends in national air quality. The remaining 14 monitors are Special Purpose Monitors that were established by NCDAQ to evaluate models, study ozone formation and transport, and obtain a better understanding of ozone in North Carolina. The remaining monitor is a Tribal monitor operated by the Eastern Band of Cherokee Nation.

NCDAQ believes that the density of its’ monitoring network relieves the necessity of applying this additional analysis. With an average of one monitor per 3,077 km 2 

### , this is one of the densest statewide ozone monitoring networks in the nation. Additionally, the monitor density across the Metrolina nonattainment area is more than twi ce that of the statewide monitor density (on average a monitor every 1,278 km 2 

### ). A map of each ozone monitor and its NCDAQ/VISTAS 12-km modeling grid is provided in Figure 4-1. As can been seen by the figure, the spatial coverage of the monitors, and their resulting “near by” 3x3 arrays, covers the majority of the urban areas where ozone tends to be higher.

Despite being confident our monitoring network is robust enough to cover the state, NCDAQ has looked at preliminary results from the “beta” (draft) version of the “Modeled Attainment Test Software” (MATS) tool. The MATS tool has been developed by the USEPA to spatially interpolate data, adjust the spatial fields based on model output gradients, and multiply the fields by model calculated RRFs to complete the unmonitored area analysis. The MATS tool is currently being “beta tested” and peer reviewed, with the release of a guidance document for the tool still pending. Once the final version of the MATS tool has been released, after sufficient peer review and proper guidance documentation for the analysis of the results is provided, NCDAQ will evaluate the MATS tool output.Attainment Test 19 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

### Figure 4-1 Ozone Monitors and with Respect to the VISTAS 12km GridAttainment Test 20 The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L North Carolina Attainment Demonstration June 15, 2007 

## 5 ATTACHMENTS TO APPENDIX L

Attached to this Appendix is supporting documentation for Section 3. The following documents are attached:

• NCDOT I-77 HOV evaluation report

• Spreadsheet of measures from Cabarrus/Rowan Urban Area Metropolitan Planning Organization

• Spreadsheet of National Diesel Data from the USEPA for North Carolina

• Spreadsheet of Diesel Data from the NCDAQ

• Correspondence from Centralina Council of GovernmentsI -77 High Occupancy Vehicle Lanes One-Year Evaluation Report i 

## Table of Contents

EXECUTIVE SU MMARY ............................................................................................................ 1

PURPOSE ........................................................................................................................ .......... 2

HOV LANE OB JECTIVES.......................................................................................................... 3

EVALUATION OR PERFO RMANCE MEAS URES.................................................................... 3

OPERATIONS ..................................................................................................................... ....... 3

V EHICLE V OLUMES ....................................................................................................................3 T OTAL P ERSON T HROUGHPUT ...................................................................................................4 T RAVEL T IMES ..........................................................................................................................6 S AFETY ....................................................................................................................................8
MODAL IMPACTS.................................................................................................................. .. 10

T RANSIT R IDERSHIP AND P ARK

- AND -R IDE L OT U SAGE .............................................................10 V ANPOOLS ..............................................................................................................................1 1
PUBLIC OPINION SURVEYS .................................................................................................. 11



## List of Figures and Tables

F IGURE 1. I-77 HOV L ANE AND C OUNT /M ONITORING L OCATIONS ..................................................................2 T ABLE 1. D AILY AND P EAK H OUR T RAFFIC V OLUMES FOR I-77 M EASURED NEAR C INDY L ANE ..........................4 T ABLE 2. AM P EAK H OUR M ODE S HARES FOR S OUTHBOUND I-77 M EASURED NEAR L AKEVIEW R OAD .............4 T ABLE 3. PM P EAK H OUR M ODE S HARES FOR N ORTHBOUND I-77 M EASURED NEAR L AKEVIEW R OAD .............5 T ABLE 4. P ERSONS P ER L ANE .......................................................................................................................5 T ABLE 5. I-77 S OUTHBOUND T RAVEL T IMES IN AM P EAK ...............................................................................6 F IGURE 2. I-77 T RAVEL T IMES , AM S OUTHBOUND – G ENERAL P URPOSE L ANES .............................................6 T ABLE 6. I-77 N ORTHBOUND T RAVEL T IMES IN PM P EAK ...............................................................................7 F IGURE 3. I-77 T RAVEL T IMES , PM N ORTHBOUND – G ENERAL P URPOSE L ANES .............................................8 T ABLE 7. I-77 D ATA FROM NCDOT’ S A CCIDENT A NALYSIS S YSTEM ...............................................................9 T ABLE 8. I-77 A CCIDENTS AND I NCIDENTS , J ULY 2004 – S EPTEMBER 2005 ...................................................9 T ABLE 9. R OUTE 77X AND 83X W EEKDAY R IDERSHIP , N OVEMBER 2003 – O CTOBER 2005..........................10I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 1 

## Executive Summary

• Daily traffic on I-77 increased by 38 percent between October 2004 and October 2005, 83,498 vehicles to 115,230. This growth reflects completion of the widening project (motorists filling back-in with the added capacity) and the return of motorists using alternative routes to I-77.



### • The number of carpooling vehicles obs erved traveling southbound between 7:00 and 8:00AM increased by over 53 percent between fall 2004 and fall 2005, from 410 to 626.



### • Use of the HOV lane between 7:00 and 8:00AM increased by over 25 percent between February and November 2005, illustrating growing acceptance of the facility. The number of persons carried during the AM peak hour increased from 664 to 836 persons.



### • In November 2005, the HOV lane carried nearly 50 percent of the average number of persons who are traveling in a general-purpose lane in the morning peak hour, but in less than 20 percent of the number of vehicles. Between 5:00 and 6:00PM, the HOV facility carried nearly two-thirds as many persons as the average general-purpose lane, but in about a quarter of the number of vehicles.



### • The travel times in both directions between Gilead Road and Trade Street have improved dramatically over t he past 12 months, by over 33 percent. Travel times in the general-purpose lanes have decreased during the last year from approximately 18 minutes to just over 12 minutes. Users of the HOV facility are saving an additional minute or so. The major time savings in the southbound direction in the morning occurs between Lakeview Road and Cindy Lane (5 minutes). In the northbound direction in the PM peak hour, the reduction of the bottleneck between Trade Street and Cindy Lane has improved travel times by over 5 minutes.



### • The average number of accidents per month dropped from 42 to 33, a 21 percent improvement, following the addition of general-purpose and HOV lanes in each direction on December 20, 2004.



### • Average daily patronage on the CATS express routes using the I-77 HOV facility increased by 63 percent between October 2004 and 2005, from 781 daily riders to 1185 weekday passengers. The increase between November 2004 and 2005 was 53 percent, from 805 weekday riders to 1232 daily users.



### • Over 77 percent of respondents to a county-wide telephone survey conducted by UNCC’s Urban Institute in November 2005 were familiar with the I-77 HOV facility, up dramatically from the 45 percent of respondent s who expressed familiarity with the I-77 HOV lanes in the 2004 survey.



### • Nearly 17 percent of respondents to the Urban Institute survey indicated that they regularly use the I-77 HOV facility in a bus, carpool or vanpool.



### • When asked in the 2005 survey if building the HOV lanes along I-77 was a good idea, 56 percent of respondents replied yes (compared to 32 percent in 2004). Eighteen percent of those responding to this question in the 2005 survey indicated that constructing HOV lanes along I-77 was a bad idea. Approximately 27 percent of interviewees did not answer this question.I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 2 

## Purpose This report evaluates the effectiveness and impacts of North Carolina’s first High Occupancy Vehicle (HOV) Lanes that were opened to traffic on December 20, 2004. Data was collected by various agencies both before and after the I-77 HOV facility was implemented. Information in this report is compared to baseline data collected in October 2004.
Figure 1 shows the HOV lane corridor as well as traffic count and monitoring locations.
Figure 1. I-77 HOV Lane and Count/Monitoring LocationsI -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 3 

## HOV Lane Objectives The objectives of the I-77 HOV Lane Project are:



### • Move more people by increasing the number of persons per vehicle.



### • Reduce travel time and ensure reliable trip times for HOVs using the I-77 facility.



### • Operate a safe HOV facility and not unduly impact the safety of the I-77 general-purpose lanes.



### • Maintain or improve public support for the I-77 HOV facility.



## Evaluation or Performance Measures The I-77 HOV Operations, Education & Outreach Committee – an interagency committee established to coordinate HOV activities am ong various branches of the North Carolina Department of Transportation (NCDOT), the Federal Highway Administration (FHWA), the City of Charlotte, the contractor and designer fo r I-77 improvements, and enforcement agencies – approved the following performance measures for evaluating the HOV Lane Project:
Operations – total person throughput, travel times for both HOVs and single occupant vehicles, safety, and traffic operations at the beginning and ending transitions.
Modal Impact – HOV lane use, transit ridership, number of persons per vehicle, vanpool use.
Public Perception – Public perceptions of success. This will include survey results, phone calls, internet comments, etc.
This report is the first post-HOV opening evaluation and describes the baseline and post-HOV facility opening conditions for each of these measures.



## Operations

Vehicle Volumes As part of I-77 analysis, the total number of vehicles using the freeway during the AM and PM peak hours on weekdays and for a 24-hour period was monitored. Although the primary emphasis after HOV lane opening is to increase the number of persons in each vehicle on I-77, it also is helpful to track growth in vehicular volumes in both the general-purpose and HOV lanes.

Table 1 lists peak hour and daily volumes from 2000 to 2005 on the I-77 segment between the I-85 and Sunset Road interchanges.I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 4 Table 1. Daily and Peak Hour Traffic Volumes for I-77 Measured near Cindy Lane

Jun 2000 Oct 2004 Oct 2005 Southbound AM Peak Hour GP 4,106 3,414 5,403 AM Peak Hour HOV ----- ----- 435 Daily GP 42,149 35,045 57,879 Daily HOV ----- ----- 5,336 Northbound PM Peak Hour GP 4,137 3,746 5,255 PM Peak Hour HOV ----- ----- 467 Daily GP 53,510 48,453 57,351 Daily HOV ----- ----- 3,978

Findings



### • Daily traffic on I-77 increased by 38 percent over the past year, 83,498 vehicles to 115,230. This growth reflects completion of the widening project (motorists filling back in with the added capacity) and the return of motorists using alternative routes to I-77.



### • Daily HOV lane volumes range from 7 to 9 percent of the total volume for the three general-purpose lanes. Total Person Throughput This measure is the total number of persons tr aveling the corridor during both AM and PM peak hours. Table 2 shows the peak hour mode shares of vehicles along southbound I-77 and estimates the total number of persons by mode based on counts taken in October 2004 and November 2005. Table 3 shows the peak hour mode shares of vehicles on northbound I-77 and estimates the total number of persons by mode based on counts taken in the same months.

Table 2. AM Peak Hour Mode Shares for Southbound I-77 Measured near Lakeview Road

2004 2005

Mode No. of Vehicles Total Persons % of Total Persons No. of Vehicles Total Persons % of Total Persons

Drive alone 2,772 2,772 68.1 4,248 4,248 70.8 Carpool: 2-person 347 694 17.0 587 1174 19.6 Carpool: 3+ person 63 189 4.6 39 117 1.9

Trucks 215 215 5.3 177 177 2.9 Motorcycles 12 12 0.3 6 6 0.1
Buses* 7 190 4.7 8 280 4.7 TOTAL 3,416 4,072 100.0 5,065 6,002 100.0

*Bus data obtained from Charlotte Area Transit System (CATS)I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 5 Table 3. PM Peak Hour Mode Shares for Northbound I-77 Measured near Lakeview Road

2004 2005

Mode No. of Vehicles Total Persons % of Total Persons No. of Vehicles Total Persons % of Total Persons Drive alone 2,946 2,946 66.0 3,401 3,401 69.1 Carpool: 2-person 455 910 20.4 497 994 20.2 Carpool: 3+ person 60 180 3.9 10 30 0.6

Trucks 227 227 5.1 237 237 4.8 Motorcycles 12 12 0.3 13 13 0.3 Buses* 7 190 4.3 7 245 5.0 TOTAL 3,707 4,465 100.0 4,165 4,920 100.0

*Bus data obtained from CATS

Table 4 shows the number of persons per lane along I-77, measured near the Lakeview Road overpass, in October 2004, February 2005, and October 2005.

Table 4. Persons Per Lane

Baseline (October

2004) After HOV Opening (February 2005) After HOV Opening (November 2005)

Measure Each GP Lane HOV
Lane Each GP
Lane HOV Lane Each GP
Lane
AM Peak Hour 2,036 664 1,583 836 1,722

PM Peak Hour 2,294 881 1,268 864 1,352
Findings



### • The number of carpooling vehicles obs erved traveling southbound between 7:00 and 8:00AM increased by over 53 percent between fall 2004 and fall 2005.



### • Use of the HOV lane between 7:00 and 8:00AM increased by over 25 percent between February and November 2005, illustrating growing acceptance of the facility.



### • In November 2005, the HOV lane carried nearly 50 percent of the average number of persons who are traveling in a general-purpose lane in the morning peak hour, but in less than 20 percent of the number of vehicles. Between 5:00 and 6:00PM, the HOV facility carried nearly two-thirds as many persons as the average general-purpose lane, but in about a quarter of the number of vehicles.I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 6 0 10 20 30 40 50 60 70

0 1 2 3 4 5 6 7 8 9 10 11 12 Distance (Miles)Speed (MPH)

Sept 2003 Average Oct 2004 Average Nov 2005 Average Cross Routes

Sept 2003 Actual Oct 2004 Actual Nov 2005 Actual I-77 Travel Time A.M. South Bound - Ge neral Purpose LanesLaSalle StGilead RdMt Holly-Hunnters-villeCindy LnSunset RdLakesideRdI-485(Future)HambrightWT HarrisBlvd
Cross RouteI-85BrookshireFwyTrade St Travel Times Travel time data was collected using a global posit ioning system (GPS) for a typical week period in September 2003, October 2004, and December 2005. Table 5 and Figure 2 summarize southbound travel times from Gilead Road to Trade Street in the AM peak period. Table 6 and Figure 3 provide similar information for northbound tr avel times from Trade Street to Gilead Road in the PM peak period. Both figures graphically depict travel time data for the general purpose lanes only.

Table 5. I-77 Southbound Travel Times in AM Peak
Travel Time (Minutes)
Dec 2005 Segment Sep 2003 Oct 2004 Gen. Purpose HOV Gilead to Hambright 2.77 2.78 2.33 2.33* Hambright to Lakeview 6.19 2.99 2.69 2.61 Lakeview to Cindy 5.93 8.73 3.32 3.13 Cindy to Trade 4.16 4.13 3.81 3.43 TOTAL 19.05 18.63 12.15 11.51 *The HOV lane begins south of Hambright Street.

Figure 2. I-77 Travel Times, AM Southbound – General Purpose LanesI -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 7 Findings

During September 2003, there were only two lanes open southbound with delays occurring due to merging traffic from WT Harris Boulevard and Sunset Road. With the opening of the third lane by October 2004, traffic moved more freely until Sunset Road where major delays occur from the combination of merging traffic from the Sunset Road onramp and the reduction to two lanes a mile south of Sunset Road. Despite additional capacity north of Sunset Road, the average southbound travel speed improved only s lightly between September 2003 and October 2004.
The November 2005 data represents travel time on I-77 with three general purpose lanes from south of Hambright Road to the four-lane section south of I-85. Data was also collected for the HOV lane, which extends from south of Hambright Road to just north of Trade Street. Travel time in the general purpose lanes improved by 35 percent between October 2004 and November 2005. The HOV lane provided additional travel time savings in the southbound direction particularly near the I-85 interchange and south of I-85.
The northbound travel time became more severe between September 2003 and October 2004 despite the opening of a third travel lane between I-85 and Hambright Road. Although the travel time improved north of I-85, it worsened significantly south of I-85. The major delay occurred because three travel lanes were reduced to two just prior to a short merge from the left for northbound I-85 traffic entering I-77. This created significant delays in the Trade Street to Cindy Lane segment between 2003 and 2004.
By November 2005, the HOV lane from Cindy Lane to the future I-485 was in place, improvements to the I-85 northbound ramp to northbound I-77 were complete, and the third general purpose lane was extended up to the Gilead Road off ramp. These projects helped improve travel time by 33 percent in the northbound direction compared to October 2004. The graph illustrates that the greatest improvement occurred south of Cindy Lane as a result of the interchange improvements at I-85. There also was notable improvement in travel time north of Sunset Road. This improvement resulted in part from a higher posted speed north of I-85, from 55 MPH to 65 MPH in January 2005. The speed limit in this section of roadway was temporarily reduced to 55 MPH in both directions during freeway construction.

Table 6. I-77 Northbound Travel Times in PM Peak
Travel Time (Minutes)
Dec 2005 Segment Sep 2003 Oct 2004 Gen. Purpose HOV Trade to Cindy 6.63 8.63 3.76 3.27 Cindy to Lakeview 3.61 4.37 3.27 2.93 Lakeview to Hambright 4.92 3.04 2.92 2.59 Hambright to Gilead 2.38 2.01 2.06 2.06*
TOTAL 17.54 18.05 12.00 10.85 *The HOV lane ends south of Hambright StreetI -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 8 

### Figure 3. I-77 Travel Times, PM Northbound – General Purpose Lanes

Safety Safety conditions are typically measured by su mming the number of reported collisions. Based on information from NCDOT’s Accident Analysis System, 454 crashes occurred along the 7.35- mile section of I-77 between Brookshire Freeway and Harris Boulevard during the most recent 12-month period (June 1, 2004 to May 31, 2005) for which data has been summarized. This period includes data for seven months before the HOV facility was open and five months following opening of the lanes. 0 10 20 30 40 50 60 70

1 2 3 4 5 6 7 8 9 10 11 12 Distance (Miles)Speed (MPH)

Nov 2005 Average Oct 2004 Average Sept 2003 Average Cross Routes

Nov 2005 Actual Oct 2004 Actual Sept 2003 Actual I-77 Travel Time P.M. North Bound - General Purpose LanesLaSalle StGilead RdMt Holly-Hunnters-villeCindy LnSunset RdLakesideRdI-485(Future)HambrightWT HarrisBlvd

Cross RouteI-85BrookshireFwyTrade StI -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 9 Table 7. I-77 Data from NCDOT’s Accident Analysis System

Month Accidents
June 2004 43 July 42 August 36 September 36
October 49
November 49 December (HOV lanes opened on 12/20/04) 36

January 2005 41 February 20
March 35 April 38 May 29

The Metrolina Regional Transportation Management Center (MRTMC) maintains records of instances in which Incident Management Assistance Program (IMAP) vehicles are dispatched. IMAP staff members are available to assist persons in disabled vehicles, crash scenes, and other incidents. Table 8 lists the number of IMAP call-outs for I-77 between Gilead Road and Brookshire Freeway for July 2004 through Septem ber 2005. This table shows the number of callouts for incidents and accidents for the 15-month period.
Table 8. I-77 Accidents and Incidents, July 2004 – September 2005

Month Accidents Incidents July 2004 21 244 August 31 239 September 30 220 October 16 133 November 11 124 December (HOV lanes opened on 12/20/04) 8 130

January 2005 31 191 February 7 139 March 23 155 April 22 164 May 13 158 June 28 161 July 18 166 August 21 181 September 14 135I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 10 Findings



### • As shown by Table 7 , the average number of accidents per month dropped from 42 to 33, a 21 percent improvement, following the addition of general-purpose and HOV lanes in each direction in late December 2004.



### • The average number of IMAP callouts for accidents before and after the I-77 HOV lanes opened is unchanged at 20 per month. IMAP responses because of incidents has decreased from 182 per month before the I-77 HOV facility opened to 161 a month for the period after the lanes have been in operation.



## M ODAL 

## I MPACTS These measures analyze shifts into carpools, vanpools, or transit.
Transit Ridership and Park-and-Ride Lot Usage



### • In October 2005, CATS operated three express bus routes along I-77, up from the two routes operated in October 2004. Route 77X, North Mecklenburg Express, includes 55 trips on weekdays and 12 trips on Saturdays.



### • Route 83X, Mooresville Express, includes 12 trips, operated on weekdays only.



### • Route 53X, Northlake Express, began on October 3, 2005 and includes eight daily trips operated between Monday and Friday. This new route had 88 daily riders in October 2005 and 105 per day in November 2005. The following table lists 77X and 83X average weekday pat ronage by month since November 2003.
Table 9. Route 77X and 83X Weekday Ridership, November 2003 – October 2005

Month Route 77X Route 83X
2003-04 2004-05 2003-04 2005-05 November 521 667 91 138 December 518 557 91 113 January 526 707 98 143 February 503 655 89 138 March 558 643 118 142 April 532 667 124 166 May 579 678 131 163 June 601 656 123 158 July 584 706 133 168 August 628 796 154 186 September 649 1000 150 220 October 644 979 137 206I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 11 Findings



### • Average daily patronage on the CATS express routes using the I-77 HOV facility increased by 63 percent between October 2004 and 2005, from 781 daily riders to 1185 weekday passengers. The increase between November 2004 and 2005 was 53 percent, from 805 weekday riders to 1232 daily users.



### • In 2003, CATS completed a 209-space park-and-ride lot in Huntersville at Exit 23 on I77. From October 2004 to October 2005, the number of vehicles parked in this CATSowned lot jumped from 128 to 162, a 27 percent increase.



### • On October 3, 2005, CATS opened a new park-and-ride facility at Northlake Mall, near Exit 18. This lot includes 212 parking spaces.



### • A new 326-space park-and-ride facility near Northcross (Exit 25) is scheduled for opening in March 2006. Vanpools CATS operates a vanpool program. A vanpool is a group of people who live and work near each other and share similar commuting schedules. A typical vanpool consists of 9 to 14 persons with one rider agreeing to drive the vehicle and at least one other vanpool passenger agreeing to be the back-up driver. The average round-trip distance for a CATS vanpool is 50 miles.
Findings



### • In October 2004, nine vanpools operated weekdays along the I-77 corridor into Center City Charlotte. In October 2005, the number of vanpools using I-77 had increased to 10.



### • The total number of vanpool passengers in the I-77 corridor increased from 84 to 88 persons between 2004 and 2005.


## Public Opinion Surveys In 2004 and 2005, the City of Charlotte included six questions about HOV facilities on the annual survey of Mecklenburg County residents administered by UNC Charlotte’s Urban Institute. The surveys included sample sizes of about 900 residents, which yield a potential sampling error of plus or minus 4 percent at the 98 percent confidence level. The Urban Institute administered the telephone surveys in October and November of 2004 and 2005.
Findings



### • When asked to identify the alternative modes of transportation that could be operated to provide an alternative to congestion along the interstates, 36 percent of respondents in 2005 named HOV lanes, the same percentage as rapid transit. In 2005, express buses using HOV lanes received the most support (17 percent) followed closely by carpools on HOV lanes (16 percent). Respondents mentioned vanpools traveling on HOV lanes as the best alternative to congestion 3 percent of the time in 2005.I -77 High Occupancy Vehicle Lanes One-Year Evaluation Report 12 

### • In 2005, the greatest number of respondents (17 percent) named I-77 North as the route that HOV lanes would be most beneficial. I-77 South of Charlotte was named by 12 percent of respondents while 14 percent indicated that Independence Boulevard should have HOV lanes.



### • Over 77 percent of respondents were familiar in 2005 with the I-77 HOV facility, up dramatically from the 45 percent of respondent s who expressed familiarity with the I-77 HOV lanes in the 2004 survey.



### • Nearly 17 percent of survey respondents indica ted that they regularly use the I-77 HOV facility in a bus, carpool or vanpool.



### • When asked in 2005 if building the HOV lanes along I-77 was a good idea, 56 percent of respondents replied yes (compared to 32 percent in 2004). Eighteen percent of those responding to this question in the 2005 survey indicated that constructing HOV lanes along I-77 was a bad idea. Approximately 27 percent of interviewees did not answer this question.Project Name Description Reduction in Volative Organic Compounds Reduction in Nitrogen Oxides Cost of Implmentation/ Construction (Less Local

Match) NCDOT Project Year
Truck Stop Electrification Electrification of 50 spaces at Rowan County truck stop. 2,000 33,000 $ 400,000 2006 Horah Street sidewalk project Construct a sidewalk on Horah Street 8 3 $ 26,400 2010

Expansion of the Catawba College Air Quality Outreach Program Expand the current Air Quality Outreach Program into the rest of the MPO $ 951,974 2009-2012 Sports complex sidewalk project Construct sidwalk on Ryan Street and S. Boundary Street 11 4 $ 60,160 2010

East Centerview, Blackwelder, Chapel, and Keller sidewalk project Construct sidewalks on East Centerview, Blackwelder, Chapel and Keller Streets 19 6 $ 66,880 2010

Free Transit Service during Ozone Action Days Provide free transit service and marketing during code red and orange ozone action days 65 49 $ 36,000 2007-2009

Expansion of the Catawba College Air Quality Outreach Program Expand the current Air Quality Outreach Program into the rest of the MPO 2009-2012

Express Route between Kannapolis and Salisbury Provide new connecting service between Rider and Salisbury Transit or downtown Kannapolis to downtown Salisbury 2,184 1,500 $ 360,000 2008-2010

Park, Elizabeth, and Clinton sidewalk project Construct sidewalks on Park, Elizabeth, and Clinton Streets 4 1 $ 78,768 2010 Salisbury High School sidewalk project Construct sidwalks around Salisbury High School 25 8 $ 63,136 2010

Expansion of the Catawba College Air Quality Outreach Program Expand the current Air Quality Outreach Program into the rest of the MPO 2009-2012 Bostian Street sidewalk project Construct a sidewalk on Bostian Street 26 8 $ 69,792 2010 Bringle Ferry Road sidewalk project Construct a sidewalk on Bringle Ferry Road. 22 7 $ 106,112 2010

Expansion of the Catawba College Air Quality Outreach Program Expand the current Air Quality Outreach Program into the rest of the MPO 2009-2012

Arlington Street sidewalk project Construct pedestrian connector from bus stop to Walmart Parking lot. 29 9 $ 14,400 2010 Newsome Road sidewalk project Construct a sidewalk on Newsome Road 16 5 $ 79,632 2010 Statesville Blvd sidewalk project Construct a sidewalk on Statesville Blvd 57 18 $ 193,520 2010

Expansion of the Catawba College Air Quality Outreach Program Expand the current Air Quality Outreach Program into the rest of the MPO 2009-2012

Stokes and Highland Ridge sidewalk project Construct sidewalks on Stokes and Highland Ridge Streets 7 2 $ 82,560 2010 W. Vance, Mitchell, Wilson, and Laurel sidewalk project Construct sidewalks on W. Vance, Mitchell, Wilson, and Laurel Streets 12 4 $ 88,160 2010

Salisbury Traffic Signal System Improve operations and upgrade equipment for the Salisbury traffic signal system 1,555 517 $ 313,600 2011

Expansion of the Catawba College Air Quality Outreach Program Expand the current Air Quality Outreach Program into the rest of the MPO 2009-2012

Kirk Street sidewalk project Construct a sidewalk on Kirk Street 7 2 $ 58,464 2010 Salisbury Mall sidwalk project Construct sidewalk on Jake Alexander Blvd and Statesville Blvd. 196 63 $ 175,680 2010 S. Main Street sidewalk project Construct a sidewalk on S. Main Street 36 12 $ 67,200 2010

Expansion of the Catawba College Air Quality Outreach Program Expand the current Air Quality Outreach Program into the rest of the MPO 2009-2012 E. Liberty, Klondale, and E. Washington sidewalk project Construct sidewalks on E. Liberty, Klondale, and E. Washington Streets 7 2 $ 61,136 2010 7 Years Totals - Kilograms 7,067 35,480

ROWAN COUNTY TOTAL Total Cost $ 3,353,574

Biodiesel Fuel Storage System Purchase infrastructure (tank, manifold piping, and pad) to store and dispense Biodiesel (B20 fuel. 80 $ 40,000 2006 Mt. Olivet Road and Hwy. 3 Intersection Install turn lanes on Mt. Olivet Road to improve traffic flow. 1 2 $ 256,000 2006-2007

Rider Commuter Hotline and Transit Route Matching Service Education materials and route matching customer response operating system via phone an d internet 456 342 $ 84,000 2009-2011

Expanded Transit Service on Saturdays for Rider Transit System Provide transit service on Saturdays for Rider Transit System to supplement weekday service 22 $ 480,557 2006-2008

GEM Electric Vehicle for Concord PD Purchase 2 electic powered vehicles for the Concord Police Department for Parking Enforcement and raceway/greenway patrol. 6 5 $ 19,200 2006

Free Transit Service during Race Weeks at Lowe's Motor Speedway Provide free transit service for 2 weeks a year during the Charlotte Motor Speedway Race Weeks 26 20 $ 141,348 2007-2009

Dale Earnhardt Blvd Sidewalk Install 3,379 linear feet of sidewalk on Dale Earnhardt Boulevard from to encourage pedestrian travel to Kannapolis Middle School and various businesses and shopping centers 70 22 $ 211,200 2010

Intersection Improvements to Poplar Tent and US 29 Construct additional turn lanes at the intersection of Poplar Tent Road and US 29 76 66 $ 325,200 2008-2009

Town of Mt. Pleasant sidewalk project Construct sidewalks to connect neighborhoods and town hall 20 7 $ 56,000 2010 Town of Harrisburg sidewalk project Construct sidewalks to connect neighborhoods and town center 40 14 $ 300,000 2010 Town of Mt. Pleasant sidewalk project Construct sidewalks to connect neighborhood and school 20 7 $ 120,000 2010 McEachern Greenway Downtown Connector Construct a 1/2 mile greenway connector to the downtown Corban Park. 35 7 $ 312,800 2009

Oakwood Avenue Sidewalk Install 7,000 linear feet of sidewalk fron Windsor Avenue to Shad y Brook School to encoura g e p edestrian travel to school 20 7 $ 232,000 2010

Fisher Street Sidewalk Install 5,000 linear feet of sidewalk alon g full len g th of Fisher Street to encoura g e p edestrian access to North Cabarrus Park 20 7 $ 200,000 2010 Intersection Improvements to US 601 and NC 3 Construct additional turn lanes at the intersection of US 601 and NC 3 24 19 $ 768,000 2010-2011 7 Years Totals - Kilograms 916 525

CABARRUS COUNTY TOTAL $ 3,546,305

GRAND TOTAL OF CR MPO CMAQ PROJECT REQUEST Total Cost 6,899,879 $ID STATE PROJECT RECIPIENT PROJECT DESCRIPTION 75 NC Western North Carolina Regional Air Quality A Retrofit 349 school buses with DOCs (state grant). 76 NC Mecklenburg County Schools At least 21 school buses with DOCs. 89 NC Iredell County Schools State grant - DOCs on 58 school buses 90 NC Greensboro Schools State grant - DOCs on 100 school buses 91 NC Wake County Schools State grant - DOCs on 268 school buses 92 NC Ft. Bragg Schools Retrofit 16 buses with DOCs and 26 buses with DOCs and crankcase filters using state grant 93 NC Mecklenburg County Schools State grant - DOCs on 90 school buses 94 NC Eastern Band of Cherokees Tribal grant - 22 school buses with DOCs 95 NC Mecklenburg County, Charlotte Diesel retrofit grant - 58 school buses with DOCs. 97 NC Rowan County TSE - 50 spaces 98 NC Rowan County/Salisbury Public Schools Retrofit 116 school buses with state grant DOC = 93; DOC + Crank Case = 23 99 NC Western North Carolina Regional Air Quality A Diesel retrofit grant - DOCs on 88 buses
100 NC Charlotte Charlotte Area Transit System (CATS) - DPF and ULSD on 9 transit buses 102 NC SC Dept of Health and Env Control Proj in Mebane, NC funded through SC DHEC - Mebane - TSE - 58 spaces 295 NC Mecklenburg County Schools retrofit 66 school buses with DOCs 296 NC Mecklenberg County fleet retrofit 100 city and county sanitation trucks with DOCs 297 NC Town of Cary municipal fleet biodiesel (B20 blend) used in municipal fleet 305 NC City of Chapel Hill biodiesel (B20) in municipal fleet
306 NC North Carolina DOT Biodiesel (B20) in maintenance fleet
307 NC Durham Public Schools Biodiesel (B20) in 325 school buses
308 NC Town of Garner Biodiesel (B20) for municipal truck fleet 309 NC City of Raleigh Biodiesel (B20) in municipal fleet 310 NC Wake County Biodiesel (B20) in county fleet 311 NC Raleigh-Durham Airport Biodiesel (B20) in airport vehicles 312 NC City of Greensboro Biodiesel (B20) in municipal fleet
313 NC Town of Carrboro Biodiesel (B20) in municipal fleet 314 NC Chatham County Schools Biodiesel (B20) in school buses 315 NC Duke University Biodiesel in University fleet 316 NC North Carolina State University Biodiesel (B20) in University fleet 465 NC Mecklenberg County Air Quality Agency Retrofit 20 school buses with DOCs 466 NC Mecklenberg County Schools Retrofit 40 school buses with DPFs as part of a Federal SEP
467 NC Charlotte Purchase 12 new CNG school buses (only 4 in operation now) 468 NC Guilford County Schools Retrofit 123 school buses with DOCs 469 NC Henderson County Schools Retrofit 65 school buses with DOCs 

### EPA National Clean Diesel Database All Projects (Last Modified Date) Report Wednesday, October 11, 2006 04:51 PMProject recipientProject descriptionStart DateCompletion dateCabarrus County Schools48 school buses retrofitted: DOCs & CCV2006 MSERG (state grant)Cabarrus County SchoolsBiodiesel equipment: Refueling tanks and pumps2006 MSERG (state grant)City of Salisbury (Cabarrus County)Anti-Idle Policy for city owned vehiclesGaston County Schools95 school buses retrofitted: DOCs2006 MSERG (state grant)Gaston County LandfillBiodiesel fuel (B20) in off-road landfill vehiclesbiodiesel pilot grant - Started in June 2006ongoingLincoln County Schools48 school buses retrofitted: DOCs2006 MSERG (state grant)Mecklenburg and Wake County Schools 2 OEM Plug-in Hybrid Electric School Buses,2005 & 2006 MSERG (state grant)Mecklenburg County & City of Charlotte Install DOCs on city and county solid waste vehicles2005 MSERG (state grant)Jun-06Charlotte/Mecklenburg County Schools GPS (local, speed, engine status tracking and reporting) 2006 MSERG (state grant)Jul-07City of Concord (Mecklenburg County) No Idle Policy for city owned vehiclesTown of Matthews (Mecklenburg County) Biodiesel fuel (B20) used in Municipal fleetbiodiesel pilot grant - Started in June 2005ongoingUnion CountyBiodiesel fuel (B20) used in 11 Public Works vehicles Started in 2005ongoingCity of Monroe (Union County)Biodiesel (B20) in municipal fleetStarted in July 2004ongoingNC Department of TransportationBiodiesel (B20) in maintenance fleetNAongoingDuke PowerPrivate fleet use of B20 in 37 vehiclesongoingCumberland County Schools55 school buses retrofitted: DOCs & CCV2006 MSERG (state grant)TCA Idle Aire-TSE ParkingGreensboro, NC at I-85/I-40 & Hwy 61, Exit 138 ( 75 spots) Summer 2006Sept. 15, 2006North Carolina Zoo (Randolph County) Grant used to purchase processor to produce biodiesel. 2005 MSERG (state grant)Blue Ridge BiofuelsTank truck purchase for biodiesel distribution and oil2005 MSERG (state grant)Jun-06Filter Specialty Inc (Sampson County near I-95 Purchase 2 biodiesel storage tanks (8,000 gallons each) and2005 MSERG (state grant)Mid 07Carolina Coastal Railway (Beaufort County) Idle reduction: APU for locomotive in switchyard 2006 MSERG (state grant)early 2007Catawba Valley Heritage AllianceBiodiesel pump (open 24/7 to public through Bumgarner 2006 MSERG (state grant)Dec-06City of GreensboroInstallation of DOCs on trucks.2006 MSERG (state grant)Jan-07High County Biofuels (Watauga County) Biodiesel Equipment: storage & tank truck2006 MSERG (state grant)Pasquotank CountyBiodiesel infrastructure (two B20 pumps) for county 2006 MSERG (state grant)Spring 2007City of GreensboroBiodiesel fuel (B20)Early 2002ongoingWake Forest UniversityConsortium of biology and chemistry professors at WFU is building a 300 gallon reactor to process 2,000 gallons of fryer oil froCity of GreensboroNo Idle Policy for city owned vehiclesBuncombe CountyBiodiesel (B5 and B2) use in municipal fleetMetropolitan Sewerage DistrictBiodiesel fuel used in municipal fleet2003 ongoingEastern Band of CherokeeBiodiesel (B20) in Transit Shuttles, 6 School Buses, trucks and tractorsnew projectNC A&T (Greensboro, NC)Biodiesel (B20) use in State University fleet2002 ongoingTown of CaryBiodiesel (B20) in Municipal fleet2006 ongoingTown of Chapel HillBiodiesel (B20) in Muncipal fleetongoingNC State UniversityBiodiesel (B20) in University fleetJacksonvilleBiodiesel (B20) in municipal fleetSep-06 ongoing