APPENDIX E$_{ }$ Model Inputs  Parameters  Units  • Traffic Speed  • Miles per hour  • Average Signal Cycle Length  • Seconds  • Average Red Time Length  • • Clearance Lost Time  • Seconds  • Saturation Flow Rate (optional)  • Vehicle per hour  • Signal type (optional)  • Pre-timed, actuated, or semi-actuated  Arrival rate (optional)  Worst, below average, average, above  average, best progression  Receptor Location  • Receptor coordinates (x, y, z)  • Meters or feet  Meteorological  Conditions 1  • Averaging Time  • Surface Roughness coefficient  Settling Velocity  • Deposition Velocity  • Wind Speed  • Stability Class  • Mixing Height  • Minutes  • Centimeters  Centimeters per second  • • meters per second  • 1 to 6 = A to F  • meters  Vehicular Emission  Rates 2  • Composite Running Emission Factor  • Idle Emission Factor  • Gram per vehicle-mile  • Gram per vehicle-hour  Source: EPA,  User’s Guide to CAL3QHC Version 2.0: A Modeling Methodology for Predicting Pollutant Concentrations Near  Roadway Intersections , November 1992 [EPA-454-R-92-006], http://www.epa.gov/ttn/scram/userg/regmod/cal3qhcug.pdf, and  User’s guide to Cal3qhc version 2.0: A Modeling Methodology for Predicting Pollutant Concentrations Near Roadway  Intersections (Revised) , September 1995, [EPA-454/R-92-006R], http://www.epa.gov/scram001/userg/regmod/cal3qhcug.pdf.  Note:  $^{1 }$The CAL3QHCR model uses a two-tiered approach. Tier I, a full year of hourly meteorological (MET) data are entered into  CAL3QHCR in place of the one hour of meteorological data that are commonly entered into CAL3QHC. One hour of emissions,  traffic volume, and signalization (ETS) data are also entered as is done when using CAL3QHC. In Tier II, the same MET data as  used in the Tier I approach are entered into the model. The ETS data however, are more detailed and reflect traffic conditions for  each hour of a week.  $^{2 }$The latest versions of EPA’s MOVES or California’s EMFAC should be used to estimate vehicular emission rates used as  inputs to CAL3QHC and CAL3QHCR.  E.2.6.1  Roadway Geometry  Roadway geometry is the geometric dimensions of each intersection such as lane configuration,  roadway widths, and roadway links. The position of these elements (such as  free-flow  and  queue  links) should be specified by using an x, y, and z coordinate system typically using the center of  the intersection as the origin point with a coordinate of (0, 0).  Each free-flow link is placed on each lane group that serves different directions and has different  characteristics such as traffic volume, emission factor, width and height. Each free -flow link  begins in the center of the intersection and is aligned with the respective approach either in the x- or the y-directions and is positioned in the middle of each lane group. Three meters should be  added to either side of each free -flow link to account for the dispersion of the plume generated  by the wake of moving vehicles, known as the “mixing zone”.  A link height of 0 meters is  typically applied; however, the model accepts link heights no greater than 10 meters and no less  than -10 meters. Queue links are defined as a straight segment of roadway with a constant width  and emission source strength on which vehicles are idling for a specified period of time. The  queue link is placed at the point where queuing begins at the intersection. A mixing zone width is  not needed for queue links since vehicles are not moving and no turbulence is generated.  Figure  99$_{ }$