Final Report 

DEVELOPMENT OF VERSION TWO OF THE CALIFORNIA 

INTEGRATED TRANSPORTATION NETWORK (ITN) 

AG-TS-90/210 

Prepared for: 

Mr. Vernon Hughes 

Manager, Control Strategy Modeling Section 

CalEPA- Air Resources Board 

Planning and Technical Support Division 

1001 I Street 

Sacramento, CA 

Prepared by: 

James G. Wilkinson 

Alpine Geophysics, LLC 

2076 Westwood Lane 

Eugene, OR 97401 

(541) 345.2525 

06-June-2006 
 i 

Table of Contents 

1 INTRODUCTION.......................................................................................................... 1-1

2 SOURCES OF DATA.................................................................................................... 2-1

2.1 Period Definitions ................................................................................................ 2-2 

2.2 Base Year Network Summary ............................................................................. 2-4 

2.3 Year-to-Year VMT Growth Factors by County................................................... 2-5 

2.4 Weekend Day and Weekday Factors ................................................................... 2-7 

3 METHODS TO PREPARE ITN .................................................................................. 3-1

3.1 Step 1 – Develop Consistent ARC-compatible Input Data for Each Network.... 3-1 

3.1.1 Contents of CD – Raw Network Data for Fresno County ....................... 3-1 

3.1.2 Contents of CD – Raw Network Data for Kern County .......................... 3-7 

3.1.3 Contents of CD – Raw Network Data for Kings County......................... 3-8 

3.1.4 Contents of CD – Raw Network Data for Madera County...................... 3-8 

3.1.5 Contents of CD – Raw Network Data for Merced County...................... 3-8 

3.1.6 Contents of CD – Raw Network Data for the Metropolitan Transport 

Commission (MTC) Network.................................................................. 3-9 

3.1.7 Contents of CD – Raw Network Data for the Sacramento Metropolitan 

(SACMET) Region .................................................................................. 3-9 

3.1.8 Contents of CD – Raw Network Data for San Diego County ............... 3-10 

3.1.9 Contents of CD – Raw Network Data for San Joaquin County............. 3-10 

3.1.10 Contents of CD – Raw Network Data for Santa Barbara County.......... 3-11 

3.1.11 Contents of CD – Raw Network Data for the Southern California 

Association of Governments (SCAG) ................................................... 3-11 

3.1.12 Contents of CD – Raw Network Data for Stanislaus County................ 3-12 

3.1.13 Contents of CD – Raw Network Data for the California Statewide 

Network.................................................................................................. 3-12 

3.1.14 Contents of CD – Raw Network Data for Tulare County...................... 3-13 

3.2 Step 2 – Add Commercial VMT to Caltrans Statewide Network...................... 3-13 

3.3 Step 3 – Merge Local Networks into One Consistent Network......................... 3-16 

3.3.1 Summary of ITN v.2.0........................................................................... 3-17 

3.3.2 Potential Spatial Error in ITN................................................................ 3-20 

4 EXAMPLE VMT DISTRIBUTIONS ........................................................................ 4-21

5 CONCLUSION ............................................................................................................ 5-29

6 REFERENCES............................................................................................................... 6-1

A APPENDIX A: RESPONSE TO COMMENTS ON DRAFT FINAL ITN REPORT

......................................................................................................................................... A-1

A.1 Comments in Regards to Excluding the Madera, SCAG, and San Diego Networks

............................................................................................................................. A-1 

A.2 Comments Regarding Suspect Problems in Hourly VMT Distribution ........... A-33 
 ii 

A.3 Comments Regarding Other Issues................................................................... A-33 
 iii 

List of Figures 

Figure 2-1. Typical diurnal patterns for link-based VMT for each EMFAC20002 vehicle class. 

The example shown here is for July 2000 for Alameda County. Please note that five vehicle 

classes have identical patterns: PC; LDT1; LDT2; MDV; and MC. Also note that classes such as 

school bus (SB) and motor homes (MH) have periods where EMFAC2002 indicates no activity 

(i.e., fraction of VMT is zero). For example, EMFAC2002 indicates that MH exhibits no activity 

during the hours of 0400 and 0500. ............................................................................................. 2-8 

Figure 2-2. Estimated hourly link-based VMT (miles) for all vehicle categories in Alameda 

County in July 2002..................................................................................................................... 2-9 

Figure 2-3. Estimated hourly link-based VMT (miles) for selected classes in Alameda County in 

July 2002...................................................................................................................................... 2-9 

Figure 2-4. Estimated hourly link-based VMT (miles) for selected classes in Alameda County in 

July 2002...................................................................................................................................... 2-9 

Figure 3-1. Relationships among the ITN v.2.0 data tables........................................................ 3-7 

Figure 3-2. Version two of the Integrated Transportation Network (ITN v.2.0) for California. 

The green, purple, yellow, cyan and blue links indicate portions of the ITN developed from 

network data that were supplied by local MPOs. The black links indicate portions of the ITN 

developed from the Statewide network that was supplied by Caltrans. The green box shows the 

extent of the CCOS air quality modeling domain. The red lines indicate the extent of California 

counties as well as the extent of the pseudo-transportation analysis zones used in the gravity 

model. The blue boxes indicate the approximate locations of the external stations................. 3-15 

Figure 3-3. Link-based ITN v.2.0. County boundaries are in red. The Caltrans statewide 

network is in black. The various individual networks are in colors other than black or red. The 

190 by 190 04 km CCOS emissions modeling is shown as the green box................................ 3-18

Figure 3-4. TAZ-based ITN v.2.0. County boundaries are in red. The Caltrans statewide TAZ 

boundaries are in black. The various individual TAZs are in colors other than black or red. The 

190 by 190 04 km CCOS emissions modeling is shown as the green box................................ 3-19

Figure 4-1. Fleet VMT distribution on 16 July 2000 at 2300 hours......................................... 4-22 

Figure 4-2. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0500 hours.

.................................................................................................................................................... 4-22 

Figure 4-3. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0600 hours.

.................................................................................................................................................... 4-23 

Figure 4-4. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0700 hours.

.................................................................................................................................................... 4-23 

Figure 4-5. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0800 hours.

.................................................................................................................................................... 4-24 

Figure 4-6. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0900 hours.

.................................................................................................................................................... 4-24 

Figure 4-7. VMT distribution for gasoline fueled HHDT7 vehicles on 16 July 2000 at noon. 4-25 
 iv 

Figure 4-8. VMT distribution for diesel fueled HHDT7 vehicles on 16 July 2000 at noon..... 4-25 

Figure 4-9. VMT distribution for diesel fueled school buses on 16 July 2000 at 0500 hours.. 4-26 

Figure 4-10. VMT distribution for diesel fueled school buses on 16 July 2000 at 0600 hours.... 4-

26 

Figure 4-11. VMT distribution for diesel fueled school buses on 16 July 2000 at 0700 hours.... 4-

27 

Figure 4-12. VMT distribution for diesel fueled school buses on 16 July 2000 at 0800 hours.... 4-

27 

Figure 4-13. VMT distribution for diesel fueled school buses on 16 July 2000 at 0900 hours.... 4-

28 
 v 

List of Tables 

Table 2-1. Source and projection parameters for each network used to create the ITN. Network 

names qualified by an ‘*’ indicates that this network is newer than that used in the ITN v.1.0. 2-1 

Table 2-2. Period definitions for each network used to develop the ITN................................... 2-3 

Table 2-3. Summary of link counts and VMT for each network used to create the ITN. Network 

names qualified by an ‘*’ indicates that this network is newer than that used in the ITN v.1.0. 2-4 

Table 2-4. Year-to-Year VMT growth by county (FHwA 2001a, b, c, d, e; USEPA 2001)...... 2-6 

Table 3-1. Consistent link-based ARC/Info attribute table used to create the ITN v.2.0........... 3-2 

Table 3-2. Consistent node-based ARC/Info attribute table used to create the ITN v.2.0. ........ 3-3 

Table 3-3. ITN v.2.0 hourly link volumes and speeds by vehicle class. .................................... 3-4 

Table 3-4. Consistent TAZ-based ARC/Info attribute table used to create the ITN v.2.0. ........ 3-4 

Table 3-5. ITN v.2.0 hourly TAZ volumes, speeds, productions and attractions by vehicle class.

...................................................................................................................................................... 3-5

Table 3-6. Default hourly vehicle mix from EMFAC2002 (ASCII file 

vmt_frac_dump_by_hour_vehicle_class.dat). ............................................................................. 3-5 

Table 3-7. Default hourly trip counts from EMFAC2002 (ASCII file trip_dump.dat).............. 3-5 

Table 3-8. Default hourly speeds from EMFAC2002 (ASCII file speed_dump.dat)................. 3-6 
 vi 

ARC, ARC/Info, ARCedit, ARCplot, and ARC AML are copyrights © and registered 

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Drive, Cary, North Carolina 27513, USA. 

Microsoft is a registered trademark ® of Microsoft Corporation, Redmond, WA. Excel 

2000 and Visual Basic are copyrights © of Microsoft Corporation. 
1-1 

1 INTRODUCTION 

This report is a revision to “Development of the California Integrated Transportation 

Network (ITN)” prepared by Wilkinson (2004). It has been revised to reflect the addition of new 

networks to the ITN as well as to reflect changes in data such as the hourly distribution of 

vehicle types and hourly distribution of VMT. The techniques described in Wilkinson (2004) 

were modified to prepare the second version of the ITN. Where necessary, the new data are also 

described. 

Currently more than a dozen Metropolitan Planning Organizations (MPOs) as well as the 

California Department of Transportation (Caltrans) model transportation demand over various 

components of the California on-road transportation network. These individual networks have 

been used in past air quality modeling studies to aid in estimating emissions from on-road mobile 

sources. For urban scale air quality modeling domains (i.e., on the order of 300 km by 300 km), 

it was feasible to routinely use one or two of these individual networks to help estimate on-road 

mobile source emissions. However, as the extent of air quality modeling domains has grown to 

encompass regions on the order of 600 km by 600 km or larger, utilization of individual 

transportation networks to help estimate on-road mobile source emissions has grown much more 

difficult. 

In an effort to help streamline the process of utilizing the individual transportation 

networks for use in estimating on-road mobile source emissions estimates, the California Air 

Resources Board proposed to develop a California statewide Integrated Transportation Network 

(ITN). Version one of the ITN, which is a seamless on-road transportation network covering the 

entire state of California, resulted from the integration of local MPO transportation networks as 

well as the Caltrans statewide network (Seitz, 2001). Version two of the ITN is similar to 

version one though version two utilizes a new Caltrans statewide network (Adamu, 2004) and 

incorporates additional MPO transportation networks. Further, ITN v.2.0 incorporates not only 

link-based networks but also incorporates the polygon-based transportation analysis zone (TAZ) 

coverages from each network. The inclusion of the TAZ coverages in ITN v.2.0 allows for the 

distribution of intrazonal VMT along links in the TAZ contrasted with the treatment of intrazonal 

VMT as single points (i.e., TAZ centroids) with ITN v.1.0. 

The ITN is being used to develop inputs to version four of the Direct Travel Impact 

Model (DTIM) (Fieber and Ireson, 2001). DTIM coupled with EMFAC2002 (ARB, 2004), are 

used to estimate on-road mobile source emissions for the Central California Ozone Study 

(CCOS) (Fujita et al., 2001). Though the initial application of ITN will be for the CCOS, the 

ITN will also be useful in other studies of air quality for both ozone and particulate matter 

throughout California. 

This report documents the development of version two of the ITN (ITN v.2.0). In 

Section Two, we discuss the source of the data that were used to develop the ITN v.2.0. And in 

Section Three, we discuss how the data were integrated to prepare the ITN v.2.0. 
2-1 

2 SOURCES OF DATA 

The ITN v.2.0 is the result of combining numerous local MPO transportation networks 

and the Caltrans statewide transportation network. Table 2-1 identifies the networks that were 

used to prepare the ITN v.2.0, the counties represented in the network, the source of the data, and 

the network map projection parameters. The map projection parameters are necessary so that the 

networks can be cast in a consistent map projection (e.g., geographic coordinates). 

Table 2-1. Source and projection parameters for each network used to create the ITN. Network names 

qualified by an ‘*’ indicates that this network is newer than that used in the ITN v.1.0. 

Network Counties In 

Network 

Native 

Map 

Projection

Parameters 

Date Data 

Were 

Received 

Base 

Year of 

Data 

Information 

Provided By 

*Statewide All California 

Counties Albers 

Datum: NAD83 

Units: meters 

1

st standard parallel: 34 0 0.0 

2

nd standard parallel: 40 30 0.0 

central meridian: -120 0 0.0 

latitude of origin: 0 0 0.0 

False easting: 0.0 

False northing: -4,000,000.0 

20-Oct-2004 2000 

Mr. Ayalew Adamu 

California Department of 

Transportation 

Transportation System 

Information 

PO Box 942873 

Sacramento, CA 94273 

916.653.2840 

*Kern Kern Stateplane

Datum: NAD27 

CA Zone: V 

ESRI Zone: 3376 

FIPS: 0405 

Units: feet 

30-Aug-2004 1998 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org

*Madera Madera Stateplane

Datum: NAD27 

CA Zone: III 

ESRI Zone: 3326 

FIPS: 0403 

Units: feet 

Conflation parameters were 

inferred from the data. 

25-Aug-2004 2000 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org

*Merced Merced Stateplane

Datum: NAD83 

CA Zone: III 

ESRI Zone: 3326 

FIPS: 0403 

Units: feet 

30-Aug-2004 2000 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org

*Fresno Fresno Stateplane

Datum: NAD27 

CA Zone: IV 

ESRI Zone: 3351 

FIPS: 0404 

Units: feet 

30-Aug-2004 2000 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org

*Kings Kings Stateplane

Datum: NAD83 

CA Zone: IV 

ESRI Zone: 3351 

FIPS: 0404 

Units: feet 

25-Aug-2004 2000 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org

*San Joaquin San Joaquin Stateplane

Datum: NAD83 

CA Zone: III 

ESRI Zone: 3326 

FIPS: 0403 

Units: feet 

03-Sep-2004 1999 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org

*Stanislaus Stanislaus Stateplane

Datum: NAD83 

CA Zone: III 

ESRI Zone: 3326 

FIPS: 0403 

Units: feet 

31-Aug-2004 2000 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org
2-2 

Network Counties In 

Network 

Native 

Map 

Projection

Parameters 

Date Data 

Were 

Received 

Base 

Year of 

Data 

Information 

Provided By 

*Tulare Tulare Stateplane

Datum: NAD83 

CA Zone: IV 

ESRI Zone: 3351 

FIPS: 0404 

Units: feet 

25-Aug-2004 2000 

Mr. Mike Bitner 

Fresno Council of 

Governments 

(559) 233-4148 

mbitner@fresnocog.org

*SCAG 

Los Angeles

Ventura

Orange

San Bernardino

Riverside

UTM 

Datum: NAD83 

Units: meters 

Zone: 11 

Conflation parameters were 

inferred from the data. 

30-Nov-2004 2000 

Mr. Srinivasa Bhat 

Southern California 

Association of 

Governments 

bhat@scag.ca.gov 

*San Diego San Diego Stateplane

Datum: NAD83 

CA Zone: VI 

ESRI Zone: 3401 

FIPS: 0406 

Units: feet 

08-Apr-2005 2000 

Mr. Bill McFarlane 

San Diego Association of 

Governments 

San Diego, CA 

619.699.1976 

bmc@sandag.org

*MTC 

Alameda 

Contra Costa 

Marin 

Napa 

San Francisco

San Mateo 

Santa Clara 

Solano 

Sonoma 

UTM 

Datum: NAD83 

Units: meters 

Zone: 10 

01-Dec-2004 2000 

Mr. Chuck Purvis 

Metropolitan 

Transportation 

Commission (MTC) 

Oakland, CA 

510.464.7731 

cpurvis@mtc.ca.gov

SACMET 

El Dorado 

Placer 

Sacramento 

Sutter 

Yolo 

Stateplane

Datum: NAD27 

ESRI Zone: 3301 

CA Zone: II 

FIPS: 0402 

Units: feet 

Projection parameters were 

inferred from data. Note that an x 

and y translation of 1,934,500.0 

feet and 123,250.0 feet respectively 

were determined by trial and error 

and added to the network 

coordinates so that the network 

would properly align to county 

boundaries. 

17-Jul-2001 1999 

Mr. Ed Yotter 

California Air Resources 

Board 

Sacramento, CA 

916.445.3300 

eyotter@arb.ca.gov

Imperial Not used since network conflation parameters could not be determined. 

San Luis 

Obispo Not used since network conflation parameters could not be determined. 

The counties that did not have a specific transportation network associated with them 

other than the Statewide network include: Alpine; Amador; Butte; Calaveras; Colusa; Del Norte; 

Glenn; Humboldt; Imperial; Inyo; Lake; Lassen; Mariposa; Mendocino; Modoc; Mono; 

Monterey; Nevada; Plumas; San Benito; San Luis Obispo; Santa Cruz; Shasta; Sierra; Siskiyou; 

Tehama; Trinity; Tuolumne; and Yuba. 

2.1 Period Definitions 

In many instances, the data that were used to produce the ITN also included such 

information as average transit times on links, roadway names, and average speeds and volumes 
2-3 

by period of the day (e.g., AM peak period, PM peak period, off-peak period, mid-day period). 

These data varied by network. For example, the AM period for the Los Angeles County network 

[i.e., 0500-0600, 0600-0700, 0700-0800 military] was not the same as an AM period for the 

Sacramento County network [i.e., 0600-0700, 0700-0800, 0800-0900 military]. Table 2-2 shows 

the periods of the day by network. The source of the period data is the same as that as identified 

in Table 2-1 unless otherwise noted. Further, some of the volume, production, and attraction 

data were supplied by trip type (e.g., a home-to-school trip, a home-to-work trip). Unlike ITN 

v.1.0 where trip type data stratification was maintained, all trip type stratified data in ITN v.2.0 

were aggregated into total trips by period of day. This was done because (1) trip type 

stratification has no bearing on the outcome of the emissions estimates and (2) maintaining such 

stratified data in ARC/Info, which is the underlying software framework for the ITN, was 

problematic. Further, data such as peak periods were not made consistent across the networks 

(e.g., the AM peak period for Sacramento was not altered to be consistent with the AM peak 

period for Los Angeles). 

Table 2-2. Period definitions for each network used to develop the ITN. 

Period Network AM-Peak Mid-day Peak PM-Peak Off-Peak 

Statewide Data were for daily values 

Kern 0700-0900 1100-1400 1500-1800 

0000-0700 

0900-1100 

1800-2400 

Madera Data were for daily values 

Merced Data were for daily values 

San Joaquin 0600-0800 1500-1700 

0000-0600 

0800-1500 

1700-2400 

Stanislaus Data were for daily values

Tulare 0700-1000 1500-1800 

0000-0700 

1000-1500 

1800-2400 

Kings Data were for daily values

Fresno 0700-1000 1500-1800 

0000-0700 

1000-1500 

1800-2400 

SCAG 0500-0800 0800-1400 1400-1800 0000-0500 

1800-2400 

Santa Barbara 0700-0800 1600-1700 

0000-0700 

0800-1600 

1700-2400 

San Diego Hourly data were provided by link and by vehicle class 

MTC (MTC, 

2004) 0700-0900 1600-1800 

0000-0700 

0900-1600 

1800-2400 

SACMET 0600-0900 1500-1800 0000-0600 

0900-1500 
2-4 

Period Network AM-Peak Mid-day Peak PM-Peak Off-Peak 

1800-2400 

Imperial Not used since network conflation parameters could not be determined.

San Luis Obispo Not used since network conflation parameters could not be determined.

2.2 Base Year Network Summary 

Table 2-3 identifies the base year, the link count, the link-based vehicle miles traveled 

(VMT), and the TAZ related data for each of the networks. The link- and TAZ-based VMT, as 

well as TAZ trip counts, are representative of an average weekday for peak summer travel for the 

year 2000 (i.e., the link and TAZ VMT and the TAZ trips reflect growth from the base year, as 

indicated in Table 2-3, to the year 2000). In California, peak summer travel occurs during the 

month of August (Caltrans 2002b). For the most part, the link counts and VMT data in Table 2-3 

contain estimates only for the links that were used to prepare ITN v.2.0. That is, link counts and 

VMT do not include data for the gateway nodes, also known as cordon nodes, where it was 

possible to exclude the gateway nodes. Gateway nodes are used in the local transportation 

networks to estimate traffic that (1) originates outside the local transportation network but 

terminates within the local network (i.e., an external-to-internal trip), (2) originates inside the 

local transportation network but terminates outside the local network (i.e., an internal-to-external 

trip), or (3) originates and terminates outside the local transportation network but traverses some 

portion of the local network (i.e., an external-to-external trip). Since the gateway nodes contain 

estimates of trip counts for adjoining networks, the gateway nodes and their associated data are 

dropped from processing, where possible, during the network integration and reconciliation 

process since these data are presumably provided as components of data from adjoining 

networks. 

Please note that the Tulare, Kings, Fresno, Merced, San Joaquin, Stanislaus, Kern and 

MTC networks had specific nodes that were identified as cordon nodes. These nodes were 

dropped during the process of creating the ITN v.2.0 (i.e., cordon node volumes were deleted 

during the network integrations and reconciliation process). However, some networks, (e.g., 

SACMET and Ventura), had nodes that looked suspiciously like cordon nodes (i.e., nodes at the 

boundaries of the network with unusually high travel volumes that were inconsistent with travel 

volumes immediately connected to the suspected cordon node). Though since there was no 

definitive evidence that indeed these suspicious nodes were cordon nodes, these suspicious nodes 

were included as components in the overall ITN creation effort. Hence, it is possible that for 

networks like SACMET and Ventura, travel volumes and VMT may be artificially inflated. 

Table 2-3. Summary of link counts and VMT for each network used to create the ITN. Network names 

qualified by an ‘*’ indicates that this network is newer than that used in the ITN v.1.0. 

Network Base 

Year Link Count Link-based VMT (miles) 

TAZ-based 

VMT (miles) 

TAZ Trip 

Productions 

TAZ Trip 

Attractions 

*Statewide 2000 3,348 69,119,942 1,234,341 3,528,361 3,656,862 

*Kern 1998 10,378 19,215,223 4,176,958 3,927,633 3,927,633 

*Madera 2000 3,541 3,336,380 240,997 1,318,224 1,424,637 

*Merced 2000 6,406 9,889,523 292,217 4,195,030 5,503,110 

*San Joaquin(2) 1999 8,560 13,903,073 362,237 850,581 853,744 

*Stanislaus 2000 7,210 9,705,944 113,224 2,230,667 2,969,799 
2-5 

Network Base 

Year Link Count Link-based VMT (miles) 

TAZ-based 

VMT (miles) 

TAZ Trip 

Productions 

TAZ Trip 

Attractions 

*Tulare 2000 15,120 14,773,534 4,012,355 4,704,633 4,704,633 

*Kings 2000 4,637 3,274,029 885,739 792,079 792,079

*Fresno 2000 19,680 28,344,379 6,059,957 5,361,244 5,351,059 

*Santa Barbara 2000 5,339 9,581,387 1,161,954 1,051,387 1,051,387 

*San Diego 2000 27,636 79,602,675 1,066,279 5,411,359 5,403,216 

SCAG 

SCAG 2000 89,474 373,072,370 2,358,055 8,781,690 8,791,874 

*Los Angeles 2000 46,926 192,864,334 1,197,114 4,497,589 4,504,452 

*Ventura 2000 4,628 19,066,770 282,839 505,452 503,035 

*San Bernardino 2000 12,795 49,866,215 345,687 852,426 858,414 

*Orange 2000 14,725 67,326,148 232,465 1,747,282 1,748,044 

*Riverside 2000 10,400 43,948,903 299,950 1,178,941 1,177,929 

MTC 

MTC 2000 29,856 138,650,838 471,258 5,752,439 7,370,648 

*Alameda 2000 6,808 31,527,108 92,623 754,986 940,802 

*Contra Costa 2000 3,859 17,977,602 47,521 127,421 127,421 

*Marin 2000 1,086 6,092,371 4,255 81,498 81,498 

*Napa 2000 444 2,097,669 33,340 133,939 141,043 

*San Francisco 2000 3,954 8,161,786 27,412 141,479 141,479 

*San Mateo 2000 2,958 16,936,172 76,440 1,127,484 1,517,106 

*Santa Clara 2000 7,431 37,421,613 173,963 2,814,074 3,809,477 

*Solano 2000 1,836 9,543,567 14,177 469,514 509,778

*Sonoma 2000 1,480 8,892,950 1,527 102,044 102,044 

SACMET 

SACMET 1999 15,405 45,413,073 115,140 3,431,982 3,431,982 

Placer 1999 1,918 7,305,299 63,244 2,086,464 2,086,464 

Sutter 1999 134 2,742,999 13,691 202,691 202,691 

El Dorado 1999 1,864 3,973,800 26,655 372,058 372,058 

Yolo 1999 1,853 4,567,088 9,919 252,396 252,396 

Sacramento 1999 9,636 26,823,887 1,631 518,373 518,373 

Other Counties 

Imperial Not used since network conflation parameters could not be determined 

San Luis Obispo Not used since network conflation parameters could not be determined 

(1) Of this total, 35,507,120 miles were estimated to be from commercial truck travel as 

documented in Section 3.2. 

(2) The original San Joaquin county network covered counties adjoining San Joaquin 

County. The original number of links in the network was 13,562. Only the links covering 

San Joaquin County were used to develop ITN v.2.0 since other MPOs provided data for the 

counties abutting San Joaquin. The VMT and trip counts shown in the table reflect the data 

specific to the links in San Joaquin. 

2.3 Year-to-Year VMT Growth Factors by County 

Because the local transportation networks contained data that represented a variety of 

years, it was necessary to collect data so that VMT could be projected to a consistent year. For 

purposes of this study, the common year was 2000. Table 2-4 shows the year-to-year projection 

factors that were developed from US Federal Highway Administration Highway Performance 

Monitoring System (HPMS) data and US EPA data (FHwA 2001a, b, c, d, e; USEPA 2001). 

Because these data were developed at the county level, VMT for every vehicle class on every 
2-6 

link will be grown by an equal factor. That is, there is no link-to-link VMT growth factor 

variation. 

Table 2-4. Year-to-Year VMT growth by county (FHwA 2001a, b, c, d, e; USEPA 2001). 

FIPS County ID – 

County Name 1995-1996 1996-1997 1997-1998 1998-1999 1999-2000 

1 – Alameda 0.0024 0.0128 0.0363 0.0328 0.0328 

3 – Alpine 0.0292 0.0292 0.0292 0.0292 0.0292 

5 – Amador 0.0292 0.0292 0.0292 0.0292 0.0292 

7 – Butte 0.4863 -0.0480 -0.2192 0.0000 0.0000 

9 – Calaveras 0.0292 0.0292 0.0292 0.0292 0.0292 

11 – Colusa 0.0292 0.0292 0.0292 0.0292 0.0292 

13 – Contra Costa 0.0079 0.0688 0.0287 0.0515 0.0515 

15 – Del Norte 0.0292 0.0292 0.0292 0.0292 0.0292 

17 – El Dorado 0.0379 0.0379 0.0379 0.0379 0.0379 

19 – Fresno 0.0012 0.1017 0.0425 0.0110 0.0110 

21 – Glenn 0.0292 0.0292 0.0292 0.0292 0.0292 

23 – Humboldt 0.0291 0.0291 0.0291 0.0291 0.0291 

25 – Imperial 0.0292 0.0292 0.0292 0.0292 0.0292 

27 – Inyo 0.0292 0.0292 0.0292 0.0292 0.0292 

29 – Kern 0.0178 0.0600 0.0122 0.0352 0.0352 

31 – Kings 0.0291 0.0291 0.0291 0.0291 0.0291 

33 – Lake 0.0292 0.0292 0.0292 0.0292 0.0292 

35 – Lassen 0.0292 0.0292 0.0292 0.0292 0.0292 

37 – Los Angeles 0.0063 0.0184 0.0132 0.0146 0.0146

39 – Madera 0.0346 0.0346 0.0346 0.0346 0.0346 

41 – Marin 0.0188 0.0188 0.0188 0.0188 0.0188 

43 – Mariposa 0.0292 0.0292 0.0292 0.0292 0.0292 

45 – Mendocino 0.0292 0.0292 0.0292 0.0292 0.0292 

47 – Merced 0.0510 0.0423 0.0164 -0.0586 -0.0586 

49 – Modoc 0.0292 0.0292 0.0292 0.0292 0.0292 

51 – Mono 0.0292 0.0292 0.0292 0.0292 0.0292 

53 – Monterey -0.0085 -0.0974 0.1671 0.0000 0.0000 

55 – Napa -0.0054 0.0588 0.0085 0.0746 0.0746 

57 – Nevada 0.0292 0.0292 0.0292 0.0292 0.0292 

59 – Orange 0.0294 0.0294 0.0294 0.0294 0.0294 

61 – Placer 0.0371 0.0371 0.0371 0.0371 0.0371 

63 – Plumas 0.0292 0.0292 0.0292 0.0292 0.0292 

65 – Riverside 0.0065 0.0671 0.0333 0.0341 0.0341 

67 – Sacramento 0.0348 0.0278 0.0150 0.0225 0.0225 

69 – San Benito 0.0292 0.0292 0.0292 0.0292 0.0292 

71 – San Bernardino 0.0002 0.0390 0.0355 0.0329 0.0329 

73 – San Diego 0.0111 0.0095 0.0263 0.0501 0.0501 

75 – San Francisco 0.0024 0.0128 0.0363 0.0328 0.0328 

77 – San Joaquin -0.0075 0.0655 0.0055 0.0183 0.0183 
2-7 

FIPS County ID – 

County Name 1995-1996 1996-1997 1997-1998 1998-1999 1999-2000 

79 – San Luis Obispo 0.0074 0.1995 -0.0739 0.0000 0.0000 

81 – San Mateo 0.0186 0.0186 0.0186 0.0186 0.0186 

83 – Santa Barbara 0.0032 0.2258 -0.2166 0.0232 0.0232 

85 – Santa Clara 0.0056 0.0098 0.0273 0.0453 0.0453

87 – Santa Cruz 0.0243 -0.2405 0.3965 0.0000 0.0000

89 – Shasta 0.0129 0.5773 -0.2758 0.0000 0.0000 

91 – Sierra 0.0292 0.0292 0.0292 0.0292 0.0292 

93 – Siskiyou 0.0292 0.0292 0.0292 0.0292 0.0292 

95 – Solano -0.1314 -0.2109 0.5284 0.0172 0.0172 

97 – Sonoma 0.0126 0.0820 0.0353 0.0371 0.0371 

99 – Stanislaus -0.0067 0.0672 0.0168 0.0089 0.0089

101 – Sutter 0.0276 0.0275 0.0275 0.0276 0.0276 

103 – Tehama 0.0292 0.0292 0.0292 0.0292 0.0292 

105 – Trinity 0.0292 0.0292 0.0292 0.0292 0.0292 

107 – Tulare 0.0206 0.0463 0.0596 0.0054 0.0054 

109 – Tuolumne 0.0292 0.0292 0.0292 0.0292 0.0292 

111 -- Ventura 0.0072 0.0084 0.0285 0.0501 0.0501 

113 – Yolo -0.0414 0.0247 0.1769 0.0256 0.0256 

115 – Yuba 0.0029 0.7208 -0.1068 0.0000 0.0000 

2.4 Weekend Day and Weekday Factors 

With version one of the ITN, weekend day factors were developed and applied to the 

week day ITN data such that weekend day VMT, volumes, and trips were estimated. Further, the 

diurnal variation of weekend day VMT, volumes, and trips were adjusted to reflect suspected 

hourly on-road mobile source activity. This was not done with version two of the ITN given that 

there is on-going research at ARB to develop new factors to estimate weekend day on-road 

mobile source activity. Further, there is no clear means to alter the individual EMFAC2002 

vehicle class diurnal patterns. 

As shown in Figure 2-1, ITN v.2.0 now maintains individual diurnal patterns for VMT 

for each EMFAC2002 vehicle class. Figure 2-1 shows the hourly fractional distribution of VMT 

for Alameda County by vehicle category. Figure 2-2 shows the hourly estimated VMT for all 

vehicle classes in Alameda County. Because personal car travel overwhelms the overall 

distribution of VMT, Figure 2-3 shows hourly estimated VMT for the light duty truck, medium 

duty, and light heavy-duty vehicle classes, and Figure 2-4 shows the remaining EMFAC2002 

vehicle categories. 
2-8 

0.00

0.02

0.04

0.06

0.08

0.10

0.12

0.14

0.16

0.18

1 3 5 7 9 11 13 15 17 19 21 23

Fraction of Daily VMT (link)

PC

LDT1

LDT2

MDV

LHDT1

LHDT2

MHDT

HHDT

LHV

UB

MCY

SB

MH

TOTAL

Figure 2-1. Typical diurnal patterns for link-based VMT for each EMFAC20002 vehicle class. The 

example shown here is for July 2000 for Alameda County. Please note that five vehicle classes have 

identical patterns: PC; LDT1; LDT2; MDV; and MC. Also note that classes such as school bus (SB) and 

motor homes (MH) have periods where EMFAC2002 indicates no activity (i.e., fraction of VMT is zero). 

For example, EMFAC2002 indicates that MH exhibits no activity during the hours of 0400 and 0500. 
2-9 

0

500000

1000000

1500000

2000000

2500000

3000000

1 3 5 7 9 11 13 15 17 19 21 23

VMT (miles)

PC

LDT1

LDT2

MDV

LHDT1

LHDT2

MHDT

HHDT

LHV

UB

MCY

SB

MH

TOTAL

Figure 2-2. Estimated hourly link-based VMT (miles) for all vehicle categories in Alameda County in July 

2002. 

0

50000

100000

150000

200000

250000

300000

350000

400000

1 3 5 7 9 11 13 15 17 19 21 23

VMT (miles)

LDT1

LDT2

MDV

LHDT1

LHDT2

Figure 2-3. Estimated hourly link-based VMT (miles) for selected classes in Alameda County in July 2002. 

0

5000

10000

15000

20000

25000

30000

35000

40000

1 3 5 7 9 11 13 15 17 19 21 23

VMT (miles)

MHDT

HHDT

LHV

UB

MCY

SB

MH

Figure 2-4. Estimated hourly link-based VMT (miles) for selected classes in Alameda County in July 2002. 
3-1 

3 METHODS TO PREPARE ITN 

The following steps were taken to prepare the ITN v.2.0: 

• Step 1 – Develop consistent ARC-compatible input data for each network, project 

base year data to common year, and compute hourly data; 

• Step 3 – Add commercial VMT to Caltrans statewide network; and 

• Step 2 – Merge local networks into one consistent network. 

Each of these steps is described in the following sections. 

3.1 Step 1 – Develop Consistent ARC-compatible Input Data for Each Network 

For purposes of this study, SAS, v.6.12, (SAS, 1998) and ARC/Info, v.8.1.2, (ESRI, 

1998) were the primary software tools that were used to prepare the ITN v.2.0. SAS provides 

tools to quickly manipulate and statistically analyze data. ARC/Info is a geographical 

information system (GIS) that provides tools to spatially analyze and display data. The ITN 

v.2.0 was prepared on a Sun Solaris, v.5.8, Unix system. SAS and ARC/Info scripts that were 

used to build and manipulate the ITN v.2.0 are included on a CD attached to this report. 

In the following subsections, the raw data that were used to develop the ITN v.2.0 are 

described. The SAS and ARC/Info scripts that are used to create consistently formatted data sets 

are also described. Note that each of the scripts needs to be modified in order to run on different 

computer systems or on different data sets. The SAS and ARC/Info scripts contain 

documentation that will guide the user as to how to modify the scripts. Further, the SAS and 

ARC/Info scripts contain documentation on the format of the data and the source of the data. 

In the following subsections, only the data that are new to ITN v.2.0 are described. For a 

description of data that were used to construct ITN v.1.0 and are used again to construct ITN 

v.2.0, please refer to Wilkinson (2004). 

3.1.1 Contents of CD – Raw Network Data for Fresno County

Because the local networks were provided in a variety of formats, it was first necessary to 

put all of the data into a format that was consistent and readable by ARC/Info. The attached CD 

contains a directory called “raw network data.” “raw network data” contains additional 

directories which contain the raw data, ARC/Info scripts, and SAS scripts that were used to build 

the local networks, which comprise the ITN. 

In the directory “fresno,” the following files exist: 

• fresno_2000_link.*; 

• fresno_taz_080204.*; 

• iz_vmt.txt 

• create_fresno_taz.aml; and 
3-2 

• create_fresno_network.aml. 

fresno_2000_link is a shape file that contains the link-based data, and fresno_taz_080204 

is a shape file that contains the TAZ-based data. The file iz_vmt.txt contains the daily VMT for 

each TAZ. The ARC AML scripts create_fresno_taz.aml and create_fresno_network.aml are 

self contained programs that convert the Fresno link- and TAZ-based shape files into consistent 

ARC coverages that were used to construct version two of the ITN.

create_fresno_network.aml creates consistent Info data sets from data contained in the 

shape files and grows base year data to a common year using data from Table 2-4. The AML 

script uses the methods defined in Chapter 3.3 of Wilkinson (2004). Table 3-1 shows the 

consistent link-based attributes Info data set, and Table 3-2 shows the consistent node-based 

attributes Info data set. Further, create_fresno_network.aml allocates period-based data to each 

hour of the day by vehicle class (Table 3-3). create_fresno_taz.aml populates a consistent Info 

data set (Table 3-4) with TAZ-based data, and it also allocates intrazonal travel volumes and trip 

counts (both productions and attractions) to each hour of the day by vehicle class (Table 3-5). 

The data to allocate the link-based and TAZ-based travel volumes (Table 3-6) and TAZ-based 

trip counts (Table 3-7) to each hour of the day are taken from hourly default data contained in 

EMFAC2002 (ARB, 2004). For the cases where MPOs did not supply trip counts or speeds 

data, default trip counts (Table 3-7) and default speeds (Table 3-8) from EMFAC2002 are used 

directly to populate the data for ITN v.2.0. The data contained in the ASCII data files 

represented by Tables 3-6, 3-7, and 3-8 were extracted from EMFAC2002 using the SAS and 

AutoIt scripts contained on the CD in the directory “emfac.” Finally, Figure 3-1 shows the 

relationships between the ITN v.2.0 data tables. 

Note that there is one distinct difference in how data are maintained in version two of the 

ITN when compared to version one of the ITN. In ITN v.1.0, trip type was maintained as a 

distinct attribute. This is not the case in ITN v.2.0. All trip types have been collapsed into a 

single estimate since (1) trip type stratification has no bearing on the outcome of the emissions 

estimates and (2) maintaining such stratified data in ARC/Info, which is the underlying software 

framework for the ITN, is problematic. 

Table 3-1. Consistent link-based ARC/Info attribute table used to create the ITN v.2.0. 

Attribute Byte 

Length 

Output 

Length Type Decimals Description 

FNODE# 4 5 B - unique internal from node 

TNODE# 4 5 B - unique internal to node 

LPOLY# 4 5 B - unique internal left polygon id (not used) 

RPOLY# 4 5 B - unique internal right polygon id (not used) 

LENGTH 4 12 F 3 internal link length (degrees) 

ITN_GEO# 4 5 B - internal link id 

ITN_GEO-ID 4 5 B - user-defined link id 

modify 4 1 I - 

code to indicate the nature of a modified link 

0 – unmodified link 

1 – manually modified link 

2 – unmodified link but automatically split during 

reconciliation 

3 – modified link and automatically split during 

reconciliation 

netname 30 30 C - original name of the network 

baseyear 4 4 I - base year of the link-based data 

growyear 4 4 I - year to which link-based data were grown (should 

always by 2000) 
3-3 

Attribute Byte 

Length 

Output 

Length Type Decimals Description 

state_fips 2 2 C - state FIPS code (should always be 06 for California) 

county_fips 3 3 C - county FIPS code 

a 4 5 B - A node as identified in original network 

b 4 5 B - B node as identified in original network 

name 20 20 C - street, road, freeway name 

olength 4 6 F 3 original link length as identified in original network 

(miles) 

mlength 4 6 F 3 link length after incorporation into ITN (miles) 

factype 4 2 B - 

link facility type 

0 – dummy link or unclassified 

1 – interstate 

2 – freeways & expressways 

3 – principal arterial 

4 – principal arterial (other) 

5 – centroid connector 

6 – minor arterial 

7 – major collector 

8 – minor collector 

9 – local 

lanecount 4 2 B - number of directional lanes 

lanecap 4 5 B - lane vehicle capacity (vehicles/lane/hour) 

freflospd 4 5 F 1 free flow speed (miles per hour) 

volam 4 5 B - grow year AM peak volume 

volmd 4 5 B - grow year mid-day peak volume 

volpm 4 5 B - grow year PM peak volume 

volof 4 5 B - grow year off peak volume 

volda 4 5 B - grow year daily volume 

cspdam 4 5 F 1 AM peak link speed (miles per hour) 

cspdmd 4 5 F 1 mid-day link peak speed (miles per hour) 

cspdpm 4 5 F 1 PM peak link speed (miles per hour) 

cspdof 4 5 F 1 off peak link speed (miles per hour)

cspdda 4 5 F 1 daily average link speed (miles per hour) 

vmtam 4 12 F 3 grow year AM peak VMT (miles) 

vmtmd 4 12 F 3 grow year mid-day peak VMT (miles) 

vmtpm 4 12 F 3 grow year PM peak VMT (miles) 

vmtof 4 12 F 3 grow year off peak VMT (miles) 

vmtda 4 12 F 3 grow year daily VMT (miles) 

Table 3-2. Consistent node-based ARC/Info attribute table used to create the ITN v.2.0. 

Attribute Byte 

Length 

Output 

Length Type Decimals Description 

ARC# 4 5 B - internal ARC identifier 

ITN_GEO# 4 5 B - internal ARC node identifier 

ITN_GEO-ID 4 5 B - internal ARC node identifier 

X-COORD 4 12 F 5 longitude of node (degrees) 

Y-COORD 4 12 F 5 latitude of node (degrees) 

elevation 4 12 F 5 node elevation (feet) 

FNODE# 4 5 B - from-node (used for relation into link attribute table) 

TNODE# 4 5 B - to-node (used for relation into link attribute table) 
3-4 

Table 3-3. ITN v.2.0 hourly link volumes and speeds by vehicle class. 

Attribute Byte 

Length 

Output 

Length Type Decimals Description 

ITN_GEO-ID 4 5 B - user-defined link id 

Vvchr 4 12 F 1 

hourly volumes by vehicle class where vc is vehicle class 

with valid values of 01, 02, 03, ..., 13; and hr is hour of 

day with valid values of 01, 02, 03, ..., 24. 

 Valid vehicle classes (vc)

 01 – passenger car 

 02 – light-duty trucks (T1) 

 03 – light-duty trucks (T2) 

 04 – medium-duty trucks (T3) 

 05 – light heavy-duty trucks (T4) 

 06 – light heavy-duty trucks (T5) 

 07 – medium heavy-duty trucks (T6) 

 08 – heavy heavy-duty trucks (T7) 

 09 – line haul vehicles (T8) 

 10 – urban bus 

 11 – motorcycle 

 12 – school bus 

 13 – motor homes 

Shr 4 12 F 5 average hourly speed of fleet (miles per hour) where hr

is hour of day with valid values of 01, 02, 03, ..., 24 

Table 3-4. Consistent TAZ-based ARC/Info attribute table used to create the ITN v.2.0. 

Attribute Byte 

Length 

Output 

Length Type Decimals Description 

AREA 4 12 F 5 internally computed area (square degrees) 

PERIMETER 4 12 F 5 internally computed perimeter (degrees) 

ITN_TAZ# 4 5 B - internal polygon identifier 

ITN_TAZ-ID 4 5 B - internal polygon identifier 

state_fips 2 2 C - state FIPS code (should always be 06 for California) 

county_fips 3 3 C - county FIPS code 

tazid 4 5 B - user-defined TAZ identifier 

netname 30 30 C - original name of the network 

baseyear 4 4 I - base year of the TAZ-based data 

growyear 4 4 I - year to which TAZ-based data were grown (should 

always by 2000) 

freflospd 4 5 F 1 free flow speed (miles per hour) 

izdist 4 5 F 1 intrazonal distance (miles) 

izvolam 4 5 B - grow year AM peak volume 

izvolmd 4 5 B - grow year mid-day peak volume 

izvolpm 4 5 B - grow year PM peak volume 

izvolof 4 5 B - grow year off peak volume 

izvolda 4 5 B - grow year daily volume 

izvmtam 4 5 B - grow year AM peak VMT (miles) 

izvmtmd 4 5 B - grow year mid-day peak VMT (miles) 

izvmtpm 4 5 B - grow year PM peak VMT (miles) 

izvmtof 4 5 B - grow year off peak VMT (miles) 

izvmtda 4 5 B - grow year daily VMT (miles) 

izspdam 4 5 F 1 AM peak link speed (miles per hour)

izspdmd 4 5 F 1 mid-day link peak speed (miles per hour) 

izspdpm 4 5 F 1 PM peak link speed (miles per hour)

izspdof 4 5 F 1 off peak link speed (miles per hour) 

izspdda 4 5 F 1 daily average link speed (miles per hour) 

izpram 4 5 F 1 AM peak intrazonal trip productions for all trip types 

izprmd 4 5 F 1 mid-day intrazonal trip productions for all trip types 

izprpm 4 5 F 1 PM peak intrazonal trip productions for all trip types 

izprof 4 5 F 1 off peak intrazonal trip productions for all trip types 

izprda 4 5 F 1 daily average intrazonal trip productions for all trip types 

izatam 4 5 F 1 AM peak intrazonal trip attractions for all trip types 

izatmd 4 5 F 1 mid-day intrazonal trip attractions for all trip types 

izatpm 4 5 F 1 PM peak intrazonal trip attractions for all trip types 
3-5 

Attribute Byte 

Length 

Output 

Length Type Decimals Description 

izatof 4 5 F 1 off peak intrazonal trip attractions for all trip types 

izatda 4 5 F 1 daily average intrazonal trip attractions for all trip types 

Table 3-5. ITN v.2.0 hourly TAZ volumes, speeds, productions and attractions by vehicle class. 

Attribute Byte 

Length 

Output 

Length Type Decimals Description 

ITN_TAZ-ID 4 5 B - internal polygon identifier (is unique) 

tazid 4 5 B - network-specific TAZ identifier (is not unique) 

Vvchr 4 12 F 1 

hourly volumes by vehicle class where vc is vehicle class 

with valid values of 01, 02, 03, ..., 13; and hr is hour of 

day with valid values of 01, 02, 03, ..., 24. 

 Valid vehicle classes (vc)

 01 – passenger car 

 02 – light-duty trucks (T1) 

 03 – light-duty trucks (T2) 

 04 – medium-duty trucks (T3) 

 05 – light heavy-duty trucks (T4) 

 06 – light heavy-duty trucks (T5) 

 07 – medium heavy-duty trucks (T6) 

 08 – heavy heavy-duty trucks (T7) 

 09 – line haul vehicles (T8) 

 10 – urban bus 

 11 – motorcycle 

 12 – school bus 

 13 – motor homes 

Pvchr 4 12 F 1 

hourly trip productions by vehicle class where vc is 

vehicle class with valid values of 01, 02, 03, ..., 13; and 

hr is hour of day with valid values of 01, 02, 03, ..., 24. 

Avchr 4 12 F 1 

hourly trip attractions by vehicle class where vc is 

vehicle class with valid values of 01, 02, 03, ..., 13; and 

hr is hour of day with valid values of 01, 02, 03, ..., 24. 

Shr 4 12 F 1 average hourly speed of fleet (miles per hour) where hr

is hour of day with valid values of 01, 02, 03, ..., 24 

Table 3-6. Default hourly vehicle mix from EMFAC2002 (ASCII file 

vmt_frac_dump_by_hour_vehicle_class.dat). 

Attribute Type Description 

state fips I state FIPS code (should always be 06 for California) 

county fips I county FIPS code 

year I year of EMFAC data 

month I month of EMFAC data (01-12) 

vehicle class I 

 Valid vehicle classes

 01 – passenger car 

 02 – light-duty trucks (T1) 

 03 – light-duty trucks (T2) 

 04 – medium-duty trucks (T3) 

 05 – light heavy-duty trucks (T4) 

 06 – light heavy-duty trucks (T5) 

 07 – medium heavy-duty trucks (T6) 

 08 – heavy heavy-duty trucks (T7) 

 09 – line haul vehicles (T8) 

 10 – urban bus 

 11 – motorcycle 

 12 – school bus 

 13 – motor homes 

f01-f24 F hourly VMT fractions 

Table 3-7. Default hourly trip counts from EMFAC2002 (ASCII file trip_dump.dat). 
3-6 

Attribute Type Description 

state fips I state FIPS code (should always be 06 for California) 

county fips I county FIPS code 

year I year of EMFAC data 

month I month of EMFAC data (01-12) 

vehicle class I 

 Valid vehicle classes

 01 – passenger car 

 02 – light-duty trucks (T1) 

 03 – light-duty trucks (T2) 

 04 – medium-duty trucks (T3) 

 05 – light heavy-duty trucks (T4) 

 06 – light heavy-duty trucks (T5) 

 07 – medium heavy-duty trucks (T6) 

 08 – heavy heavy-duty trucks (T7) 

 09 – line haul vehicles (T8) 

 10 – urban bus 

 11 – motorcycle 

 12 – school bus 

 13 – motor homes 

fuel type I 

 Valid fuel types

 01 – gasoline 

 02 – diesel 

 03 – electric 

t01-t24 F hourly trip counts 

Table 3-8. Default hourly speeds from EMFAC2002 (ASCII file speed_dump.dat). 

Attribute Type Description 

state fips I state FIPS code (should always be 06 for California) 

county fips I county FIPS code 

year I year of EMFAC data 

month I month of EMFAC data (01-12) 

vehicle class I 

 Valid vehicle classes

 01 – passenger car 

 02 – light-duty trucks (T1) 

 03 – light-duty trucks (T2) 

 04 – medium-duty trucks (T3) 

 05 – light heavy-duty trucks (T4) 

 06 – light heavy-duty trucks (T5) 

 07 – medium heavy-duty trucks (T6) 

 08 – heavy heavy-duty trucks (T7) 

 09 – line haul vehicles (T8) 

 10 – urban bus 

 11 – motorcycle 

 12 – school bus 

 13 – motor homes 

fuel type I 

 Valid fuel types

 01 – gasoline 

 02 – diesel 

 03 – electric 

s01-s24 F hourly speeds (miles per hour) 
3-7 

ITN_GEO-ID

Hourly Link Data

Node Attributes

FNODE#

TNODE#

county_fips

ITN_GEO-ID

Link Attributes

state_fips

FNODE#

TNODE#

TAZ Attributes

state_fips

county_fips

ITN_TAZ-ID ITN_TAZ-ID

Hourly TAZ Data

Default Vehicle Mix

state_fips

county_fips

Spatially Related

Default Trip Counts

state_fips

county_fips

Default Speeds

state_fips

county_fips

One-to-Many

One-to-One

Legend

Many-to-One

Figure 3-1. Relationships among the ITN v.2.0 data tables

Attribute refers to the name of the variable in the data table. Byte Length refers to the 

internal length of the attribute in the data table. Output Length refers to the length of the 

attribute when it is displayed on the screen or in a printout. Type refers to the attribute type: C is 

a character variable; I is an integer variable; B is a binary variable (positive integers only); and F

is a floating point or real number. Decimals refer to the number of digits displayed after the 

decimal point for real variables when values are displayed to the screen or in a printout. 

Description refers to a brief definition of the attribute. 

3.1.2 Contents of CD – Raw Network Data for Kern County 

In the directory “kern,” the following files exist:

• kern_1998_link.*; 

• kern_taz.*; 

• kern_taz_vmt.dat; 

• create_kern_taz.aml; and 

• create_kern_network.aml. 

kern_1998_link is a shape file that contains the link-based data, and kern_taz is a shape 

file that contains the TAZ-based data. As with the Fresno network, ARC is used to read the 

shape files, add map projection data (per Table 2-1), and project the network to the common 

coordinate system. kern_taz_vmt.dat contains the AM, mid-day, PM, off-peak and daily 

intrazonal VMT. create_kern_network.aml is equivalent to create_fresno_network.aml, and 

create_kern_taz.aml is equivalent to create_fresno_taz.aml. 
3-8 

3.1.3 Contents of CD – Raw Network Data for Kings County 

In the directory “kings,” the following files exist: 

• kcag_2002_link.*; 

• tazs.*; 

• vmt_iz.txt; 

• create_kings_taz.aml; and 

• create_kings_network.aml. 

kcag_2002_link is a shape file that contains the link-based data, and tazs is a shape file 

that contains the TAZ-based data. As with the Fresno network, ARC is used to read the shape 

files, add map projection data (per Table 2-1), and project the network to the common coordinate 

system. vmt_iz.txt contains the daily intrazonal VMT. create_kings_network.aml is equivalent 

to create_fresno_network.aml, and create_kings_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.4 Contents of CD – Raw Network Data for Madera County

In the directory “madera,” the following files exist: 

• madera_2000_link.*; 

• madera_2000taz.* 

• create_madera_taz.aml; and 

• create_madera_network.aml. 

madera_2000_link is a shape file that contains the link-based data, and madera_2000taz 

is a shape file that contains the TAZ-based data. As with the Fresno network, ARC is used to 

read the shape files, add map projection data (per Table 2-1), and project the network to the 

common coordinate system. vmt_iz.txt contains the daily intrazonal VMT. 

create_madera_network.aml is equivalent to create_fresno_network.aml, and 

create_madera_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.5 Contents of CD – Raw Network Data for Merced County

In the directory “merced,” the following files exist: 

• merced_2000_link.*; 

• merced_taz.* 

• vmt_iz.txt 

• create_merced_taz.aml; and 

• create_merced_network.aml. 
3-9 

merced_2000_link is a shape file that contains the link-based data, and merced_taz is a 

shape file that contains the TAZ-based data. As with the Fresno network, ARC is used to read 

the shape files, add map projection data (per Table 2-1), and project the network to the common 

coordinate system. vmt_iz.txt contains a default set of daily intrazonal VMT. With the original 

submittal of these data, no intrazonal VMT or volume estimates were submitted; hence it was 

necessary to prepare a default intrazonal VMT file, which contains a nominal estimate of one 

VMT per TAZ. create_merced_network.aml is equivalent to create_fresno_network.aml, and 

create_merced_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.6 Contents of CD – Raw Network Data for the Metropolitan Transport Commission 

(MTC) Network 

In the directory “mtc,” the following files exist: 

• hwynet_dailyload_year2000.* 

• bayarea_rtaz1454_rev1.*; 

• iztermdata2000.dat; 

• create_mtc_taz.aml; and 

• create_mtc_network.aml. 

The MTC network covers portions of Sonoma and Solano counties and all of Marin, 

Napa, Contra Costa, Alameda, Santa Clara, San Mateo, and San Francisco counties. The shape 

file hwynet_dailyload_year2000 contains peak period and off-peak period link volumes and 

other associated link data for the MTC network. The shape file bayarea_rtaz1454_rev1 contains 

the polygon coverage of the MTC transportation analysis zones. MTC intrazonal data (i.e., 

iztermdata2000.dat) was provided as an ASCII file and contains AM, PM, and off-peak estimates 

of intrazonal VMT and trip productions and attractions. As with the Fresno network, ARC is 

used to read the shape file, add map projection data (per Table 2-1), and project the network to 

the common coordinate system. create_mtc_network.aml is equivalent to 

create_fresno_network.aml. create_mtc_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.7 Contents of CD – Raw Network Data for the Sacramento Metropolitan (SACMET) 

Region 

In the directory “sacmet,” the following files exist: 

• sacmet_1999.* 

• taz_centroids.arc; 

• taz_centroids_data.arc; 

• create_sacmet_taz.aml; and 

• create_sacmet_network.aml. 

The SACMET network covers Sacramento, El Dorado, Sutter, Yolo, and Placer counties. 

The shape file sacmet_q999 contains peak period and off-peak period link volumes and other 
3-10 

associated link data for the SACMET network. Staff at the Sacramento Area Council of 

Governments (SACOG) did not provide an update to their data for use in developing ITN v.2.0; 

hence, it was necessary to utilize data that were provided previously for use in building ITN 

v.1.0. The original SACMET data submittal did not include any data that defined the polygon 

boundaries of the TAZs. Therefore, it was necessary to infer such from the data at hand. 

taz_centroids.arc contained the location of the TAZ centroids. Using these data, a pseudo-TAZ 

coverage was constructed as the square of two times the intrazonal distance centered on the TAZ 

centroid (i.e., square polygons). As with the Fresno network, ARC is used to read the shape file, 

add map projection data (per Table 2-1), and project the network to the common coordinate 

system. create_sacmet_network.aml is equivalent to create_fresno_network.aml. 

create_sacmet_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.8 Contents of CD – Raw Network Data for San Diego County 

In the directory “san_diego,” the following files exist: 

• hwycov.*; 

• zones.* 

• create_san_diego_taz.aml; and 

• create_san_diego_network.aml. 

hwycov is a shape file that contains the link-based data, and zones is a shape file that 

contains the TAZ-based data. As with the Fresno network, ARC is used to read the shape files, 

add map projection data (per Table 2-1), and project the network to the common coordinate 

system. create_san_diego_network.aml is equivalent to create_fresno_network.aml, and 

create_san_diego_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.9 Contents of CD – Raw Network Data for San Joaquin County 

In the directory “san_joaquin,” the following files exist: 

• san_joaquin_1999_link.*; 

• sj_taz.* 

• vmt_iz.txt; 

• create_san_joaquin_taz.aml; and 

• create_san_joaquin_network.aml. 

san_joaquin_1999_link is a shape file that contains the link-based data, and sj_taz is a 

shape file that contains the TAZ-based data. Of note, though the shape file 

san_joaquin_1999_link contains links for not only San Joaquin but many of the counties 

surrounding San Joaquin County, including the entire Bay area and SACOG counties, only those 

links for San Joaquin County were used to develop ITN v.2.0. As with the Fresno network, ARC 

is used to read the shape files, add map projection data (per Table 2-1), and project the network 

to the common coordinate system. vmt_iz.txt is an ASCII file that contains the intrazonal daily 
3-11 

volumes and intrazonal daily trip productions and attractions. create_san_joaquin_network.aml 

is equivalent to create_fresno_network.aml, and create_san_joaquin_taz.aml is equivalent to 

create_fresno_taz.aml. 

3.1.10 Contents of CD – Raw Network Data for Santa Barbara County 

In the directory “sbcag,” the following files exist: 

• sbcag_2000adt_ampm_flow_sp.*; 

• sbcag_taz.*; 

• vmt_iz.txt; 

• create_sbcag_taz.aml; and 

• create_sbcag_network.aml. 

sbcag_2000adt_ampm_flow_sp is a shape file that contains the link- and node-based 

data, and sbcag_taz is a shape file that contains the TAZ-based data. As with the Fresno 

network, ARC is used to read the shape files, add map projection data (per Table 2-1), and 

project the network to the common coordinate system. vmt_iz.txt contains a default set of daily 

intrazonal VMT. With the original submittal of these data, no intrazonal VMT or volume 

estimates were submitted; hence it was necessary to prepare a default intrazonal VMT file, which 

contains a nominal estimate of one VMT per TAZ. create_sbcag_network.aml is equivalent to 

create_fresno_network.aml, and create_sbcag_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.11 Contents of CD – Raw Network Data for the Southern California Association of 

Governments (SCAG) 

In the directory “scag,” the following files exist:

• adt2000.*; 

• am2000.* 

• md2000.*; 

• pm2000.*; 

• nt2000.*; 

• taz99.*; 

• vmt_iz.txt; 

• create_scag_taz.aml; and 

• create_scag_network.aml. 

adt2000 is a shape file that contains the daily link-based data; am2000, md2000, pm2000, 

and nt2000 are shape files that contain AM, mid-day, PM, and off-peak, respectively, link-based 
3-12 

data; and taz99 is a shape file that contains the TAZ-based data. Please note that the link-based 

data represent conditions in the year 2000 while the TAZ-based data represent the year 1999. 

The intrazonal data for the year 2000 were never delivered by the staff at SCAG. Instead, the 

TAZ data were extracted from a submittal of data from ARB that was delivered to Alpine 

Geophysics in June of 2001. As with the Fresno network, ARC is used to read the shape files, 

add map projection data (per Table 2-1), and project the network to the common coordinate 

system. vmt_iz.txt contains a default set of daily intrazonal VMT. create_scag_network.aml is 

equivalent to create_fresno_network.aml, and create_scag_taz.aml is equivalent to 

create_fresno_taz.aml. 

3.1.12 Contents of CD – Raw Network Data for Stanislaus County 

In the directory “stanislaus,” the following files exist: 

• stan_2000_link.*; 

• stantaz.* 

• iz_vol.txt; 

• create_stanislaus_taz.aml; and 

• create_stanislaus_network.aml. 

stan_2000_link is a shape file that contains the link-based data, and stantaz is a shapefile 

that contains the TAZ-based data. As with the Fresno network, ARC is used to read the shape 

files, add map projection data (per Table 2-1), and project the network to the common coordinate 

system. iz_vol.txt contains the intrazonal daily volumes, trip productions and attractions, and 

intrazonal distance. create_stanislaus_network.aml is equivalent to create_fresno_network.aml, 

and create_stanislaus_taz.aml is equivalent to create_fresno_taz.aml. 

3.1.13 Contents of CD – Raw Network Data for the California Statewide Network 

In the directory “caltrans,” the following files exist: 

• ca00_hwy_vol.*; 

• stmtaz_nad83-2.*; 

• create_statewide_taz.aml; 

• create_statewide_network_itn.aml; and 

• create_statewide_network.aml. 

ca00_hwy_vol is a shape file that defines the link- and node-based data. stmtaz_nad83-2 

is a shape file that contains the TAZ-based data. As with the Fresno network, ARC is used to 

read the shape files, add map projection data (per Table 2-1), and project the network to the 

common coordinate system. create_statewide_network_itn.aml and 

create_statewide_network.aml are equivalent to create_fresno_network.aml. 

create_statewide_network_itn.aml builds the network for only that portion of the Caltrans 

statewide network that is used to construct the ITN v.2.0 while create_statewide_network.aml is 
3-13 

used to create the entire Caltrans statewide network. create_statewide_taz.aml is equivalent to 

create_statewide_taz.aml. 

3.1.14 Contents of CD – Raw Network Data for Tulare County

In the directory “tulare,” the following files exist: 

• tulare_2003_link.*; 

• base_taz.* 

• iz_vol.txt; 

• create_tulare_taz.aml; and 

• create_tulare_network.aml. 

tulare_2003_link is a shape file that contains the link-based data, and base_taz contains 

the TAZ-based data. As with the Fresno network, ARC is used to read the shape files, add map 

projection data (per Table 2-1), and project the network to the common coordinate system. 

iz_vol.txt contains the AM, PM, and off-peak intrazonal volumes. create_tulare_network.aml is 

equivalent to create_fresno_network.aml, and create_tulare_taz.aml is equivalent to 

create_fresno_taz.aml. 

3.2 Step 2 – Add Commercial VMT to Caltrans Statewide Network 

Once the Caltrans statewide network and the network that represented the portion of the 

ITN v.2.0, which was extracted from the Caltrans statewide network, were prepared, it was 

necessary to estimate commercial VMT for the portion of the ITN v.2.0 represented by the 

Caltrans statewide network (Adamu, 2004). Though the other networks that were supplied for 

use in this study included estimates of commercial VMT integrated into the overall VMT, the 

statewide network has VMT estimates for only personal travel. 

In order to estimate commercial VMT for the Caltrans statewide network, the following 

must be performed: 

• Run create_caltrans_network.aml (described in section 3.1.13); 

• Run create_caltrans_network_itn.aml (described in Section 3.1.13); 

• Run create_projected_network.aml; 

• Determine external stations; 

• Run routes.aml; 

• Start the gravity model; 

• Load the distance matrix created by routes.aml into the gravity model; 

• Alter the intrazonal distances to be representative of intrazonal truck travel; 

• Run all gravity model macros; 

• Run distribute_trips_to_network.sas; and 

• Run add_trips_to_network_and_compute_commercial_vmt.aml. 
3-14 

All code necessary to run the gravity model is located in the directory “gravity_model” 

on the CD, except for the AML scripts create_caltrans_network_itn.aml and 

create_caltrans_network.aml which are located elsewhere. 

Because the standard map projection that was used to build the networks was geographic, 

it was necessary to project the Caltrans networks to a map system more suitable for determining 

distance. In this case, a Lambert Conic Conformal map projection was used. The AML script 

create_projected_network.aml was used to perform these projections and was run as follows: 

% arc ‘&r create_projected_network.aml’ 

Once the networks were properly projected, it was necessary to manually determine the 

external station locations to be used in the gravity model. The same external stations that were 

used in ITN v.1.0 were used in ITN v.2.0 (Figure 3-2). The file external_stops.dat, a commadelimited ASCII file, was populated with a station identifier, which for this study was an 

arbitrary number greater than 1000, and the node number, which was manually extracted from 

the ARC/Info file containing the projected Caltrans statewide network (e.g., caltrans_prj.nat). 

Once the stop points for the external stations have been identified, the interzonal routes 

can be computed. The interzonal routes are the shortest distance between the TAZs that are used 

to estimate transit times. The ARC AML script routes.aml is used to do the following: one, finds 

the location of the maximum VMT in each county; two, creates the interzonal stop points for the 

network based on the location of the maximum VMT in each county; three, computes the 

shortest distance between the stop points; and four, computes the distance matrix that is used by 

the gravity model to estimate transit times. routes.aml calls three SAS programs that are also in 

the directory “gravity_model:” points.sas; stops.sas; and distance_matrix.sas. The script has 

basic documentation on how to alter the script to run for a particular installation. The script is 

run as follows: 

% arc ‘&r routes.aml’ 

routes.aml produces a comma-delimited ASCII file called “dist.csv” that is suitable for 

input to the gravity model. The gravity model, “Commercial vmt gravity model.xls,” is codified 

using Microsoft Excel 2000 and Microsoft Visual Basic 6.0. Supporting data are in the Excel 

workbook “2000 ca aadt (trucks).xls.” It is necessary to load the comma-delimited ASCII file 

“dist.csv” into the worksheet “Trip Times” of the “Commercial vmt gravity model” Excel 

spreadsheet. This should be a simple matter of opening the “dist.csv” file in Excel and copying 

and pasting the data to worksheet. Once pasted into the “Trip Times” worksheet, it is necessary 

to alter the intrazonal distances, identified as “.” in the “Trip Times” worksheet, to a 

representative intrazonal distance. In this study, four miles is used per USDOT (1996). 
3-15 

Ashland

Reno

Las Vegas

Topock

Ehrenberg

Yuma

Mexicali

Tijuana

Figure 3-2. Version two of the Integrated Transportation Network (ITN v.2.0) for California. The green, 

purple, yellow, cyan and blue links indicate portions of the ITN developed from network data that were

supplied by local MPOs. The black links indicate portions of the ITN developed from the Statewide 

network that was supplied by Caltrans. The green box shows the extent of the CCOS air quality modeling 

domain. The red lines indicate the extent of California counties as well as the extent of the pseudotransportation analysis zones used in the gravity model. The blue boxes indicate the approximate locations 

of the external stations. 

After the worksheets “Trip Times” and “Truck AADT” have been established, it is 

possible to run the gravity model for each type of truck: 2-axle; 3-axle; 4-axle; and 5-axle. To 
3-16 

run a particular gravity model, select the appropriate worksheet, for example, “Gravity Model (4-

axle).” From the main Excel menu, select Tools-Macro-Macros. The Macros pop-up window 

should appear containing the four types of gravity models. Highlight “GravityModel_4axle” and 

select “Run.” After five minutes or so, depending on the number of iterations requested (i.e., 

grid cell A81), the gravity model should stop. The user should take care to review that the 

convergence criteria is met. If cell A79 is greater than zero, then the absolute convergence 

criterion has not been met. Though this may seem problematic, it is common for this to occur 

and usually is due to a problem at distributing trips to the external stations. If the user feels so 

compelled, the trips can be manually distributed though in the current study, no such action was 

taken (i.e., once the gravity model ran, the trip distribution was used as-is). Each gravity model 

must be run for each truck type. 

The results of gravity model run (i.e., cells D3 through BQ69) are saved to commadelimited ASCII files with the following naming scheme: #_axle_commercial_trips.csv where # 

is replaced by the number of axles. Four Excel macros: Export_2_axle_results; 

Export_3_axle_results; Export_4_axle_results; and Export_5_axle_results, are provided to help 

with the process of exporting the gravity model results. These results are the estimated 

intrazonal and interzonal commercial trip volumes. 

Now that the trips have been estimated, it is necessary to distribute the trips to the 

network links. This is done by running distribute_trips_to_network.sas: 

% sas distribute_trips_to_network.sas 

This SAS script reads the route data that were created previously (and identifies the routes 

between TAZs) and distributes the trips along the routes. 

The link-based commercial VMT was estimated by multiplying the number of link-based 

truck trips by the link distance and the resulting VMT was distributed to the network. This was 

accomplished by running the AML add_trips_to_network_and_compute_commercial_vmt.aml. 

Further, this AML script transfers the pertinent results to the Caltrans network that is 

representative of only those links that were used to build the ITN v.2.0. The AML script is run 

as follows: 

% arc ‘&r add_trips_to_network_and_compute_commercial_vmt.aml’ 

The total commercial VMT that resulted from this effort was 35,507,120 miles from 

9,093,962 truck trips as compared to 52,844,288 miles from 12,272,921 truck trips as estimated 

for ITN v.1.0. The primary reason that the commercial VMT estimate dropped from ITN v.1.0 

to ITN v.2.0 is that additional local networks, where presumably commercial VMT was 

estimated, were used in the construction of ITN v.2.0. 

3.3 Step 3 – Merge Local Networks into One Consistent Network 

In the previous section, the data that were used to develop the ITN v.2.0 were described. 

Further, the ARC/Info scripts that were used to cast the data from the disparate networks into a 

consistent format were also described. An additional function of the ARC/Info scripts was to 
3-17 

project the networks from their base map projections to a common map projection. This work 

element was necessary so that the networks could be joined into a seamless entity. For purposes 

of this study, the common coordinate system was the geographic coordinate system (i.e., 

longitude and latitude coordinates). 

Once the individual networks were in a consistent framework, it was then possible to join 

all the networks into an integrated transportation network framework. Though the individual 

networks suffered from some positional error in the link placements, most notably at the 

boundaries of the networks, this error was significantly minimized as compared to those 

networks that were used to build the ITN v.1.0. Indeed, it was determined that it was not 

necessary to manually modify links to reposition them so as to be better positioned. This 

provides the advantage of using the MPO-supplied networks virtually as-is; hence, the laborious 

task of manually modifying links was eliminated with the development of the ITN v.2.0. 

However, it must be stated that upon close inspection of the ITN v.2.0, “breaks” in the network 

will be discovered. For example, the links that represent Interstate 5 and Sate Highway 45 as it 

traverses from Colusa County (links provided via the Caltrans network) to Yolo County (links 

provided by the SACMET network) will exhibit a noticeable break at the county boundaries. 

The maximum error of this break is 8,000 meters (i.e., two, four kilometer grid cells in CCOS air 

quality modeling domain). 

One additional step was taken to assure that the ITN was geographically accurate. The 

National Highway Planning Network (NHPN – FHwA, 2000) was used to check the accuracy of 

ITN v.2.0. The National Highway Planning Network (NHPN) is a 1:100,000 scale network 

database that contains line features representing just over 450,000 miles of current and planned 

highways in the United States, District of Columbia, and Puerto Rico. The NHPN consists of 

interstates, principal arterials, and rural minor arterials. In particular, the NHPN represents 

24,868 miles of roadway for California. The NHPN for California was used to align network 

roadways and to estimate overall positional error in the ITN in urban areas. 

3.3.1 Summary of ITN v.2.0 

Figure 3-3 shows the link-based ITN v.2.0 that resulted from the efforts of editing and 

joining the local transportation networks and the Caltrans statewide transportation network into a 

seamless network. Figure 3-4 shows the TAZs for ITN v.2.0. 
3-18 

Figure 3-3. Link-based ITN v.2.0. County boundaries are in red. The Caltrans statewide network is in

black. The various individual networks are in colors other than black or red. The 190 by 190 04 km CCOS 

emissions modeling is shown as the green box. 
3-19 

Figure 3-4. TAZ-based ITN v.2.0. County boundaries are in red. The Caltrans statewide TAZ boundaries

are in black. The various individual TAZs are in colors other than black or red. The 190 by 190 04 km 

CCOS emissions modeling is shown as the green box. 
3-20 

3.3.2 Potential Spatial Error in ITN 

During the editing and joining process of creating the ITN v.2.0, it was apparent that 

spatial error existed in the networks used to construct the ITN v.2.0. As identified by Wilkinson 

(2004), the largest, probable source of the spatial error was due to the lack of specific 

information that identified the map projection parameters in the networks. The new networks 

that were used to build the ITN v.2.0 appear to be on average no more than 300 meters in error in 

urban areas based on a crude overlay of the FHwA network (FHwA, 2000). The maximum 

urban error exists in the SCAG network where some of the east-west link coordinates appear to 

be about 600 meters in error whereas the north-south link coordinates appear to be about 200 

meters in error at the maximum. 

As stated previously, there is also error introduced due to the lack of manually modifying 

links at network interfaces which almost always occur in rural areas. The maximum extent of 

the positional error in rural areas is 8,000 meters and occurs at locations with very low VMT 

(e.g., State Highway 16 traversing the Colusa-Yolo counties border). The average positional 

error in the rural regions where different networks bordered on another is estimated to be 750 

meters. 
4-21 

4 EXAMPLE VMT DISTRIBUTIONS 

A complete set quality assurance plots and animations have already been provided in 

regards to the resulting distributions of VMT by vehicle class for ITN v.2.0. In the following 

section, examples of these quality assurance plots are provided. 

Figure 4-1 shows the distribution of VMT for the entire fleet on the ITN for the 04 km 

CCOS emissions modeling domain on 16 July 2000 at 2300 hours. The purpose of scaling the 

VMT so (i.e., 0 VMT to 1.0 VMT) is to show that all major roadways are represented in ITN 

v.2.0 whereas in ITN v.1.0 there was so concern that certain roadways may have been excluded 

in the analysis (e.g., Highway 1 in San Luis Obispo and Monterrey counties). 

Figures 4-2 through 4-6 show the distribution of VMT for gasoline fueled passenger cars 

on the ITN for the 04 km CCOS emissions modeling domain on 16 July 2000 for the progression 

of hours from 0500 through 0900 hours. The purpose in displaying this series of graphics is to 

show that the VMT distribution has a more orderly progression from hour to hour for ITN v.2.0 

in contrast to that for ITN v.1.0 where, in particular for the SCAG network, the hour to hour 

VMT progression was unusual. 

Figures 4-7 and 4-8 show the VMT distribution for gasoline and diesel fueled heavy 

heavy-duty vehicles (i.e., EMFAC 2002 vehicle class HHDT7) for the 04 km CCOS emissions 

modeling domain on 16 July 2000 at noon. The purpose in showing these graphics is to 

demonstrate that ITN v.2.0 distinguishes travel among fuel types and that diesel fueled vehicles 

dominate travel for HHDT7 vehicles. 

Figures 4-9 through 4-13 shows the progression of VMT distribution for diesel fueled 

school buses for the 04 km CCOS emissions modeling domain on 16 July 2000 from 0500 

through 0900 hours. The purpose of these graphics is to show the on-off nature of the VMT for 

certain vehicle classifications as manifested in the underlying default data that resides in 

EMFAC2002. Another reason for showing these graphics is to demonstrate a problem that still 

manifests itself in the ITN v.2.0 – VMT for school buses, and other vehicle classes, appear on all 

road-ways though is still concentrated in urban cores. That is to say, it is unlikely that school 

buses operate on every link in the ITN; however, because of the use of EMFAC2002 default 

vehicle mix data, it was not possible given the project resources to isolate school bus travel only 

to those links where such travel was most likely to occur. 
4-22 

Figure 4-1. Fleet VMT distribution on 16 July 2000 at 2300 hours. 

Figure 4-2. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0500 hours. 
4-23 

Figure 4-3. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0600 hours. 

Figure 4-4. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0700 hours. 
4-24 

Figure 4-5. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0800 hours. 

Figure 4-6. VMT distribution for gasoline fueled passenger cars on 16 July 2000 at 0900 hours. 
4-25 

Figure 4-7. VMT distribution for gasoline fueled HHDT7 vehicles on 16 July 2000 at noon. 

Figure 4-8. VMT distribution for diesel fueled HHDT7 vehicles on 16 July 2000 at noon. 
4-26 

Figure 4-9. VMT distribution for diesel fueled school buses on 16 July 2000 at 0500 hours. 

Figure 4-10. VMT distribution for diesel fueled school buses on 16 July 2000 at 0600 hours. 
4-27 

Figure 4-11. VMT distribution for diesel fueled school buses on 16 July 2000 at 0700 hours. 

Figure 4-12. VMT distribution for diesel fueled school buses on 16 July 2000 at 0800 hours. 
4-28 

Figure 4-13. VMT distribution for diesel fueled school buses on 16 July 2000 at 0900 hours. 
5-29 

5 CONCLUSION 

The data and processes that were used to develop version two of the Integrated 

Transportation Network (ITN v.2.0) have been described. It was constructed using 

transportation data that was provided by a number of transportation planning agencies including 

the California Department of Transportation. It was built using the ARC/Info. The ITN v.2.0 is 

a California statewide representation of the on-road transportation network. It contains 

transportation data, including VMT, for personal and commercial travel for a typical weekday 

for the thirteen EMFAC2002 vehicle classes. 
6-1 

6 REFERENCES 

Adamu, A. (2004). Memorandum and data submittal to Alpine Geophysics, LLC. California 

Department of Transportation, Transportation System Information, Sacramento, CA. 20 

October. 

ARB, 2004. “EMFAC2002 Release.” 06 April. 

www.arb.ca.gov/msei/on-road/latest_version.htm

BTS, 1999. "Transportation Statistics Annual Report 1999." US Department of Transportation, 

Federal Highway Administration, Bureau of Transportation Statistics. 

199.79.179.77/transtu/tsar/tsar1999/

BTS, 2000. “Transborder Surface Freight Data, Monthly and Annual Detail Data.” US 

Department of Transportation, Federal Highway Administration, Bureau of Transportation 

Statistics http://199.79.179.77/ntda/tbscd/prod.html

Caltrans, 2002a. “2000 Truck AADT.” California Department of Transportation, Traffic and 

Vehicle Data Systems Unit. www.dot.ca.gov/hq/traffops/saferesr/trafdata/. 

Caltrans, 2002b. "Historical Monthly VMT, 1972-2000." California Department of 

Transportation, Traffic and Vehicle Data Systems Unit. 

www.dot.ca.gov/hq/traffops/saferesr/trafdata/monthly/histdata.pdf

ESRI, 1998. ARC/INFO. www.esri.com/software/arcinfo/index.html. Environmental Research 

Systems Institute, Inc. 

FHwA, 2001a. “1995 Highway Statistics.” Federal Highway Administration, Office of 

Highway Information Management. www.fhwa.dot.gov/ohim/1995/section5.htm

FHwA, 2001b. “1996 Highway Statistics.” Federal Highway Administration, Office of 

Highway Information Management. www.fhwa.dot.gov/ohim/1996/section5.html

FHwA, 2001c. “1997 Highway Statistics.” Federal Highway Administration, Office of 

Highway Information Management. www.fhwa.dot.gov/ohim/hs97/roads.htm

FHwA, 2001d. “1998 Highway Statistics.” Federal Highway Administration, Office of 

Highway Information Management. www.fhwa.dot.gov/ohim/hs98/roads.htm

FHwA, 2001e. “1999 Highway Statistics.” Federal Highway Administration, Office of 

Highway Information Management. www.fhwa.dot.gov/ohim/hs99/roads.htm

FHwA, 2000. National Highway Planning Network. United States Department of 

Transportation, Federal Highway Administration. www.fhwa.dot.gov/planning/nhpn/
6-2 

Fieber, J. L. and R. G. Ireson. 2001. “DTIM4 User’s Guide.” Manual updated by Wayne Luney. 

Prepared by ICF Kaiser Consulting Group, Systems Application International, 101 Lucas Valley 

Road, San Rafael, CA. Prepared for California Department of Transportation, Office of Travel 

Forecasting and Analysis, PO Box 942874 (MS-38), Sacramento, CA 

(wayne.luney@dot.ca.gov). 

Fujita, E., D. Campbell, R. Keislar, J. Bowen, S. Tanrikulu and A. Ranzieri (2001). “Central 

California Ozone Study – Volume III: Summary of Field Operations.” Final Report prepared by 

the Division of Atmospheric Science, Desert Research Institute, 2215 Raggio Parkway, Reno, 

NV 89512 and Bowen Planning and Technical Support Division, California Air Resources 

Board, Sacramento, CA 95812. February 5. www.arb.ca.gov/airways/ccos/docs/ccosv3fdS0.zip

Lam, T., D. Niemeier, and K. Jierranaitanakit, 2002. “Estimation of Hourly Allocation Factors 

for the Central California Ozone Study Using State-wide Model Data and Real Time Traffic 

Data.” Final Draft Prepared for California Air Resources Board, 2020 L Street, Sacramento, CA 

95812-2815. Prepared by Department of Civil and Environmental Engineering, University of 

California, One Shields Ave., Davis, CA 95616. July. 

MTC, 2004. “Appendix B: Travel Forecasting Assumptions, 2001 Update of the San Francisco 

Bay Area Regional Transportation Plan.” 

ftp://198.31.87.7/pub/mtc/planning/forecast/Assumptions2001.zip 

NCHRP, 1998. “Report 365: Travel Estimation Techniques for Urban Planning.” National 

Cooperative Highway Research Program. Transportation Research Board, National Academy 

Press, Washington, DC. 

SAS, 1998. The SAS System. www.sas.com/software/sas_system. SAS Institute, Inc. 

Seitz, L., 2001. Personal Communication. California Department of Transportation (Caltrans). 

(e-mail) 8-June. 

USDOT, 1996. “The Travel Mode Improvement Program. Quick Response Freight Manual 

(Final Report).” Prepared for the Federal Highway Administration, Office of Planning and 

Environment, Technical Support Services for Planning Research. Prepared by Cambridge 

Systematics, Inc., Comsis Corporation, and the University of Wisconsin at Milwaukee. 

DTFH61-93-C-00075 and DTFH61-93-C-00216. September. 

tmip.fhwa.dot.gov/clearinghouse/docs/quick/

USEPA (2001). “VMT Growth Factors (%) By County: California.” 

www.epa.gov/ttn/naaqs/ozone/areas/vmt/vmtcagf.htm

Wilkinson, J. G. (2004). “Development of the California Integrated Transportation Network 

(ITN).” Final report prepared for Vernon Hughes, Manager, Control Strategy Modeling Section, 

CalEPA- Air Resources Board, Planning and Technical Support Division, 1001 I Street, 

Sacramento, CA. Prepared by Alpine Geophysics, LLC, La Honda, CA. ARB Contract 93-2PM. 

AG Report AG-TS-90/155.
A-1 

A APPENDIX A: RESPONSE TO COMMENTS ON DRAFT FINAL ITN REPORT 

A.1 Comments in Regards to Excluding the Madera, SCAG, and San Diego Networks. 

Numerous emails were exchanged in regards to the study team’s decision to exclude the 

Madera Network. For each comment, the email(s) is (are) included herein. Where multiple 

emails address a comment, the emails are listed by descending date. Responses to comments are 

included as well. 

A.1.1 Comment (1) 

 

Subject: FW: Draft ITN Report Available for Review 

From: David Nunes <David.Nunes@valleyair.org> 

Date: Thu, 14 Apr 2005 10:42:10 -0700 

To: "Vernon M. Hughes (E-mail)" <vhughes@arb.ca.gov> 

Do you have any updates on this project. Mainly.. 

 

(1) Did Jim Wilkinson ever let anyone know that there was a problem? I never heard anything on 

the gridded calls. 

(2) Did he try my suggestion of using the Fresno parameters? 

(3) What is your opinion? 

 

You don't need to make a lot of lengthy comments, I just would like an update something today 

so I can determine my tasks for next week. 

 

Thank You, 

 

David Nunes 

A.1.2 Response to Comment (1) 

 

Subject: Re: [Fwd: FW: Draft ITN Report Available for Review] 

Date: Mon, 18 Apr 2005 16:52:59 -0700 

From: James G Wilkinson <jgw@alpinegeophysics.com> 

To: David.Nunes@valleyair.org <David.Nunes@valleyair.org>, Mike Bitner 

<mbitner@fresnocog.org> 

CC: vhughes@arb.ca.gov, "Cheryl A. Taylor" <cataylor@arb.ca.gov> 

References: <425EACEA.58220697@arb.ca.gov> 

David, 
A-2 

**************************************** 

Do you have any updates on this project. Mainly.. 

 

(1) Did Jim Wilkinson ever let anyone know that there was a problem? I never heard anything on 

the gridded calls. 

(2) Did he try my suggestion of using the Fresno parameters? 

(3) What is your opinion? 

 

You don't need to make a lot of lengthy comments, I just would like an update something today 

so I can determine my tasks for next week. 

**************************************** 

Vernon asked me to respond directly to this request. 

In response to question (1), yes I did let someone know about the problem. I 

alerted Mike Bitner around the July-August timeframe in regards to Madera 

having map projection problems. Unfortunately, I cannot pinpoint that set of 

specific emails since in September, I lost a couple of hard drives including my 

primary backup drive (I am still paying the price for having lost all that data). 

My recollection at that time was Madera had no idea what the projection 

parameters were for their network. In a recent phone call with Mr. Bitner, I 

asked him to confirm all the projection parameters for the central valley counties. 

In an email from him today, I received confirmation that Madera has no idea 

what the projection parameters are for their network. 

I also do not recollect bringing up this problem on the conference calls. I suspect 

that I did not bring this problem to light in the conference calls since Mr. Bitner has 

been so helpful in resolving issues associated with the central valley networks (i.e., 

I did not want to raise undo havoc if the problem[s] could be resolved by more 

direct means). 

In response to question (2), I did indeed try the Fresno parameters, but to no 

success. I have tried many different projections, some of which come close, but 

not close enough. I am going to call Cari Anderson to see if she might know. 

I still have time to integrate the Madera network if I can get a handle on the map 

projection parameters. As you may recall, a similar issue happened with the 

Stanislaus network in ITN v.1.0. In that case, the Stanislaus network used internal 

TDM coordinates (I think that it was Viper) which could not be conflated to real 

world coordinates outside of the TDM software. 

This is just a quick response to your questions. I hope it helps. If things changes, 

I will alert you. 

Regards, 
A-3 

Jim 

A.1.3 Additional Response to Comment (1) 

Since the time of the exchange of these emails, the conflation parameters for the Madera 

network were determined through trial and error. Hence, the Madera network and its associated 

data are now a component of ITN v.2.0. 

A.1.4 Comment (2) 

Subject: ITN Report 

Date: Fri, 08 Apr 2005 14:05:43 -0700 

From: Cheryl Taylor <cataylor@arb.ca.gov> 

To: James G Wilkinson <jgw@alpinegeophysics.com>

Hi Jim, 

 Steve Shaw just called me. He would like you to put more 

explanation in the report about why Madera was not included. I also see 

that new data for SCAG and San Diego could not be used either. Since we 

really wanted to update those areas in this contract, I think more 

explanation of what happened would be appropriate. If possible, could 

you also put in a way to solve these problems? Is there anything that 

could be done to include them, even in the future? Perhaps we can 

discuss this more on the 19th. Thanks, Cheryl 

A.1.5 Response to Comment (2) 

In subsequent follow up work with Bill McFarlane from San Diego, the study team 

received a new network coverage for San Diego. The new San Diego network coverage has 

been integrated into the ITN v.2.0. 

Since the time of the exchange of these emails, the conflation parameters for the SCAG 

network were determined through trial and error. Hence, the SCAG network and its associated 

data are now a component of ITN v.2.0. 

A.1.6 Series of Emails Associated with Comment (3) 

 

Subject: RE: ITN Update 

Date: Mon, 2 May 2005 13:57:16 -0700 

From: David Nunes <David.Nunes@valleyair.org> 

To: 'James G Wilkinson' <jgw@alpinegeophysics.com>

CC: Cheryl Taylor (E-mail) <cataylor@arb.ca.gov> 

Jim, 
A-4 

 

Do you have any updates to report? Was anything I supplied useful? I have a version of the 

Madera TAZ I sent you that now has a projection assigned, but I doubt you need it. It appears 

that I might have SARMAP era transportation files also, but have not yet tried to locate them. I 

wanted to check your situation before I completed an additional investigation? BTW, where can 

I get copies of the Madera files? 

 

David Nunes 

Subject: [Fwd: Draft ITN Report Available for Review] 

Date: Fri, 08 Apr 2005 15:52:42 -0700 

From: Cheryl Taylor <cataylor@arb.ca.gov> 

To: James G Wilkinson <jgw@alpinegeophysics.com>

Jim, 

 David Nunes had a suggestion regarding Madera. You can look into 

it. You can read the exchange of notes below. They're concerned that 

Madera is not in there. Would you please get back to David if you find 

out anything? It might not hurt to send him a little more information. 

Thanks, Cheryl 

 

Subject: RE: Draft ITN Report Available for Review 

From: David Nunes <David.Nunes@valleyair.org> 

Date: Fri, 08 Apr 2005 15:40:55 -0700 

To: 'Cheryl Taylor' <cataylor@arb.ca.gov> 

At least our memory is consistent. I have been concerned that SJV missed a meeting and a major 

piece of information. Should I look through your minutes or are you confident that nothing has 

been stated by AG about the issue? 

 

BTW, one thought we had is that since Madera transportation is managed by the Fresno COG, 

Fresno's parameters might work. It would certainly been worth trying. 

 

David 

 

From: Cheryl Taylor [mailto:cataylor@arb.ca.gov] 

Sent: Friday, April 08, 2005 3:23 PM 

To: David Nunes 

Cc: Vernon Hughes 

Subject: Re: Draft ITN Report Available for Review 

David, 

 I can't provide much help. I remember Jim saying at most meetings that he had received the 

data for the San Joaquin Valley. I can't remember him specifically saying that he couldn't use 

Madera. I know the work plan says that he should include the 4 northern counties of SJV, 
A-5 

including Madera, IF the data are available. I think it would have been better if Jim had brought 

this to our attention sooner. Cheryl 

David Nunes wrote: 

Thank you. In addition, do you know of any references to excluding Madera 

from the ITN that might exist in your minutes or other documents? 

David Nunes 

A.1.7 Response to Comment (3) 

Subject: Madera Update 

Date: Fri, 06 May 2005 18:50:35 -0700 

From: James G Wilkinson <jgw@alpinegeophysics.com> 

To: David Nunes <David.Nunes@valleyair.org> 

CC: Cheryl Taylor <cataylor@arb.ca.gov>, Vernon Hughes <vhughes@arb.ca.gov>

References: <0DFFBE2E899E804E9A5710F707122438339788@sjvapcd-mail> 

David, 

I just received an email from Ms. Cheryl indicating that you wanted an 

update on my efforts to include the Madera network. I apologize if I 

have not been keeping you better apprised of my efforts. I have tried a 

bunch of map projection parameters including the projection parameters 

from the TAZ file that you sent. I have attempted variations on the 

map projection on the Fresno network. I have also attempted variations 

of CA stateplane parameters for CA Zones III, IV, and V. I contacted 

the Madera County Assessor's Office ((559) 675-7710) but was not able 

to get to the exact person who knew about specific map projection 

parameters. I was however able to glean from my brief conversation from 

one gentleman that in the Assessor's Office, they mainly use a Stateplane 

system (of which I have attempted variations of). All have failed to properly 

conflate the Madera network. 

I have even messed around with scaling the X and Y coordinates of the 

Madera network with various map projection parameters. I did this given 

that I know that the TP+/Viper system can scale the coordinates based on 

some arcane formulation (in some past instances that I have encountered, the 

TP+/Viper coordinates were simple multiples of 10 or 100). None of my 

attemptes were successful. 

I have attached an ARC AML file of a sampling of the parameters that I have 

attempted to conflate the Madera network. None properly conflate the Madera 

network. I have even attempted a three point affine transformation, but this too 
A-6 

failed. This leaves me with a rubbersheeting exercise at this point for which I 

have no budget. Therefore, at this time, the Madera network will be left out of 

the ITN version 2.0 development. 

For your use, I have placed a zip file containing the raw Madera shape file as 

I received it, the raw Fresno shape file as I received it, and the Fresnosh apefile 

in geographic coordinates as I built it from the raw Fresno shape file. 

The ftp site is ftp.alpinegeophysics.com. The user and password are arbemiss 

and cleanair respectively. The zipped shape file can be found in the directory 

ITNv2. 

Sorry to be the bearer of bad news. If you want to discuss this in more detail, 

please drop me an email or call me (541.345.2525). 

Regards, 

Jim Wilkinson 

/************************************************ 

/* Valley-wide GIS (gis.ca.gov/catalog/BrowseRecord.epl?id=5393) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*2000000.0 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 
A-7 

/************************************************ 

/* Valley-wide GIS (gis.ca.gov/catalog/BrowseRecord.epl?id=5393) 

(permutation) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*2000000.0 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Valley-wide GIS (gis.ca.gov/catalog/BrowseRecord.epl?id=5393) 

(permutation) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*609600.0 

/*0.0 

/* 
A-8 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Valley-wide GIS (gis.ca.gov/catalog/BrowseRecord.epl?id=5393) 

(permutation) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units meters 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*609600.0 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone III 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 
A-9 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad27 

/*units feet 

/*zone 3326 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone III (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad27 

/*units meters 

/*zone 3326 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone III (permutations) 

/************************************************ 
A-10 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad83 

/*units feet 

/*zone 3326 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone III (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad83 

/*units meters 

/*zone 3326 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 
A-11 

/************************************************ 

/* CA Zone IV 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad27 

/*units feet 

/*zone 3351 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone IV (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad27 

/*units meters 

/*zone 3351 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 
A-12 

/*arcs madera_geo 

/************************************************ 

/* CA Zone IV (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad83 

/*units feet 

/*zone 3351 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone IV (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad83 

/*units meters 

/*zone 3351 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 
A-13 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone V 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad27 

/*units feet 

/*zone 3376 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone V (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad27 

/*units meters 

/*zone 3376 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 
A-14 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone V (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad83 

/*units feet 

/*zone 3376 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* CA Zone V (permutations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection stateplane 

/*datum nad83 

/*units meters 

/*zone 3376 

/*parameters 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 
A-15 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units meters 

/*parameters 

/*37 04 0.0 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*2000000.0 

/*500000.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 
A-16 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*37 04 0.0 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*2000000.0 

/*500000.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*37 04 0.0 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*6561679.8 

/*1640419.9 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 
A-17 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*37 04 0.0 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*6561679.8 

/*1640419.9 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units meters 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 
A-18 

/*-119 0 0.0 

/*35 20 0.0 

/*2000000.0 

/*500000.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 

/*-119 0 0.0 

/*35 20 0.0 

/*2000000.0 

/*500000.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 
A-19 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 

/*-119 0 0.0 

/*35 20 0.0 

/*6561679.8 

/*1640419.9 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 

/*-119 0 0.0 

/*35 20 0.0 

/*6561679.8 

/*1640419.9 
A-20 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units meters 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*2000000.0 

/*500000.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V (permutations) 

/* true NAD83 

/************************************************ 
A-21 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*2000000.0 

/*500000.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*6561679.8 

/*1640419.9 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 
A-22 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V (permutations) 

/* true NAD83 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*6561679.8 

/*1640419.9 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 
A-23 

/*projection lambert 

/*datum nad27 

/*units meters 

/*parameters 

/*37 4 0.0 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*609601.21920 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*37 4 0.0 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*609601.21920 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 
A-24 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*37 4 0.0 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*2000988.252 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone III (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*37 4 0.0 
A-25 

/*38 26 0.0 

/*-120 30 0.0 

/*36 30 0.0 

/*2000988.252 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units meters 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 

/*-119 0 0.0 

/*35 20 0.0 

/*609601.21920 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 
A-26 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 

/*-119 0 0.0 

/*35 20 0.0 

/*609601.21920 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 

/*-119 0 0.0 

/*35 20 0.0 

/*2000988.252 

/*0.0 
A-27 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone IV (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*36 0 0.0 

/*37 15 0.0 

/*-119 0 0.0 

/*35 20 0.0 

/*2000988.252 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 
A-28 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units meters 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*609601.21920 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*609601.21920 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 
A-29 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*2000988.252 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* Lambert Conformal Conic State Plane Zone V (permutations) 

/* true NAD27 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 
A-30 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*34 2 0.0 

/*35 28 0.0 

/*-118 0 0.0 

/*33 30 0.0 

/*2000988.252 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* From TAZ file supplied by David Nunes 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units feet 

/*parameters 

/*33 54 38.0 

/*39 13 33.0 

/*-119 37 30.0 

/*33 54 38.0 

/*400000.0 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 
A-31 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* From TAZ file supplied by David Nunes (permuations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad27 

/*units feet 

/*parameters 

/*33 54 38.0 

/*39 13 33.0 

/*-119 37 30.0 

/*33 54 38.0 

/*400000.0 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* From TAZ file supplied by David Nunes (permuations) 

/************************************************ 

/*kill madera_alt all 

/*kill madera_geo all 

/* 

/*copy madera_bak madera_alt 

/* 

/*projectdefine cover madera_alt 

/*projection lambert 

/*datum nad83 

/*units meters 

/*parameters 

/*33 54 38.0 

/*39 13 33.0 

/*-119 37 30.0 

/*33 54 38.0 

/*121920.0 
A-32 

/*0.0 

/* 

/*project cover madera_alt madera_geo 

/*output 

/*projection geographic 

/*units dd 

/*datum nad83 

/*parameters 

/*end 

/* 

/*display 9999 

/*arcplot 

/*mape ../fresno/fresno_geo 

/*arcs ../fresno/fresno_geo 

/*linecolor 2 

/*arcs madera_geo 

/************************************************ 

/* From TAZ file supplied by David Nunes (permuations) 

/************************************************ 

kill madera_alt all 

kill madera_geo all 

copy madera_bak madera_alt 

projectdefine cover madera_alt 

projection lambert 

datum nad27 

units meters 

parameters 

33 54 38.0 

39 13 33.0 

-119 37 30.0 

33 54 38.0 

121920.0 

0.0 

project cover madera_alt madera_geo 

output 

projection geographic 

units dd 

datum nad83 

parameters 

end 

display 9999 

arcplot 

mape ../fresno/fresno_geo 

arcs ../fresno/fresno_geo 

linecolor 2 

arcs madera_geo
A-33 

A.2 Comments Regarding Suspect Problems in Hourly VMT Distribution. 

Numerous comments were made in regards to how the VMT were distributed by hour for 

many of the vehicle classes: 

1. The MHDT6_GAS and HHDT7_GAS turn off at hours 4 and 5. 

2. MHDT6_DIE turns off at hours 3, 4, and 5. 

3. The time seems a little late for school buses in the afternoon from hours 16, 17 and 

18. That's 4 pm through 7 pm. School busses show no VMT during school hours. I 

would expect a little VMT during the day. 

4. The motor home hourly profile looks odd. Hour 3 goes back up after dropping off in 

the evening and then drops to 0 during hours 4 and 5. Then there's a small spike at 

hour 6, but backing way off for hours 7 and 8. Hour 9 has the highest spike of the 

day, then way up and down from hours 11 through 18 

5. The LHDT4_GAS hourly profile has two spikes at hours 3 and 18 that seem 

unusually high. 

6. LHV is all 0. 

7. LHDT4_DIE has no VMT for hours 5 and 6, but VMT for all other hours. 

In all virtually all cases, the VMT distribution by vehicle class comes directly from 

EMFAC2002. After reviewing the data, indeed it is the case that these “unusual” VMT 

distributions are a direct result of using EMFAC2002 data. 

A.3 Comments Regarding Other Issues. 

Comment A.3.1: Why are electric vehicles even in the network since we won't calculate 

emissions? I thought it might be that we are tracking electric VMT even though we won't use the 

emissions, but there is no electric VMT in the netcdf file to even review. 

Response A.3.1: Data for electric vehicles are carried internal to EMFAC2002 and are simply 

passed through for use in the ITN v.2.0. 

Comment A.3.2: Counties without local transportation networks supplied to the ITN show no 

VMT at all. Shouldn't they at least have VMT on the state network? Is the state network missing 

from the entire file? 

Response A.3.2: This was an oversight in an early release of ITN v.2.0 and has been corrected in 

the final version of ITN v.2.0. 

Comment A.3.3: There is a group of cells in the southeastern part of Santa Clara County which 

does not seem to coincide with any major roads. (Google map indicates a state park out there). 

Any ideas what that traffic is associated with? 

Response A.3.3: After reviewing the raw MTC network, these links indeed appear. The links do 

not appear to carry any unusually high volumes of traffic as if they might be unidentified cordon 
A-34 

links. At this time, it is not possible for the project team to investigate this issue further as all

project resources have been expended. 

Comment A.3.4: (From Pam Burmich, ARB, 26 April 2005, via email) In Table 2-4 there are 

some major changes year to year in the magnitude and direction of VMT growth factors (e.g., 

Butte, Fresno, San Luis Obispo, Santa Barbara, Solano, Yuba counties). Please confirm these 

factors are reasonable. 

Response A.3.4: Per the cited data that were used to prepare the growth factors, the numbers 

reported in the Table are correct. This same information is apparently used by the Federal 

Highway Administration in preparing VMT forecasts for their highway performance network 

(HPN). 

Comment A.3.5: (From Pam Burmich, ARB, 26 April 2005, via email) References to South 

Coast Association of Governments should read Southern California Association of Governments. 

Response A.3.5: This has been corrected in the report text. 

Comment A.3.6: (From Jim Damkowitch, SBCAG, 19 April 2005, via email) Only mentioning 

the Central California Ozone Study (CCOS) may give the impression that this effort will only 

benefit air quality planning efforts in the Central Valley. It should be stated that the ITN will 

also be potentially available for future air quality attainment demonstrations of both the state 1-

hour ozone standard and the new federal 8-hour ozone standard. 

Response A.3.6: The report text has been revised to reflect the potential use of the ITN in other 

studies related to air quality in California. 

Comment A.3.7: (From Jim Damkowitch, SBCAG, 19 April 2005, via email) Two peak hours 

for both the AM and PM peak periods are shown for Santa Barbara County respectively. This 

should be revised to reflect just one peak hour in the AM (0700-0800) and PM (1600-1700) 

respectively. The Off-Peak hourly distribution should be revised accordingly. 

Response A.3.7: This has been corrected. 

Comment A.3.8: (From Jim Damkowitch, SBCAG, 19 April 2005, via email) I’ve never heard 

of US Federal Highway Authority data. I believe you may be referring to the Federal Highway 

Administration Highway Performance Monitoring Program (HPMS) data. 

Response A.3.8: You are indeed correct that these references should be to the Federal Highway 

Administration. This has been corrected. 

Comment A.3.9: (From Jim Damkowitch, SBCAG, 19 April 2005, via email) Given that these 

factors are based on the CCOS study – are the weekend factors of the more coastal areas such as 

Monterey County, Santa Barbara County, Santa Cruz County etc., empirically based? What 

about other destination resort areas such as the Lake Tahoe portions of Placer and El Dorado 
A-35 

County? What data was used to derive the scaling factors in these areas and was there any 

special consideration given to tourism impacts? 

Response A.3.9: The weekend scaling factor issue is still unresolved. Therefore, in the final 

version of the ITN, no effort was expended to scale the weekday data to weekend day values. 

References to this work have been deleted from the report text. 

Comment A.3.10: (From Jim Damkowitch, SBCAG, 19 April 2005, via email) Add Commercial 

VMT to Caltrans Statewide Network – SBCAG concurs with this approach (i.e., the approach 

described in the final report). 

Response A.3.10: Thank you for your comment.