Alternative Quantification Method Sample Clauses

Alternative Quantification Method. A facility may use the alternative quantification method if it can verifiably demonstrate that it was consistently achieving >98% annual sulphur capture rate, using sulphur mass balance, or other provincially accepted methodology for three consecutive years preceding the year the Agreement comes into force. 10.1.1. For quantification, reporting and verification requirements under the Agreement, a facility that meets the above requirements has the option of using: i) the following alternative quantification method: • calculate the total amount of sulphur entering the process; • calculate the total sulphur inventory change during the month (list sources and add the individual monthly changes); • add or subtract, as appropriate, the total sulphur inventory change to the total amount of sulphur entering the process; • determine the sulphur released into the atmosphere using a Continuous Emissions Monitoring System; • calculate the total amount of sulphur captured in products, by-products and wastes by subtracting the total sulphur released from the total sulphur entering the process; • calculate the percent sulphur capture rate. or ii) another method accepted by provincial regulatory authorities upon review and concurrence by EC.

Alternative Quantification Method. A facility may use the alternative quantification method if it can verifiably demonstrate that it was consistently achieving >98% annual sulphur capture rate, using sulphur mass balance, or other provincially accepted methodology for three consecutive years preceding the year the Agreement comes into force.

Alternative Quantification Method. Given the amount and quality of bicycling-related research and data collection since Caltrans published the CMAQ method in 2005, it is now possible to develop a method for calculating VMT reductions from new bicycle facilities that relies solely on bicycling count data, without using vehicular ADT. Such an alternative method was developed and explained in the companion Bike Facility Report. The reviewed literature provides insufficient data to develop generalizable pedestrian- specific values for all the inputs for the alternative quantification method. But the approach – using active transportation counts instead of vehicular ADT to quantify VMT reductions – is just as well suited to pedestrian facilities as it is to bicycle facilities. One reason to rely on pedestrian – just like bicycling – count data rather than vehicular ADT used in the current methodology is that using vehicular ADT assumes that higher auto volumes correlate to higher pedestrian volumes, which is often not the case. For example, a high-volume arterial running from suburban residential developments in a hilly area to a freeway accessing the metropolitan job center 10 miles away could easily have high vehicular volume but low to no volume of pedestrians walking for transport, due to the topography and distance to non-residential developments. On the other hand, a high-volume arterial in a flat area with high accessibility to residential, commercial and retail uses could have substantial pedestrian traffic, just as the stretch of Telegraph Avenue in the Uptown neighborhood of Oakland, California did even before the city improved pedestrian street crossings, installed Class IV cycle tracks on both sides of the street, and completed other streetscape improvements (XxXxxxx & Xxxxxxxx, 2016). Just as with bicycling counts, pedestrian counts inherently account for factors like topography and distance that will limit transport walking with or without pedestrian facilities. By contrast, using vehicular ADT requires applying adjustment factors like the proximity to “activity centers” proxy used in CARB’s current method. Equation 3, as discussed in more detail in the companion Bike Facility Report and modified below for use with pedestrian facilities, is one potential method to estimate VMT reductions from new pedestrian facilities without using vehicular ADT. And while there is insufficient data in the reviewed literature to develop generalizable pedestrian- specific values for all the inputs f...