Appendix L 

Attainment Test 
Attainment Test i 

The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone Appendix L 

North Carolina Attainment Demonstration June 15, 2007 
Attainment 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 Recommendation for Defining “Nearby” Cells............................................ 2 

Table 2-2 Metrolina Attainment Test Results for 2009.................................................................. 4 

Table 3.1-1 5-Year Average Alternative 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 Monitors in the Metrolina Area .......... 13 

Table 3.4-2 Utility NOx Emission Reductions since 2006 Ozone Season.................................. 15 
Attainment 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 4th 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 Severity 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 Energy facilities located in the vicinity of the 

Metrolina nonattainment area. .............................................................................................. 14 

Figure 4-1 Ozone Monitors and with Respect to the VISTAS 12km Grid................................... 19 
Attainment 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 1 
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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 demonstrate attainment. Half of the monitors in the 
Attainment 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 71 
Attainment 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 

4th 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 4th Highest) + 2*(2001 4th Highest) + 3*(2002 4th Highest) 

DVB = + 2*(2003 4th Highest) + 1*(2004 4th Highest) Equation 3.2-1 

 9 

The weighting scheme of annual 4th 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 downward 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 4th highest ozone 

concentrations for the 5-year span centered on the baseline inventory year was considered 

(Equation 3.2-2). 

 2000 4th Highest + 2001 4th Highest + 2002 4th Highest 

DVB = 2003 4th Highest + 2004 4th 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. Similarly, 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 4th 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 

≥ 90F 

May-Sep

0.080

0.085

0.090

0.095

0.100

0.105

0.110

0.115

Max 4th Highest

# Days Temperature >90F Max 4th Highest
Attainment 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 categories, 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. 
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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 Persistence-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 Cij_85) of Hourly & Daily Max O3

60

65

70

75

80

85

90

95

100

Persistance Severity

% Reductio

n

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 Regio

n

Orange

Yellow

Green
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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 Regio

n

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 279072
Attainment 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 nonattainment 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 values. 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 68.5 
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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 Metrolina 
Attainment 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 Duke 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 the 
Attainment 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 technology. 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 safe 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 emissions 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: Gaston 
Attainment 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. Although 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 County 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 PM2.5 

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 highest 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 Monitoring 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 km2

, 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 twice that of the statewide monitor density (on 

average a monitor every 1,278 km2

). 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 Grid 
Attainment 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 Governments 
Attainment Test 

The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone

North Carolina Attainment Demonstration

 21 

 Appendix L 

June 15, 2007
I-77 High Occupancy Vehicle Lanes One-Year Evaluation Report i

Table of Contents 

EXECUTIVE SUMMARY ............................................................................................................ 1

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

HOV LANE OBJECTIVES.......................................................................................................... 3

EVALUATION OR PERFORMANCE MEASURES.................................................................... 3

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

VEHICLE VOLUMES....................................................................................................................3

TOTAL PERSON THROUGHPUT...................................................................................................4

TRAVEL TIMES ..........................................................................................................................6

SAFETY ....................................................................................................................................8

MODAL IMPACTS.................................................................................................................... 10

TRANSIT RIDERSHIP AND PARK-AND-RIDE LOT USAGE .............................................................10

VANPOOLS..............................................................................................................................11

PUBLIC OPINION SURVEYS .................................................................................................. 11

List of Figures and Tables 

FIGURE 1. I-77 HOV LANE AND COUNT/MONITORING LOCATIONS ..................................................................2

TABLE 1. DAILY AND PEAK HOUR TRAFFIC VOLUMES FOR I-77 MEASURED NEAR CINDY LANE..........................4

TABLE 2. AM PEAK HOUR MODE SHARES FOR SOUTHBOUND I-77 MEASURED NEAR LAKEVIEW ROAD.............4

TABLE 3. PM PEAK HOUR MODE SHARES FOR NORTHBOUND I-77 MEASURED NEAR LAKEVIEW ROAD.............5

TABLE 4. PERSONS PER LANE .......................................................................................................................5

TABLE 5. I-77 SOUTHBOUND TRAVEL TIMES IN AM PEAK...............................................................................6

FIGURE 2. I-77 TRAVEL TIMES, AM SOUTHBOUND – GENERAL PURPOSE LANES .............................................6

TABLE 6. I-77 NORTHBOUND TRAVEL TIMES IN PM PEAK...............................................................................7

FIGURE 3. I-77 TRAVEL TIMES, PM NORTHBOUND – GENERAL PURPOSE LANES .............................................8

TABLE 7. I-77 DATA FROM NCDOT’S ACCIDENT ANALYSIS SYSTEM ...............................................................9

TABLE 8. I-77 ACCIDENTS AND INCIDENTS, JULY 2004 – SEPTEMBER 2005 ...................................................9

TABLE 9. ROUTE 77X AND 83X WEEKDAY RIDERSHIP, NOVEMBER 2003 – OCTOBER 2005..........................10

Attainment Test 

The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone

North Carolina Attainment Demonstration

 22 

 Appendix L 

June 15, 2007
I-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 observed 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 the 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 respondents 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. 

 

Attainment Test 

The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone

North Carolina Attainment Demonstration

 23 

 Appendix L 

June 15, 2007
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 Locations 

Attainment Test 

The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone

North Carolina Attainment Demonstration

 24 

 Appendix L 

June 15, 2007
I-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 among various branches of the North Carolina 

Department of Transportation (NCDOT), the Federal Highway Administration (FHWA), the City 

of Charlotte, the contractor and designer for 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. 

Attainment Test 

The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone

North Carolina Attainment Demonstration

 25 

 Appendix L 

June 15, 2007
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 traveling 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) 

Attainment Test 

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North Carolina Attainment Demonstration

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 Appendix L 

June 15, 2007
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 observed 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. 

Attainment Test 

The Charlotte-Gastonia-Rock Hill, NC-SC 8-Hour Ozone

North Carolina Attainment Demonstration

 27 

 Appendix L 

June 15, 2007
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 - General Purpose Lanes

Gilead Rd

Mt Holly

LaSalle St

-Hunnters

-ville

Lakeside

Sunset Rd

Cindy Ln

Rd

I-485

Hambright

(Future)

WT Harris

Blvd

Cross 

Route

I-85

Brookshire

Fwy

Trade St

Travel Times 

Travel time data was collected using a global positioning 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 travel 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 Lanes 

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 Appendix L 

June 15, 2007
I-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 slightly 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 Street 

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 Appendix L 

June 15, 2007
I-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 summing 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 Lanes

LaSalle St

Mt Holly

-Hunnters

Gilead Rd

-ville

Cindy Ln

Sunset Rd

Lakeside

Rd

I-485

(Future)

WT Harris

Hambright

Blvd

Cross 

Route

I-85

Brookshire

Fwy

Trade St

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June 15, 2007
I-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 September 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 14 135 

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June 15, 2007
I-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. 

MODAL IMPACTS

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 patronage 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 644 979 137 206 

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June 15, 2007
I-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. 

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June 15, 2007
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 respondents who expressed familiarity with the I-77 

HOV lanes in the 2004 survey. 

• Nearly 17 percent of survey respondents indicated 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. 

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North Carolina Attainment Demonstration

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 Appendix L 

June 15, 2007
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 and

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 Shady Brook School to encourage pedestrian 

travel to school 20 7 $ 232,000 2010

Fisher Street Sidewalk

Install 5,000 linear feet of sidewalk along full length of Fisher Street to encourage pedestrian 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

Attainment Test 

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North Carolina Attainment Demonstration

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 Appendix L 

June 15, 2007
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 PM

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 Appendix L 

June 15, 2007
Project recipient Project description Start Date Completion date

Cabarrus County Schools 48 school buses retrofitted: DOCs & CCV 2006 MSERG (state grant)Cabarrus County Schools Biodiesel equipment: Refueling tanks and pumps 2006 MSERG (state grant)

City of Salisbury (Cabarrus County) Anti-Idle Policy for city owned vehiclesGaston County Schools 95 school buses retrofitted: DOCs 2006 MSERG (state grant) Gaston County Landfill Biodiesel fuel (B20) in off-road landfill vehicles biodiesel pilot grant - Started in June 2006 ongoing

Lincoln County Schools 48 school buses retrofitted: DOCs 2006 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 vehicles 2005 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 fleet biodiesel pilot grant - Started in June 2005 ongoing

Union County Biodiesel fuel (B20) used in 11 Public Works vehicles Started in 2005 ongoing

City of Monroe (Union County) Biodiesel (B20) in municipal fleet Started in July 2004 ongoing

NC Department of Transportation Biodiesel (B20) in maintenance fleet NA ongoingDuke Power Private fleet use of B20 in 37 vehicles ongoing

Cumberland County Schools 55 school buses retrofitted: DOCs & CCV 2006 MSERG (state grant)TCA Idle Aire-TSE Parking Greensboro, NC at I-85/I-40 & Hwy 61, Exit 138 ( 75 spots) Summer 2006 Sept. 15, 2006

North Carolina Zoo (Randolph County) Grant used to purchase processor to produce biodiesel. 2005 MSERG (state grant)

Blue Ridge Biofuels Tank truck purchase for biodiesel distribution and oil 2005 MSERG (state grant) Jun-06Filter Specialty Inc (Sampson County near I-95 Purchase 2 biodiesel storage tanks (8,000 gallons each) and 2005 MSERG (state grant) Mid 07

Carolina Coastal Railway (Beaufort County) Idle reduction: APU for locomotive in switchyard 2006 MSERG (state grant) early 2007Catawba Valley Heritage Alliance Biodiesel pump (open 24/7 to public through Bumgarner 2006 MSERG (state grant) Dec-06

City of Greensboro Installation of DOCs on trucks. 2006 MSERG (state grant) Jan-07High County Biofuels (Watauga County) Biodiesel Equipment: storage & tank truck 2006 MSERG (state grant)Pasquotank County Biodiesel infrastructure (two B20 pumps) for county 2006 MSERG (state grant) Spring 2007City of Greensboro Biodiesel fuel (B20) Early 2002 ongoing

Wake Forest University Consortium of biology and chemistry professors at WFU is building a 300 gallon reactor to process 2,000 gallons of fryer oil fro

City of Greensboro No Idle Policy for city owned vehiclesBuncombe County Biodiesel (B5 and B2) use in municipal fleet Metropolitan Sewerage District Biodiesel fuel used in municipal fleet 2003 ongoing

Eastern Band of Cherokee Biodiesel (B20) in Transit Shuttles, 6 School Buses, trucks and tractors new project

NC A&T (Greensboro, NC) Biodiesel (B20) use in State University fleet 2002 ongoingTown of Cary Biodiesel (B20) in Municipal fleet 2006 ongoingTown of Chapel Hill Biodiesel (B20) in Muncipal fleet ongoing

NC State University Biodiesel (B20) in University fleetJacksonville Biodiesel (B20) in municipal fleet Sep-06 ongoing

Attainment Test 

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North Carolina Attainment Demonstration

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 Appendix L 

June 15, 2007
Attainment Test 

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North Carolina Attainment Demonstration

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 Appendix L 

June 15, 2007
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North Carolina Attainment Demonstration

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 Appendix L 

June 15, 2007