United States Motor Vehicle Emission Laboratory EPA 460/3-78-008
Environmental Protection 2565 Plymouth Road ju|y 1973
Agency Ann Arbor, Michigan 48105
Heavy-duty
Vehicle Cycle
Development
-------
EPA 460/3^78-008
HEAVY-DUTY VEHICLE CYCLE DEVELOPMENT
By
MALCOLM SMITH
Systems Control, Inc.
Environmental Engineering Division
[Formerly Olson Laboratories]
421 East Cerritos Avenue
Anaheim, California 92805
Contract No. 68-03-0411
EPA Project Officers:
LEROY HIGDON
CHESTER J. FRANCE
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
July 1978
-------
This report is issued by the Environmental Protection Agency to report technical data of interest
to a limited number of readers. Copies are available free of charge to Federal employees, current
contractors and grantees, and nonprofit organizations - as supplies permit - from the Air Pollution
Technical Information Center, Environmental Protection Agency, Research Triangle Park, North
Carolina 27711; or, for a fee, from the National Technical Information Service, 5285 Port Royal
Road, Springfield, Virginia 22161.
This report was furnished to the Environmental Protection Agency by Systems Control, Inc. 421
East Cerritos Avenue, Anaheim, California 92805, in fulfillment of Contract No. 68-03-0411. The
contents of this report are reproduced herein as received from Systems Contrpl, Inc. The
opinions, findings, and conclusions expressed are those of the author and not necessarily those of
the Environmental Protection Agency. Mention of company or product names is not to be
considered as an endorsement by the Environmental Protection Agency.
Publication No. EPA-460/3-78-008
-------
FOREWORD
The Environmental Protection Agency (EPA) is developing new emission test procedures for
heavy-duty vehicles. The major intent of this effort is to develop test procedures that are
representative of truck operation in the urban environment.
In support of this development effort, Olson Laboratories, Inc. (OLI) was awarded a contract
to generate representative transient engine and chassis cycles for heavy-duty vehicles. The contract
began in 1974 and was concluded in May of 1978. The OLI Project Manager was Mr. Malcolm
Smith who supervised all work performed under this contract. The Project Officers for this
contract were Mr. Leroy Higdon and Mr. Chester J. France, both of the Emission Control
Technology Division, Office of Mobile Source Pollution Control, Environmental Protection
Agency, Ann Arbor, Michigan.
The contract work had three purposes:
1) To develop software to process the CAPE-21 truck and bus operational data base into
a format suitable for generating engine and chassis dynamometer cycles.
2) To develop the software necessary to generate cycles representative of the CAPE-21
data base.
3) To generate representative candidate engine and chassis cycles from the CAPE-21 data
base.
This report presents a summary and documentation of the heavy-duty chassis and engine cycle
generation process. Additionally, several candidate cycles (engines and chassis) are illustrated.
-------
ABSTRACT
This report presents a summary and documentation of the work performed
under EPA Contract No. 68-03-0411, entitled "Heavy-Duty Vehicle Cycle Develop-
ment. " Program objectives were successfully met with the development of
computer software to edit the CAPE-21 heavy-duty vehicle raw-data base, to
process the data base into matrix formats suitable for the Monte Carlo genera-
tion of representative engine-dynamometer and chassis-dynamometer test cycles,
and to generate and analyze cycles. At least 3 candidate cycles were selected
for submission to EPA for each of 16 vehicle categories.
IV
-------
CONTENTS
Foreword
Abstract iv
Figures vi
Tables vii
Definitions viii
1- SUMMARY I
1-1 Program Overview 1
1.2 Data Collection 1
1-3 Data Processing and Analysis 3
1.3.1 Data Editing 3
1.3.2 Power Tape Generation 5
1.3.3 Statistical Analyses 7
1.4 Chassis Cycle Development 8
1.5 Statistical Filter 10
1.6 Engine Cycle Development 12
2 INTRODUCTION 34
2.1 Background 34
2.2 Objectives 35
2.3 Scope 35
3 DATA PROCESSING 36
4 DATA ANALYSIS 52
4.1 Individual Vehicle Statistics 52
4.2 Category Analysis 53
4.3 Cold/Hot Analysis 55
5 MONTE CARLO CYCLE GENERATION 62
5.1 Matrix Development 62
5.1.1 Speed Matrix 62
5.1.2 Engine Matrix 63
5.2 Cycle-Generation Process 67
5.2.1 The Monte Carlo Technique 67
5.2.2 Development of Chassis-Dynamometer Cycles 70
5.2.3 Development of Engine-Dynamometer Cycles 76
5.3 Statistical Filter 78
5.4 Candidate-Cycle Selection 86
References 89
Appendices
A. Chassis and Engine Cycles Plotted with 0.864-Second Interval
B. Engine Cycle Statistics and Schedules
C. Chassis Matrices and Chassis Cycle Statistics and Schedules
D. Statistics for Truck LA 45
E. Summary Statistics by Vehicle
-------
FIGURES
Number
1 Data Processing and Analysis Flow Diagram 4
2 Engine-Matrix Format 13
3 Driving Cycle with Starting Random Number 1539135071 14
4 Driving Cycle with Starting Random Number 2106204593 15
5 Driving Cycle with Starting Random Number 2037082365 16
6 Driving Cycle with Starting Random Number 2120127413 17
7 LA Gas Freeway: Cycle 296644805 18
8 LA Gas Nonfreeway: Cycle 2038877989 19
9 LA DSL Freeway: Cycle 1599345415 20
10 LA DSL Nonfreeway: Cycle 2110248101 21
11 NY Gas Freeway: Cycle 792043535 22
12 NY Gas Nonfreeway: Cycle 8410263 23
13 NY DSL Freeway: Cycle 104099549 24
14 NY DSL Nonfreeway: Cycle 2114147447 25
15 Driving Cycle with Starting Random Number 2041393295 26
16 Driving Cycle with Starting Random Number 2143765149 29
17 LA Buses Freeway + Nonfreeway: Cycle 2049482045 32
18 NY Buses Freeway + Nonfreeway: Cycle 2109178847 33
19 Example of Monte Carlo Technique: Area Under One Branch of
Sine Curve 68
20 Monte Carlo Cycle Development 71
21 Chassis-Cycle Generation 75
22 Engine-Cycle Generation 77
VI
-------
TABLES
Number Page
1 Cape-21 Sample By Category 2
2 Cape-21 Sample by Vehicle 37
3 Edit Input for LA Truck 17 44
4 Edit Output for LA - Truck 17, Day 1 45
5 Edit Output for LA - Truck 17, Day 2 46
6 Edit Summary for LA Categories 47
7 Edit Summary for NY Categories 48
8 Summary Statistics for LA Truck 45: LA TT Diesel 54
9 Aspin-Welch Test of Differences Between Means - LA TT Gas
Versus LA TT Diesel 56
10 Aspin-Welch Test of Differences Between Means - LA 2A Gas
Versus NY 2A Gas 57
11 Z Test of Differences Between Means - LA 2A Diesel Versus
LA 2A Gas 58
12 Z Test of Differences Between Means - NY 3A Gas Versus
NY TT Gas 59
13 Definition of Cold/Hot Matrices 61
14 Speed-Adjustment Statistics 64
15 Input Initial Speed Versus Delta Speed Matrix - LA Combined
Gas and Diesel - Freeway 65
16 Monte Carlo Computation of Area Under One Branch of a
Sine Curve 69
17 Transition Probability Matrix - LA Combined Gas and Diesel -
Freeway 72
18 Development of K-S Distribution Function for Matrix 84
vi i
-------
DEFINITIONS
E Engine speed, rpm
E Nominal rpm at idle
%E Percent rpm
E Manufacturer's rated rpm
H
E E-upper: Upper limit of engine rpm idle range
E E-lower: Lower limit of engine rpm idle range
LJ
L Load factor: Manifold vacuum for gasoline engines, rack position for
Detroit Diesel Allison (DDA) engines, fuel (rail) pressure for Cummins
Engine Co. engines.
L Nominal load factor at idle
%L Percent load factor
L Load factor at maximum power for each rpm
L Load factor at zero power for each rpm
%R Percent rack position (DDA engines)
%FP Percent fuel pressure (Cummins engines)
L Load factor at %R = 0 (maximum power)
max
L . Load factor at %R = 100 (other extreme of rack position)
mm
P Horsepower
%P Percent horsepower
S Vehicle speed, mph
%M Percent time motoring
%I Percent time idling
%C Percent time cruising
'iA Percent time accelerating
%D Percent time decelerating
E(X) Expected value (mean) of X
Vlll
-------
COV(X,Y) Covariance between X and Y
R(X,Y) Product-moment correlation between X and Y
l.u.b. Least upper bound
exp(x) eX
Type I error probability: The probability of rejecting a test hypo-
thesis when the hypothesis is true
)3 Type II error probability: The probability of accepting a test
hypothesis when the hypothesis is false.
F Freeway
NF Nonfreeway
C Combined road type (F + NF)
-------
Section 1
SUMMARY
1.1 PROGRAM OVERVIEW
The "Heavy-Duty Vehicle Cycle Development" program, EPA Contract No.
68-03-0411, was awarded to Olson Laboratories, Inc. (OLI) in 1974 for the
purpose of: 1) developing software to process the CAPE-21 data base into a
format suitable for generating engine-dynamometer and chassis-dynamometer
cycles, 2) developing software to generate cycles representative of the
CAPE-21 data base, and 3) generating candidate cycles for trucks and buses
from the CAPE-21 data base. It will be useful to discuss briefly the CAPE-21
program which preceded this program.
The CAPE-21 program, jointly sponsored by the Coordinating Research
Council (CRC) and the Environmental Protection Agency (EPA), was a two-phase
program to conduct a heavy-duty vehicle driving pattern and use survey. The
purpose of Phase I, conducted by Wilbur Smith and Associates (WSA), was the
development of sampling plans for the collection of heavy-duty vehicle operat-
ing data in New York City and the Los Angeles Basin.
Phase II of the CAPE-21 program consisted of instrumenting heavy-duty
trucks and buses, selected in accordance with the sampling plans, to record
operating data during performance of the normal vehicle function. The New
York data sample was collected in 1973 and 1974 under the direction of WSA in
association with Wyle Laboratories. The EPA directed the collection of the
Los Angeles data sample in 1975 with the support of personnel from the EPA and
OLI.
1.2 DATA COLLECTION
Fifty trucks and five buses were instrumented in each city. After rejec-
tion of some vehicles during the data-processing phase because of instrumenta-
tion and other problems, the CAPE-21 data base consisted of the operating data
for 44 trucks and 4 buses in New York and 44 trucks and 3 buses in Los Angeles.
The total data sample used in the generation of cycles included 290 truck-days
and 21 bus-days of operation. The truck sample in each city included gasoline-
fueled and diesel-fueled engines in each of three vehicle configurations:
2-axle single unit, 3-axle single unit, and tractor-trailer (TT). Each of the
buses was equipped with a diesel engine. The composition of the sample and
hours of engine-on operation after editing are shown in Table 1.
-------
Table 1. CAPE-21 SAMPLE BY CATEGORY
CATEGORY
LA 2 -AXLE GAS
LA 3 -AXLE GAS
LA TT GAS
LA 2 -AXLE DIESEL
LA 3-AXLE DIESEL
LA TT DIESEL
LA TRUCK TOTALS
NY 2 -AXLE GAS
NY 3-AXLE GAS
NY TT GAS
NY 2-AXLE DIESEL
NY 3-AXLE DIESEL
NY TT DIESEL
NY TRUCK TOTALS
LA BUSES
NY BUSES
SAMPLE TOTALS
NUMBER OF
VEHICLES
19
1
7
1
5
11
44
26
1
3
1
5
8
44
3
4
95
NUMBER
OF DAYS
71
4
24
2
21
25
147
83
2
9
5
16
28
143
8
13
311
HOURS OF ENG I NE-
ON OPERATION
213.46
15.57
94.66
8.48
88.40
121.54
542.11
321.39
9. 16
44.08
30.70
85.12
130.69
621.14
71.08
131.02
1365.35
-------
Each 10-channel data record, recorded on magnetic tape in digital format
at the rate of one record every 0.864 seconds, contained the following
information:
Channel Parameter
1 Vehicle ID and time (tens of hours)
2 Time (hours units and minutes)
3 Engine speed
4 Load factor
5 Vehicle speed (optical encoder)
6 Road type
7 Traffic density
8 Throttle position (open/closed)
9 Engine temperature
10 Vehicle speed (tach generator)
The load factor recorded in Channel 4 is a parameter which is a measure
of engine power. It is manifold vacuum for gasoline engines, rack position
for Detroit Diesel engines, and rail pressure (fuel pressure) for Cummins
diesel engines. The data in Channels 3 through 10 were recorded in units of
millivolts of signal level.
1.3 DATA PROCESSING AND ANALYSIS
1.3.1 Data Editing
The raw-data tapes were recorded with Metrodata Loggers in a 4-track
format at a density of 200 bpi and processed by Wyle Laboratories to produce
9-track, IBM-compatible tapes at a density of 800 bpi. Each tape file of the
IBM-compatible and subsequent tapes consists of 1 vehicle-day of operation.
The various steps taken to convert the raw-data tapes to the final set of
tapes used to create the matrices for cycle generation are shown in Figure 1.
The first 1,000 records plus 5 percent of the remaining records in each
file of the IBM-compatible tapes were first printed and analyzed to ensure
that the instrumentation had worked properly and to determine a starting
record for the file. The latter was necessary because the beginning of each
tape is noisy due to start-up instability, resulting in zeroed records (a
record consisting of all zeroes which is written when a parity error is encoun-
tered) and incomplete records. Software unscrambles the packed format in
which the Wyle-delivered tapes are written, puts all of the time data in
Channel 2, and converts the signal levels in Channels 6, 7, and 8 into 1-digit
codes. This creates what are called the millivolted tapes.
A frequency matrix of rpm versus load factor, called the EVSL matrix, is
then created for each vehicle. Those matrices provide an initial assessment
of the vehicle engine operating pattern and will occasionally identify a data
problem missed in the 5-percent audit. Another matrix of rpm versus load
factor, called the ZIPEVSL matrix, is created for each truck for just those
records when the vehicle speed is zero. That matrix is used to identify a
submatrix called the "idle box" which defines the ranges of rpm and load
factor within which the vehicle is said to be idling.
-------
Figure 1. DATA PROCESSING AND ANALYSIS FLOW DIAGRAM
RAW
DATA
TAPE
IBM-
COMPATIBLE
TAPE
POWER
TAPE
EDITED
TAPE
RPM VS.
LOAD FACTOR
MATRICES
DATA DUMPS
(1,000 +5%)
EDIT
SUMMARY
POWER
SUMMARY
STATISTICAL
ANALYSIS
CATEGORY
ANALYSIS
COLD/HOT
ANALYSIS
-------
The EVSL matrices are also used to determine reasonable maximum and
minimum values for rpm and load factor. Those values, together with transducer
calibration functions and a model to determine the maximum permissible acceler-
ation rate at each speed, are then input to a computer program which creates
edited tapes. The editing procedures accomplish the following:
1. Convert millivolts of engine speed, load factor, vehicle speed, and
engine temperature into the appropriate engineering units.
2. Replace a single zeroed record by a record of linearly-interpolated
values.
3. Replace two or more consecutive zeroed records with a single zeroed
record.
4. Delete engine-off records and replace with a single zeroed record.
5. Replace a single record with bad values by a record with the bad
values replaced by linearly- interpolated values.
6. Replace two or more consecutive records with bad values in the same
channel by a single zeroed record.
7. Insert a zeroed record before a record which contains a bad value
for time of day. (No editing of the time channel was accomplished.)
8. Zero the Channel-5 speed when the Channel-10 speed is zero.
A summary of the number of changes of each type made was printed for each
file of data to document what was done during editing.
1.3.2 Power Tape Generation
The final step in the tape-processing procedure was the creation of what
are called the power tapes. The power tapes are the same as the edited tapes,
except that engine speed is converted from units of rpm to percent rpm, %E,
and load factor is converted from engineering units to percent power, %P.
The conversion to %E was made with respect to the manufacturer's rated
rpm, E , for each engine and the idle-box rpm-range limits called E-upper, E ,
and E-lbwer, E . That is, any rpm in the range from E up to E is an idle
rpm. If the value of rpm on the edited tape is denoted by E, and if E-cE ,
then
%E = - x 100.
When E >E ,
E - EU
%E = _ x 100.
R U
-------
In the case E ^E^E , %E is set equal to zero. That is, %E = 0 when the
i-j U
vehicle is idling. (The vehicle is not considered to be idling, however,
unless both the rpm and the load factor are within the idle box.) The normali-
zation of rpm is accomplished so that data from different trucks with different
idle conditions can be combined in a meaningful way.
The conversion of load factor to percent power, %P, was accomplished with
EPA-supplied horsepower models. In the case of the gasoline engines, it was
determined that percent power was essentially equal to percent load factor
(manifold vacuum) at each value of rpm, when percent load factor, %L, was
appropriately defined. Let L (E) be the value of load factor at maximum
(100 percent) horsepower at E rpm and let L (E) be the value of load factor at
zero power at the same rpm value E. Then, if L(E) denotes the value of load
factor at E rpm,
L(E) - L (E)
%P = %L = _ x 100. (1-1)
Lioo(E) VE)
It should be noted that the values L (E) were measured on the Los Angeles
gasoline trucks from idle rpm to about rated rpm in increments of 250 rpm.
Linear interpolations were performed to determine L (E) values between the
measured values and to extrapolate values from idle rpm down to 300 rpm. The
latter was selected to be the minimum reasonable rpm value.
It was not possible to measure the L (E) values for the New York gasoline
trucks because the trucks were no longer available at the time the gasoline
horsepower model was defined. Therefore, the L (E) data for the Los Angeles
trucks were normalized with respect to the idle for each truck and the normal-
ized data were averaged to obtain what is called the average L-Zero curve.
That average L-Zero curve, suitably denormalized with respect to idle for each
New York gasoline truck, was then utilized to compute %P for the NY gasoline-
truck sample.
The horsepower model for the rack-position diesel engines was developed
by the EPA from engine dynamometer data supplied by Detroit Diesel Allison
(DDA) for an 8V-71N engine with N-65 injectors. The data for that engine were
used because 14 of the 20 Detroit diesels in the CAPE-21 sample were 8V-7INS
and all 13 engines in the Los Angeles sample had N-65 injectors. One of the
seven DDA engines in New York was determined to have N-65 injectors, but it
was not possible to ascertain injector type for the other engines.
DDA supplied 92 data points which were supplemented by an additional
36 points, obtained by interpolation and based on EPA analysis. Engine power
was normalized to the maximum horsepower at each measured value of rpm and the
load factor (rack position) was normalized to maximum rack travel and denoted
by %R. A regression analysis was conducted and the horsepower model selected
was:
1.56
%P = a + b log E + c log E (%R) , (1-2)
-------
where a = 173.90
b = -22.507
c = -0.044802
log E = common logarithm of rpm.
The standard error of the estimate for the model is 3.62, in units of
percent power, and the square of the multiple correlation coefficient, or
coefficient of determination, is 0.987.
Two constraints are applied to the computation of %P with the model.
These are:
1. When %P100, %P is set equal to 100.
The horsepower model developed for the Cummins diesel engines was based
on engine-dynamometer data for 8 engine types, representing a total of 284
points, which were supplied to the EPA by the Cummins Engine Company. Those
data were supplemented by no-load fuel pressures derived by the EPA. Engine
horsepower was again normalized to the maximum power at each rpm value and the
fuel (rail) pressure was normalized to the maximum fuel pressure at each rpm.
It was determined in the regression analysis that percent power depended only
on the normalized fuel pressure, %FP, and was independent of rpm. The horse-
power model developed thus had the following simple form:
%P = 37.475 (%FP)°'33 - 70.283. (1-3)
The standard error of the estimate for the model is 3.64, in units of percent
power, and the coefficient of determination is 0.987.
1.3.3 Statistical Analyses
The set of power tapes is the CAPE-21 data base in its final processed
form. A statistical analysis of those tapes was first conducted for each
vehicle in the sample. The individual bus data were then combined within each
city to yield a New York bus sample and a Los Angeles bus sample. The indivi-
dual truck data were combined to create 12 categories: 2 fuel types x 3 vehicle
configurations x 2 cities. Within each category the data were broken down by
road type into freeway (F) data, nonfreeway (NF) data, and combined (C) road-
type data. Therefore, statistics were obtained for 36 categories of truck
data and 6 categories of bus data. A category analysis was then performed to
determine which categories could be further combined, thus reducing the number
of vehicle categories for which distinct cycles must be developed.
It was immediately clear that the freeway and nonfreeway statistics were
distinctly different, as were those between cities and between fuel types. In
general, however, the statistics by vehicle configuration were not too dissim-
ilar. Therefore, based on a combination of the statistical analysis and the
exercise of engineering judgement, the EPA selected the categories defined in
-------
the following table as the basis for the generation of engine cycles (desig-
nated by EC) and chassis cycles (designated by CC):
F NF C
LA Gasoline EC EC
LA Diesel EC EC
LA Gas & Dsl CC CC
NY Gasoline EC EC
NY Diesel EC EC
NY Gas & Dsl CC CC
LA Buses EC, CC
NY Buses EC, CC
The number of data categories for which cycles had to be developed was
thus reduced considerably. A further reduction in the number of engine cycles
was effected by the stipulation that for trucks there would be one gas cycle
and one diesel cycle, each to consist of cycle segments selected from the
above categories. Engine-cycle segments with nominal 5-minute durations were
generated for each category. Similarly, chassis-cycle segments of the same
duration were generated for trucks. Cycles generated for buses had nominal
durations of 5, 10, 20, 30, and 60 minutes.
One remaining question with respect to the composite gas and diesel
cycles concerned heavy-duty vehicle operation when cold. An analysis of
cold/hot operation was conducted to determine if there were need for a unique
cold-operation segment in each of the composite cycles to be configured by the
EPA. The results of the analysis indicated that the difference between cold
and hot heavy-duty vehicle operation was not very significant. It was found,
however, that the initial idle following a cold start was longer than normal.
It was thus concluded that a longer idle at the start of the cycle was the
sole requirement for the cold-start portion of an emission test.
The 5-minute cycle segments were computer-generated with a Monte Carlo
model, utilizing the CAPE-21 data base to ensure that the cycles would be
representative of actual heavy-duty vehicle operation. The development of
chassis cycles will be discussed first.
1.4 CHASSIS CYCLE DEVELOPMENT
All of the speed data for a given category can be compactly represented
in an initial-speed-versus-delta-speed matrix, hereafter shortened to "speed
matrix". The speed matrix for truck-cycle purposes is a 61 x 9 matrix, repre-
senting initial speeds ranging from 0 to 60 mph in 1-mph increments and delta
speeds ranging from -4 mph/0.864 seconds to +4 mph/0.864 seconds in increments
of 1 mph/0.864 seconds. (It will be recalled that the CAPE-21 data were
recorded at the rate of one record every 0.864 seconds.)
-------
The format of the speed matrix is shown below:
DELTA SPEED
-4 -3 -2-101
0
1
2
3
INITIAL
SPEED
58
59
60
The speed matrix is a frequency-of-occurence matrix generated on a record-
by-record basis. That is, the speed value for any given record is defined to
be an initial speed. The speed for the next record is defined to be a final
speed. The delta speed is the final speed minus the initial speed. The speed
matrix is incremented by adding one to the contents of the matrix cell corres-
ponding to the row defined by the initial speed and the column defined by the
delta speed. The final speed then becomes the initial speed for the computation
of a new delta speed from the speed for the next record and the matrix is
again incremented. The process continues until all of the speed data for each
truck in a given category have been treated to yield the freeway and nonfreeway
matrices for the category.
Now consider any row of the speed matrix. That row is defined by an
initial speed and the entries in the nine cells of that row represent the
number of times that the trucks in the category changed speed by each of the
indicated delta speeds. Therefore, if the entries in the nine cells are
summed, and if each entry is then divided by the row sum, then each cell entry
is the empirical conditional transition probability of the indicated delta
speed given the initial speed.
The speed matrix (SM) is transformed into an intermediate matrix (IM) by
normalizing each row as described. Observing that each row is thus a density
function, the intermediate matrix is transformed into what is called the
transition-probability matrix (TPM) by converting the density function in each
row into a distribution function. The process is illustrated with the following
example of one row of each of the three matrices defined by some initial
speed:
DELTA SPEED
-4-3-2-1 0 1 2 3 4
Freq. Fen. (SM) 1 2 4 18 40 23 10 2 0 (1= 100)
Dens. Fen. (IM) .01 .02 .04 .18 .40 .23 .10 .02 0.00
Dist. Fen. (TPM) .01 .03 .07 .25 .65 .88 .98 1.00 1.00
-------
Chassis cycles are generated utilizing the transition-probability matrix
in the following manner. Suppose, in the example above, the initial speed is
30 mph. Using a random-number generator which yields uniformly-distributed
values on the unit interval, suppose a random number with the value 0.37 is
generated. Since that value is greater than 0.25 in the above example and is
less than 0.65, the selected delta speed is zero. In the cycle then, a speed
of 30 mph is followed by a speed of 30 mph again. Now suppose the next random
number has the value 0.92. Now the selected delta speed has the value 2, so
that the next selected speed in the cycle is 32 mph. Another random number is
generated and the distribution function for the row corresponding to 32 mph is
then used to generate the next speed in the cycle.
Cycle speeds are thus selected in accordance with their frequencies of
occurrence in the CAPE-21 data base. The process continues until a desired
minimum cycle duration is reached. If the cycle speed is zero at that time,
the process continues until a nonzero speed is generated, whereupon the cycle
is ended at the last zero speed. Otherwise, a deceleration is forced until
the cycle speed reaches zero. Generation of the cycle then continues until a
nonzero speed is selected or until a maximum desired cycle duration is reached.
Cycle generation is thus constrained to start and finish at zero speed. Since
the cycle can be driven sequentially through all speeds, each cycle is closed.
1.5 STATISTICAL FILTER
Because the cycles are generated with a Monte Carlo model, any given
cycle may be very unrepresentative of the input data. Therefore, statistics
are computed for each cycle and tested with what is called the statistical
filter. As each cycle is generated, a speed matrix is created for the cycle.
The speed matrix for the cycle is then compared with the input speed matrix to
determine if the cycle can be said to be representative. The statistical test
used for the matrix comparison is the Kolmogorov-Smirnov (K-S) test.
The K-S one-sample test, a nonparametric or distribution-free test, is
concerned with the degree of agreement between the distribution function for a
set of sample values (observed values) and a specified theoretical distribution
function. It determines whether the sample values can reasonably be considered
to have come from a population with the specified distribution. The test
consists of determining the absolute value of the maximum difference between
the sample and theoretical distribution functions.
A distribution function created from the input speed matrix was specified
to be the theoretical (or population) distribution. A distribution function
created from each cycle matrix played the role of the sample distribution.
The distribution function for a speed matrix was generated by first dividing each
cell frequency in the matrix by the total matrix frequency and then getting a
running sum of the normalized values from top to bottom (because the computer
is more efficient that way) and then from left to right. This yields a vector
(set) of 61 x 9 = 549 values ranging from zero to one. The input vector and
the cycle vector are then compared, corresponding value by corresponding
value, and the absolute value of the maximum difference is determined.
10
-------
Distribution functions were obtained in this manner in four ways to yield
four K-S tests. That is, K-S tests were made on the following:
1. The total speed matrix
2. The cruise submatrix (zero delta-speed column)
3. The acceleration submatrix (positive delta-speed columns)
4. The deceleration submatrix (negative delta-speed columns)
K-S tests were also performed for some cycles on the marginal distributions;
i.e., on the speed and delta-speed distribution functions.
Acceptance or rejection of the null hypothesis (i.e., that the matrices
are not significantly different) is referenced to a criterion level depending
only on the sample size and the selected significance level. The criterion
difference, D , for the K-S test is
c
D =-^'
c
where z = a number depending on the selected significance level
N = the sample size.
If the significance level is 0.05, for example, then z = 1.36. To illus-
trate, suppose a chassis cycle has a 5-minute, or 300-second, duration. Then,
the sample size (number of speeds in the cycle) would be approximately 300
divided by 0.864, or 347, since the matrix is based on the 0.864-second time
between records. For a signifance level of 0.05, then, and a sample size of
347, the criterion difference is
D = ! = 0.073
c
Thus, if the maximum difference, in absolute value, between the input and
cycle distribution functions were less than 0.073, the null hypothesis could
not be rejected at the selected significance level.
It should be noted that the significance level here is the Type I error
probability, or the probability of rejecting a cycle even though it is repres-
entative. What is important, however, is the Type II error probability, or
the probability of accepting a cycle which is not representative. Unfortun-
ately, there is no feasible way of computing Type II error probabilities for
the K-S test. However, as the Type I error probability becomes larger, the
Type II error probability becomes smaller. The most representative cycles,
therefore, will tend to be those with the largest Type I error probabilities.
That is, the Type II error probabilities will be small, yielding high confidence
that the cycles are representative. It should be noted that this is different
from the usual case where one desires a small Type I error probability.
In addition to the K-S tests, however, the chassis cycles were tested to
ensure that other cycle statistics were close to those for the input data.
These included: average speed, percent idle time, percent time at cruise,
percent time at acceleration, and percent time at deceleration. A typical
computer run would generate 10,000 chassis cycles of the desired duration, and
each cycle would be tested for representativeness. The statistics for only
11
-------
those cycles passing through the statistical filter were printed. A selection
of at least three candidate cycles was made for each category and the cycles
submitted to the EPA for further analysis.
1.6 ENGINE CYCLE DEVELOPMENT
The Monte Carlo generation of engine cycles is accomplished with a random-
number generator operating on a transition-probability matrix with the same
logic described above. The input matrix, of course, is based on the engine
parameters. The engine matrix is a matrix of initial rpm and power versus
final rpm and power. As discussed earlier, rpm and power are in units of
percent on the power tape. Percent rpm, %E, ranged from -22 percent to 150 per-
cent, in increments of 2 percent, for a total of 87 classes. Percent power,
%P, ranged from motoring (any value less than zero) to 100 percent, in incre-
ments of 10 percent, for a total of 12 classes. Each rpm class is associated
with 12 power classes, so that the engine matrix has 87 x 12 = 1,044 rows and
the same number of columns. The number of cells in the matrix is thus 1,044
x 1,044 = 1,089,936.
The engine-matrix format is shown in Figure 2. Just as in the case of
the simpler speed matrix, each row of the engine matrix is converted into a
distribution function to yield a transition-probability matrix. Each cycle
starts at %E = 0 and %P = 0; i.e., at the idle condition. A random number is
generated which then selects the next combination of rpm and power. The
process continues to a minimum cycle duration time. If %P = %E = 0 at that
time, the process continues until a nonidle state is selected; the cycle then
terminates at the last idle point. Otherwise, a "deceleration" is forced
until both engine parameters have returned to zero. As the cycle is generated,
a corresponding cycle matrix is created for comparison with the input engine
matrix. Computed statistics include: K-S tests on the total matrix, on the
diagonal ("cruise") submatrix, the suhmatrix above the diagonal, and the
eubmatrix below the diagonal; average %E and %P; percent motoring; percent
idle rpm; percent zero power; and percent cruise, acceleration, and decelera-
tion for each of %E and %P. (The distribution functions for K-S testing were
created on a row-by-row basis.)
The statistics are tested in the statistical filter and printed for those
cycles passing through the filter. At least three candidate engine cycles of
Approximately a 5-minute duration were selected in each category for submission
to the EPA for further engineering analysis. The EPA will create a composite
engine cy^le for gasoline trucks by selecting candidate-cycle segments from
the city/road type categories and combining them into a single cycle. A com-
posi^e diesel-engine cycle will be created in the same way.
Examples of chassis cycles for trucks are shown in Figures 3 through 6
for the categories indicated. Figures 7 through 14 show examples of engine
cycles for trucks for the indicated categories. Examples of chassis and
engine cycles for buses are shown in Figures 15 through 18. The cycles in
those figures have be^n "smoothed"; i.e., the interval between points is
1 second instead of the original 0.864 seconds. (Motoring values of %p are
plotted ai--10 percent and no motoring magnitude is implied.) Appendix A shows
the same cycles plotted with the 0.864-second interval for comparison. The
statistics and schedules for each plotted engine cycle are given in Appendix B.
The statistics and schedules for the plotted chassis cycles are given in
Aimendix C.
12
-------
FINAL KPM/POWER
87
PP...P PP...P
12 12 12 12
' Pl P2 ' ' ' P12
12
INITIAL E,
RPM/POWER
12
J87 '
P
12
Figure 2. ENGINE-MATRIX FORMAT
-------
FIGURE 3.
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 1539135071
DflTfl BflSE: Lfl GflS + DIESEL
FREEWflY
RVERflGE SPEED
DURflTION
DISTRNCE
1414.79 MPH
U.146 MIN
3.33 MILES
INTERVflL = 1.00 SEC
30 60
90
120 ISO 180 210 240 21Q 300 330 360
TIME. SECONDS
-------
FIGURE 14.
DRIVING CYCLE WITH STRRTING
RflNDOM NUMBER 2106204593
DflTfl BflSE: Lfl GflS + DIESEL
NONFREEWRY
flVERflGE SPEED
DURflTION
DISTflNCE
14.55 MPH
4.75 MIN
1.15 MILES
INTERVflL = 1.00 SEC
o-SS
o
CD**
bJ
n CM
CD
in
eno
30 60 90 180 ISO 180 310 e>JQ 270 300 330 360
TIME. SECONDS
15
-------
FIGURE 5.
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2037082365
OflTfl BflSE: NY GflS + DIESEL
FREEWflY
flVERRGE SPEED
DURflTION
DISTflNCE
26.91 MPH
IJ.67 MIN
2.09 MILES
INTERVflL = 1.00 SEC
m'
o
in'
in
o-S-
bu
UJm
Q_«M-
tn
in
CW
1
30 60 90 130 ISO 180 210 840 270 300 330 360
TIME. SECONDS
16
-------
FIGURE 6.
s-
in
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2120127m3
DflTfl BflSE: NY GflS + DIESEL
NONFREEWflY
flVERflGE SPEED = 7.57
DURflTION = H.23 MIN
DISTflNCE = 0.53 MILES
INTERVflL = 1.00 SEC
in
cn
in
30 60 90
120 150 180 E10 240 Z7Q 300 330 360
TIME, SECONDS
17
-------
FIGURE 7. Lfl GflS FREEHflY: CYCLE 2966WM80S
(1-3EC INTERVflL)
-------
FIGURE 8. Lfl GflS NONFREEHflY: CYCLE 8038877989
C1-SEC INTERVflU
^«
*
a
f
3,
1C
Ul
£*
^
UJ -
u *
-------
FIGURE 9. LP 03L FREEWflY: CYTLE 1599345415
(1-SEC INTERVAL)
-------
FIGURE 10.
Lfl OSL NGNFPEEWPY: CYCLE 31102H8101
(1-SEC INTERVflU
f
9'
tc.
Ul
Is
f-
z
Ul _,
u 3
o
o
Ul
Tfh
OKF
-------
FIGURE 11. NY GPS FREEWflY: CYCLE 7920M3535
(1-3EC INTERVAL)
-------
FIGURE 12.
8
*
lu
NY Gfl5 NONFREEWflY: CYCLE 8M10263
(1-3EC INTERVflD
CJ
u
u
S
I
S
ft
« 1
Tine.
23
-------
FIGURE 13. NY DSL FREEURY: CYCLE 10M0995M9
(1-5EC INTEPVflL)
-------
FIGURE IV,
NY DSL NONFREEMflY: CYCLE Zl 1U1II7II47
(1-SEC INTERVflL)
R
i
LI
^»
D
a.
TIME.
INUTCS
UJ
TIME. HINUTE3
25
-------
FIGURE 15.
DRIVING CYCLE WITH STRRTING
RRNDOM NUMBER 2041393295
DRTR BRSE: Lfl BUSES
FWY 4 NFWY COMPOSITE
flVERflGE SPEED
DURRTION
DISTflNCE
20.65 MPH
17.71 MIN
6.10 MILES
INTERVflL - 1.00 SEC
30
60
1?0 150 180 310
TIME. SECONDS
210 300 330 360
-------
FIGURE 15. (CONTINUED)
o
UP
LD
LO
Q
vn
o-S
LU
Li-li/l
Q_C\J
CD
DRIVING CYCLE WITH STRRT1NG
RRNDOM NUMBER 2041393295
DflTR BRSE: LR BUSES
FWY 4 NFWY COMPOSITE
RVERRGE SPEED
DURRTION
DISTRNCE
20.65 MPH
17.71 MIN
6.10 MILES
INTERVRL = 1.00 SEC
A
360 390 420 450 480 510 540 570 600 630 660 590 78Q
TIME. SECONDS
27
-------
FIGURE 15. (CONTINUED)
tn -
DRIVING GYCLE WITH STflRTING
RflNDGM NUMBER 2041393395
OflTfl BflSE: LR BUSES
FWY 4 NFWY COMPOSITE
flVERPGE SPEED
DURflTION
DISTflNCE
20.65 MPH
17.71 MIN
6.10 MILES
INTERVflL = 1.00 SEC
7SO 790 810 3MO 870 9QQ 930 960 990 1080 1050 1080
TIME. SECONDS
-------
FIGURE 16.
DRIVING CYCLE WITH STRRTING
RflNOOM NUMBER 2143765149
DRTfl BflSE: NY BUSES
FWY 4 NFWY COMPOSITE
RVERflGE SPEED = 8.77 MPH
DURRTION = 17.15 MIN
DISTRNCE = 2.51 MILES
INTERVRL = 1.00 SEC
LO
s
in
3-
.o
o'0
LU
n cv
cn
o
CM
IS)
/I .d
O "V ^^ '"^j- - - [ 1' "i - |- " * >| fl.
0 30 60 90 120 ISO 180 210 240 270 300 330 360
TIME. SECONDS
29
-------
FIGURE 16. (CONTINUED!
o
10
LT>
o-S
LU
UJo,
Q_C\J
cr>
o
ru
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 21U376S149
DflTfl BflSE: NT BUSES
FWT 4 NFWY COMPOSITE
flVERflGE SPEED
DURPTION
DISTRNCE
8.77 MPH
17.15 MIN
2.51 MILES
INTERVflL = 1.00 SEC
360 390 4?0 4SO 480 510 540 570 600 630 660 690 730
TIME. SECONDS
30
-------
FIGURE 16. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RRNDOM NUMBER 2143765149
DflTfl BflSE: NY BUSES
FklY 4 NFWY COMPOSITE
flVERfiGE SPEED
DURRTION
DISTflNCE
8.77 MPH
17.15 MIN
2.51 MILES
INTERVPL = 1.00 SEC
780 750 780 810 840 870 900 930 960 990 1030 10SQ 1080
TIME. SECONDS
31
-------
FIGURE 17.
Lfl BUSES FHY + NFHY: CYCLE 20«49H82Qi|S
(1-SEC INTERVflU
ffl
u
u
-------
FIGURE 18.
NY BUSES FWY + NFMY: CYCLE 21091788H7
(1-SEC INTERVflU
u
>-
u
UJE3
0
r
t- 9
(I
TIME.
33
-------
Section 2
INTRODUCTION
This section presents the background, objectives, and scope of EPA Contract
No. 68-03-0411, "Heavy-Duty Vehicle Cycle Development".
2 . 1 BACKGROUND
The CAPE-21 program, a two-phase heavy-duty vehicle driving pattern and
use survey, commenced in 1972 under the joint sponsorship of the Coordinating
Research Council (CRC) and the Environmental Protection Agency (EPA). A
Phase I study contract was awarded to Wilbur Smith and Associates (WSA) for
the purpose of developing sampling plans for the collection of heavy-duty
vehicle operating data in New York City and the Los Angeles Basin (References 1
and 2).
Phase II of the CAPE-21 program, collection of heavy-duty vehicle and
engine data using instrumented trucks and buses selected in accordance with
the Phase I sampling plans, started in New York City in 1973 under the direction
of WSA in association with Wyle Laboratories. The Los Angeles data collection
effort was accomplished in 1975 under EPA direction with support from personnel
of both the EPA and Olson Laboratories.
The sampling plans were based on the requirement to instrument 50 trucks
and 5 buses in each city. The truck sample in each city was stratified by
engine type (gasoline-fueled and diesel-fueled), and vehicle type (2-axle
single unit, 3-axle single unit, and tractor-trailer), as well as by the other
parameters discussed in References 1 and 2. Each data record contained 10
channels of information as follows:
Channel Parameter
1 Vehicle ID and time (tens of hours)
2 Time (hours units and minutes)
3 Engine speed
4 Load factor
5 Vehicle speed (optical encoder)
6 Road type
7 Traffic density
8 Throttle position (open/closed)
9 Engine temperature
10 Vehicle speed (tach generator)
The data were recorded sequentially at the rate of one data record each
0.864 seconds and the data in Channels 3 through 10 were recorded in units of
millivolts of signal level.
34
-------
The transducers were calibrated prior to installation on each truck for
later conversion of the signal levels to engineering units. Each instrumented
truck was then run on a chassis dynamometer at different levels of rpm and
load factor (manifold vacuum for gasoline engines, rack position for Detroit
Diesel Allison (DDA) engines, and rail pressure for Cummins Engine Company
engines). Each instrumented truck was then used by the owner to perform its
normal daily function. In accordance with the sampling plan, each truck was
operated for 2 to 5 days. After collection of the required number of days of
data, the instrumentation was removed and the truck returned to the owner.
The Phase II activities of the CAPE-21 program are documented in Refer-
ences 3 and 4.
2.2 OBJECTIVES
The objectives of the truck-cycle program were:
1. Develop a software package to process the CAPE-21 data into the
required format for the development of engine-dynamometer and chassis-
dynamometer cycles.
2. Develop the software necessary to generate engine-dynamometer and
chassis-dynamometer cycles representative of the CAPE-21 data base.
3. Generate candidate engine-dynamometer and chassis-dynamometer cycles
for trucks and buses from the CAPE-21 data base using the cycle-
generation software.
2.3 SCOPE
The scope of the truck-cycle program discussed here encompassed the
following major activities:
1. Support the EPA during the Los Angeles CAPE-21 data collection
effort.
2. Process CAPE-21 raw-data tapes to edited tapes.
3. Process edited tapes to final tapes in which load factor is replaced
by percent power and rpm is replaced by percent rpm.
4. Process the CAPE-21 data base into matrix formats by fuel/axle-type
categories suitable for cycle development.
5. Generate candidate engine-dynamometer and chassis-dynamometer cycle
segments for submission to the EPA.
6. Software documentation.
35
-------
Section 3
DATA PROCESSING
The CAPE-21 data collection program consisted of instrumenting heavy-duty
trucks and buses in New York City and the Los Angeles Basin and recording
operating data during performance of each instrumented vehicle's normal job
function. In accordance with the sampling plans developed in Phase I, 50 trucks
and 5 buses were instrumented in each area. During the data processing phase
of the present program, some vehicles were deleted from the vehicle sample
because of instrumentation problems or the lack of reliable calibration or
other necessary input information. The CAPE-21 data base then consisted of
the operating data for 44 trucks and 4 buses in New York and 44 trucks and
3 buses in Los Angeles. The total CAPE-21 data sample used to generate chassis
and engine cycles consisted of 290 truck-days and 21 bus-days of operation.
The composition of the CAPE-21 sample is shown by vehicle in Table 2.
The raw data were recorded on magnetic tape cartridges with Metrodata
Loggers in a 4-track format at a density of 200 bpi. Each data record, recorded
at the rate of 1 record every 0.864 seconds, contained 10 channels of digital
data as described above.
The sequence of data processing steps is shown in Figure 1 of the Summary.
First, each tape cartridge, containing 1 vehicle-day of operating data, was
processed by Wyle Laboratories to produce 9-track, IBM-compatible tape files
at a density of 800 bpi for subsequent processing on the IBM 360/50 at the
University of California, Riverside. During processing of the raw-data cart-
ridges, whenever a parity error was encountered for a record, that record was
replaced by one containing zero in each channel. If the number of those
records, called zeroed records, exceeded 10 percent of the total number of
records for a data file, the data for that day of operation were rejected.
The raw-data tape processing was accomplished in a timely manner to permit
replacement of a rejected day by operating the instrumented vehicle for an
additional day.
Upon receipt of the IBM-compatible tapes, the first 1,000 records plus a
random selection of 5 percent of the remaining records in each file were
printed and reviewed. These data dumps were analyzed to ascertain that the
recorded data appeared to be reasonable; i.e., that there were no obvious
instrumentation problems and to determine the proper starting record for the
file. The latter was necessary because the beginning of each tape file is
noisy due to start-up instability, resulting in zeroed records and incomplete
records.
The software which creates what are called the "millivolted" tapes thus
skips the noisy portion of each file and writes to a new tape starting with
the selected first record. That software unscrambles the packed format in
which the raw-data tapes are written, puts all of the time data in Channel 2,
and converts the signal levels in Channels 6, 7, and 8 into 1-digit codes, as
36
-------
Table 2. CAPE-21 SAMPLE BY VEHICLE
CATEGORY
LA 2 -AXLE GAS
LA 3 -AXLE GAS
LA TT GAS
LA 2 -AXLE DIESEL
LA 3 -AXLE DIESEL
LA TT DIESEL
VEHICLE
NUMBER
5
7
10
11
13
14
17
19
21
24
25
26
28
30
32
36
40
42
47
35
2
3
8
12
39
43
48
23
29
31
37
38
44
6
15
20
22
27
33
34
41
45
46
51
NUMBER
OF DAYS
4
4
4
5
4
4
2
5
3
4
4
4
6
3
4
1
3
3
4
4
2
3
4
4
4
3
4
2
6
3
5
2
5
3
2
2
2
2
1
2
2
5
2
2
HOURS OF ENGINE-
ON OPERATION
7.03
17.08
13.97
22.69
15.37
15.62
6.54
12.57
12.50
10.41
15.99
9.18
8.41
8.21
6.02
1.68
9.45
6.09
14.65
15.57
9.03
10.46
15.71
19.96
20.43
7.79
11.28
8.48
27.45
14.87
31.72
2.26
12.10
15.77
11.50
7.88
9.62
7.90
3.16
10.69
6.56
30.61
7.64
10.21
37
-------
Table 2. CAPE-21 SAMPLE BY VEHICLE (Continued)
CATEGORY
NY 2 -AXLE GAS
NY 3 -AXLE GAS
NY TT GAS
NY 2-AXLE DIESEL
NY 3-AXLE DIESEL
NY TT DIESEL
VEHICLE
NUMBER
2
3
4
5
6
8
9
11
12
13
17
20
21
25
31
32
33
35
38
44
45
48
49
50
51
61
59
7
28
30
62
36
37
43
54
57
27
34
42
53
55
56
60
65
NUMBER
OF DAYS
2
2
4
3
2
3
5
3
1
5
3
4
1
3
5
3
1
4
3
4
5
4
5
5
1
2
2
2
4
3
5
3
1
5
4
3
3
4
3
5
3
5
3
2
HOURS OF ENGINE-
ON OPERATION
5.14
7.05
12.99
12.97
14.94
11.76
28.00
12.45
3.88
15.94
24.58
25.60
3.25
13.40
25.80
7.98
3.82
14.83
11.24
3.47
9.02
4.42
4.80
34.53
2.40
7.13
9.16
9.60
28.21
6.27
30.70
26.48
4.69
9.18
23.47
21.30
18.88
13.58
14.53
11.46
22.98
26.43
13.24
9. 59
38
-------
Table 2. CAPE-21 SAMPLE BY VEHICLE (Continued)
CATEGORY
LA DIESEL BUSES
NY DIESEL BUSES
VEHICLE
NUMBER
90
91
94
80
81
82
83
NUMBER
OF DAYS
3
2
3
3
5
3
2
HOURS OF ENGINE-
ON OPERATION
14.94
24.33
31.81
27.78
53.02
38.98
11.24
39
-------
shown below. Channels 1 and 2 then contain a 2-digit vehicle ID number and a
4-digit time (hours and minutes), respectively. The remaining channels contain
transducer output signal levels in units of millivolts.
Channel
Code Description
6 - Road Type
7 - Traffic Density
8 - Throttle Position
0
1
2
3
0
1
2
3
0
1
Unknown
Freeway
Arterial
Local
Unknown
Light
Medium
Heavy
Closed
Open
The 5-percent data audit is then supplemented by the creation of a fre-
quency matrix of rpm versus load factor (called the EVSL matrix) for each
vehicle, where the load factor is manifold vacuum for gasoline engines, rack
position for Detroit Diesel Allison (DDA) engines, and fuel pressure (rail
pressure) for the diesel engines produced by the Cummins Engine Company. The
EVSL matrix provides an initial assessment of the vehicle engine operating
pattern and can reveal a data problem not observed in the 5-percent audit.
Another EVSL matrix, called the ZIPEVSL matrix, is also created for each
vehicle using just those records where the vehicle speed is zero. That matrix
is used to identify a submatrix called the "idle box" which defines the rpm
and load factor ranges within which the vehicle is said to be idling
(Reference 5) .
It should be noted here that the Channel-5 vehicle speed was measured
initially with a tach generator. It was found, however.- that the filter
required to lower the noise level had an unacceptably-long time constant. The
tach generator was replaced by an optical encoder which had no delay. The
optical encoder, however, because of vibration when the vehicle was idling,
sometimes recorded speeds as high as 15 mph when the vehicle speed was zero.
That is, a vehicle might stop where the target was partly in view of the
encoder window. As a result of vehicle vibration, the target would oscillate
into and out of the window, generating an input signal to Channel 5. The tach
generator was, therefore, put back in the system and its output fed to Chan-
nel 10. Thus, when the vehicle was moving, Channel 5 gave an accurate measure
of vehicle speed. When the vehicle was stopped, the tach generator gave a
reliable zero-speed signal in Channel 10. Therefore, whenever Channel 10
showed zero speed, Channel 5 was zeroed.
The major data-processing effort was devoted to editing the tapes. The
editing procedures, discussed in detail below, accomplish the following:
1. Convert millivolts of engine speed, load factor, vehicle speed, and
engine temperature into the appropriate engineering units.
40
-------
2. Replace a single zeroed record by a record with linearly-interpolated
values.
3. Replace two or more consecutive zeroed records with a single zeroed
record.
4. Delete engine-off records and replace with a single zeroed record.
5. Replace a single record with bad or out-of-range values by a record
with the bad values replaced by linearly-interpolated values.
6. Replace two or more consecutive records with bad values in the same
channel by a single zeroed record.
7- Insert a zeroed record before a record which contains a bad value
for time of day.
8. Zero the Channel-5 vehicle speed when the Channel-10 speed is zero.
9. Delete any record isolated by zeroed records immediately preceding
and following.
10. Set load factor to the maximum value if load factor is no greater
than the maximum plus 13 millivolts.
11. Set load factor to the minimum value if load factor is no less than
the minimum minus 13 millivolts.
The tranducers used to measure engine speed, load factor,- vehicle speed,
and water temperature were calibrated prior to installation on each vehicle.
Those calibration data provided the means for converting the signal level in
millivolts to the desired engineering value. Since linear transducers were
used, the conversions were linear. Engine speed for each truck was converted
to units of rpm by simply multiplying millivolts by a constant, nominally with
a value around 10. Millivolts of vehicle speed were converted to mph for each
truck by multiplying by a constant with a value of about 0.10. 1 2 signal
level for water temperature was converted to degrees on the Fahrenheit scale
by multiplying by a slope (in the region of -0.3) and adding an intercept
(usually around 220).
The load-factor conversions depended, of course, on the engine/fuel type.
In the case of gasoline engines, a vacuum transducer was used to measure
manifold vacuum. Therefore, the Channel-4 signal level was multiplied by a
slope and added to an intercept to yield manifold vacuum in inches of mercury.
Load factor for the DDA diesel engines was taken to be rack position. The
Channel-4 signal level was thus proportional to the amount of rack travel.
The signal level could first be multiplied by the calibration slope and then
added to an intercept to give a rack position in units of inches of travel.
However, in anticipation of the computation of horsepower at the next step in
the process, the Channel-4 signal level was converted to percent rack travel,
%R.
The procedure for computing %R is based on the observation that rack
travel for all DDA engines is approximately 0.780 inches. What is required,
41
-------
then, is the number of millivolts of transducer output when the rack is at
each of the two extremes of travel. At one extreme the engine is at maximum
power (at each rpm) and the (constant) signal level at that point was measured
consistently. For reasons not completely understood, the signal level at the
other travel extreme could not be established to give consistent, compatible
results. Another technique was used, therefore, which did yield reasonable
measures. Let the signal level at 100-percent power be denoted by L (milli-
volts) and adopt the convention that L corresponds to zero-percent rack
travel; i.e., %R = 0. The horsepower model for DDA engines (to be discussed
below) is a function of rpm and %R which yields percent power, %P, directly.
The nominal idle rpm and %P = 0 are input to the model and percent rack at
idle, %R , is computed. Let the nominal idle load factor be denoted by L
(millivolts) and let the load factor at %R = 100 be L . _ A straight line
drawn between the points at L and L is then extrapolated to determine L .
TT1SV T **» "
(millivolts), as shown in the following diagram:
rain
max
I -
L .
mm
%R
%R 100
For the value of load factor, L, in a data record, the corresponding percent
rack travel is computed from
%R =
L - L
max
L - L .
max mm
x 100.
The load-factor parameter for the diesel engines produced by Cummins is
fuel pressure (or rail pressure). The signal level in millivolts was converted
to fuel pressure in psi by multiplying by the transducer calibration slope and
adding the intercept.
In addition to the conversions to engineering units, it was necessary to
eliminate bad data values, engine-off records (for efficiency in subsequent
tape operations), and stretches of zeroed records. Because load factor can be
a very rapidly changing variable, it was decided that interpolations should
not be made over more than one record, or 0.864 seconds of time. Therefore,
whenever a single zeroed record was encountered, the values in each channel of
the proceeding and following records were averaged and written as a replacement
record for the zeroed record. Two or more consecutive zeroed records, however,
were replaced by a single zeroed record and no interpolating was performed.
42
-------
Minimum and maximum permissible values of rpm and load factor were esta-
blished by analysis of the EVSL matrices. If a value outside the prescribed
range for either parameter was found in a single record, the bad value was
replaced by the average of the preceding and following values. If two or more
consecutive records had bad values in a single channel, those records were
deleted and replaced by a single zeroed record. Each data file was stripped
of its engine-off records, and a single zeroed record inserted, so that those
records of no interest need not be read in all subsequent tape operations.
The change in vehicle speed from one record to the next was constrained
by what is called the AMAX model developed by the EPA. That model established
a maximum increase in speed (maximum acceleration) , from one record to the
next, as a function of the initial speed. (No constraint was put on a decrease
in speed (deceleration) from one record to the next.) Whenever the speed on a
given record was larger than that on the preceding record by an amount exceeding
that permitted by the AMAX model, the speed was replaced by the average of the
preceding and succeeding speeds and tested again with the AMAX model. If the
interpolated speed failed the AMAX test, the record was replaced by a zeroed
record.
Whenever the time-of-day value was bad (i.e., was greater than 1 minute
later than the previous time or was less than the previous time) , a zeroed
record was inserted as a marker. No actual editing of the time channel was
accomplished because the time data were not needed for subsequent processing,
analysis, and cycle development. Any record which was isolated by zeroed
records immediately preceding and following it was deleted because no deltas
could be obtained, thus making the record of no value. Finally, because of
the error inherent in the transducers and their calibrations , any load factor
in the range of the maximum to the maximum plus 13 millivolts was set equal to
the maximum. Any load factor in the range of the minimum to the minimum minus
13 millivolts was set equal to the minimum. An example of the inputs to the
edit program is shown in Table 3. The outputs from the edit program for the
2 days of that same truck are shown in Tables 4 and 5. Edit summary data by
category are given for Los Angeles and New York in Tables 6 and 7, respectively.
The final step in the tape-processing procedure was the conversion of rpm
to percent rpm, %E, and the conversion of load factor to percent power, %P.
The resulting set of tapes, called the power tapes, constitutes the CAPE-21
data base and provided the input to all subsequent analysis and cycle generation.
The conversion of rpm to %E was made with respect to the manufacturer's
rated rpm, E , for each engine and the idle-bpx rpm-range limits called E-upper,
E , and E-lower, E (Reference 5) . Denoting the value of rpm for a given
ecord b E, when E <^E , then
E - EL
%E = - - x 100,
ER ' EL
and when E > E , then
record by E, when E <^E ,
Li
43
-------
Table 3. EDIT INPUT FOR LA TRUCK 17
CARD U'PIITS FTC LA T^UCK 17, HAYS 1, 2.
PPM CDNVEPSinN SLODE = 10.000 a*AX INPUTS: 1 = 5153.0 MAXIMUM LOAD FACTOR =
LF CONVERSION SLOPE = -O.C34849 B = 8256.4 MINIMUM LOAD FACTOK =
IF INTERCEPT = 31.854 C = 11.0080 MAXIMUM PPM = 3950
SPEED CONVERSION SLOPE = 0.0833 X = 19".?6
TFMP CONVERSION SLHPP = -0.32500 L-100 INPUTS: SL3PF = -0.04345
T^HT INTERCEPT = 225.00 CTNST = 955.70
TACH GEMCPATO" INPUTS:
DAY nvER-THE-TOP (1 = YES, 0 = NO) TYPF (-1 = NEGATIVE, 0 = NOT USED, 1 = POSITIVE) OFFSET
1 0 ' 1 2
201 0
VALVF CLOSURE FLAG =011 = REVERSED, o = NOT-BEVELED) LOCATION FLAG = i u = LA, o = NYI
COMPUTED CONSTANTS:
CRITICAL OC&R REDUCTION = 27.38678
CRITICAL SPEED = 7.27577
MAXIMUM AMAX VALUE = 8.54635
MAX RPM AT MAX Lf = 959
HEADER INFORMATION:
LA 17/01 2-AXLE GAS
TRANSDUCER CALIBRATIONS:
RPM SLOPE = 10.000
LOAD FACTOR: " SLOPE = -0.034849
INTERCEPT = 31.854
SPEED SLOPE = 0.0833
TEMPERATURE: SLO^E = -0.32500
INTCRCF°T = 225.00
-------
EDITING
Table 4.. .EDIT OUTPUT FOR LA - TRUCK 17, DAY 1
SUMMARY
TOTAL NUMBER OF RECORDS REQUIRING EDITING' = 1324
NUMBER OF ZEROED RECORDS ON INPUT TAPE = 243
NUMBER OF ENGINE-QFF RECORDS = 881
NUMBER OF RECORDS WITH OUT-OF-RANGE VALUES = 200
NUMBER OF RECORDS WITH:
RPM ABOVE RPM MAX IMUM(3950. ) = 0
RPM BETWEEN 0 AMD 300 = 7
RPM BELOW 0 =6
LF ABOVE L100+13 = 11
LF BETWEEN L100 AND L100+13 = 85
LF BETWEEN LF C/0 AND LF C/0-13 = 0
LF BELOW LF C/0-13 = 0
SPEED ABOVE TO o
SPEED NEGATIVE WHILE MOVING = 1
DFLTA-SPFED EXCEEDING AMAX = 36
SPEED TO BE ZEROED = 316
(NOT AN OUT-OF-RANGE VALUE)
TOTAL NUMBER OF INTERPOLATED RECORDS = 166
RPM ABOVE RPM MAXIMUM INTERPOLATIONS = 0
"PM BETWEEN 0 AND 300 INTERPOLATIONS = 1
RPM BELOW 0 INTERPOLATIONS = 0
LF ABOVF L100+13 INTERPOLATIONS = 0
LF BELOW C/0-13 I NTEPPOLATICNS = 0
SPEED ABOVE 70 INTERPOLATIONS = 0
NEGATIVE SPEED INTERPOLATIONS = 1
SPEED INTERPOLATIONS DUE TO AMAX CRITERION = 21
ZEROED RECORD INTERPOLATIONS = 137
TOTAL NUMBER OF RECORDS ELIMINATED DURING EDIT = 1072
RPM ABOVF RPM MAXIMUM = 0
RPM BETWEEN 0 AND 300 = 6
RPM BELOW 0 0
LF ABOVF L100+ 13 = 70
LF BELOW C/0-13 = 0
SPEED ABOVE 70 = 0
NEGATIVE SPEED = 0
AMAX CRITERION = 9
CONSECUTIVE ZEROED RECORDS = 106
CONSECUTIVE ENGIME-CFF RECORDS = 881
TOTAL NUMBER ^f NON-ZEROED, ENGINE-ON RECORDS ELIMINATED
TOTAL NUMBER OF ZEROED RECORDS ON OUTPUT TAPE
TH^SE DUE TO TIME DISCREPANCIES
TOTAL NUMBER OF PECO^.OS NCT REQUIRING EDITING
TOTAL NUMBER OF GOOD RECORDS ELIMINATED
TOTAL
TOTAL
NUMBER
NUMBER
OF
OF
RECORDS
RECORDS
ON INPUT TAPE
ON OUTPUT TAPE
85
69
1
= 18356
= 5
= 19680
= 18672
-FND OF CONVERT AND ECIT FOR
TRUCK 17, DAY 1 .-
45
-------
EDITING
Table 5. EDIT OUTPUT FOR LA - TRUCK 17, DAY 2
TOTAL NUMBER OF RECORD^ REQUIRING EDITING
NUMBER OF ZER OEQ OFCORDS Of^ INPUT TAPE
NUMBED OF ENGINE-^FF RECTOS
OF RECORDS WITH OUT-OF-RANGE VALUES =
73
8
58
7
OF RECORDS WITH:
RPM ABOVE RPM MAXIMUMO950. ) = 0
RPM BETWEEN 0 AND 300 = 1
PPM BELOW 0 = 0
LF ABOVE L100-H3 = 0
BETWECN L100 AND L100+13 = 1
BETWEEN LF C/0 AND LF C/0-13 = 0
BELOW LF C/0-13 = 0
ABOVE 70 0
SPEED NEGATIVE WHILC MOVING = 0
DELTA-SPEED EXCEPTING AMAX = 5
SPEED TO BE ZEROC0 = 91
(MOT AN OUT-OF-RANGE VALUE)
LF
LF
LF
TOTAL NUMBER OF INTERPOLATED
RPM ABOVE RPM MAXIMUM I NTFPPOL AT IOM5 = Q
RPM BETWEEN 0 £ND 300 INTERPOLATIONS = 0
PPM BELOW 0 INTERPOLATIONS = 0
LF AB1VF Ll^O*-!^ INTERPOLATIONS = 0
LF BELOW C/0-13 I NTEPPnLATICN^ = 0
SPF^D ABOVE 70 INTERPOLATIONS = 0
NEGATIVE SPEED INTERPOLATIONS = 0
SPEED INTERPOLATIONS DUE T° AMAX CRITERION = 4
ZEROED RECORD -INTERPOLATIONS = 1
TnTAL NUMBER OF RECORDS ELIMINATED DURING EDIT = 67
RPM ABOVE RPM MAXIMUM = 0
RPM BFTWEEN 0 AND 300 = 1
RPM BELOW 0 0
LF AB°iVE L100 + 13 = 0
LF BFL°W C/0-13 = 0
SPEED ABOVE 70 0
NEGATIVE SPPED = 0
AMAX CR ITERION = 1
CONSECUTIVE ZECTED REC1RDS = 7
CONSECUTIVE PNIGINE-CFF RECORDS = 58
T^TAL NUMBER OF NON-ZE-OFC, ENGINE-ON
TOTAL NUMBER OF ZEROED RECORDS ON OUTPUT TAPE
THOSE DUE TO TI^E DISCREPANCIES
ELIMINATED
TPTAL
NUMBER
NUMBER
OF
DS NZT REQUIRING EDITING
RECOPDS ELIVINATEQ
T' TAL NUMBER OF RECORDS ON
TnT\L NUMBER OF R
INPUT TAPE
OUTPUT
2
q
1
8645
0
8660
END CF CONVCRT AND FDIT
LA TRUCK 17, DAY 2
46
-------
Table 6. EDIT SUMMARY FOR LA CATEGORIES
CATEGORIES
Out-of -Range Values:
RPM
Load Factor
Speed
Delta Speed
Interpolations :
RPM
Load Factor
Speed
Delta Speed
Zeroed Record
LF Set Equal to Maximum
LF Set Equal to Minimum
Records Eliminated:
RPM
Load Factor
Speed
Delta Speed
Zeroed Records
Engine-off Records
Records on Input Tapes
Records on Output Tapes
2 -AXLE GAS
401
9,737
366
3,308
62
39
7
2,224
1,581
9,587
0
339
109
40
1,084
4,108
143,362
1,043,089
896,398
3 -AXLE GAS
32
721
11
412
16
49
9
233
2,049
649
0
16
23
1
179
2,287
718
68,275
65,869
TT GAS
243
22,467
4
1,194
47
790
4
949
1,790
21,456
0
196
221
0
245
2,291
72,024
469,497
395,529
2-AXLE DIESEL
0
1,683
0
1
0
0
0
0
45
11
1,647
0
25
0
1
709
718
36,810
35,421
3-AXLE DIESEL
6,331
4,171
1
420
93
593
1
384
157
345
2,247
6,238
974
12
36
3,785
13,509
392,925
368,822
TT DIESEL
363
15,045
3
159
94
1,770
1
137
650
208
2,728
269
10,339
2
22
3,248
46,746
567,186
509,341
BUSES
158
18,929
2
730
19
162
1
641
216
0
14,842
139
3,925
0
89
620
14,894
315,932
297,020
-------
Table 7. EDIT SUMMARY FOR NY CATEGORIES
CATEGORIES
Out-of-Range Values:
RI'M
Load Factor
Speed
Delta Speed
Interpolations:
KI'M
Load Factor
Speed
Delta Speed
Zeroed Record
LF Sot Equal to Maximum
LF Set Equal to Minimum
Records Eliminated:
RPM
Load Factor
Speed
Delta Speed
Zeroed Records
Kngine-off Records
Records on Input Tapes
Records on Output Tapes
2 -AXLE GAS
1,429
12,007
474
4,942
341
659
32
4,055
3,830
8,076
15
1,088
3,257
245
886
33,796
1,164,999
2,544,450
1,344,428
3 -AXLE GAS
16
1,822
0
619
0
272
0
562
15
1,318
0
16
232
0
57
37
18,423
56,966
38,334
TT GAS
62
1,911
1,023
261
10
250
41
202
144
1,608
1
52
53
965
59
1,585
85,016
271,419
183,904
2-AXLE DIESEL
29
126
0
47
1
27
0
29
55
21
1
28
77
0
18
6,914
17,462
152,419
127,995
3-AXLE DIESEL
7,342
11,792
921
535
236
1,050
28
460
369
564
41
7,109
10,131
713
75
12,016
96,583
481,498
356,408
TT DIESEL
2,242
6,742
219
2,252
1,005
654
8
1,984
849
595
4,082
1,235
1,413
201
268
6,018
277,500
831,474
546,484
BUSES
17(,
2,392
.189
857
5
394
3
822
2,446
1
1,232
171
766
152
35
6,407
74,855
628,642
547,132
-------
E - Eo
%E = x 100.
VEu
Finally, when E ^E£E (i.e., idle rpm) , then %E is set equal to zero. By
converting to %E so that %E = 0 at idle, the data from different trucks with
different idle-rpm ranges can be combined into an idle category. In addition,
of course, for a cycle to be applied to different engines with different
rated-rpm values, the cycle-rpm values must be normalized. That is, when an
engine is to be tested, its rated rpm and idle rpm are used to convert from
each percent rpm value in the cycle to an rpm in engineering units by solving
for E in the preceding equations with E = E = E , where E is the idle rpm
for the engine.
In the initial stages of the program, chassis-dynamometer data giving
horsepower for various values of rpm and load factor were used to develop
horsepower models. Considerable effort was expended in regression analyses
and the development of supplementary data at idle rpm to improve the models.
Continuing analysis by the EPA, with assistance from industry, established
that even an error-free rear-wheel-power model was not adequate. That is, the
relationship between engine-shaft power (the desired measure) and rear-wheel
power was both nonlinear and dependent on the selected gear. Since no gear-
selection data were recorded on the CAPE-21 program, and since attempts to
identify gear selection by computing ratios of rpm to speed were not successful,
the EPA provided horsepower models based on engine-dynamometer data, some of
which were provided by industry.
In the case of gasoline engines it was found that percent power was
essentially equal to percent load factor when percent load factor was appro-
priately defined (Reference 5). Let L (E) be the value of load factor when
%P = 100 (maximum power) at rpm E, and let L(E) be the value of load factor
at zero power and the same rpm-value E. Then, if L(E) is the value of load
factor for a data record with rpm E,
L(E) - L (E)
%P = 7ir r x 100. (3-1)
Lioo(E) Lo(E)
It should be noted that (3-1) is independent of the units used. Since load
factor on the edited tapes was in units of inches of mercury of manifold
vacuum, those units were used in the computation of %P.
The values for L (E) were computed from the chassis-dynamometer data by
fitting a straight line to the maximum-horsepower data. That is,
LIO()(E) = m E + b,
where m and b are the slope and intercept of the line fitting the maximum-
power data. The L (E) values were measured on the Los Angeles trucks by
putting the transmissions in neutral and measuring manifold vacuum for rpm
values ranging from idle to about rated, in increments of 250 rpm. Linear
49
-------
interpolation was employed to determine L0(E) values between measured points
and to extrapolate from idle rpm down to 300 rpm. (The value of 300 rpm was
selected as the minimum rpm value likely to be realistic.)
The L (E) values for the New York gasoline trucks could not be measured
because the trucks were no longer available by the time the new horsepower
model had been defined. Therefore, the L (E) data (manifold vacuum and rpm)
for each Los Angeles gasoline truck were normalized with respect to idle. The
normalized data were then averaged to yield what is called the average L-Zero
curve. The average L-Zero curve, suitable denormalized with respect to idle
for each New York gasoline truck, was then utilized to compute %P from (3-1).
The EPA received assistance from industry in the development of the
horsepower models for the diesel trucks (Reference 6). The model for rack-
position engines was developed from engine-dynamometer data, supplied by DDA,
for the 8V-71N engine with N-65 injectors. That engine was the most commonly
represented rack-position diesel in the CAPE-21 sample. The assumption was
made that a horsepower model based on those engine data would be adequate for
all DDA engines in the CAPE-21 sample.
A total of 92 data points, each consisting of power, rpm, and rack posi-
tion, was supplemented by an additional 36 points obtained by interpolation
after EPA analysis of the original set of points. Engine power was normalized
to maximum power at each rpm and the rack position was normalized to the
maximum rack travel and denoted by %R. A regression analysis was conducted
and the selected horsepower model was:
%P = a + b log E + c log E (%R) " , (3-2)
where a = 173.90
b = -22.507
c = 0.044802
log E = common logarithm of rpm.
The standard error of the estimate for the model is 3.62, in units of
percent power. The square of the multiple correlation coefficient, or coeffi-
cient of determination, is 0.987. Two constraints are applied to the computa-
tions made with the model:
1. When %P<0, the power is identified as motoring and the magnitude is
irrelevant.
2. When %P >100, %P is set equal to 100.
The Cummins Engine Company provided the EPA with engine-dynamometer data
for eight engine types for a total of 284 points, each consisting of a power,
an rpm, and a fuel pressure (Reference 6). In addition, the EPA conducted an
analysis of no-load (zero-power) fuel pressures and developed a relationship
between zero-power fuel pressure, L (E), and rpm. That relationship,
50
-------
f\ *} "\ R
LQ(E) = 0.1425 x 10 E + 2.9419, (3-3)
was used to supplement the Cummins data sample.
Each power value at a given rpm was normalized to maximum power for that
rpm and each value of fuel pressure was normalized to the maximum, again at
each rpm. Extensive regression analyses were conducted on the data for each
engine type and on the combined-data sample. The significant finding was that
%P was a function only of percent fuel pressure, %FP; i.e., %P is independent
of rpm. The selected horsepower model, which is based on the combined-data
sample and, hence, is assumed to be applicable to all Cummins engines, is
%P = 37.475 (%FP)°"33 - 70.283. (3-4)
The standard error of the estimate for the model is 3.64, in units of percent
power, and the coefficient of determination is 0.987.
51
-------
Section 4
DATA ANALYSIS
The CAPE-21 data base in its final form consists of 290 truck-days and 21
bus-days of heavy-duty vehicle operating data. The total number of records is
approximately 5.7 million, where each record contains 10 channels of data. An
assessment of the information contained in that huge data base was made by
compiling a variety of statistics for each vehicle. Decisions concerning
which vehicle categories could be combined to minimize the number of different
cycles necessary for certification purposes were made on the basis of a
category analysis. Questions with respect to the need for a cold-operation
segment in certification cycles were answered with what was called a cold/hot
analysis. Each of these topics is addressed below.
4.1 INDIVIDUAL VEHICLE STATISTICS
In recognition of the need for a variety of statistics from which could
be chosen those to provide a basis for a category analysis, computer software
was written to compile the data for each truck into statistical and matrix
formats. The data output for each truck consisted of 29 pages of printout.
The types of information computed for each truck, presented by freeway, non-
freeway, and combined road type, included the following:
1. Frequency, density, and distribution functions for:
o o
a. Engine temperature (40 to 300 F, 5 F increments)
b. Percent power, %P (motoring to 100, 10-percent increments)
c. Percent rpm, %E (-22 to +150, 2-percent increments)
d. Vehicle speed, S (0 to 70 mph, 2-mph increments)
2. Normalized frequency matrices of:
a. Initial %E versus final %E (-20 to +150, 10-percent increments)
b. Initial %P versus final %P (motoring to 100, 10-percent increments)
c. Initial S (0 to 70 mph, 2-mph increments) versus delta S (-9
to +9, l-mph/0.864-second increments)
d. %E (-22 to +150, 2-percent increments) versus %P (motoring to
100, 10-percent increments)
e. S (0 to 70 mph, 2-mph increments) versus %E (-20 to +150,
10-percent increments)
f. S (0 to 70 mph, 2-mph increments) versus %P (motoring to 100,
10-percent increments)
g. Traffic density (light, medium, heavy) versus road type (freeway,
arterial, local)
h. Throttle position (closed, open) versus power state (motoring,
nonmotoring)
3. Statistics:
a. Means
b. Medians
52
-------
c. Standard deviations
d. Covariances
e. Correlation coefficients
4. Percentage measures:
a. %P: percent motoring (%M), percent cruise (%C), percent accel-
eration (%A), and percent deceleration (%D)
b. %E: percent idle (%I), %C, %A, and %D
c. S: percent zero (speed identically equal to zero), %I (S-^0.5 mph),
%C, %A, and %D
5. A page of summary statistics
An example of the page of summary statistics is shown in Table 8. The
symbol "E( )" in that table should be read as "Expected value (mean) of ( )".
Thus E(EXP) is the mean value of the product of E and P, where E and P are in
units of percent in this and all subsequent analyses. The symbol "R" denotes
correlation coefficient, so that R(E,P) is the product-moment correlation
between %E and %P. Finally, "COV" denotes the covariance between the indicated
parameters. The total output for a single truck may be seen in Appendix D.
The summary statistics for each vehicle in the CAPE-21 data base are given in
Appendix E.
The next step in the process of data analysis was to combine the data for
all trucks in a given fuel-type/axle-type category, e.g., Los Angeles 2-axle
gas, as discussed below.
4.2 CATEGORY ANALYSIS
The primary objective of the cycle-development effort was the production
of transient engine and chassis cycles representative of heavy-duty vehicle
operating patterns in the urban environment. The cycles developed will be
used to measure the emission levels and fuel economy for heavy-duty engines.
That application will clearly be simplified if the number of cycles required
for testing the spectrum of engine-vehicle combinations can be kept to a small
number.
The total number of potential truck-cycle categories represented in the
CAPE-21 data base is 24: 2 cities x 2 fuel types x 3 axle types x 2 road types
and the number of potential bus-cycle categories is 4: 2 cities x 2 road
types. If categories could not be combined, then 56 engine and chassis cycles
would be required for testing purposes. Therefore, an analysis of the statis-
tics for the various categories was conducted for the purpose of combining
those categories where the operating patterns are similar.
The three parameters of interest were percent power, percent rpm, and
vehicle speed; the statistics examined for each parameter were:
a. Mean
b. Median
c. Standard deviation
d. Percent zero speed
e. Percent idle (rpm and vehicle speed only)
53
-------
Table 8.
SUMMARY STATISTICS FOR LA TRUCK 45: LA TT DIESEL
(PECGRD COUNT = 127528. OPERATING TIME = 30.61 MRS)
N
MfcAN
MEDIAN
STU DEV
% ACCEL
? CRUISE
* OECEL
'4, IDLE
1/1
A
N
MbAN
MEDIAN
STD DEV
* ZERO
1 ACCEL
% CRUISE
* DECEL
% IDLE
FREEWAY,
33902.
S-5.01
98.75
13.64
7.86
86.54
4.83
0.77
FREEWAY
33536.
40. 33
47.06
13. b5
0.34
U1 .52
77.48
9.57
0.43
r> rn -
NCN-FREEWAY
93626.
40.45
17.38
42.83
13.76
29.61
8.45
48.77
NCN-FREEWAY
92194.
b.73
0.99
12.03
48.85
12.04
30.93
7.18
4S.85
COMBINED
127528.
54.96
77.54
44.46
12.18
44.80
7.49
35.53
COMBINED
125730.
17.16
9.75
18.72
35.91
12.17
43.34
7.82
36.67
* N
TOTAL N
MEAN
MEDIAN
STD DEV
I ACCEL
% CRUISE
% OECEL
% MOTOR
** N
E(EXP)
E(E)XEIP)
COV(Ef P)
R(E,P)
** N
EISXE)
E(S)XE(E)
COV(St E)
RIS.E)
** N
E(SXP)
E
COMBINED
94408.
2409.62
1272.75
1136.88
0.771
127528.
1601.83
943.00
658.83
0.795
_. 94408.
865.30
443.49
4/1.81
0.691
* FREQUENCY USED TO COMPUTE PCkER MEAN, MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING CJLUMN FREQUENCY
-------
f. Percent cruise
g. Percent acceleration
h. Percent deceleration
i. Percent motoring (power only)
The mean and standard deviation of each statistic were computed from the
corresponding statistics for each truck in a given category on an unweighted
basis.
For example, the average freeway speeds for the 19 trucks in the Los
Angeles 2-axle gas category were summed and divided by 19 (equal weighting for
each truck) to yield a mean freeway speed for that category. The standard
deviation of those 19 average speeds was also computed. Similarly, the average
freeway speeds for, say, the seven trucks in the Los Angeles TT gas category
yielded a category mean and standard deviation. The category means can then
be compared to determine if the difference is statistically significant.
Category means and standard deviations were computed in this way for each
statistic listed above for each parameter. The mean for a given statistic and
category was then compared with the corresponding mean for every other
category. The difference in means for each category pair was tested with the
Aspin-Welch t-test at the 95-percent and 99-percent confidence levels. When a
category consisting of a single truck was a member of a category pair, then a
z-test was used for testing. Examples of the output obtained are shown in
Tables 9, 10, 11, and 12, where S indicates the difference in means to be
significant at the indicated confidence level.
The total computer output was forwarded to the EPA where the results of
the statistical analysis and the application of engineering judgment were the
basis for the selection of the categories to be combined. That effort, together
with the computer output, is documented in Reference 7. The categories selected
for the development of chassis and engine cycles are shown below, where EC and
CC denote engine cycle and chassis cycle, respectively:
Freeway Nonfreeway Combined
LA Gasoline EC EC
LA Diesel EC EC
LA Gas & Dsl CC CC
NY Gasoline EC EC
NY Diesel EC EC
NY Gas & Dsl CC CC
LA Buses EC, CC
NY Buses EC, CC
4.3 COLD/HOT ANALYSIS
To determine if there were a need for a cold-start segment in the composite
cycles to be developed for heavy-duty engine emission testing, an analysis of
cold/hot operation was conducted on a representative cross-section of CAPE-21
55
-------
Table 9.
ASPIN-WELCH TEST OF DIFFERENCES BETWEEN MEANS
LA TT GAS VS LA TT DIESEL
FREEWAY NON-FREEfcAY
95*
99%
95*
COMBINED
95*
99*
RPM:
MEAN S S S
MEDIAN S S S
STD DEV - S -
* ACCEL - -
I CRUISE - - -
% DECEL - - -
SE IDLE - - - -
MEAN S S - -
MEDIAN £ S -
STD DEV S S S -
S
S
-
-
-
-
-
S
-
S
? ACCEL
* CRUISE
* DECEL
* MOTOR
SPEED: MEAN
MEDIAN
STO DEV
% ZERO
* ACCEL
* CRUISE
% DECEL
I IDLE
E(EXP):
E(EXS):
E(SXP) :
56
-------
Table 10.
ASPIN-WELCH TEST OF DIFFERENCES BETWEEN MEANS
LA 2A GAS VS NY 2A GAS
FREEWAY NON-FREEWAY
95%
99*
95*
99%
COMBINED
95*
99%
RPM:
MEAN S S
MEDIAN - S S
STD DEV
* ACCEL S S
% CRUISE S S
% DECEL S S
Z IDLE S S
MEAN
MEDIAN
S S
S S
- -
S
S S
- -
S S
S S
S S
S S
S S
-
- -
S S
-
S S
S S
S~ S
STD DEV
% ACCEL
% CRUISE
SPEED:
i
E(EXP)
E(EXS)
E1SXPJ
% DECEL
% MOTOR
MEAN
MEDIAN
STD DEV
% ZERO
? ACCEL
% CRUISE
% DECEL
% IDLE
i
*
*
S
S
s
-
-
5
c
S
-
S
3
S
S
S
S
-
-
S
S
S
-
-
S
S 57
S
,s
S
S
S
S
S
S
S
S
S
S
S
S
-
S
S
S
S
S
S
-
S
S
S
S
S
S
S
S
S
-
S
-
S
S
S _..
S
S
S
S
S
S
S
-
S
S
S
S
-------
Table 11.
: TEST OF DIFFERENCES BETWEEN MEANS
LA 2A DIESEL VS LA 2A GAS
J-REEWAY NON-FREEWAY
954
99%
95*
99*
COMBINED
95* 99?
MEAN S S
MFDIAN S
STD OEV -
Z ACCEL S S
% CRUISE
{ DECEL S S
? IDLE
S
S
S S
S
S
-
/
S
S
S
S
-
S
_
POWER: MEAN
MEDIAN
STD DEV
S ACCEL
* CRUISE
* DECEL
* MOTOR
SP5fO:
MFDIAN
STD DEV
I ZERO
1 ACCEL
* CKUISE
* DECEL
% I'JLE
:(EXP) :
E(EXS) :
E(SXP) :
58
-------
RPM:
' MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
* OECEL
% IDLE
PCWER: MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% MOTOR
SPEED: MEAN
MEDIAN
STD DEV
% ZERO
3 ACCEL
% CRUISE
1 DECEL
% IDLE
EtEXP):
E(EXS):
EISXP):
Table 12.
Z TEST OF DIFFERENCES BETWEEN MEANS
NY 3A GAS VS N,Y TT GAS
FREEWAY NON-FREEWAY
99'*
99$
COMBINED
95* 99*
59
-------
vehicles for which reliable temperature data were available. The cold/hot
analysis was performed for each of the following truck categories:
1. LA gas
2. LA diesel
3. NY gas
4. NY diesel
5. All LA trucks
6. All NY trucks
7. All gas trucks
8. All diesel trucks
9. All trucks
Each truck start was identified as cold, warm, normal, or hot. That is,
based on the temperature distribution for each truck, temperatures T , T , and
T were defined for each truck. If the temperature is T at start-up, then the
type of start is defined as follows:
T^: T Cold start
T ^TT Hot start
The operation of each vehicle in each category was characterized by matrices,
broken down by road type, of delta percent rpm versus percent power and delta
speed versus percent power, stratified by temperature range. The matrix data
were supplemented by statistics for type of start, which included the number
of idles following each type of start, the duration of each idle, and the
average speed and distance traveled after each idle and prior to the next
idle. Statistics by type of temperature matrix (M to M in Table 13) were
also computed to yield the duration, average speed, and distance traveled for
the operation in each matrix. Density and distribution functions by type of
matrix (M to M ) were then prepared for the duration, average speed, and
distance traveled parameters. Finally, means and standard deviations were
computed by matrix and various matrix combinations and t-testing was performed
to determine the significance of the differences in the various means of
interest.
The complete package of computer output was then forwarded to the EPA for
additional analysis. That effort and tables of summary statistics are docu-
mented in Reference 8. It was concluded that there did not appear to be
significant differences in cold-versus-hot truck operation from a practical
engineering point of view. Further, cold operation constituted only 2.3 percent
of total operation. On average, the initial idle following a cold start was
longer than the idle following the other starts and appeared to impose the
only requirement for a cold-start portion of an emission-test cycle.
60
-------
Table 13. DEFINITION OF COLD/HOT MATRICES
TYPE OF START
COLD START
TT
Matrix
M4
WARM START
T < T T
Matrix
M7
NORMAL START
T £: T <- T
Type of Operation
Normal
T < T -T
Matrix
M9
HOT START
T 2. T
Type Of
Operation
Hot
T>T
Matrix
M10
-------
Section 5
MONTE CARLO CYCLE GENERATION
This section describes the development of the speed and engine matrices
upon which cycle generation is based, the Monte Carlo cycle-generation process,
the statistical filter which computer-selects cycles representative of the
input data base, and the manual process whereby the final selection of candidate
cycles is made.
5.1 MATRIX DEVELOPMENT
A method of compacting a large volume of data collected on magnetic tape
with a fixed-record format is to process any parameter of interest into a
matrix of initial value versus final value, where the initial value of the
parameter is the value in any given record and the final value is the value in
the next record. Each final value then becomes an initial value with respect
to the value in the next succeeding record in the sequence. Two types of
matrices were developed from the CAPE-21 data base, speed and engine matrices,
as discussed below.
5.1.1 Speed Matrix
The speed matrix can be defined as a matrix of initial speed versus final
speed. If the speed range is 0 to 60 mph in increments of 1 mph, as in the
case of the matrices developed from the CAPE-21 data base, then the dimensions
of the matrix will be 61 x 61 and it will consist of 3,721 cells. The speed
matrix can be compacted further, however, if a limit is imposed on the maximum
change in speed from one record to the next. The speed matrix can then be
defined as a matrix of initial speed versus delta speed, where delta speed is
the final speed minus the initial speed.
If the delta-speed range is assumed to be -4 to +4, in units of mph/0.864
seconds, and if an increment of 1 mph/0.864 seconds is selected, then the
matrix dimensions will be 61 x 9. The number of cells has thus been reduced
from 3,721 to 549. Generation of the speed matrices with a digital computer
is simple and fast. The tape data files for the trucks or buses in a given
category are the data base for the category matrix. Since the data records
are sequential on tape, it is easy to pair records. Suppose the records were
numbered 1, 2, 3, 4...; Records 1 and 2 constitute the first pair, Records 2
and 3 constitute the second pair, Records 3 and 4 constitute the third pair,
etc.
The speed from the first record of a pair is identified as the initial
speed and the speed from the second record of the pair minus the initial speed
is the delta speed. The content of the speed-matrix cell identified by the
initial speed (the row) and the delta speed (the column) is then incremented
by 1. All pairs in the sequence are then processed in the same way. The
62
-------
speed matrix is thus a frequency-of-occurrence type of matrix, as discussed
below.
Actually, two speed matrices are developed for the data in each category:
a freeway matrix and a nonfreeway matrix. Since the road type is identified
in each record, the road-type code is used to increment the proper matrix.
The adopted convention was to obtain the road-type code from the first record
of each pair.
Finally, two additional procedures were instituted in the development of
speed matrices. Since vehicle speeds up to 70 mph were permitted in the
editing process, and since chassis dynamometers are usually limited to 60-mph
operation, any speed greater then 60 mph was set equal to 60 mph. In addition,
any delta speed less than -4.5 or greater than +4.5, in the usual units, was
set equal to -4 or +4, respectively. The percentages of cases where speed and
delta speed were adjusted are shown in Table 14. The freeway matrix for the
combined Los Angeles gas and diesel vehicle-speed data is shown for illustration
in Table 15. The total sample size represents approximately 1,015,316 x 0.864 =
877,233 seconds of operating time, or 243.68 hours.
5.1.2 Engine Matrix
The engine matrix is defined by an initial pair of percent rpm (%E) and
percent power (%P) values versus a final pair of %E and %P values. Because
the load factor can change so rapidly in a very short period of time, the
power can change from motoring to 100 percent, or the converse, in the time
between records. Therefore, any further compacting of the matrix by defining
a limit on delta power was not feasible. Analysis of frequency functions of
delta rpm indicated that some compaction could be realized, but after consult-
ing with industry, the EPA concluded that there was not sufficient basis for
establishing limits. The engine matrix was thus kept in an initial-versus-
final format.
%P ranged from 0 percent to 100 percent in increments of 10 percent, plus
a motoring class, for a total of 12 classes. %E ranged from -20 percent to
+150 percent, in increments of 2 percent, for a total of 87 classes. The
dimensions of the engine matrix are thus (87 x 12) x (87 x 12) = 1,044 x 1,044
and the matrix consists of 1,089,936 cells. It is thus not feasible to show
an example of an engine matrix. The format of the matrix is shown, however,
in Figure 2 of the Summary.
The development of the engine matrices is considerably more complicated
than is the case for speed matrices. Because the matrices are too large for
the core size of most computers (greater than 4.3 megabytes), it was necessary
to store them on disk, keeping just one matrix row in core at any given time.
The values of %E and %P on tape are first indexed by converting them to
index values of 1 to 87 and 1 to 12, respectively, and the indexed data set is
written to disk. The records are then paired by appending Record 2 to Record 1,
Record 3 to Record 2, etc., thus creating a paired data set of double-length
records. The record pairs are first sorted with respect to the rpm index of
the first record of the pair (the initial rpm value). Then, within each rpm
class, the record pairs are sorted with respect to the power index (the initial
power value) of the first record of the pair.
63
-------
Table 14. SPEED-ADJUSTMENT STATISTICS
CATEGORY
LA 2-Axle Gas
LA 3 -Axle Gas
LA TT Gas
LA 2-Axle Diesel
LA 3-Axle Diesel
LA TT Diesel
All LA Trucks
NY 2-Axle Gas
NY 3-Axle Gas
NY TT Gas
NY 2-Axle Diesel
NY 3-Axle Diesel
NY TT Diesel
All NY Trucks
All Trucks
LA Buses
NY Buses
CAPE- 21 Sample
21S ^.-4.5
SET TO -4
(%)
0.512
0.638
0.381
0.009
0.078
0.074
0.316
0.511
0.124
0.166
0.075
0.212
0.169
0.346
0.332
0.249
0.286
0.323
AS >4.5
SET TO 4
(%)
0.150
0.157
0.165
0.003
0.021
0.013
0.099
0.274
0.036
0.021
0.034
0.071
0.035
0.162
0.133
0.071
0.042
0.121
S > 60 SET
TO 60
(%)
1.529
0.146
1.285
0.0
0.334
0.557
1.010
0.259
0.0
3.338
0.0
0.322
0.657
0.554
0.767
0.803
0.0
0.695
64
-------
Table 15.
INPUT INITIAL SPEED VS DELTA SPEED MATRIX
LA COMBINED GAS £ DIESEL - FREEWAY
MRH
-4
_fj o
-2
-1
0
TOTALS,
01
Ul
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25 _. __...
26
27
28
29
30
31,
0
0
0
0
17
21
36
28
42
69
59
55
54
88.
65
68
63
59
59
54_ _
65
55
62
47
67
50
57
57
27
46
44
37
0
0
0
50
44
77
84
79
93
102
78
93
96
91
94
91
104
90
110
91
99
111
91
101
83
98
85
90
80
98
SO
61 ..
0
0
82
157
160
170
178
183
150
174
140
163
172
159
151
192
180
177
167
182
209
184
171
228
173
220
195
199
199
202
176
204
0
464
381
352
369
361
359
365
337
321
378
386
431
357
421
456
457
462
516
560
518
476
541
594
623
591
633
602
793
672
710
753
23690
813
1003
1010
923
743
804
958
941
954
1029
1098
1212
1237
1203
1905
1306
1284
1419
3011
3059
2047
3973
4144
1921
2297
3149
4312
3337
2720
3422
5030
349
285
342
407
432
428
437
452
490
539
558
587
618
619
680
684
685
721
844
830
814
901
1002
995
1026
1009
1132
1186
1178
1156
1195
1280
114
129
144
149
193
190
190
157
160
148
172
156
185
176
173
186
179
222
231
196
185
193
187
195
166
162
166
147
126
137
162
166
' 70
54
52
48
74
61
58
56
54
81
62
57
70
62
46
60
60
70
66
44
47
55
52
39
43
43
40
33
45
39
45
37
43
27
26
31
36
29
25
33
28
29
29
29
30
30
26
26
28
28
21
27
32
36
21
31
21
36
22
23
23
28
23
16
24266
1772
2030
2204
2248
2080
2171
2311
2295
2417
2505
2624
2868
2819
2859
3668
3062
3113
3433
,4995
5028
4058
6100
6374
4123
4506
5479
6849
5808
5098
5857
7584
-------
MPH
-4
Table 15.
I'JPUT INITIAL SPEED VS DELTA SPEED MATRIX (CONTINUED!
LA COMBINED GAS t DIESEL - FREEWAY
-3
-2
-1
TOTALS
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
45
47
55
40
41
55
63
58
53
49
63
50
56
51
50
56
37
36
41
46
63
46
54
78
68
52
59
42
132
77
85
65
51
64
61
65
64
66
45
58
49
56
60
53
56
46
57
69
55
46
65
65
70
55
47
53
41
63
206
204
229
229
221
241
223
214
262
231
201
185
198
223
218
185
196
215
248
201
291
367
372
294
250
248
169
103
168
901
920
1125
1301
1293
1268
1216
1368
1565
1583
1659
1741
1887
2059
2069
2180
2523
2911
3209
3696
4397
5025
5040
4638
4591
3414
1624
1066
1078
4334
4062
5205
5781
7528
7549
7160
9070
10442
12463
13356
12946
13586
16199
18212
21799
26435
31087
34733
39569
46099
53932
63415
66001
61520
42912
24964
14901
22074
1363
1520
1718
1928
1815
1732
1888
1994
2124
2116
2208
2511
2682
2642
2380
3220
3757
3835
4569
5794
7038
7020
6653
6947
5741
2954
1497
1318
0
158
144
213
191
151
175
196
182
149
124
143
176
151
160
173
185
206
224
284
412
460
356
341
319
229
143
108
0
0
28
34
43
40
39
42
45
42
32
35
39
30
38
33
41
28
27
28
47
31
29
45
18
13
3
2
0
0
0
14
21
11
15
7
7
2
4
6
4
3
1
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
7126
7037
8664
9576
11159
11130
10858
12996
14699
16650
17730
17689
18654
21427
23696
27709
33228
38393
43200
49804
58424
66856
75958
78360
72457
49772
28474
17471
23515
TOTALS
3037
4251
11889
82786 783288 115325
11195
2555
990
1015316
-------
The resulting sorted data set thus consists of record pairs which yield
an initial combination of rpm and power from the first record of the pair and
a final combination of rpm and power from the second record of the pair. The
first row of the matrix is then defined by the indexed pair (E , P ) and the
columns are defined by the various pairs (E. > P.), i = 1,2,..., 87 and j =
1,2,...,12. The purpose of the sorting can-now be seen. All record pairs
with the combination (E , P ) in the first record of the pair appear first in
the sequence of the sorted data set. The frequencies for each cell of the
first row of the matrix are accumulated in core until the power index changes.
That row is then written to disk on one track. The next matrix row, defined
by the combination (E , P ), is obtained in the same way from sequential pairs
and written to a second track. (Writing each matrix row to a separate track
greatly simplifies the computer programming.)
When the freeway and nonfreeway matrices have been developed from the
data for the trucks in each axle category, they are then written to tape. The
axle-category matrices are then combined into the desired vehicle-category
matrices and written to tape. For example, the matrices by road type for Los
Angeles 2-axle gas, Los Angeles 3-axle gas, and Los Angeles TT gas were combined
by matrix addition to yield the freeway and nonfreeway engine matrices for the
Los Angeles gas category.
5.2 CYCLE-GENERATION PROCESS
The Monte Carlo model used to generate chassis and engine cycles is
essentially the same for both types of cycles. That is, the model operates on
any input matrix of frequencies of occurrence so that the size and composition
of the matrix are essentially irrelevant. The Monte Carlo process will be
discussed first, followed by some of the specifics of the development of
chassis and engine cycles.
5.2.1 The Monte Carlo Technique
The Monte Carlo technique utilizes experimental mathematics and, hence,
is mathematically inductive rather than deductive. Monte Carlo methods are
concerned with experiments on random numbers and handle problems which can be
either probabilistic or deterministic, depending on whether or not they are
stochastic (or random) in nature. The solution of a deterministic problem can
be illustrated by the determination of the area under one branch of the sine
curve y = sin x. Figure 19 describes the problem and its solution with the
Monte Carlo technique. If a point were randomly chosen in the square with a
heighth of one and a width of n, the geometric probability that the point
would fall on or below the curve y = sin x is the area under the sine curve
divided by the total area n. Thus, if a sufficiently large number of points
is randomly chosen, the product of TT and the ratio of the number of points
falling on or below the curve to the total number of points will converge to
the area of interest.
If the area is computed directly by integration, the value will be found
to be exactly 2. Table 16 shows the values of area obtained on the computer
for the indicated values of N using the Monte Carlo solution. As N increases,
the values obtained for the area are seen to be converging toward the true
value. Note also that for an N as small as 320, the Monte Carlo value for the
67
-------
1. Generate random r and r , uniformly distributed on unit interval.
2. Set x = r n
3. Compute y = sin x
4. If r ^ y, score a hit. Otherwise, score a miss.
5. H = Number of hits
M = Number of misses
N = H + M
6. Pr (HIT) a
N
7. But, Pr (HIT) = AREA/n
8. .. AREA ft; Tt Pr (HIT) =
n H
Figure 19. EXAMPLE OF MONTE CARLO TECHNIQUE: AREA UNDER ONE BRANCH OF SINE CURVE
68
-------
Table 16. MONTE CARLO COMPUTATION OF AREA UNDER
ONE BRANCH OF A SINE CURVE
N
10
20
40
80
160
320
640
1280
2560
5120
10240
20480
40960
81920
163840
327680
655360
1310720
AREA
1.256637
2.513273
2.120574
2.042034
1.904590
1.992947
2.002765
2.002765
2.005219
1.999083
2.003991
1.986197
2.004528
1.999274
2.002247
2.002218
1.997990
2.001803
PI
5.000000
2.500000
2.962963
3.076922
3.298968
3.152709
3.137255
3.137255
3.133414
3.143032
3.135333
3.163423
3.134494
3.142731
3.138065
3.138111
3.144752
3.138761
69
-------
area is quite accurate. Of course, if the area is set equal to 2, then the
same procedure can be used to generate estimated values for n, as shown also
in Table 16.
The development of heavy-duty test cycles is a probabilistic solution to
the problem of obtaining cycles which are representative of the way heavy-duty
vehicles are operated. As mentioned above, the cycle-generation technique is
independent of the size and composition of the input matrix, requiring only
that it be a matrix of frequencies of occurrence for initial versus final
values of some parameter(s). To fix ideas, suppose the matrix gives frequencies
of occurrence for the number of times a measured parameter P transitions from
an initial value P. to a final (or delta) value P.. Further, consider just
the initial value P and suppose there are 10 values for the final P , , as
illustrated in Figure 20a.
The value P transitions to P never, it transitions to P 5 times,
transitions to P 13 times, etc. The sum of all frequencies in that row is
100. If each entry in the row is divided by 100, the resultant set of entries
shown in Figure 20b gives the probabilities that, given that the initial
parameter value is P , the next value will be as indicated. For example, if
the initial value of the parameter is P , the probability is 0.12 that the
next value will be P . Finally, noting that Figure 20b defines a density
function, develop the corresponding distribution function as shown in Figure 20c.
When a distribution function has been computed for each row of the input
frequency matrix, the resulting transition-probability matrix is the basis for
a Monte Carlo generation of a sequence of values of the parameter P. This is
accomplished by generating random numbers which are uniformly distributed on
the unit interval (i.e., any number from 0 to 1 is equally likely). Referring
again to Figure 2oc, if a random number is generated with the value 0.46, the
transition is from P to P . The new initial value is thus the same as the
previous one. Let the next random number generated have the value 0.92. Then
the transition is from P to P . The new initial value then becomes P
another random number is generated and compared with the distribution-function
values in the row defined by P , and another final value is obtained. This
process continues until the sequence has the desired length.
As already noted, the transition-probability matrix for an engine matrix
is too large for display. Table 17, however, shows the transition probability
matrix computed from Table 15, the frequency matrix for the combined Los
Angeles gas and diesel freeway vehicle-speed data. Note that when the initial
speed is zero, as when starting a cycle, the probability of remaining at zero
speed is 0.9763. That is a very large probability, implying that in the Monte
Carlo process the cycle will be expected to remain at zero speed for a consid-
erable length of time. The problem thus entailed will be discussed below.
5.2.2 Development of Chassis-Dynamometer Cycles
The fundamental requirement on the desired chassis cycles is that they be
closed; i.e., that the speeds at each second of time be connected so as to
form a cycle which is driveable on the chassis dynamometer. Further, for
practical considerations, the cycle should start and end with an idle; i.e.,
with the vehicle at zero speed. The requirement to start and end each cycle
with an idle is easily accomplished, as discussed below. Finally, it is
70
-------
a. FREQUENCY MATRIX
P6 P7
13 16 20 17 12 11
0 (2= 100)
b. INTERMEDIATE MATRIX
10
.00 .05 .13 .16 .20 .17 .12 .11 .06 .00 (Divide by
P2 P3
C. TRANSITION-PROBABILITY MATRIX
P P P
-00 .05 .18 .34 .54 .71 .83 .94 1.0 1.0 (Running Sum)
Figure 20. MONTE CARLO CYCLE DEVELOPMENT
-------
Table 17.
TRANSITION PROBABILITY MATRIX
LA COMBINED GAS 6 DIESEL - FREEWAY
MPH
-4
-3
-2
-1
0
1 __
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19 .
20
21
22
23
24
25
26
27
28 .
29
30
31
- o.o
0.0
0.0
0.0
0.0076
0.0101
0.0166
0.0121
0.0183
0.0285
0.0236
0.0210
0.0188
0.0312
0.0227
0.0185
0.0206 _
0.0190
0.0172
0.0 108
0.0129
0.0136
0.0102
0.0074
0.0163
0.0111
0.0104
0.0083
0.0046
0.0090
0.0075
0*00.49 .
0.0
0.0
0.0
0.0227
0.0271
0.0471
0.0553
0.0463
0.0588
0.0707
0.0547
0.0564
0.0523
0.0635
0.0556
0.0433
.. 0.0545
0.0479
0.0492
0.0290
0.0326
0.0409
0.0251
0.0232
0.0364
0.0328
0.0259
0.0215
0.0184
0.0282
0.0212
. 0.0129
0.0
0.0
0.0404
0.0939
0.0983
0. 1288
0.1373
0.1255
0.1242
0.1427
0.1106
0. 1185
0.1123
0. 1199
0. 1084
0.0957
0.1133
0.1047
O.CS79
0.0655
O.C742
0.0862
0.0531
0.0590
0.0783
0.0817
0.0615
0.0505
0.0527-
0.0679
0.0512
O.C398
0.0
0.2619
0.2281
0.2536
0.2625
0.3024
0.3026
0.2834
0.2710
0.2755
0.2615
0.2656
0.2626
0.2465
0.2557
-0.2200
0.2626
0.2531
0.2482
0.1776
0.1772
0.2035
0.1418
0.1522
0.2294
0.2128
0.1770
0.1676
0.1892
0.1997
0.1724
0. 1391
0.9763
0.7207
0.7222
0.7119
0.6730
0.6596
0.6730
0.6980
0.6810
0.6703
0.6723
0.6841
0.6851
0.6853
0.6765
0.7394
0.6891
0.6656
0.6615
0.7804
0.7856
0.7080
0.7931
0.8023
0.6954
0.7226
0.7518
0.7972
0.7638
0.7332
0.7567
0. 8023
0.9906
0.8815
0.8906
0.8966
0.8652
0.8654
0.8743
0.8936
0.8946
0.8933
0.8950
0.9078
0.9006
0.9049
0.9143
0.9258
0.9128
0.8972
0.9074
0.9465
0.9475
0.9300
0.9574
0.9-584
0.9442
0.9465
0.9584
0.9704
0.9666
0*9600
0.9607
0.9711
0.9953
0.9543
0.9616
0.9642
0.9511
0.9567
0.9618
0.9615
0.9643
0.9545
0.9637
0.9672
0.9651
0.9674
0.9748
0.9766
0.9713
0.9685
0.9747
0.9858
0.9843
0.9776
0.9880
0.9890
0.9845
0.9825
0.9887
0.9918
0.9883
0.9869
0.9884
0.9930
0.9982
0.9848
0.9872
0.9859
0.9840
0.9861
0.9885
0.9857
0.9878
0.9880
0.9884
0.9889
0.9895
0.9894
0.9909
0.9929
0.9909
0.9910
0.9939
0.9946
0.9936
0.9911
0.9966
0.9951
0.9949
0.9920
0.9960
0.9966
0.9960
0.9945
0.9961
0.9979
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
-------
Table 17.
TRANSITION PROBABILITY MATRIX (CONTINUED)
LA COMBINED GAS £ DIESEL - FREEWAY
MPH
-4
-3.
-2
-1
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55 *"
56
57
58
59
60
0.0063
0.0067
0.0063
0.0042
0.0037
0.0049
0.0058
0.0045
0.0036
0.0029
0.0036
0.0028
0.0030
0.0024
0.0021
0.0020
0.0011
0.0009
0.0009
0.0009_
0.0011
0.0007
0.0007
0.0010
0.0009
0.0010
0.0021
0.0024
0.0056
0.0171
0.0188
0.0139
0.0095
O.C094
0.0104
0.0118
0.0094
0.0081
0.0056
0.0068
0.0056
0.0060
0.0052
0.0043
0.0040
0.0025
0.0024
0.0025
0.0020
0.0019
0.0017
0.0016
0.0019
0.0017
0.0020
0.0039
0.0048
0.0083
O.C460
0.0477
0.0403
0.0334
0.0292
0.0321
0.0323
0.0259
0.0259
0.0195
0.0182
0.0161
0.0166
0.0156 ,
0.0135
0.0107
O.C084
O.G080
C.C083
0.0061
0.0068
0.0071
0.0065
0.0056
0.0051
O.CC70
O.CQ99
0.0106
0.0154
0.1725
0.1785
0.1701
0.1693
0.1451
0.1460
0.1443
0.1311
0.1324
0.1146
0.1117
0.1145
0.1178
0.1117
0.1009
0.0894
0.0843
0.0838
0.0826
0.0803
0.0821
0.0823
0.0728
0.0648
0.0685
0.0756
0.0669
0.0717
0.0613
0.7807
0.7557
0.7709
0.7730
0.8197
0.8243
0.8037
0.8290
0.8428
0.8631
0.8650
0.8463
0.8461
0.8677
0.8694
0.8761
0.8799
0.8935
0.8866
0.8748
0.8711
0.8890
0.9077
0.9071
0.9176
0.9377
0.9436
0.9246
1.0000
0.9719
0.9717
0.9692
0.9743
0.9823
0.9799
0.9776
0.9825
0.9873
0.9902
0.9896
0.9883
0.9899
0.9910 ;.
0.9910
0.9923 .
0.9930
0.9934
0.9923
0.9911
0.9916
0.9940
0.9953
0.9958
0.9968
0.9971
0.9962
1.0000
1.0000
0.9941
0.9922
0.9938
0.9943
0.9959
0.9956
0.9957
0.9965
0«997,4
0.9977
0.9976
O.S982
0.9980
0.9985
0.9983
0.9990
0,9992
0.9993
0,9989
0.9994
0.9995
0.9993
0.9998
0.9998
1.0000
1.0000
1.0000
l.OOOQ '
1.0000
0.9980
0.9970
0.9987
0.9984
0.9994
0.9994
0.9998
0.9997
0.9996
0.9998
0.9998
0.9999
1.0000
1.0000 _
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOOQ
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.000.0
1.0000
1.0000
1.0000
1.0000
1.0000
1 . 0000
1.0000
1.0000
1 . 0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
-------
desirable that the cycle be representative of the speeds and rates of change
of speed of trucks and buses while engaged in their usual activities.
The cycles can be made representative with the Monte Carlo technique if
the input matrix is a large sample of the speeds and rates of change of speeds
observed in actual heavy-duty vehicle operations. The CAPE-21 data base, of
course, yields such input matrices. If the cycle can be shown to be repres-
entative of the input data, then it is representative of actual operations.
Figure 21 shows the general logical flow in the development of chassis
cycles. The input frequency matrix is entered into the computer from
punched cards. The input matrix is row-normalized to get the conditional
transition probabilities and is also normalized for other purposes to be
discussed in Paragraph 5.3. The transition-probability matrix is then created
and a series of initializations accomplished, including the zeroing of core
locations which will be used to store a frequency matrix corresponding to the
speeds in the cycle to be generated. The initial speed of the cycle at zero
time is set to zero. Then a random number is generated and, with reference to
the transition-probability matrix, a delta speed is selected. The cycle
matrix is then incremented bv adding one to the contents of the cell defined
by the initial speed of zero and the randomly-selected delta speed. That
delta speed is added to the initial speed to create a new (possibly the same)
initial speed.
The process continues until a specified minimum cycle duration is reached.
That minimum time point is generally taken to be the nominal desired cycle
duration minus 1/2 minute. For chassis cycles with a nominal 5-minute duration,
the minimum time would be 4.5 minutes or 270 seconds. The EPA had planned
initially to consider the interval between each speed in the cycle to be
1 second. The minimum time was reached, therefore, when 270 cycle speeds had
been generated. It was subsequently decided to retain the time unit of resolu-
tion in the data; i.e., the interval was again taken to be 0.864 seconds. The
minimum time for each cycle generated is thus 4.5 x 0.864 =? 3.88 minutes.
That is why the chassis cycle segments all have durations less than the nominal
5 minutes.
If the speed is nonzero at the minimum-time point, and if the speed is
less than or equal to a criterion value (45 mph for nonfreeway cycles and
60 mph for freeway cycles), a deceleration to 0 mph is forced. The forced
deceleration is accomplished with the Monte Carlo method using transition
probabilities based on deceleration data only. When the cycle is at zero
speed, the normal process is resumed until a nonzero speed is randomly selected
or the maximum-time point is reached. (The maximum-time point is 5.5 minutes
for the nominal 5-minute duration, but the interval considerations discussed
above resulted in a value of 4.752 minutes, corresponding to 330 speeds in the
cycle.)
Since 60 mph is the maximum possible cycle speed, every freeway cycle
will be forced to 0 mph at the minimum-time point if it is not already at
0 mph. If a nonfreeway cycle is at a speed greater than 45 mph at the minimum-
time point, the process continues until a speed of 45 mph or less is generated
or the maximum-time point is reached. In the latter case, the cycle is aban-
doned and initialization is accomplished in preparation for generation of the
next cycle. Otherwise, the deceleration to 0 mph is forced and the process
74
-------
f INPUT
MATRIX )
NORMALIZATIONS
CREATE
TPMs AND
K-S VECTORS
INITIALIZE
-j
t_n
MONTE CARLO
DELTA SPEED
INCREMENT
CYCLE MATRIX
CYCLE-
TERMINATION
LOGIC
COMPUTE
CYCLE
STATISTICS
STATISTICAL
FILTER
STORE
CYCLE
STATISTICS
NO
OUTPUT PASSED^
CYCLE
STATISTICS
Figure 21. CHASSIS-CYCLE GENERATION
-------
continues as described above. However, if the maximum-time point is reached
before a return to zero speed, the cycle is abandoned.
If the cycle has terminated with an idle prior to or at the maximum-time
point, a number of statistics used to describe the cycle are computed and
compared with the corresponding statistics for the input data. That procedure,
referred to as the statistical filter, is a determination of whether the cycle
can be said to be representative of the input data and is discussed fully in
Paragraph 5.3. If the cycle passes through the filter (i.e., is a candidate
representative cycle), the statistics for the cycle are printed. If not, the
cycle and the statistics are abandoned. In either case, a test is made to
determine if an input number of cycles (usually 10,000) has been generated.
If so, the program returns to the initialization point; otherwise, the job
terminates.
At this point it must be noted that the random numbers generated are
really psuedo-random numbers. That is, for a given starting number, the
random-number generator will always generate the same sequence of numbers
because the mathematical operations are fixed. That is why, of course, they
are called psuedo-random numbers. This attribute of the random-number generator
is most advantageous, however. The starting random number (an integer of up
to 10 digits which is later converted to a value on the unit interval) for
each cycle passing through the statistical filter is printed along with the
cycle statistics. The cycle is then regenerated with another computer
program which outputs the complete cycle schedule. Cycle schedules thus need
be generated only for selected candidate cycles.
Consider again the data of Table 17. As already noted, if the initial
speed is zero, as at the start of the cycle, the probability of staying at
that speed is very large. From Table 15, however, only 23,690 speeds out of
the total frequency of 1,015,316 are at 0 mph. That is, only 2.33 percent of
the total operation is at idle. Therefore, a representative cycle should have
about that same percentage of zero speeds. Because of the large probability
that the cycle will remain at zero speed for considerable periods of time, a
cycle would very rarely have the desired percentage of idle operation. Thus,
whenever an input matrix has a small idle percentage, there is a problem.
The solution is to constrain the initial idle time, force an initial
acceleration, and constrain the final idle time. Since the nominal cycle
duration is to be 5 minutes, or about 300/0.864 = 347 speeds in the schedule,
the total number of idle speeds should be about 2.33 percent of 347 or 8.
Therefore, the initial and final idles are constrained to four zero speeds
each. After the initial idle, an acceleration is forced until the average
speed for the input data or a specified (input) minimum time is reached,
whichever occurs first. The forced acceleration is accomplished with the
Monte Carlo method using a transition-probability matrix based just on the
input acceleration data.
5.2.3 Development of Engine-Dynamometer Cycles
The Monte Carlo logic for generating engine cycles is essentially the
same as that used for chassis cycles, as evidenced by the generalized flow
diauam of Figure 22. The input matrix is read from tape to disk, not core,
because of its large size (1,044 x 1,044). Various normalizations are performed
76
-------
NORMALIZATIONS
CREATE
TPMS AND
K-S VECTORS
INITIALIZE
>
MONTE CARLO
RPM/POWER
INCREMENT
CYCLE MATRIX
/ MIN.V
- + S TIME )
N. ? /
T YES
CYCLE -
TERMINATION
LOGIC
COMPUTE
CYCLE
STATISTICS
STATISTICAL
FILTER
STORE
CYCLE
STATISTICS
OUTPUT PASSEI
CYCLE
STATISTICS
Figure 22. ENGINE-CYCLE GENERATION
-------
which create 1) the transition-probability matrices for generating the cycle
and forcing the initial "acceleration" (if required) and the final "decelera-
tion" (or "acceleration" when %E is less then zero); and 2) the vectors required
for the statistical filtering of the cycles, as discussed in Paragraph 5.3.
Initialization of the various cycle parameters is then accomplished,
including zeroing the disk area where each cycle matrix is stored. Each cycle
is started at the idle condition, where idle is defined as %E = %P = 0. If
the idle percentage is not very large, as on the freeway, then the initial and
final idle times are constrained in the same way as for chassis cycles. When
the initial idle is constrained, an initial acceleration is forced for an
input length of time (usually about 9 seconds), or until percent rpm is greater
than or equal to the average percent rpm for the input matrix. Otherwise, the
Monte Carlo process continues in the usual way from cycle start. The cycle
matrix is incremented by one, of course, each time an rpm/power combination is
randomly selected.
When a minimum cycle duration time is reached (4.5 minutes for 5-minute
cycles), cycle-termination logic is initiated. If the cycle is in the idle
state (%E = %P = 0) and the initial idle is not constrained, the process
continues until a nonidle condition is reached. If the final idle is to be
constrained (i.e., whenever the initial idle is constrained), the cycle matrix
is incremented by the proper count and the process stops. If the cycle is not
in the idle state at the minimum time, then a deceleration to idle is forced
when %E > 0 and an acceleration to idle is forced when %E-«:0. If the final
idle is unconstrained, random selection continues until a nonidle state is
reached. If the final idle is constrained, the cycle matrix is incremented
with the desired count.
The various cycle statistics are then computed and tested in the statis-
tical filter. If the cycle passes the tests, the statistics are stored for
printing at the end of the job. The program then branches back to the point
where initialization is accomplished in preparation for generating another
cycle. The run ends when an input total number of cycles (usually 500) has
been generated or when a sufficient number (usually 10) of cycles has passed
the filter tests, whichever occurs first.
5.3 STATISTICAL FILTER
The Monte Carlo technique generates cycles in which each speed (chassis
cycles) or rpm/power pair (engine cycles) is randomly selected in accordance
with its proportional frequency of occurrence in the input data. Each cycle
is thus a sample taken from a population of input data which, in turn, is a
sample of the population of all truck (and bus) operating data. If the cycle
had a very long duration, say several hundred hours, one would expect it to be
a very representative sample of the input data. When the cycle is a small
sample, however, most of the cycles generated cannot be expected to be
representative.
It is thus necessary to define cycle representativeness in terms of
statistics which can be computed and compared for what will henceforth be
considered the population (input data) and the sample (cycle). Two kinds of
statistics were used to test for representative cycles: engineering measures
78
-------
such as average speed or percent idle and statistical significance testing.
The use of the engineering measures assures us that the cycle has the attributes
of the input data and the significance testing allows us to quantify our
confidence that the cycle is representative.
As described above, the data for every chassis and engine cycle generated were
put into the same matrix format as that for the input data. Determination of
the degree to which a cycle can be said to be representative is thus made
equivalent to the determination of how ''similar", in some sense, the input and
cycle matrices are. All of the statistics tested are, therefore, computed
from the matrices.
The engineering type of statistics computed for chassis cycles were as
follows:
1. Average speed
2. Percent time idling
3. Percent time cruising (does not include idle)
4. Percent time accelerating
5. Percent time decelerating
The corresponding statistics for engine cycles fall into three categories as
follows:
Power Statistics
1. Average percent power
2. Percent time motoring
3. Percent time at %P = 0
4. Percent time cruising (does not include motoring and %P = 0)
5. Percent time accelerating
6. Percent time decelerating
RPM Statistics
1. Average percent rpm
2. Percent time at %E = 0
3. Percent time cruising (does not include %E = 0)
4. Percent time accelerating
5. Percent time decelerating
Matrix Statistics
1. Percent time idling (%E = %P = 0)
2. Percent time on matrix diagonal
3. Percent time in upper matrix (above diagonal)
4. Percent time in lower matrix (below diagonal)
The terms cruising, accelerating, and decelerating in the above lists refer to
the change of state from an initial value on a given record to the final value
on the very next record. Those percentages thus refer to short-term operating
data. For example, if a speed sequence were 25, 26, 25, 26, 25, 26, then the
vehicle is said to be accelerating and decelerating throughout the sequence,
although, from a long-term point of view, it is cruising at 25.5 mph.
79
-------
The primary test used to evaluate cycles is the K-S one-sample test. The
K-S one-sample test is concerned with the extent of agreement between the
distribution function for a set of sample values (observed values) and a
specified theoretical distribution function. It assesses whether the sample
values can reasonably be considered to have come from a population having the
theoretical distribution of the parameter of interest. The test consists of
determining the absolute value of the maximum difference between the sample
and theoretical distribution functions. The K-S test is thus a nonparametric
or distribution-free test.
Let X be a random variable with the continuous distribution function
F(x) = Prob (X
-------
A corresponding result for a two-sample test was shown by Smirnov in
1939. Suppose F (x) and G (x) are the empirical distribution functions for
two samples, with sizes m and n, respectively, of mutually-independent random
variables with a common continuous distribution function. Define the random
variable D bv
m,n
D = l.u.b.
m,n
Set
N =
F (x) - G (x)
m n
m + n
and suppose that m » oo and n>. oo so that
for k a constant. The probability distribution of D is then given by
m, n
lim Prob D < - = L(z) , (5-3)
m,n n
where L(z) is the same function as in (5-1) and (5-2).
A unified treatment of these results was given by Feller in 1948 (Refer-
ence 9*). A table of values of L(z) will be found in Reference 10.
In the application of the K-S test to the determination of cycle represen-
tativeness, it was assumed that the distribution function for the input data
was continuous and the one-sample test was used. Note, however, that if m is
the cycle sample size, and if n is the input data size, then m is very much
smaller than n. Thus, if m = 347 (a 5-minute cycle) and n = 1,015,316 (the
sample size for Los Angeles gas and diesel freeway data), then
w - *S_ - (347) (1,015,316) _
N - m+n ~ 347 + 1,015,316 ~ 345-88'
That is, the equivalent N for the two-sample case is here essentially equal to
the sample size in the one-sample case. Thus there is negligible error in the
approach used here versus the alternative two-sample approach.
22 22
*The reference contains a misprint in Eq. (1.4) : -v z should be -2i> z .
81
-------
Before discussing the details of the application of the K-S test to cycle
testing, a few more observations will be made. First, the K-S test is usually
applied by determining if D is greater than a criterion value, D , given by
D =
c
where z is a number depending on the significance (probability) level selected,
and n is the sample size. For example, if the significance level is 0.05,
then z = 1.36. For a sample of size 347-
The test is made on the null hypothesis, or the hypothesis that the sample has
the specified theoretical distribution. In the example, if D > 0.073, then
one concludes that the null hypothesis must be rejected at the 0.05 significance
level. That is, if the sample has the specified distribution, then the proba-
bility that D would be larger than 0.073 is less than 0.05.
For the purpose of comparing candidate cycles, however, it is prefer-
able to compute the desired probabilities directly. Fortunately, the two
summations for L(z} given in (5-1) and (5-2) converge rapidly. Note first,
however, that the probability of interest is
/ z\
Prob (D >-D ) = Prob f D_> J= 1 - L(z) (5-4)
n c
for testing the null hypothesis. If the significance level is denoted by a ,
and if we set z = D -\/r\, then a may be computed directly as follows:
1. z >: 2
a = 2 exp (-2z )
2. 1.3 ^ z < 2
f 2 21
a = 2 exp (-2z ) - exp (-8z )
3. z < 1.3
+ 1 J ,
Let max j = ^ 2z + 1J , where the brackets indicate
greatest integer. Then,
82
-------
max j
a = 1 - 2 z exp - (2j-l) /8z
(Note that the maximum number of terms required Is three.)
Cases 1 and 2 are based on (5-1) and Case 3 comes from (5-2) , all cases demon-
strating the rapid convergence of the summations.
The distribution functions required for the K-S test are computed from
the input matrix and the cycle matrix. To illustrate the procedure, suppose
the matrix is the small 5x5 matrix shown in Table 18a. The matrix is first
normalized by dividing the frequency in each cell by the total matrix frequency,
as shown in Table 18b. A running sum of these normalized values is then
obtained, cell by cell, from top to bottom (simply because the computer is
more efficient that way) and then from left to right in the case of speed
matrices. The distribution functions in the case of the engine matrices are
created row-by-row. The result is shown in Table 18c.
The problem of comparing the cycle matrix with the input matrix is thus
transformed into the comparison of two distribution functions. The K-S
test, of course, was designed for just that purpose. Further, the test of the
null hypothesis (i.e., that the matrices are not significantly different) is
based on the probability defined by (5-4) .
Suppose the selected significance level is 0.05 and the computed prob-
ability is less than that value, say 0.04; then the null hypothesis would be
rejected- even though ther<= is a 4-perrent chance that it is true. If the
hypothesis is rejected when it i s true, a Type I error is committed. In the
present application, a Type I error is committed when a representative cycle
is rejected. Occurrences of Type I errors are thus not- serious, resulting
only in some inefficiency in the cycle-generation process, since a greater
number of cycles must be generated to obtain a given number of representative
candidate cycles.
The Type II error,- acceptance of the hypothesis when it is false, is here
the acceptance of a cycle which is not representative. Type II errors must.-
therefore, be avoided. Unfortunately, there is no feasible way to compute
Type IT error probabilities for the K-S test. However, if the Type I error
probability is allowed to become larger,- then the Type II error probability. 3,
will become smaller. For example, if the two distribution functions are
almost identical (D close to zero) , the Type I error probability is close to
1 and the Type II error probability would be expected to be quite small.
Therefore, the criterion K-S significance level (Type I error probability) is
set at as large a value possible commensurate with a reasonable chance of
getting candidate cycles through the statistical filter.
The cycles are actually tested with four K-S tests. Chassis cycles are
tested against the input speed matrix with distribution functions computed for
the complete matrix and for the submatrices consisting of cruises only (the
zero-delta-speed column) , accelerations only (the positive delta-speed columns) -
and decelerations only (the negative delta-speed columns) . Similarly, engine
cycles are tested with distribution functions for the complete matrix and the
83
-------
Table 18. DEVELOPMENT OF K-S DISTRIBUTION FUNCTION FOR MATRIX
A.
B.
C.
Frequency Matrix
0
2
2
1
5
5
7
5
13
10
2
5
1
12
5
1
3
6
3
2
2
3
4
1
0
Normalized Matrix
0
.02
.02
.01
.05
Distribution
0
.02
.04
.05
.10
.05
.07
.05
.13
.10
.02
.05
.01
.12
.05
.01
.03
.06
.03
.02
.02
.03
.04
.01
0
Function
.15
.22
.27
.40
.50
.52
.57
.58
.70
.75
.76
.79
.85
.88
.90
.92
.95
.99
1.00
1.00
(N = 100)
84
-------
submatrices consisting of the diagonal only, the upper matrix (the triangular
matrix above the diagonal), and the lower matrix (the triangular matrix below
the diagonal). The submatrix testing was performed for the purpose of providing
additional assurance that the candidate cycles were representative.
The desired criterion significance level was a 0.05. Thus a cycle will
pass through the statistical filter only when each of the four K-S tests
satisfies the criterion. When dealing with freeway matrices, however, even
when the initial and final idles are constrained, smaller values of a must
sometimes be used to enable at least a few cycles to satisfy the criterion.
It is conjectured that this problem may stem from the fact that the relative
occurrence of zero delta speeds is higher on the freeway than on nonfreeway
roads. Thus, when the cycle is constrained with an initial acceleration to
approximately the average speed of the input freeway data (in order to satisfy
the idle criterion), the cycle speeds tend to remain high because of the
higher cruise percentages. The short 5-minute segment thus does not permit an
adequate sampling of the data of the input matrix. A definitive explanation
of the phenomenon must, however, await further study.
In addition to the four K-S tests, chassis cycles were tested in the
statistical filter against average speed and percent idle. The desired criteria
are: cycle average speed within 1 mph of the input and percent idle within
2 percent of the input percentage (i.e.; if the input percent idle is 10 per-
cent, percent idle for the cycle must be in the range of 8 percent to 12 per-
cent) . The percent cruise, acceleration, and deceleration measures were not
part of the computerized statistical filter, but they were utilized in the
manual selection of the three candidate cycles submitted to the EPA, using the
2-percent criterion wherever possible.
Engine cycles were tested in the statistical filter with the four K-S
tests described earlier. In addition, the mean values of %E and %P and the
value of percent idle were required to be within a criterion value of the
means for the input. The input criteria were variable, depending again on how
difficult it was to get cycles through the filter for a given category. The
desired criteria were as given for the chassis cycle: a. 0.05 and ±2 percent
on the percentage measures. Difficulty with these criteria was encountered
for engine cycles in the Los Angeles freeway gas and, to a lesser extent, New
York freeway gas categories. Difficulty with chassis cycles was encountered
with the freeway matrices in both cities, but the problem was most severe in
the case of Los Angeles.
It must be clearly noted that the tests built into the statistical filter
define what is meant by the term ''representative". If a different set of
tests were used, one would expect that some cycles passed by the present
filter would not pass the new filter. For example, after the candidate chassis
cycles were submitted to EPA, two new K-S tests were defined and used to
filter. These tests were made on the speed distribution function (obtained
from the speed matrix row sums) and the delta-speed distribution function
(obtained from the column sums). An experiment was conducted which revealed
that some cycles which had speed distributions very similar to the input
tested poorly on the K-S test for the overall matrix, and conversely.
It should be noted that if the input speed matrix is normalized by dividing
each cell frequency by the total matrix frequency, then the normalized matrix
85
-------
is the joint probability function of speed and delta speed. The density
function of speed is given by the row sums and the column sums yield the
delta-speed density function. The speed and delta-speed density functions are
thus the marginal densities. If speed and delta speed were statistically
independent, then the matrix product of the speed density function (a column
matrix) and the delta-speed density function (a row matrix) would yield their
joint probability function (the normalized speed matrix). This is, let the
speed density function be given by f., i = 1,2,, 61 and let the delta-speed
density function be given by g., j =11,2,..., 9. If p.. denotes the joint
probability function, then p. .-'= f.g.. It would thus b"e sufficient to perform
K-S tests on the marginal distributions only. Speed and delta speed are not
independent variables, of course, and that is why the four K-S tests on the
matrix and submatrices are performed. Supplementing the four matrix K-S
tests with K-S tests on the marginal distributions will, however, increase our
confidence that cycles passing all six K-S tests are representative.
Work performed subsequent to submittal of the candidate chassis cycles
shows that computation of the K-S significance levels by creating the distri-
bution functions on a row-by-row basis for the total matrix yields values
which correlate well with those for the speed distribution function. If the
cycles are filtered, however, using the row-by-row approach, then the probabil-
ity of getting a representative cycle is reduced from that of the column-by-
column approach. The cycles which do get through the filter with the row-by-
row approach will, however, have a high probability of satisfying the K-S
criterion for the speed distribution function.
In the case of engine matrices, the marginal distributions for rpm and
power are essentially the same whether developed from the matrix columns or
the matrix rows. That is, the engine matrices are of the initial-ve'rsus-final
type so that corresponding row sums and column sums are essentially the same,
any differences being insignificant. That distributional symmetry is lost, of
course, in the initial-versus-delta type of matrix used to generate chassis
cycles.
Thus, if more and more tests are added, one could say with greater confi-
dence that a cycle passing every one of them could be said to be representative.
One could, therefore, test 20 characteristic statistics, say, to ensure that
the cycles are representative. However, as more and more tests are added to
the filter, the probability that a cycle can pass all of them becomes smaller
and smaller. As a result, inordinately large numbers of cycles must be gener-
ated and tested in order to get even one cycle through the filter, and even
that event would not be certain.
Efficient Monte Carlo cycle generation thus requires keeping the number
of tests built into the statistical filter be kept relatively small or dropping
the requirement that every test be passed. It is, therefore, necessary to
characterize carefully those attributes of operational data which appear to
reflect best what one means by representativeness in a cycle. Additional
research is indicated here for the purpose of characterizing cycle representa-
tiveness in terms of relevant operational parameters and developing an optimized
set of statistical filter tests. Nonetheless, it is considered that the
statistical filter used to select candidate heavy-duty vehicle cycles for the
present program does, in fact, select representative cycles, when the stipulated
criteria are applied.
86
-------
5.4 CANDIDATE-CYCLE SELECTION
The statistical filter performs the first step in the selection of candi-
date cycles by passing a small number of the thousands of cycles which are
generated. It sometimes happens that no cycles are selected by the filter.
In that event, either another run is made, the criteria for selection are
relaxed, or some tests are deleted from the filter. The choice made is a
function of schedule and remaining budget. In any case, some cycles passing
through the filter are ultimately available for inspection and selection of
three per category to be submitted to the EPA.
When more than three cycles for a data category passed through the filter,
a manual selection procedure was required to pick the most representative
three cycles. The selection was based on the tests built into the filter and
the additional percentage measures which are computed and printed. The
selection criteria for chassis cycles, listed in decreasing order of importance,
are:
1. K-S tests
a. Overall matrix
b. Cruise submatrix
c. Acceleration and deceleration submatrices
2. Average speed
3. Percent idle
4. Percent cruise, acceleration, and deceleration.
As a rule, chassis cycles which pass the K-S tests at the desired signif-
icance levels yield average speeds and percent idles which are within the
desired values (±1 mph and ±2 percent, respectively). The correlation between
the K-S significance levels and the corresponding percentage measures is not,
however, always as good as might be expected. For example, a cycle can pass
the K-S test for the acceleration submatrix at the 0.20 significance level
(which is very good), and yet be 4 percent different from the input on the
percent-acceleration statistic. In general, however, cycles are found which
pass the K-S tests and also have percentage-measure values close to those for
the input.
The primary criteria for candidate cycle selection are the K-S tests
because they provide quantitative measures of significance. The K-S test on
the overall matrix is considered to be the most important and would be the
selected criterion if the statistical filter consisted of a single test. The
K-S test for cruise is next in importance because of the relatively large data
frequency for the cruise submatrix.
The assignment of the significance level at which each cycle is said to
pass is quite conservative. For example, suppose a cycle passed at the 0.20
significance level for the overall matrix, the cruise submatrix, and the
acceleration submatrix, but passed at the 0.03 level for the deceleration
submatrix. The cycle would then be deemed to pass at the 0.03 significance
level, or the lowest level for the set of four K-S tests.
To illustrate the selection of candidate chassis cycles, suppose three of
the following eight cycles with the inidcated K-S significance levels must be
selected.
87
-------
K-S K-S K-S K-S
OVERALL CRUISE ACCEL DECEL
Cycle 1 0.20 0.20 0.20 0.20
Cycle 2 0.20 0.10 0.05 0.15
Cycle 3 0.20 0.02 0.20 0.20
Cycle 4 0.20 0.15 0.02 0.10
Cycle 5 0.20 0.05 0.10 0.02
Cycle 6 0.20 0.05 0.05 0.05
Cycle 7 0.15 0.10 0.20 0.15
Cycle 8 0.05 0.10 0.20 0.20
It is immediately clear that Cycles 1, 2, 6, 7, and 8 are candidates for
selection since each is at the 0.05 level or higher. Cycle 1 is obviously the
best cycle since it is the only one to pass at the 0.20 significance level.
No cycle passes at the 0.15 level, but Cycle 7 passes at the 0.10 level and is
thus selected as the second candidate, even though Cycle 6 is at the 0.20
level for the overall matrix. The last cycle is to be selected from Cycles 2,
6, and 8. Since Cycles 2 and 6 are both at the 0.20 level for the overall
matrix, the remaining tests provide the basis for selection of one of those
two. Cycle 2 will thus be the choice for the third candidate cycle because
the cruise and deceleration K-S values are better than those for Cycle 6. In
the case where two cycles have both passed at exactly the same K-S test levels,
then a choice between them would be based on which cycle had average speed and
percent idle, cruise, acceleration, and deceleration values closest to the
corresponding input data values.
The selection criteria for engine cycles, listed in decreasing order of
importance, are:
1. K-S tests
a. Overall matrix
b. Diagonal submatrix
c. Upper and lower submatrices
2. Average %E and %P
3. Percentage measures
a. Matrix
b. Power and rpm.
The percentage measures are those defined in the previous section and their
correlation with the K-S tests is again not always as good as might be expected.
For example, one engine cycle that passed the K-S test for the upper submatrix
at just the 0.01 level had a percent frequency for the upper submatrix just
1 percent different from the input. In general, however, cycles with large
K-S significance levels tended to have percentage measures resaonably close to
those for the input matrix. The procedure for selecting the three candidate
engine cycles per category is essentially as described for chassis cycles.
The primary difference lies just in the much larger number of statistics
computed for engine cycles than for chassis cycles.
The candidate cycles, selected on the basis of statistical analysis, were
forwarded to the EPA where additional engineering analysis was performed. The
procedures utilized by the EPA to create composite cycles from the submitted
cycle segments are documented in References 11, 12, and 13.
88
-------
REFERENCES
1. Wilbur Smith and Associates," Heavy-Duty Vehicle Driving Pattern and Use
Survey/Final Report Part I - New York City", APTD-1523, May 1973.
2. Wilbur Smith and Associates, "Heavy-Duty Vehicle Driving Pattern and Use
Survey/Final Report Part II - Los Angeles Basin", EPA-46013-75-005,
February 1974.
3. "Truck Driving Pattern and Use Survey/Phase II Final Report, Part 1",
EPA-460/3-77-009, June 1977.
4. Leroy Higdon, "Truck Driving Pattern and Use Survey/Phase II, Part 2, Los
Angeles", EPA Technical Report HDV 78-03, May 1978.
5. Leroy Hidgon, "Engine Horsepower Modeling for Gasoline Engines", Technical
Support Report for Regulatory Action, HDV 76-04, December 1976.
6. Chester J. France, "Engine Horsepower Modeling for Diesel Engines,"
Technical Support Report for Regulatory Action", Technical Support Report
for Regulatory Action", HDV 76-03, October 1976.
7. Chester J. France, "Category Selection for Transient Heavy-Duty Chassis
and Engine Cycles", Technical Support Report for Regulatory Action, HDV
78-01, May 1978.
8. Chester J. France, "Analysis of Hot/Cold Cycle Requirements for Heavy-
Duty Vehicles", EPA Technical Report HDV 78-05, June 1978.
9. W. Feller, "On the Kolmogorov-Smirnov Limit Theoreues for Empirical
Distributions", Annals of Mathematical Statistics, Vol. 19 (1948), pp
177-189.
10. N. Smirnov, "Table for Estimating the Goodness of Fit of Empirical Distri-
butions", Annals of Mathematical Statistics, Vol. 19 (1948), pp 279-281.
11. Tad Wysor and Chester J. France, "Selection of Transient Cycles for
Heavy-Duty Vehicles", EPA Technical Report HDV 78-02, June 1978.
12. Chester J. France, "Transient Cycle Arrangement for Heavy-Duty Engine and
Chassis Emission Testing", EPA Technical Report HDV 78-04, June 1978.
89
-------
Appendix A
CHASSIS AND ENGINE CYCLES PLOTTED WITH 0.864-SECOND INTERVAL
-------
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 1539135071
DflTfl BflSE: Lfl GflS + DIESEL
FREEWflY
o
CD
m
o
in
RVERflGE SPEED
DURflTION
DISTflNCE
INTERVflL
1414.79 MPH
14.146 MIN
3.33 MILES
. 86»4 SEC
o-S
LU
n IM
cn
o
CM
30 60 90 130 150 180 810 340 270 300 330 360
TIME. SECONDS
93
-------
DRIVING CYCLE WITH STRRTING
RflNDOM NUMBER 2106204593
DRTR BflSE: LR GRS + DIESEL
NONFREEWRY
RVERRGE SPEED =
DURRTION =
DISTRNCE =
INTERVRL =
14.55 MPH
4.75 MIN
1.15 MILES
.864 SEC
30 60 90 180 150 180 Z10 Z
-------
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2037082365
DflTfl BflSE: NY GflS + DIESEL
FREEWflY
flVERflGE SPEED
DURflTION
DISTflNCE
26.91 MPH
14.67 MIN
2.09 MILES
INTERVflL = .86«4 SEC
co
in
m
in
OL.S
O
LU
"
CD
tn
in-
I
CNO
0 30 60 90
120 ISO 180 210 240 270 300 330 360
TIME. SECONDS
95
-------
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2120127413
DflTfl BflSE: NY GflS + DIESEL
NGNFREEWflY
flVERflGE SPEED =
DURflTION =
DISTflNCE =
7.57
14.23 MIN
0.53 MILES
o
to
in
in
o
in
in
INTERVflL = .864 SEC
LU
IJJm
n CM
CD
in-
30 60 90 180 150 180 810
TIME. SECONDS
370 300 330 360
96
-------
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2041393295
DflTfl BflSEs
FWY 4 NFWY
flVERflGE SPEED
DURflTION
DISTflNCE
INTERVflL
Lfl BUSES
COMPOSITE
' 20.65 MPH
- 17.71 MIN
' 6.10 MILES
-. .864 SEC
30 60 90 120 150 180 210 240 270 300 330 360
TIME. SECONDS
-------
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2041393295 (CON'D)
DflTfl BflSE: Lfl BUSES
FWY 4 NFWY COMPOSITE
RVERflGE SPEED
DURflTION
DISTflNCE
INTERVflL
20.65 MPH
17.71 MIN
6.10 MILES
.864 SEC
o
CO
to
o
tn
0_c\j"
cn
o
(M
in-
1
A Ai
360 390 420 450 480 510 540 570 600 630 660 690
TIME. SECONDS
98
-------
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2041393295 (CON'D)
DflTfl BflSE: LR BUSES
FWY 4 NFWY COMPOSITE
flVERRGE SPEED
DURflTION
DISTflNCE
INTERVflL
20.65 MPH
17.71 MIN
6.10 MILES
.864 SEC
720 750 780 810 810 870 900 930 960 990 1020 1050 1080
TIME. SECONDS
99
-------
DRIVING CYCLE WITH STflRTING
RRNDOM NUMBER 2H43765H49
DflTfl BflSE: NY BUSES
FWY 4 NFWY COMPOSITE
PVERflGE SPEED = 8.77 MPH
DURflTION = 17.15 MIN
DISTRNCE = 2.51 MILES
iNTERVflL = .864 SEC
o
to
m
o
in
LU
Q_CM
CO
o
CM
in-
30 60 90 120 ISO 180 E10 2MO 270 300 330 360
TIME. SECONDS
100
-------
DRIVING CYCLE WITH STflRTING
RflNDGM NUMBER 2143765149 (CON'D)
DflTfl BflSE:
FWY * NFWY
flVERflGE SPEED
DURflTION
DISTRNCE
INTERVRL
NY BUSES
COMPOSITE
8.77 MPH
17.15 MIN
: 2.51 MILES
- .864 SEC
o
03
in
tn
LU
n cvj
CD
\n
in-
360 390 420 4SO 480 510 540 570 600 630 660 690
TIME. SECONDS
101
-------
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 2143765149 (CGN'D)
OflTfl BflSE:
FWY 4 NFWY
flVERflGE SPEED
DURflTION
DISTflNCE
INTERVflL
NY BUSES
COMPOSITE
8.77 MPH
17.15 MIN
2.51 MILES
r .864 SEC
730 750 780 810 840 870 900 930 960 990 1020 10SQ 1080
TIME. SECONDS
102
-------
FILL Lfl GflS FREEWflY: CYCLE 2966UU805
(.8614-SEC INTERVflll
oc
tu
oc
tu
Q_
Ul
_l
o
>-
o
TlhE. HIM
103
-------
flLL Lfl GPS NONFREEMflY: CYCLE 2038877989
(.86M-3EC INTERVAL)
X
ft
J
1
a
Tint
104
-------
flLL LR 03L FREEWOY: CYCLE 1S99345H15
C.86M-SEC INTEPVflD
s
I
*
ft
8
f *
1C.
z
UJ
X
8
TIME, MINUTES
105
-------
flLL Lfl DSL NONFpEEHflYj CYCLE
(.864-5EC INTEPVPU
a
fl
u
TlflC. H1MUTC3
106
-------
flLL NY GPS FPEEWPY: CYCLE 792043535
(.86H-SEC 1NTERVPL)
107
-------
8,
flLL NY GPS NBNFpEEhflY: CYCLE 8M10863
(.86M-5EC INTEPVflL)
HIE,
u
ui
t.
TIHC. HIMUTC3
108
-------
flLL NT DSL FREEWPY: CYCLE 1040995M9
C.86U-SEC 1NTERVPL)
-------
flLL NT OSL NONFREEHBY: CYCLE 311U1U7«|1|7
(.8614-SEC INTERVAL)
B
I
IU
_)
u
^«
u
TIHE. MINUTE3
a.
UJ
TIME. KINUTE3
110
-------
Lfl BUSES FHY + NFMY: CYCLE
(.86U-SEC INTERVAL)
oJ
u 3'
tc.
UJ
o_
8
B
1
u
>-
u
I «:.
T(3
IT
-------
I,
NY BUSES FHT * NFHY: CYCLE 2109178847
C.86M-SEC INYERVflU
oc
UJ
o »
c
lu
o
>-
CJ
E.
r
TIHE. HIMUTE3
112
-------
Appendix B
ENGINE CYCLE STATISTICS AND SCHEDULES
-------
SUMMARY MEASURES FHR CYCLE 296644805
GENERATED FRCM INPUT MATRIX: ALL LA GAS FREEWAY
CYCLE DURATION = 5.27 MINUTES
KOLMOGOROV-SMIRNCV TESTS:
DIFFERENCE SL
MATRIX Q.C493 C.20C
UPPER 0.0707 C.200
DIAGONAL O.G861 C.15C
LOWER O.C885 C.20C
MATRIX PERCENTAGES:
POWER MEASURES:
* MEAN, %
% ACCEL
% DECEL
% CRUISE
** ? MOTCRING
** £ ZERO
CYCLE
68.18
13.66
18.03
59.29
6.83
2.. 19
INPUT
63.08
17.18
18.02
54. 8C
7.16
2.83
UPPER
DIAGONAL
LOWER
*** IDLE
RPM MEASURES:
MEAN, %
% ACCEL
% OECEL
% CRUISE '
** % ZERO
CYCLE
28.14
41.26
28.42
2.19
CYCLE
63.52
21.58
16.39
59.84
2.19
INPUT
29.22
40.15
23.67
1.96
INPUT
02.82
19.06
18.14
60.30
2.50
* COMPUTED FROM NON-MOTORlNG POWERS ONLY
** THE ZERO AND MCTCRING PERCENTAGES ARE HERE NOT INCLUDED IN THE CRUISE PERCENTAGE
*** THE IDLE PERCENTAGE IS HESE NCT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CYCLE
ALL LA GAS FREEWAY 0.864-SEC
(M INDICATES MOTORING)
296644805
INTERVAL
PAGE 1 OF 2
RECORD ?RPM %P*R RECORD SRPM SPUR RECORD ZRPM *PWR
RECORD *RPM ?PWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
2
8
14
16
18
20
34
36
40
42
40
40
40
40
40
40
40
40
38
40
42
42
42
42
42
42
42
44
42
44
44
4t
44
44
44
46
46
46
46
46
44
44
44
42
42
42
0
0
J
0
0
40
50
40
80
8J
80
70
70
80
80
10
10
60
40
30
30
40
30
10J
100
100
100
100
ICO
100
100
100
90
80
90
90
90
80
80
80
80
70
60
60
60
10
10
10
10
10
10
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
44
50
50
50
50
50
50
48
48
4fi
5C
48
48
48
48
48
48
48
48
48
48
50
50
50
50
50
52
5.2
52
52
52
54
54
54
54
56
56
56
56
56
56
56
56
56
56
54
54
54
54
54
20
90
90
90
90
90
90
90
90
80
80
80
80
80
80
70
70
70
70
80
50
50
50
40
40
60
60
40
40
40
40
90
90
90
80
70
70
70
60
60
50
50
30
30
30
40
30
20
20
20
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
54
54
54
54
54
54
56
58
56
58
58
60
60
60
60
60
60
60
60
62
64
66
66
66
66
66
66
66
66
66
66
66
63
70
70
70
70
76
76
72
74
72
72
72
72
72
72
72
74
72
20
10
0
10
30
30
30
30
30
30
30
90
90
90
100
90
90
90
90
90
90
90
80
70
70
70
70
80
80
90
90
90
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
74
74
74
78
78
78
76
76
76
76
72
72
66
72
74
76
72
74
74
78
80
80
80
80
80
80
84
84
90
84
84
84
84
66
86
90
90
94
94
96
96
100
100
102
104
104
104
104
104
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
90
30
30
20
10
0
M
M
70
80
80
90
100
100
100
90
100
100
100
90
90
90
80
90
100
90
50
50
90
90
20
20
20
116
-------
RPM AND P3WER SCHEDULE FOR CYCLE 296644805 (CONTINUED)
ALL LA GAS FREEWAY Q.364-SEC INTERVAL
(M INDICATES MOTORING*
RECORD SRPM
PAGE 2 OF 2
RECORD *P.PM *PWR RECORD *RPM SPWR
RECORD SRPM *PWR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
98
98
100
98
104
100
102
104
104
104
100
98
5o
58
58
56
56
5o
5o
56
56
56
5o
56
56
62
62
62
62
62
62
62
62
62
62
62
62
62
60
60
60
60
20
20
30
80
80
80
80
80
60
50
20
10
M
M
:M
M
M
M
40
40
50
50
30
4J
40
M
M
M
40
50
dO
70
80
80
80
80
80
80
80
80
90
90
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
60
60
60
60
6C
60
6C
60
62
64
64
64
64
64
64
66
66
68
68
68
68
74
74
74
74
72
72
74
74
72
72
7C
7C
70
68
68
68
68
68
68
66
68
90
90
90
90
90
80
80
90
90
90
80
80
80
80
80
70
70
70
60
60
60
90
90
90
90
90
80
70
70
70
50
50
50
50
60
60
60
60
40
40
60
60
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324 ,
325
326
68
68
68
68
68
68
70
70
70
70
70
70
70
70
76
76
76
76
76
80
82
82
84
84
84
82
84
88
92
86
90
96
100
102
102
108
116
112
112
104
104
102
60
60
60
60
70
70
70
70
70
70
70
70
70
70
70
60
60
100
100
100
100
100
100
100
90
90
90
100
100
100
100
100
100
100
100
100
100
100
100
M
M
M
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
366
104
. 102
98
94
94
92
94
92
92
90
88
84
82
82
82
82
82
64
64
64
64
38
36
34
32
30
28
26
24
22
20
18
14
12
6
0
0
0
0
0
M
M
M
M
M
M
M
M
M
M
M
M
10
10
0
M
M
70
70
70
70
60
60
60
80
80
80
50
50
10
10
10
M
M
M
0
0
0
0
0
117
-------
RPM
RECORD *RPM 1PWR
AND POWER SCHEDULE FOR CYCLE 296644805
ALL LA GAS FREEWAY i-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD JRPM *P*R RECORD ?RPM
RECORD XRPM XPWR
0
1
2
3
4
5
b
7
B
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
26
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
1
7
14
16
19
26
35
39
42
40
40
40
40
40
40
40
38
41
42
42
42
42
42
43
43
43
44
44
44
44
45
46
46
46
46
44
44
43
42
42
44
50
50
50
50
50
48
0
0
0
0
25
48
41
80
80
76
70
77
80
10
20
53
35
30
38
30
100
100
100
100
100
100
100
97
86
86
90
90
80
80
80
75
63
60
60
10
10
10
10
10
19
90
90
90
90
90
90
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
' 69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
8b
86
87
88
89
90
51
92
93
94
95
95
97
98
99
100
4fi
48
49
48
48
48
48
48
48
48
48
50
50
5C
50
51
, 52
52
52
52
54
54
54
55
56
56
56
56
56
56
56
56
54
54
54
54
54
54
54
54
54
55
57
56
58
58
60
6C
6C
6C
90
80
80
80
80
80
70
70
70
74
62
50
50
40
45
60
49
40
40
41
90
90
85
74
70
70
60
57
50
38
30
30
39
28
20
20
20
11
0
13
30
30
30
30
30
37
90
90
96
93
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
' 149
150
60
60
60
63
65
66
66
66
66
66
66
66
66
66
68
70
70
70
74
76
72
74
72
72
72
72
72
72
73
73
74
74
78
78
77
76
76
76
72
72
67
73
75
73
74
74
78
80
80
80
90
90
90
90
90
83
72
70
70
73
80
86
90
90
100
100
100
100
100
100
100
100
100
100
100
100
100 .
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
92
31
29
17
5
M
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
80
80
84
85
88
84
84
84
86
87
90
92
94
96
96
100
101
103
104
104
104
104
100
98
99
99
103
100
102
104
104
101
98
58
58
57
56
56
56
56
56
56
56
56
60
62
62
62
62
62
M
64
80
82
94
100
100
91
100
100
97
90
90
82
90
99
79
50
74
90
26
20
20
20
25
65
80
80
80
73
55
31
12
M
M
M
M
M
28
40
50
46
34
40
5
M
M
42
60
75
118
-------
RPM AND PJWER SCHEDULE FOR CYCLE 296644805 (CONTINUED)
ALL LA GAS FREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD *RPM $PWR RECORD *RPM *PWR RECORD ?RPM SPWR RECORD SRPM SPWR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
62
62
62
62
62
61
60
60
60
60
60
60
60
60
60
60
62
64
64
64
64
64
66
67
63
63
68
73
74
74
76
80
80
80
80
60
80
87
90
90
90
90
90
83
80
90
90
87
80
80
80
80
70
70
6e>
60
60
87
90
90
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
73
72
73
74
72
72
7C
7C
69
68
66
68
68
68
68
68
68
68
68
68
69
70
7C
1C
70
7C
7C
74
76
76
90
85
73
70
70
50
50
50
56
60
60
58
40
48
60
60
60
60
62
70
70
70
70
70
70
70
70
70
62
60
261
262
263
264
265
266
2o7
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
76
77
81
82
83
84
84
82
85
90
88
89
96
100
102
105
113
113
112
104
104
103
103
99
95
94
92
93
92
91
100
100
100
100
100
100
90
90
93
100
100
100
100
100
100
100
100
100
100
M
M
M
M
M
M
M
M
M
M
M
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
88
84
82
82
82
82
68
64
64
58
37
35
33
30
28
26
23
21
19
15
12
5
0
0
0
0
M
M
10
7
M
M
50
70
70
68
60
60
74
80
80
50
37
10
10
M
M
M
0
0
0
0
119
-------
SUMMARY MEASURES FOR CYCLE 2038877989
GENERATED f ROM I NPUT_ MAIBJJL- ACL LA GAS NJ)N-F_REj:MAY_
CYCLE DURATION = 5.13 MINUTES
KCLMOGOROV-SMIRNOV TESTS: MATRIX PERCENTAGES:
SIGNIFICANCE LEVEL CYCLE INPUT
MATRIX
UPPER
DIAGONAL
LOWER
.1508E 00 UPPER 30.90 JO.oa
.9429E 00 *** DIAGONAL 14.33 15. Vl
.7422E 00 LOWER 29.21 28. Jt
.3217E 00 IDLE 25.56 25.06
M '
N>
O
POWER MEASURES
MEAN, %
1 ACCEL
Z OECEL
** * CRUISE
* MOTORING
t ZERO
: RPM MEASURES:
CYCLE INPUT CYCLE INPUT
32.72 30.85 MEAN, X 27.04 26.20
14.61 15.64 % ACCEL 26.97 25. Ob
18.26 17.99 % DECEL 22.75 21.93
29.21 23.84 ** ? CRUISE 21A63 ^24-2J>
10.96 13.86 * ZE.RO 28.65 28.72
26.97 28.66
* COMPUTED FROM
:
NON-MOTORING POWERS ONLY
** THE ZERO AND MOTORING PERCENTAGES ARE HERE NOT INCLUDED IN THE CRUISE PERCENTAGE
*** THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM
ALL
RECORD -iRPM $Pv»R
AND POWER SCHEDULE FOR CYCLE 2038877989
LA GAS NQNFREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD *RFM $PkR RECORD SRPM
RECORD SRPM
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
J
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
G
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
12
24
24
24
18
13
18
12
2
0
0
0
0
0
0
0
0
0
0
0
0
J
0
10
1J
10
10
0
0
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
10
10
20
20
20
30
40
3J
20
10
10
.M
M
M
M
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
6d
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
C
C
C
C
C
C
0
0
C
0
2
4
e
14
16
42
46
48
36
36
22
24
24
26
30
3C
30
30
3C
30
30
40
4C
42
40
4C
42
42
46
46
54
66
66
72
72
72
74
78
54
46
0
0
0
0
0
0
0
0
0
30
90
90
100
100
100
90
90
90
10
M'
90
90
90
70 <
70
50
10
10
10
10
60
60
50
50
50
50
50
50
50
50
50
70
70
70
70
70
40
M
M
M
101
102
103
104
105
106
107
1G8
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
40
38
36
28
28 .
14
6
4
0
-10
0
20
22
20
16
12
8
10
16
22
22
28
30
38
40
26
10
8
8
6
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
M
M
M
M
M
M
10
20
50
10
0
0
M
M
90
100
100
100
100
100
100
60
M
M
M
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
4
0
0
0
0
0
0
0
0
0
0
0
0
0
10
46
44
42
40
34
28
28
30
30
30
30
36
36
36
42
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
20
0
0
0
0
0
0
0
0
0
0
0
0
0
30
40
10
10
10
10
20
50
30
30
30
30
30
30
30
30
121
-------
RPM AND PJWER SCHEDULE FOR C/CLE 2038877989 (CONTINUED!
ALL LA GAS NONFREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD *RPM SPrtR RECORD *RPM ?PWR RECORD *RPM IPWR RECORD ?RPM
201
202
203
204
205
206
207
238
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
50
50
50
50
50
38
36
32
28
26
26
26
20
14
14
12
6
14
16
20
20
24
32
40
44
44
46
52
50
50
54
56
56
64
72
76
78
78
78
40
30
30
20
20
M
M
M
M
M
M
0
M
M
M
10
40
70
90
100
100
100
100
100
100
90
90
90
60
60
60
70
70
70
30
30
50
50
50
30
0
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
38
34
36
38
42
44
44
52
52
32
26
24
24
24
18
e
8
1C
12
18
16
22
22
24
28
30
3C
38
28
36
36
52
6C
64
64
66
82
82
86
86
0
80
80
70
60
60
50
30
30
M
0
0
0
M
M
90
80
80
90
90
100
100
100
90
90
90
70
100
100
100
100
100
100
70
70
70
70
70
50
50
281
282
283
. 284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
88
90
90
92
92
94
90
66
66
70
90
96
98
94
88
70
70
68
66
64
52
52
62
62
62
66
48
46
46
46
44
50
46
44
50
52
48
44
16
20
40
20
10
40
30
30
M
40
50
70
40
SO
60
60
M
M
M
M
M
M
50
50
40
40
50
40
M
20
20
10
10
10
10
0
M
70
M
M
60
50
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
355
356
36
36
36
34
34
34
34
42
44
52
52
52
54
48
48
48
48
30
28
28
28
28
28
26
26
24
18
16
4
0
0
0
0
0
0
0
30
40
40
40
40
40
30
20
80
40
20
0
0
10
10
10
10
20
20
20
20
10
10
10
10
M
M
M
M
0
0
0
0
0
0
0
122
-------
RECORD -SRPM XPWR
RP.M AND POWER SCHEDULE FOR CYCLE 2038877939
ALL LA GAS NONFREEUAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD *RPM SP^R RECORD *RPM $PWR
RECORD ?RPM XPWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
J
0
0
0
0
0
0
2
16
24
24
19
18
17
9
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
10
10
10
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
4
10
17
20
20
32
36
25
13
10
M
M
M
M
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
C
0
3
6
12
16
41
46
45
36
28
24
24
26
3C
3C
30
30
30
30
40
41
41
40
42
42
46
48
5S
67
71
72
72
75
69
5C
42
38
36
28
23
1C
5
1
-9
2
21
21
18
13
1
41
90
95
100
100
90
90
67
1
50
90
90
70
65
34
10
10
10
60
58
50
50
50
50
50
50
50
59
70
70
70
68
29
M
M
M
M
M
M
M
M
M
6
20
46 -
7
0
M
M
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
12?
124
125
126
127
128
129
130
131
132
133
134
135
136
137
136
139
140
141
142
143
144
145
146
147
148
149
150
8
10
17
22
25
29
37
40
23
9
8
7
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
3
0
0
80
100
100
100
100
100
66
M
M
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
14
0
0
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
0
0
0
0
0
0
0
0
0
17
45
43
41
35
28
28
30
30
30
35
36
36
44
50
50
50
50
38
35
31
27
26
26
20
14
13
9
11
16
20
20
26
35
42
44
46
52
50
51
55
0
0
0
0
0
. 0
0
0
1
32
30
10
10
10
20
47
30
30
30
30
30
30
30
30
25
20
M
M
M
M
M
M
M
M
M
18
53
82
98
100
100
100
100
95
90
90
60
60
63
70
123
-------
AND POWER SCHEDULE FOR CYCLE 2038877989 (CONTINUED)
ALL LA GAS NJNFREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD ^RPM SPUR
RECORD SRFM *PWR
RECORD ?RPM iPWR
RECORD ?RPM *PWR
201
202
203
204
205
206
207
208
2J9
210
211
212
213
214
215
216
217
218
219
220
221
222
22J
224
225
226
227
228
56
62
72
76
73
78
5o
39
34
36
39
43
44
49
52
32
26
24
24
20
10
8
10
14
18
20
22
24
70
38
30
50
50
41
12
0
72
79
68
60
55
36
30
M
0
0
M
M
69
81
81
90
94
100
100
91
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
28
30
33
33
33
36
52
61
64
65
76
82
86
86
89
9C
91
92
94
89
66
67
80
94
98
94
85
7C
90
86
81
100
100
100
100
96
70
70
70
70
51
49
35
16
27
33
30
M
42
57
55
67
64
60
M
M
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
69
67
64
53
53
62
62
64
53
46
46
46
46
48
45
49
52
47
36
18
30
36
36
34
34
34
38
43
M
M
M
46
49
40
44
44
4
16
20
10
10
10
3
M
68
M
10
56
38
38
40
40
40
36
25
62
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
51
52
52
52
48
48
48
31
28
28
28
28
26
26
24
18
11
2
0
0
0
0
0
0
46
20
0
3
10
10
10
20
20
20
16
10
10
10
M
M
M
M
0
0
0
0
0
0
124
-------
SUMMARY MEASURES FOR CYCLE 159S345415
.GENERATED FROM INPUT MATRIX: LA ALL DIESEL
CYCLE DURATION = 5.01 fINUTES
FREEWAY
MATRIX
DIAGONAL
LOWER
RACV TESTS:
SIGNIFICANCE LEVEL
.4297E 00
^J533E 00
.1746E 00
.5853E CO
MATRIX P
UPPER
*** DIAGONAL
IDLE
PQHER MEASURES:
ro
Oi
.___* _HEA^U__I
% ACCEL
3 DECEL
** % CRUISF
? MOTORING
* ZERO
CYCLE
22.13
2Z.70
40.80
11.78
"2.59
INPUT
53.72
21. 5S
21.72
38.29
15.79
2.6C
RPM MEASURES:
MEAN, %
% ACCEL
* CECEL
** X CRUISE
1 ZERO
CYCLE INPuT
O } AO - ^ 7
O £. * O3- - Oj-»-O-4
26.72 25.:>7
25. Cu ZJ.d^
*5.<- THE IDLE. PERCENTAGE IS HERE I\CT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM ANC POWER SCHEDULE FOR CYCLE 1599345415
ALL LA DSL FREEWAY C.864-SEC INTEh *L
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD SRPM SPUR RECORD 3RPM SPWR RECORD *RPM *PWR
RECORD *RPM SPWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
2b
29
30
31
32
33
34
35
36
37
38
39
4U
41
42
43
44
45
46
47
48
f<7
50
0
0
0
0
0
4
12
14
20
22
30
38
42
50
68
68
68
66
66
68
68
68
76
78
78
78
76
76
76
76
76
72
76
78
82
84
84
84
84
82
82
84
88
40
90
90
86
86
86
88
88
0
0
0
0
0
10
20
20
20
20
30
0
M
M
10
10
30
40
40
40
40
50
100
100
100
100
100
100
100
100
100
100
90
90
90
90
100
100
100
100
100
90
90
90
1JO
100
100
100
90
90
90
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88 '
89
90
91
92
93
94
95
96
97
98
99
100
86
ae
88
88
88
88
88
88
90
<5C
88
90
90
90
92
92
90
. 90
88
86
86
86
9C
90
90
92
94
96
102
102
102
102
102
88
86
86
7C
76
76
74
78
78
82
76
82
82
84
84
84
84
80
80
70
100
100
90
90
90
90
90
90
90
90
90
80
80
80
90
100
100
100
100
100
100
90
90
90
90
80
80
70
80
80
M
M
M
30
40
50
40
30
40
40
50
50
40
30
20
10
20
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
86
86
86
86
84
86
86
88
88
86
84
82
80
84
86
84
82
80
78
76
76
82
72
72
72
74
74
74
74
74
72
68
74
72
74
74
72
78
82
80
84
82
86
86
88
86
86
88
90
86
30
30
30
40
40
40
30
30
20
M
M
M
M
M
M
M
M
M
M
10
0
0
40
40
40
40
30
30
30
40
50
60
50
50
50
40
70
60
60
60
60
60
50
50
50
50
40
60
70
50
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
88
86
88
88
86
. 36
86
86
88
90
92
90
92
92
94
94
94
94
94
94
94
96
96
96
96
96
96
96
96
96
96
96
98
100
102
102
102
104
104
102
104
104
104
104
102
100
100
102
102
102
50
50
40
50
50
60
90
70
70
80
90
90
80
80
80
80
80
80
80
80
90
80
30
50
40
40
40
20
M
M
M
M,
10
20
10
20
40
60
60
60
60
40
40
M
0
M
M
50
40
M
126
-------
RPM AND POWER SCHEDULE FOR CVCLE 1599345415 (CONTINUED)
ALL LA DSL FREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
RECORD £RPM
PAGE 2 OF 2
RECORD *RPM $PWR RECORD *RPM
RECORD ZRPM SPUR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
102
102
100
102
100
98
96
96
96
96
96
96
94
78
78
76
66
68
60
72
74
76
74
76
78
80
80
80
82
84
8^
84
84
84
84
82
82
80
M
M
M
M
M
M
M
10
10
M
M
M
M
M
M
M
80
80
90
90
90
90
100
100
90
80
70
70
60
50
50
70
80
80
70
80
80
90
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
27^
275
276
80
7t
74
78
82
8C
82
82
84
84
84
84
86
86
86
66
9C
88
88
94
94
S6
94
96
94
94
94
94
94
94
94
94
94
94
54
96
102
1C4
90
90
70
80
80
80
80
90
70
70
60
50
60
60
60
80
70
70
70
70
80
BO
80
80
80
80
80
30
40
50
70
60
80
90
90
90
80
80
277
278
279
280
281
282
283
28f
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
3CO
301
302
303
304
305
3G6
3C7
308
309
310
311
312
313
314
104
104
104
106
106
106
106
104
104
104
104
104
102
98
98
96
96
96
96
96
94
94
94
96
98
98
98
98
96
96
96
96
96
92
92
92
94
94
70
60
70
70
70
40
40
40
30
30
0
10
20
0
10
10
M
M
M
M
M
M
M
10
M
M
M
M
M
20
10
10
10
10
10
10
20
10
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
3t2
343
344
345
346
347
348
90
88
86
88
88
86
84
82
82
82
84
80
80
88
86
84
82
80
76
74
72
70
68
46
36
34
30
28
8
0
0
0
0
0
50
40
30
30
40
50
50
50
50
40
40
20
20
80
60
60
10
0
10
40
40
M
M
10
10
10
0
M
M
0
0
0
0
0
127
-------
RPM AND POWER SCHEDULE FOR CYCLE 1599345415
ALL LA DSL FREEWAY 1-SEC INTERVAL
(M INDICATES MOTORINGJ
PAGE 1 OF 2
RECORD *RPM *PWR RECORD 4RPM ?PWR RECORD SRPM
RECORD SRPM *PWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
t7
48
49
50
0
0
0
0
3
10
14
20
24
33
40
48
66
68
68
66
o7
68
68
76
78
78
77
76
76
76
76
73
77
80
83
84
84
84
82
83
87
90
90
89
86
86
87
88
38
88
88
88
88
88
88
0
0
0
0
6
18
20
20
23
17
M
M
8
11
32
40
40
40
48
100
100
100
100
100
100
100
vuo
97
90
90
90
99
100
100
100
95
90
90
100
100
100
95
90
90
81
79
77
100
94
90
90
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
90
90
8S
9C
90
92
92
90
89
87
66
86
9C
9C
90
93
95
100
102
102
102
97
87
86
73
76
76
75
78
80
77
81
82
84
84
84
85
86
86
86
85
86
87
88
86
84
81
82
85
85
90
90
90
90
90
82
80
81
93
100
100
100
100
99
90
90
90
83
80
70
80
50
M
M
22
40
49
37
34
40
48
50
39
28
16
15
27
30
30
40
40
35
30
22
M
M
M
M
M
M
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
82
80
78
76
79
75
72
72
74
74
74
74
72
68
74
73
74
73
76
82
80
84
83
86
87
86
86
88
89
87
87
88
88
86
86
86
87
89
92
90
92
93
94
94
94
94
94
95
96
96
M
M
M
6
0
27
40
40
38
30
30
36
48
59
50
50
46
57
63
60
60
60
56
50
50
50
40
61
64
50
50
42
49
51
68
82
70
77
89
90
80
80
80
80
80
80
81
87
57
42
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
96
96
96
96
96
96
96
98
100
102
102
103
104
102
104
104
104
103
101
100
102
102
102
102
101
101
100
98
96
96
96
96
96
94
78
77
72
67
66
71
74
76
75
77
79
80
80
82
84
84
42
40
38
13
M
M
M
7
20
12
27
50
60
60
60
40
26
M
M
M
45
36
M
M
M
M
M
M
M
10
0
M
M
M
M
M
29
80
88
90
90
92
100
95
83
71
70
58
50
60
128
-------
RPM AND
PQHER
ALL
SCHEDULE FOR CYCLE 1599345415 (CONTINUED)
LA DSL FREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD iRPM SPWR
RECORD XRPM ?PWR
RECORD SRPM SPWR
RECORD ?RPM 2PWR
201
202
203
204
205
206
207
2J8
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
84
84
84
82
81
80
78
75
78
82
80
82
83
84
84
84
86
86
86
89
88
88
94
95
95
95
76
80
70
80
83
90
90
75
79
80
80
84
79
70
62
50
60
60
69
74
70
70
71
80
80
80
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
95
94
94
94
94
94
94
94
94
94
9£
103
1C4
104
104
106
106
106
105
104
104
104
1C4
101
98
97
80
80
78
32
44
60
63
77
90
90
87
80
74
62
69
70
62
40
, 40
33
30
0
12
13
5
10
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
27 '6
277
278
96
96
96
95
94
94
96
98
98
98
97
96
96
96
96
92
92
93
94
91
88
86
88
87
85
82
M
M
M
M
M
M
5
M
M
M
M
7
13
10
10
10
10
15
13
43
40
30
33
44
50
50
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
82
82
83
80
84
87
84
82
79
75
73
71
68
47
36
33
29
16
2
0
0
0
0
50
40
35
20
53
66
60
10
2
20
40
8
M
9
10
7
M
M
M
0
0
0
0
129
-------
SUMMARY MEASURES FCR CYCLE 2110248101
GENERATED FROM INPUT MATRIX: LA ALL CIESEL NCN-FREEWAY
CYCLE DURATION = 5.10 NINUTES
KOLMOGCRCV-SMIRNCV TESTS:
SIGNIFICANCE LEVEL
NATRIX .7957E CO
LPPER .5548E 00
CIAGQNAL .1000E 01
LChER " .2281E 00
MATRIX PERCENTAGES:
CYCLt INPUT
UPPER 28.25 JO.02
*** DIAGONAL 9.60 S.ao
LOWER 28.53 .25. i>J
IDLE 33.62 Jt.o5
FOxER MEASURES:
* PEAM, *
* ACCEL
* DECEL
** % CRUISE
* MOTCPING
3 ZERO
RPM MEASURES:
CYCLE
25.92
11.86
1 4 . 1 2
18.08
21.47
24.46
INPUT
21.S6
14.36
14.99
12.82
22.43
35. 4C
CYCLE
INPUT
* ACCEL
* OECEL
** % ,CR_UISE
% ZERO
25.71
24.29
13. 2«
36.72
,6.26
21.61
14.36
37.57
* CCI-PUTtD FROM NCN-MOTCRING PChERS CNLY
** THE ZERO AND M'OTCRING PERCENTAGES" ARE HERE NOT INCLUDED IN THE CRUISE
*** THE IDLE PERCENTAGE IS hERE NCT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CYCLE 2110248101
ALL LA DSL NGNFREEWAY 0.864-SEC INTERVAL
IM INDICATES MOTORING)
PAGE 1 OF 2
RECORD 5SRPM *PWR RECORD JRPM SPUR RECORD SRPM SPWR RECORD XRPM ?PWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
24
26
14
8
6
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
20
20
10
10
M
M
M
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
67
86
89
90
91
92
93
94
95
96
97
98
99
100
0
C
C
C
0
C
C
C
0
C
C
0
0
C
0
C
0
C
C
C
C
0
C
0
C
0
0
C
0
0
C
C
C
C
C
0
C
0
C
C
C
C
C
-2
1C
44
76
8C
80
84
0
0
0
0
0
0
0
. 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 ,
0
0
0
0
0
0
0
0
0
0
0
50
100
100
100
100
100
100
90
101
102
L03
10<*
105
1C6
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
' 146
147
148
149
150
86
88
92
92
92
100
106
106
110
112
82
82
72
70
68
82
82
80
92
96
100
98
102
104
104
80
84
82
80
80
76
74
72
68
78
78
82
80
78
78
88
70
76
82
94
70
68
70
60
58
80
90
80
60
70
60
60
80
M
M
M
M
M
M
M
70
70
70
60
60
60
60
60
40
10
20
20
20
10
10
M
M
M
M
M
M
10
20
10
20
10
80
80
70
M
M
M
M
M
M
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
70
70
74
72
70
40
24
16
8
-6
0
8
24
58
84
88
90
92
98
98
96
96
96
96
82
88
86
88
88
86
86
88
88
78
72
72
70
70
70
76
74
68
66
66
62
62
54
54
66
72
M
10
20
M
M
M
M
M
M
M
0
60
60
70
50
30
30
30
10
0
10
10
M
M
40
30
30
20
20
20
20
20
10
M
M
M
10
M
M
M
M
M
M
M
M
M
M
M
M
70
131
-------
RPM AND POWER SCHEDULE FOR CYCLE 2110248101 (CONTINUED)
ALL LA DSL NCNFREEwAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD 4RPM *PWR RECORD *RPM %PWR RECORD *RPM *PWR RECORD 3ERPM SPUR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
86
86
86
90
90
106
74
74
72
70
80
82
78
72
90
90
92
92
94
94
94
96
64
62
62
44
54
64
6'4
70
76
82
82
88
94
94
102
108
92
70
30
20
M
M
M
M
M
10
10
40
40
30
30
0
0
0
M
M
M
M
M
M
M
M
70
90
90
90
90
100
90
SO
80
80
80
80
80
M
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
98
58
IOC
106
11C
114
72
70
66
6C
48
52
54
54
78
78
52
42
40
28
6
C
C
-2
C
C
0
C
0
0
C
C
C
C
C
C
C
C
C
50
50
50
50
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
0
0
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
.308
309
310
311
312
313
314
315
316
317
0
0
0
0
0
0
0
0
0
0
-4
6
2
0
0
0
0
0
0
0
0
0
0
0
0
8
16
16
36
44
56
62
70
72
74
80
90
90
92
0
0
0
0
0
0
0
M -
0
0
M
M
M
0
0
0
0
20
20
20
0
0
0
80
60
60
70
70
70
70
70
70
50
80
80
90
90
90
100
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
94
94
96
96
98
110
110
110
86
90
90
92
80
66
64
62
58
56
52
50
44
38
34
32
30
28
20
8
0
0
0
0
0
0
0
0
0
100
100
100
100
100
100
90
M
M
0
0
M
- M
0
M
M
M
M
M
M
M
40
20
20
20
20
20
M
0
0
0
0
0
0
0
0
0
132
-------
RECORD SRPM SPWR
RPM AND POWER SCHEDULE FOR CYCLE 2110248101
ALL LA DSL NONFREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD SRPM *PWR RECORD *RPM *PWR
RECORD 2RPM SPWR
0
1
2
3
4
5
b
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
24
23
12
7
6
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
16
20
19
10
2
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
0
C
0
C
0
C
0
0
C
C
G
G
C
0
G
G
0
C
0
0
G
C
C
G
C
0
0
C
0
G
-1
9
46
77
8C
82
85
88
92
92
95
103
106
105
112
'82
79
71
69
78
0
0
0
"0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
30
88
100
100-
100
100
95
83
89
80
62
67
60
73
8
M
M
M
M
M
49
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
82'
81
93
97
99
101
104
104
81
83
81
80
77
74
72
71
78
80
81
78
78
84
72
79
90
74
68
69
59
64
70
73
72
67
36
21
11
-1
0
9
31
67
36
89
92
98
98
96
96
96
70
69
60
60
60
60
43
10
20 ,
20
15
10
M
M
M
M
M
1
17
11
20
24
80
75
16
M
M
M
M
M
2
18
M
M
M
M
M
M
M
60
62
63
40
30
30
10
1
10
1
M
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
85
88 .
86
8v
87
86
87
88
78
72
71
70
70
75
74
63
66
64
62
56
54
66
75
86
86
89
90
105
74
73
71
76
82
78
74
90
91
92
94
94
94
89
63
62
49
53
64
65
72,
79
28
31
29
20
20
20
20
11
M
M
M
M
M
M
M
M
M
M
M
M
M
M
70
54
25
M
M
M
M
M
10
29
40
30
26
0
0
M
M
M
M
M
M
M
46
87
90
90
93
95
133
-------
RPM AND PJhER SCHEDULE FOR CYCLE 2110248101 (CONTINUED)
ALL LA DSL NONFREEHAY 1-SEC INTERVAL
(M INDICATES MOTORING)
KECORD iRPM
PAGE 2 OF 2
RECORD SRPM
RECORD ?RPM
RECORD ZRPM SPWR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
82
87
94
95
104
101
96
98
100
106
111
98
71
67
61
48
52
54
o5
78
58
43
39
22
3
0
0
84
80
80
80
80
42
25
50
50
47
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
0
37
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
C
0
C
0
C
C
C
C
C
C
C
C
0
C
C
C
C
C
C
C
C
0
C
4
1
C
C
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
0
M
M
M
M
0
0
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
0
0
0
0
0
0
0
2
11
16
30
43
56
63
71
73
78
88
90
92
94
95
96
98
109
110
104
3
20
20
8
0
0
78
60
64
70
70
70
70
66
60
80
87
90
90
100
100
100
100
100
100
83
M
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
88
90
91
82
66
64
61
57
53
50
44
38
33
31
29
22
9
0
0
0
0
0
0
0
0
M
0
M
M
M
M
M
M
M
M
M
38
20
20
20
20
M
0
0
0
0
0
0
0
0
134
-------
SUMMARY MEASURES FOR CYCLE 792043535
GENERATED FROM INPUT MATRIX: NY ALL GAS FREEWAY
CYCLE DURATION * 4.77 MINUTES
KOLMOGOROV-SMIRNCV TESTS:
SIGNIFICANCE LEVEL
MATRIX .1320E 00
UPPER .5655E 00
DIAGONAL .7160E 00
LOWER .4293E 00
MATRIX PERCENTAGES:
POWER MEASURES:
* MEAN, Z
* ACCEL
* CECEL
** 2 CRUISE
I MOTORING
% ZERO
CYCLE
47.56
18.43
24.17
30.82
13.29
13.29
INPUT
49.87
18.90
20.16
31.89
18.28
10.77
UPPER
** DIAGONAL
LOWER
IDLE
RPM MEASURES:
MEAN, %
% ACCEL
% DECEL
** * CRUISE
% ZERO
CYCLE
32.93
24.17
31.12
11.78
CYCLE
50.18
24.77
17.22
45.92
12.08
INPUT
32.64
26.49
31.22
9.65
INPUT
47.73
22.67
20.96
44.72
11.65
* COMPUTED FROM NON-MOTORING POWERS ONLY
** THE ZERO AND MOTCRING PERCENTAGES ARE HERE NOT INCLUDED IN THE CRUISE PERCENTAGE
*** THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CVCLE
ALL N* GAS FREEWAY 0.664-SEC
(M INDICATES MOTORING)
792043535
INTERVAL
PAGE 1 OF 2
RECORD
-------
RPM AND PJbER SCHEDULE FOR CYCLE 792043535 (CONTINUED)
ALL NY GAS FREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD *RPM,?PWR
RECORD $RPM
RECORD *RPM SPWR
RECORD XRPM
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
94
96
96
94
92
92
66
66
62
64
o4
64
62
34
26
24
16
10
6
2
2
2
4
6
24
24
26
26
26
26
26
28
30
M
M
M
M
M
M
70
70
70
30
20
M
M
M
M
M
M
M
M
0
0
0
70
70
70
60
60
60
50
80
50
50
50
234
235
236
237
238
239
240
241
242
243
244
245
-246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
3C
30
34
36
34
34
38
30
30
32
46
46
44
42
44
46
46
44
44
46
64
66
66
64
6C
6C
58
58
58
58
58
3C
20
50.
40
20
10
10
0
M
10
0
90
90
90
100
100
100
100
100
100
100
90
M
M
M
M
M
20
M
M
M
M
M
M
30
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
20
22
24
26
24
24
24
24
24
26
26
30
32
30
30
34
34
34
34
34
32
34
32
28
30
28
24
24
24
24
24
22
18
30
30
20
50
80
40
7C
70
70
60
70
60
90
90
90
90
90
90
90
40
20
20
M
M
M
M
20
10
10
0
0
M
M
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
'330
331
12
2
6
0
0
2
2
2
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
80
80
50
40
60
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.
0
0
0
0
0
0
137
-------
RPM AND POKER SCHEDULE FOR CYCLE 792043535
ALL NY GAS FREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD SRPM iPHR RECORD *RPM JPV.R RECORD IRPM ?PWR
RECORD %RPM SPWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
8
15
21
24
26
30
36
39
40
40
40
42
43
44
44
44
44
44
42
42
42
44
44
44
45
46
46
46
46
48
48
48
49
50
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
20
20
10
5
90
90
9J
82
80
80
30
80
63
72
80
90
86
70
60
43
32
40
40
46
46
36
48
50
49
35
20
37
57
60
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88-
89
90
91
92
93
94
9i>
96
97
98
99
100
50
50
50
5C
50
50
50
50
50
50
50
53
54
54
56
56
56
56
56
58
58
58
58
58
58
58
60
61
60
59
5£
58
58
57
54
53
52
54
5t
56
56
56
57
58
58
6C
63
66
67
67
60
60
50
30
23
20
1
M
63
66
48
40
22
21
42
46
51
53
41
21
50
47
4i>
44
40
40
40
40
44
14
M
M
M
M
M
6
34
66
60
60
47
20
33
40
40
80
77
70
76
67
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
66
68
66
66
06
66
68
68
70
70
70
70
70
72
72
72
72
71
69
68
68
66
65
64
64
64
64
63
68
70
73
74
76
78
80
79
78
81
82
122
122
124
124
124
129
146
147
150
150
150
99
100
100
100
100
100
92
90
80
77
70
70
78
71
68
58
67
16
M
M
M
M
12
45
26
12
0
M
47
35
30
30
49
51
42
2
31
26
29
40
40
76
70
70
70
70
63
23
30
30
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
130
120
120
122
130
135
139
140
140
137
132
128
127
124
126
82
83
87
90
90
94
94
94
95
96
95
92
92
66
65
63
64
64
62
33
25
21
12
7
2
2
2
5
16
24
26
26
26
26
27
M
M
M
SO
80
86
90
90
87
M
M
M
M
71
100
91
100
100
100
100
100
92
M
M
M
M
M
M
70
70
50
24
M
M
M
M
M
M
M
M
0
16
70
70
63
60
60
55
70
50
138
-------
RPM AND POWER SCHEDULE FOR CYCLE 792043535 (CONTINUED)
ALL NY GAS FREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD SRPM *PWR
RECORD *RPM SPWR
RECORD *RPM %PWR
RECORD *RPM
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
29
30
30
34
35
34
36
32
30
33
46
45
43
43
46
46
44
45
55
65
66
64
50
50
40
19
10
6
M
5
1
90
90
94
100
100
100
100
100
97
43
M
M
M
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
6C
5S
58
58
58
58
3C
20
21
23
25
24
24
24
24
25
26
29
32
30
31
34
M
12
M
M
M
M
M
30
30
25
40
75
40
70
70
65
66
62
88
90
90
90
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
34
34
34
32
34
31
29
29
25
24
24
24
23
20
13
3
5
0
1
2
2
2
90
90
46
20
14
M
M
M
15
10
9
0
M
M
M
73
77
48
48
21
M
M
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
0
0
0
0
0
0
0
0
0
. 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
139
-------
SUPKARY MEASURES FOR CYCL6 8410263
GENERATED FROM INPUT MATRIX: NY ALL GAS NON-FREEWAY
CYCLE DURATION = 4.5* MINUTES
KOLMOGOROV-SMIRNCV TESTS:
SIGNIFICANCE L?VEL
MATRIX ~ .4097E 00
UPPER .34 8E 00
CIAGONAL .7168E 00
LOWER" ".6453E 00
POWER MEASURES
}->
* MEAN, %
J ACCEL
' t DECEL
»* * CRUISE
1 MOTORING
t ZERO"
CYCLE
20.41
13.65
15. 87
11.75
16.51
42.22
INPUT
19. 17
13.57
14.47
13.70
16.41
41.86
MATRIX PERCENTAGES:
CYCLE
UPPER 24.13
*** DIAGONAL 12.38
LOWER 22.22
IDLE 41.27
MEASURES:
MEAN, X
% ACCEL
* DE'CEL
** ? CRUISE
% ZERO
CYCLE
12.37
19.37
16.51
10.16
53.97
INPUT
22.66
39. lo
INPUT
13.41
lb.02
17.20
47.36
* COMPUTED FROM NON-MOTORING POWERS ONLY
** THE ZERO TND MOTORING PERCENTAGES ARE HERE NOT INCLUDED IN THE" "cRlTfSE 'PERCENTAGE
*** THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CYCLE 8410263
ALL NY GAS NONFREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD SRPM *PWR RECORD *RPM ZPWR RECORD 3RPM *PWR RECORD ZRPM
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49.
50
0
0
0
-8
0
0
0
0
0
0
0
4
24
26
24
24
12
14
0
14
18
26
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
10
10
10
10
80
40
10
70
0
M
M
M
80
80
90
80
80
60
80
10
0
0
0
0
0
0
0
0
0
0
0
0
20
20
10
10
10
10
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61 .
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85.
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
c
0
c
0
c
c
c
c
0
0
c
c
c
c
c
0
0
c
0'
c
0
c
0
c
0
c
0
0
0
c
c
0
c
c
0
c
0
0
c
0
0
0
c
c
0
c
0
c
c
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
0
0
0
0
0
0
0
0
0
0
-2
0
0
10
40
44
46
48
50
52
54
54
40
46
46
38
36
22
24
24
20
12
6
6
8
6
0
0
0
0
0
0
12
6
0
4
4
12
24
32
0
0
0
0
0
0
0
0
0
0
40
80
100
100
100
100
100
100
- 90
"> 90
50
50
M
0
10
M
M
40
30
M
M
M
M
M
M
M
0
0
0
0
0
50
40
50
50
40
90
60
30
20
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
36
36
34
34
36
32
36
36
46
66
46
44
40
42
32
38
42
44
46
46
54
38
36
36
34
32
32
28
30
36
36
44
46
50
48
54
44
48
40
34
32
34
46
48
52
52
60
64
64
66
M
M
M
M
M
.10
80
80
70
10
M
M
M
M
30
30
10
30
M
M
M
M
M
M
M
M
M
M
90
90
90
90
90
80
80
80
30
40
M
0
70
60
80
40
60
60
60
20
20
M
141
-------
RPM AND POWER SCHEDULE FOR CYCLE 8410263 (CONTINUED)
ALL NY GAS NONFREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 CF 2
RECORD *RPM *PWR RECORD *RPM SP^R RECORD JRPM SPUR RECORD XRPM ?PWR
201
202
2J3
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
38
38
40
4'0
34
32
34
34
34
32
22
14
14
14
18
13
16
16
8
10
6
4
4
4
2
0
0
0
0
50
30
30
30
50
10
30
50
50
M
M
M
M
30
10
M
M
M
M
M
M
M
M
M
M
0
M
0
M
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
C
C
0
C
C
C
0
C
0
0
C
C
C
C
C
C
C
0
C
C
0
2
2
C
0
0
0
0
C
M
M
10
10
10
30
30
10
0
0
0'
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
0
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
0
0
2
2
0
0
0
0
0
0
0
C
0
0
0
0
0
0
2
8
18
22
24
24
24
24
22
22
14
0
0
M
M
M
M
M
M
M
0
0
0
0
0
0
0
M
60
80
80
90
90
90
60
M
M
M
M
M
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
10
10
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
0
0
0
0
0
0
0
0
0
142
-------
RECORD SRPM SPWR
RPM AND POfcER SCHEDULE FOR CYCLE 8410263
ALL NY GAS NONFREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD *RPM *PWR RECORD SRPM SPWR
RECORD SRPM SPUR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
-2
-3
0
0
0
0
0
2
15
25
24
23
12
9
7
17
25
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
15
10
10
10
76
32
35
30
M
M
M
80
84
85
80
63
80
9
0
0
0
0
0
0
0
0
0
0
18
20
10
10
10
3
0
0
0
0
0
0
0
0
0
0
,0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
ai
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
0
0
0
0
0
0
0
c
0
0
c
0
0
c
0
c
0
o
' c
0
c
0
c
0
c
c
c
0
0
0
c
c
c
0
0
c
0
c
0
0
c
c
0
c
c
-1
0
4
28'
43
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
44
85
100
100
100
101
102
103
104
105
106
1.07
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
46
48
50
53
54
44
45
46
38
32
23
24
21
12
6
7
7
3
0
0
0
0
4
9
2
3
4
14
26
34
36
34
34
36
33
36
42
60
48
44
40
38
35
41
44
46
47
49
37
36
100
99
90 /
75
50
9
M
10
M
6
35
5
M
M
M
M
M
M
0
0
0
10
46
45
50
42
90
56
27
6
M
M
M
M
28
80
74
27
M
M
M
4
30
17
26
M
M
M
M
M
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
34
32
32
28
32
36
42
46
50
49
51
46
43
35
32
36
47
50
52
58
64
64
60
38
39
40
35
32
34
34
33
26
16
14
14
18
17
16
10
10
6
4
4
3
1
0
0
0
0
0
M
M
M
14
90
90
90
90
80
80
63
35
7
M
68
63
69
49
60
60
23
18
4
42
30
30
47
10
34
50
21
M
M
M
28
4
M
M
M
M
M
M
M
M
M
M
M
M
M
. M
143
-------
RPM AND PJWER SCHEDULE FOR CYCLE 8410263 (CONTINUED)
ALL NY GAS NONFREEWAY 1-SEC INTERVAL
{M INDICATES MOTORING!
RECORD ZKPM
PAGE 2 OF 2
RECORD
-------
SUMMARY MEASURES FOR CYCLE 104099549
GENERATED FRCM JJ^PUJ_MATR IX : _Njr ALL CIESEJ. _FREEWAY
CYCLE DURATION = 4.94 MINUTES
KOLMOGOROV-SMIRNOV TESTS:
MATRIX PERCENTAGES:
MATRIX
UPPER
DIAGONAL
SIGNIFICANCE LEVEL
.3185E 00
.3475E 00
,e843E-01
UPPER
*** DIAGONAL
LOWER
CYCLE
31.78
12.24
30.90
INPUT
32.31
16.54
32.12
LOWER
.2231E 00
IDLE
25.07
19.03
POWER MEASURES
Ul
* PEAN, I
% ACCEL
* DECEL
** '* CRUISE
? MOTORING
* ZERO
:
CYCLE
4C.86
ia.oe
16.33
25.66
14.29
25.66
INPUT
41.87
17.10
17.25
25.67
19.54
20.43
RPM MEASURES:
MEAN, X
I ACCEL
* DECEL
** * CRUISE
* ZERO
CYCLE
51.94
25.95
23.32
22.74
27.99
INPJT
53.43
25.45
25.34
25.3o
23. as
* COMPUTED FROM NGN-MOTORING POhERS ONLY
** THE~TERO'AND MOTORING PERCENTAGES ARE HERE"~NUT INCLUDED IN THE CRUISE PERCENTAGE
*** THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CYCLE 104099549
ALL NY DSL FREEWAY C.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD *KPM SPWR RECORD *RPM JPWR RECORD XRPM %PWR RECORD ?RPM *PWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
-------
RPM AND POWER SCHEDULE FOR CYCLE 104099549 (CONTINUED]
ALL NY DSL FREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
RECORD *RPM 2PWR
PAGE 2 Of 2
RECORD «RPM $PWR RECORD SRPM XPWR
RECORD 3JRPM SPWR
201.
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
66
30
53
60
56
54
48
50
56
58
58
58
60
62
62
62
62
62
66
68
70
66
68
66
78
78
74
72
68
70
70
72
74
76
82
78
80
90
90
90
90
90
100
100
90
90
90
90
80
40
30
70
70
40
70
60
50
70
70
70
M
M
M
M
M
90
90
90
60
60
M
M
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
70
7C
76
76
86
88
9C
9C
90
90
90
94
96
96
94
96
96
92
94
90
94
98
104
104
106
106
104
98
IOC
96
70
62
62
62
58
102
. M
30
20
10
20
20
20
30
20
40
40
80
80
80
80
80
20
30
60
70
70
70
80
20
20
10
10
M
M
M
M
M
M
M
M
M
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
100
98
76
74
72
70
70
70
68
68
74
74
80
76
80
82
82
82
80
82
86
82
84
80
82
82
78
78
82
80
82
84
82
82
68
76
M
M
M
M
M
30
40
40
70
70
80
80
80
80
80
80
80
80
M
M
M
M
M
M
M
M
M
0
M
M
30
20
20
10
10
10
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
64
56
48
50
42
26
10
22
26
26
26
22
18
20
24
26
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
10
0
M
M
M
M
M
M
10
M
M
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
147
-------
RPM AND POWER SCHEDULE FOR CYCLE 104099549
ALL NY DSL FREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
RECORD tRPM ?PWR
PAGE 1 OF 2
RECORD SRPM SPWR RECORD ZRPM
RECORD SRPM SPWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
2J
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
4t
45
46
<»7
48
<«9
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
23
18
7
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
J
0
0
0
0
0
0
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
0
0
0
M
M
M
M
M
I
7
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
6
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
7«
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
So
97
S<5
99
100
C
0
C
0
0
0
C
0
.0
C
C
0
0
C
4
1
C
C
0
0
0
0
C
C
0
C
34
36
40
40
4
48
52
54
52
67
82
84
84
84
86
87
86
86
83
ee
91
93
94
94
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
M
5
0
0
0
0
0
0
0
0
0
62
77
61
68
88
90
90
90
90
90
97
91
90
90
90
90
96
100
90
90
90
94
9<»
9'J
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
116
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
92
90
90
90
90
91
90
90
94
96
98
100
100
102
102
100
100
99
98
98
98
98
98
99
101
109
106
107
113
108
100
93
88
90
91
90
83
81
80
80
84
85
84
83
84
78
78
77
79
76
99
99
88
80
80
87
90
100
98
93
100
100
100
100
100
97
90
96
93
99
100
100
100
100
100
50
40
46
77
33
M
M
18
8
M
M
o
0
9
21
40
51
75
40
20
40
37
26
45
26
151
152
153
154
- 155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193"
194
195
196
197
198
199
200
72
78
72
51
51
56
56
56
54
54
52
52
53
54
56
56
57
63
62
60
60
58
61
52
45
59
57
54
48
52
57
58
58
60
62
62
62
62
65
68
70
66
67
72
78
75
72
68
7C
71
18
M
M
62
70
59
50
33
40
37
70
70
37
20
20
24
44
34
34
30
30
70
72
84
90
90
90
90
100
97
90
90
90
80
39
41
70
52
63
bl
51
70
70
27
M
M
M
7
90
90
148
-------
RPM AND POWER SCHEDULE FOR CYCLE 104099549 (CONTINUED)
ALL NY DSL FREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
RECORD *RPM S5PWR
PAGE 2 Of 2
RECORD ?RPM $PWR RECORD XRPM 2PWR
RECORD SRPM ?PWR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
73
76
82
77
70
73
76
83
88
90
90
90
90
93
96
96
94
96
94
93
91
94
99
104
105
71
60
M
M
1
26
14
17
20
21
28
27
40
67
80
80
80
61
25
49
68
70
71
64
20
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
106
105
99
100
91
67
62
62
59
102
100
91
75
72
70
70
70
68
7C
74
78
76
80
82
82
14
10
M
M
M
M
M
M
M
M
M
M
M
M
21
39
43
70
74
80
80
80
80
80
80
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
81
81
85
82
83
81
82
80
78
82
80
82
83
82
72
75
64
55
49
46
31
13
22
26
26
34
M
M
M
M
M
M
M
M
M
M
28
20
14
10
10
10
8
M
M
M
M
M
M
4
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
24
20
20
24
25
5
0
0
0
0
0
' 0
0
0
0
0
0
0
0
0
0
M
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
149
-------
SUMMAKf MEASURES FO* CYCLE 2114147447
GENERATED FROM INPUT MATRIX: NY ALL CIESEL MCN-FRFEHAY
CYCLE DURATION = 4.95 MINUTES
KCLMjbCROV-SMTRNCV TESTS:
SIGNIFICANCE LEVEL
PATKIX .3513E 00
LPPER .1314E 00
DIAGONAL .S889E 00
LOWER .4085E CO
MATRIX PERCENTAGES:
CYCLE I.^PUT
UPPER 18.90 21.44
*** DIAGONAL 5.81 7.27
LOWER 20.64 20.59
IDLE 54.65 t>u.70
PCWER MEASURES:
i
>
* MEAN, <
% ACCEL
* DECEL
** * CRUISE
a MOTORING
t ZERO
RPM MEASURES:
CYCLE
16.39
11.63
11.92
13.66
7.85
54.94
INPUT
lb.49
12.84
12.35
12.11
11.36
51.35
MEAN, «
? ACCEL
? DECEL
** * CRUISF
* ZERO
CYCLE
19.54
14.24
15.41
7.56
62.79
INPUT
20.12
lb.8d
16.17
a. 46
5d.*9
* COMPUTED FrtOM NCN-MOTORING POWERS ONLY
»* THE ZERO~AND MCTCRING PERCENTAGES ARE HERE NOT INCLUDED IN THE CRUISE PERCENTAGE
**< THE IDLE PERCENTAGE IS HERE NCT INCLUOEO IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CYCLE 2114147447
ALL NY DSL NCNFREEfcAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD SRPM *PWR RECORD *RFM SPUR RECORD XRPM SPWR RECORD ?RPM
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21.
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
0
0
0
0
0
0
0
0 .
0
0
0
0
0
10
10
10
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
G
0
C
C
C
0
0
C
0
0
C
0
C
0
0
C
C
0
0
C
C
C
C
C
0
C
a
10
18
36
38
34
18
3C
30
18
20
20
20
6
e
26
22
16
14
16
2t
34
42
52
0
0
0
0
0
0
0
0
0
0
0
0
50
0
0
0
0
0
0
0
0
0
0
0
50
40
90
80
80
80
80
40
30
20
10
20
30
20
M
M
M
M
M
M
70
70
60
60
70
80
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
56
58
54
58
58
60
66
72
72
76
84
86
78
84
78
78
80
80
86
84
78
78
82
94
88
84
84
84
78
66
66
62
64
64
62
58
56
56
52
40
38
30
30
26
26
28
28
28
24
14
80
80
80
70
40
50
50
50
40
40
40
60
M
M
M
M
M
30
40
50
50
50
40
80
M
M
M
M
M
M
20
30
20
20
10
10
10
M
M
10
10
10
10
10
20
0
M
M
M
M
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
1S7
198
199
200
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
0
2
4
M
M
M
M
0
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
0
0
10
0
151
-------
RP'4 ANO PDfcEft SCHEDULE FOR CYCLE 2114147447 (CONTINUED)
ALL NY DSL NCNFREEWAY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
f-ECOKD *RPM ?PwR RECORD *RPM *PwR RECORD ?*PM *PWR RECORD XRPM
201
202
203
204
205
206
207
2J8
209
210
211
212
213
214
213
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
0
0
0
0
0
0
0
0
0
0
0
0
3 J
30
20
20
20
0
0
0
0
236
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
26o
267
268
269
270
271
272
273
274
C
0
0
C
C
C
C
C
C
C
C
C
C
C
0
C
C
C
C
C
C
0
0
C
0
C
C
C
C
0
C
C
C
C
C
C
C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
20
20
0
0
0
0
0
0
0
0
0
0
0
0
0
0
275
276
277
278
279
280
281
282
283
284
285
286
287
, 288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
30
40
44
44
48
52
68
74
88
96
98
96
94
100
100
100
100
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
90
90
80
90
90
90
90
80
80
90
90
90
100
10
20
30
40
30
30
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
100
102
100
100
96
96
94
96
98
ioo
100
102
88
64
62
46
46
40
38
36
32
26
24
22
16
12
10
4
2
0
0
0
0
20
20
20
40
40
30
30
40
30
30
50
50
M
M
M
M
M
70
80
80
80
80
80
40
20
50
70
70
60
0
0
0
0
152
-------
RECORD *RPM SPWR
RPM AND POWER SCHEDULE FOR CYCLE 2114147447
ALL NY DSL NONFREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD *RPM 5&PWR RECORD SRPM SPWR
RECQRO 2RPM 35PWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
a
0
6
10
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
30
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
c
0
0
c
0
c
0
0
c
c
c
0
0
c
c
3
9
16
34
38
31
22
30
22
20
2C
18
7
16
24
17
14
17
28
37
47
55
58
54
58
5S
63
70
72
76
84
84
81
8C
78
0
0
0
25
17
0
0
0
0
0
0
0
0
4
48
59
85
80
80
79
38
27
15
16
28
20
M
M
M
M
M
63
69
60
64
75
80
80
80
65
43
50
50
42
40
42
41
M
M
M
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
80
80
86
82
78
81
92
88
84
84
81
70
66
62
64
63
60
57
56
52
40
36
30
28
26
28
28
27
21
12
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
31
42
50
50
43
74
M
M
M
M
M
14
29
20,
17
10
10
M
M
10
10
10
10
17
3
M
M
M
M
M
M
M
1
7
0
0
0
0
0
0
0
0
0
0
0
. 0
0
0
0
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
2
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
M
0
9
0
0
0
0
0
0
0
0
0
0
0
0
0
6
11
0
0
0
0
0
0
0
0
0
0
30
27
20
153
-------
RPM AND PJ^ER SCHEDULE FOR CYCLE 2114147447 (CONTINUED)
ALL NY DSL NGNFREEWAY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD
-------
SUMMARY MEASURES FOR CYCLE 2049482045
GENERATED FROM INPUT MATRIX; LA BOSES COMPOSITE
CYCLE DURATION = 4.81 MINUTES
KDLMDGOROV-SMIRNOV TESTS:
LOWER
.4367E 00
MATRIX PERCENTAGES;
SIGNIFICANCE LEVEL
MATRIX
UPPER
DIAGONAL
.2551E
.7860E
.4403E
00
00
00
UPPER
*** DIAGONAL
LOWER
CYCLE
33.23
9.88
31.14
INPUT
34.22
14.76
27.81
IDLE
25.75
23.21
£ POWER MEASURES:
Ul
* MEAN, %
% ACCEL
% DECEL
** % CRUISE
% MOTORING
CYCLE
34.35
14.07
14.67
16.47
28.74
INPUT
39.44
14.18
13.26
19-8?
29.27
RPM MEASURES:
MEAN, %
% ACCEL
% OECEL
** 2 CRUISE
% ZERO %
CYCLE
36.47
28.14
25.75
17.46
28.44
INPUT
37. tiO
29.96
23.35
20.25
26.44
ZERO
26.05
23.47
* COMPUTED FROM NCN-MOTORING POWERS ONLY
** THE ZERO AND MOTuRING PERCENTAGES ARE HERE NOT INCLUDED IN THE CRUISE PERCENTAGE
*** THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CYCLE 2049482045
LA BUSES FHY « NFWY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
REC3RD 4RPM ?PwR RECORD *RPM *PWR RECORD *RPM XPWR RECORD XRPM SPWR
0
1
2
3
4
5
6
7
8
9
10
11
u
13
14
15
lt>
17
18
iy
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
-.7
4d
49
50
0
0
0
2
6
40
42
52
38
58
74
32
80
42
32
18
14
8
2
0
0
0
0
0
0
0
2
6
16
26
10
12
36
36
36
46
46
48
48
48
52
58
60
62
64
64
62
62
60
oJ
52
0
0
0
M
20
50
70
70
70
60
20
10
M
M
M
M
M
M
M
0
0
0
0
0
0
0
40
50
10
10
20
20
30
10
60
0
J
10
50
50
70
70
70
60
30
20
M
M
M
M
M
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
IOC
50
46
34
14
12
6
0
0
0
0
c
c
0
c
0
0
c
0
0
c
0
0
c
c
0
0
0
c
0
0
0
0
c
c
0
0
0
c
0
0
c
c
0
c
c
2
c
c
0
c
M
M.
M
M
M
M
M
20
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
0
0
0
101
102
103
104
105
106
107
1C8
109
110
111
112
113
114
115
116
117,
118
119
120
121
122
123
124
125
126
127
128
129
130
131
i32
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
12
20
8
0
0
0
0
0
0
0
22
44
52
58
58
58
60
62
64
68
70
72
76
78
80
82
84
82
84
86
82
84
84
86
0
0
0
0
0
0
0
0
0
0
0
20
0
0
0
60
10
10
M
0
0
0
0
0
0
30
60
80
90
100
100
100
100
80
80
80
80
80
80
80
80
80
70
70
70
70
70
70
70
70
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
L82
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
86
74
76
76
74
72
68
66
66
66
60
60
58
52
52
48
34
32
14
40
40
40
42
46
46
52
52
40
40
36
38
44
48
56
62
66
68
78
78
78
78
80
84
88
88
86
86
90
90
84
70
70
70
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
10
100
100
100
100
100
70
20
M
M
M
M
M
100
100
100
100
100
100
100
90
100
100
100
100
90
40
20
20
M
M
M
156
-------
RPM AND POWER SCHEDULE FOR CYCLE 2049482045 (CONTINUED)
LA BUSES FWY *- NFWY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD *RPM SPWR RECORD *RPM igPWR RECORD *RPM 3JPWR RECORD *RPM SPWR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
84
84
82
76
74
74
74
74
74
76
76
84
84
84
90
64
54
54
46
40
36
38
38
14
8
6
8
34
46
54
58
60
66
70
10
0
M
M
M
M
M
M
M
M
80
60
40
90
M
M
M
M
M
M
M
M
M
M
M
M
40
60
70
70
70
70
70
70
235
236
237
238
239
240
241
242
243
244-
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
7C
70
72
70
66
66
68
68
68
70
82
82
82
80
42
40
40
36
32
30
26
14
2
G
22
34
4C
4C
42
52
54
56
56
54
10
20
M
M
M
M
M
10
40
40
40
20
M
M
M
M
M
M
M
M
M
M
50
70
60
70
80
80
60
60
60
M
M
M
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
52
52
48
48
48
46
46
40
38
34
30
14
0
0
0
0
0
0
0
0
0
0
8
30
44
46
46
48
58
82
82
86
90
88
M
M
M
10
10
0
M
M
M
M
M
M
0
0
0
0
0
0
0
4 0
90
80
60
60
70
30
90
60
70
90
60
30
M
M
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
86
86
84
48
42
36
34
42
42
42
32
26
12
8
2
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
157
-------
RECORD 4PPM
AND PJ*ER SCHEDULE FQ3 CYCLE 2049482045
LA BUSES FWY + NFWY 1-SEC INTERVAL
(M INDICATES MOTORING}
PAGE 1 OF 2
RECORD SRPM SPWR RECORD SRPM *PWR
RECORD *RPM ?PWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
2b
29
30
31
32
33
34
35
36
37
33
39
tO
41
42
43
44
45
46
hi
43
-+9
50
0
0
1
4
27
42
51
5d
62
77
81
52
33
18
13
6
1
0
0
0
0
0
1
4
14
25
10
18
36
36
43
46
48
48
49
55
59
62
64
64
62
61
oJ
54
50
45
29
13
9
2
J
0
0
M
4
39
66
70
69
50
16
M
M
M
M
M
M
M
0
0
0
0
0
19
46
19
10
20
23
22
38
17
0
11
50
57
70
70
62
31
16
M
M
M
M
M
'1
M
M
M
M
10
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
<5b
99
100
0
0
c
c
0
c
0
0
0
0
c
0
c
c
0
c
0
0
c
c
c
0
0
c
c
c
0
c
c
c
0
c
2
0
c
0
0
0
c
c
0
c
0
c
c
c
c
c
c
0
0
0
0
0
u
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
0
0
0
0
0
0
0
0
0
0
0
2
15
0
0
4->
101
102
103
104
105
1C6
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
11
19
6
0
0
0
0
0
3
29
48
56
58
58
60
63
66
69
71
76
78
80
83
83
83
86
82
84
85
86
79
76
76
74
71
67
66
66
61
60
57
52
50
39
32
14
40
40
41
44
15
9
M
0
0
0
0
0
35
66
85
96
100
100
98
80
80
80
80
80
80
80
76
70
70
70
70
70
70
70
70
70
M
M
M
M
M
M
M
M
M
M
M
M
M
10
100
100
luc
100
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
46
52
51
40
38
37
42
47
56
63
67
73
78
78
78
81
85
88
87
86
90
90-
84
. 84
83
78
74
74
74
74
75
76
82
84
85
83
60
54
48
41
36
38
29
11
7
8
34
47
55
59
77
24
M
M
M
M
68
100
100
100
100
100
93
98
100
100
97
68
28
20
M
M
M
6
M
M
M
M
M
M
M
48
64
41
78
M
M
M
M
M
M
M
M
M
M
33
60
70
70
70
158
-------
RPM AND PJWER SCHEDULE FOR CYCLE 2049482045 (CONTINUED)
LA BUSES FWY + NFWY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD *RPM ?PWR
RECORD iRPM
RECORD JRPM ?PWR
RECORD SRPM SPWR
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
64
69
70
70
71
68
66
67
68
68
73
82
82
81
48
40
39
35
31
27
17
3
2
70
70
13
17
M
M
M
M
8
40
40
33
4
M
M
M
M
M
M
M
M
47
69
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
25
31
4C
41
51
54
56
55
53
52
49
48
48
46
43
39
35
30
13
C
C
0
C
63
74
80
65
60
57
M
M
M
M
M
10
9
M
M
M
M
M
M
0
0
0
0
247
248
249
250
251
252
253
254
255
256
257
258
259
260 '
261
262
263
264
265
266
267
268
269
0
0
0
0
4
23
42
46
46
51
69
82
85
90
88
86
85
64
44
37
34
42
42
0
0
18
86
70
60
68
31
86
63
79
72
37
M
M
M
M
M
M
M
M
1*
M
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
37
28
15
8
2
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
159
-------
SUMMARY MEASURES FOR CYCLE 2109178847
GENERATED FROM INPUT MATRIX: NY BUSES COMPOSITE
CYCLE DURATION = 4.78 MINUTES
Ov
o
KOLMOGCROV-SMIRNGV TESTS:
SIGNIFICANCE LEVEL
MATRIX .5395E 00
UPPER .** DIAGONAL
LOWER
IDLE
RPM MEASURES:
MEAN, %
% ACCEL
t DECEL
** * CRUISE
% ZERO
CYCLE
29.82
4.82
24.70
40.66
CYCLE
27.28
26.81
23.80
4 . 82
44.58
INPUT
27.81
6.68
24.03
41.48
INPUT
26.56
24.29
21.06
7«ai_
46.84
» COMPUTED FROM NON-MOTORING POhERS ONLY
** THE' ZERO'A^₯^OTT"RTNG~PE^RCENTAGES"ARE"HERE"NOT INCLUDED I"N YHE~CRU!SE PERCENTAGE
*** THE IDLE PERCENTAGE is HERE NOT INCLUDED IN THE DIAGONAL PERCENTAGE
-------
RPM AND POWER SCHEDULE FOR CYCLE 2109178847
NY BUSES FhY + NFWY C.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD *RPM ?PWR RECORD *RFM XPWR RECORD XRPM XPWR RECORD XRPM SPWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
6
6
40
66
76
48
42
16
8
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
48
42
22
0
0
0
36
8
30
32
24
30
10
10
26
46
56
58
56
60
62
66
0
0
30
70
70
70
70
M
M
M
M
0
0
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
30
M
M
M
0
0
40
M
M
10
M
M
M
M
M
20
50
70
70
70
80
80
80
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
72
72
74
76
88
96
102
102
104
104
68
60
58
52
18
6
0
C
c
C
0
c
4
42
50
54
56
78
84
' 88
90
94
92
90
92
94
74
74
76
56
56
44
42
30
4
C
Q
C
12
70
80
80
80
BO
60
60
60
70
70
70
M
M
M
M
M
M
0
0
0
0
0
0
80
80
70
70
70
70
60
70
60
70
80
70
70
70
M
20
20
M
M
M
M
M
M
0
0
20
100
90
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
80
82
86
80
82
84
74
36
44
44
28
60
64
52
20
12
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
32
60
68
72
74
76
78
90
70
70
10
20
20
M
M
M
M
20
80
80
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
100
100
100
100
60
80
80
90
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
82
82
92
94
94
96
90
92
84
84
80
28
16
4
12
6
0
0
0
0
0
0
G
0
0
2
0
0
0
0
0
0
0
0
0
0
0
12
78
86
88
86
80
82
84
86
82
78
66
64
90
90
60
50
20
M
70
70
30
M
M
M
M
60
M
M
M
M
M
M
0
0
0
0
0
M
M
M
M
0
0
0
0
0
0
0
0
70
60
60
70
40
20
20
20
0
0
0
M
M
161
-------
RPM AND ?JV.ER SCHEDULE FOR CVCLE 2109178847 (CONTINUED)
MV BUSES FfcY + NFWY 0.864-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 2 OF 2
RECORD i*PM £PwR RECORD IRPM XPfcP. RECORD fRPM %PWR RECORD *RPM $PWR
201
202
203
204
205
206
207
2J3
209
210
211
212
213
214
215
21t>
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
30
26
16
0
0
0
J
6
40
52
50
72
26
14
2
2
0
0
0
0
0
0
0
0
J
0
0
0
0
0
0
J
0
c
M
M
M
0
J
0
0
30
30
30
20
M
M
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
235
236
237
238
239
240
241
242
243
244
245
24£>
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
C
C
C
0
G
C
C
0
C
C
C
C
C
C
C
, C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
0
C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
36
54
56
76
76
80
72
70
70
68
66
60
0
0
0
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20
20
30
30
30
70
60
M
M
M
M
M
M
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
12
2
0
0
0
0
10
32
42
44
46
48
42
42
40
32
18
36
36
38
64
66
64
58
12
6
0
0
0
0
M
M
0
0
0
0
40
60
10
10
10
M
M
M
M
M
M
100
90
90
90
20
20
M
M
M
0
0
0
0
162
-------
RECORD 4RPM
AND POWER SCHEDULE FOR CYCLE 2109178847
NY BUSES FWY + NFWY 1-SEC INTERVAL
(M INDICATES MOTORING)
PAGE 1 OF 2
RECORD SRPM SgPWR RECORD $RPM IgPWR RECORD SRPM ?PWR
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
I
6
22
56
74
50
39
it
5
0
1
0
0
0
0
0
0
0
0
0
0
0
0
8
46
40
16
0
0
26
11
30
30
26
20
10
23
46
56
57
58
61
65
72
72
74
81
92
100
102
0
5
43
70
70
70
M
M
M
M
0
M
M
0
0
0
0
0
0
0
0
0
0
0
23
M
M
M
0
23
4
M
9
M
M
M
M
15
49
70
7G
75
80
80
80
80
80
72
60
60
69
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
104
S7
65
59
54
24
6
C
0
C
C
C
4
43
51
55
68
82
87
90
94
91
91
93
78
74
74
5o
51
43
33
6
C
C
C
43
77
82
86
80
83
79
50
42
44
32
61
59
33
14
70
55
M
M
M
M
M
0
0
0
0
0
73
79
70
70
70
63
69
60
72
77
70
70
6
19
16
M
M
M
M
M
0
4
50
95
90
73
69
12
20
6
M
M
M
27
80
42
M
M
101
102
103
104
105
1C6
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
3
0
0
0
0
0
0
0
0
0
G
0
0
J
0
0
0
0
0
0
0
0
2
19
51
67
72
74
77
8C
82
90
94
94
94
91
87
84
80
28
14
7
9
2
0
0
0
0
0
0
M
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
36
100
100
100
60
80
83
90
90
67
51
17
10
70
47
1
M
M
4
35
M
M
M
M
M
0
0
0
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
0
2
0
0
0
0
0
0
0
0
0
6
55
85
88
85
81
83
85
83
78
66
56
28
21
5
0
0
1
17
46
51
68
28
13
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
M
M
M
M
0
0
0
0
0
0
35
63
60
70
37
20
20
8
0
0
M
M
M
M
M
0
0
5
30
30
24
M
M
M
M
M
M
M
M
0
0
0
0
0
0
0
0
0
0
163
-------
RPM AND POWER SCHEDULE FOR CYCLE 21C9178847 (CONTINUED)
NY BLSES FxY + NFwY 1-SEC INTERVAL
(M INDICATES MOTORING)
RECORD *RPM
PAGE 2 OF 2
RECORD *RPM ?PWR
RECORD SRPM $PWR
RECORD SRPM *PWR
201
202
203
204
205
206
207
2J8
209
210
Zll
212
213
214
215
216
217
218
219
220
221
222
0
0
0
0
0
J
0
0
0
0
0
J
0
0
0
0
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
C
C
c
c
c
c
c
c
c
c
c
c
c
c
0
c
c
c
c
c
c
c
0
0
0
0
0
0
0
0
0
0
0
0
^0
"o
0
0
0
0
0
0
0
0
245
246
247
248
249
"250
251
252
253
254
255
256
257
253
259
260
261
262
263
264
265
266
0
0
0
0
0
0
18
48
56
76
77
78
71
70
68
66
56
10
1
0
0
0
0
0
0
0
0
7
20
27
30
30
69
39
M
M
M
M
M
M
M
0
0
0
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
11
34
43
45
47
43
42
39
28
26
36
38
62
66
63
40
9
2
0
0
0
41
51
10
10
M
M
M
M
M
39
94
90
90-
20
13
M
M
M
0
0
0
164
-------
Appendix C
CHASSIS MATRICES AND CHASSIS CYCLE STATISTICS AND SCHEDULES
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX
LA COMBINED GAS £, DSL - FREEWAY
MPH
-4
-3
-2
" 1
TOTALS
CTi
-O
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
0
0
0
0
17
21
36
28
42
69
59
55
54
88
65
68
63
59
59
54
65
55
62
47
67
50
57
57
27
46
44
37
0
0
0
50
44
77
84
79
93
102
78
93
96
91
94
91
104
90
110
91
99
111
91
101
83
98
85
90
80
98
80
61
0
0
82
157
160
170
178
183
150
174
140
163
172
159
151
192
180
177
167
182
209
184
171
228
173
220
195
199
199
202
176
204
0
464
381
352
369
361
359
365
337
321
378
386
431
357
421
456
457
462
516
560
518
476
541
594
623
591
633
802
793
672
710
753
23690
813
1003
1010
923
743
804
958
941
954
1029
1C98
1212
1237
1203
1905
1306
1284
1419
3011
3059
2047
3973
4144
1921
2297
3149
4312
3337
2720
3422
5030
349
285
342
407
432
428
437
452
490
539
558
587
618
619
680
684
685
721
844
830
814
901
1002
995
1026
1009
1132
1186
1178
1156
1195
1280
114
129
144
149
193
190
190
157
160
148
172
156
185
176
173
186
179
222
231
196
185
193
187
195
166
162
166
147
126
137
162
166
' 70
54
52
48
74
61
58
56
54
81
62
57
70
62
46
60
60
70
66.
44
47
55
52
39
43
43
40
33
45
39
45
37
43
27
26
31
36
29
25
33-
28
29
29
29
30
30
26
26
28
28
21
27
32
36
21
31
21
36
22
23
23
28
23
16
24266
1772
2030
2204
2248
2080
2171
2311
2295
2417
2505
2624
2868
2819
2859
3668
3062
3113
3433
4995
5028
4058
6100
6374
4123
4506
5479
6849
5808
5098
5857
7584
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX (CONTINUED)
LA COMBINED GAS I DSL - FREEWAY
MPH
-4
-3
-2
-1
TOTALS
CT>
01
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
S4
55
56
57
58
59
60
45
47
55
40
41
55
63
58
53
49
63
50
56
51
50
56
37
36
41
46
63
46
54
78
68
52
59
42
132
77
85
65
51
64
61
65
64
66
45
58
49
56
60
53
56
46
57
6S
55
46
65
65
70
55
47
53
41
63
206
204
229
229
221
241
223
214
262
231
201
185
198
223
218
185
196
215
248
201
291
367
372
294
250
248
169
103
168
901
920
1125
1301
1293
1268
1216
1368
1565
1583
1659
1741
1887
2059
2069
2L80
2523
2911
3209
3696
4397
5025
5040
4638
4591
3414
1624
1066
1078 .
4334
4C62
5205
5781
7528
7549
71&0
9070
10442
12463
13356
12946
13586
16199
18212
21799
26435
31087
34733
39569
46C99
53932
63415
66001
61520
42912
24964
14901
22074
1363
1520
1718
1928
1815
1732
1888
1994
2124
2116
2208
2511
2682
2642
2880
3220
3757
3835
4569
5794
7038
7020
6653
6947
5741
2954
1497
1318
0
158
144
213
191
151
175
196
182
149
124
143
176
151
160
173
185
206
224
- 284
412
460
356
341
319
229
143
108
0
0
28
34
43
40
39
42
45
42
32
35
39
30
38
33
41
28
27
28
47
31
29
45
18
13
3
2
0
0
0
14
21
11
15
7
7
2
4
6
4
3
1
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
7126
7037
8664
9576
11159
11130
10858
12996
14699
16650
17730
17689
.18654
21427
23696
27709
33228
38393
43200
49804
58424
66856
75958
78360
72457
49772
28474
17471
23515
TOTALS
3037
4251
11889
82786
783288
115325
11195
2555
990
1015316
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEEO MATRIX
LA COMBINED GAS 6 DSL - FREEWAY .
WPH
-3
-2
-1
0
1 -
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
0.0
0.0
0.0
0.0
0.0017
0.0021
0.0035
._ 0.0028
0.0041
0.0068
. . 0.0058
0.0054
0.0053
0.0087
0.0064
0.0067
0.0062
0.0058
0.0058
0.0053
0.0064
0.0054
0.0061
0.0046
0.0066
0.0049
0.0056
0.0056
0.0027
0.0045
0.0043
0.0
0.0
0.0
0.0049
0.0043
0.0076
0.0083
O.C078
0.0092
O.G100
0.0077
0.0092
0.0095
0.0090
O.C093
0.0090
0.0102
0.0089
0.0108
0.0090
0.0098
0.0109
0.0090
O.C099
0.0082
0.0097
0.0084
0.0089
0.0079
O.C097
0.0079
0.0
0.0
O.C081
0.0155
0.0158
0.0167
0.0175
O.Q18Q
0.0148
0.0171
0.0138
0.0161
0.0169
0.0157
0.0149
0.0189
0.0177
0.0174
0.0164
0.0179
0.0206
0.0181
0.0168
0.0225
0.0170
0.0217
0.0192
0.01S6
O.C196
0.01S9
0.0173
0.0
0.0457
0.0375
0.0347
0.0363
0.0356
0.0354
0.0359
0.0332
0.0316
0.0372
0.0380
0.0424
0.0352
0.0415
0.0449
0.0450
0.0455
0.0508
0.0552
0.0510
0.0469
0.0533
0.0585
0.0614
0.0582
0.0623
0.0790
0.0781
0.0662
0.0699
2.3333
0.0801
C.0988
0.0995
0.0909
0.0732
0.0792
0.0944
0.0927
0.0940
0. 1013
0.1081
0.1194
0. 1218
0. 1185
0. 1876
0. 1286
0. 1265
0.1398
0.2966
0.3013
0.2016
0.3913
0.4081
0.1892
0.2262
0.3101
0.4247
0.3287
0.2679
0.3370
0.0344
0.0281
O.J337
0.0401
0.0425
0.0422
0,0430
0.0445
0.0483
0.0531
0.0550
0.0578
0.0609
0.0610
0.0670
0.0674
0.0675
0.0710
0.0831
0.0817
0.0802
0.0887
0.0987
0.0980
0.1011
0.0994
0.1115
0.1168
0.1160
0.1139
0.1177
0.0112
0,0127
0,0142
0.0147
0.0190
0.0187
0.0187
0.0155
0.0158
0.0146
0.0169
0.0154
0.0182
0,0173
0.0170
0.0183
0.0176
0.0219
0.0228
0.0193
0.0182
0.0190
0.0184
0.0192
0.0163
0.0160
0.0163
0.0145
0.0124
0.0135
0.0160
0.0069
0.0053 ...
0.0051
0.0047
0.0073
0.0060
0.0057
O.QQ55-
0,0053
0.0080
0.0061
0.0056
0.0069
0, 0061
0.0045
0.0059
0,0059
0.0069
0.0065
0.0043__
O.G046
0.0054
0.0051
0.0038
0.0042
0.0042
0.0039
0.0033
. 0.0044
0.0038
0.0044
0.0042
0.0027
0.0026
0.0031
0.0035
0.0029
0.0025
O.OQ33
0,0028
0.0029
0.0029
0.0029
0.0030
0.0030
0.0026
0.0026
0.0028
0.0028
0.0021
0,0027
0.0032
0.0035
0.0021
0.0031
0.0021
0.0035
0.0022
0.0023
0.0023
0.0028
0.0023
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEED MATRIX (?) (CONTINUED)
LA COMBINED GAS £ DSL - FREEWAY
MPH
-4
-3
-2
-1
-j
o
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0036
0.0044
0.0046
0.0054
0.0039
0.0040
0.0054
0.0062
0.0057
0.0052
0.0048
0.0062
0.0049
0.0055
0.0050
0.0049
0.0055
0.0036
0.0035
0.0040
0.0045
0.0062
0.0045
0.0053
0.0077
0.0067
0.0051
0.0058
0.0041
0.0130
O.C060
0.0076
0.0084
0.0064
0.0050
0.0063
O.C060
0.0064
0.0063
0.0065
0.0044
0.0057
0.0048
0.0055
0.0059
0.0052
0.0055
0.0045
0.0056
0.0068
0.0054
0.0045
0.0064'
0.0064
0.0069
0.0054
0.0046
0.0052
0.0040
0.0062
0.02C1
0.0203
0.0201
0.0226
0.0226
0.0218
0.0237
0.0220
O.C211
0.0258
0.0228
0.0198
0.0162
O.C195
0.0220
0.0215
0.0182
O.G193
0.0212
0.0244
0.0198
0.0287
0.0361
0.0366
0.0290
0.0246
0.0244
0.0166
0.0101
0.0165
0.0742
0.0887
0.0906
0.1108
0.1281
0.1273
0.1249
0.1198
0.1347
0.1541
0.1559
0.1634
0.1715
0.1859
0.2028
0.2038
0.2147
0.2485
0.2867
0.3161
0.3640
0.4331
0.4949
0.4964
0.4568
0.4522
0.3362
0.1600
0.1050
0.1062
0.4954
0.4269
0.4001
0.5126
0.5694
0.7414
0.7435
0.7052
0.8933
1.0284
1.2275
1.3155
1.2751
1.3381
1.5955
1.7937
2. 1470
2.6036
3.0618
3,4209
3.8972
4.5404
5.3118
6.2458
6.5005
6.0592
4.2265
2.4587
1.4676
2.1741
0. 1261
0.1342
0.1497
0.1692
0.1899
0.1788
0.1706
0.1860
0. 1964
0.2092
0.2084
0.2175
0.2473
0.2642
0.2602
0.2837
0.3171
0.3700
0.3777
C.4500
0.5707
0.6932
0.6914
0.6553
0.6842
0.5654
C.2909
0.1474
0.1298
0.0
0.0163
0. 0156
0.0142
0.0210
0.0188
0.0149
0.0172
0.0193,
0.0179
0.0147
0.0122
0.0141
0.0173
0.0149
0.0158
0.0170
0.0182
0.0203
0.0221
0.0280
0.0406
0.0453
0.0351
0.0336
0.0314
0.0226
0.0141
0.0106
0. 0
0.0
0.0036
0.0028
0.0033
0.0042
0.0039
0.0038
0.0041
0.004.4
0.0041
0.0032
0.0034
0.0038
0.0030
0.0037
0.0033
0.0040
0.0028
0.0027
0.0028
0,0046 _.
0.0031
0.0029
0.0044
0.0018
0.0013
0.0003
0.0002
0.0
0.0
0.0
0.0016
0.0014
0.0021
0.0011
0.0015
0.0007
0.0007
0.0002
0.0004
0.0006
0.0004
0.0003
C.0001
o.o
0.0
0.0
0.0
0.0001
0.0
0.0
0.0
0.0001
0.0
0.0
0.0
0.0
0.0
0.0 i
0.0
0.0
-------
TRANSITION-PROBABILITY MATRIX
LA COMBINED GAS £ DSL - FREEWAY
MPH
-4
-2
-1
0
1
2
3
4
5
6
7
8
9
10
LI
12
13.
14
15
16
17
18
19_
20
21
22
23
24
25
26
27
28
29
30
31
0.0
0.0
0.0
0.0
0.0076
0.0101
0.0166
0.0121
0.0183
0.0285
0.0236.
0.0210
0.0188
0.0312
0.0227
0.0185
0.0206
0.0190
0.0172
0.0108
0.0129
0.0136
0.0102
0.0074
0.0163
Q.QL11
0.0104
0.0083
0.0046
0.0090
0.0075
0.0049
0.0
0.0
0.0
0.0227
0.0271
0.0471
0.0553
0.0463
0.0588
0.0707
0.0547
0.0564
0.0523
0.0635
0.0556
0.0433
0.0545.
0.0479
0.0492
. 0.0290
0.0326
0.0409
0.0251
0.0232
0.0364
0.0328
0.0259
0.0215
0.0184
0.0232
0.0212
0,0129
0.0
0.0
0.0404
0.0939
0.0983
0. 1288
0.1373
0.1255
0.1242
0.1427
0.1106
0.1185
0. 1123
0.1199
0. 1084
0.0957
0.1133
0.1047
0.0979
0.0655
O.C742
0.0862
0.0531
O.C590
0.0763
0.0817
0.0615
C.C5C5
0.0527
0.0679
0.0512
O.C3S8
0.0
0.2619
0.2281
0.2536
0.2625
0.3024
0.3026
0.2834
0.2710
0.2755
0.2615
0.2656
0.2626
0.2465
0.2557
0.2200
0.2626
0.2531
0.2482
0.1776
0.1772
0.2035
0.1418
0.1522
0.2294
0.2128
0.1770
0.1676
0.1892
0.1997
0. 1724
0.1391
0.9763
0.7207
0.7222
0.7119
0.6730
0.6596
0.6730
0.6980
0.6810
0.6703
0.6723
0.6841
0.6851
0.6853
0.6765
0.7394
0.6891
0.6656
0.6615
0.7804^ ...
0.7856
0.7080
0.7931
0.8023
0.6954
0.7226
0.7518
C.7972
0.7638
0.7332
0.7567
0.8023
0.9906
0.8815
0.8906
0.8966
0.8652
0.8654
0.8743
0.8936
0.8946
0.8933
0.8950
0.9078
0.9006
C.9049
0.9143
0.9258
0.9128
0.8972
0.9074
0.9465-
0.9475
0.9300
0.9574
0.9584
0.9442
0.9465
0.9584
G.9704
0.9666
C.9600
0.9607
0.9711
0.9953
0.9543
0.9616
0.9642
0.9511
0.9567
0.9618
0.9615
0.9643
0.9545
0.9637
0.9672
0.9651
0.9674
0.9748
0.9766
0.9713
0.9685
0.9747
Q.985_8
0.9843
0,9776
0.9880
0.9890
0.9845
J.9825
0.9887
0.9918
0.9883
0.9869
0.9884
0.9930
0.9982
0.9848
0.9872
0.9859
0.9840
0.9861
0.9885
0.9857
0.9878
0.9880
0*9884
0.9889
0.9895
0.9894
0.9909
0.9929
0.9909
0.9910
0.9939
0.9946__
0.9936
0.9911
0.9966
0.9951
0.9949
0.9920
0.9960
0.9966
0.9960
0.9945
0.9961
0.9979 -
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
. i^oooa
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
-------
TRANSITION-PROBABILITY MATRIX (CCNTINUED)
LA COMBINED GAS L DSL - FREEWAY
MPH
-4
-3
-2
-1
32
J3
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0063
0.0067
0.0063
0.0042
0.0037
0.0049
0.0058
0.0045
O.U036
0.0029
0.0036
0.0028
0.0030
0.0024
0.0021
0.002J
O.uOll
0.0009
0.0009
0.0009
0.0011
0.0007
0.0007,
o.ooio'
0.0009
0.0010
0.0021
0.0024
O.OJ56
O.J171
0.0188
O.J139
0.0095
0.0094
0.0104
0.0118
0.0094
0.0081
O.OOio
0.0068
0.003o
0.0060
0.0052
0.0043
0.0040
0.0025
0.0024
0.0025
0.0020
0.0019
0.0017
0.0016
0.0019
0.0017
0.0020
0.0039
0.0048
0.0033
O.C460
0.0477
0.04C3
0.0334
O.C292
O.C321
0.0323
0.0259
0.0259
0.0155
0.0182
O.C161
0.0166
0.0156
C.0135
0.0107
0.0084
0.0080
C.C083
0. C061
O.OC68
O.CC71
0.0065
O.C056
0.0051 .
C.C070
O.C099
0.0106
0. 0154
0.1725
0.1785
0.1701
0.1693
0.1451
0. 1460
0. 1443
0.1311
0.1324
0. 1146
0.1117
0. 1145
0.1178
0. 1117
0.1009
0.0894
0.0843
0.0838
0.0826
0.0803
0.0821
0.0823
0.0728
0.0648
0.0685
0.0756
0.0669
0.0717
0.0613
0.7807
0.7557
0.7709
0.7730
C.8197
0.8243
0.8037
0.8290
0.8428
0.8631
0.8650
C.8463
0.8461
0.8677
0.8694
0.8761
0.8799
0. 8935
C.8366
0.8748
0.8711
0.8890
0.9077
0.9071
0.9176
0.9377
0.9436
0.9246
1.0000
0.9719
0.9717
0.9692
0.9743
C.9823
0.9799
0.9776
0.9825
0.9873
0.9902
0.9896
C.9883
0.9899
0.9910
0.9910
0.9923
0.9930
0.9934
0.9923
0.9911
0.9916
0.9940
0.9953
0.9958
0.9968
0.9971
0.9962
1.0000
1.0000
0.9941
0.9922
0.9938
0.9943
0.9959
0.9956
0.9957
0.9965
0.9974
0.9977
0.9976
0.9982
0.9980
0.9985
0.9983
0.9990
0.9992
0.9993
0.9989
0.9994
0.9995
0.9993
0.9998
0.9998
1.0000
1.0000
1.0000
1.0000
1.0000
0.9980
0.9970
0.9987
0.9984
0.9994
0.9994
0.9998
0.9997
0.9996
0.9998
0.9998
0.9999
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1 .0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1,0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
-------
LA COMBINED GAS & DSL - FREEWAY
THE STATISTICS FOR CYCLE 1539135071 ARE AS FOLLOWS:
KOLMOGORQV-SMIRMOV DIFFERENCES:
MATRIX:
CRUISE:
ACCEL:
DECEL:
SPEED:
DEL SPD:
DIFFERENCE
0.0694
0.1348
0.1285
0.1626
0.0497
0.0641
SL
C.101
0.001
0.303
C.135
0.428
C.157
SUMMARY PERCENTAGE MEASURES:
INPUT CYCLE
IDLE: 2.33 2.58
CRUISE: 74.81 62.58 *
ACCEL: 12.81 18.39 .
DECEL: 10.04 16.45
AVERAGE SPEED FOR INPUT MATRIX:
AVERAGE SPEED FOR CYCLE:
CYCLE DISTANCE:
CYCLE DURATION:
45.54 MPH
44.79 MPH
3.33 MILES
4.46 MINUTES
* THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE.
-------
DRIVING SCHEDULE FOR CYCLE 1539135071
LA GAS * DSL FREEWAY .864-SEC INTERVAL
PAGE 1 OF 2
RECORD MPh RECORD MPH RECORD MPH RECORD MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
30
0
0
0
C
0
0
3
4
5
8
9
10
12
13
15
16
17
19
21
22
24
25
26
27
28
29
30
31
32
33
34
36
37
38
39
40
40
40
4C
40
40
40
40
41
41
41
41
^2
42
f2
^2
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
43
43
43
43
43
44
45
45
45
44
45
44
44
44
45
45
45
45
45
46
46
46
47
47
47
47
47
47
47
47
47
49
49
50
49
49
49
49
49
49
48
50
50
50
50
50
50
49
49
49
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
50
50
50
50
50
49
49
49
48
48
48
48
49
49
50
50
50
50
50
50
50
50
50
50
50
50
50
50
51
51
51
51
51
51
51
52
52
52
52
52
52
53
53
53
53
53
53
53
53
53
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
53
52
52
53
53
52
53
53
53
53
53
53
53
53
53
53
53
53
54
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
54
55
55
54
54
54
54
54
54
54
54
54
54
174
-------
DRIVING SCHEDULE FOR CYCLE 1539135071
LA GAS + DSL FREEWAY ,864-SEC INTERVAL
PAGE 2 OF 2
RECORD MPH RECORD MPH RECORD MPH RECORD MPH
201 54 229 58 257 54 285 38
202 56 230 58 258 54 286 37
203 56 231 58 259 54 287 36
204 56 232 58 260 54 288 34
205 56 233 58 261 54 289 33
206 56 234 58 262 54 290 32
207 57 235 58 263 54 291 29
208 57 236 58 264 54 292 28
209 56 237 58 265 54 293 26
210 56 238 58 266 54 294 25
211 56 239 56 267 54 295 22
212 56 240 56 268 54 296 21
213 56 241 56 269 54 297 17
214 56 242 56 270 54 298 16
215 56 243 56 271 54 299 15
216 56 244 56 272 53 300 14
217 56 245 56 273 51 301 12
218 56 246 55 274 50 302 11
219 56 247 55 275 49 303 7
220 57 248 55 276 48 304 3
221 57 249 55 277 47 305 2
222 57 250 55 278 46 306 1
223 57 251 55 279 45 307 0
224 57 252 55 280 44 308 0
225 57 253 55 281 43 309 0
226 57 254 55 282 41 310 0
227 58 255 55 283 40
228 58 256 54 284 39
175
-------
SECOND MPH
DRIVING SCHEDULE FOR
CYCLE 1539135071
LA CAS « DSL FREEWAY 1-SEC INTERVAL
PAGE 1 OF 2
SECOND MPH SECOND MPH
SECOND MPH
0
1
2
3
4
5
6
7
8
9
10
11 ,
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
<«3
44
45
46
47
48
49
50
0.0
0.0
0.0
0.0
0.0
2.36
3.94
5.31
8.26
9.42
11. 15
12.73
14.78
16.05
17.41
19.72
21.52
23.35
>4.83
25.99
27.15
28.31
?9.46
30.62
31.78
32.94
34.19
36.25
37.41
38.56
39.72
40. CO
40.00
40. CO
40.00
40.00
40.00
«0.82
41. CO
41. CO
tl.30
-i2.00
42. CC
42.00
42.93
43.00
43. CO
43. CO
43.56
-4.71
-.5.00
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
44.97
44. 19
44.66
44.00
44.00
44.81
45. JO
45.00
45.00
45.44
46.00
46.00
46.92
47.00
47.00
47.00
47.00
47.00
47.00
47.04
49.00
49.33
49.51
49.00
49.00
49.00
49.00
48.72
48. 87
50.00
50.00
50.00
50.00
49.78
49.00
49.00
49.69
50.00
50.00
50.00
49.68
49. CO
49.00
48.20
48.00
48.00
48.27
49.00
49.5fa
50.00
176
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
50.00
50.00
50.00
50.00
50.00
50.00
50.00
50.00
50.00
50.00
50.47
51.00
51.00
51.00
51.00
51.00
51.42
52.00
52.00
52.00
52.00
52.20
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
52.38
52.00
52.94
52.91
52.25
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.98
55.00
55.00
55.00
55.00
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
55.00
54.50
54.66
55.00
54.03
54.00
54.00
54.00
54.00
54.00
54.00
54.00
54.00
54.78
56.00
56.00
56.00
56.02
57.00
56.67
56.00
56.00
56.00
56.00
56. UO
56.00
56.00
56.00
56.00
56.91
57.00
57.00
57.00
57.00
57.00
57.85
58.00
58.00
58.00
58.00
-------
SECOND
DRIVING SCHEDULE FOR
CYCLE 1539135071
LA GAS * DSL FREEWAY 1-SEC INTERVAL
PAGE 2 OF 2
MPH
SECOND
MPH
SECOND
MPH
SECOND MPH
201
202
203
204
205
206
2C7
208
209
210
211
212
213
214
215
216
217
58.00
58.00
58.00
58.00
58.00
57.15
56.00
56.00
56.00
56.00
56.00
55.63
55.00
55.00
55.00
55.00
55.00
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
55.00
55.00
55.00
54.21
54.00
54.00
54. CO
54.00
54.00
54.00
54.00
54.00
54.00
54.00
54.00
54.00
54.00
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
53.01
50.85
49.69
48.54
47.38
46.22
45.06
43.91
42.50
40.59
39.44
38.28
37.12
35.93
33.81
32.65
30.47
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
28.33
26.35
25.02
21.86
19.81
16.55
15.39
14.23
12. 15
10.67
6.04
2.60
1.44
0.29
0.0
0.0
0.0
177
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX
LA COMBINED GAS & DSL - NCNFREEWAY
MPR
-4
-3
-2
-1
TOTALS
00
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Ib
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
J
0
0
0
212
212
292
348
433
552
552
510
551
607
546
534
557
508
542
468
435
465
433
405
367
400
390
293
222
271
221
190
J
0
0
890
6CC
670
840
868
669
867
767
775
985
821
796
855
870
843
802
764
750
772
690
657
6C9
6C9
500
459
413
4C7
320
252
0
0
1154
1715
1678
1646
1623
1553
1469
1386
1445
1433
1500
1368
1500
14S8
1451
1452
1409
1583
1494
1474
1318
1334
1350
1238
1101
1159
1G36
1C17
815
779
0
5769
4321
3586
3516
3392
3312
3131
2905
2869
3020
3048
2722
2520
2554
2542
2517
2591
2664
2901
2868
2880
2929
3045
3147
3036
3108
3380
3479
3152
3132
3169
371663
10246
9173
9170
9971
9259
9245
8707
7780
7782
7863
6791
6411
5887
5563
5946
5589
5871
6255
6438
6899
7368
8567
9267
8873
9286
9716
10140
10681
10659
1C821
11225
4739
3492
3697
3933
4207
4444
4343
4206
4284
4641
4587
4506
4646
4500
4513
4497
4441
4605
4921
5085
4990
5053
5139
5258
5261
5192
5203
5163
5022
4745
4691
4591
1946
1659
1828
1934
2005
2035
1978
1821
1995
2006
2043
1850
1925
2008
1971
1910
1855
1996
1931
1811
1737
1574
1526
1303
1178
1048
972
932
725
687
709
567
1338
587
624
713
724
724
725
725
677
665
617
572
569
562
509
488
508
563
526
413
402
483
374
337
313
314
282
240
176
171
167
144
529
206
243
264
266
253
238
263
259
223
270
295
225
207
181
181
210
166
160
183 _
198
183
146
122
139
134
85
81
76
65
76
40
380215
21959
21040
22205
23179
22635
22596
21622
20671
20991
21184
19780
19534
18480
18133
18451
17998
18595
19210
19646
19773
20252
21122
21728
21237
21257
21357
21847
21830
21174
20952
20957
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX (CONTINUED)
LA COMBINED GAS £ DSL - NONFREEWAY
MPH
-4
-3
-2
-1
0
TOTALS
ID
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
165
160
156
172
137
124
161
118
91
76
70
54
58
39
36
59
43
24
34
33
25
15
19
20
26
16
~ 8
9
36
232
234
201
151
142
133
91
81
69
63
77
48
38
27
34
17
22
13
15
12
8
9
9
8
7
4
3
6
6
7G8
605
502
439
447
407
285
242
237
206
148
104
99
101
87
44
59
62
38
29
20
32
30
15
22
18
16
10
4
3125
2864
2620
2608
2257
1938
1685
1518
1375
1087
808
701
620
487
344
340
281
282
281
250
238
242
212
192
170
113
81
55
56
11830
11767
12146
10936
9820
9488
8795
7C75
6141
5427
4489
3883
2800
2486
2524
2201
1937
1992
2251
2040
2085
2555
2688
2868
2691
1447
770
650 .
2253
4148
3719
3521
3376
2885
2519
2191
1956
1642
1246
1063^
981
783
598
530
518
444
402
380
378
374
333
308
288
210
143
77
77
0
435
396
416
353
281
248
235
223
149
116
109
106
63
65
59
60
68
38
43
34
46
32
37
21
23
12
8
0
0
97
144
130
81
84
59
68
54
30
32
37
30
25
22
12
10
12^ _.
6
6
7
5
4
1
3
1
1
0
0
0
57
47
38
23
13
12
9
5
1
0
0....
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20797
19936
19730
18139
16C66
14928
13520
11272
9735
8253
.... .68Q1_
5907
4486
3825
3626
3249
... 2.866
2819
3048
__27.83.
2801
3222
3304
3415
3150
1754
963
807
2355
TOTALS
13500
22100
45994
124035
767147
183685
55141
17193
6372 1235167
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEED MATRIX 1%)
LA COMBINED GAS L DSL - NCNFREEWAY
MPH
-3
-2
-1
03
O
0
1
2
3
4
5
6
7
8
9
10
I L
12
13
1*
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
0. J
0.0
0.0
0.0
, 0.0172
0.0172
0.0236
0.0282
0.0351
0.0447
0. J447
0.0413
0.0446
0.0491
0.0442
0.0432
0.0451
' 0.0411
0.0439
0.0379
0.0352
0.0376
0.0351
0.0328
0.0297
0.0324
0.0316
0.0237
0.0180
0.0219
0.0179
0.0
0.0
0.0
0.0721
0.0486
O.C542
O.Q680
0.0703
0.07J4
0.0702
0.0637
0 . 06 2 7
O.C797
0.0665
0.0644
0.0692
0.0734
0.0632
O.C649
0.0619
0.0607
0.0625
0.0559
O.U532
0.0493
O.C493
0.0435
0.0372
0.0334
0.0330
0.0259
0.0
0.0
0.0934
0. 1388
0. 1359
0. 1333
0.1314
0. 1257
0. 1189
0.1122
0. 1170
0. 1160
0.1214
0. 11C8
0.1214
0.1213
0.1175
0. 1176
0. 1141
0.1282
0.1210
0.1193
0. 1067
0.1080
0. 1093
0.10C2
0.0891
O.C938
O.C839
0.0823
0.0660
0.0
0.4671
0.3498
0.2903
0.2847
0.2746
0.2681
0.2535
0.2352
0.2323
0.2445
U.2468
0.2204
0.2040
0.2068
0.2058
0.2038
0.2C98
0.2157
0.2349
0.2322
0.2332
0.2371
0.2465
0.2548
0.2458
0.2516
0.2736
0.2817
0.2552
0.2536
30.0901
0.8295
0.7427
0.7424
0.8073
0.7496
0.7485
0.7049
0.6299
C.6300
0.6366
0.5498
0.5190
0.4766
0.4504
0.4814
0.4525
0.4753
0.5064
0.5212
0.5585
0.5965
0.6936
0.7503
0.7184
0.7518
0.7866
C.8209
0.8647
0.8630
0.8761
0.3837
0.2827
0.2993
0.3184
0.3406
0.3598
0.35 16
0.3405
0.3468
0.3757
0.3714
0.364B
0.3761
0.3643
0.3654
0.3641
0.3595
0.3728
0.3984
0.4117
0.4040
0.4091
0.4161
0.4257
0.4259
0.4203
0.4212
0.4180
0.4066
0.3842
0.3798
0.1575
0.1343
0.1480
0.1566
0.1623
0.1648
0. 1601
0.1474
0.1615
0.1624
0.1654
0.1498
0. 1558
0. 1626
0.1596
0.1546
0.1502
0.1616
0.1563
0.1466
0. 1406
0.1274
0.1235
0.1055
0.0954
0.0848
0.0787
0.0755
0.0587
0.0556
0.0574
0. 1083
0.0475
0.0505
0.0577
0.0586
0.0586
0.0587
0.0587
0.0548
0.0538
0.0500
0.0463
0.0461
0.0455
0.0412
0.0395
0.0411
0.0456
0.0426
0.0334
0.0325
0.0391
0.0303.
0.0273
0.0253
0.0254
0.0228
0.0194
0.0142
0.0138
0.0135
0.0428
0.0167
0.0197
0.0214
0.0215
0.0205
0.0193
0.0213
0.0210
0.0181
0.0219
0.0239
0.0182
0.0168
0.0147
0.0147
0.0170
0.0134
0.0130
0.0148
O.C160
0.0148
0.0118
0.0099
0.0113
0.0108
0.0069
0.0066
0.0062
0.0053
0.0062
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA S'PEED MATRIX U)
LA COMBINED GAS 6 DSL - NONFREEWAY
(CONTINUED)
MPH
-4
-3
-2
0
CO
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0154
0 . 0 1 3.4
0.0130
0.0126
0.0139
0.0111
0.0100
0.0130
0.0096
0.0074
0.0062
0.0057
0.0044
0.0047
0.0032
0.0029
0.0048
0.0035
0.0019
0.0028
0.0027
0.0020
0.0012
0.0015
0.0016
0.0021
0.0013
0.0006
0.0007
0.0029
G.0204
0.0188
0.0139
0.0163
0.0122
0.0115
0.0108
0.0074
0.0066
0.0056
0.0051
0.0062
0.0039
0.0031
0.0022
0.0028
0.0014
0.0018
0.0011
0.0012
0.0010
0.0006
0.0007
0.0007
0.0006
0.0006
0.0003
O.OOJ2
0.0005
0.0005
0.0631
0.0573
0.0490
0.04C6
0.0355
0.0362
0.0330
0.0231
0.0196
0.0192
0.0167
0.0120
O.C084
O.C080
O.CC82
0.0070
0.0036
0.0048
0.0050
0.0031
0.0023
0.0016
0.0026
0.0024
0.0012
O.CC18
0.0015
0.0013
O.CCC8
O.GOC3
0.2566
0.2530
0.2319
0.2121
0.2111
0.1827
0.1569
0.1364
0.1229
0.1113
0.0880
0.0654
0.0568
0.0502
0.0394
0.0279
0.0275
0.0227
0.0228
0.0227
0.0202
0.0193
0.0196,
0.0172
0.0155
0.0138
0.0091
0.0066
0.0045
0.0045
0.9088
0.9578
0.9527
0.9833
0.8854
0.7950
0.7682
0.7120
0.5728
0.4972
0.4394
0.3634
0.3144
0.2267
0.2013
0.2043
0.1782
0. 1568
0.1613
0.1822
0.1652
0.1688
0.2069
0.2176 .
0.2322
0.2179
0.1172
0.0623
0.0526
0. 1824
0.3717
0.3358
0.3011
0.2851
0.2733
0.2336
0.2039
0.1774
0.1584
0.1329
0.1009
0.0861
0.0794
0.0634
0.0484
0.0429
0.0419
0.0359
0.0325
0.0308
0.0306
0.0303
0.0270
0.0249
0.0233
0.0170
0.0116
0.0062
0.0062
0.0
0.0459
0.0352
0.0321
0.0337
0.0286
0.0227
0.0201
0.0190
0.0181
0.0121
0.009_4
0.0088
0.0086
0.0051
0.0053
0.0048
0.0049
0.0055
0.0031
0.0035
0.0028
0.0037
0.0026
0.0030
0.0017
_ Q.0019
0.0010
0.0006
0.0
0.0
0.0117
0.0079
0.0117
0.0105
0.0066
0.0068
0.0048
0.0055
0.0044
0.0024
O.OQ26
0.0030
0.0024
0.0020
0.0018
0.0010
0.0008
0.0010
0.0005
0.0005
0.0006
0.0004
0.0003
0.0001
0.0002
0.0001
0.0001
0.0
0.0
0.0
0.0032
0.0046
0.0038
0.0031
0.0019
0.0011
0.0010
0.0007
0.0004
0,0001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0,0
0.0
0.0
0.0
0.0
-------
TRANSITION-PROBABILITY MATRIX
LA COMBINED GAS L DSL - NONFREEWAY
MPH
-4
-3
-2
-1
OD
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
lb
19
20
21
22
23
24
25
26
27
28
29
30
31
0.0
0.0
0.0
0.0
0.0091
0.0094
0.0129
0.0161
0.0209
0.0263
0.0261
0.0258
0.0282
0.0328
0.0301
0.0289
0.0309
0.0273
0.0282
0.0238
0.0220
0.0230
0.0205
O.G186
0.0173
0.0138
0.0183
0.0134
0.0102
0.0128
0.0105
0.0091
0.0
0.0
0.0
0.0401
0.0350
0.0390
0.05J1
0.0562
0 .0630
0.0676
0.0632
0 . 06 5 0
0.0786
O.C773
0.0740
0.0753
0.0793
0.0727
0.0700
O.G627
0.0599
0.0611
0.0532
0.0489
0.0460
0.0475
0.0417
0.0344
O.J291
0.0320
0.0258
0.0211
0.0
0.0
0.0548
0. 1173
0. 1074
0. 1117
0. 1219
0.1281
0. 1341
0.1336
0.1314
0.1374
0. 1554
0.1513
0. 1567
0.1565
0*1599
J. 15C7
0.1433
0.1433
0.1355
0. 1339
0. 1156
0.11C3
0. 10S5
0.1057
0.0932
O.G875
0.0765
0.0801
0.0647
... 0*05£3-
0.0
0.2627
0.2602
0.2788
0.2591
0.2615
0.2685
0.2729
0.2746
0.2703
0.2740
0.2915
0.2948
0.2877
0.2976
0.2942
0.2998
0.2901
0.2820
0.2909
0.2805
0.2761
0.2542
0.2504
0.2577
0.2485
0.2388
0.2422
0.2359
0.2289
0.2142
0.2095
0.9775
0.7293
0.6952
0.6918
0.6893
0.6706
0.6776
0.6756
0.6510
0.6410
0.6452
0.6348
0.6230
0.6062
0.6044
0.6165
0.6103
0.6058
C.6076
0.6187
0.6294
0.6399
0.6598
0.6769
0.6755
C.6854
0.6937
0.7063
0.7252
0.7323
0.7307
0.7451
0.9900
0.8883
0.8719
0. 8689
C.8708
0.8669
0.8698
0.8701
0.8582
0.8621
0.8617
0.8626
0.8608
0.3497
0.8533
0.8602
0.8570
0.8535
C.8638
0.8775
0.8818
0.8894
0.9031
0.9189
0.9232
0.9296
0.9373
0.9426
0.9552
0.9564
0.9546
0.96-42-
0.9951
0.9639
0.9588
0.9560
0.9573
0.9568
0.9574
0.9543
0.9547
0.9577
0.9581
0.9562
0.9594
0.9584
0.9619
0.9637
0.9601
0.9608
0.9643
0.9697
0.9697
0.9671
0.9754
0.9789
0.9787
0.9789
0.9828
0.9853
0.9885
0.9889
0.9884
0.9912 -
0.9986
0.9906
0.9885
0.9881
0.9885
0.9888
0.9895
0.9878
0.9875
0.9894
0.9873
0.9851
0.9885
0.9888
0.9900
0.9902
0.9883
0.9911
0.9917
0.9907
0.9900
0.9910
0.9931
0.9944
0.9935
0.9937
0.9960
0.9963
0.9965
0.9969
0.9964
0»-9981-
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
I. 0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
I. 0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
-------
TRANSITION-PROBABILITY MATRIX {CONTINUED)
LA COMBINED GAS £ DSL - NONFREEWAY
MPH
-4
-3
-1
0
oo
CO
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50'
51
52
53
54
55
56
57
58
59
60
0.0079
0.0080.
0.0079
0.0095
0.0085
0.0083
0.0119
0.0105
0.0093
0.0092
0.0103
0.0091
0.0129
0.0102
0.0099
0.0182
0.0150
0.0085
0.0112
0.0119
0.0089
0.0047
0.0058
0.0059
0.0083
0.0091
0.0083
0.0112
0.0153
0.0191
0.0198
0.0131
0.0178
0.0174
0.0172
0.0186
O.G177
0.0164
0.0168
0.0216
0.0173
0.0214
0.0173
0.0193
0.0234
0.0227
0.0131
0.0161
0,0162
0.0118
0.0074
0.0085
0.0082
0.0105
0.0114
0.0114
0.0186
0.0178
0.0531
0.0501
0.0435
0.0420
0.0452
0.0445
0. 03*57
0.0391
0.0408
0.0418
0,0434
0.0349
0.0435
0.0437
0.0433
0.0369
0.0433
0.0351
O.C285
0.0266
0.0189
0.0174
0.0176
0.0126
0.0175
0.0217
0.0280
0.0310
0.0195
0.2034
0.1938
0.1763
0.1858
0.1857
0.1743
0.1643
0.1738
0.1820
0.1735
0.1622
0.1535
0.1817
0.1710
0.1382
0.1416
0.1413
0.1352
0.12C7
0.1164
0.1039
0.0925
0.0817
0.0688
0.0714
0.0861
0.1121
0.0991
0.0433
0.7722
0.7840
0.7919
0.7887
0.7969
0.8099
0.8149
0.8015
0.8128
0.8311
0.8222
0.8109
0.8058
0.8209
0.8343
0.8190
0.8172
0.8418
0.8593
0.8494
0.8483
0.8855
0.8953
0.9086
0.'9257
0.9111
0.9117
0.9046
1.0000
0.9717
0.9706
0.9704
0.9748
0.9765
0.9786
0.9769
0.9750
0.9815
0.9821
0.9785
C.9770
0.9804
0.9773
0.9804
0.9785
0.9721
0.9844
0.9839
0.9853
0.9818
C.9888
0.9885
0.9930
0.9924
0.9926
0,9917
1.0000
1.0000
0.9926
0.9904
0.9915
0.9943
0.9940
0.9952
0.9943
0.9948
0.9968
0.9961
0.9946
0.9949
0.9944
0.9942
0.9967
0.9969
0.9958
0.9979
0.9980
0.9975
0.9982
0.9988
0.9997
0.9991
0.9997
0.9994
1.0000
1.0000
1.0000
0.9973
0.9976
0.9981
0.9987
0.9992
0.9992
0.9993
0.9996
0.9999
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000 .
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
' 1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1,0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
_ 1.0000
1.0000
1.0000
1.0000
-------
OD
LA COMBINED GAS £ DSL - NONFREEWAY
THE STATISTICS FOR CYCLE 2106204593 ARE AS FOLLOWS:
KOLMOGOROV-SMIRNOV DIFFERENCES:
MATRIX:
CRUISE:
ACCEL:
DECEL:
SPEED:
DEL SPD:
DIFFERENCE
0.0512
O.J58J
0.0850
0.1119
0.0378
0.0456
SL
C.353
0.542
C.700
C.344
C.220
C.4S8
SUMMARY PERCENTAGE MEASURES:
INPUT CYCLE
IDLE: 30.09 28.79
CRUISE: 32.02 29.09 *
ACCEL: 21.24 20.91
DECEL: 16.65 21.21
AVERAGE SPEED FOR INPUT MATRIX:
AVERAGE SPEED FOR CYCLE:
CYCLE DISTANCE:
CYCLE DURATION:
15.10 MPH
14.55 MPH
1.15 MILES
4.75 MI'NUTES
* THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE.
-------
DRIVING SCHEDULE FOR CYCLE 2106204593
RECORD MPH
LA GAS + DSL NCN-FREEWAY .864-SEC INTERVAL
PAGE 1 OF 2
RECORD MPH RECORD MPH RECORD
MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
c
0
0
c
0
c
0
c
0
G
0
0
0
0
c
Q
0
0
0
G
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
0
0
0
1
0
0
2
2
3
6
4
4
4
3
1
1
0
0
0
0
0
0
0
0
0
1
2
2
5
5
6
7
8
6
7
7
7
7
7
7
7
8
8
8
7
11
12
16
12
11
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
14
17
16
16
12
13
13
13
13
16
12
12
11
11
11
11
12
13
11
8
6
4
5
7
8
8
7
7
6
9
11
11
10
11
10
11
11
13
15
14
16
17
17
17
17
17
15
16
14
14
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
16
15
16
16
16
16
17
18
19
19
20
21
21
21
.. 21
20
20
19
19
19
18
19
19
20
20
20
20
20
20
20
19
21
22
21
20
22
22
22
23
23
24
25
29
29
29
29
31
31
30
30
185
-------
RECORD
DRIVING SCHEDULE FOR CYCLE 2106204593
LA GAS + DSL NCN-FREEWAY ,864-SEC INTERVAL
MPH
RECORD
PAGE
MPH
2 OF 2
RECORD
MPH
RECORD MPH
2J1
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
30
30
31
31
32
31
31
32
33
33
33
34
34
35
36
36
36
34
33
32
32
32
32
32
32
32
33
33
34
34
33
32
32
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
32
33
33
33
33
34
34
35
35
35
35
35
35
35
35
36
38
38
38
37
40
39
39
39
38
39
39
40
41
42
42
42
40
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
40
40
39
37
37
36
35
34
33
32
28
26
, 22
20
19
18
17
16
14
13
12
11
10
8
7
6
4
3
2
1
0
0
0
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
186
-------
DRIVING SCHEDULE FOR
CYCLE 2106204593
LA GAS * DSL NON-FREEWAY 1-SEC INTERVAL
PAGE I OF 2
SECOND MPH SECOND MPH SECOND MPH SECOND MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.24
0.60
0.0
1.43
2.00
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
3.08
5.63
4.00
4.00
3.34
1.37
1.00
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.23
1.39
2.00
4.11
5.00
6.02
7.18
7.33
6.49
7.00
7.00
7. CO
7.00
7.00
7.44
8.00
8.00
7.09
11.06
12.89
14.48
11.46
13.08
16.56
16.00
15.33
12.32
13.00
13.00
13.00
15.86
12.00
11.73
11.00
11.00
11.00
187
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
,116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
11.90
12.89
10.36
7.26
4.94
4.69
6.69
8.00
7.84
7.00
6.53
7.89
10.57
11.00
10.10
10.74
10.42
11.00
12.46
14.78
14.09
16.20
17.00
17.00
17.00
17.00
15.02
15.70
14.00
14.93
15.38
15.78
16.00
16.00
16.25
17.41
18.56
19.00
19.88
21.00
21.00
21.00
20.49
20.00
19.18
19.00
18.86
18.30
19.00
19.61
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182 _
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
20.00
20.00
20.00
20.00
20.00
19.44
20.43
21.87
20.97
20.37
22.00
22.00
22 . 66
23.00
23.97
25.52
29.00
29.00
29.00
30.52
31.00
30.00
30.00
30.00
30.55
31.00
31.86
31.00
31.18
32.33
33.00
33.00
33.81
34.00
35.12
36.00
36.00
34.81
33.25
32.09
32.00
32.00
32.00
32.00
32.00
32.85
33.01
34.00
33.68
32.52
-------
DRIVING SCHEDULE FOR
CYCLE 2106204593
LA GAS * DSL NON-FREEtaAY 1-SEC INTERVAL
PAGE 2 OF 2
SECOND MPH SECOND MPH SECOND MPH SECOND MPH
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
32.00
32.00
32.95
33.00
33.00
33.43
34.00
34.74
35.00
35. CO
35.00
35.00
35.00
35.00
35.84
38.00
38.00
37.69
38.42
39.37
39.00
39.00
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
38. 10
39.00
39.42
40.57
41.73
42.00
41.91
40.00
40.00
39.48
37.65
37.00
36.01
34.85
33.69
32.54
29.52
26.44
22.26
19.91
18.75
17.59
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
16.44
14.56
13.12
11.96
10.81
9.30
7.49
6.33
4.35
3.02
1.86
0.-70
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
188
-------
INPUT INITIAL SPEED VS DELTA, SPEED MATRIX
NY COMBINED GAS 6 DSL - FREEWAY
MPH
-4
-3
-2
-1
0
TOTALS
00
0
1
2
3 .
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
0
0
0
0
69
23
27
. 24
30
44
57
47
40
61
58
45
55
55
65
43
57
53
73
76
73
93
~1 15
117
108
108
101
108
0
0
0
224
65
65
62
64
97
84
50
69
92
96
75
81
68
92
72
67
83
90
111
97
92
96
100
107
124
89
99
137
0
0
493
288
284
267
223
248
228
155
185
226
240
220
221
241
238
193
179
250
261
228
239
256
251
266
293
248
283
335
359
301
0
859
750
772
714
760
803
761
778
697
731
772
719
602
601
697
669
635
625
646
663
631
653
618
766
794
777
834
978
990
963
1010
55574
1355
1302
1797
1925
1875
1765
1682
1721
1802
1884
1805
1775
1857
1909
1785
1810
1688
1643
1379
1356
1503
1489
1568
1628
1936
2434
2282
2307
2479
2708
2889 .
1058
843
673
729
720
786
785
777
735
765
855
845
804
726
744
777
710
703
725
762
723
786
754
838
967
912
970
1067
1129
1187
1126
1353
318
258
306
250
249
266
254
184
184
251
223
195
203
219
199
187
167
215
232
224
221
264
235
282
314
274
331
356
325
302
326
418
217
90
64
74
77
69 ,
62
49
60
92
66
46
74
117
71
44
62
79
97
86
83
106
100
127
108
115
115
138
165
155
150
123 ...
63
25
24
39
44
38
50
42
35
38
35
31
40
31
32
38
55
59
61
55
63
70
84
50
57
3.8
44
43
34
21
18
__L2
57230
3430
3612
4173
4147
4149
4031
3831
3868
3928
4086
4036
3987
3929
3910
3895
3834
3719
3699
3512
3515
3731
3738
3912
4256
4544
5179
5192
5453
5666
5850
6351-
-------
MPH
-4
MPUT INITIAL SPEED VS DELTA SPEED MATRIX (CONTINUED)
MT COMBINED GAS & DSL - FREEWAY
-3
-2
-1
TOTALS
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
bO
51
52
53
54
55
56
57
58
59
60
96
121
102
109
102
101
87
102
92
98
81
73
66
46
28
23
20
17
18
27
23
22
14
13
14
15
17
12
10
120
118
114
101
95
83
90
88
81
71
76
91
68
59
45
87
69
43
41
38
36
21
34
27
34
28
22
13
25
340
401
3C8
303
302
355
350
266
258
266
285
291
252
248
312
375
237
247
295
269
171
120
129
' 112
74
69
55
62
62
1196
1287
1172
1120
1281
1189
1196
1155
1190
1109
1115
1126
1023
1161
1305
1297
1093
1149
1102
1012
793
658
566
422
370
341
313
234
272
3465
3783
3486
3498
3710
3804
4089
3956
4194
3749
3677
3888
3978
3964
3876
3599
3667
3580
3C93
2908
2612
2303
1683
1430
1412
1206
1110
957
796
1422
1399
1367
1438
1401
1346
1292
1340
1334
1306
1249
1190
1377
1598
1436
1336
1535
1414
1224
941
879
708
505
472
407
366
309
312
0
369
324
318
385
358
350
282
317
330
345
309
247
312
415
303
209
217
254
178
115
85
86
58
63
46
56
30
0
0
97
91
84
96
76
51
57
43
50
38
21
9
12
14
11
15
10
17
17
10
9
7
5
3
2
0
0
0
0
10
4
7
I
8
2
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7115
7528
6958
7051
7333
7281
7443
7267
7530
6983
6813
6915
7088
7505
7316
6941
6848
6721
5968
5320
4608
3935
2994
2542
2359
2081
1856
1590
1165
TOTALS
3374
4476
14533
50515
200385
58237
14593
3926
1408
351447
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEED MATRIX (?)
NY COMBINED GAS & DSL - FREEWAY
MPH
-3
-2
-1
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
0.0
0.0
0.0
0.0
0.0196
0.0065
0.0077
0.0068
0.0085
0.0125
0.0162
0.0134
0.0114
0.0174
0.0165
0.0128
0.0156
0.0156
0.0185
0.0122
0.0162
0.0151
0.0208
0.0216
0.0208
0.0265
0.0327
0.0333
0.0307
0.0307
0.0287
0.0
0.0
0.0
0.0637
0.0185
0.0185
0.0176
0.0132
0.0276
0.0239
0.0142
0.0196
0.0262
0.0273
0.0213
0.0230
0.0193
0.0262
0.0205
0.0191
0.0236
0.0256
0.0316
0.0276
0.0262
0.0273
0.0285
0.0304
0.0353
0.0253
0.0282
0.0
0.0
0. 1403
0.0819
C.08C8
0.0760
0.0635
0.0706
0.0649
0.0441
0.0526
O.C643
0.0663
0.0626
0.0629
0.0686
0.0677
0.0549
0.0509.
0.0711
0.0743
0.0649
0.0680
0.0728
0.0714
0.0814
O.C834
0.07C6
0.0805
0.0953
0.1021
0.0
0.2444
0.2134
0.2197
0.2032
0.2162
0.2285
0.2165
0.2214
0.1983
0.2080
0.2197
0.2046
0.1713
0.1710
0.1983
0.1904
0.1807
0.1778
0.1838
0.1886
0.1795
0.1858
0.1758
0.2180
0.2259
0.2211
0.2373
0.2783
0.2817
0.2740
15.8129
0.3855
0.3705
0.5113
0.5477
0.5335
0.5022
0.4786
0.4897
0.5127
0.5361
0.5136
C.5051
0.5284
0.5432
0.5079
0.5150
0.4803
0.4675
0.3924
0.3858
0.4277
0.4237
0.4462
0.4632
0.5509
0.6926 x
0.6493
0.6564
0.7054
0.7705
0.3010
0.2399
0.1915
0.2074
0.2049
0.2236
0.2234
0.2211
0.2091
0.2177
0.2433
C.2404
0.2288
0.2066
0.2117
0.2211
.0.2020
0.2000
0.2063
0.2168
0.2057
0.2236
0.2145
0.2384
0.2751
0.2595
0.2760
0.3036
0.3212
0.3377
0.3204
0.0905
0.0734
0.0871
0.0711
0.0708
0.0757
0.0723
0.0524
0.0524
0.0714
0.0635
0.0555
0.0578
0.0623
0.0566
0.0532
0.0475
0.0612
0.0660
0.0637
0.0629
0.0751
0.0669
0.0802
0.0893
0.0780
0.0942
0.1013
0.0925
0.0859
0.0928
0.0617
0.0256
0.0182
0.0211
0.0219
0.0196
0.0176
0.0139
0.0171
0.0262
0.0188
0.0131
0.0211
0.0333
0.0202
0.0125
0.0176
0.022~5
0.0276
0.0245
0.0236
0.0302
0.0285
0.0361
0.0307
0.0327
0.0327
0.0393
0.0469
0 . 044 1
0.0427
0.0179
0.0071
0.0068
O.Olli
0.0125
0.0108
0.0142
0.0120
0.0100
0.0108
0.0100
0.0088
0.0114
0.0088
0.0091
0.0108
0.0156
0.0168
0.0174
0.0156
0.0193
0.0199
0.0239
0.0142
0.0162
0.0108
0.0125
0.0122
0.0097
0.0060
0.0051
-------
NORMALIZEJ INPUT INITIAL SPEED VS DELTA SPEED MATRIX U)
NY COMBINED GAS £. DSL - FREEWAY
(CONTINUED)
MPH
-4
-3
-2
-1
vo
ro
31
32
33
34
35
36
37
38
J9
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0307
0.0273
0.0344
0.0290
0.0310
0.0290
0.0287
0.0248
0.0290
0.0262
0.0279
0.0230
0.0208
0.0188
0.0131
0.0080
0.0065
O.J057
0.0048
0.0051
0.0077
0.0065
0.0063
0.0040
0.0037
0.0040
0.0043
0.0048
0.0034
0.0028
0.0390
0.0341
0.0336
0.0324
0.0287
0.0270
0.0236
0.0256
0.0250
0.0230
0.02 J2
O.C216
0.0259
0.0193
0.0168
0.0128
0.0248
0.0196
0.0122
0.0117
0.0108
0.01 32
0.0068
0.0097
0.0077
C.C097
O.OOdO
0.0063
0.0037
0.0071
0.0856
O.C967
0.1141
O.G876
0.0862
0.0859
0. 1010
0.0996
0.0757
0.0734
0.0757
O.G811
0.0828
0.0717
0.07C6
0.0888
0.1067
0.0674
C.0703
0.0839
0.0765
0.0487
0.0341
0.0367
0.0319
0.0211
0.01S6
0.0156
0.0176
0.0176
0.2874
0.3403
0.3662
0.3335
0.3187
0.3645
0.3383
0.3403
0.3286
0.3386
0.3156
0.3173
0.3204
0.2911
0.3303
0.3713
0.3690
0.3110
0.3269
0.3136
0.2880
0.2256
0,1872
0.1610
0.1201
0.1053
0.0970
O.C891
0.0666
0.0774
0.8220
0.9859
1.0764
0.9919
0.9953
1.0556
1.0824
1. 1635
1.1256
1.1934
1.0667
1.04&2
1.1063
1.1319
1.1279
1. 1029
1.0241
1.0434
1.0186
0.8801
0.8274
0.7432
0.6553
0.4789
0.4069
0.4018
0.3432
0.3158
0.2723
0.2265
0.3850
0.4046
0.3981
0.3890
0.4092
0.3986
0.3830
0.3676
0.3813
0.3796
0.3716
0.3554
0.3386
0.3918
0.4547
C.4086
0.3801
0.4368
0.4023
0.3483
0.2678
0.2501
0.2015
0.1437
0.1343
0.1158
0.1041
C.0879
0.0388
0.0
0. 1189
0. 1050
0.0922
0.0905
J. 1095
0. 1019
O.C996
0.0802
0.0902
0.0939
0.0982
0.0879
0.0703
0.0888
0.1181
0.0862
0.0595
0.0617
0.0723
0.0506
0.0327
0.0242
0.0245
0.0165
0.0179
0.0131
0.0159
0.0085
0.0
0.0
0.0350
0.0276
0.0259
0.0239
0.0273
0.0216
0.0145
0.0162
0.0122
0.0142
0.0108
0.0060
0.0026
0.0034
0.0040
0.0031
0.0043
0.0028
0.0048
0.0048
0.0028
0.0026
0.0020
0.0014
0.0009
0.0006
0.0
0.0
0.0
0.0
0.0034
0.0028
0.0011
0.0020
0.0003
0.0023
0.0006
0.0
o.c
0.0003
0.0003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
TRANSITION-PROBABILITY MATRIX
NY COMBINED GAS & DSL - FREEWAY
MPH
-4
-3
-2
1
0
0
1
2
3
4
5
6
7
8
9
10
S n
w 12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
0.0
0.0
0.0
0.0
0.0166
0.0055
0.0067
Q..0063
0.0078
0.0112
0.0140
0.0116
0.0100
0.0155
0.0148
0.0116
0.0143
0.0148
0.0176
0.0122
0.0162
0.0142
0.0195
0.0194
0.0172
0.0205
0.0222
0.0225
0.0198
0.0191
0.0173
0.0170
0.0
0.0
0.0
0.0537
0.0323
0.0212
0.0221
0.0230
0.0328
0.0326
0.0262
0.0287
0.0331
0.0400
0.0340
0.0323
0.0321
0.0395
0.0370
0.0313
0.0398
0.0383
0.0492
0.0442
0.0388
0.0416
0.0415
0.0431
0.0425
0.0348
0.0342
0.0386
0.0
0.0
0. 1365
0. 1227
C.10C8
0.0856
0.0774
0. 0877
0.0918
0.0720
O.C715
0.0847
O.G933
O.OS60
0.0905
O.C942
0.0942
0.0914
0.0854
0.1025
0.1141
Q.09S4
0.1132
0.10S7
0. 0977
0.1045
0.0981
O.C9C9
0.0944
C.0939
0.0956
O.C860
0.0
0.2504
0.3441
0.3077
0.2730
0.2687
0.2766
0.2863
0.2929
0.2495
0.2504
0.2760
0.2736
0.2492
0.2442
0.2732
0.2686
0.2622
0.2544
0.2864
0.3027
0.2686
0.2879
0.2676
0.2777
0.2793
0.2481
0.2515
0.2738
0.2686
0.2602
0.2450
0.9711
0.6455
0.7046
0.7383
0.7372
0.7207
0.7145
0.7254
0.7378
0.7082
0.7115
0.7232
0.7188
0.7218
0.7325
0.7315
0.7407
0.7161
0.6986
0.6791
0.6885
0.6714
0.6862
0.6685
C.6602
0.7053
0,7181
0.6911
0.6969
0.7061
0.7231
0.6999
0.9896
0.8913
C.8909
0.9130
0.9108
0.9101
0.9092
0.9282
0.9279
0.9030
0.9207
0.9326
C.9205
.0.9066 .
0.9228
0.9309
0.9259
0.9051
0.8946
0.8961
0.8942
0.8821
0.8879
0.8827
0.8&75
0.9060
0.9054
0.8966
0.9039
0.9156
0.9156
0.9129
0.9951
0.9665
0.9756
0.9729
0.9708
0.9742
0.9722
0.9762
0.9754
0.9669
.0.9753
0.9809
0.9714
0.9623
0.9737
0.9789
0.9695
0.9629
0.9573
0.9599
0.9570
0.9528
0.9508
0.9548
0.9612
0.9663
0.9693
0.9651
0.9635
0.9689
0.9713
0.9787
0.9989
0.9927
0.9934
0.9907
0.9894
0.9908
0.9876
0.9890
0.9910
0.9903
0.9914.
0.9923
0.9900
JL.99ai
0.9918
0.9902
0.9857 .
0.9841
0.9835
0.9843
0.9807
0.9812
0.9775
0.9872
0.9866
0.9916
0.9915
0.9917
0.9938
0.9963
0.9969
0.9981
1.0000
__1.0000
1.0000
1,0000
1.0000
1.0000
1.0000
. 1 .0000
1.0000
1.0000
1,0000.
1.0000
1.0000
1.Q.OQO
1.0000
1.0000
.. 1,0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.00.00
1.0000
1.0000
1.0000
1.0000
1.0000
-------
TRANSITION-PROBABILITY MATRIX (CONTINUED)
NY COMBINED GAS & DSL - FREE'rfAY
MPH
-4
-3
-2
-1
32
33
34
35
36
37
38
3V
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0135
0.0161
0.0147
0.0155
0.0139
0.0139
0.0117
O.J140
0.0122
0.0140
0.0119
0. J106
0.0093
0.0061
0.0038
0.0033
0.0029
0.0025
0.0030
0.0051
0.0050
0.0056
0.0047
0.0051
0.0059
0.0072
0.0092
0.0075
O.J086
0.03J4
0.0317
0.0310
0.0298
0.0269
0.0253
0.0238
0.0261
0.0230
0.0242
0.0230
0.0237
0.0139
0.01*0
0.0100
0.0158
0.0130
O.OOB9
O.C099
0<0122
0.0128
0.0135
O.OlbO
0.0157
0.02J3
0.02J7
0.0210
0.0157
0.0300
O.C781
0.0850
0.0753
0.0728
0. C680
0.0740
O.C7C8
0.0627
0.0572
0.0623
0.0649
O.C658
0.0545
0.0470
0.0526
0.0699
0.0476
0.0457
O.C593
0.0628
0.0499
0.0440
0. J591
0. J598
O.U517
0.0538
0.05C6
0.0547
0.0833
0.2462
0.25'60
0.2437
0.2316
0.2427
0.2373
0.2315
0.2217
0.2153
0.2211
0.2285
0.2286
0.1988
0.2017
0.2310
0.2567
0.2072
0.2166
0.2440
0.2530
0.2220
0.2112
0.2482
0.2258
0.2086
0.2177
0.2193
0.2019
0.3167
0.7332
0.7585
0.7448
0.7277
0.7487
0. 7598
0.7809
0.7661.
0.7722
0.7580
0. 7682
C.7909
0.7600
0.7299
0.7608
0.7752
0.7427
0.7493
0.7622
0.7996
0.7888
0.7964
0.8103
0. 7884
0.8071
0.7972
0.8173
0.8038
1.0000
0.9331
0.9443
0.9412
0.9316
0.9397
0.9447
0.9545
0.9505
0.9494
0.9450
0.9516
0.9630
0.9543
0.9428
0.9571
0.9677
0.9669
0.9597
0.9673
0.9765
0.9796
0.9764
0.9790
0.9740
0.9797
0.9731
0.9838
l.COOO
1.0000
0.9850
0.9874
0.9869
0.9862
0.9885
0.9927
0.9923
0.9941 _
0.9932
0.9944
0.9969
0.9987
0.9983
0.9981
0.9985
0.9978
0.9985
0.9975
0.9972
0.9981
0.9980
0.9982
0.9983
0.9988
0.9992
1.0000
1.0000
1.0000
1.0000
0.9986
0.9995
0.9990
0.9999
0.9989
0.9997
1.0000
1.0000
0.9999
0.9999
1.0000
1.0000
1.0000
1.0000
I. 0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
uoooo
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
uoooo
1.0000
1.0000
1.0000
-------
NY COMBINED GAS £ DSL - FREEWAY
KOLMQGOROV-S
DI
MATRIX:
CRUISE:
ACCEL:.
DECEL:
H "SPEED:"
Ul
PEL..SPD:,
THE STAT
MIRNQV DIFF
FFERENCE
0.0619
0.0630
0.1807
0.1357
0.0754
0.0307
ISTICS 1
ERENCES:
.SL
C.167
0.510
0.009
C.141
C.050~
0.921
SUMMARY PERCENTAGE MEASURES:
INPUT _. CYCLE
IDLE: 15.81 15.74
CRUISE: 4172036.73
ACCEL: . 22*2_4 2J5.*31
DECEL: 20.74 22.22
AVERAGE SPEED FOR INPUT MATRIX:
AVERAGE SPEED FOR CYCLE:
CYCLE DISTANCE:
CYCLE DURATION:
26.39 MPH
26.91 MPH
2.09 MILES
4.67 MINUTES
THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE.
-------
DRIVING SCHEDULE FOR CYCLE 2037082365
NY GAS * DSL FREEWAY .864-SEC INTERVAL
PAGE 1 OF 2
RECORD MPH RECORD MPH RECORD MPH RECORD MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
-------
RECORD
DRIVING SCHEDULE FOR CYCLE 2037082365
NY GAS * DSL FREEWAY ,864-SEC INTERVAL
PAGE 2 OF 2
MPH RECORD MPH RECORD MPH RECORD
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
39
39
39
40
41
42
42
42
42
41
42
42
41
42
43
42
43
43
43
44
45
45
46
44
44
44
44
44
44
46
45
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
45
47
45
45
44
45
44
44
45
43
43
44
45
43
42
41
41
41
39
40
39
35
35
35
35
36
37
37
39
39
39
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
39
39
38
35
35
35
35
37
37
36
34
32
31
28
26
25
21
20
19
15
14
13
11
9
8
6
4
3
1
0
0
MPH
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
197
-------
SECOND
MPH
c
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
»8
49
50
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
o.c
0.0
1.46
0.22
0.0
0.0
0.0
0.0
0.0
0.0
2.97
4. CO
3.69
3.00
3.62
4. CO
5.87
9.00
9.00
9.41
10.56
11.00
12.76
13.00
13.00
13.35
14.51
14.33
14.00
14. S8
15.56
18.11
15.55
15.61
lo.OO
15.07
16. CO
16.24
17.00
17.00
17. CO
17.00
DRIVING SCHEDULE FOR
CYCLE 2037082365
NY GAS + DSL FREEWAY 1-SEC INTERVAL
PAGE 1 OF 2
SECOND MPH SECOND MPH
SECOND
MPH
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
17. C6
19.00
19.00
19.50
20.00
18.37
18.00
18.74
17.29
18.44
19.00
21.28
19.25
19.30
23.00
23.00
23.00
23.70
24.00
24.00
24.00
23.67
23.49
23.35
23.00
24.93
24.88
23.72
23.44
23.41
23.00
20.28
20.06
21.00
20.24
19.00
19.00
20.70
21.01
22.33
23.68
22.52
22.00
22.80
21.09
21.22
22.73
22.00
23.17
26.22
198
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
27.00
29.00
29.43
31.37
32.00
32.00
32.00
34.00
34.16
34.69
35.42
38.26
39.00
39.94
40.20
42.00
42.00
42.00
41.27
41.00
41.05
42.00
42.36
43.52
44.68
45.83
46.00
46.00
46.31
47.46
48.62
48.22
48.00
48.00
48.00
48.41
49.56
50.00
51.76
52.04
52.81
52.00
52.00
52.00
52.00
52.00
53.00
53.00
53.45
54.00
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
53.23
53.00
52.92
52.24
53.00
53.00
52.29
48.52
48.00
48.19
49.00
48.50
46.03
45.00
43.06
40.13
41.00
41.00
41.00
40.24
40.00
39.00
39.00
39.00
39.00
39.70
40.86
42.00
42.00
42.00
41.51
41.65
42.00
41.04
42.12
42.72
42.44
43.00
43.00
43.91
45.00
45.22
45.24
44.00
44.00
44.00
44.00
44.33
45.68
45.00
-------
DRIVING SCHEDULE FOR
CYCLE 2037082365
NY GAS * DSL FREEWAY 1-SEC INTERVAL
SECOND MPH
PAGE 2 OF
SECOND
MPH
SECOND
MPH
SECOND
MPH
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
46.28
45.41
45.00
44.11
44.73
44.00
44.58
43.52
43.00
44.06
44.57
42.63
41.47
41.00
41.00
39.00
39.64
37.74
35.00
35.00
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
35.00
35.94
37.00
37.52
35. '00
39.00
39.00
39.00
37.86
35.00
35.00
35.00
36.35
37.00
36.01
33.70
31.69
29.61
26.76
25.22
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
21.26
19.91
18.00
14.59
13.44
11.56
9.24
7-93
5.61
3.65
1.98
0.33
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
199
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX
NY COMBINED GAS £ DSL - NCJNFREEVvAY
MPH
-4
-3
-2
-1
TOTALS
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
0
0
0
0
625
411
518
508
506
483
589
580
614
612
687
711
666
727
694
647
600
641
625
572
486
416
452
348
254
232
229
231
0
0
0
1575
749
945
895
850
1023
1036
966
929
1062
1160
1005
934
1022
1073
900
837
899
896
780
626
653
658
650
448
4C6
375
464
322
0
0
6128
3651
3591
307b
2994
2967
2931
2494
2545
2670
2880
2422
2385
2570
2610
2189
1978
2001
2050
1925
1626
1547
1520
1568
1269
996
984
1C69
919
665
0
11055
8818
7393
6946
7130
7625
7319
6941
6726
6798
6827
6300
5907
5839
6211
5869
5403
5162
5221
5006
4564
413.7
3927
3982
3704
3098
2903
2931
2653
2176
1896
1126052
22244
17418
17181
21651
13670
13086
12745
14286
13156
12993
12944
13064
13279
13999
14239
14509
13869
13551
12827
12758
12567
12018
10643
9754
9176
8959
7968
6703
6188
5932
5196
14107
11306
6103
6511
6907
7499
7559
7712
7872
8063
8367
8423
8268
7686
7952
7935
7570
7316
6841
6579
6125
5491
5069
4978
4649
4102
3705
3563
3321
2852
2508
2372
3754
3479
4111
3372
3198
3376
3240
2791
2630
2863
2704
2493
2291
2621
2639
2143
1808
1993
2146
1955
1705
1523
1669
1693
1256
1052
1009
1071
938
680
687
718
1670
980
954
995
1072
998
820
769
931
904
743
639
788
936
768
586
625
754
780
593
536
579
654
497
323
307
377
397
275
225
210
180
1170
498
450
481
457
404
447
451
458
394
417
473
536
426
332
379
450
473
367
276
233
284
263
170
146
149
167
118
106
83
60
37
1146753
49562
43982
41159
45196
37709
37184
36112
37578
36119
36122
35978
35803
35049
35606
35708
35129
33797
32419
30936
29912
28470
26841
24653
22769
21132 -
19686
17812
15918
14357
13185
11627
-------
IMPUT INITIAL SPEED VS DELTA SPEED MATRIX (CONTINUED)
NY COMBINED GAS & DSL - NONFREEWAY
MPH
-4
-3
-2
-1
TOTALS
to
o
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
~58
59
60
205
197
177
154
150
109
104
79
84
54
52
34
27
27
23
24
18
12
13
8
10
10
8
10
5
7
8
6
30
275
228
205
165
104
109
95
99
77
57
48
58
36
31
18
21
13
13
8
21
10
9
11
10
3
9
9
5
4
649
626
556
359
314
305
280
257
177
179
183
135
99
92
85
83
50
63
53
55
64
52
35
29
22
31
29
22
17
1840
1736
1369
1181
1161
1155
1010
836
868
837
677
555
561
510
399
331
305
294
283
265
218
184
187
205
188
143
127
87
71
4976
4684
4527
4327
3665
3806
3526
3072
2506
2300
2501
2169
1946
1706
1596
1486
1303
1059
986
1018
1053
860
650
611
523
586
431
386
3824
2218
1914
1607
1425
1401
1351
1050
1008
1032
836
671
721
682
552
454
406
390
367
355
312
280
225
226
211
156
127
86
71
0
565
341
322
332
276
259
209
222
186
160
104
114
88
60
57
57
56
44
46
22
23
22
24
24
25
9
7
0
0
124
106
89
75
62
63
33
29
15
15
13
10
6
3
3
4
0
5
1
1
1
0
1
1
0
0
0
0
0
29
28
15
13
12
7
3
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10881
9860
8867
8031
7145
, 7164
6310
5603
4945
4438
4250
3796
3445
2981
2635
2412
2135
1857
1745
1702
1659
f 1362
1142
1101
922
912
697
577
3946
TOTALS
16309
25899
73121
188050 1576908 229445
73262
22525
11264 2216783
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEED MATRIX 1%)
NY COMBINED GAS £ DSL - NCNFREEWAY
MPH
-4
-3
-2
-1
M
O
0
1
2
3
4
5
6
7
d
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25.
26
27
28
29
30
0.0
0.0
0.0
0.0
0.0282
0.0185
0.0234
0.0229
0.0228
0.0218
0.0266
0.0262
0.0277
0.0276
0.0310
0.0321
0.0300
0.0328
0.0313
0.0292
0.0271
0.0289
0.0282
0.0258
0.0219
0.0188
0.0204
0.0157
0.0115
U.0105
0.0103
0.0
0.0
0.0
0.0710
0.0338
0.0426
0.04)4
0.0383
0.0461
0.0467
0.0436
0 . 04 1 9
0.0479
0.0523
0.0453
O.C421
0.0461
0.0434
0.04J6
0.0378
0.0406
0.04J4
0.0352
0.0282
0.02^5
0.0297
0.0293
0.0202
0.0183
0.0169
0.0209
0. 0
0.0
0.2764
0. 1647
0. 1620
0.1388
0.1351
0.1338
0. 1322
0.1125
0. 1148
0. 1204
0. 1299
0. 1093
0. 1076
0.1159
0.1177
O.CS87
C.C892
0.0903
0.0925
0.0868
0.0733
0.0698
0.0686
0.07C7
0.0572
0.0449
0.0444
0.0482
0.0415
0.0
0.4987
0.3978
0.3335
0.3133
0.2216
0.3440
0.3302
0.3131
0.3034
0.3067
0.3080
0.2842
0.2665
0.2634
0.2802
0.2648
0.2437
0.2329
0.2355
0.2258
0.2059
0.1866
0.1771
0.1796
0.1671
0.13S8
0.1310
0.1322
0.1197
0.0982
50.7967
1.0034
0.7857
0.7750
0.9767
0.6257
0.5903
0.5749
0.6444
0.5935
0.5861
0.5839
0.5893
0.5990
0.6315
0.6423
0.6545
0.6256
0.6113
0.5786
0.5755
0.5669
0.5421
0.4801
0.4400
0.4139
0.4041
0.3594
0.3024
0.2791
0.2676
0.6364
0.5100
0.2753
0.2937
0.3116
0.3383
0.3410
0.3479
0.3551
0.3637
0.3774
0.3800
0.3730
0.3467
0.3587
0.3580
0.3415
0.3300
0.3086
0.2968
0.2763
0.2477
0.2287
0.2246
0.2097
0.1850
0.1671
0.1607
0.1498
0.1287
0.1131
0.1693
0.1569
0.1854
0.1521
0.1443
0.1523
0.1462
0. 1259
0.1186
0.1292
0.1220
0.1125
0.1033
0.1182
0.1190
0.0967
0.0816
0.0899
0.0968
0.0882
0.0769
0.0687
0.0753,
0.0764
0.0567
0.0475
0.0455
0.0483
0.0423
0.0307
0.0310
0.0753
0.0442
0.0430
0.0449
0.0484
0.0450
0.0370
0.0347
0.0420
0.0408
0.0335
0.0288
0.0355
0.0422
0.0346
0.0264
0.0282
0.0340
0.0352
0.0268
0.0242
0.0261
0.0295
0.0224
0.0146
0.0138
0.0170
0.0179'
0.0124
0.0101
0.0095
0.0528
0.0225
0.0203
0.0217
0.0206
0.0182
0.0202
0.0203
0.0207
0.0178
0.0188
0.0213
0.0242
0.0192
0.0150
0.0171
0.0203
0.0213
0.0166
0.0125
0.0105
0.0128
0.0119
0.0077
0.0066
0.0067
0.0075
0.0053
0.0048
0.0037
0.0027
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEED MATRIX U) (CONTINUED)
NY COMBINED GAS £ DSL - NONFREEWAY
MPH
-4
-3
-2
-1
31
32
33
34
35
36
37
38
39
40
41
o 42
w 43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0104
0.0092
0.0089
0.0080
0.0069
0.0068
0.0049
0.0047
0.0036
0,0038
0.0024
0.0023
0.0015
0.0012
0.0012
0.0010
0.0011
0.0008
0.0005
0.0006
0.0004
0.0005
0.0005
0.0004
0.0005
0.0002
0.0003
0.0004
0.0003
0.0014
0.0150
0.0124
0.0103
0.0092
0.0074
0.0047
0.0049
0.0043
0.0045
0.0035
0.0026
0.0022
0.0026
0.0016
0.0014
O.OOJ8
0.0009
0.0006
0.0006
0.0004
o.oao9
0.0005
0.0004
0.0005
0.0005
O.OOQ1
0.0004
0.0004
C.C002
0.0002
0.0300
0.0293
0.0282
0.0251
0.0162
0.0142
0.0138
0.0126
0.0116
0.0080
0.0081
O.CC83
0.0061
0.0045
0.0042
0.0038
0.0037
0.0023
G.CC28
0.0024
0.0025
0.0029
O.C023
0.0016
0.0013
0.0010
0.0014
0.0013
0.0010
0.0008
0.0855
0.0830
0.0783
0.0618
0.0533
0.0524
0.0521
0.0456
0.0377
0.0392
0.0378
0.0305
0.0250
0.0253
0.0230
0.0180
0.0149
0.0138
0.0133
0.0128
0.0120
0.0098
0.0083
0.0084
0.0092
0.0085
0.0065
0.0057
0.0039
0.0032
0.2344
0.2245
0.2113
0.2042
0.1952
0. 1653
0. 1717
0.1591
0.1386
0.1130
0. 1038
0.1128
0.0978
0.0878
0.0770
0.0720
0.0670
0.0588
0.0478
0.0445
0.0459
0.0475
0.0388
0.0293
0.0276
0.0236
0.0264
0.0194
0.0174
0.1725
0.1070
0.1001
0.0863
0.0725
0.0643
0.0632
0.0609
0..0474
0.0455
0.0466
0.0377
0.0303
0.0325
0.0308
0.0249
0.0205
0.0183
0.0176
0.0166
0.0160
0.0141
0.0126
0.0101
0.0102
0.0095
0.0070
0.0057
0.0039
0.0032
0.0
0.0324
0.0255
0.0154
0.0145
0.0150
0.0125
0.0117
0.0094
0.0100
0.0084
0.0072
0.0047
0.0051
0.0040
0.0027
0.0026
0.0026
0.0025
0.0020
0.0021
OiOOlO
0.0010
0.0010
0.0011
0.0011
0.0011
0.0004
0.0003
0.0
0.0
0.0081
0.0056
0.0048
0.0040
0.0034
0.0028
0.0028
0,0015
0.0013
0.0007
0.0007
0.0006
0.0005
0.0003
0.0001
0.0001
0.0002
0.0
0.0002
0.0000
0.0000
0.0000
0.0
0.0000
0.0000
0.0
0.0
0.0
0.0
0.0
0.0017
0.0013
0.0013
0.0007
0.0006
0.0005
O.C003
0.0001
0.0000
0.0
0.0
0.0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
'0.0
0.0
0.0
-------
NY
TRANSITIGN-PROBAttlLITY MATRIX
COMBINED GAS I OSL - NONFREEWAY
MPH
-4
-3
-2
-1
0
1
2
3
<*
5
6
7
8
9
10
1 1
12
13
14
15
16
17
18
19
20
21
22
23
24
25-
26
27
28
29
30
31
O.J
0.0
0.0
0.0
0.0138
0.0109
0.0139
0.0141
0.0135
0.0134
0.0163
0.0161
0.0171
0.0175
0.0193
0.0199
0.0190
0.0215
0.0214
0.0209
0.0201
0.0225
0.0233
0.0232
0.0213
0.0197
0.0230
0.0195
0.0160
0.0162
0.0174
0.0199
0.0
0.0
0.0
0.0383
0.03J4
0.0360
0.0380
0.0376
0.0407
0.0421
0.0430
J.0419
0.0468
0.0536
0.0475
0.0461
0.0481
0.0533
0.0492
0.0480
C.C501
0.0540
0.0523
0.0486
0.0500
0.0508
0.0560
0.0447
0.0415
0.0423
0.0526
0.0484
0.0
0.0
0.1393
0.1270
C. 1099
0.1175
0.1185
0.1198
0. 1187
0. 1111
0.1135
0. 1162
0. 1273
0. 11S7
0. 1145
0.1180
0.1223
0. 1180
0.1102
0. 1127
0.1186
0.1216
0.1129
0.1113
0. 1168
0. 1250
0.1204
0.10C6
0.1033
0.1167
0. 1223
0.1056
0.0
0.2231
0.3398
0.3066
0.2635
0.3066
0.3236
0.3224
0.3034
0.2973
0.3017
0.3C59
0.3032
0.2882
0.2785
0.2920
0.2894
0.2779
0.2694
0.2814
0.2860
0.2819
0.2671
0.2706
0.2917
0.3003
0.2778
0.2636
0.2874
0.3015
0.2873
0.2687
0.9819
0.6719
0. 7358
0.7240
0.7426
0.6744
0.6755
0.6754
0.6836
0.6616
0.6614
C.6657
0.6681
0.6671
0.6717
0.6907
0.7024
0.6883
0.6874
0.6960
0.7125
0.7233
0.7148
0.7023
0.7201
0.7345
0.7329
0.7109
0.7085
0.7325
0.7372
0.7156
0.9942
0.9000
0.8746
0.8822
0.8954
0.8733
0.8788
0.8889
0.8930
0.8848
0.8930
0.8998
0.8990
0.8864
0.8950
0.9130
0.9179
0.9047
0.8984
0.9087
0.9173
0.9162
0.9037
0.9043
0.9242
0.9286
0.9211
0.9110
0.9171
0.9312
0.9274
0.9196
0.9975
0.9702
0.9681
0.9641
J.9662
0.9628
0.9659
0.9662
0.9630
0.9641
0.9679
J.9691
0.9630
0.9611
0.9691
0.9730
0.9694
0.9637
0.9646
0.9719
0.9743
0.9697
0.9658
0.9729
0.9794
0.9784
0.9724
0.9711
0.9761
0.9785
0.9795
0.9813
0.9990
0.9900
0.9898
0.9883
0.9899
0.9893
0.9880
0.9875
0.9878
0.9891
0.9885
0.9869
0.9850
0.9878
0.9907
0.9894
0.9872
0.9860
0.9887
0.9911
0.9922
0.9900
0.9902
0.9931
0.9936
0.9929
0.9915
0.9934
0.9933
0.9942
0.9954
0.9968
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
l.COOO
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
-------
TRANSITION-PROBABILITY MATRIX (CONTINUED)
NY COMBINED GAS £ DSL - NONFREEWAY
MPH
-4
-3
-2
-1
0
32
33
34
35
36
37
38
39
40~
41
42
to 43
g 44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0188
0.0200
0.0230
0.0192
0.0210
0.0152
0.0165
0.0141
0.0170
0.0122
0.0122
O.C090
0.0078
0.0091
0.0087
O.OiJO
0.0084
0.0065
0.0074
0.0047
0.0060
0.0073
0.0070
0.0091
0.0054
0.0077
0.0115
0.0104
0.0076
0.0441
0.0431
0.0431
0.0397
0.0355
0.0304
0.0315
0.0318
0.0326
0.0250
0.0235
0.0242
0.0163
0.0195
0.0156
0.0187
0.0145
0.0135
0.0120
0.0170
0.0121
0.0140
0.0166
0.0182
0.0087
0.0175
0.0244
0.0191
0.0086
0.1038
0.1066
0.1058
O.C844
0.0795
0.0730
0.0759
0.0776
0.0684
0.0653
0.0666
O.C5S8
0.0470
0.0503
0.0478
0.0531
0.0379
0.0474
0.0424
0.04S4
0.0506
0.0521
0.0473
0.0445
0.0325
0.0515
0.0660
O.C572
0.0129
0.2729
0.2827
0.2602
0.2315
0.2420
0.2342
0.2360
0.2268
0.2439
0.2539
0.2259
0.2060
0.2099
0.2214
0.1992
0.1903
0.1808
0.2057
0.2046
0.2051
0.1820
0.1872
0.2110
0.2307
0.2364
0.2083
0.2482
0.2G80
0.0309
0.7302
0.7577
0.7707
0.7703
0.7549
0.7655
0.7948
0.7751
C.7507
0.7722
0.8144
0.7774
0.7747
0.7937
0.8049
0.8064
0.7911
0.7760
0.7696
0.8032
0.8163
0.8186
0.7802
0.7856
0.8037
0.8509
0.8666
0.8769
1.0000
0.9340
0.9518
0.9520
0.9477
0.9510
0.9541
0.9612
0.9550
0.9594-
0.9606
0.9722
0.9673
0.9727
0.9789
0.9772
0.9747
0.9738
0.9736
0.9731
0.9865
C.9855
0.9838
0.9781
0.9773
0.9729
0.9901
0.9900
1.0000
1.0000
0.9859
0.9864
0.9883
0.9890
0.9896
0.9902
0.9943
0.9946
0.9970
0.9966
0.9967
0.9974
0.9983
0.9990
0.9989
0.9983
1.0000
0.9973
0.9994
0.9994
0.9994
1.0000
0.9991
0.9991
1.0000
1.0000
1.0000
1.0000
1.0000
0.9973
0.9972
0.9983
0.9984
0.9983
0.9990
0.9995
0.9998
1.0000
1.0000
0.9998
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1,0000
I. 0000
1.0000
1.0000
-------
o
en
NY COMBINED GAS 6 DSL - NONFREEWAY
THE STATISTICS FOR CYCLE 2120127413 ARE AS FOLLOWS:
KOLMOGOROV-SMIRNOV DIFFERENCES:
MATRIX:
CRUISE:
ACCEL:
DECEL:
SPEED:
DEL SPD:
DIFFERENCE
0.0354
0.0665
0.1273
0.0999
O.J397
0.0231
SL
0.854
C.351
C.380
0.736
0.743
C.998
SUMMARY PERCENTAGE MEASURES:
INPUT CYCLE
IDLE: 50.80 52.04
CRUISE: 20.34 14.63 *
ACCEL: 15.18 17.35
DECEL: 13.69 15.99
AVERAGE SPEED FOR INPUT MATRIX:
AVERAGE SPEED FOR CYCLE:
CYCLE DISTANCE:
%
CYCLE DURATION:
7.80 MPH
7.57 MPH
0.53 MILES
4.23 MINUTES
* THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE.
-------
RECORD
MPH
DRIVING SCHEDULE FOR CYCLE 2120127413
NY GAS + DSL NON-FREEWAY ,864-SEC INTERVAL
PAGE 1 OF 2
RECORD MPH RECORD MPH RECORD
MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
c
c
0
c
c
0
0
0
0
0
c
0
1
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
4
6
6
6
6
5
4
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
0
0
0
0
0
0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
2
3
5
7
9
- 8
7
8
10
10
9
10
11
12
14
14
12
13
13
13
13
15
15
15
13
12
12
14
15
14
' 16
17
. 17
17
17
207
-------
DRIVING SCHEDULE FOR CYCLE 2120127413
NY GAS * DSL NCN-FREEWAY .864-SEC INTERVAL
PAGE 2 OF 2
RECORD MPH RECORD MPH RECORD MPH RECORD MPH
201
202
203
204
205
206
2C7
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
18
20
21
19
18
18
17
17
15
15
15
15
16
12
15
16
12
13
12
9
a
8
8
9
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
10
11
11
9
9
9 .
10
10
9
9
10
14
17
19
20
2C
21
21
21
23
27
27
27
30
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
33
31
31
31
33
33
32
30
30
30
30
32
33
33
32
32
31
32
33
34
34
34
34
33
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
32
31
28
24
23
21
17
16
14
13
12
9
8
5
3
0
0
0
0
0
0
0
208
-------
DRIVING SCHEDULE FOR
CYCLE 212012'7413
NY GAS * DSL NON-FREEWAY 1-SEC INTERVAL
PAGE 1 OF 2
SECOND MPH SECOND MPH SECOND MPH SECOND MPH
0
I
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
O.Q
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.51
0.33
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.13
0.71
0.0
0.0
c.o
0.0
4.15
6.00
6.00
6.00
5.30
4.14
1.96
0.0
0.0
0.0
G.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.48
1.64
0.41
0.0
0.0
0.0
0.0
0.0
0.0
209
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.19
1.00
1.51
2.67
4.65
6.96
8.86
7.70
7.45
9.22
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
10.00
9.07
10.08
11.24
12.80
14.00
12.57
12.87
13.00
13.00
13.69
15.00
15.00
13.37
12.03
12.26
14.29
14.56
15.20
16.76
17.00
17.00
17.23
18.78
20.55
19.59
18.14
17.98
17.00
16.33
15.00
15.00
15.00
15.96
12.36
15.28
14.26
12.59
12.25
9.28
8.00
8.00
8.38
9.54
10.69
11.00
9.00
9.00
9.32
10,00
-------
DRIVING SCHEDULE FOR
CYCLE 2120127413
NY GAS « DSL NON-FREEWAY 1-SEC INTERVAL
PAGE 2 OF 2
SECOND MPH SECOND MPH SECOND MPH SECOND MPH
201
202
203
204
205
206
207
208
209
210
211
212
213
214
9.36
9.00
9.95
14.33
17.54
19.43
20.00
20.74
21.00
21. 11
23.85
27.00
27.00
29.06
215
216
217
218
219
220
221
222
223
224
225
226
227
228
32.53
31.00
31.00
31.63
33.00
32.37
30.43
30. 00
30.00
30.52
32.42
33.00
32.27
32.00
229
230
231
232
233
234
235
236
237
238
239
240
241
242
31.05
32.20
33.36
34.00
34.00
34.00
33.01
31.85
30.08
26.15
23.38
21.44
17.26
15.81
243
244
245
246
247
248
249
250
251
252
253
254
13.75
12.59
10.31
8.28
5.36
2.89
0.0
0.0
0.0
0.0
0.0
0.0
210
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX
LA BUSES: FWV K NFWY COMPOSITE
MPH
-4
-3
-2
-1
0
TOTALS
K)
H
H
0
1
2
3
4
5
6
7 _.
8
9
1.0.
11
12
13
14
15
16
17
18
13
20
21
22
23
24
23_
26
27
28
29
30
31_
0
0
0
0
41
72
152
197
291
288
.. 262
279
263
_. 273
239
220
216
222
168
124
130
123
102
69
94
95
60
39
41
60
38
.20_.-
0
0
0
136
391
486
565
537 _..
469
494
480
464
464
493
461
417
424
421
338
347
379
310
282
281
251
.... 216
161
189
177
125
117
1C9
0
0
523
917
719
613
522
452
493
525
481
569
556
557
596
608
619
639
583
.549
506
500
511
471
428
428
409
407
324
319
287
296
0
2068
1312
655
454'
405
410
425
492
500
532
556
657
714
820
705
678
787
771
825
787
833
921
924
845
807
786
805
779
810
906
1007
51875
2393
1007
862
855
769
649
662
727
710
1072
912
990
1199
3087
2073
1142
1508
1105
1184
1368
1569
1471
1548
2784
2981
1520
1583
2024
2038
2081
1896
1966
851
629
595
556
536
570
562
628
762
819
857
1006
1355
1733
1311
1116
1168
1186
1293
1281
1382
1565
1819
1901
1815
1776
1684
1584
1563
1690
1709
800
898
755
705
732
677
723
837
823
930
1019
1119
1235
971
1003
1131
1089
1111
867
897
969
858
662
484
522
431 - _
316
355
378
390
334
283
261
385
417
456
545
514
516
4.94
440
422
322
280
174
142
101
174
, 152 _
144
135
J.21
96
59
24
14
21
- li
8
10
7
9
8
2
80
92
134
127
115
102
101
77
81
45
33
32
32
23-
30
33
31
32
26^
21
8
2
1
1
0
a
0
0
0
0
0
0-
54982
6687
4777
4453
4408
4174
4208
4243
4444
4676
502O
5068
5377
- 572J
8070
6672
5467
6032
5229
5361
5524
5636
5339
5611
6846
6Z86
5036
5072
5314
5314
5461
5322
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX (CONTINUED)
LA BUSES: FWY £ NFWY COMPOSITE
MPH
-4
-3
-2
-L
0
TOTALS
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52 "
53
54
55
56
57
58
59
60
28
28
14
7
13
11
12
14
4
1
4
4
2
3
1
1
4
4
3
3
2
1
0
1
1
2
0
0
3
97
99
55
60
46
73
68
37
19
25
21
11
8
9
7
4
9
6
2
2
1
1
4
2
2
1
1
0
3
281
225
190
212
321
292
157
119
126
116
63
45
42
34
33
24
20
14
15
7
10
5
7
4
5
4
5
2
1
1119
988
793
765
766
604
552
537
511
369
228
215
214
193
155
175
195
184
179
171
207
224
226
164
178
148
112
84
63
2102
2213
1839
1615
1390
1486
1767
1669
1925
2226
891
788
743
697
737
788
814
1041
1134
1399
1613
1856
1977
2090
1944
1653
1176
732
2509
1547
1378
1292
1169
973
823
735
720
672
466
367
386
327
286
289
302
312
264
274
301
327
316
269
290
239
197
147
98
0
202
178
320
345
173
144
119
113
32
15
13
15
12
1
8
13
6
1
5
3
6
3
2
2
1
1
0
0
0
1
4
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5377
5113
4507
4173
3682
3433
3410
3209
3289
3218
1587
1464
1348
1223
1230
1307
1360
1514
1612
1886
2166
2406
2485
2553
2370
2006
1441
916
2579
TOTALS
4349
10707
17786
34295
140458
54034
26037
6475
1259
295400
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEED MATRIX U)
LA BUSES: FHV & NFHY COMPOSITE
MPH
-4
-3
-2
-1
0
1
2
3
4
5
6
,7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28 .
29
30
0.0
0.0
0.0
0.0
0.0139
0.0244
0.0515
0.0667
0.0985
0.0975
0.0887
0.0944
O.C890
0.0924
0.0809
0.0745
0.0731
0.0752
0.0569
0.0420
0.0440
0.0416
0.0345.
0.0234
0.0318
£L. 0322 .
0.0203
0.0132
0.0139
0.0203
0.0129
0.0
0.0
0.0
0.0460
0.1324
0.1645
0.1913
0.1818
0.1588
0.1672
0.1625
0.1571
0.1571
0.1669
0.1561
0.1412
0.1435
0.1425
0.1313
0.1175
0.1283
0.1049
0.0955
0.0951
0.0850
0.0731
0.0545
0.0640
0.0599
0.0423
0.0396
0.0
0.0
0.1770
0.3104
0.2434
0.2075
0.1767
0.1530
0. 1669
0.1777
0.1628
0.1926
0.1882
0. 1886
0.2018
0.2058
C.2095
0.2163
0.1974
0. 1858
0.1713
0.1693
0.1730
0. 1594
0.1449
0.1449L
0.1385
0.1378
0.10S7
0. 1080
0.0972
0.0
0.7001
0.4441
0.2217
0.1537
0.1371
0.1388
0.1439
0.1666
0.1693
0.1801
0.1882
0.2224
0.2417
0.2776
0.2387
0.2295
0.2664
0.2610
0.2793
0.2664
0.2820
0.3118
0.3128
0.2861
0.2732
0.2661
0.2725
0.2637
0.2742
0.3067
17.5609
0.8101
0.3409
0.2918
0.2894
0.2603
0.2197
0.2241
0.2461
0.2404
0.3629
0.3087
0.3351
0.4059
1.0450
0.7018
0.3866
0.5105
0.3741
0.4008
0.4631
0.5311
0.4980
0.5240
0.9425
- 1.009.1
0.5146
0.5359
0.6852
0.6899
0.7045
0.6655
0.2881
0.2129
0.2014
0.1882
0.1814
0.1930
0.1903
0.2126
0.2580
0.2773
0.2901
0.3406
0.4587
0.5867
0.4438
0.3778
0.3954
0.4015
0.4377
0.4336
0.4678
0.5298
0.6158
0.6435
0.6144
0.6012
0.5701
0.5362
0.5291
0.5721
0.2708
0.3040
0.2556
0.2387
0.2478
0.2292
0.2448
0.2833
0.2786
0.3148
0.3450
0.3788
0.4181
0.3287
0.3395
0.3829
0.3687
0.3761
0.2935
0.3037
0.3280
0.2905
0.2241
0.1638
0.1767
0.1459
0.1070
0.1202
0.1280
0.1320
0.1131
0.0884
0.1303
0.1412
0.1544
0.1845
0.1740
0.1747
0.1672
0.1490
0.1429
0.1090
0.0948
0.0589
0.0481
0.0342
0.0589
0.0515
0.0487
0.0457
0*04X0 .__
0.0325
0.0200
0.0081
0.0047
0.0071
0.0044-
0.0027
0.0034
0.0024 .. _
0.0030
0.0027
0.0271
0.0311
0.0454
0.0430
0.0389
0.0345
0.0342
0.0261
0.0274
0.0152
0.0112
0.0108
0.0108
. 0.0073
0.0102
0.0112
0.0105
0.0108
0.0088
0*0071
0.0027
0.0007
0.0003
0.0003
0.0
-0.0
0.0
0.0
0.0
0.0
0.0
-------
NORMALIZED INPLT INITIAL SPEED VS DELTA SPEED MATRIX U)
LA BUSES: FWY L NFWY COMPOSITE
(CONTINUEDI
MPH
-4
-3
-2
-1
0
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0068
0.0095
O.C095
0.0047
0.0024
0.0044
0.0037
0.0041
0.0047
0.0014
0.0003
0.0014
0.0014
0.0007
0.0010
0.0003
0.0003
0.0014
0.0014
0.0010
O.OJ10
0.0007
0.0003
0.0
0.0003
0.0003
0.0007
0.0
0.0
0.0010
0.0369
0.03^3
0.0335
0.0186
0.0203
0.0156
0.0247
0.0230
0.0125
0.0064
0.0085
O.C/071
0.0037
0.0027
0.0030
0.0024
0.0014
0.0030
0.0020
0.0007
C.0007
0.0003
O.OOJ3
0.0014
0.0007
0.0007
0.0003
C.0003
0.0
0.0010
0.10C2
0.0951
0.0762
0.0643
O.C718
0. 1C67
C. C988
O.C531
0.04C3
0.0427
0.0393
0.0213
0.0152
0.0142
0.0115
0.0112
0.0081
0.0068
0.0047
0.0051
O.OC24
0.0034
0.0017
0.0024
0.0014
0.0017
0.0014
O.C017
O.OOC7
O.C003
0.3409
0.3788
0.3345
0.2684
0.2590
0.2593
0.2045
0. 1869
0. 1818
0.1730
0.1249
0.0772
0.0728
0.0724
0.0653
0.0525
0.0592
0.0660
0.0623
0.0606
0.0579
0.0701
0.0758
0.0765
0.0555
0.0603
0.0501
0.0379
0.0284
0.0213
0.6418
0.7116
0.7492
0.6225
0.5467
0.4705
0.5030
0.5982
0.5650
0.6517
0.7536
0.3016
0.2668
0.2515
0.2360
0. 2495
0.2668
0.2756
0.3524
0.3839
0.4730
0.5460
0.6283
0.6693
0.7075
0.6581
0.5596
0.3981
0.2478
0.8494
0.5785
0.5237
0.4665
0.4374
0.3957
0.3294
0.2786
0.2488
0.2437
0.2275
0.1578
0.1242
0.1307
C.I 107
0.0968
0.0978
0.1022
0.1056
0.0894
0.0928
0.1019
0.1107
0.1070
0.0911
0.0982
0.0809
0.0667
0.0498
0.0332
0.0
0.0958
0.0684
0.0603
0.1083
0.1168
0.0586
0.0487
0.0403
0.0383
0.0108
0.0051
0.0044
0.0051
0.0041
0.0003
0.0027
0.0044
0.0020
0.0003
0.0017
0.0010
0.0020
0.0010
0.0007
0.0007
0.0003
0.0003
0.0
0.0
0.0
0.0007
0.0003
0.0014
0.0014
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
TRANSITION-PROBABILITY MATRIX
LA BUSES: FWY & NFWY COMPOSITE
11PH
-4
-3
-2
-1
0
1.
2
3
4
5
6
7
8
9
10
U
12
13
14
15
16
17
18
19 .
20
21
22
23
24
25
26 "
27
28 .
29
30
31 _
0.0
0.0 _.
0.0
0.0
0.0093
0.0172
0.0361
O.J464
0.0655
0.0616
0.0522
0.0551
0.0489
0.0477
0.0296
0.0330
0.0395
0.0368
0.0321
0.0231
0.0235
0.0218
0.0184
0.0123
0.0137
0.0140
0.0119
0.0077
0.0077 x
0.0113
0.0070
0.0038
0.0
. 0.0
0.0
0.0305
0.0980
0.1337
0.1704
0. 17.30-.
0.1710
0.1672
0.1478
0.1466
0.1352
0.1338
0.0867
0.0955
0.1171
0.1066
0.1063
0.0879
0.0921
O.C768
O.C693
0.0624
0.0504
0.0458
0.0439
0.0450
0.0410
0.0348
0.0284
0.0242
0.0
0.0
C.1095
0.2365
0.2611
0.2805
0.2944
C.2795
0.2820
0.2795
0.2436
0.2589
0.2386
0.2310
0.16C6
0.1866
0.2303
0.2125
0.2178
0.1903
0.1837
0.1655
0. 1616
0.1463
0.1129
0.1089
0.1251
0.1252
0.1020
0.0948
0.08C9
0.0799
0.0
0.3093
0.3841
0.3836
0.3641
0.3776
0.3919
0.3797
0.3927
0.3864
0.3496
0.3686
0.3608
0.3557
0.2622
0.2923
0.3543
0.3430
0.3653
0.3442
0.3262
0.3133
0.3279
0.3110
0.2363
0.2278
0.2812
0.2839
0.2486
0.2473
0.2468
0.2691
0.9435
0.6671
0.5949
0.5771
0.5581
0.5618
0.5461
0.5357
0.5563
0.5383
0.5631
0.5485
0.5449
0.5650
0.6447
0.6030
0.5632
0.5930
0.5766
0.5650
0.5739
0.5917
0.5934
0.5869
0.6430
0.6671
0.5830
0.5960
0.6295
0.6308
0.6279
0.6253
0.9792
0.7944
0.7266
0.7108
0.6842
0.6902
0.6816
0.6682
0.6976
0.7012
0.7263
C.7176
0.7320
0.3016
0.8595
0.7995
0.7673
0.7866
0.8034
0.8062
0.8058
0.8369
0.8760
0.9111
0.9207
0.9346
0.9357
0.9280
0.9275
0.9249
0.9374
0.9464
0.9938
0.9287
0.8847
0.8691
0.8503
0.8524
0.8534
0.8654
0.8828
0.9001
0.9293
0.9384
0.9617
0.9712
0.9838
0.9690
0.9665
0.9708
0.9692
0.9735
0.9812
0.9892
0.9955
0.9973
0.9969
0.99ai
0.9984
0.9980
0.9987
0.9983
0.9985
0,9996
0.9985
tt. 9862
. 0.9719
0.9715
0.9739 .
0.9756
0.9760
0.9819
0.9818
0.9904
0.9934
0.9937
0.9940
0.9960
0.9963
0.9951
0.9943
0.9947
0.9950
0.9961
0.9986
0.9996
0.9998
0.9998
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
l.GOOO
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOOO
-------
TRANSITION-PROBABILITY MATRIX (CONTINUED)
LA BUSES: F*Y £ NFWY COMPOSITE
MPH
-4
-3
-2
0
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0052
0.0055
0.0031
0.0017
0.0035
0.0032
0.0035
0.0044
0.0012
0.0003
0.0025
O.J027
0.0015
0.0025
0.0008
0.0008
O.J029
0.0026
0.0019
0.0016
O.CC09
0.0004
0.0
0.0004
0.0004
0.0010
0.0
0.0
0.0012
0.0232
0.0248
0.0153
0.0161
O.C160
0.0245
0.0235
0.0159
0.0070
0.0081
0.0158
0.0102
0.0074
C.C098
0.0065
0.0038
0.0096
0.0066
0.0031
0.0027
0.0014
0.0008
0.0016
0.0012
0.0013
0.0015
0.0007
0.0
0.0023
O.C755
O.C688
0.0575
0.0669
0. 1032
0. 10S5
O.C6S5
0.0530
0.0453
0.0441
0.0555
0.0410
0.0386
0. 0376
0.0333
0.0222
0.0243
0.0159
0.0124
0.0064
0.0060
0.0029
0.0044
0.0027
0.0034
0.0035
0.0042
0.0022
0.0027
0.2836
0.2621
0.2334
0.2502
0.3112
0.2855
0.2314
0.2203
0.2007
0.1588
0.1991
0.1878
0.1973
0.1954
0.1593
0. 1561
0.1676
0.1374
0.1234
O.C970
0.1C16
0.0960
0.0954
0.0670
0.0785
0.0773
0.0819
0.0939
0.0271
0.6745
0.6949
0.6414
0.6372
0.6888
0.7183
0.7496
0.7404
0. 7860
0.8505
0. 7606
0.7261
0.7485
0.7653
0.7585
0.7590
0.7662
0.8250
0.8269
0.8388
0.8463
0. 8674
0.8909
0.8856
0.8987
0.9013
0.8980
0.8930
1.0000
0.9622
0.9644
0.9281
0.9173
0.9530
0.9581
C.9651
0.9648
C.9903
0.9953
0.9918
0.9898
0.9911
0.9992
0.9935
C.9901
0.9956
0.9993
0.9969
0.9984
0.9972
0.9988
0.9992
0.9992
0.9996
0.9995
1.0000
1.0000
1.0000
0.9998
0.9992
0.9991
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
I. 0000
1.0000
1.0000
1.0000
1.0000
i.odoo
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
I. 0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
'1.0000
1.0000
1.0000
1.0000
-------
LA BUSES: FWY £ NFWY COMPOSITE
1
KOLMOGOROV-S
. .DI
MATRIX:
CRUISE:
_ . ACC£L: _.
DECEL:
SPEED:
DEL SPD;
THE STAT
MIRNOV DIFF
FFERENCE
0.0341
0.0485
0^0484. ...
0.0578
0.0537
0.0127
ISTICS FOR CYCLE 2041393295 ARE AS FOL
ERENCES: SUMMAR
SL
0.114 IDLE:
C.129 CRUISE:
0.382 ACCEL:
0.278 OECEL:
C.002
0.9B9
SUMMARY PERCENTAGE MEASURES:
_ LNPUT - CYCLE
17.56 17.48
29.99 29.92 *
-29».7Z 2^.62
22.73 23.98
AVERAGE SPEED FOR INPUT MATRIX:
AVERAGE SPEED FDR CYCLE:
CYCLE DISTANCE:
CYCLE DURATION:
20.00 MPH
20.65 MPH
6.10 MILES
17.71 MINUTES
* THE IOLE PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE,
-------
RECORD
DRIVING SCHEDULE FOR CYCLE 2041393295
LA BUSES FWY £ NFWY COMPOSITE ,864-SEC INTERVAL
PAGE 1 OF 7
MPH RECORD MPH RECORD MPH RECORD
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
3
2
2
1
2
5
8
6
6
8
10
12
13
12
12
13
10
10
11
11
11
12
MPH
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
S8
99
100
12
12
15
15
13
14
16
15
13
14
12
12
6
9
10
12
11
11
14
12
10
12
10
12
9
6
6
9
12
15
14
14
12
14
14
15
11
8
9
10
7
6
8
10
13
10
12
14
11
9
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
1Z6
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
10
9
9
6
3
7
8
8
4
4
3
6
8
7
10
6
8
5
7
9
6
8
6
9
10
10
12
13
17
17
16
19
16
16
13
14
15
14
14
14
13
11
13
14
14
14
15
15
17
18
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195 ,
196
197
198
199
200
17
18
15
12
14
15
15
16
16
14
15
15
17
17
18
18
19
21
21
21
23
21
23
22
21
24
26
27
25
25
25
25
25
23
24
24
22
23
24
24
24
24
24
23
23
24
24
22
25
25
218
-------
DRIVING SCHEDULE FOR CYCLE 2041393295
LA BUSES FWY 6 NFWY COMPOSITE ,864-SEC INTERVAL
PAGE 2 OF 7
RECORD MPH RECORD MPH RECORD MPH RECORD MPH
201 25 251 23 301 25 351 14
202 26 252 23 302 25, 352 16
203 27 253 20 303 25 353 16
204 27 254 19 304 26 354 14
205 28 255 19 305 22 355 14
206 25 256 20 306 23 356 16
207 22 257 19 307 21 357 15
208 23 258 17 308 20 358 15
209 24 259 17 309 17 359 15
210 24 260 16 310 19 360 16
211 24 261 17 311 18 361 17
212 24 262 16 312 15 362 15
213 21 263 16 313 13 363 _ 15
214 22 264 13 314 13 364 15
215 24 265 14 315 13 365 18
216 26 266 14 316 16 366 17
217 26 267 14 317 17 367 15
218 26 268 14 318 19 368 16
219 26 269 14 319 19 369 17
220 28 270 14 320 17 370 18
221 30 271 14 321 13 371 21
222 32 272 15 322 15 372 23
223 31 273 14 323 15 373 24
224 31 274 14 324 12 374 24
225 31 275 14 325 11 375 23
226 27 276 15 326 9 376 23
227 28 277 15 327 8 377 21
228 29 278 15 328 9 378 21
229 29 279 17 329 9 379 20
230 28 280 16 330 6 380 23
231 25 281 13 , 331 8 381 22
232 26 282 13 332 12 382 22
233 25 283 15 333 12 383 22
234 26 284 15 334 14 384 19
235 27 285 18 335 13 385 17
236 25 286 19 336 10 386 17
237 26 287 21 337 10 387 18
238 26 288 21 338 12 388 20
239 25 289 21 339 14 389 19
240 25 290 22 340 14 390 16
241 23 291 20 341 15 391 13
242 25 292 21 342 17 392 15
243 25 293 21 343 16 393 14
244 27 294 22 344 . 12 394 13
245 26 295 24 345 9 395 9
246 27 296 25 346 10 396 7
247 25 297 25 347 12 397 7
248 23 298 27 348 12 398 10
249 23 299 25 349 11 399 6
250 23 300 25 350 12* 400 8
219
-------
DRIVING SCHEDULE FOR CYCLE 20*1393295
LA BUSES FhY £ NFhY COMPOSITE .864-SEC INTERVAL
PAGE 3 OF 7
RECORD MPH RECORD MPH RECORD MPH RECORD MPH
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
450
6
9
10
8
8
7
5
6
8
9
5
2
5
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
451
452
453
454
455
456
457
458
459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3
2
1
0
0
501
502
503
504
505
506
507
508
509
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526
527
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
I
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
3
1
1
3
2
2
4
2
1
3
5
2
3
551
552
553
554
555
556
557
558
559
560
561
562
563
564
565
566
567
568
569
570
571
572
573
574
575
576
577
578
579
580
581
582
583
584
585
586
587
588
589
590
591
592
593
594
595
596
597
598
599
600
3
4
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
_ o
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
6
8
4
2
2
1
1
1
220
-------
DRIVING SCHEDULE FOR CYCLE 2041393295
LA BUSES FWY 6 NFWY COMPOSITE ,864-SEC INTERVAL
RECORD MPH
601
602
603
604
605
606
607
60S
609
610
611
612
613
614 ,
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
650
4
5
5
2
4
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
'0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
1
2
6
8
12
14
14
14
14
14
13
RECORD
PAGE
MPH
651
652
653
654
655
656
657
658
659
660
661
662
663
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
680
681
682
683
684
685
686
687
688
689
690
691
692
693
694
695
696
697
698
699
700
14
15
14
15
14
15
14
14
14
12
12
13
11
13
15
15
14
14
14
13
15
12
8
9
10
12
14
14
16
13
15
12
14
14
15
16
15
17
16
18
19
21
22
22
23
23
25
25
24
25
OF 7
RECORD
MPH
701
702
703
704
705
706
707
708
709
710
711
712
713
714
715
716
717
718
719
720
721
722
723
724
725
726
727
728
729
730
731
732
733
734
735
736
737
738
739
740
741
742
743
744
745
746
747
748
749
750
24
23
22
21
20
21
20
21
21
21
20
21
19
16
19
20
22
23
23
25
25
25
26
27
28
29
29
30
30
31
33
34
31
30
32
32
32
32
33
33
33
33
33
34
34
31
31
31
30
30
RECORD MPH
751
752
753
754
755
756
757
758
759
760
761
762
763
764
765
766
767
768
769
770
771
772
773
774
775
776
777
778
779
780
781
782
783
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798
799
800
31
28
29
30
31
30
30
31
30
31
31
33
34
34
33
34
33
35
36
36
37
38
38
38
38
35
34
35
36
37
36
34
33
32
32
32
30
27
28
28
29
30
30
30
30
30
31
31
29
29
221
-------
DRIVING SCHEDULE FOR CYCLE 2041393295
LA BUSES FWY £ NF*Y COMPOSITE ,864-SEC INTERVAL
PAGE 5 OF 7
RECORD MPH RECORD MPH RECORD MPM RECORD MPH
801
802
803
804
805
806
807
808-
809
810
811
812
813
814
815
816
817
818
819
820
821
822
823
824
825
826
827
828
829
830
831
832
833
834
835
836
837
838
839
840
841
842
843
844
845
846
847
848
849
850
27
27
28
30
31
32
33
32
31
31
30
29
30
30
30
30
30
31
31
31
31
32
32
31
31
30
31
31
32
32
33
32
32
33
33
31
32
31
31
30
29
28
28
29
30
30
28
26
24
25
851
852
853
854
855
856
857
858
859
860
861
862
863
864
865
866
867
868
869
870
871
872
873
874
875
876
877
878
879
880
881
882
883
884
885
886
887
888
889
890
891
892
893
894
895
d96
897
898
899
900
25
26
25
25
26
27
27
26
26
27
27
27
27
26
23
24
24
25
25
27
28
28
28
29
30
31
32
32
31
31
31
32
32
32
32
30
30
30
29
30
31
29
28
27
28
29
29
29
27
28
901
902
903
904
905
906
907
908
909
910
911
912
913
914
915
916
917
918
919
920
921
922
923
924
925
926
927
928
929
930
931
932
933
934
935
936
937
938
939
940
941
942
943
944
945
946
947
948
949
950
30
30
28
28
29
30
31
32
32
33
31
31
32
31
31
32
32
30
31
31
32
31
32
31
30
31
31
29
30
30
29
28
29
28
28
29
30
31
32
32
32
31
31
32
33
34
33
32
33
32
951
952
953
954
955
956
957
958
959
960
961
962
963
964
965
966
967
968
969
970
971
972
973
974
975
976
977
978
979
980
981
982
983
984
985
986
987
988
989
990
991
992
993
994
995
996
997
998
999
1000
33
33
35
35
36
36
37
38
38
38
38
38
39
39
37
37
37
37
37
36
35
34
35
35
33
33
34
34
34
33
33
33
32
33
33
32
32
33
32
32
32
33
35
35
35
33
31
32
33
32
222
-------
DRIVING SCHEDULE FOR CYCLE 2041393295
LA BUSES FWY 6 NFWY COMPOSITE .864-SEC INTERVAL
PAGE 6 OF 7
RECORD MPH
RECORD
MPH
RECORD , MPH
RECORD MPH
1001
1002
1003
1004
1005
1006
1007
1008
1009
1010
1011
1012
1013
1014
1015
1016
1017
1018
1019
1020
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
,1035
1036
1037
1038
1039
1040
1041
1042
1043
1044
1045
1046
1047
1048
1049
1050
32
33
33
33
33
34
34
34
34
34
36
36
36
35
33
34
36
36
36
37
37
37
35
37
37
37
38
39
38
38
39
40
40
41
41
42
41
41
42
42
42
40
40
40
40
39
40
41
41
41
1051
1052
1053
1054
1055
1056
1057
1058
1059
1060
1061
1062
1063
1064
1065
1066
1067
1068
1069
1070
1071
1072
1073
1074
1075
1076
1077
1078
1079
1080
1081
1082
1083
1084
1085
1086
1087
1088
1089
1090
1091
1092
1093
1094
1095
1096
1097
1098
1099
1100
41
41
41
41
41
40
41
41
42
42
43
43
43
43
43
43
43
43
43
44
44
44
44
45
45
46
46
46
46
47
47
47
48
48
48
49
50
50
50
50
51
51
51
50
50
49
49
50
51
51
1101
1102
1103
1104
1105
1106
1107
1108
1109
1110
1111
1112
1113
1114
1115
1116
1117
1118
1119
1120
1121
1122
1123
1124
1125
1126
1127
1128
1129
1130
1131
1132
1133
1134
1135
1136
1137
1138
1139
1140
1141
1142
1143
1144
1145
1146
1147
1148
1149
1150
51
52
52
53
53
53
53
53
53
53
53
53
53
53
53
53
53
53
52
52
53
53
53
53
53
53
53
53
53
53
53
53
53
55
55
55
55
55
55
55
55
56
56
56
56
56
56
55
55
54
1151
1152
1153
1154
1155
1156
1157
1158
1159
1160
1161
1162
1163
1164
1165
1166
1167
1168
1169
1170
1171
1172
1173
1174
1175
1176
1177
1178
1179
1180
1181
1182
1183
1184
1185
1186
1187
1188
1189
1190
1191
1192
1193
1194
1195
1196
1197
1198
1199
1200
54
54
54
54
53
53
53
54
54
54
54
54
54
54
53
53
53
53
54
54
55
54
53
52
51
50
49
48
47
44
43
40
39
38
37
36
34
33
32
31
30
29
27
25
24
21
19
16
15
14
223
-------
RECORD
1201
1202
1203
1204
1205
1206
1207
1208
DRIVING SCHEDULE FOR CYCLE 2041393295
LA BUSES F*Y £ NFWY COMPOSITE .864-SEC INTERVAL
PAGE 7 OF 7
MPH RECORD MPH RECORD MPH RECORD
11
9
7
6
3
1
0
0
12C9
1210
1211
1212
1213
1214
1215
1216
0
0
0
0
0
0
0
0
1217
1218
1219
1220
1221
1222
1223
1224
0
0
0
0
0
0
0
0
1225
1226
1227
1228
1229
1230
MPH
0
0
0
0
0
0
224
-------
DRIVING SCHEDULE FOR
CYCLE 2041393295
LA BUSES FWY £ NFWY COMPOSITE
PAGE 1 OF 6
1-SEC INTERVAL
SECOND MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0.0
0.0
0.0
0.0
0.0
0.79
1.00
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.31
.1.00
1.00
1.00
2.87
2.00
1.75
1.41
3.69
7.17
6.24
6.07
8.39
10.70
12.51
12.33
12.00
12.98
10.00
10.30
11.00
11.00
11.77
12.00
12.25
15.00
14.20
13.56
15.43
15.13
SECOND
MPH
SECOND
MPH
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
13.03
13.63
12.00
10.00
8.66
9.81
11.94
11.00
11.86
13.11
10.80
11.52
10.17
11.78
8.31
6.00
7.64
11.11
14.58
14.00
13.65
12.67
14.00
14.65
11.78
8.11
9.12
9.17
6.56
7.19
9.50
12.72
10.13
12.44
12.86
9.93
9.69
9.15
8.97
5-50
4.30
7.48
8.00
4.81
4.00
3.33
6.54
7.57
8.75
7.04
225
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
7.80
5.11
7.43
7.89
7.06
6.63
8.53
10.00
10.31
12.31
14.89
17.00
16.21
18.83
16.00
15.22
13.42
14.57
14.27
14.00
13.95
12.59
11.72
13.52
14.00
14.00
14.99
15.30
17.31
17.54
17.62
15.67
12.19
14.09
15.00
15.41
16.00
14.56
14.88
15.07
17.00
17.35
18.00
18.67
20.65
21.00
21.28
22.41
21.9.1
22.39
SECOND MPH
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
21.23
23.78
26.08
26.52
25.00
25.00
25.00
25.00
23.03
24.00
23.31
22.50
23.66
24.00
24.00
24.00
23.71
23.00
23.60
24.00
22.17
25.00
25.00
25.39
26.55
27.00
27.86
24.94
22.18
23.33
24.00
24.00
24.00
21.11
22.24
24.56
26.00
26.00
26.00
27.81
30.13
31.78
31.00
31.00
28.22
27.85
29.00
28.83
27.03
25,48
-------
DRIVING SCHEDULE FOR
CYCLE 2041393295
LA BUSES FWY 6 NFWY COMPOSITE
l-SEC INTERVAL
SECOND
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
MPH
25.36
25.80
26.95
25.11
26.00
25.57
25.00
23.52
24.80
25.11
26.79
26.37
25.94
23.63
23.00
23.00
23.00
22.06
19.53
19.00
19.79
19.06
17.00
16.74
16.42
16.43
16.00
13.33
14.00
14.00
14.00
14.00
14. CO
14.00
14.99
14.00
14.00
14.46
15.00
15.00
16.87
15.72
13.00
13.81
15.00
17. 17
18.88
21.00
21.00
21.35
SECOND
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
PAGE 2
MPH
20.98
20.67
21.00
21.98
24.14
25.00
25.91
25.78
25.00
25.00
25.00
25.24
24.41
22.56
21.57
20. 13
17.06
18.81
16.97
14.00
13.00
13.00
15.92
17.26
19.00
18.11
14.59
14.52
15.00
11.93
10.54
8.61
8.55
9.00
6.42
8.07
12.00
12.67
13.51
11.05
10.00
11.93
14.00
14.28
15.87
16.41
13.00
9.28
10.13
12.00
OF 6
SECOND
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
MPH
11.62
11.54
13.39
15.70
15.98
14.00
14.65
15.52
15.00
15.00
15.95
16.78
15.00
15.00
16.75
17.26
15.20
16.06
17.21
19.11
22.06
23.69
24.00
23.00
22.68
21.00
20.53
21.89
22.21
22.00
21.69
18.48
17.00
17.57
19.46
19.11
15.86
13.41
14.64
13.48
10.29
7.33
7.00
9.41
6.61
7.07
7.86
9.78
8.13
7.91
SECOND
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
385
386
387
388
389
390
391
392
393
394
395
396
397
398
399
400
MPH
6.50
5.41
7.13
8.72
5.48
2.11
4.42
1.65
0.49
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
. 0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.39
1.00
0.30
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
226
-------
DRIVING SCHEDULE FOR
CYCLE 2041393295
LA BUSES FWY & NFWY COMPOSITE
PAGE 3 OF 6
l-SEC INTERVAL
SECOND MPH
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
450
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.21
1.74
2.47
1.31
0.16
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.83
SECOND MPH
SECOND MPH
451
452
453
454
455
456
457
458
459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
1.00
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.25
0.59
0.0
0.0
0.0
0.11
2.61
1.00
2.02
2.33
2.00
3.96
1.86
1.59
3.91
3,17
2.77
3.00
3.75
1.00
1.00
0.44
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
501
502
503
504
505
506
507
508
509
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526
5.27
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
0.0
0.0
0.0
0.0'
0.0
0.0
0.0
0.0
0.0
0.0
1.31
4.78
7.50
4.37
2.00
1.78
1.00
1.00
3.08
4.85
4.97
2.33
3.03
0.52
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.21
0.63
0.0
0.0
0.0
0.0
0.0
0.0
0.95
0.74
0.0
0.0
0.0
0.0
0.0
0.0
SECOND MPH
551
552
553
554
555
556
557
558
559 _
560
561
562
563
564
565
566
567
568
569
570
571
572
573
574
575
576
577
578
579
580
581
582
583
584
585
586
587
588
589
590
591
592
593
594
595
596
597
598 .
599
600
0.0
0.0
1.05
2.82
6.72
10.08
13.35
14.00
14.00
14.00
13.69
13.46
14.62
14.22
14.94
14.09
14.75
14.00
14.00
12.55
12.00
12.93
11.39
13.70
15.00
14.33
14.00
14.00
13,28
14.11
10.18
8.61
9.77
11.85
14.00
14.48
14.80
14.11
12.86
13.74
14.03
15.19
15.66
16.00
16.34
17.63
18.97
21.13
22.00
22.44
227
-------
DRIVING SCHEDULE FOR
CYCLE 2041393295
LA BUSES FWY £ NFtaY COMPOSITE
PAGE 4 OF 6
1-SEC INTERVAL
SECOND MPH
SECOND MPH
SECOND
MPH
SECOND MPH
601
602
603
604
605
606
607
608
609
610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
650
23.00
24.52
25.00
24.07
24.77
23.61
22.45
21.30
20. 14
20.98
20. 18
21.00
21.00
20.35
20.81
19.07
16.36
19.28
20.87
22.59
23.00
24.82
25.00
25.22
26.38
27.54
28.69
29.00
30.00
30. 17
31.65
33.48
32.08
30.20
31.91
32.00
32.00
32.43
33.00
33.00
33.00
33.06
34.00
32.89
31.00
31.00
30.16
30.00
30.53
28.32
651
652
653
654
655
656
657
658
659
660
661
662
663
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
680
681
682
683
684
685
686
687
688
689
690
691
692
693
694
695
696
697
698
699
700
29.47
30.63
30.21
30.00
30.90
30.26
31.00
32.15
33.73
34.00
33.05
33.80
33.72
35.52
36.00
36.83
37.99
38.00
38.00
36.61
34.38
34.78
35.94
36.91
35.50
33.59
32.43
32.00
32.00
29.89
27.19
28.00
28.51
29.67
30.00
30.00
30.00
30.30
31.00
29.78
29.00
27.15
27.08
28.48
30.40
31.56
32.71
32.13
31.00
30.81
701
702
703
704
705
706
707
708
709
710
711
712
713
714
715
716
717
718
719
720
721
.22
723
724
725
726
727
728
729
730
731
732
733
734
735
736
737
738
739
740
741
742
743
744
745
746
747
748
749
750
29.66
29.50
30.00
30.00
30.00
30.13
31.00
31.00
31.00
31.76
32.00
31.00
30.77
30.39
31.00
31.70
32.00
32.98
32.00
32.33
33.00
31.70
31.81
31.04
30.88
29.72
28.56
28.00
28.75
29.91
29.87
27.56
25.24
24.54
25.00
25.85
25.00
25.17
26.32
27.00
26.36
26.00
26.95
27.00
27.00
26.57
24.25
23.74
24.00
25.00
751
752
753
754
755
756
757
758
759
760
761
762
763
764
765
766
767
768
769
770
771
772
773
774
775
776
777
778
779
780
781
782
783
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798
799
800
25.43
27.37
28.00
28.00
28.84
30.00
31.16
32.00
31.53
31.00
31.00
31.94
32.00
32.00
31.17
30.00
30.00
29.11
30.05
30.59
28.64
27.48
27.68
28.83
29.00
28.70
27.31
28.93
30.00
28.44
28.00
29.09
30.25
31.41
32.00
32.72
31.24
31.04
31.81
31.00
31.51
32.00
30.35
30.98
31.14
31.70
31.45
31.39
30.23
30.93
228
-------
DRIVING SCHEDULE FOR
CYCLE 2041393295
LA BUSES FWY 6 NFNY COMPOSITE
PAGE 5 OF 6
1-SEC INTERVAL
SECOND MPH
801
802
803
804
805
806
807
808
809
810
811
812
813
814
815
816
817
818
819
820
821
822
823
824
825
826
827
828
829
830
831
832
833
834
835
836
837
838
839
840
841
842
843
844
845
846
847
848
849
850
30.83
29.24
30.00
29.44
28.29
28.87
28.00
28.19
29.34
30.50
31.66
32.00
32.00
31.00
31.29
32.44
33.60
33.24
32.08
32.93
32.23
33.00
34.09
35.00
35.86
36.02
37.18
38.00
38.00
38.00
38.00
38.96
38.76
37.00
37.00
37.00
37.00
36.09
34.93
34.22
35.00
33.93
33.00
33.85
34.00
33.83
33.00
33.00
32.36
32.80
SECOND
MPH
SECOND MPH
851
852
853
854
855
856
857
858
859
860
861
862
863
864
865
866
867
868
869
870
871
872
873
874
875
876
877
878
879
880
881
882
883
884
885
886
887
888
889
890
891
892
893
894
895
896
897
898
899
900
33.00
32.00
32.27
32.57
32.00
32.00
32.90
35.00
35.00
34.26
31.94
31.69
32.84
32.00
32.16
33.00
33.00
33.00
33.79
34.00
34.00
34.00
34.83
36.00
36.00
35.11
33.05
34.41
36.00
36.00
36.68
37.00
37.00
35.30
37.00
37.00
37.62
38.78
38.06
38.09
39.25
40.00
40.57
41.00
41.88
41.00
41.19
42.00
42.00
40.67
SECOND
MPH
901
902
903
904
905
906
907
908
909
910
911
912
913
914
915
916
917
918
919
920
921
922
923
924
925
926
927
928
929
930
931
932
933
934
935
936
937
938
939
940
941
942
943
944
945
946
947
948
949
950
40.00
40.00
39.86
39.30
40.45
41.00
41.00
41.00
41.00
41.00
41.00
40.44
40.71
41.00
42.00
42.19
43.00
43.00
43.00
43.00
43,00
43.00
43.00
43.44
44.00
44.00
44.00
45.00
45.23
46.00
46.00
46.00
46.86
47.00
47.18
48.00
48.00
48.65
49.81
50.00
50.00
50.28
51.00
51.00
50.25
50.00
49.00
49.22
50.38
51.00
951
952
953
954
955
956
957
958
959
960
961
962
963
964
965
966
967
968
969
970
971
972
973
974
975
976
977_
978
979
980
981
982
98 3_
984
985
986
987
988
989
990
991
992
993
994
995
996
997
998
999
1000
51.00
51.85
52.01
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53.00
53. oa
52.94
52.00
52.37
53.00
53.00
53.00
53,00
53.00
53.00
53.00
53.00
.53,00
53.00
53.20
55.00
55.00
55.00
55.00
55.00
55.00
55.20
56.00
56.00
56.00
56.00
56.00
55.00
54.69
54.00
54.00
54.00
54.00
53.00
53.00
53.41
229
-------
DRIVING
CYCLE
SCHEDULE FOR
2041393295
LA BUSES FWY £ NFWY COMPOSITE
1-SEC INTERVAL
PAGE 6 OF 6
SECOND
1001
1002
1003
1004
1005
1006
1007
1008
1009
1010
1011
1012
1013
1014
1015
1016
MPH
54.00
54.00
54.00
54.00
54.00
53.65
53.00
53.00
53.00
53.98
54. 14
54.70
53.55
52.39
51.23
50.07
SECOND
1017
1018
1019
1020
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
MPH
48.92
47.76
45.80
43.44
40.86
39.13
37.97
36.81
35.31
33.50
32.34
31.18
30.03
28.74
26.43
24.56
SECOND
1033
1034
1035
1036
1037
1038
1039
1040
1041
1042
1043
1044
1045
1046
1047
1048
MPH
22.19
19.48
16.25
14.93
13.30
10.22
7.91
6.30
3.42
0.98
0.0
0.0
0.0
0.0
0.0
0.0
SECOND
1049
1050
1051
1052
1053
1054
1055
1056
1057
1058
1059
1060
1061
1062
1063
MPH
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
230
-------
INPUT INITIAL SPEED VS DELTA SPEED MATRIX
NY BUSES: FWY & NFWY COMPOSITE
MPH
-4
-3
-2
-1
TOTALS
to
U)
0
' 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25.__
26
27
28
29
30
21
0
0
0
0
0
53
221
262
367
438
320
262
369
376
286
201
260
294
263
168
149
188
215
160
109
77
91
101
80
48
26
25
0
0
0
45
542
795
758
919
800
564
581
877
621
441
504
583
494
375
292
333
431
374
234
165
176
294
218
139
61
93
18U
97
0
0
959
2315
1928
1814
1727
1459
1136
1768
1676
1196
1336
1272
1220
1249
816
823
992
955
721
531
**41
639
817
561
395
275
334
406
322
152
0
7316
4866
2871
2535
2538
2085
2269
2986
2366
2322
2915
2573
2775
2706
2029
2261
2543
2219
1938
1671
1689
1838 N
1602
1222
1023
887
960
898
780
584
597
180544
8406
4149
3584
3252
2763
3606
3772
3084
3693
3936
4088
4258
4040
4219
4403
4351
4044
3620
3713
3709
3268
2726
2234
2086
1872
1688
1418
1322
1155
998
787
699 1
4330
3431
2705
3070
3401
2902
3126
3391
3413
3828
3346
3254
3649
3424
3037
2913
2786
2804
2725
2345
2066
1860
1740
1634
1473
1202
1077
963
861
742
573
1890
1810
2051
2479
2059
1649
2031
1907
1843
1794
1478
1521
1736
1339
1051
1054
959
1182
996
772
688
765
844
721
496
373
419
484
402
210"
246
263
175
553
774
532
443
709
661
544
439
468
519
529
327
233
300
386
381
271
160
170
283
362
238
82
68
128
150
113
38
40
79
23
165
139
74
73
251
273
137
57
153
210
168
59
53
143
172
131
56
23
36
92
88
36
5
0
0
0
0
0
0
0
0
0
189765
22554
16304
14604
14080
13995
14168
14315
14199
14714
14828
14793
14527
14268
13882
13073
12491
12341
11582
10866
1 J085
9279
8401
7343
6608
5801
5050
4567
4098
3593
3177
2517
-------
I JPUT INITIAL SPEED VS DcLTA SPEED MATRIX (CONTINUED)
NY BUSES: F*Y L NF*'Y COMPOSITE
MPH -4-3-2-1 0 1 2 3 4 TOTALS
32
33
34
35
36
37
38
39
41
42
28
23
10
16
12
13
2
4
a
6
2
1
2
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
37
51
7V
37
18
8
33
44
6
2
8
26
5
2
21
28
0
0
0
0
0
0
0
0
0
0
0
0
0
167
215
103
74
58
82
91
48
33
46
53
13
20
32
49
13
1
1
0
0
0
0
0
0
0
0
0
0
0
482
366
23:>
259
229
185
138
110
130
89
51
87
79
54
22
10
6
0
0
0
0
0
0
0
0
0
0
0
0
600
591
516
425
397
391
3C4
269
198
144
145
164
133
93
05
49
12
3
0
0
0
0
0
0
0
0
0
0
0
473
435
359
296
269
231
205
Ibl
132
101
105
130
123
86
35
13
1
1
0
0
0
0
0
0
0
0
0
0
0
154
93
86
161
122
40
36
69
61
33
21
37
48
20
1
0
0
0
0
0
0
0
0
0
0
0
0
0
o
b
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1969
1755
1390
12b8
1105
950
809
705
568
421
385
463
410
289
193
113
20
5
0
0
0
0
0
0
0
0
0
0
0
47
43
49
50
51
53
54
55
56
57
59
60
TOTALS 5538 12411 31359 70396 285487 88218 38494 10189 2594 544086
-------
NORMALIZED INPUT INITIAL SPEED VS DELTA SPEED MATRIX U)
NY BUSES: FKY £ NF*Y COMPOSITE
MPH
-4
-3
-2
-1
0
1
2
3
4
5
6
7
8
9
10
to 11
w 12
1 3 _ .
14
15
16
17
18
19.___.
20
21
22
23
24
25 _
26
27
28
. 29
30
0.0
0.0
0.0
0.0
0.0
0.0097
0.0406
0.048.1
0.0674
0.0804
0.0587
0.0481
0.0677
_P.069Q_._
0.0525
0.0369
0.0477
0.0540
0.0483
.0»Q308_
0.0274
0.0345
0.0395
0.0294
0.0200
0.0141
0.0167
0.0185
0.0147
0.0088
0.0048
0.0
0.0
0.0
0.0083
0.0995
0.1460
0.1465
0.1687
0.1469
0.1035
0.1067
0.1610
0.1140
0.0310
0.0925
0.1J70
0.0907
0.0688
0.0536
0.0611
0.0791
P. 0687
0.0430
0.0303
0.0323
0.0540
0.0400
0.0255
0.0112
0.0171
' 0.0330
0.0
0.0
0.1761
0.4250
0.3540
0.3330
0.3171
0.2679
0.2086
0.3246
0.3077
0.2196
0.2453
0.2335
0.2240
0.2293
0.1498
0.1511
0. 1821
0.1753
0.1324
0.0975
0.0810
0.1173
0. 1500
0.1030
0.0725
C.0505
0.0613
0.0745
0.0591
0.0
1.3432
0.8934
0.5271
0.4654
0.4660
0.3828
0.4166
0.5482
0.4344
0.4263
0.5352
0.4724
0.5095
0.4968
0.3725
0.4151
0.4669
0.4074
0.3558
0.3068
0.3101
0.3374
0.2941
0.2243
0.1878
0.1628
0.1762
0.1649
0.1432
0.1072
33.1464
1.5433
0.7617
0.6580
0.5970
0.5073
0.6620
0.6925
0.5662
0.6780
0.7226
0.7505
0.7317
0.7417
0.7746
0.8084
0.7968
0.7424
0.7013
0.6317
0.6809
0.6000
0.5005
0.4101
0.3830
0.3437
0.3099
C.2603
0.2427
0.2120
0.1832
1.2835
P. 7950
P. 6299
P. 4966
0.5636
0.6244
0.5328
0.5739
0.6226
0.6266
0.7028
0.6143
0.5974
0.6699
0.6286
0.5576
0.5348
0.5115
0.5148
0.5003
0.4305
0.3793
0.3415
0..3195
0.3000
0.2704.
0.2207
0.1977
0.1768
0.1581
0.1362
0.3470
0.3323
0.3765
0.4551
0.3780
0.3027
0.3729
0.3501
0.3384
0.3294
0.2713
0.2792
0.3187
0.2458
0.1930
0.1935
0.1761
0.2170
0.1829
0.1417
0.1263
0. 1404
0.1550
0.1324
0.0911
0.0685
0.0769
0.0889
0.0738
0.0386
0.0452
0.0321
0.1015
0.1421
0.0977
P.P813
0.13P2
P. 1214
P. 0999
0.0806
0.0859
0.0953
0.0971
0.06PP
0.0428
0.0551
0.0709
0.0699
0.0498
0.0294
0.0312
P. 0520
0.0665
0.0437
0.0151
P. 0125
0.0235
0.0275
0.0207
0.0070
0.0073
0.0145
0.0303
0.0255
0.0136
0.0134
0 . 046 1
0.0501
0.0252
0.0105
0.0281
0.0386
0.0308
0.0108'
0.0097
0.0263
0.0316
0.0241
0.0103
0.0042
0.0066
0.0169
0.0162
0.0066
0.0009
0.0
0.0
0.0 ..
0.0
o'.o
Oi.0
0.0
0.0
-------
INPUT INITIAL SPF:D VS DELTA SPCED MATRIX (U ICCNTINUFOJ
NY BUSES: FWY & NF^Y COMPOSITE
MPH
-4
-3
~ 1
2
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
* a
49
50
51
52
53
54
55
56
57
58
59
60
0.0046
0.0051
0.0042
0.0018
0.0029
0.0022
0.0024
O.OOJ4
0.0007
0.0015
0.0011
0.0004
0.0002
0.0004
0.0004
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0178
O.OOjS
O.OJ57
O.OL-+5
o . oooa
0 .0033
J.GJ15
0.0061
0.03 .U
0.0011
0. JOJ4
J.OJ15
o.OO td
O.OJ09
O.OJ J4
O.J039
O.JO '51
O.J
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0 .0
0.0
0.0
0.0
0.0279
0.0343
0.0395
0.0189
0. 0136
0.01G6
0. 0151
0. Olb7
3.G088
0.0061
0.0084
O.UJS7
O.U033
0.0037
0.0059
0. 0090
0.0024
0.0002
0.0002
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
C. 0
0. 0
0.0
0.0
0. 1J96
0.0885
0.0672
0.0431
0.0^76
0.3420
0.0340
0.0253
0.0202
0.0239
0.0163
0 . J 0 V 4
0.0160
0.0145
0.0099
0.0040
J.0018
O.U011
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 144b
C. 1102
0. 1065
0. J9t7
0.0780
0.0729
0. 0718
0. 0558
0.0494
0. 0364
0.02o4
0. 0266
0.0301
C.0244
0.01 71
0.0119
0.0090
0.uJ22
0.0006
0.0
0. 0
0.0
0.0
0.0
u. o
0.0
0.0
0.0
0.0
0.0
0. 1052
0. 0868
C.0799
0.0659
0.0543
O.U494
0.0424
0.0376
0.0296
0.0242
O.OlSp
0.01<*3
0.0239
0.0226
0.0158
0.0064
0.0024
0.0002
0.0002
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0483
J.0283
0.0171
J.0158
0.0296
0.0224
0.0073
3.0066
0.0127
0.0112
0.0061
0.0039
0.0068
0. 0088
0.0037
0.0002
0.0
0.0
0.0
0.0
0.0
0.0
J.O
0.0
o.o
0.0
0.0
0.0
J.O
J.O
0 .0042
0.0015
O.COJ2
0.0004
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0 . 0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
TRANSITION-PROBABILITY MATRIX
NY BUSES: FWY G NFWY 'COMPOSITE
MPH
-4
-3
-2
-1
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
0.0
0.0
0.0
0.0
0.0
0.0038
0.0156
0.0183
0.0258
0.0298
0.0216
0.0177
0.0254
0.0264
0.0206
0.0154
0.0208'
0.0238
0.0227
0.0155
0.0148
0.0203
0.0256
0.0218
0.0165
0.0133
0.0180
0.0221
0.0195
0.0134
0.0082
0.0099
0.0
0.0
0.0
0.0031
0.0335
0.0606
0.0719
0.0825
0.0822
0.06:11
0.06J8
0,0770
0 . J 6 8 1
0.0573
0.0569
0.0600
0.0604
0.0542
0.0479
0.04t»l
0.0575
0.0636
0.0534
0.0443
0.0431
0.06*0
0.0612
0.0526
0.0344
0.0392
0.0648
0.0485
0.0
0.0
0.0588
0. 1616.
0.1754
0.1902
0. 1938
0.1844
0.1622
0. 1883
0. 1738
0.1578
0. 1601
0. 1464
0. 1448
0. 1555
0. 1257
0. 1209
0. 1336
0.1340
0. 1290
0. 1178
0. 1059
0. 1313
0.1668
0. 16C7
0. 1394
0. 1128
0. 1159
0. 1522
0. 1662
0. 1089
0.0
0.3244
0.3573
0.3582
0.3555
0.3716
0.3410
0.3429
0.3725
0.3491
0.3304
0.3549
0.3372
0.3409
0.3397
0.3107
0.3067
0.3270
0.3252
0.3124
0.2947
.0.2998
0.3247
0.3494
0.3517
0.3370
0.3150
0.3230
0.3350
0.3693
0.3500
0.3460
0.9514
0.6971
0.6113
0.6036
0.5364
0.5o90
0.5955
0.6064
0.5897
0. 6000
0.5958
0.6312
0.6303
0.6241
0.6436
0.6475
0.6550
0.6546
0.6550
0.6541
0.6625
0.6520
0.6492
0.6537
0.6674
0.6597
0.6493
0.6335
0.6576
0.6908
0.6641
0.6587
0.9882
0.8891
0.8222
0.7888
0.8045
0.8120
0.8003
0.8248
0.8285
0.8320
0.8540
0.8574
0.8543
0.3798
0.8903
0.8798
0.8882
0.8804
0.8971
0.9048
0.8950
0.8747
0.3706
0.8906
0.9146
0.9136
0.8873
0-8693
0.8926
0.9304
0.8977
0.8664
0.9982
0.9693
0.9480
0.9586
0.9507
0.9298
0.9437
0.9580
0.9583
0.9539
0.9537
0.9603
0.9738
0.9736
0.9660
0.9605
0.9650
0.9762
0.9831
0.9759
0.9632
0.9571
0.9711
0.9888
0.9897
0.9779
0.9703
0.9753
0.9907
0.9889
0.9751
0.9909
0.9991
0.9938
0.9955
0.9950
0.9822
0.9805
0.9903
0.'9960
0.9892
0.9657
0.9887
0.9960
0.9964
0.9900
0.9876
0.9900
0.9955
0.9981
0.9969
0.9915
0.9913
0.9961
0.9994
1 .0000
1.0000
1.0000
1.0000
1.0000
1.0000
1 .0000
1.0000
1.0000
1.0000
1.0000
1.00-00
l.OCOO
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
l.OCOO
l.OCOO
1.0000
1.0000
-------
TRANSITION-PROBABILITY MATRIX (CONTINUED)
NY BUSES: FV«Y £. NFrtY COMPOSITE
MPH
-4
-3
-2
-1
32
3 J
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
0.0142
0.0131
0.0072
0.0126
0.0109
0.0137
J.0025
0.0057
0.0141
0.0143
0.0052
0.0022
0.0049
0.0069
0.0
0.0
0.0
0. J
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0330
0.03J8
0.0643
0.0418
0.02/1
0.0221
O.C433
0.0681
0.0246
0.0190
0.0260
U.0583
0.01 71
0.0138
0.1088
0.2478
J.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 1280
0.1533
0. 1381
0. 1002
0.07S6
0. 10£4
C. 1557
0.1362
0.0827
0.1283
0. 1636
0.0972
0.0659
0. 1246
0.3627
0.3628
0.0500
0.2000
0.0
0.0
0. 0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.3728
0.3616
0.3372
0.3044
0.2869
G.3032
0.3263
0.2922
0.3116
0.3397
0.2961
0.2851
0.2585
0.3114
0.4767
0.4513
0.3500
0.2000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.6775
O.o986
0.6784
0.6396
0.6462
0.7147
C.7021
0.6738
C.6602
0.6817
0.6727
U.6393
0.5829
C.6332
0.8135
0.8850
0.9500
O.faOOO
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.9177
0.9464
0.9367
0.8730
0.8896
0.9579
0.9555
0.9021
0.8926
0.9216
0.9455
0.9201
0.8829
0.9308
0.9948
1.0000
1.0300
1.0300
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.9959
0.9994
0.9986
1.0000
1.0000
1.0000
1.0000
1.0000
1. 0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1. 0000
1.0000
1.0000
0.0
J.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0000
1.0000
1 .0000
1 .0000
1 .0000
1 .0000
1 .0000
1.0000
1.0000
1 .0000
l.COOO
1 .0000
1.0000
1 .0000
1.0000
1 .0000
1.0000
1 .0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0000
1.0000
1.0000
1 .0000
1 .0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1 .0000
1.0000
1.0000
1.0000
1.0000
1.0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
NY BUSES: FWY 6 NFkY COMPOSITE
TrIE STATISTICS FOR CYCLE 2143765149 ARE AS FOLLuWS:
KOLMOGORJV-SMIRNGV DIFFERENCES:
ro
CO
-o
MATRIX:
CRUISE:
ACCEL:
DECEL:
SPEED:
DEL SPD:
DIFFERENCE
0.0125
0.0241
0.0377
0.0209
0.0195
O.OJ85
SL
C.993
C.361
C.793
1.000
C.757
1.000
SUMMARY PERCENTAGE MEASURES:
INPUT CYCLE
IDLE: 33.15 33.08
CRUISE: 19.27 19.56 *
ACCEL: 25.61 24.94
DECEL: 21.93 22.42
AVERAGE SPEED FOR INPUT MATRIX:
AVERAGE SPEED FOR CYCLE:
CYCLE DISTANCE:
CYCLE DURATION:
8.65 MPH
8.77 MPH
2.51 MILES
17.15 MINUTES
* THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE.
-------
RECORD
DRIVING SCHEDULE FOR CYCLE 21437651*9
NY BUSES FWY t NFWY COMPOSITE .864-SEC INTERVAL
PAGE 1 OF 6
MPH RECORD MPH RECORD MPH RECORD
MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
f4
45
46
47
48
49
50
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
. 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
63
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
2
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
1
2
1
4
3
5
6
6
4
5
4
4
5
8
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
10
11
7
6
6
4
3
2
4
5
3
3
3
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
168
189
190
191
192
193
194
195
196
197
198
199
200
0
0
1
1
2
4
2
1
2
2
3
2
4
2
2
4
2
3
1
0
0
0
0
1
4
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
2
4
1
1
238
-------
DRIVING SCHEDULE FOR CYCLE 2143765149
NY BUSES FWY £ NFHY COMPOSITE ,864-SEC INTERVAL
PAGE 2 OF 6
RECORD MPH RECORD MPH RECORD MPH RECORD MPH
201 0 251 2 301 0 351 0
202 0 252 0 302 0 352 0
203 0 253 0 303 0 353 0
204 0 254 0 304 0 354 0
205 0 255 0 305 1 355 0
206 0 256 0 306 0 356 0
207 0 257 0 307 0 357 0
208 0 258 0 308 0 358 1
209 0 259 0 309 0 359 2
210 0 260 0 310 0 360 3
211 0 261 0 311 0 361 4
212 0 262 0 312 0 362 3
213 0 263 0 313 0 363 1
214 0 264 0 314 0 364 1
215 0 265 0 315 0 365 0
216 0 266 0 316 0 366 0
217 0 267 0 317 0 367 0
218 0 268 0 318 0 368 0
219 0 269 0 319 0 369 0
220 0 270 0 320 0 370 0
221 1 271 0 321 0 371 0
222 0 272 0 322 0 372 0
223 0 273 0 323 0 373 0
224 0 274 1 324 0 374 0
225 0 275 1 325 0 375 0
226 0 276 1 326 0 376 0
227 0 277 2 327 0 377 1
228 0 278 2 328 0 378 I
229 0 279 1 329 0 379 0
230 1 280 1 330 0 380 0
231 2 281 2 331 0 381 0
232 2 282 4 332 0 382 0
233 1 283 4 333 0 383 0
234 1 284 6 334 0 384 0
235 1 285 2 335 0 385 2
236 2 286 3 336 0 386 1
237 3 287 2 337 0 387 2
238 ' 3 288 3 338 0 388 3
239 1 289 4 339 0 389 3
240 1 290 3 340 0 390 1
241 0 291 3 341 0 391 0
242 0 292 4 342 0 392 0
243 0 293 3 343 0 393 0
244 0 294 0 344 .0 394 0
245 0 295 0 345 0, 395 0
246 0 296 0 346 0 396 0
247 0 297 0 347 0 397 0
248 0 298 0 348 0 398 0
249 0 299 0 349 0 399 0
250 0 300 0 350 0 400 0
239
-------
RECORD
DRIVING SCHEDULE FOR CYCLE 2143765149
NY BUSES FWY £ NFkY COMPOSITE .864-SEC INTERVAL
PAGE 3 OF 6
MPH RECORD MPH RECORD MPH
RECORD MPH
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
t50
0
0
0
0
0
2
1
1
1
1
3
2
3
5
9
8
10
11
10
11
11
12
13
12
12
14
16
15
14
13
12
12
11
12
13
13
13
13
12
14
14
14
14
15
12
10
8
8
10
7
451
452
453
454
455
456
457
458
459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
7
5
6
4
5
4
2
2
2
5
5
7
4
3
3
3
5
2
1
0
0
0
0
0
0
0
0
2
3
5
4
7
9
8
7
8
9
9
10
10
11
8
7
8
8
6
8
11
11
12
501
502
503
504
505
506
507
508
509
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526
527
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
13
15
16
15
16
19
18
19
15
15
12
9
6
7
7
8
9
9
7
7
10
9
11
12
12
11
11
9
9
10
10
10
9
9
8
7
7
9
13
17
15
15
15
17
16
16
15
12
13
13
551
552
553
554
555
556
557
558
559
560
561
562
563
564
565
566
567
568
569
570
571
572
573
574
575
576
577
578
579
580
581
582
583
584
585
586
587
588
589
590
591
592
593
. 594
595
596
597
598
599
600
13
15
15
16
16
16
17
17
19
19
17
17
17
19
22
21
21
20
20
23
24
21
24
24
22
23
25
26
24
25
26
28
26
26
26
26
23
23
24
25
22
22
23
24
24
23
23
24
23
21
240
-------
RECORD
DRIVING SCHEDULE FOR CYCLE 2143765149
NY BUSES FWY £ NFWY COMPOSITE .864-SEC INTERVAL
PAGE 4 OF 6
MPH RECORD MPH RECORD MPH RECORD MPH
601
602
603
604
605
606
607
608
609
610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
650
19
19
20
21
21
20
21
21
21
22
22
22
21
20
18
16
13
12
14
11
11
9
8
9
7
7
7
8
10
11
9
10
11
12
12
13
13
14
14
14
18
17
17
16
16
17
17
17
16
15
651
652
653
654
655
656
657
658
659
660
661
662
663
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
680
681
682
683
684
685
686
687
688
689
690
691
692
693
694
695
696
697
698
699
700
15
14
13
14
12
13
14
13
13
12
12
13
13
14
15
16
19
19
19
20
21
20
20
21
23
25
23
24
24
26
26
26
24
24
26
26
26
25
26
26
29
30
30
28
24
23
23
22
23
23
701
702
703
704
705
706
707
708
709
710
711
712
713
714
715
716
717
718
719
720
721
722
723
724
725
726
727
728
729
730
731
732
733
734
735
736
737
738
739
740
741
742
743
744
745
746
747
748
749
750
22
21
21
20
21
22
22
21
21
21
22
22
18
18
18
17
19
20
20
18
14
11
10
11
11
10
11
7
8
9
8
6
8
6
8
10
11
11
11
13
14
14
16
16
14
14
15
18
18
17
751
752
753
754
755
756
757
758
759
760
761
762
763
764
765
766
767
768
769
770
771
772
773
774
775
776
777
778
779
780
781
782
783
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798
799
800
16
15
14
14
14
14
14
15
16
16
16
17
13
14
15
14
14
14
14
14
15
14
16
17
17
17
18
19
20
18
20
21
19
21
22
20
21
20
17
17
16
15
14
14
12
10
6
8
7
7
241
-------
RECORD
DRIVING SCHEDULE FOR CYCLE 2143765149
NY BUSES FWY £ NFbY COMPOSITE ,864-SEC INTERVAL
MPH
PAGE 5 OF
RECORD
MPH
RECORD
MPH
RECORD MPH
801
802
803
804
805
806
807
808
809
810
811
812
813
814
815
816
817
818
819
820
821
822
823
824
825
826
827
828
829
830
831
832
833
834
835
836
837
838
639
840
841
842
843
644
845
846
847
848
849
85J
7
8
7
10
8
6
5
6
4
4
7
8
7
7
5
3
3
3
5
6
7
4
6
6
6
6
7
7
8
7
7
7
10
12
9
10
11
9
8
8
9
11
9
9
9
5
6
6
8
7
851
852
853
854
855
856
857
858
859
860
861
862
863
864
865
866
867
868
869
870
871
872
873
874
875
876
877
878
879
880
881
882
883
884
885
386
887
888
889
890
891
892
893
894
895
896
897
898
899
900
7
9
12
14
14
13
13
12
13
13
13
14
13
15
13
12
13
13
15
16
16
19
20
19
19
19
18
17
15
15
13
13
14
13
11
12
14
14
14
14
11
10
10
13
11
12
12
12
13
10
901
902
903
904
905
906
907
908
909
910
911
912
913
914
915
916
917
918
919
920
921
922
923
924
925
926
927
928
929
930
931
932
933
934
935
936
937
938
939
940
941
942
943
944
945
946
947
948
949
950
9
10
10
11
10
10
10
11
11
12
13
12
12
12
12
13
12
11
10
10
11
13
13
14
18
18
20
21
21
21
21
22
22
22
23
21
19
19
18
21
21
22
24
27
26
28
29
32
31
30
951
952
953
954
955
956
957
958
959
960
961
962
963
964
965
966
967
968
969
970
971
972
973
974
975
976
977
978
979
980
981
982
983
984
985
986
987
988
989
990
991
992
993
994
995
996
997
998
999
1000
29
29
29
30
30
31
32
31
30
27
27
28
29
30
31
31
31
33
33
34
35
34
36
36
36
36
35
35
34
34
34
35
33
33
31
32
33
33
31
30
31
33
33
32
31
31
33
34
32
31
242
-------
DRIVING SCHEDULE FOR CYCLE 2143765149
NY BUSES FWY £ NFWY COMPOSITE .864-SEC INTERVAL
PAGE 6 OF 6
RECORD MPH
RECORD
MPH
RECORD
MPH
RECOR.D MPH
1001
1002
1003
1004
1005
1006
1007
1008
1009
1010
1011
1012
1013
1014
1015
1016
1017
1018
1019
1020
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
1035
1036
1037
1038
1039
1040
1041
1042
1043
1044
1045
1046
1047
1048
31
32
31
27
26
27
27
27
25
22
22
19
19
17
18
18
19
19
20
21
20
16
16
16
15
15
15
15
16
17
16
16
16
17
15
12
11
10
10
10
9
9
7
6
7
5
4
5
1049
1050
1051
1052
1053
1054
1055
1056
1057
1058
1059
1060
1061
1062
1063
1064
1065
1066
1067
1068
1069
1070
1071
1072
1073
1074
1075
1076
1077
1078
1079
1080
1081
1082
1083
1084
1085
1086
1087
1088
1089
1090
1091
1092
1093
1094
1095
1096
6
4
3
4
3
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1097
1098
1099
1100
1101
1102
1103
1104
1105
1106
1107
1108
1109
1110
llil
1112
1113
1114
1115
1116
1117
1118
1119
1120
1121
1122
1123
1124
1125
1126
1127
1128
1129
1130
1131
1132
1133
1134
1135
1136
1137
1138
1139
1140
1141
1142
1143
1144
0
0
0
0
0
0
0
0
0
0
0
1
2
4
4
2
1
3
2
5
4
4
6
6
8
8
9
10
9
7
8
9
8
5
3
2
0
0
0
0
0
0
0
0
0
0
0
0
1145
1146
1147
1148
1149
1150
1151
1152
1153
1154
1155
1156
1157
1158
1159
1160
1161
1162
1163'
1164
1165
1166
1167
1168
1169
1170
1171
1172
1173
1174
1175
1176
1177
1178
1179
1180
1181
1182
1183
1184
1185
1186
1187
1188
1189
1190
1191
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
243
-------
SECOND MPH
DRIVING SCHEDULE FOR
CYCLE 21437651*9
NY BUSES FWY L NFWY COMPOSITE
PAGE 1 OF 6
SECOND MPH SECOND
1-SEC INTERVAL
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.42
0.43
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
MPH
SECOND MPH
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
0.0
0.0
0.0
0.0
0.66
;.oo
0.03
0.0
0.57
1.56
0.40
0.0
0.92
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.65
1.00
1.96
1.36
3.72
3.87
5.59
6.00
4.19
4.94
4.00
4.38
6.61
9.39
10.85
6.99
6.00
5.35
3.52
2.36
3.59
4.95
3.00
3.00
2.15
C.42
°-°^
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.95
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.78
1.00
2.19
3.50
1.59
1.56
2.00
2.88
2.07
3.61
2.00
3.02
2.67
2.82
1.04
0.0
0.0
0.0
0.61
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
3.31
1.22
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.44
1.60
2.00
3.83
1.00
0.77
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.94
0.0
0.0
0.0
o.o
o.o
o.o
0. 17
1.32
2.00
-------
DRIVING SCHEDULE FOR
CYCLE 2143765149
NY BUSES FWY £ NFWY COMPOSITE
PAGE 2 OF 6
1-SEC INTERVAL
SECOND MPH
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
1.36
1.00
1.00
2.11
3.00
2.15
1.00
0.26
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.00
1.69
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.15
1.00
1.00
1.62
2.00
1.06
1.09
2.50
4.00
5.13
3.11
2.88
2.04
3.19
3.65
SECOND MPH
SECOND MPH
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
^78
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
3.00
3.67
3.18
0.06
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.40
0.44
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.64
1.80
2.95
3.89
2.46
1.00
0.42
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.16
1.00
0.53
0.0
0.0
0.0
0.0
0.52
1.58
1.57
2.73
3.00
0.95
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Q'.Q
0.0
0.19
SECOND
MPH
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
385
386
387
388
389
390
391
392
393
394
395
396
397
398
399
400
1.75
1.00
1.00
1.00
2.76
2.04
3.39
6.41
8.49
9.33
10.82
10.02
11.00
11.30
12,45
12.39
12.00
13.85
15.92
14.76
13.60
12.44
12.00
11.13
12.03
13.00
13.00
13.00
12.34
13.63
14.00
14.00
14.29
13.67
10.80
8.48
8.00
9.78
7.00
6.22
5.55
4.59
4.86
3.96
2.00
2.00
3.47
5.00
6.61
4.11
245
-------
SECOND
DRIVING SCHEDULE FOR
CYCLE 2143765149
NY BUSES FWY £ NFWY COMPOSITE
PAGE 3 OF 6
1-SEC INTERVAL
MPH
SECOND MPH
SECOND
MPH
SECOND
MPH
401
402
403
404
405
406
407
406
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
450
3.00
3.00
3.87
3.22
1.25
0.09
0.0
0.0
0.0
0.0
0.0
0.0
2.01
3.33
4.68
5.45
8.28
8.20
7.05
8. 11
9.00
9.43
10.00
10.74
8.30
7.06
8.00
7.26
7.06
10.06
11.00
12.00
13.32
15.32
15.53
15.63
18.36
18.06
18.59
15.00
13.75
10.28
6.80
6.89
7.05
8.20
9.00
7.96
7.00
9.50
451
452
453
454
455
456
457
458
459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
9.01
11.15
12.00
11.54
11.00
9.44
9.00
10.00
10.00
9.59
9.00
8.28
7.12
7.07
9.78
14.41
15.98
15.00
15.00
16.96
16.00
15.70
13.64
12.61
13.00
13.00
15.00
15.24
16.00
16.00
16.71
17.00
19.00
18.63
17.00
17.00
18.32
21.45
21.03
20.37
20.00
21.33
23.60
21.72
23.75
23.85
22.23
23.78
25.55
24.59
501
502
503
504
505
506
507
508
509
510
511
512
513 .
514
515
516
517
518
519
520
521
522
523
524
525
526
527
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
24.86
26.04
27.65
26.00
26.00
26.00
23.58
23.00
24.12
24.17
22.00
22.59
23.75
24.00
23.00
23.22
23.62
21.93
19.61
19.00
20.01
21.00
20.68
20.48
21.00
21.00
21.95
22.00
21.73
20.57
18.83
16.52
13.30
12.11
13.36
11.00
9.94
8.31
8.84
7.00
7.00
7.32
8.95
10.63
9.43
9.94
11.10
12.00
12.42
13.00
551
552
553
554
555
556
557
558
559
560
561
562
563
564
565
566
567
568
569
570
571
572
573
574
575
576
577
578
579
580
581
582
583
584
585
586
587
588
589
590
591
592
593
594
595
596
597
598
599
600
13.73
14.00
14.19
17.80
17.00
16.48
16.00
16.83
17.00
16.85
15.69
15.00
14.38
13.22
13.94
12.09
13.25
13.59
13.00
12.28
12.00
13.00
13.19
14.35
15.51
18.00
19.00
19.00
20.14
2,0.70
20.00
20.61
22.54
24.85
23.08
24.00
24.80
26.00
26.00
24.26
24.06
26.00
26.00
25.50
25.66
26.00
26.92
30.00
29.43
26.22
246
-------
SECOND
DRIVING SCHEDULE FOR
CYCLE 2143765149
NY BUSES FWY 6 NFWY COMPOSITE
MPH
1-SEC INTERVAL
601
602
603
604
605
606
607
608
609
610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
650
23.40
23.00
22.08
23.00
22.77
21.61
21.00
20.30
20.86
22.00
21.82
21.00
21.00
21.65
22.00
18.15
18.00
17.72
17.87
19.59
20.00
18.18
13.80
10.78
10.38
11.00
10.31
10.85
7.01
8.17
8.68
7.04
7.28
6.41
7.91
10.11
11.00
11.00
12.17
13.74
14.00
16.00
15.57
14.00
14.53
17.06
18.00
17.00
15.84
14.68
SECOND
651
652
653
654
655
656
657
658
659
660
661
662
663
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
680
681
682
683
684
685
686
687
688
689
690
691
692
693
694
695
696
697
698
699
700
PAGE
MPH
14.00
14.00
14.00
14.00
15.10
16.00
16.00
16.57
14.07
13.89
14.95
14.00
14.00
14.00
14.00
14.83
14.01
16.15
17.00
17.00
17.62
18.78
19.94
18.19
20.25
20.18
20.13
21.72
20.24
20.96
19.42
17.00
16.49
15.33
14.18
14.00
11.72
8.81
6.91
7.39
7.00
7.00
7.92
7.72
9.20
6.89
5.29
5.87
4.00
4.56
4 OF 6
SECOND
701
702
703
704
705
706
707
708
709
710
711
712
713
714
715
716
717
718
719
720
721
722
723
724
725
726
727
728
729
730
731
732
733
734
735
736
737
738
739
740
741
742
743
744
745
746
747
748
749
750
MPH
7.34
7.50
7.00
5.37
3.05
3.00
3.57
5.44
6.60
4.72
5.83
6.00
6.00
6.39
7.00
7.70
7.14
7.00
7.53
10.67
10.53
9.65
10.81
9.07
8.00
8.28
9.87
9.81
9.00
9.00
5.07
6.00
6.76
7.46
7.00
8.70
12.02
14.00
13.68
13.00
12.36
12.80
13.00
13.11
13.73
13.85
13.83
12.26
12.90
13.11
SECOND MPH
751
752
753
754
755
756
757
758
759
760
761
762
763
764
765
766
767
768
769
770
771
772
773
774
775
776
777
778
779
780
781
782
783
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798
799
800
15.21
16.00
17.58
19.69
19.16
19.00
18.84
17.68
16.05
15.00
13.43
13.00
13.90
12.48
11.42
13.15
14.00
14.00
13.86
10.80
10.00
11.56
11.65
11.83
12.00
12.15
12.08
9.54
9.62
10.00
10.94
10.00
10.00
10.41
11.00
11.72
12.88
12.00
12.00
12.00
12.51
12.33
11.18
10.02
10.14
11.59
13.00
13.61
17.08
18.00
247
-------
DRIVING SCHEDULE FOR
CYCLE 2143765149
NY BUSES FWY £ NFWY COMPOSITE
PAGE 5 OF 6
1-SEC INTERVAL
SECOND MPH
SECOND
MPH
SECOND
MPH
SECOND
MPH
801
802
803
804
805
806
807
808
809
810
811
812
813
814
815
816
817
818
819
820
821
822
823
824
825
826
827
828
829
830
831
832
833
834
835
836
837
838
839
840
841
842
843
844
845
846
847
848
849
850
20.08
21.00
21.00
21.00
21.71
22.00
22.03
22.63
20.31
19.00
18.34
20.45
21.00
22.26
24.86
26.56
27.20
28.76
31.75
30.93
29.77
29.00
29.00
29.70
30.00
31.02
31.82
30.67
28.53
27.00
27.81
28.96
30.12
31.00
31.00
32.19
33.00
33.91
34.93
34.44
36.00
36.00
36.00
35.15
34.99
34.00
34.00
34.48
33.72
33.00
851
852
853
854
855
856
857
858
859
860
861
862
863
864
865
866
867
868
869
870
871
872
873
874
875
676
877
878
879
880
881
882
883
884
885
886
887
888
889
890
891
892
893
894
895
896
897
898
899
900
31.09
32.11
33.00
32. 15
30.42 '
30.74
32.80
32.94
31.79
31.00
32.06
33.69
32.31
31.00
31.16
31.68
29.11
26.37
26.79
27.00
26.80
24.22
22. CC
20.28
19.00
17.22
18.00
18.20
19.00
19.52
20.68
20. 17
16.04
16.00
15.69
15.00
15.00
15.00
15.94
16.91
16.00
16.00
16.57
15.55
12.36
10.96
10.00
10.00
9.49
9.00
901
902
903
904
905
906
907
908
909
910
911
912
913
914
915
916
917
918
919
920
921
922
923
924
925
926
927
928
929
930
931
932
933
934
935
936
937
938
939
940
941
942
943
944
945
946
947
948
949
950
7.35
6.02
6.72
4.70
4.45
5.61
4.46
3.07
3.92
2.76
1.20
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0 ''
0.0
951
952
953
954
955
956
957
958
959
960
961
962
963
964
965
966
967
968
969
970
971
972
973
974
975
976
977
978
979
980
981
982
983
984
985
986
987
988
989
990
991
992
993
994
995
996
997
998
999
1000
0.0
0.0
0.0
0.0
0.0
0.0
0.64
1.80
3.91
3.78
1.73
1.85
2.42
4.22
4.10
4.11
6.00
6.74
8.00
8.69
9.84
9.00
7.16
8.32
8.53
6.11
3.43
2.06
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
248
-------
DRIVING SCHEDULE FOR
CYCLE 2143765149
NY BUSES FWY £ NFWY COMPOSITE
PAGE 6 OF 6
SECOND MPH
1001
1002
1003
1004
1005
1006
1007
1008
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
SECOND
1009
1010
1011
1012
1013
1014
1015
1016
MPH
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1017
1018
1019
1020
1021
1022
1023
1024
1-SEC INTERVAL
SECOND MPH
SECOND MPH
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1025
1026
1027
1028
1029
0.0
0.0
0.0
o.o
0.0
249
-------
Appendix D
STATISTICS FOR TRUCK LA 45
-------
STATISTICAL ANALYSIS OF TRUCK LA 45 TT DIESEL
5 FILE(S) WERE PROCESSED
RECORD COUNT = 127528
OPERATING TIME = 30.61 HRS
252
-------
TRUCK LA 45 TT DIESEL
TEMPERATURE DENSITY AND DISTRIBUTION FUNCTIONS
FREEWAY
NON-FREEWAY
COMBINED
TEMP
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
150
155
160
165
170
175
180
185
190
195
200
205
210
215
220
225
230
235
240
245
250
255
260
265
270
275
280
285
290
295
300
FREQ.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
14
516
200
1353
2055
4873
9246
8479
7166
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
N
AVGE
STD DEV =
DENS.
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.04
1.52
0.59
3.99
6.06
14.37
27.27
25.01
21.14
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
33902
180.93
7.58
OIST.
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.04
1.56
2.15
6. 14
12.21
26.58
53.85
78.86
100.00
100.00
100.00
ICO. 00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
ICO. 00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
FREQ.
372
196
315
226
279
204
162
146
142
127
138
106
82
74
65
72
59
73
83
102
105
158
73
108
272
664
495
2461
10029
37632.
35886
2237
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
N
AVGE
STD DEV =
DFNS.
0.40
0.21
0.34
0.24
0.30
0.22
0.17
0. 16
0.15
0.14
u.15
0.11
0.09
0.08
0.07
0.08
0.06
0.08
0.09
C.ll
0.11
0.17
0.08
0.12
0.29
0.71
0.53
2.64
10.77
40.40
38.53
2.40
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
93143
182.26
21.31
DIST.
0.40
0.61
0.95
1.19
1.49
1.71
1.88
2.04
2.19
2.33
2.48
2.59
2. 68
2.76
2.83
2.91
2.97
3.05
3.14
3.25
3.36
3.53
3.61
3.72
4.01
4.73
5.26
7.90
18.67
59.07
97.60
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
FREQ.
372
196
315
226
279
204
162
146
142
127
138
106
82
74
65
72
59
73
83
102
105
158
87
624
472
2017
2550
7334
19275
46111
43052
2237
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
N
AVGE
STD DEV =
DENS.
0.29
0. 15
0.25
0.18
0.22
0. 16
0.13
0.11
0.11
0. 10
0.11
0.08
0.06
0.06
0.05
0.06
0.05
0.06
0.07
0.08
0.08
0. 12
0.07
0.49
0.37
1.59
2.01
5.77
15.17
36.30
33.89
1.76
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
127045
181.90
18.67
DIST.
0.29
0.45
0.70
0.87
1.09
1.25
1.38
1.50
1.61
1.71
1.82
1.90
1.96
2.02
2.07
2.13
2.18
2.23
2.30
2.38
2.46
2.59
2.65
3.15
3.52
5.11
7.11
12.89
28. Ob
64.35
98.24
100.00
100.00
100.00
103.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
-------
TRUCK Li 45
FREEWAY
-20
-10
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
OTALS
-20
0.0
0.0
o.o
o.o
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-10
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
TT DIESEL
0
0.0
0.0
0.769
0.036
0.018
0.006
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
o.o
0.0
0.0
0.829
10
0.0
0.0
0.033
0.009
0.018
o.oie
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.073
2J
0.0
0. J
0.012
O.J18
0.033
0.027
0.024
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.113
NORMALIZED INI
30
0.0
0.0
0.009
0.0
0.012
0.033
0.045
0.015
0.012
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.125
40
0.0
0.0
0.006
0.003
0.024
0.021
0.057
0.060
0.024
0.033
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.227
TIAL Z
IN =
50
0.0
0.0
0.0
0.009
0.012
0.024
0.060
0.128
0.122
0.018
0.015
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.388
RPM VS FINAL %
33536)
60
0.0
0.0
0.0
0.0
0.009
0.066
0.060
0.116
0.215
0. 149
0.033
0.009
0.012
0.0
0.0
0.0
0.0
0.0
0.668
70
0.0
0.0
0.0
0.0
0.003
0.072
0.081
0.081
0.215
0.686
0.253
0.078-
0.083
0.006
0.0
0.0
0.0
0.0
1.557
RPM MATRIX
80
0.0
0.0
0.0
0.0
0.0
0.003
0.051
0.042
0.122
0.641
4.854
0.647
0.435
0.107
0.0
0.0
0.0
0.0
6.903
90
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.018
0.033
0.113
1.670
18.019
1.229
0.131
0.0
0.0
0.0
0.0
21.213
100
0.0
0.0
0.0
0.0
0.0
0.0
0.0
J.O
0.009
0.024
0.128
2.403
58.328
1.166
0.003
0.0
0.0
0.0
62.062
110
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.021
1.628
4.169
0.003
0.0
0.0
0.0
5.824
120
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
'0.003
0.009
0.0
0.0
0.0
0.015
130
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
140
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
150
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
u.O
ACCEL = 7.86 I CRUISE = 86.54 % DECEL = 4.83 * IDLE = 0.77
-------
TRUCK LA 45 TT DIESEL NORMALIZED INITIAL * RPM VS FINAL i RPM MATRIX
NON-FREEHAY IN = 92194)
-20 -10 0 10 2J 30 40 50 60 70 80 90 100 110 120 130 140 150
-20 0.0 0.0 0.0 0.0 O.J 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
-10 0.0 0.0 0.015 0.002 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0 0.0 0.015 48.174 0.425 0.234 0.09J 0.035 0.011 0.001 0.001 0.0 0.001 0.0 0.0 0.0 0.0 0.0 0.0
10 0.0 0.001 0.346 0.564 0.252 0.114 0.069 0.026 0.004 O.J01 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
20 0.0 0.0 0.158 0.251 0.574 0.278 0.111 0.076 0.042 0.010 0.001 0.001 0.001 0.0 0.0 0.0 0.0 0.0
30 0.0 0.001 0.021 0.091 0.290 0.579 0.294 0.137 0.145 0.159 0.014 0.001 0.0 0.001 0.0 0.0 0.0 0.0
40 0.0 0.0 0.002 0.014 0.073 0.278 0.658 0.357 0.223 0.210 0.108 0.008 0.0 0.0 0.0 0.0 0.0 0.0
50 0.0 0.001 0.001 0.0 O.G18 0.087 0.346 0.773 0.432 0.238 0.133 0.028 0.008 0.0 0.0 0.0 0.0 0.0
60 0.0 0.0 0.001 0.0 O.J 0.052 0.098 0.406 1.107 0.661 0.326 0.111 0.009 0.0 0.0 0.0 0.0 0.0
70 0.0 0.0 0.0 0.0 O.J 0.003 0.097 0.097 0.504 2.157 1.439 0.347 0.059 0.002 0.0 0.0 0.0 0.0
80 0.0 0.0 0.001 0.001 O.J 0.0 0.018 0.051 0.103 0.744 5.099 2.837 0.358 0.011 0.0 0.0 0.0 0.001
90 0.0 0.0 0.001 0.0 0.0 0.001 0.0 0.016 0.082 0.321 1.217 7.890 2.529 0.064 0.001 0.0 0.0 0.001
100 0.0 0.0 0.0 0.0 0.001 0.0 0.0 0.001 0.035 0.177 0.876 1.023 9.311 0.667 0.005 0.001 0.0 0.002
110 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0. 0.010 0.113 0.127 0.232 0.880 0.004 0.001 0.002 0.003
120 0.0 0.0 0.0 0.0 O.J 0.0 0.0 0.0 0.0 0.0 0.001 0.0 0.005 0.005 0.003 0.002 0.005 0.002
130 0.0 0.0 0.0 0.0 O.J 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.001 0.001 0.004 0.002 0.0 0.003
140 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.001 0.001 0.002 0.002 0.003 0.004 O.OJ1 0.001
150 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.001 0.003 0.002 0.001 0.009 0.015
TOTALS 0.0 0.018 48.721 1.348 1.442 1.485 1.726 1.950 2.680 4.689 9.330 12.375 12.516 1.637 0.024 0.012 0.017 0.029
* ACCEL = 13.76 % CRUISE = 29.61 * DECEL = 8.45 % IDLE = 48.17
-------
TRUCK LA 45 TT DIESEL
COMBINED
-20
-10
0
10
20
30
40
50
60
70
00
90
100
110
120
130
140
150
-20
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
u.o
0.0
0.0
0.0
0.0
0.0
0.0
-10
0.0
0.0
0.011
_ 0.001
0.0
0.001
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0
0.0
0.011
35.530
0.263
0. 121
0.017
0.002
0.001
0.001
0.0
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.0
10
0.0
0.002
0.321
0.416
0. 188
0.072
0.010
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
20
0.0
0.0
0.175
0.189
0.429
0.220
0.060
O.J14
0.0
0.0
0.0
0. J
0.001
0.0
0.0
0.0
o. a
0.0
NORMALIZED INI
30
0.0
0.0
0.071
0.084
0.207
0.433
0.216
0.068
0.041
0.002
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
40
0.0
0.0
0.027
0.052
0.087
0.221
0.498
0.270
0.078
0.080
0.014
0.0
0.0
0.0
0.0
0.0
0.0
0.0
TIAL X
(N =
50
0.0
0.0
0.008
0.021
0.059
0.107
0.278
0.601
0.330
0.076
0.041
0.012
0.001
0.0
0.0
0.0
0.0
0.0
RPM VS FINAL %
125730)
60
0.0
0.0
0.001
0.003
0.033
0.124
0.180
0.348
0.869
0.410
0.084
0.063
0.029
0.0
0.0
0.0
0.0
0.0
70
0.0
0.0
0.001
0.001
0.008
0. 136
0.176
0. 196
0.542
1.765
0.613
0.256
0.152
0.009
0.0
0.0
0.0
0.0
RPM MATRIX
80
0.0
0.0
0.0
0.0
0.001
0.011
0.093
0.109
0.272
1.226
5.034
1.065
0.759
0.111
0.001
0.0
0.001
0.0
90
0.0
0.0
0.001
0.0
0.001
0.001
0.006
0.025
0.090
0.285
2.526
10.592
1.078
0.128
0.0
0.0
0.001
0.0
100
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.006
0.009
0.049
0.297
2.496
22.385
0.481
0.005
0.001
0.002
0.001
110
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.002
0.009
0.052
0.923
1.757
0.005
0.001
0.002
0.002
120
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.005
0.004
0.005
0.003
0.002
0.002
130
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.001
0.002
0.002
0.003
0.001
140
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002
0.004
0.0
0.001
0.006
150
0. 0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.001
0.002
0.002
0.002
0.002
0.001
0.011
TOTALS 0.0 0.014 35.947 1.009 1.087 1.122 1.326 1.533 2.143 3.853 8.683 14.732 25.731 2.754 0.021 0.009 0.013 0.021
I ACCEL - 12.18 % CRUISE = 44.80 * DECEL = 7.49 % IDLE »= 35.53
-------
TRUCK LA 45 TT DIESEL
FREEWAY
NORMALIZED INITIAL % POWER VS FINAL * POWER MATRIX
-------
TRUCK LA 45 TT DIESEL
NON-FREEWAY
NORMALIZED INITIAL % POWER VS FINAL % POWER MATRIX
(N = 921941
MOTOR
10
20
30
50
60
70
80
90
100
MOTOR
21.991 1.354 0.853 0.484 0.393 0.347 0.317 0.318 0.335 0.244 0.156 0.041
1.183 45.543 0.553 0.238 0.229 0.161 0.105 0.080 0.068 0.040 0.022 0.010
10
1.020 0.635 1.360 0.406 0.143 0.097 0.062 0.056 0.059 0.042 0.035 0.009
20
0.565 0.257 0.588 0.766 0.267 0.134 0.076 0.060 0.059 0.036 0.041 0.011
30
0.459 0.108 0.282 0.472 0.589 0.272 0.123 0.081 0.062 0.041 0.024 0.010
40
0.534 0.053 0.123 0.248 0.479 0.535 0.298 0.132 0.085 0.071 0.033 0.005
50
0.467 0.035 0.060 0.112 0.249 0.613 0.678 0.305 0.133 0.047 0.022 0.010
60
0.401 0.017 0.052 0.060 0.084 0.302 0.715 0.343 0.331 0.088 0.036 0.007
70
0.298 0.017 0.031 O.G39. 0.049 0.108 0.299 0.864 1.107 0.260 0.069 0.009
0.090 0.003 0.010 0.020 0.021 0.017 0.059 0.180 0.809 0.941 0.194 0.010
90
0.041 0.002 0.003 0.009 0.005 0.004 0.007 0.013 0.100 0.545 0.761 0.055
100
0.003 0.001 0.0 0.001 0.001 0.004 0.001 0.004 0.002 0.008 0.151 0.104
TOTALS 27.092 48.026 3.915 2.653 2.509 2.595 2.739 2.937 3.150 2.362 1.543 0.280
% ACCEL = 10.75
% CRUISE = 53.23
% OECEL = 14.03
% MOTOR » 21.99
-------
TRUCK LA 45 TT DIESEL
COMBINED
NORMALIZED INITIAL % POWER VS FINAL % POWER MATRIX
(N = 125730)
MOTOR
10
20
30
50
60
70
BO
90
100
MOTOR
20.894 1.202 0.826 0.468 0.363 0.317 0.273 0.273 0.295 0.222 0.154 0.043
1.079 33.663 0.54^ 0.242 0.188 0.138 0.084 0.061 0.055 0.033 0.018 0.010
10
0.985 0.612 1.339 0.527 0.176 0.103 0.056 0.049 0.052 0.035 0.031 0.008
20
0.581 0.254 0.693 0.974 0.477 0.203 0.098 0.061 0.047 0.032 0.037 0.010
30
0.402 0.107 0.301 0.680 0.941 0.562 0.192 0.094 0.058 0.038 0.024 0.008
40
0.456 0.055 0.135 0.313 0.789 1.273 0.674 0.224 0.095 0.068 0.028 0.008
50
0.409 0.029 0.049 0.114 0.313 0.998 1.653 0.816 0.213 0.059 0.020 0,010
60
70
0.345 0.019 0.045 0.057 0.089 0.383 1.235 2.123 0.814 0.144 0.049 0.007
0.250 0.016 0.028 0.037 0.044 0.120 0.345 1.374 2.653 0.759 0.110 0.011
80
0.076 0.003 0.007 0.014 0.020 0.023 0.056 0.211 1.329 2.116 0.547 0.018
90
0.038 0.002 0.002 0.008 0.006 0.005 0.008 0.016 0.130 0.915 1.717 0.126
100
0.003 0.001 0.0
0.001 0.001 0.003 0.001 0.003 0.002 0.010 0.235 0.198
TOTALS
25.519 35.964 3.967 3.434 3.407 4.129 4.676 5.305 5.742 4.432 2.969 0.457
ACCEL = 13.58
CRUISE = 48.65
% DECEL = 16.87
% MOTOR = 20.89
-------
POWER DENSITY AND DISTRIBUTION FUNCTIONS
FREEWAY
1 PWR
MOTOR
0
10
20
30
40
50
60
70
ao
90
100
FREU.
7110
940
1378
1703
1959
2786
3352
3971
4317
3390
2313
317
* N *
MEAN
MEDIAN =
STD DEV =
** TOTAL N =
OENS.
21.20
2.80
4.11
5.08
5.84
8.31
10.00
11.84
12.87
10.11
6.90
0.95
26426
54.38
57.76
24.84
33536
DIST.
21.20
24.00
28. 11
33.19
39. C3
47.34
57.34
69. 18
82.05
92. 16
99.05
100.00
NON-FREEhAY
FREQ.
24737
44467
3616
2654
2326
2393
2535
2705
2907
2170
1425
259
* N
MEAN
MEDIAN =
STD DEV =
** TOTAL N =
OENS.
26.83
48.23
3.92
2.88
2.52
2.60
2.75
2.93
3.15
2.35
1.55
0.28
67457
15.94
3.79
26.83
92194
DIST.
26.83
75.06
78.99
81.86
84.39
86.98
89.73
92.67
95.82
98.17
99.72
100.00
COMBINED
FREO.
31847
45407
4994
4357
4285
5179
5887
6676
7224
5560
3738
576
* N =
MEAN
MEDIAN =
STD DEV *
** TOTAL N =
DENS.
25.33
36.11
3.97
3.47
3.41
4.12
4.68
5.31
5.75
4.42
2.97
0.46
93883
26.76
8.07
31.46
125730
DIST.
25.33
61.44
65.42
68.88
72.29
76.41
81.09
86.40
92.15
96.57
99.54
100.00
* FREQUENCY USED TO COMPUTE POrfER MEAN, MEDIAN, AND STO DEV; EXCLUDES MOTORING FREQUENCY
** FREQUENCY USED TO COMPUTE DENSITY AND DISTRIBUTION FUNCTIONS
-------
TRUCK LA 45
FREEWAY
-9
TT DIESEL
TOTALS
0.0
INITIAL SPEED VS DELTA SPEED MATRIX - CHANNEL 5
IN = 33536)
-8
-7
-6
-5
-4
-3
-2
-1
0
2
4
6
8
10
12
14
16
IS
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0 -
,0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0 ,
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.003
0.0
0.0
0.003
0.0
0.006
0.0
0.0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.006
0.009
0.0
0.006
0.006
0.012
0.006
0.018
0.009
0.003
0.012
0.015
0.009
0.021
0.012
0.003
0.003
0.003
0.003
0.0
0.0
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.015
0.024
0.024
0.030
0.030
0.033
0.030
0.027
0.051
0.030
0.027
0.021
0.024
0.021
0.039
0.042
0.024
0.021
0.015
0.012
0.009
0.015
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.027
0.054
0.063
0.066
0.051
0.107
0.188
0.110
0.101
0.173
0.134
0.072
0.110
0.307
0.790
0.194
0.146
0.495
0.164
0.081
0.095
0.516
0.247
0.143
0.200
1.861
1.923
0.078
0.057
0.206
0.072
0.0
0.0
0.0
0.0
0.0
0.426
0.203
0.095
.0.209
0.355
0.558
0.784
0.808
0.927
0.371
0.432
5.218
0.763
2.678
3.993
0.796
2.415
2.982
0.883
1.193
2.335
3.763
1.178
2.901
6.286
14.704
15.348
1.088
1.401
1.449
0.811
0.054
0.0
0.0
0.0
0.0
0.033
0.045
0.075
0.116
0.161
0.236
0.328
0.256
0.292
0.397
0.250
0.349
0.322
0.617
0.877
0.349
0.358
0.468
0.379
0.259
0.280
0.492
0.394
0.280
0.406
2.055
1.816
0.042
0.081
0.188
0.092
0.0
0.0
0.0
0.0
0.0
0.006
0.012
0.018
0.003
0.006
0.003
0.009
0.0
0.027
0.018
0.036
0.003
0.018
0.021
0.009
0.006
0.003
0.006
0.006
0.003
0.006
0.0
0.006
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.006
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
.0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0,0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003 0.015 0.158 0.564 8.829 77.907 12.291 0.227 0.006 0.0
0.0
0.0
ACCEL = 12.52 ? CRUISE = 77.48
NUMBER OF TIMES DELTA SPEEO < -9.5MPH/SEC = 0
% DECEL = 9.57 % IDLE
NUMBER OF TIMES DELTA SPEED > 7.5MPH/SEC =
0.0
0743
0
-------
TRUCK LA 45
NCN-FREEHAY
-9
TT DIESEL
INITIAL SPESD VS DELTA SPEED MATRIX - CHANNEL 5
(N = 92194)
TOTALS
-8
-7
-6
-5
-3
-2
-1
0
2
4
6
8
10
12
14
16
ia
20
22
24
26
26
30
32
34
36
38
40
42
44
46
40
50
52
54
56
58
60
62
64
66
68
70
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002
0.001
0.0
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0. 0
0.001
0.001
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
0.011
0.0
0.004
0.001
0.001
0.003
0.007
0.004
0.004
0.010
0.001
0.001
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.097
0.012
0.016
0.017
0. 033
0.033
0.028
0.026
0.022
0.040
0.028
0.036
0.020
0.013
0.011
0.005
0.003
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.010
0.057
0.092
0.111
0.105
0. 116
0.142
0.138
0.121
0.123
0.107
0.092
O.C66
0.062
0.050
0.023
0.022
0.014
0.008
0.001
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.154
0.483
0.489
0.413
0.267
0.332
0.341
0.230
0.222
0.324
0.267
0.212
0.151
0.191
0.256
0.145
0.154
0.264
0.117
0.051
0.035
0.052
0.002
0.005
0.0
0.035
0.018
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
49.851
1.908
2.803
3.181
2.378
2.170
1.316
1.002
0.849
1.335
0.835
1.705
1.026
1.068
1.327
1.093
1.972
2.686
0.456
0.458
C.515
0.311
0.024
0.042
0.051
0.353
0.061
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.335
0.525
0.608
0.765
0.681
0.671
0.763
0.760
0.739
0.825
0.618
0.566
0.540
0.593
0.545
0.367
0.261
0.297
0.133
0.069
0.046
0.037
0.012
0.008
0.010
0.043
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.089
0.171
0.167
0.051
0.099
0.111
0.059
0.010
0.093
0.050
0.056
0.011
0.026
0.024
0.009
0.003
0.001
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 106
0.012
0.004
0.0
0.002
0.0
0.0
0.0
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.009
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
c.o
0. 0
O.U
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003 0.0
0.002 0.007 0.004 C.050 0.443 1.462 5.210 80.776 10.872 1.033 0.128 0.009 0.0
0.002 0.0
ACCEL = 12.04 % CRUISE = 30.93
NUMBER OF TIMES DELTA SPEED < -9.5MPH/SEC = 1
% DECEL = 7.18 % IDLE = 49.85
NUMBER OF TIMES DELTA SPEED > 7.5MPH/SEC = 0
-------
TRUCK LA 45
COMBINED
-9
TT DIESEL
INITIAL SPEED VS DELTA SPEED MATRIX - CHANNEL 5
(N = 125730)
TOTALS
-8
-7
-6
-5
-4
-3
-2
-1
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
0.0
0.0
0.0
0.0
0.0
0.0
0.001
p.O
0.0
0.0
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002
0.001
0.0
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.001
0.001
0.0
0.0
0.002
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 008
0.0
0.003
0.001
0.002
0.002
0.006
0.003
0.003
0.008
0.001
0.002
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.071
0.010
0.014
0.013
0. 025
0.025
0.024
0.021
0.021
0.032
0.021
0.029
0.018
0.012
0.014
0.007
0.003
0.002
0.002
0.001
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.008
0.046
0.074
0.087
0.085
0.093
0.113
0.109
0.096
0.103
0.087
0.075
0.054
0.052
0.042
0.027
0.027
0.017
0.011
0.005
0.004
0.003
0.004
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.120
0.360
0.375
0.321
0.2J9
0.272
0.300
0.198
0. 190
0.284
0.231
0.174
0.140
0.222
0.398
0.158
0.152
0.325
0.130
0.059
0.051
0.176
0.068
0.042
0.053
0.522
0.527
0.021
0.015
0.055
0.019
0.0
0.0
0.0
0.0
0.0
36.668
1.453
2.081
2.388
1.838
1.740
1.174
0.950
C.870
1.211
0.728
2.642
0.956
1.498
2.038
1.014
2.090
2.765
0.569
0.654
1.001
1.232
0.332
0.805
1.714
4.180
4.138
C.290
0.374
0.387
0.216
0.014
0.0
0.0
0.0
0.0
0.291
0.397
0.466
0.592
0.542
0.555
0.647
0.626
0.620
0.711
0.520
0.508
0.482
0.600
0.633
0.362
0.287
0.343
0.199
0.120
0.108
0.158
0.114
0.080
0.115
0.580
0.487
0.011
0.021
0.050
0.025
0.0
0.0
0.0
0.0
0.0
0.067
0.129
0.127
0.038
0.074
0.082
0.045
0.007
0.076
0.041
0.051
0.009
0.024
0.023
O.J09
0.004
0.002
0.003
0.002
0.001
0.002
0.0
0.002
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
O.J78
0.010
0.003
0.0
0.002
0.0
0.0
0.0
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.006
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002 0.0
0.002 0.005 0.004 0.041 0.367 1.222 6.175 80.011 11.250 0.818 0.095 0.006 0.0
0.002 0.0
S ACCEL = 12.17 * CRUISE » 43.34
NUMBER OF TIMES DELTA SPEEJ < -9.5MPH/SEC = 1
% DECEL = 7.82 ? IDLE = 36.67
NUMBER OF TIMES DELTA SPEED > 7.5MPH/SEC = 0
-------
LA 45 TT DIESEL
FREEWAY
SPEED DENSITY AND DISTPIBJT1GN FUNCTIONS - CHANNEL 5
iPtLU
ZERO
0
2
4
6
8
10
12
14
16
Ib
20
22
2<«
26
28
30
32
34
3o
£ 38
* <,o
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
FPEQ.
OENS.
1 13
165
108
89
142
203
313
452
407
467
500
309
1907
417
1228
1914
461
1000
1343
489
523
917
1605,
615
1120
2311
6245
6402
405
516
618
327
18
0
0
0
0
N
MEAN
MEDIAN =
STD DEV =
0.34
0.49
0.32
0.27
0.42
0.61
0.93
1.35
1.21
1.39
1.49
0.92
5.69
1.24
3.66
5.71
1.37
2.98
4.00
1.46
1.56
2.73
4.79
1.83
3.34
6.89
18.62
19.09
1.21
1.54
1.84
0.9b
0.05
0.0
0.0
0.0
0.0
33536
40.33
47.06
13.55
DIST.
0.49
0.31
1.C8
1.50
2.11
3.C4
4.39
5.60
7.00
8.49
9.41
15.09
16.34
20.00
25. 71
27. 08
30.06
34.C7
35.53
37. C9
39.82
44.61
46.44
49. 78
56.67
75.29
94.38
95.59
97.13
98.97
99. 95
100.00
100.00
100.00
100.00
100.00
FREQ.
NON-FREEWAY
DENS.
OIST.
45035
46645
2866
3906
4165
3282
3143
2425
2014
1916
2478
1776
2446
1719
1825
2045
1543
2233
3020
668
542
551
370
36
51
56
397
76
0
0
0
0
J
0
0
0
0
4B .85
50.59
3.11
4.24
-------
TRUCK LA 45
FREEWAY
TT DIESEL
MOTOR
NORMALIZED % RPM VS * POWER MATRIX
(N = 339021
10
20
30
60
80
90
100
-22
-20
-18
-16
-14
-12
-10
-8
-6
-4
-2
0
2
4
6
8
10
12
14
16
18
20
22
2t
26
28
30
32
34
36
38
4U
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
an
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.027
0.018
0.009
0.012
0.009
0.012
O.J09
0.006
0.009
0.015
0.029
0.021
0.009
0.047
0.024
0.038
0.035
0.024
0.059
0.041
0.029
0.053
0.059
0.038
0.059
0.065
0.062
0.103
0.091
0.097
0.127
0.127
0.121
0.215
0.165
0.198
0.265
0.280
0.322
0.460
n-^7?
0.0
0.0
0.0
J.O
0.0
0.0
J. 0
0.0
J.O
0.0
0.0
0.637
0.024
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.0
o.u
J.006
0.0
0.0
J.O
0.0
0.003
0.003
0.003
0.006
0.0
0.003
0.006
0.0
0.0
0.003
O.OC3
0.0
J.O
0.006
0.006
0.006
0.0
0.006
0.003
0.003
0.021
0. C09
0.024
O.O41
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0. J
0. 0
0.0
0.029
0.003
J.003
0.003
0.0
0.0
0.006
0.0
0.0
0.003
0. 0
0.006
0.003
0.006
0.0
0.003
0.009
0.003
0.003
0.003
0.006
0.003
0.003
0.006
0.003
0.003
0.003
J.018
J . 00 3
0.009
0.009
O.GC6
0.006
0.003
0.006
0.009
J . 0 1 2
0.009
0. 047
0. 018
0.038
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.012
0.0
0.003
0.0
0.0
0.0
0.003
0.0
0.0
0.003
0.003
0.003
0.006
0.006
O.C06
0.003
0.0
0. CIS
0.003
0.003
0.003
0.003
0.006
0.009
U.C06
0.021
0.003
0.006
0.003
0.006
O.C03
0. C03
0.006
O.C09
0.012
0.006
0.015
0.021
0.024
0.024
O.C62
0. J
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.009
0.003
0.0
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.006
0.006
0.003
0.003
0.006
0.003
0.0
0.003
0.003
0.003
0.009
0.0
0.0
0.0
0.003
0.012
0.003
0.009
0. CC9
0.0
0.012
O.OOo
0.012
O.Olb
0.015
0.027
0.029
0.071
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.024
0.0
0.003
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.003
O.U03
0.0
0.0
0.0
U. 006
0.003
0.006
0.003
U.003
U.003
0.0
0.003
0.0
0.003
0.003
0.006
0.012
0.009
0.012
0.015
0.012
0.012
0.029
0.032
0.044
0. 080
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.0
J.O
0.0
0.0
0.0
0.0
0.003
0.003
0.0
0.003
0.006
0.0
0.003
0.0
0.003
0.003
0.003
0.003
0.003
0.003
0.0
J.O
0.015
0 .006
0.006
0.009
O.OOJ
J.009
0.015
0.029
0.029
0.086
0. J
0.0
0.0
J.O
J.O
0.0
0.0
0.0
J.O
0.0
0.0
J.009
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.003
0.0
0.0
0.0
0.003
0.0
0.0
0.006
0.006
0.006
0.0
0.009
0.0
0.0
0.0
0.006
0.003
0.0
0.003
0.0
J.O
0.006
0.0
0.003
0.012
0.006
0.012
0.053
0.059
0. 130
J.O
0.0
0.0
0.0
0. J
0.0
J.O
0.0
0.0
0.0
0.0
0.006
0.0
0.0
0.003
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.003
0.0
0.0
0.003
0.003
0.006
0.003
0.0
0.0
J.O
0.0
0.0
0.0
0.0
0.006
0.003
J.O
0.0
0.009
0.012
0.012
0.006
0.029
0.029
0.038
0.050
r; . i 3 n
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
u.O
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.006
0.0
0.0
0.003
0.006
0.006
0.012
0.018
0.047
0.071
n. i Kh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.0
0.003
0.0
0.0
0.009
0.029
0.032
0.086
n. ?DQ
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.015
n. n<37
-------
TfcUCK LA
FREEHAY
TOTALS
TT DIESEL
MOTOR
NORMALIZED % RPM VS * POhER MATRIX
(N = 33902)
10
20
30
50
60
70
80
90
21.730
2.790
4.103
5.044
5.843
8.271
9.940
11.728 12.763
10.029
6.823
100
88
90
92
94
96
98
100
102
104
106
108
1 10
112
1 14
116
118
120
122
124
126
128
130
132
134
136
138
140
142
144
146
148
150
0.637
0.711
0.699
1.189
1. 186
1. 746
2.413
3.153
2.407
1.519
0.319
0.068
0.021
0.009
0.009
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1/.050
0.074
J.035
0.130
0.124
U.212
0.322
0.425
0.324
0.159
0.027
0.009
0.0
0.006
0.0
0.0
0.0
0.0
0.0
0.0
u.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.094
0.094
0. 165
0.271
0.233
0.422
0.652
0.767
0.605
0.307
0.056
0.006
0.006
0.0
0.006
0.0
0.0
0.0
0.0
0.0
0.0
u.o
0.0
o. y
0.0
J.O
0.0
0.0
0.0
0.0
0. 0
0.0
0. 088
0.112
0. 142
0.319
0.322
0.463
0.841
1.C68
0. 793
0.351
0.029
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.136
0. 118
0.221
0.301
0.451
0.625
0. 852
1.236
1.035
0.36S
0.035
0.009
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.233
0.204
0.268
0.460
0.504
0.867
1.316
1.726
1.543
0.45/
0.044
0.006
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
J.218
0.236
0.339
0.746
0.782
1.245
1.758
1.849
1.534
0.566
0.044
0.006
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.304
0.336
0.472
0.773
1.029
1.737
2.059
2.106
1.451
0.487
0.050
0.009
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.578
0.569
0.667
1.239
1. 103
1.693
2.153
1.988
1.221
0.416
0.056
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.522
0.563
0.705
1.192
1.029
1.127
1.584
1.254
0.655
0.186
0.029
0.018
0.006
0.0
0.0
. 0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.407
0.386
0.484
0.861
0.861
0.767
0.720
0.661
0.251
0.077
0.012
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.080
0.05<>
0.065
0.074
0.083
0.124
0.035
0.038
0.009
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o-.o
0.0
0.0
0.0
0.935
N
MEAN( E)
MEAN(P)
STD DEV(E)
STD DEV(PI
26535
95.89
54.33
12.63
24.85
MEANIE X P) = 5233.23
MEAN(E) X MEAMP) = 5209.30
COVARIANCE(E.P) = 23.92
CORR COEFF(EtP» = 0.076
* EXCLUDES MOTORING COLUMN FrtEOUENCY
-------
TRUCK LA 45
NJN-FREEWAY
TT DIESEL
MOTOR
NORMALIZED S RPM VS * POWER MATRIX
IN =
10
20
30
40
50
60
70
90
100
-22
-20
-18
-16
-14
-12
-10
-8
-6
-4
-2
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
C.O
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.003
0.005
O.OOfa
0.394
0.175
0.131
0.110
0.128
0.148
0.164
0.226
0.154
0.158
0.215
0.241
0.280
0.288
0.201
0.208
0.221
0.264
0.246
0.261
0.350
0.248
0.270
0.282
0.287
0.283
0.305
0.438
0.361
0.409
0.425
J.453
0.454
0.724
0.562
0.622
0.681
0.699
0.721
0.759
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002
0.002
0.0
0.005
45.443
0.046
0.025
0.020
0.021
0.014
0.027
J.03b
0.013
0.021
0.011
0.011
0.018
0.028
0.019
J.02J
0.018
0.016
0.007
0.019
0.019
0.011
0.021
0.013
0.010
0.016
J. J07
0.013
0.017
0.034
0.021
0.029
0.034
0.027
J.033
0.029
0.040
0.054
J. 048
J.052
0.0
0.0
0. 0
0.0
0.0
J.O
0.0
0.001
0.001
0.004
0.017
0.644
0.094
0.031
0.037
0.030
0.037
0.030
0.036
0.031
0.020
0.021
0.017
0.021
0.029
0.029
0.019
0.020
0. 020
0.011
0.017
0.028
0.013
0.015
0.011
0. 023
0.021
0.016
0.036
0.023
0.020
0.029
0.028
0.032
0.051
J.045
0.061
0.073
0.078
O.C84
3.099
0.0
0.0
O.U
0.0
o.c
0. 0
0.0
0.001
0.002
C.002
0.020
0.312
O.C32
O.C22
0.027
0.016
C.C18
0.023
O.C22
O.C11
0.011
0.016
0.015
0.012
0.014
0.010
C.012
J.C17
0. C16
0.013
0.012
0.014
0.013
0.014
0.010
0. C15
C.010
0.011
0.015
0.019
0. 022
O.C19
O.C22
O.C14
0. 036
0.026
0.032
0.041
0.041
O.C59
C.C69
0.0
O.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.016
0.278
0.018
0.014
0.011
0.014
0. OC9
0.015
0.012
0.010
0.007
0.013
0.009
0.011
0.010
0.007
0.003
0.012
0.014
O.OC7
O.OC7
0.025
0.014
0.021
0.005
0.017
0.013
G.016
0.013
0.010
0.010
0.016
O.Olb
0.014
0.028
0.016
0.038
0.030
0.050
0. 046
0.051
0.0
0.0
0.0
0.0
0.0
0.0
C.O
0.0
0.001
0.003
0.010
0.1S6
0.016
0.004
0.007
0.009
0.009
0.005
0. 014
0.007
0.010
0.011
0.014
0.007
0.012
0. 014
0.016
u.017
0.013
O.Oli
0.013
0.014
0.011
0.013
0.012
0.012
0.012
0.007
0.015
0.017
0.016
0.012
0.018
0.014
C. 029
0.031
0.025
0.028
0.052
0.052
0.064
0 .0
0.0
0.0
U.O
0.0
0.0
0.0
0.0
0.001
0.005
0.011
0.099
0.006
0.005
0.003
0.007
0.010
0.005
0.007
0.005
0.002
0.002
0.018
0.009
0.012
0.006
0.010
0.010
0.012
0.014
0.014
0.021
0.007
0.015
0.012
o.ojy
0.009
0.012
0.013
0.021
0.016
0.010
0.009
0.019
0.016
0.025
0.022
0.032
0.049
0.064
0.0b5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.001
0.007
0.079
0.011
0.002
0.004
0.004
0.006
0.007
0.007
0.004
0.011
J.OC4
0.007
0.005
0.007
0.010
0.006
0.011
0.012
0.018
0.006
0.015
0.015
0.005
0.007
0.006
0.012
0.007
0.009
0.011
0.010
0.009
0.012
0.009
0.017
0.025
0.034
0.022
0.036
0.069
0.099
J. 0
0.0
0.0
0.0
J.O
0.0
0.0
J.O
0.002
0.003
0.003
0.052
0.004
0.005
0.001
0.009
0.003
0.001
J. J01
0.005
0.003
0.006
0.005
0.003
0.009
0.004
0.002
0.009
0.006
0.010
0.009
0.017
0.016
0.007
0.013
0.004
0.001
0.005
0.009
0.005
0.007
0.010
J.003
0.015
0.011
0.014
0.014
0.026
0.035
J.053
J.097
J.O
U.O
0.0
0.0
0.0
0.0
0.0
C.O
0.0
0.0
0.001
0.045
0.004
0.003
0.001
0.0
0.003
0.001
0.001
0.0
0.0
0.003
0.001
0.001
0.001
0.0
0.003
0.0
0.003
0.004
0.002
0.003
0.001
0.0
0.003
0.0
0.003
0.003
J.001
0.006
0.301
0.002
0.001
0.005
0.004
0.002
0. J07
0.014
0.020
J.027
0.075
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002
0.010
0.0
o.-o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.002
0.0
0.0
0.002
0.001
0.001
0.002
0.0
0.001
0.0
0.001
o.c
0.0
0.0
0.0
0.0
0.0
0.004
0.005
0.002
0.011
0.022
0.058
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002
0.001
0.001
0.011
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. J
0.0
0.001
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.004
0.013
-------
TRUCK LA 45
NON-FREEWAY
TOTALS
TT DIESEL
MOTOR
NORMALIZED % RPM VS % POfcER MATRIX
(N = 93626)
10
20
30
50
60
70
80
90
27.506 47.590
3.920
2.882
2.527
2.618
2.750
2.943
3.134
2.329
1.524
100
88
90
92
94
96
9b
100
102
104
106
108
110
112
114
116
lid
120
122
124
126
128
130
1J2
134
136
138
140
142
144
146
148
150
0.899
0.971
1.031
1.437
1.162
1.163
1.140
0.979
0.738
0.556
0.161
0.037
0.012
0.002
0.004
0.003
0.003
0.001
0.002
0.0
0.002
0.0
0.001
0.005
0.005
0.002
0.002
0.001
0.001
0.004
0.001
0.018
0.056
0.064
0. 076
0.110
0.104
0.128
0.114
0.132
0.085
0.073
0.020
0.002
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
J.O
0.0
0.0
0.0
0.0
0. 104
0.098,
0. 14 l'
0.174
0. 158
0. 170
0.205
0. 199
0.155
0. 105
0.032
0.004
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
O.C74
0. 106
C. C95
0.192
0. 168
0.167
0. 168
0. 184
0. 141
0.085
0.012
0.004
0.001
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.067
0.097
0. 126
0. 162
0. 121
0.125
0.210
0.179
0.082
0.065
0.009
0.003
0.001
0.001
0.002
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.001
0.0
0.088
0.128
0.125
0. 158
0. 139
0. 174
0.210
0.184
0.091
0.068
0.010
0.009
0.0
0.001
0.0
0.002
0.001
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.002
0.0
0.0
0.0
0.0
0.0
0.001
0.003
0.120
0.155
0.138
0. 186
0.187
0.214
0.229
0.194
0.113
0.065
0.019
0.003
0.001
0.0
0.0
0.001
0.001
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.154
0.199
0.176
0.256
0.171
0.193
0.199
0.204
0.112
0.070
0.025
0.002
0.001
0.001
0.0
0.001
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
J.O
0.001
0.0
0.206
0.193.
0.238
0.289
0.214
0. 167
0.205
0.136
0.079
0.072
0.015
0.003
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.001
0.166
0.207
0.163
0.203
0.122
0.123
0.109
0.072
0.044
0.030
0.011
0.001
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.134
0.111
0.089
0.125
0. 078
0.052
0.054
0.036
0.023
0.018
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.012
0.014
0.006
0.030
0.010
0.013
0.006
0.002
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.277
N
MEANIE)
MEAN(P)
STO DEV(E)
STD DEVIP)
67873
28.59
16.03
41.54
26.84
MEANIE X P) = 1305.72
MEAN(E) X MEAN(P) = 458.20
COVARIANCE(E.P) = 847.52
CORK COEFF(EfPI = 0.760
* EXCLUDES MOTORING CJLUMN FREQUENCY
-------
TRUCK LA 45
COMBINED
TT DIESEL
MOTOR
NORMALIZED * 1PM VS
( N = 1
PO^ER MATRIX
10
20
30
40
50
60
70
80
90
100
-22
-20
-18
-16
-14
-12
-10
-8
-6
-4
-2
0
2
4
b
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
80
32
84
86
O.J
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.002
0.004
0.005
0.296
0.133
0.099
0.084
0.096
0.112
0.123
0.168
0.115
0.120
0.165
0.183
0.208
0.224
0.154
0.163
0.172
0.200
0.196
0.202
0.265
0.196
0.214
0.217
0.227
0.225
0.241
0.349
0.289
0.326
0.346
0.366
0.365
0.589
0.456
0.509
0.571
0.589
0.615
0.680
0.957
0.735
0.765
0.781
0.0
0.0
0.0
0.0
0.0
J.O
0.0
0.002
0.002
0.0
0.004
33.531
0.040
0.018
0.015
0.016
0.010
0.020
J.027
0.010
0.016
0.008
0.008
0.015
0.020
0.014
0.015
0.013
0.013
0.006
0.015
0.016
0.008
0.016
0.011
0.007
0.012
0.006
0.010
0.013
0.025
0.017
0.023
0.027
0.020
0.026
0.022
0.030
0.045
0.038
0.045
0.070
0.049
0.050
0.046
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.001
0.001
0.003
0.013
0.481
0.070
0.024
0.028
0.022
0.027
0.024
0.027
0.023
0.016
0.016
0.014
0.016
0.023
0.021
0.015
0.017
0.016
0.009
0.013
J.022
0.010
0.012
0.009
0.018
0.016
0.013
0.031
0.018
0.017
0.024
0. 022
0.025
0.038
0.035
0.047
0.056
0.060
0. C74
0.078
0. 107
0.067
0.075
0.061
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
J.001
0.002
0.002
0.015
0.232
0.024
0.017
C.020
0.012
0.013
0. 018
C.016
0.008
0.009
0.013
0.012
C.010
0.012
0.009
0.009
0.013
0.016
0.010
0.009
0.011
0.010
0.012
0.009
0.013
0.013
O.CC9
0.013
0.015
0.018
0.015
C. 017
0.012
O.C29
0.022
0.025
U.034
0.035
0. 049
0.057
O.C96
0.070
0.075
0.067
0.0
0.0
0. 0
0.0
0. 0
0.0
0.0
0.0
0.0
0.002
0.012
0.206
0.014
0.010
0.008
0.010
O.OC7
0.011
0.009
0.007
0.005
0.009
0.006
0.008
0.009
0.007
0.003
0.009
0.012
0.006
0.005
0.019
0.011
0.016
0.006
0.013
0.009
0.012
0.010
0.010
0.008
0.014
0.016
0.010
0.024
0.013
0.031
0.027
0.041
0.041
0.045
0.096
0.056
0.069
0.082
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
U.001
0. 002
C.007
0. 143
0.012
0.004
0.005
0.007
0.006
0.004
0.010
0.005
0.007
0.008
0.010
0.005
0.009
0.011
0.013
0.013
0.009
0.009
0.011
0.011
0.009
0.010
0.009
0.009
0.009
0.006
0.011
0.013
0.013
0.010
0.016
0.013
0. 024
0.027
0.021
0.024
0.046
0.047
0.059
0.096
0.072
0.083
O.Ufa
0.0
0.0
J.O
0.0
J.O
0.0
0.0
J.J
0.001
0.004
J.008
0.073
0.005
0.004
0.002
0.006
0.007
0.004
0.005
0.004
0.002
0.002
0.013
J.006
0.009
0.005
0.008
0.008
0.009
0.011
0.012
0.016
0.006
0.011
0.009
0.007
0.007
0.009
0.010
0.016
0.012
0.007
0.010
0.016
0.013
0.020
0.017
0.026
0.040
0.055
0.056
0.104
0.093
0.097
0.124
0.0
0.0
0.0
0.0
0.0
J.O
0.0
0.0
0.0
O.J01
0.005
0.060
0.008
0.002
0.003
0.003
0.005
0.005
0.005
0.003
0.009
0.003
0.006
0.004
0.005
0.007
0.005
0.008
0.009
0.015
0.006
0.013
0.011
0.006
0.005
0.005
0.009
0.007
0.007
0.008
0.008
0.006
0.009
0.008
0.013
0.019
0.028
0.018
0.030
J.065
0.089
0.123
0.118
0. 158
0.165
0.0
0.0
J.O
J.O
J.O
J.O
J.J
J.O
J.002
J.002
J.002
0.040
0.003
0.004
J.002
0.007
J.002
0.001
0.001
J.004
0.002
0.005
0.004
O.J03
0.006
0.004
0.002
0.006
J.005
0.008
0.008
0.013
0.012
0.005
0.009
0.003
0.001
0.004
J.006
J.005
0.006
0.007
0.002
0.013
0.011
0.013
0.012
0.027
0.034
J.049
0.085
0. 162
0.176
0.205
0.265
0.0
0.0
0.0
0.0
J.O
0.0
0.0
0.0
0.0
0.0
0. J01
J.034
0.003
0.002
0.001
0.0
0.002
0.001
0.001
0.0
0.0
0.002
0.001
0.001
0.001
0.0
0.002
0.0
0.003
0.003
0.002
0.002
0.001
0.0
0.002
0.0
0.002
0.002
0.001
0.005
0.001
0.003
0.001
0.004
0.004
0.003
J.007
0.013
0.020
0.032
0.074
0.187
0.202
0.223
0.251
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.002
0. 007
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.002
0.0
0.0
0.002
0.001
0.001
0.002
0.0
0.001
0.0
0.001
0.0
0.0
0.001
o.o-
0.0
0.001
0.003
0.004
0.004
0.016
0.025
0.065
0. 183
0.209
0.208
0.207
0.0
0.0
0.0
0.0
0.0
0.0
0.0
O.J
0.002
0.001
0.001
0.008
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
J.O
0.0
0.0
0.0
0.001
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.003
0.013
0.054
0.067
0.044
0.037
-------
TRUCK LA 45
COMBINED
TOTALS
TT DIESEL
MOTOR
NORMALIZED X RPM VS ? POWER MATRIX
(N = 127528)
10
20
30
-------
TRUCK LA 45 TT DIESEL
RPM
-22
-20
-18
-16
-14
-12
-10
-8
-6
-4
-2
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
39
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
80
82
84
86
FREQ.
FREEWAY
DENS.
RPM DENSITY AND DISTRIBUTION FUNCTIONS
NON-FREEWAY
01 S T.
0
0
0
0
0
0
0
0
0
0
0
256
16
6
6
6
5
6
2
4
8
11
11
9
22
14
19
17
19
28
26
20
24
29
25
25
31
28
47
41
42
57
60
57
93
81
90
132
164
224
308
577
546
708
857
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.76
0.05
0.02
0.02
0.02
0.01
0.02
0.01
0.01
0.02
0.03
0.03
0.03
0.06
0.04
0.06
0.05
0.06
0.08
0.08
0.06
0.07
0.09
0.07
0.07
0.09
0.08
0.14
0.12
0.12
0.17
0.18
0.17
0.27
0.24
0.27
0.39
0.48
0.66
0.91
1.70
1.61
2.09
2.53
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
C.76
0.80
0.82
0. 84
0. 86
0.87
0.89
0.89
0.91
0.93
O.S6
O.S9
1.02
1.C9
1. 13
1. 18
1.23
1.29
1.37
1.45
1.51
1.58
1. 66
1.74
1.81
1.90
1.99
2. 12
2.24
2.37
2.54
2.71
2.88
3. 16
3.40
3.66
4. 05
4.53
5. 19
6. 10
7.80
9.42
11. 50
14.03
FREQ.
0
0
0
0
0
0
0
5
14
27
94
44521
381
22«
208
223
241
262
341
225
228
283
317
344
383
281
282
314
354
321
337
476
327
359
346
359
356
366
526
460
511
517
555
571
883
732
833
925
1055
1171
1407
2272
1896
1911
1954
DENS.
DIST.
FREQ.
COMBINED
DENS.
DIST.
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.01
0.01
0.03
0. 10
47.55
0.41
0.24
0.22
0.24
0.26
0.28
0.36
0.24
0.24
0.30
0.34
0.37
0.41
0.30
0.30
0.34
0.38
0.34
0.36
0.51
0.35
0.38
0.37
0.38
0.38
0.39
0.56
0.49
0.55
0.55
0.59
0.61
0.94
0.78
0.89
0.99
1.13
1.25
L.50
2.43
2.03
2.04
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.01
0.02
0.05
0. 15
47.70
48.11
48.35
48.57
48.81
49.07
49.35
49.71
49.95
50.20
50.50
50.84
51.21
51.61
51.91
52.22
52.55
52.93
53.27
53.63
54.14
54.49
54.87
55.24
55.63
56.01
56.40
56.96
57.45
58.00
58.55
59.14
59.75
60.69
61.48
62.37
63.35
64.48
65.73
67.23
69.66
71.69
73.73
2.09
75.81
0
0
0
0
0
0
0
5
14
27
94
44777
397
234
214
229
246
268
343
229
236
294
328
353
405
295
301
331
373
349
363
496
351
388
371
384
387
394
573
501
553
574
615
628
976
813
923
1057
1219
1395
1715
2649
2442
2619
2811
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.00
0.01
0.02
0.07
35.11
0.31
0. 18
0.17
0. 18
0.19
0.21
0.27
0.18
0.19
0.23
0.26
0.28
0.32
0.23
0.24
0.26
0.29
0.27
0.28
0.39
0.28
0.30
0.29
0.30
0.30
0.31
0.45
0.39
0.43
0.45
0.48
0.49
0.77
0.64
0.72
0.83
C.96
1.09
1.34
2.23
1.91
2.05
2.20
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.00
0.01
0.04
0.11
35.22
35.53
35.72
35.88
36.06
36.26
36.47
36.74
36.91
37.10
37.33
37.59
37.86
38.18
38.41
38.65
38.91
39.20
39.48
39.76
40.15
40.42
40.73
41.02
41.32
41.62
41.93
42.38
42.77
43.21
43.66
44.14
44.63
45.40
46.04
46.76
47.59
43.54
49.64
50.98
53.22
55.13
57.19
59.39
-------
TRUCK LA 45
RPM
88
90
92
94
96
98
100
102
104
106
108
1 10
112
1 14
116
118
120
122
124
126
128
1 30
132
134
136
138
140
142
144
1*6
148
150
5 TT
FREQ.
1135
1174
1445
2561
2613
3739
4985
5516
4010
1659
239
46
13
5
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
N
MEAN
MEDIAN
DIESEL
FREEWAY
DENS.
3.35
3.46
4.26
7.55
7.71
11.03
14.70
16.27
11.83
4.89
0.70
0.14
0.04
0.01
0.01
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
= 33902
* 95.01
= 98.75
STD DEV = 13.64
RPM DENSITY AND DISTRIBUTION FUNCTIONS
NON-FREEWAY
DIST.
17.38
20.84
25.10
32.66
40.37
51.40
66. 10
82.37
94.20
99.09
99.80
99.93
99.97
99.99
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
ICO.00
100.00
100.00
100.00
100.00
100.00
100.00
FREQ.
DENS.
DIST.
1945
2194
2251
3111
2464
2517
2668
2342
1558
1131
296
65
15
7
7
8
5
2
2
1
2
1
1
6
8
2
3
1
2
4
4
21
N
MEAN
MEDIAN =
STD DEV =
2.08
2.34
2.40
3.J2
2.63
2.69
2.85
2.50
1.66
1.21
0.32
0.07
0.02
0.01
0.01
0.01
0.01
0.00
b.oo
0.00
0.00
0.00
0.00
0.01
0.01
0.00
0.00
0.00
0.00
0.00
0.00
0.02
93626
40.45
17.38
42.83
77.89
80.23
82.64
85.96
88.59
91.28
94.13
96.63
98.30
99.51
99.82
99.89
99.91
99.91
99.92
99.93
99.94
99.94
99.94
99.94
99.94
99.94
99.94
99.95
99.96
99.96
99.97
99.97
99.97
99.97
99.98
100.00
FREO.
3080
3368
3696
5672
5077
6256
7653
7858
5568
2790
535
111
28
12
12
8
5
2
2
1
2
1
1
6
8
2
3
1
2
4
4
21
N
MEAN
MEDIAN
STD DEV
COMBINED
DENS.
2.42
2.64
2.90
4.45
3. 98
4.91
6.00
6. 16
4.37
2.19
0.42
0.09
0.02
0.01
0.01
0.01
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.01
0.00
0.00
0.00
0.00
0.00
0.00
0.02
= 127528
= 54.96
= 77.54
= 44.46
0 I S T .
61.80
64.45
67.34
71 . /9
75.77
80.68
86.68
92.84
97.21
99.39
99.81
99.90
99.92
99.93
99.94
99.95
99.95
99.95
99.96
99.96
99.96
99.96
99.96
99.96
99.97
99.97
99.97
99.98
99.98
99.98
99.98
100.00
-------
TRUCK LA 45
FREEWAY
TT DIESEL
NORMALIZED SPEED VS I RPM MATRIX - CHANNEL 5
(N = 33902)
-20
-10
10
20
30
50
60
70
90
100
110
120
130
140
150
0
2
4
&
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
N «
s ^
46
48
50
52
54
56
58
60
62
64
66
68
70
TOTALS
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.487 0.0
0.209 0.032
0.047 0.018
0.015 0.006
0.015, 0.0
0.006 0.0
0.003 0.009
0.003 0.006
0.006 0.0
0.003 0.0
0.006 0.0
0.009 0.003
0.009 0.0
0.003 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0. 0 0.0
0.820 0.074
N
MEAN(S)
MEAN(E)
STD DEV(S) =
STO DEV(E)
0.0 0.0
0.05J 0.018
0.027 0.035
0.006 0.027
0.006 0.015
O.U03 0.009
0.003 0.003
J.006 0.0
0.006 0.003
0.009 0.044
0.003 0.021
0.0 0.003
0.003 0.003
O.J 0.006
O.J 0.0
O.J 0.0
0.0 O.OC6
0.003 0.044
0.003 0.032
O.J 0.0
O.J 0.0
O.J 0.0
0.0 0.0
O.J 0.0
O.J 0.0
O.J 0.0
O.J 0.0
0.0 0.0
O.J 0.0
O.J 0.0
O.J 0.0
O.J 0.0
0.0 0.0
0.0 0.0
0.0 0.0
O.J 0.0
0.127 0.268
33902
40.29
94.64
13.57
13.69
0.0
0.009
0.041
0.059
0.027
0.021
0.024
0.003
0.024
0.027
0.041
0.012
0.015
0.009
0.012
0.006
0.0
0.018
0.027
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.375
0.0
0.0
0.044
0.035
0.100
0.041
0.032
0.012
0.009
0.029
0.012
0.006
0.009
0.015
0.012
0.021
0.035
0.035
0.012
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.460
MEANIS X E
MEAN(S) X
COVARI ANCE
0.0
0.0
0.029
0.062
0. 112
0.056
0.065
0.018
0.062
0.044
0.044
0.003
0.024
0.006
0.015
0.041
0.015
0.091
0.071
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
0.758
1
MEANIE
(S,E)
0.0
0.0
0.015
0.071
0.056
0.215
0. 147
0.147
0.062
0.201
0.044
0.059
0.018
0.080
0.038
0.038
0.165
0.088
0.047
0.050
0.050
0.009
0.006
0.0
0.003
0.018
0.024
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.652
_
) =
=
CORR COEFFIS.E)
0.0
0.0
0.009
0.062
0. J97
0.289
0.280
0.118
0.295
0.212
0.251
0.215
0.322
0.050
0.513
0.333
0.018
0.316
0.779
0.029
0.024
0.507
1.136
0.047
0.003
0.012
0.215
0.575
0.260
0.003
0.0
0.0
0.0
0.0
0.0
0.0
6.970
3888.47
3812.76
75.72
0.408
0.0
0.0
0.0
0.041
o.oeti
0.097
0.289
0.369
0.369
0.180
0.372
0.265
0.366
1.212
0.106
0.850
1.168
0.018
0.227
1.457
0.767
0.091
0.324
3.274
5.200
0.239
0.021
0.044
1.274
1.838
0.608
0.0
0.0
0.0
0.0
0.0
21.155
0.0
0.0
0.0
(J.038
0.088
0.088
0.422
0.513
0.434
0.732
0.059
5.029
0.339
2.257
4.419
0.059
1.528
3.153
0.029
0.006
1.876
3.982
0.088
0.012
1.699
18.256
15.978
0.021
0.006
0.0
0.372
0.056
0.0
0.0
0.0
0.0
61.539
0.0
0.0
0.0
0.006
0.0
0.103
0.065
0 . 02.7
0.133
0.068
0.139
0.053
0.147
0.0
0.575
0.041
0.029
0.268
0.322
0.003
0.0
0.204
0.280
0.003
0.0
0.0
2.752
0.566
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
5.787
0.0
0.0
0.0
0.0
0.0
0.009
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Oi015
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
J.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
TRUCK LA 45
MN-FREEWAY
TT DIESEL
NORMALIZED SPEED VS % RPM MATRIX - CHANNEL 5
(N = 93626)
-20
-10
10
20
30
60
70
80
90
130
110
120
130
150
0
2
4
6
8
10
12
1 4
16
18
20
22
24
26
28
30
32
34
36
38
40
S 42
* 44
46
48
50
52
54
56
58
60
62
64
66
68
70
TOTALS
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.01 7
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.020
46.381 0.679 0.742 0.519
1.548 0.499 0.442 0.313
0.220 0.113 0.140 0.283
0.079 0.023 0.067 0.217
0.041 0.011 0.032 0.059
0.018 0.006 0.025 0.079
0.015 0.009 0.003 0.023
0.011 0.003 0.007 0.010
0.004 0.003 0.004 0.015
0.0Gb 0.010 0.022 0.125
0.002 0.002 0.0 0.030
0.001 0.0 0.002 0.004
0.001 0.001 0.0 0.003
0.001 0.0 0.0 0.001
0.0 0.0 0.0 0.0
0.002 0.0 0.0 0.0
0.002 0.001 0.0 0.0
0.0 0.001 0.003 0.028
0.0 0.0 0.001 0.014
0.0 0.0 0.0 0.001
0.0 0.0 0.0 0.0
0. 0 0.0 0. 0 0.0
0.0 0.0 0.0 0.0
0.0 0. 0 0. 0 0.0
0.0 0.0 0.0 0.0
0.0 0.0 O.J 0.0
0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0
0.0 0.0 O.J 0.0
0.0 0.0 0.0 0.0
0.0 0.0 0.0 0.0
48.331 1.362 1.492 1.724
N = 93626
HEAN(S) = 8.84
MEAN(E) = 40.39
STD DEVIS) * 12.04
STD DEV(E) * 42.83
0.301
0.172
0.533
0.253
0.184
0.161
0.083
0.023
0.023
0.113
0.061
0.010
0.012
0.001
0.002
0.002
0.0
0.004
0.004
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.944
0.189
0.078
0.672
0.126
0.371
0.171
0.103
0.123
0.036
0.066
0.047
0.049
0.006
0.019
0.010
0.004
0.004
0.011
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.086
MEAN(S X
MEAN
-------
TRUCK LA 45
COMBINED
TT DIESEL
NORMALIZED SPEED VS % RPM MATRIX - CHANNEL 5
(N = 127528)
-20
-10
10
30
50
60
70
80
90
100
110
120
130
140
150
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
M *2
Di 44
46
48
50
52
54
56
58
60
62
64
66
68
70
TOTALS
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.013
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.015
34.181 0.499
1.192 0.375
0.174 0.088
0.062 0.019
0.034 0.008
0.015 0.005
0.012 0.009
0.009 0.004
0.005 0.002
0.005 0.007
0.003 0.002
0.003 0.001
0.003 0.001
0.002 0.0
0.0 0.0
0.002 0.0
0.002 0.001
0.0 0.001
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
35.701 1.019
N
MEAN(S)
MEAN(E) =
STD DEV(S)
STD DEV(E) =
0.545 0.381
0.338 0.234
0.110 0.217
0.051 0.166
0.025 0.047
0.019 0.060
0.003 0.018
0.007 0.007
0.005 0.012
0.019 0.104
0.001 0.027
0.002 0.004
0.001 0.003
0.0 0.002
0.0 0.0
0.0 0.0
0.0 0.002
0.003 0.032
0.002 0.019
0.0 O.C01
0.0 0.0
0.0 0.0
0.0 0.0
O.J 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 C.O
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
1.129 1.337
127528
17.20
54.82
18.66
44.40
0.2,21 0.139
0.129 0.057
0.402 0.505
0.202 0.102
0.142 0.299
0.124 0.136
0.067 0.084
0.018 0.093
0.024 0.029
0.090 0.056
0.056 0.038
0.010 0.038
0.013 0.007
0.003 0.018
0.005 0.010
0.003 0.009
0.0 0.013
0.008 0.017
0.010 0.004
0.001 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
1.527 1.654
MEANIS X
MEAN(S)
0.111
0.009
0.577
0. 188
0.343
0.237
0.132
0.088
0.157
0.093
0.059
0.042
0.093
0.006
0.025
0.030
0.004
0.034
0.024
0.001
0.0
0.0
0.0
G.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.251
E)
X MEAN(E)
0.267
0.002
0.511
0.462
0.257
0.548
0.290
0.280
0.129
0.417
0.089
0. 112
0.048
0.213
0.056
0.018
0.085
0.060
0.019
0.016
0.016
0.002
0.002
0.0
0.001
0.005
0.006
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.911
=
=
COVARIANCE(S.E)
CORR COEFF(S.E)
0.295
0.0
0.284
0.881
0.5C4
0.619
0.558
0.295
0.583
0.483
0.470
0. 337
0.642
0.049
0.771
0.480
0.006
0.195
0.404
0.010
0.006
0.152
0.321
0.013
0.001
0.003
0.057
0.153
0.069
0.001
0.0
0.0
0.0
0.0
0.0
0.0
8.641
1601.83
943.00
658.83
0.795
0.147
0.001
0.262
0.885
0.812
0.382
0.572
0.544
0.533
0.320
0.797
0.467
0.565
1.034
0.099
1.012
1.328
0.008
0.126
0.818
0.381
0.025
0.093
0.913
1.413
0.064
0.005
0.012
0.339
0.489
0.162
0.0
0.0
0.0
0.0
0.0
14.606
0.007
0.0
0.069
0.415
0.285
0.558
0.525
0.564
0.348
0.857
0.064
2.392
0.191
1.094
1.841
0.021
1.117
2.875
0.025
0.002
0.757
1.319
0.026
0.003
0.466
5.167
4.307
0.005
0.002
0.0
0.099
0.015
0.0
0.0
0.0
0.0
25.416
0.0
0.001
0.002
0.031
0.019
0.124
0.038
0.017
0.083
0.081
0.183
0.037
0.125
0.003
0.321
0.024
0.019
0.253
0.332
0.001
0.0
0.071
0.075
0.001
0.0
0.0
0.732
0.151
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
2.726
0.0
0.0
0.0
0.0
0.002
0.004
0.001
0.001
0.002
0.002
0.002
0.002
0.004
0.0
0.001
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.023
0.0
0.0
0.0
0.0
0.001
0.001
0.0
0.001
0.0
0.001
0.0
0.002
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.009
0.0
0.0
0.001
0.001
0.0
0.002
o.ooi
0.002
0.0
0.001
0.0
O.OC2
0.0
0.002
0.002
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.013
0.0
0.0
0.0
0.0
0.0
0.001
0.002
0.002
0.0
0.005
0.003
0.003
0.002
0.002
0.003
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.6
0.0
0.0
0.0
0.0
0.0
0.023
-------
TRUCK LA 45
FRE EWAY
10
-J
cf>
TOTALS
TT DIESEL
MOTOR
NORMALIZED SPEED VS % POhER MATRIX - CHANNEL 5
(N = 33902)
10
2C
30
50
60
70
80
90
21.730
2.790
4.103
5.843
8.271
9.940 11.728 12.763
10.029
6.823
100
J
2
4
6
a
10
12
14
16
10
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
C.O
0.071
0.147
0.263
0.348
0.537
0.605
0.445
0.498
0.537
0.366
0.546
0.422
0.333
0.572
0.531
0.448
0.749
0.422
0.369
0.410
0.832
0.537
0.501
0.965
3.767
5.395
0.490
0.206
0.257
0.136
0.027
0.0
0.0
0.0
o.o
0.440
0.159
0.024
0.029
0.029
O.U50
0.071
0.029
0.018
0.015
0.021
0.038
0.018
0.021
0.024
0.024
0.027
0.047
0.015
0.015
0.027
0.071
0.044
0.059
0.136
0.522
0.732
0.027
0.009
0.032
0.021
0.0
0.0
0.0
0.0
0.0
0.0
0.032
0.009
0.041
0.035
0.094
0.124
0.035
0.050
0. 062
0.065
0.062
0.035
0.047
0.065
0.021
0.050
0. 121
0.024
0.038
0.029
0.112
0.038
0. 106
0.286
1.109
1.192
0.038
0.050
0.071
0.053
0.006
0.0
0.0
0.0
0.0
0. 009
0.018
0.027
0.027
0.056
0.027
0.133
0.068
0.050
0. 156
0.038
O.C86
0.038
0.065
0. 198
0.044
0.088
0. 136
O.C38
O.C32
0.053
0.127
0.047
C.C97
0.295
1.262
1.534
O.C35
0.065
0. 112
O.C83
0.0
0.0
0.0
0.0
o.c
0.009
0.006
0.032
0.024
0.038
0.035
0.100
0.059
0.088
0. 177
0. 056
0.204
0.053
0.124
0.360
0.038
0. 103
0.245
0.029
0.018
0.047
0.206
0.068
0. 130
0.357
1.289
1.596
0.027
0.074
0.139
0. 106
0.006
0.0
0.0
0.0
0.0
0.024
0.006
0. C09
0.029
0.035
0.071
0.118
0.118
0. 162
0.171
0.077
0.540
0.077
0.345
0.608
0.056
0.133
0.354
0.053
0.021
0.077
0.342
0.083
0.209
0.419
1.540
2.139
0.041
0.127
0.189
C.091
0.009
0.0
0.0
0.0
0.0
0.0
0.003
0.009
0.009
0.029
0.047
0.074
0.168
0.198
0.127
0.053
0.858
0.106
0.882
0.805
0.062
0.168
0.481
0.050
0.035
0.156
0.501
0.136
0.192
0.475
1.790
1.903
0.091
0.171
0.215
0.136
0.009
0.0
0.0
0.0
0.0
0.006
0.009
0.003
0.003
0.015
0.041
0.041
0.145
0. 150
0.100
0.109
1.106
0.150
0.909
1.109
0.088
0.295
0.652
0.112
0.100
0.301
0.752
0.165
0.289
0.714
2.088
1.560
0.112
0.221
0.257
0.124
0.0
0.0
0.0
0.0
0.0
0.0
0.012
0.006
0.003
0.018
0.035
0.044
0.124
0.136
0.100
0.112
1.283
0.088
0.451
1.180
0.130
0.616
0.693
0.14i>
0.257
0.552
0.678
0.162
0.628
1.059
2.100
1.401
0.097
0.268
0.268
0.115
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.0
0.0
0.0
0.032
0.029
0.032
0.068
0.074
0.652
0.127
0.274
0.537
0.204
0.584
0.351
0.224
0.292
0.540
0.584
0.212
0.525
1.174
1.382
1.029
0.100
0.218
0.201
0.080
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.0
0.015
0.027
0.021
0.260
0.121
0.186
0.218
0.153
0.401
0. 186
0.295
0.307
0.413
0.519
0.271
0.501
0.950
1. 109
0.484
0.124
0.127
0.097
0.035
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.003
0.009
0.0
0.024
0.018
0.0
0.015
0.038
0.050
0.021
0. 142
0.065
0.112
0.068
0.071
0.097
0.077
0.065
0.029
0.024
0.003
0.006
0.0
0.0
0.0
0.0
0.0
0.0
0.935
N
HEAN(S)
MEANtPJ
STD DEVCSI
STD DEVIP)
26535
40.53
54.33
13.08
24.85
MEANIS X P) = 2204.67
MEAN(S) X MEAN(P) = 2201.64
COVARIANCE(StP) = 3.03
CORR COEFF(StP) = 0.009
* EXCLUDES MOTORING CJLUMN FREQUENCY
-------
TRUCK LA 45
NGN-FREEWAY
TOTALS
TT DIESEL
MOTOR
NORMALIZED SPEED VS
IN
POWEK MATRIX - CHANNEL 5
93026)
10
2C
30
50
60
70
60
90
27.506 47.590
3.920
2.882
2.527
2.618
2.750
2.943
3.134
2.329
1.524
100
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
2.995
1.020
3.008
3.158
2.405
2.355
1.699
1.134
0.909
1.313
0.807
1.161
0.654
0.697
0.802
0.508
0.844
1.267
0.288
0.145
0.161
0.064
0.009
0.021
0.009
0.056
0.016
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
44.688
1.063
0.338
0.266
0.139
0.101
0.085
0.047
0.056
0.080
0.028
0.061
0.017
0.037
0.047
0.034
0.089
0.282
0.041
0.022
0.035
0.018
0.0
0.0
0.0
0.011
0.005
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.022
0.244
0.249
0.356
0. 230
0. 194
0.112
0. 078
0.075
0. 103
0.075
O.OS6
0.060
0.082
0.098
0.043
0. 182
0.383
0.058
0.042
0.060
0.035
0.0
0.002
0.004
0.027
0.012
0.0
0.0
0.0
0. 0
0.0
0.0
0.0
0.0
0.0
0.423
0. 178
0. 151
0.244
0. 166
0.129
0.088
0.064
O.C74
0. 119
O.C69
0. 101
0.066
O.C77
0.093
O.C63
0. 173
0.307
0.032
O.C32
0.092
0.094
0.004
0.0
0.006
0. C29
O.C09
0.0
0.0
O.C
0.0
0.0
0.0
0.0
0.0
0.0
0.308
0.148
0.124
0.187
0. 164
0.117
0.109
0.075
0.081
0.139
0.074
0.099
0.049
0.066
0.083
0.073
0.175
0.232
0.015
0.036
0.038
0.056
0.0
0.0
0.003
0.061
0.014
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.199
0. 134
0. 141
0. 139
0.138
0.13&
0. 127
0. 138
0. Ill
0.141
0. 106
0. 124
0.052
0.085
0.121
0.092
0. 175
0.232
0. 023
0.041
0.031
0.042
0.0
0.004
0.010
0. 066
0.010
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.121
0.103
J.107
0.095
J.lll
0.152
0.134
0.155
0.152
0.235
0.104
0.150
0.087
0.117
0.139
0.108
0.187
0.217
0.042
0.050
0.052
0.031
0.0
0.002
0.007
0.091
0.004
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.085
0.090
0.065
0.079
0.093
0.145
0.136
0.172
0.187
0.241
0.177
0.197
0.121
0.170
0.187
0.173
0.206
0.181
0.038
0.062
0.045
0.020
0.0
0.003
0.005
0.052
0.012
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.059
0.054
0.066
0.032
0.087
0.132
0.114
0.174
0.187
0.251
0.214
0.254
0.181
0.269
0.235
0.213
0.228
0.115
0.083
0.077
J.034
J.019
0.001
0.011
0.010
0.034
0.0
0.0
0.0
0.0
J.O
0.0
0.0
0.0
0.0
0.0
0.036
0.028
0.016
0.003
0.030
0.047
0.043
0.104
0.155
0.179
0.229
0.200
0.251
0.222
0.202
0.202
0.135
0.048
0.070
0.049
0.029
0.017
0.012
0.015
0.006
0.002
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.010
0.004
0.002
0.003
0. C03
0.009
0.015
0.043
0.101
0.090
0. 163
0.172
0.270
0. 148
0.158
0.146
0.042
0.019
0.052
0.037
0.019
0.003
0.013
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.010
0.005
0.001
0.001
O.G
0.0
0.0
0.004
0.009
0.007
0.036
0.041
0.057
0.016
0.045
0.023
0.002
0.004
0.011
0.001
0.0
0.002
0.001
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0. J
0.277
N
MEAN(S)
MEAN(P)
STD DEV(S)
STO DEV(P)
67373
7.18
16.03
12.05
26.84
MEAN1S X P) = 341.67
MEAN(S) X MEAN(P) = 115.08
COVARIANCEIS.P) = 226.59
CORR COEFF
-------
TPUCK LA 45
COMBINED
TOTALS
TT DIESEL
MOTOR
NORMALIZED SPEED VS J POWER MATRIX - CHANNEL 5
(N = 127528)
10
20
30
50
60
70
80
90
25.971 35.681
3.969
3.456
3.409
4.121
4.662
5.278
5.694
4.376
2.933
100
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
2.199
0.768
2.247
2.388
1.858
1.872
1.408
0.951
0.800
1. 106
0.690
0.997
0.592
0.601
0.741
0.514
C.739
1.129
0.324
0.205
0.227
0.268
0.149
0. 149
0.263
1.042
1 .446
0.130
0.055
0.068
0.036
0.007
0.0
0.0
0.0
0.0
32.925
0.823
0.254
0.203
0.110
0.088
0.082
0.042
0.045
0.063
0.026
0.055
0.017
0.033
0.041
0.031
0.072
0.220
0.034
0.020
0.033
0.032
0.012
0.016
0.036
0.147
0.198
0.007
0.002
0.009
0.005
0.0
0.0
0.0
0.0
0.0
0.750
0.187
0.185
0.272
0. 178
0.168
0.115
0.067
0.068
0.092
0.072
0.087
0.053
0.073
O.J89
0.037
0.147
0.314
0.049
0.041
0.052
0.056
0.010
0. 030
0.079
0.314
0.325
0.010
0.013
0.019
0. 014
0.002
0.0
0.0
0.0
0.0
0.313
0. 136
0. 118
0.186
0. 136
0.102
0.100
0.065
0.067
0. 129
0.061
0.097
0.059
O.C74
0. 121
0.058
0. 151
0.261
0.034
O.C32
0.082
0.103
0.016
0.026
O.C63
0.357
0.414
0.009
0.017
0.030
0.022
0.0
0.0
O.C
0.0
0.0
0.228
0.111
0. 100
0.143
0.131
0.096
0.107
0.071
0.083
0.149
0.069
0.127
0.050
0.082
0.157
0.064
0. 156
0.235
0. 019
0.031
0.041
0.096
0.018
0.035
0.097
0.387
0.434
0.007
0.020
0.037
0.028
0.002
0.0
0.0
0.0
0.0
0.152
0.100
0. 106
0.110
0. Ill
0.120
0.125
0.133
0.125
0.149
0.095
0.234
0.059
0.154
0.250
0.082
0. 164
0.264
0.031
0.035
0.043
0.122
0.022
0.059
0.118
0.458
0.576
0.011
0.034
0.050
0.024
0.002
0.0
0.0
0.0
0.0
0.089
0.076
0.081
0.072
0.089
0.124
J.118
0.158
0.164
0.206
0.090
0.338
0.092
0.321
0.316
0.096
0.182
0.287
0.044
0.046
0.080
0.156
0.036
0.053
0.132
0.543
0.509
0.024
0.045
0.057
0.036
0.002
0.0
0.0
0.0
0.0
0. J64
O.J68
0.049
0.059
0.072
0.118
0.111
0.165
0.177
0.204
0.159
0.438
0.129
0.366
0.432
0.151
0.230
0.306
0.058
0.072
0.113
0.215
0.044
0.079
0.194
0.594
0.423
0.030
0.059
0.068
0.033
0.0
0.0
0.0
0.0
0.0
0.043
0.043
0.050
0.024
0.066
0.107
0.096
0.161
0.173
0.211
0.187
0.528
0.156
0.318
0.486
0.191
0.331
0.269
0.100
0.125
0.172
0.194
0.044
0.175
0.289
0.583
0.372
0.026
0.071
0.071
0.031
0.0
0.0
0.0
0.0
0.0
0.027
0.021
0.012
0.002
0.022
0.035
0.040
0.084
0.122
0.150
0.187
0.320
0.218
0.236
0.291
0.202
0.254
0.129
0.111
0.114
0.165
0.168
0.065
0.151
0.317
0.502
0.274
0.027
0.058
0.053
0.021
0.0
0.0
0.0
0.0
0.0
0.007
0.003
0.002
0.002
0.002
0.006
0.012
0.031
0.078
0.073
0.125
0.195
0.231
0.158
0.174
0.148
0.137
0.064
0.117
0.109
0.124
0.140
0.082
0.133
0.252
0.295
0.129
0.033
0.034
0.026
0.009
0.0
0.0
0.0
0.0
0.0
0.007
0.004
0.001
0.001
0.0
0.0
0.0
0.003
0.007
0.008
0.027
0.036
0.046
0.012
0.037
0.027
0.015
0.009
0.045
0.018
0.030
0.020
0.020
0.026
0.020
0.017
0.008
0.006
0.001
0.002
0.0
0.0
0.0
0.0
0.0
0.0
0.452
N
MEAN(S)
MEAN(P)
STD DEVISI
STO OEV(P)
94408
16.55
26.79
19.42
31.43
MEANJS X P) = 865.30
MEAN(S) X MEAN(P) = 443.49
COVARIANCE(S,P) = 421.81
CORR COEFF
-------
TRUCK LA 45 TT DIESEL
TRAFFIC DENSITY VS ROAD TYPE
(N = 127528)
10
-J
ID
UNKNOWN FREEWAY ARTERIAL LOCAL
UNKNOWN 0.0 0.0 0.0 0.0
LIGHT 0.0 9.62 12.94 31.98
MEDIUM 0.0 13.10 14.14 13.99
HEAVY 0.0 3.86 0.0 0.36
TOTALS 0.0 26.58 27.08 46.34
THROTTLE POSITION VS POWER STATE
FRErWAY NON-FREEWAY
{N = 33902) (N = 93626)
NGN- NGN-
MOTORING MOTORING MOTORING MOTORING
CLOSED 1.25 8.04 3.78 47.31
OPEN 20.48 70.23 23.72 25. IB
TOTALS
0.0
54.54
41.23
4.23
100.00
COMBINED
IN = 127528)
NON-
MOTORING MOTOR!
3.11 36.88
22.86 37.15
-------
N
MEAN
MEDIAN
STD DEV
* ACCEL
X CRUISE
X DECEL
JE IDLE
N
MEAN
MEDIAN
STD DEV
X ZERO
< ACCEL
t CRUISE
% DECEL
* IDLE
FREEWAY
33902
95.01
98.75
13.64
7.86
86.54
4.83
J.77
FREEWAY
33536
40.33
47.06
13.55
0.34
12.52
77.48
9.57
0.43
NON-FREEWAY
93626
40.45
17.38
42.83
13.76
29.61
8.45
48. 17
NONFREEWAY
92194
8.73
0.99
12.03
48. E5
12. C4
30.93
7. 18
49.85
COMBINED
127528
54.96
77.54
44.46
12.13
44.80
7.49
35.53
COMBINED
125730
17.16
9.75
18.72
35.91
12.17
43.34
7.82
36.67
TPUC* LA 45
ERATING TIM; *
« N
T3TAL N
MEAN
MEDIAN
STD OEV
1 ACCEL
% CRUISE
X DECEL
*** I MOTCR
*« N
ElEXP)
E(E)XE(P)
COV(E.P)
RtE ,P)
*» N
E(SXE)
E(S 1XEIE )
COVIS.E)
=IS,E)
*» N
EISXP)
E(S)XE(PI
COVIS.P1
R(S,P)
TT DIESEL
30.ol HRS)
FREEWAY
26426
33536
54.38
57.76
24.84
21.38
36.07
24.67
17.38
T IM T C
FREEWAY
26535
5233.23
5209.30
23.92
0.076
339O2
3888.47
3812.76
75.72
J.408
26535
2204.67
2201.64
3.03
0.009
NCN-FREEWAY
67457
92194
15.94
3.79
26.83
10.75
53.23
14.03
21.99
FACTION 3TATI
NONFREEteAY
to7d73
1305.72
458.20
847. 5Z
0.760
93626
773.83
357.28
416.55
0.808
67373
341.67
115.08
226.59..
0.700
COMBINED
93883
125730
26.76
8.07
31.46
13.58
48.65
16.87
20.89
C T T C C
i I 1 L i -
COMBINED
94408
2409.62
1272.75
1L36.88
0.771
127526
1601.83
943.00
658.83
0.795
94408
865.30
443.49
421.81
0.691
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STO DEV; EXCLUDES HJTOAINXi FR£QUEKCY
** THE IDLE PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE
*** THE MOTORING PERCENTAGE IS HERE NOT INCLUDED IN THE CRUISE PERCENTAGE
-------
Appendix E
SUMMARY STATISTICS BY VEHICLE
-------
SUMMARY STATISTICS FOR LA ThUCK 5: 2A GAS
(RECORD CCUNT = 29280, OPERATING TIME = 7.03 HRS1
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
« IDLE
__ ..
to
03
U)
N
MEAN
MEDIAN
STD DEV
% ZERO ~"
* ACCEL
% CRUISE
* DECEL"
% IDLE
_FREEWAY
I
3059.
62.79
67.41
15.66
3.83
90". 9 4
4.02
1.21
FREEWAY
30.56.
49.36
52.75
10.85
0.59"
9.26
81.45
"8.70
0.59
^KH
N3N-FRFEWAY
26221.
18.18
16.85
16.07
!C.t2
53.02
9.57
26.78
c o c c r\
" d r t t U
NCN-FREEWAY
26128.
18.46.
18.24
14.00
12.63
26.18
39.6JB
20.80
13.34
COMBINED,
29280.
22.84
19.81
21.05
9.91
56.99
B..99
24.11,
COMBINED
29184.
21.69
21.36
16.65
11.55
24.41
44.05
' 19.53"
12.01
iM
TOTAL N;
MEAN
MEDi AN
3 TO' DEV
5 ACCEL
* CRUISE
X DECEL
S MOTOR
N
E(EXP)
E (E)XE(P)
CCV(E,P)
R(E, PJ
N
EISXE)
E(S)XE(E)
COV(S,E)
R(SfE)
N
E< SXP)
E < SJXE (P )
COVIS..P)
RtSfPJ
FREEWAY
289?.
305(i .
61 .72
63.29
22.21
12.89
68.46
13.94
4.71
I* 1 T
i \
FREEWAY
2895.
406 5.01
3949.49
115.56
0.351
3059.
3253.90
3098.35
160.60
0.930
. 2895.
3177. 14
3090.89
86.28
0.374
KUWttt
NON-FR.FE.WAY_
22033.
26128.
32.12
27.07
29.46
17.39
51.53
20.08
11.00 x
ERACTION STATI
NON-FREEWAY
22116.
821.85
593.66
228.20
0.467
26221.
511.22
333.88
177.34
0. 779
2216.
810.31
530.31
230.0Z_
O.536
.COMBINED
24925.
^918^.
35.55
31.61
3u.23
16.92
53. 3 u
19.44
10.34
C T T (~ C -»
i 1 i Vi
COMrilNcD
25oli.
1 1*7. _C P L U M N _F_R E Q U E NC Y
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
fthY STATISTICS FU« LA T^UCK 7: 2A
IRECOFO CCUNT = 71165t OPERATING T I f" T = 17.OS MRS)
N
UFA'.'
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
* IDLE
NJ
OD
i.
N
M r \ \'
Mf-oi AN
STD DEV
X ZERTJ
?i ACCEL
X CRUISE
* DECEL
t, IDLE
FREcWAY
2*11.
5S .84
6^.15
27.73
4.63
74.63
4.96
15.78
FREEWAY
34ir. .
42.91
51.7°
20.83
14.66
11.64
62.61
11.03
14.72
hi Kri
NCfJ-FREEwAY
67754.
15.04
0.91
20.19
9.02
29.62
8.C8
53.27
c n :: r n
J r C t U
NCN-FREEWAY
677JO.
11 .08
0.99
U.22
48.25
16.32
19.54
14.87
49.26
C7MBINEC
71165.
17. CO
0.96
22.38
3. PI
31. 73
7.93
51 .47
COMBINED
71110.
12.61
2.98
1-S.ll
46.64
16.10
.21.61
14.69
47.61
* M
TOTAL N
MEAN
MEDIAN
STD DFV
4, ACCEL
.* CRUISE
£ DECEL
* MOTOR
FRFEWAY
2976.
3410.
33.37
31.28
26.64
14.75
59.35
15.10
10.79
K'jh
N'JM-FP
S352
f> 7 7 1
14.
3.
26.
11.
58.
12.
16.
FE^'AY
/t .
0 .
74
91
?4
l->
96
12
73
COMoi
5650
7111
15.
3.
2o.
11.
5o.
13.
lo.
Nto
<_
J .
11
96
5 »
3o
xt>
,! i
H U
**
1 IN I C ^
FREEWAY
N
£{
r(
c
c
cov
R (
M
r <
i_ «
El
E
o
S
cnv
^i
N
El
E(
s
X
)
(
»
X
)
I
f
PI
E
P
"
F I p )
tP)
)
)
XElh)
5
E
»E)
)
2
1
>
^9
283
667
39 D
0.
34
952
2399
5o3
J.
79.
.67
.15
. 65
521
11.
.93
.83
.22
970
2979.
SXP
S
CQV
R(
S
)
(
»
)
XF(P )
S
P
fP)
)
1
1
714
440
274
0.
.86
.34
.11
475
NPN-FR
535
521
181
340
0.
i 1 A 1 1 i 1 1 I
£EWAY
60.
.15
.02
.14
648
67754.
408
166
241
0.
.49
.73
.77
837
53568.
342
131
211
0.
.24
.23
.02
579
* $ ~
CL.MOI
>0^
olt.
<^2 > .
^bJ
U
i^
0.oJ4
71*u
5 JU .
214.
31o.
J . d
5u54
'rl^.
ibd.
.
>J
i'ji
3 j
r_
7.
35
34
£1
od
* FKE-UENCY USEu TO COMPUTE POWtP M~
** EXCLUDES MDT3PIN& COLUMN F^EGUFNCY
MEDIAN, AND STu OEV; EXCLUDES MGT.D-UMG
-------
SUMMARY STATISTICS FOR LA TRUCK 10: 2A GAS
D CCUMT = 53227, OPE'-l .\ T I MG TIM,: = 13.37 HRS)
N
MEAN
MEDIAN
STD OEV
I ACCEL
* CRUISE
% DECEL
% IDLE
to
CD
Ul
N,
MEAN
MEDIAN
STD DEV
* IERO
% ACCEL
% CRUISE
% DECEL
X IDLE
FREEWAY'
22437.
52.57
57.49
18.23
4.35
86.99
4.08
+.58
FREEWAY
Z2149.
48.21
52.55
14.49
1.71
29.86
38.41
29.93
1.80
Prn -
NTN-FREEWAY
3574C.
18.16
10.82
21. C4
7.63
41 .66
5.98
44.74
c D P c n
NCN-FF-.EEWAY
35580.
18.63
16.06
17.78
30.55
22.36
25.78
20.78
31.C7
COMBINED
58227.
31 .45
31. Od
26. C 9
6.37
59.05
5.25
29.33
COMBINED
57729.
29. t 8
33.47
21.96
19.48
25.24
30.63
24.29
19.84
N
TOTAL N
MEAN
MEDIAN
STD OCV
ig ACCFL
% CRUISE
3 DECEL
% MOTOR
FKEEWAY
1U714.
22149.
45.63
43.31
27.21
16.49
52.35
18.73
12.42
NON-FHt'cWAY
23909.
35580.
22.94
4.89
29.71
1 3.90
54.20
16.96
14.94
COMdINEu
47o23.
57729.
31.86
26. 7*
30.81
14. '/J
53.49
17.64
13.97
INTERACTION STATISTICS
FREEWAY
NJN-FREeWAY
M
F(F6. to
998. lj
49J. JO
U . idb
58227.
Ii
0.59^
* FREQUENCY USED TO COMPUTE POWER ME-"N, MLCIAN,
*# EXCLUDES MOTORING COLUMN FREGUFNCY
AMU SIO uEV; EXCLUDfcS
-------
AnY STATISTICS FOR l_- TRUCK 11: 2A GAj
(RECORD LlJNf = ^4551i OPEAAT1V, T I K P = 22.6? MRS)
N
MFAN
MEDIAN
STD DhV
4 ACCEL
3! CRUISE
% OECEL
? IULE
fo
00
cr\ - r -
N
MEAN
MEDIAN
STD OcfV
% ZERO
% ACCEL
4 CRUISE
% PECEL
X, IDLE
FREEWAY
5d77C.
64.13
68.63
15.41
3.31
91 .63
3 .48
1 .58
FREEWAY
!>aS74.
51 .55
^>6 .30
13.67
1.84
9.58
81.14
7.35
1.92
r
15.93
CDC t n
i r t L U
NCN-FRECWAY
35459.
22.93
^5.29
17.25
17.97
25.69
35.20.
2C.21
18.89
COMB I NED
94551 .
53.26
64.67
24.20
7.15
79.03
6.63
6.99
COMBINED
94033.
40.76
51.29
20.52
7.92"
15.66
63.81
12.20
8.33
N
TOTAL N
M,EAN
MED I AN
STD DEV
? ACCEL
b C^UI SE
% OECEL
% MOTOri
N
E(EXP)
t (E)XEIP)
COVIE.P)
R(E,P)
N
E(SXE)
c(S)XE(E)
COV(StE)
^S'E)
N
E(SXP)
ElSJXEtP )
COV(S,P)
R(S,P)
"EEwAY
57196.
a 3 5 7 't .
66.05
69.19
25.41
16.06
66 ,ol
15.51
-, KJwCK
34306.
3545S.
43.59
30.75
37.39
18.56
5S.8Z
19.41
1.82 2.21
IMTCJATTTIili C T A T T C
rJltKAL1 1 U N ilAI li
FREEWAY NON-FREtWAY
57383. 34619.
4 «t 4 3 . 0 7
4264.35
178.72
0.466
587/0.
3437.84
3299. 2o
18&.56
0.888
57383.
3567.17
3423.10
144.07
0.418
2126.12
1544.14
582.00
0.605"
35781.
1161.23
615.54
345. 70
0.787
34619.
1258.12
989.65
26B .48
0.414
mcdi^,
91a02.
^4J33 .
5 7.6 3
63. <:b
32. Jt
1 7 . uu
O4. v> i
16. 9b
" 1.97
T T r
1 1 L j " -
UJMd
^2U
3571
iGo /
4b J
0.
S/43
2ou /
2i67
43 y
0.
s/20
2o^6
2354
343
0.
J
O t
.2^:
.ol
. 0^
oi^
SI.
.3d
. t
-------
SUMMARY STATISTICS F0« LA TRUCK IB:
(PECCRD CCUiMT = u4021, OPt^
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% OECEL .
% IDLE
to
CD
-J
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
% DEC EL"
% IDLE
FREEWAY
722.
58.30
68.44
21 ,65
4.43
87.26
3.05
5.26
FREEWAY
722.
33.10
43.43
12. lo
5.12
14.40
73.27
7.20
5.12
>< K^
NGN-FREEWAY
632S9.
12. 5~
6.71
15. 84
5.64
44.62
5.27
44.47
O r C t U
MCN-FR'EEwAY
63252.
9.13 '
0.92
12.11
53.38
15.45
19.68
11.40
53.46
COMBINED
64021.
13.02
6.92
16.65
5.t 2
45.10
5.25
44.03
COMBINED
53974.
9.46
0.93
12.49
52. b3
15.44
20.29
11.36
52.92
C K IB:
N G TIME '=
M
TOTAL N
MEAN
MEDIAN
STO DEV
% ACCEL
% CRUISE
% DEC&L
* MOTOR.
'-J
El cXP)
£{E)XE(P)
CQV1E,P)
R(E,P)
N
E( SXt)
ElSJXEm
cnv(s,E»
R(S,E)
N
£(SXP)
E( S)XE(3)
COV(S,P)
*1S,P)
2A GAS
15.37 HRS)
FREEWAY
63-+.
722.
61.84
65. JO
22,14
11.63
71.51
12.19
4.57
. 1 M T 1
J. !\ 1 1
FREEWA/
684.
3343. 13
3692.62
150.72
0.319
722.
2480.83
2224.93
256.25
fK963
684.
2436.73
2378.7-5
108.13
0.401
NON-FREEWAY
53145.
63252.
19.60
3.9fa
30.77
8.22
74.36
11.48
5.94
zKACTIQN STATI
NDN-FRctXAY
58189.
522.15
231.53 .
290.63
0.598
63299.
288.54
116.64
171.90
0,896
58189.
416.15
163.95
252.20
0.682
CO Mb IN EL)
58o3o.
6 39 7-f .
20. U9
4.00
31.31
a .^6
.74.33
11.49
5.92
C T T r C . i-
o i 1 Lo
COMBINED
5bb73.
56j.7J
2t0.5j
51<:.^t
0.6J4
64-Uii.
313. 2o
125.63
Id7.3d
J. 9 Jl
5oo73.
t4 J. ^J
175.08
2o5.13 _
0.687
# FREQUENCY USED TG COMPUTE PQrtER MEAN, MEDIANt
** EXCLUDES MOTORING COLUMN FREQUENCY
AND STO UtV; EXCLUDES MOTOR IMG FREQUENCY
-------
STATISTICS FT-J LA T-6
6J057.
^4dc>.29 "
2oot . j7
424.9^
0. 57<»
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING CJLJHN FREQUENCY
AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOk LA TKUCK 17: 2A CAS
(RECORD TCUNT = 27254, OPFRATING TIMfc = 6.54 hRSI
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% IDLE
NJ
CO
VO
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
I CRUISE
% OECEL
% IDLE
FREEWAY
9912.
73.12
81.90
17.15
5.18
80. 96
5.00
0.87
FREEWAY
9389.
37.72
41.28
9.73
0.07
6 . 6 2
65.64
7.63
0.10
K ri*i ~
N jN-FREE^AY
17242.
43.94
48. 3C
34.94
17.28
44.46
14.51
23.75
c D c c n
brbbu
NCN-FREEWAY
17267.
15.72
14.83
12.48
16.72
23.87
39.49
19.78
16.85
CJ MB I NED
27254.
56.37
66.44
33.98
12.68
60.65
11.05
1 5.. 4 2
COMBINED
27176.
23.73
25.52
15.67
10.66
17.60
56.28
15.36
10.76
N
TOTAL N
'1EAN
MEDIAN
STD DtV
4, ACCEL
% CRUISE
* UFCEL
% MOTO^
FREE wAY
9012.
9889.
84. 6S
97. 17
^6.79
1 1 .50
68.34
13.27
12865.
17287.
53.66
61.52
43.09
16.06
46.09
18.54
6.90 19.31
I IN 1C
90.89
40. 26
14.4J
54. ly
lt>.62
14.79
1 5 1 1 Co
Y COi'ib L>ltU
4979.7o
j94t. 16
10 3 5.o 5'
0.74^
27254.
1 76b. 05
1336.53
43 1. o3
C . o jo
21929.
2095 . 96
1652.26
f43.74
O.o 76
* FREQUENCY USED TO COMPUTE PGVvER MEAN, MEDIAN, AND STD OFV
** EXCLUDES MOTORING COLUMN FREQUENCY
-------
STATISTICS FOh LA TRUCK 19: 2A GAS
(RECORD CCUMT = 32357, OPERATING TIrttE = 12.57 MRS)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
$ IDLE
x *
N
MEW ~~~
MEDIAN
STD DEV
STZFRIT"
% ACCEL
% CRUISE
% DECEL
« IDLE
FKEtWAY
25337.
51.51
53.87
15.65
4.04
90.85
3.92
1.20
-
FREEWAY
25311.
' 2T735
36.14
17.50
23.62
4.67
60. 16
5.51
23.66
wrr
N:N-FREEWAY
27020.
33.89
33.20
19.65
12.12
69.67
11.28
6.93
NON-FREEWAY
26949.
" " 10". 55
9.02
9.72
" " 28.27
17.27
37.70
16'. 49 --
28.53
COMBINED
52357.
42.42
46. 16
19.86
8.21
79. §3
7.72
4.15
. _
COMBINED
52260.
IB. 70"
17.24
16.37
26.02
11.17
51.48
11.17
26.17
.
**
N
TOTAL N
"MEA'N
ME 01 AM
STD DEV
% ACCEL
* CRUISE
% DECEL
% MOTOR""
FREEWAY .
23183.
25311.
57.64
60.79
32.28
11.66
68.95
12.68
6.71
NON-FPEEWAY
22575.
2o949.
29.00
17.12
29.18
l'5>.79
J3.82
17.75
12.64 "
INTERACTION STATI
N
E(EXP)
E( E)XF.(P
COV(E,P)
Rre-.Pi
N
EfSX^J
E
R(S,E) ~
N
~E ("1STPT""
EISJXEiP
COV(S,P)
RIS~,P)."
Y FREEWAY
23211.
3122M4
> 2966'.07
146.07
0/288 "'
25337.
1516.27
) 1410.17
ioi>. 11
'0.380
23211.
""' I 638. 90
) 1588.65
110.25
0.194
NDN-FREEUAY
22639.
1163.68"
956.76
206.94
0.362 "
.27020.
"460.32
356.83
103.50
"0/539
22639.
"414.95
301.95
113.00
0.394
coMaiNcU
45763.
522oO.
43.51
39. 7 o
33.90
n. i-j
61. li)
15.29
9.77
tr 1 r c _
~"COM6INcU
458^0.
2lDO.Jj
ltJ41. 71
JOO. J3
0.453""
52J!>7.
9/l.J2~
li£ .ti
1 7 d . '-1 1
U.i)4i
4D6^J.
lubt". 93
J3 j.i 7
234.36
0.41J
* FREQUENCY USED TO COMPUTE POkER MtAN.
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUFNCY
-------
SUMMARY STATISTICS FOR LA TRUCK 21: 2A GAS
I
(RECORD COUNT = 52075, OPERATING TIMF = 12.50 MRS)
N
MEAN
MEDIAN
STD DEV
* ACCEL
X CRUISE
% DECEL
% IDLE_
""
N
MEAN
MEDIAN
STD DEV
% ZERO
S ACCEL
% CRUISE
% DECEL
% IDLE
FREEWAY
17497.
54.28.
59.54
16.91
3.77
88.93
3.72
3.59
-
FREEWAY
17492.
42.00
45.97
11 .08
0.59
6.70
8 5.. 8 5
6 . 70
0.75
KKPI
NCN-FREEWAY
34578.
20.84
17. C8
21.17
11.93
43.20
10.57
34.29
o r t t U
NON-FREEWAY
34506.
17.19
16.96
13.55
17.70
21.89
39.40
19.27
19.44
COMBINED
52075.
32.07
33.26
25.36
9. 19
5d.58
8.27
23.96
COMBINED
52COO.
25.53
26.26
17.34
11.95"
16.78
55.02
15.04
13.16
FREEWAY
* N 16135.
TOTAL N 17492.
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% MOTOK
* N
E(EXP)
E(E)XEiP)
COYJ E » P)
R(E,P)
* N
E(SXE)
E(S)XEIE)
COV(S,c)
R(S,E)
* N
E(SXP)
E(S)XE(P)
COV(S,P>
R( S,P)
60.13
62.99
27.68
23.51
42.94
27.97
5.57
IMT
FREEWAY
16140.
3468.03
3331.22
136.82
0.308
17497.
2427.76
2269.47
15&.31
.3 . 843
16140.
2673.74
2569.18
104.56
0.359
NGN -FREE WAY,
28029.
34508.
32.65
21.45
34.76
17.55
47.55
21.02
13.88
ERACTION STATI
NON-FREEWAY
28C80.
1062.71
629.94
432.79
0.578
34578.
572.56'
357.67
214.90
0.744
23080.
811.95
522.94
289.02
0.592
COMBINED
44164.
52000.
42. «9
42.37
34.95
19.55
46.00
23.36
11.03
COMdlNtD
44220.
i 940.03
13a5. 75
554.89
0.604
52075.
1195.90
tilo.09
37^.32 ,
0.8oi
44Z20. '
1491.49
1099.57
391.92
0.61o
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
ME'DIANt AMD STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUGARY STATISTICS FOR LA TkUCK. 24: 2A GAS
{RECORD CCUNT = 43360, OPERATING TIKE - 10.41 MRS)
N
MEAN
MET)IAN^
STD DEV
% ACCEL
Z CRUISE
Z DECEL
Z IDLE
'
M
ID
tvj
N
WHAN " ~
ME DIAN
STD DEV
z ZERO
Z ACCEL
Z CRUISE
Z DECFL ' -
Z IDLE
FREEWAY
12063.
49.11
54.68
17.50
4.63
85.30
4.46
5.62
FREEWAY
12019.
43.9^5
50.74
15.29
Z.6~9 '
12.05
74.13
10.95
2.87
KKn
NCN-FREE^AY
31297.
31.28
31.97
25.51
13.77
49. 14
11.18
25.91
O r t t U
NCN-FPtEWAY
31150.
" "20. 16
19.71
16.25
17.57
28.68
31.59
21. 2T" '
18.44
COMBINED
43360.
36.24
41.74
25.17
11.22
59.20
9.31
20.26_
-
COWINETJ"
43169.
26". 79^
26.72
19.23
" 13.43 ~
24.05
43.44
1B-.4T
14.10
N
TOTAL .N
MEAN
MEDIAN
STD DEV
Z ACCEL
1 CRUISE
Z DECEL
% MOTOR
-
N
F ( E X P )
clE)XE(P)
COV(E,P)
Rlc,P)
N
E(SXE)
E(S)XE(E)
COV(S,E)
R(SYE)
N
E(SXP) "
E1S)XE(?)
COV( S,P)
R 1 S , P )
FREEWAY
109S4.
12019.
64.52"
71.62
28.46
13.94
63.77
15.40
6.89
IN) T
FREEWAY
10998.
3452.09
3215.43
236.68
0.483
]2063.
. 2393.90
2172.96
220.96
O.blO
10998.
3081.69
2650.11
201.59
0.466
fUWCK
NON-FREEWAY COMBINED
26599.
31 150.
40.04
37. 16.
34.74
17.16
53.30
18.53
~ 11.00
E*ACT ICN STAT I ST
NON-LEEWAY
26687.
1782.64
1208.16
574.50
;o.6f6
31297.
948 .64 "
630.33
318.32
0.752
26687.
""" 1088.92
764.59
324.34
'0.557
37563.
431o9.
47.il
49.28
34.82
l6.2o
56.22
1 7. oo
9. 86
i r c
1 b ;>
COMBINED
3768b.
2269.06
Io9t. 31
;>?;>. 3o
0.634"
4J36J.
~ 1350. n
972.74
377.^9
u.77b
37985.
1670.49
1253. Oi.
41 /.4t>
0.59/
* FREQUENCY USED TO
** EXCLUDES MCTORING
COMPUTE POWER MEAN, MEDIAN,
COLUMN FREQUENCY
AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR LA TPUCK 25: 2A GAS
(RECORD CCUNT = 66639, OPERATING TIKE = 15-.99 HRS)
n t f c D
r UW t f\ .
N ON - F R E E W A_Y_ ...CO Mfa_l N.ED ._
25330. 59544.
29849. 66598.
29.95
24.34
29.23
15.44
55.25
18.5J,
10.80
INTERACTION STATIST
N
E(EXP)
E
-------
Y STATISTICS FGR LA TrJUCK 26: 2A GAS
(RECORD COUNT = 38261, OPERATING TIME = 9.18 HRS1
N
MEAN
MEDIAN
STD DEV
X ACCfcL
i CRUISE
% DECEL
% IDLE
N
MEAN
ME DIAN
STD DEV
Z ZERO
% ACCEL
% CRUISE
S DECEL""
5, IDLE
FREEWAY
16033.
41.92
49.73
18.84
5.45
80.19 '
5.17
9.19
FREEWAY
15989.
39. 52"
43 .26
19.13
6.28
24.42
47.47
21.86
6.25
NDN-FREEWAY
22228.
26.33
27.39
20.71
11.91
52.72
10.48
23.89
r t t U
NC^-FREEWAY "
22160.
" 18.86
18.65
15.46
" r8.74
31.44
23.64
T61J1 " "
18.60
COMBINED
38261.
32.86
37. C9
21.38
9.20
64.81
8.25
17. 73
COMB'INEC
38149.
"27.52 '
25.97
19.91
13.52
28.50
33.63
24.45
13.42
N
TOTAL N
M~EAN
MEDIAN
STD DEV
* ACCEL
-S CRUISE
« DECEL
* MOTOR
FREEWAY
1 38 52 .
15989.
49.t>6
53.07
29.55
18.18
48.55
22.31
10.97
rUHCK
N3N-FPEEWAY
17239.
22160.
37.18
27.88
3?. 13
16.27
43.62
22.15
17.96
COMblNEO
31091.
331-+9.
42.74
41.0 y
33.35
l/.u7
45.t>J
22.22
15.03
INTERACTION STATISTIC^ --
FREEWAY "NDN-FREEWAY" ~C3MBl4Lu
N
E(EXP)
E(E)XE(P)
COV(E,P)
rR 1 E . P )
N
E(SXE)
E(S)XE(E)
COV(S,E)
, R ( S , E )
N
tlSXP) ' .
E(S)XE(P)
CQVCS, P).
K(S,P)
13893.
2414.40
2164.53
249.88
0.454
16033.
1983.33
1657.23;
323.12
0.882
13693.
2262.96
2037.95
225.03
0.395
1^287.
1361 .18
961.82
399.39
"0.521
22228.
741.49
495.98
245.52
0.760 "
17287.
925.93 ""
665.24
260.71
0.451
J118J.
1630. 4/
l'^43."0-f
3a/.t3
0.522
3t>2ol.
12o0.t>2
903.66
356.77
0 . b 3o
31180.
li2l.67"
1^05.43
316.25
0.44tf
* FREQUENCY USED TO
** EXCLUDES MOT3RING
C3MPLTE POWER MEAN,
COLUMN FREQUENCY
MEDIAN, AND STD DEV;.EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOP LA TRUCK 28: 2A GAS
(RECORD CGUNT = 35034t OPERATING TIME = 8.. 41 HRS>
N
MEAN
MEDIAN
STD DEV
% ACCEL
Y CRUl'SE
% DECEL
% IDLE
N)
<£>
U>
N
MEAN
MEDIAN
STD DEV
% ZERO
t ACCEL
* CRUISE
% DECEL
? IDLE
FRE_EWAY
3170.
61 .65
66.03
14.96
3.65
92.26
3.45
0_.64
-
FREEViAY
8156.
44.45
48.18
10.51
'6.22"
10.29
82.50
6.96
0.25
NCN-FREEUAY
26664.
.30. 13
33.25
20.64
13.25
58.71
10.15
17.89
o r 1 1 U ~
_
NGN-FREEWAY
26772.
21.14
23.69
13.07
10.70
28.36
40. 14
20.25
11.25
COMBINED
35034.
37.48
38.59
23.59
11.01
66.55
8,58
1 3 . 8 6 _
COMBINED
34928.
26.58
28.41
15.94
8.25
24.14
50.03
17,15
8.68
u
TOTAL N
MEAN
MEDIAN
STD OEV
2 ACCEL
% CRUISE
* DECEL
? MOTOR
-
N
E(EXP)
E(E)XE(P)
CCVtE,P)
R(EtP)
N
EISXE)
E(S)XetE)
COV(S,E)
R(S,E)
N
E(SXP)
EiS)XE(P)
COV(S,P)
R ( S i P )
FREEWAY
7525.
0156.
51.29
48.92
24.31
11.73
68.50
12.92
6.79
_ T \A T C
1 N 1 t
FREEWAY
7537.
3300.90
3254.06
46.85
0.146
8170'.
2873.15
2739.49
133.68
0.8.38
7537.
2353.32
2330.36
22.97
0.096
n n 1 1 c~ n
r UWCK
NON-FREEWAY COM3.INtu.
22047.
26772.
40.27
36.86
3?. 55
14.97
52.86
13.32 _._
13.84
RACTION STATIST
NON-FREEWAY
22109.
1646.79
1251.32
395.48
0.571
26864.
825.87
634.82
191.06
0.703
i
22109.
1012.23
840.64
171,59
0.385 *
29572.
34928.
43.07
41.45
31.04
14.23
56.52
n . o u
12.20
T r c _
1 CO
COMSI.^tJ
2^046.
2067.31
169
-------
SUMMARY STATISTICS FOR LA TkJCK 30:
(PECCRD CCUNT = 34212, OPERATING TIKE =
N
MFAN
MLDlAN
STD DEV
I ACCFL
X CRUISE
* DECEL
Z IDLE
ro
vo
tr,
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
* DECEL
* IDLE
_FREEWAY NON-FREEWAY
2147.
45.57
57 . 55
26.93
6.57
70.96
6.62
15.85
FR"EEBAY"~ N
2145.
34.97
46.17
19.60
7.18 "
18.93
56.74
16.78
7.55
32065.
20.94
16.39
21.27
12.57
41.32 '
10.85
35.26
o r c t U
3193C.
14. 2B
11.67
13. C7
"22.72"
23.40
33.25
18. C4 ~
25.31
CpMESINED_
34212.
22.49
18.29
22.48
12.19
43.18"
10.58
34.04
COMBINED
34075.
15.59
12.64
14.47
Yl.74
23.12
34.73
17.96" "
24.19
iCK 30:
NG TIKE =
__
N
TOTAL N
MEAN"
MEDIAN
STD DEV
S ACCEL
* CRUISE
% DECEL
? MOTOR
N
: ( E'XP)
5(E)XE(PJ
COV
19. 78
35.16
22.39
22.66
i 1 i Li>
COMB 1 i^f U
24314.
9o2.36
i>t7.ob
434.69
0.615
34212.
6 04. '60
349. 54
t'jj.dtj
0.77b
2431^.
639.23
375.3d
263.86
O.i>70
* FREQUENCY USED TO CD^IPUTE POkER MEAN1,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOP, LA TRUCK 32: 2A GAS
(RECORD COUNT = 25097, OPERATING TIME = 6.02 MRS)
N
MEAN.
MEDIAN
STO DEV
? ACCEL
* C'RUISE
% DECEL
. % I_DLE
N>
IO
.. -J .. . _ _ .
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
1 CRUISE
% OEC6L
? IOLF
.FREEWAY
13694.
59.07
68.87
24.46
5.56
82.21
5.31
_6«93__ _
FREEWAY
13681.
44.83
52.94
18.02
3.98
16.44
65.94
13.61
4.01
KKr
NCN-FREEWAY
11402.
24.90
26.04
20,84
10.92
51. 18
S.98
2J.92
c p r pn
NGN-FPEEWAY
11378.
19.33
18.38
15.31
18.43
26.79
31.25.
23.30
18.66
COM3 INEP
25097.
A3 .-5 5
45.89
28.52
7.99
68.12
7.43
16.4.6
COMBINED
25059.
33.25
36.11
21.09
10.54
21,14
50.19
18.01
10.66
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
% MOTOR
N
E (EXP)
E(E)XEfP)
COV(E,P)
R(E,P)
N
E(SXE)
E(S)XE(EJ
COV(S,EJ
R ( S , t )
N
E(SXP)
E(S)XE(PJ
CO₯C Si PL
RiStP-J
FREEWAY
11600.
13681.
43.36
42.79
25.62
21.10
43.47
23.56
11.87
T MT C
- I N I t
FREEWAY
11612.
2826. 15
2674.49
151.67
0.249
13694.
3057.80
2645.15
412.68
-0.930
11612.
2102.46
2012.17
90.30
0.196
NON-FREEWAY CGV&lHtU
8560.
11378.
33.19
23.59
33.30
18.74
38.72
.. 23.Z2 ._ .. ._
19.33^
In M CTATTCT
UN O 1 A 1 1 O 1
NON-FREEWAY
8582.
1227.69
812.07
415.86
0.569
11403.
740.02
481.30
2 ££.74
0.801
8582.
875.84
' 601.30
_ 27.4.58
0.512
20160.
25059.
39.04
37.93
29. 30
20.03
41.31
23.41)-
15. 2o
Ire
Co
.. .2U194. _
2146.92
1790.04
35o. 90
0.410
250*7.
2uU4.70
1446.3d
55o.34
a. 923
20194.
1581.17
1341.91'
_Z3_9.Z.Z
0.365
.* FREQUENCY USED TO
** EXCLUDES MOTOFING
COMPUTE1 POWER MEAN,
COLUMN FREQUENCY
MEDIAN, AND STD OEV; EXCLUDES MOTORING FREQUENCY
-------
RY STATISTICS TOR LA T^ULK 36: 2M GAS
(PECCRD CCUNT = 0995, OPERATING TIME = 1.68 MRS)
N
M^ AN
M3D IAN
STD Ufc'V
S ACCEL
» CRUISE
* DECEL
? IDLE
NJ
OD
N
MFAN
MC 0 I AN
STD DEV
* ZERO
% ACCEL
* CRUISE
% DECEL
* IDLE
FREErtAY
794.
^7.53
57. VI
29.02
11.49
62.37
10.73
15.40
FREEWAY
792.
34.04
40.00
21.63
11.99
23.41
41.79
17.9?
11.87
t\rr
f 201.
23.48
Z3.9C
18.72
" 13.33
50.85
K . 1 2
23.70
o r t t U ~
N1N-FREEWAY
c!81.
18.97
19. I2
13.63
15.55
31.65
29. 4C
23.67
15.2V
C0*6 INED
6995.
26.21
25.55
21.55
13. 12
52.16
11 .96
22.76
COMBINED
6973.
20.o8
20.37
15.51
15.14 *
31.28
30.80
23.02
14.90
* N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
% MCTOh
FREEWAY
675.
792.
48.16,
48.37
34.67
18.06
52.27
18.69
10.98
KUKtK
5065.
6181.
35.06
28.33
34.29
la. 86
47.42
21.86
11.36
CCMiilrtcU
5760.
6V73 .
36.60
31.0*
3 <« . 5 y
Id. / /
47.9 /
?1 . ^u
11. 76
INTERACTION STATISTI
FREEWAY " NON-FREfcfcAY
N
E(tXP)
E ( EJXEIP )
COV(E,P)
R( E,P)
N
Ef SXE)
E(S)XE(E)
COV(S,E>
R ( S , E )
N
E(SXP)
El S)XC(P)
COV'IS,P)
R(S,P)
676.
2832.37
2310. 2^
522.89
0.501
794.
2180.53
1604.94
5/6.32
J.925
676.
1958.20
163t. 12
324.55
0.415
51CO.
1138.22
BOO. 32
337.96
0.516
6201.
644.23
444.62
199.64
0. 772
5100.
822.72
625.38
197.38
0.410
3 7 7o.
1 3 3 o . :> ' j
V '* 2 . v t
3V3 . 6J
0.512
oy*3.
818.61
540. J/
27d.2o
j * o/ 6
3 t t O
^ 'j j 0 1.
721.61
2-J4. J4
0.420
FREQUENCY USED TO COMPUTE PO^Eft MEAN,
EXCLUDES MOT3MNG COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOP LA TRUCK 40: 2A GAS
(RECORD COUNT = 39369, OPERATING T I-ME = 9.45 HRS)
to
1X>
N :
MEAN
MEDIAN
STD DEV
*. ACCEL
% CRUISE
% DECEL
S IQLE
. - -
'
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
* CRUISE
*' DECEL
% IDLE
FREEWAY
20474.
66.03
70.02
12.52
3.53
92.21
3.32
0.94
"F'REEWAY"
20429.
48.26
51»94
10.04
0.-50
24.96
55.26
19.19
0.58
NGN-FREEWAY
18695.
35.23
38.46
24.69
16.75
49.32
15.60
16. 13
c n c c n
o r t t L
NGN-FPEEW~Jw
188C9.
19.19
20.01
13.21
12.49
32.03
30.84
23.73
13.40
COMBINED
39369.
51.25
59.88
24.72
9.87
71.65
9.30
,9.18
-
COMBINED
\
39238.
34.33
3.7.50
18.63
6.25
, 28.35
43.56
21.37
6. 72
* N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
? CRUISE
% DECEL
% MOTOR
FREEWAY
18683.
20429.
64.10
66.68
25.50
21.35
50.18
22.02
6.45 *
;"_'w r is
NON-FREEWAY
13349.
18809.
39.55
37.56
32.52
23.33
31.14
24.82
20.70
.COMBlNcp _
32032.
3923d.
53. d 7
56.76
31. uv
22. SO
41.05
23.37
13. 2d
INTERACTION STATISTICS
FREEWAY
N3N-FREEKAY
COMBINED
N
E(EXP)
EIE)XE(P)
COV
-------
STATISTICS F0r< LA TRUCK 42: 2A GAS
(RICCND CCUNT = 25367, OPERATING TIME = 6.09 MRS)
N
MEAN
MEDIAN
STD DEV
7, *\CCEL
% CRUISE
% DECEL
% IDLE
Ul
o
o
N
MEAN
MEDIAN
STD DEV
'* ZERO '
f ACCEL
% CRUISE
% OECEL
% IDLE
FRFEWAY
1123t.
56.45
59.20
13.26
2.74
92.17
2.77
2.32
FREEWAY
11232.
46.47
48.76
9.93
0.40 '~ ~
9.41
82.28
7 .TB
0.53
NCN- FREE KAY
14151.
19.48
19/20
18.33
9.87
46.^7
8.06
35.09
SD t (~ P
r t t L
NGN-FREEWAY
14127.
15.55
15.30
12.92
19; Off
27.82
29.43
2Z.~21
20.54
COMBINED
25367.
33.34
38.82*
24.54
6.72
66. S9
5.72
20.58
" CCWBINEC
25359.
29.25
30.90
19.30
' 10.80
19.67
52.84
15".B2
11.63
* N
TOTAL N
MEAN
MEDIAN
STD OEV
? ACCEL
* CRUISE
« DECEL
* MOTOR
** N
E (EXP)
F(E)XE(P)
CCVJE.P)
R(E,P)
** N
EISXEJ
EIS)XE(E)
COV(S.E)
R(S,E)
** N
E'(SXP)
E(S)XE(P)
COV( SiP)
R( S »P)
FREEWAY NIDN-FRFEW^Y COMoiNciJ
10451. 10862. MUJ.
11232. 14127. 253j-y. ,
42.33 24
43.80 17
19.69 26
11.55 13
70.41 53
12.37 15
5.66 18
FREEWAY NON
10454.
2500.29
2^43.58
56.72
0.234
11236.
2753.02"
"2626.39
124.65
0.924
10454.
2043.59
2004.19
39.41
0*."213
.63
.13
.14
.44
.05
.30
.22
ON STATIST
r-FRFthAV
10877.
734.42 "
475.43
309.01
0.621
14151.
487.40
302.83
184.58
0.775
10377.
576.68" ""
367.36
209.34
~ 0.595
3-> .3*
34.7^
24. 8/
In. O*J
6U. /4
14.00
1 2 . o 7
1C -
Co
CDMBI^J
' ^Ujl.
1023.33
1/i^v. i 3
350. ^1
" 0 . 'j 74
233a/.
"1490.14
1049.20
H 4 J . * ^
J.9^^
21331.
129*5.59'
1023.29
27u.31
0\547
* FREQUENCY USED TO COMPUTE FPNEF. MEAN,
** EXCLUDED MJTOR1NG COLUMN FREQUENCY
MEDIAN, AND STD OEV; EXCLUDES MOTORING
-------
SUMMARY STATISTICS FOR LA TRUCK 47: 2A GAS
(RECORD COUMT = 61046, OPERATING TIME = 14.tb HRS)
U)
o
N
MEAN
MEDIAN
STD DEV
« ACCEL
% CRUISE
% DECEL
% IDLE
N
MEAN
MEDIAN
STD DEV
% ZERO
* ACCEL
% CRUISE
% DECEL
% IDLE
FREEWAY
32115.
46.09
49.94
11.54
3.09
92.21
3.04
1.65
FREEWAY
31S98.,
47.70
51.73
1Q.65
0.23
10.39
82.22
7.11
0,28
K KM
NON-FREEWAY
28931.
20.62
20.31
17.26
9.7<+
53.88
8.58
27.80
c D r-c" n
iPh'hU ;
NGN-FREEWAY
2883C.
20.93
22.29
15.08
15.52
24.62
40.00
18. 19
17.00
COM3 INED
61046.
34.02
40.20
19.31
6.24
74.04
5.67
14.04
COMBINED
60828.
35.01
38.39
18.61
7.48
17.23
62.21
12.36
8.20
**
**
**
N
TOTAL N
MEAN
MEDIAN
STD DEV
£ HCCEL
£ CRUISE
% DECEL
% MOTOR
FREEWAY
20836.
31998..
/3 . /to
84.68
25.12
14.81
63.89
15.93
NCN'- FREE WAY
23468.
20830.
40.24
33.96
36.65
1 6 . 5 4
48.40
20.68
5.37 14.38
TKiTr~DAr*T T l~> K i CT ATT
1 IN I Ct\MU 1 lUJ't O 1 Ml 1
FREEWAY NHN-FREEWAY
fi 29947. 23549.
E(EXP)
E
cnvts,E)
R I S , E >
N
E(SXP)
EtS)XE(P)
CQV{S,P)
R( S,PJ
3568.0o
3483.57
84.50
0.321
32115.
2299.29
2192.63
106.67
1.842
29947.
3669.97
3581.31
38^67
0.351
1231.80
827.40
374.42
0.561
28931,
629.92
431.73
198.20
0.754
23549.
1135.10
817.14
317.97
0.539
CGMBlNcU
53304.
60o^d .
59.00
76.13
34.95
13. o3
56.55
lb.13
9.64
CT i r £ ^__
o 1 1 Ui>
C'Crtb iiJhu
53496.
2t>^t>.43
20^3.93
432. ^t
0 . 6 3 3
61046.
1506.14
1150.96
319. lo
o o ci J.
53496.
2554.12
2131.02
423, LI ._.
0.632
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING COLUMN FREQUENCY _
AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
5UMMANY STATISTICS FOR NY TRUCK 2: 2A CAS
FCC^D COUNT = 21403, OPERATING TIME = b.lt HRS)
N
MEAN
MEDIAN
STO DEV
X ACCEL
* CRUISE
* DECEL
* IDLE
U)
o
ro
N
M£AN
MEDIAN
STD DEV
* 7JEW
% ACCEL
% CRUISE
% DECEL
% IDLE
FREEWAY
4:80.
40.16
42.56
21 .95
8 .22
73 .68
7.75
10.36
FREEWAY
4065.
"37.22
40.31
14.49
~rr5T
18.77
60.49
13.75
1.99
pKr
JCN-FREEWAY
17323.
11.32
1.43
17.63
10.75
26.75
9.40
53. 10
""NGN-FREEWAY
17292.
10.92
6. 36
12.40
' 37.13
18.79
26.91
" 15.31
38.98
COMBINED
21403.
16.81
5.33
21.72
10.27
35.68
9.08
44.96
"TJCJMBrNFD
21357.
15.93
11.73
16.46
313.56
18.79
33.31
15.97-
31.94
**
**
N
TOTAL N
MEAN
MEDIAN
STD DEV
i ACCEL
* CRUISE
* OECEL
% MOTOR
FREEWAY
4064.
4065.
54.27
59.51
rl.40
15.18
67.53
17.29
0.0
rune*
NON-FPEfcW,
17202.
17292.
26.16
7.4J
36.68
1 1.28
73.72
14.71
_ 0.29
AY COMoiNLJ
2 12o6.
2 1 Ja 7.. .
31.53
10.32
39. 2 1
12.02
72.54
13 .io
0.24'
INTERACTION STATISTICS -
FREEWAY NUN-FRETWAYCOMB
N
EtEXP)
E(E)XEIP)
COV(E.,P)
Rl'EtP)
N
E'(SXE)
E(S)XEIE)
COV(S,E)
3
214U3.
550.17
26t>.o4
2tt4. 55
0. 790
__ 21304.
6
0.492
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
AND STD DEV; EXCLUDES -MOTOR ING FREQUENCY
-------
SUMMARY STATISTICS FOK NY TRUCK 3: 2A GAS
(RECORD COUNT = 29363, OPERATING TINE - 7. T5 MRS)
*
_ ., _,.. -
N
MEAN
'" MEDIAN
STD DEV
X ACCEL
% CRUISE
« DECEL
* _IDLE_
GJ
o
U)
N
"MEAN
MEDIAN
STD DEV
'% ZERO
% ACCEL
1 CRUISE
I DECEL
% IDLE
i
_FR_EEWAY_.
371.
45.55
51.05
15.15
7.55
81.94
6.74
3.77
FREEWAY
371.
34.05
39.28
13.66
4.31
26.42
56.06
12.40
5.12
NCN-FREEWAY
2C992.,
17.53
1'2.69
18.77
9.40
^2.94
8.69
3 8 .9 7
c DC. c n _ .
NDN-FREEWAY
28927.
11.45
9.26
11.88
" 31.46
18.41
3*3.00
/ 15.05
33.54
COMBINED
293.63.
17.88
13.16
18.99
9.37
43.43
8.67
38.52
COMBINED
292S8.
11.74
9.47
12.17
31.11 ""
18.51
33.29
15.02
33.18
* N
TOTAL N
MEAN
MEDIAN
STO OEV
% ACCEL
% CRUISE
? DECEL
% MOTQ-?
** N
E(EXP)
F{£)XE(P)
COV(E,.P)
R(E,P)
** N
E(SXE)
E(S)XEIE)
COV(S,E)
R { S., E )
** N
El SXP)
E(S) XE(P)
COV(S,P)
R(S,P)
FREEWAY
271.
371.
55.50
57.00
31.36
17.25
33.69
25.88
23.13
IM T
FREE.AY
271.
2546.42
2730.26
-134.52
-0.521
371.
1715.42
1539.31
176.58
0.837
271.
1821 .55
2030.29
-209.51
-0.588
NON-FREEWAY
20806.
28927 ,
27.20
7.90
34.17
15.65
43.64
19.07
21.65
C 9 *\ C T T n'M Q T A T T
Cr\Au I 1 UN o'Ai 1
NON-FREEWAY
20858.
822.45
427.58
394.88
"o.'eod
28992.
376.05
200.02
176.04
0.783
20858.
495.52
269.59
225.94
0.539
COMBlNcJ
21^77.
2929d.
27. 5o
8.60
34.25
15.67
43.51
..!*,. 15
21.67
CT i r c
O 1 1 V. >
LOkbJNEu
21129.
a44.5o
443.12
399.4t>
0.597
29303.
3S2.97
209.12
lo3.OC)
0 . 790
21129.
5 1^. 53
2o2.6l
22^.93
0.531
* FREQUENCY USED TO
## EXCLUDES MOTORING
COMPUTE POWER MEAN,
COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTURING FREQUENCY
-------
ARY STATISTICS FCR Nr TRUCK 4: 2A GAS
(RECOPO .CCUNT = 54119, OPERATING TINE = 12.99 MRS)
N
MEAN
MEDIAN
STD DEV
i ACC:L
% CPUTSE
* DEC»L
% IDLE
UJ
o
it*
N
MEAN ~ "
MtDIAN
STD DtV
% ZERO
% ACCEL
S CRUISE
* OECEL
% IDLE
FREEwAY N3.M-FREEWAY
0. 5411S,
, 7.68
"' " 2.65
11.62
8.36
30.42
7.90
53.32
FREEWAY NJN-FRFEWAY
0. 53574.
3.76
0. 62
5.90
... ... . . 55.98
9.78
21.35
9.Z8"
59.59
COMBINED
54119.
7.68
"2.65
11.62
8.36
30.42
7.90
53.32
" COMBINED
53574.
3.76
0.82
5.90
55.98^
9.78
21.35
- -"972"* -
59.59
POWER
FREEWAY
NHN-FPEFWAY
N
TOTAL N
MEAN
MEDIAN
STD DEV
« ACCEL
* CRUISE
* OECEL
* MOTOR
0. 25987.
0. 53574.
' " 14.13
4.39
22.39
1 2.59
28.11
14.24
44.96
2 D^d7.
5 357t .
14.13
4. -19
22.3V
12 . LJ -J
28.11
14. :J4
44.96
E(EXP)
E(E)XE(P)
COV(E,P)
R(E,P)
N
E(SXE)
.£(S)Xt(E)
COV(S,E)
R(S,E)
N
E(SXP)
SIS)XE(P)
CQVIS.P)
RtS.P)
INTERACTION STATISTICS
FREEWAY NON-FRTEFWAY ~coMbiNcL)
o.
26355.
261.08
114.57
146.52
0."4'97
54119.
75.39
29.63
45. /I
0.642
26355.
143.12
62.16
80.96
6Y573
Zoij'j.
<:6l.Ud
1 It. 5 7
l4to.f>2
0".497
541i9.
l^.^
29. 6ti
45.71
" O.b4^
2u355.
143. U
62.16
00. 9o
0.573
* FREQUENCY USED TO COMPUTE POWER WEAN, MEDIAN, AND STD DEV:
** EXCLUDES MOTORING COLUMN FREOUENCY
EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TKUCK 5: 2A GAS
(RECORD COUNT = 54023, OPERATING TIME = 1?..97 HRS)
\
N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% OECEL
X IDLE
-
Ul
O :
- tn - - '
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
2 CRUISE
% DEC EL "
? IDLE
fc
FREEWAY
948.
39.11
36.77
19.64
11.80
71.89
11.91
_.._4.4Q
- -
FREEWAY
932.
32.50
33.58
10.01
1.07
39.16
20.71
39.06 ~
1.07
NCN-FREEWAY
53075.
22.30
17.57
23.68
18.49
29.S7
17.70
33.64
c D c en -
NCN-FREEWAY
5236C.
11.36
9.S6
10.44
26.59
30.53
12.31
31.09
26. C7
"~
.._ COMBINED
54023.
22.60 .
18.21
23.72
18.37
30.70
17.60
33.33
\
COMBINED
53292.
11.73
10.29
10.80
26.14
30.68
12.46
31.23
25.64
**
N
TCTAL N
MEAN
MEDIAN
STD OEV
% ACCEL
. CRUISE
? DFCEL
* MOTOR
FREEWAY
582.
932. ..
76,27
92.47
32.54
19.85
28.00
21.67
30.47
ruweK
NON-FREEWAY
32 585.
52360.
41.49
28.38
40.65
22.05
2b.92
20.96
28.07
COMBINED
33167.
53292,
42.10
30.03
40.97
22.01
2 o . 9 0
^20.9o
2tJ.ll
INTERACTION STATISTICS
FREEWAY
NON-FREEWAY
CCMBINtC
N
ElEXP)
E(EJXEIP)
COV(E,PJ
R(F,P)
N
E(SXE)
E(S)XE(E)
COVlSt E)
RiS,E) '
N
E(SXP)
E(S)XE(P )
COVCS, P)
R(S,P)
594.
3320.64
3149.37
171.56
0.256
948.
1367.41
1266.52
98.98
0.500
594.
2550.24
2477.19
73.17
0.223
33040.
1584.96
930.47
654.51
0.642
53075.
417.26
255'. 75
161.52
0.647
33040,
673.06
416.40
,256,66_ .-..__.
0.596
3J&34,
16l5.ol
95o.27
657.35_
0.642
54023.
433.93
267.46
loo .48
0.644
33634.
700.21
439.33
2.06 ,.£9.
0.595
* -FREQUENCY USED TO
** EXCLUDES MOTORING
COMPUTE POWER MEAN,
COLUMN FREQUENCY
MEDIAN, AND STU DEV; EXCLUDES MOTORING FREQUENCY
-------
S'JMMARY STATISTICS FOR NY TRUCK 6: 2A GAS
(RECORD CCUNT = 62263, OPERATING TIME = 14.94 HRS»
o
cr>
N
MEAN
MEPIAN
STD DEV
? ACCEL
* CPUISE
I DECEL
* IDLE
N
MtAN
MEDIAN
STU DEV
? ZERO
% ACCEL
* CRUISE
I DECEL ~
t IDLE r
FREEWAY
JS45.
37.02
39.47
23.55
4.33
74.08
4.39
17. 19
FREEWAY
9945.
27.50
31 .77
16.37
14.42
16.91
55.60
12.38
15.11
urn
NCN-FREEWAY
52318.
9.56
0.64
14.99
5.35
27.36
5.56
61.74
b r t t U
NfCN-FREEWAY
52305.
6.70" ^
C.82.
10.93*
~ 58.31 "
11.44
20.55
8.22"
59.79
COMBINED
62263.
13.95
0.86
19.46
5. lb
34.82
5.37
54.62
COMBINED
6P250.
10.02
0.94
14.19
5Ti30
12.31
26.15
8.89
52.65
rUlHt.*
FRE?.WAY N3N-FREEWAY COMblNc^
* N
TOTAL N
MEAN
- MEDIAN
STD DEV
* ACCcL
% CRUISE
% Df.CEL
% MOTOR
** N
F (EXP)
E(E)XE(P)
COVl'E.P)
P(E,PJ
** N
£( SXE)
E( S)XE(E»
COV(S,F)
R(S,EJ
** N
E(SXP)
E(SJXE(P)
COVtS,P) .
R(S~,P)
8403. '
9945.
56. 70
. 70.63
37.05
18.58
50.65
18.71
12.0o
IN 1 t K
FREEWAY
8403.
2729. 6b
2144.87
584.87
0.644
994i.
1375.74
1018.78
357.00
0.917
8403.
1964.72
1566.53
39b.23
0.629
44124.
52305.
18.39
3.55
32.46
1 1.33
65.45
11.38
11.84
ACTION STATIST
NON-FREEWAY
44136.
501.22
147.01
354.21
0.739
52318.
19B.86
63.90
]34.96
0.616
44136.
354.18
lC4.lt
250.03
0.719
52527.
62250.
24.i>2
f .00
^6.08
It!.^^
63. Ud
12.5'j
11. d7
If C
L:> -
COMlUNtU
52t,J^.
65 /.o4
Jl 2 .y7
'j44.0/
0.756
62263.
3H6.84
139. oj
t4 /.21
0.8,10
525^9.
oil. 76
2 <; 4 . v o
360.79
0.744
* FREQUENCY USED TO COMPUTE POKER MEAN, MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN FREQUENCY
-------
SUMMARY STATISTICS FOR NY TKUCK 8: 2A GAS
(RECORD CCUNT = 490C9, OPERATING TIME = 11..76 HRS>
N
MEAN
MEDIAN
STD DEV
% ACCEL
?o CRUISE
% DECEL
% IDLE
OJ
o
-J
N
MEAN
MEDIAN
STD DEV
% ZERO
* ACCEL
% CRUISE
% DECEL
S IDLE
FREEWAY
9057.
36.57
36.11
28.50
7.19
63.29
7.07
22.46
FREEWAY
9040.
29.. 7 2
31.77
21.35
14.73
20.65
45.81
18.35
15.19
PM
NCN-FREEWAY
39952.
20.28
11.43
24. C4
10.95
j.8.21
10.60
40.24
So c c n
r t t U
NCN-FREEWAY
39884.
16.67
13.79
16.38
24.68
25.48
27.22
21.49
25.81
COMBINED
49009.
23.29
15.63
25.71
10.25
42.85 .
9.95
36.95
COMBINEC
48924.
19.08
15.90
18.13
22.84
24.59
30.66
20.91
23.85
* N
TOTAL N
MEAN
MEDIAN
STD DFV
% ACCEL
% CRUISE
% DECEL
% MOTOR
FREEWAY
7735.
9040.
41.91
39.44
35.49
21.47
44.16
24.30
KUhtK
NON-FREEWAY
32383.
39884.
29.86
12.69
34.98
19.60
45.42
21.75
10.07 13.22
i It 1 C r\H^ i iLH-g o 1 M 1 l
FREFWAY NON-FREEWAY.
** N 775.C. 32433.
E( EXP)
EIE)XE(P)
COV(E,P)
R(E,P)
** N
E(SXE)
E(S)XE(E)
COV(S,E)
R { S r E )
** N
E(SXP)
E ( S) Xt (P J
COV(S,P)
RIS.P)
2129.49
1491.67
637.90
0.611
9057.
1605.55
1036.79
518.82
0.8.51
77 50.
1729.31
, 1217.74
511.64
0.655
1007.06
'548.45
458.62
0.543
39952.
629.37
336.94
292.44
0.738
32433.
811.49
460.11
351.39
0.598
C 0Mb I NED.
40116.
. 48924.
32.18
17.36
35.40
19.95
4:>.1S
22.22
12.64
b 1 1 L6
1223.54
697.98
525.57
0.566
49009.
80v. 77
443.36
366.^-2
0.782
401dJ.
988.51
530.57
407.95
0.616
* FREQUENCY USED TO COMPUTE PQUER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
rU STATISTICS FuR NY T*UCK 9: 2A bA 3
(RECORD CCUNT = 11664-/, OPERATING TINt = Zo.OO HRS)
N
MEAN
VFOIAN
STO OEV
* ACCEL
* CP.UISF
* DECEL
% IDLE
UJ
O
03
N
MfAN
MEDIAN
STD DEV
* ZERO
% ACCEL
* CRUISE
1 DtC FL "
as IDLE
FREEWAY
21 773.
82.96
"85.72
41.41
13.01
o9.10
12.93
4.95
FREEWAY
217C1.
34.26
36.87
17.38
" r.24
29.51
35.02
~ 27.79"
7.68
NCN-FREEWAY
94676.
24.75
"3.15^"
34.39
1 U57
23.12
12.43
47.88
-> ' r. t u
NCM-FREEWAV"""
94718.
6.12
0.79
10.48
61.24"
lb.24
7.93
14.71
62.13
CC'^BINED
116649.
35.62
""la. 92
42.38
LI .64
35.76
12.52
3_9.88
COMBINED
116419.
' 11. "3 7
0.94
16.30
51.18
17.90
12.98
17.T4
51.98
N
TOTAL N
"MEAN
MEDIAN
STO DEV
* ACCEL
* CRUISE
1 DECEL
* MOTOR
\
-
N
E (EXP)
EIE)XE(P)
COViF,P)
ME.P)
N
E(SXE)
EtS)XE(E)
CGV(St E)
R(S.E)
N
E(SXP)
E(S)XE(P)
COV(S,P)
R(S,P)
FREEWAY f
15820.
..2.1 701 ._
59. ?6
63.24
31.38
15.52
43.45
13.44
22.59
1 M T C C
1 N 1 hr
FREEWAY
15684.
5761 .68
5272.71
4S9.CO
0.377
21773.
3431.4~2
2846.66
584.79
0.810
15884.
2428.42
2207.60
220.84
0.426
-- K'JWCK
NlCN-FPEEWAY
67989.
94 718.
19.44
10.05
25.98
1 2. 18
50.86
13.03
P3.93
NGN-FREEWAY
307.67
3/5. 19
0~.696
* FREQUENCY USED TO COMPOTE POfcER MEAN, MEDIAN, AND STO
** EXCLUDES MOTORING COLUMN FREQUENCY
DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FCP NY TRUCK 11: 2A GAS
(RECORD C.CUNT = 51688, OPERATING TIME = 12.45 HRS)
N
...MEAN
MEDIAN
STD OEV
* ACCEL
% CRUISE
* DECEL
? IDLE.
U)
o
VO
N
MEAN
MEDIAN
STD DEV
* ZERO
* ACCEL
% CRUISE
% DECEL
f IDLE
_
FREEWAY
10131.
37,67
41.40
22.44
7.92
69.56
8.45
14,07
,
FREEWAY
10127.
33.52
37.10
19.80
7. -2 3
18.57
55.10
18.59
7.73
KJTl
NGN-FREEWAY
41757.
25.12
24.80
22. CB
11.27
49.26
11.40
2fi, C6 _ .
So c c n
r t t U
NCN-FREEWAY
41607.
20.54
20.35
17.00
20.44
23.68
34.35
20.95
21.02
. COMBINED
S1388.
27.57
27.98
22.70
10.62
53.23
10.82
25_»33_
COMBINED
51734.
23.08
22.89
13.32
17.85
22.68
38.41
20.49
18.42
|
* N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
$ CRUISE
. * DECEL
? MOTOR
** N
E(£XPJ
E(E)XE(P)
COV(E,P)
RIE,P)
** iM
E(SXE)
£(S)XE(E)
COV(S,E)
R(S,E)
** "N
E(SXP)
EtS)XE(P)
COV(Sf P)
. R(S,P)
FREEWAY ..
72.50.
10127.
43.86
50.09
37. J7
23.75
31.38
24.14 __ _
20.53
. T M T C
FREEWAY
7254.
2351. 3'6
1938.14
413.28
0.459
10131.
1643.72
1263.49
360.-26
0.843
7254.
2063.08
1720.46
342.66
0.432
ruwc".
N3N-FFEEWAY . CQMoi.NtU.._.
30131. 373C1.
4160.7. 5173A.
40.74
27.03"
40.57
19.40 '
40.43
_. 19..44
, 20.73
RACTION STATIST:
-. .. ..
NON-FREEWAY
30240.
1523.84
966.22
557.64
0.538
41757.
801.26
515.80'
285.47
0.757
30240.
1155.04
776.62
378.42
0.515
42.51
3^.32
40.22
20.2t>
33.70
20,3.6 , ..__
20.69
1 Lc>
CUMblNhU
37494.
1663.93
1132.77
551,17
0.56o
51838.
^o5.75
636.13
329.63
0. 788
37494,
1-330.71
937.35
. 393_,3.7_
0.498
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STO DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN _FREQUENCY I
-------
Y STATISTICS FOK NY TRUCK 12: 2A GAS
CCUNT = 15155, OPERATING TIME = 3.86 HPS)
N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
% IDLE
LJ
O
N
MEAN '
MEDIAN
STL> DEV
t, ZERO '
* ACCEL
% CRUISE
% DECEL "
% IDLE
*.
FREEWAY
S78.
51 .27
53.90
13.36
1 .23 '
93.56
2.15
3.07
FRtZEWAY
978.
39.20
40 .49
8.67
1.02"
1.23
92.43
"4.19
2.15
.
.
NON-FREEWAY
15177.
19.13
15.76
18.95
7.33
5C.83
6.56
35.28
r t t U
"NGN-FREEWAY-
15155.
12.69'
9.90
12.59
25.64
12.74
48. 18
" ' "11. 138
28.00
i
COMBINED
16155.
21.08
18.10
20.17
6.96
53.42
6.29
33.32
"COMBINED"
16133.
"14.30 ~ ~
11 .19
13.91
24.34
12.04
50.86
10.66
26.44
»
* N
TOTAL N
MEAN
MEDIAN
STD DFV
* ACCEL
% CRUISE
%. DECEL
? MOTOR
-
** N
E I EXP)
E(E)XE(P)
CCV(E,P)
R( E,P)
** N
E ( S~X E )
E(S)XEIE)
COV(S,E)
R(S,E)
** N
Ff SXP)
= ( o ) XE (P )
COV(S,P)
RCS,Pl
FREEWAY ,
769.
978. >
71.11
86.85
32.54
9.51
60.84
9.61
20.04
IN.' "
i\
T- REEK AY
769.
3d37.74
3726.70
111.19
0.271
978.
2115.95
2010.33
105.73
0.901
769.
2832.34
2819.62
62.81
' 0.222
ruwc*
NON-FREEWAY CL
120B3. 1
15155. 1
30.92
14.7^
35.51
14.28
52.93
16.85
15.94
FRACTION STATIST I
M ON- TRET WAY'
12103.
965.85
546.88
419.01
0.606
15177.
446.36
242.05
204.22
0.351
12103.
616.54
351.47
265.09
0.579
McilNcD
k 8 >j 2 .
61^3 .
33.32
17. 6J
3o.60
1 }.'***
b^.41
16.41
16.19
r c
L^ -
-COMbl^LO
1^8 U.
1 1 1 7.4.J
o 'j o . 44
t79.03
0.628
16155.
547.44
300. pt
246.^1
u.o7i
12672.
751.90
43b. J4
iio. &
0.603
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MJTOPING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TRUCK 13: 2A GAS
(RECORD CCUNT = 66433, OPERATING TIME = 15.94 HRS)
N
MEJVN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
* .IDLE _
O
_i
_»
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
% OECEL
% IDLE
_FREEWAY
18896.
35.91
39.72
23.76
7.20
70.43
7.00
15.37
FREEWAY
18326.
27.64
32.08
15.65
~" 2.38
' 17.30
62.24
17.02
3.44
KK(V|
NC_N-FREEWAY
47537.
8.00
0.83
12.57
9.25
25.78
8.56
56.40
O r t t U
NGN-FPEEVlAY
47414.
7.12
4.21
8.27
36. 12
17.30
28.60
T5.38 "
38.71
COMBINED
66433.
15.94
5.93
20.79
8.67
38.47
8.12
. 44.74
CO.MBINED ~
66240.
- -7 -
12.95
8'. 32
14.29
26.53
17.30
3S.16
15.85 "
28.69
1
-
N
TCT'L N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL. -
% MOTOR
N
ElEXP)
E(E)XF(P)
COV(E.P)
R(E,P)
N
E(SXE)
E(S)XE 1 i Uo
COMBINED
.53064.
606.35
265. 3i
323.33
0.546
66433.
461.62
206.41
,2.55._2<2_
0.353
53064.
472.95
234.97
-~_ _237.'99
0 . 590
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIANt AND STD DEV; EXCLUDES MOTORING FREQUENCY-
-------
SUMMARY STATISTICS FOR NY TKUCK 17: 2A GAS
(RECORD COUNT = 102397, OPERATING TIME = 24.58 MRS)
OJ
M
K)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
X DECEL
X IDLE
M
MEAN
MEDIAN
STD DEV
r zE3o
Z ACCEL
* CRUISE
% DECEL
* IDLE
K KW
FREEWAY MCN-FREEWAY
0. 102397.
-1.82
-1.41
15.40
3.61
37. 16
3.14
56.09
Q DC Cn
- o r t t U
FREEWAY NQN-FREEWY
0. 102291.
_._ ^;eg-
0.65
10.68
. 75.64
4.26
15.36
_ V/I3
76.25
COMB-INED
102397.
-1 .82
-A. 41
15.40
3.61
37.16
3.14
56. C9
COMBINED
102291.
4.89
0.65
10.68
75.64
4.26
15.36
4.n "
76.25
TOTAL N
MEAN
MEDIAN
STO DPV
^ ACCEL
% CRUISE
% uECEL
X MOTOR
N
E IEXPJ
tE(E)XE(P)
N
E( SXE)
E(S)XE(E)
COV)
E(S)XE(P)
cqvts,p)
R{S,P)
. KUWCI\
FREEWAY NON-FREEWAY
0. 91000.
0. 102291.
13.37
4.49
22.94
d.50
73.13
6.92
9.45
TMT^OArTTHM CTATT
1
-------
SUMMARY STATISTICS FOR NY TRUCK 20: £A GAS
(RECORD COUNT = 106652, OPERATING TIME = 25.60 HRS)
u>
H
U)
.-
N '
MEAN-
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
'* IDLE
-
N
MEAN
MEDIAN
STD DEV
S ZERO
I ACCEL
£ CRUISE
* DECEL
« IDLE
FREEWAY
1094.
3_7.55
40.96
15.98
4.02
34.73
4.48
6.76
-
FREEWAY
1C94.
31.66
34.74
11.99
4.11
16.64
62.07
16.73
4.57
KM
NGN-FREEWAY
105558.
4.56
0.31
S.74
4.41
13.41
5.04
77. 14
o r t tU
NCN-FREEWAY
104926.
2.53
0.66
5.42
73.20
7.62
10.30
7.51
74.57
COMBINED
106652.
4.90
0.32,
10.37
4.40
14.15
5.04
. 76.4,1
COMBINED
106020.
2.84
0.67
6.26
72. . 48'
7.71
10.83
7.61
73.85
* N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
* DECEL
% MUTOR
** N
E(EXP)
E(E)XE(P)
-COV(E,P)
R
-------
SUMMARY STATISTICS FOR NY TRUCK 121: 2A GAS
(RECORD CCUNT = 135.34, OPERATING TIME = 3.25 HPS)
N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
% IDLE
N
MEAN
MEPIAN
STD DEV
* ZERO"
ACCEL
CRUISE
DECEL
IDLE
%
%
%
%
- _ h fT
FREEWAY NCN-FREEWAY
0. 1353ft.
9.68
. -0.37
15.73
8.87
18.43
10.49
62.20
O r t t u
FREEWAY" NCN-TREEWAT'
0. 13483.
4.01
0. 83
6.62
56.99
11.41
18.94
.. ._ _ n.04
58. 6C
COMBINED
13534.
9.68
.-0.37
15.73
8.87
18.43
10.49
62.20
T
"^CDMBTKHJ
13483.
4" ."01
0.83
6.62
56,99
11.41
18.94
11.04
58.60
POKER
FREEWAY
NON-FREEWAY
* N 0.
TOTAL N 0.
MEAN
MEDIAN
STD OEV
% ACCEL
* CRUISE
% DECEL
*" MOTOR
11369.
13483.
17.65
« 3.64
31.28
15.21
59.68
1 5.35
9.75
1 1369.
1 3<*b J .
17.65
3.64
31.28
15.21
5S».6d
lb.35
9.75
N
E(EXP)
E(E)XEIP)
COV(E,P)
R(E,P)
N
EIS'XE) ~
EIS)XE(E)
COVIS,E)
N
ET5XP)
E(S)XE(P)
_9.°y_( s' ? *
Ris»-pT"""~
INTERACTION STATISTICS
FREEWAY
0.
NON-FREEWAY
C'OMttlNEO
0.
0.
11418.
469.99
144.07
325.95
" 0^687
13534.
109.16
38.79
70.38
6.670
11418.
173.28
55.19
118.10
0.621
11418.
4"oy. yy
144.07
325.95
0~.6B7'
13534.
109.16
36.79
70.38
0.6/0
1141d.
17^.28
55.19
118.10
0.~62-i
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES NOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TXUCK 25: 2A GAS
(RECORD CCUNT = 55817, OPERATINb TIME = 13.40 HRS)
-
N
MEAN
MEDIAN
STD. DEV
% ACCEL
X CRUISE
* DECEL
* I OLE _
!
U)
ui
N
MEAN
MEDIAN
STD DEV
% ZERO'
% ACCEL
% CRUISE
£ DECEL
% IDLE
FREEWAY
14866.
31.15
31.33
25.37
9.0.8
59.66
8.50
_._12.7.6
"FREEWAY ~
14839.
22.38
23.70
15.11
". ~ 6.96
29.40
34.42
28.59
7.59
RDM
NON-FREEWAY
40951.
16.42
1.70
21.73
12.53
27.90
11.33
_..48..24
Sn c c n
r t t U ~
NCN-FRE₯WAY"
4C897.
9.12
5.56
9.81
3"l.62"
24.73
16.82
24.40
34. C5
COMBINED
55817.
20.34
10.62
23.67
11 .61
36.36
10.58
.... 41.46.. _
"COMBINED
55736.
12.65
9.33
12.88
25.05
25.98
21.50
25.51
27.00
N
TOTAL N
MEAN
MEDIAN
sro DEV
* ACCEL
? CRUISE
* DECEL
? MOTOS
FREEWAY
11369.
14839.
42.97
41.29
34.64
23.53
36.54 .
23.84
16.10
NON-FREEWAY...
32981.
40897_. .....
24.85
4.73
32.53
20.47
46.49
20.44
12.60
... < '
COMBINED
44350. .
55756. _
29.50
11.56
34. J2
21.29
43. d4
21.34
13.53
INTERACTION STATISTICS
FREEWAY
NON-FREEWAY
COMBINED
N
E(EXP)
E
-------
SUMMARY STATISTICS FOR NY TRUCK 31: 2A GAS
(RECORD COUNT = 107484, OPERATING TIME =25.80 MRS)
N
MEAN -
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
* IDLE
N
MEAN " ~
MEDIAN
STO DEV
S ZERO
% ACCEL
X CRUISE
? DECEL
X IDLE
FREEWAY__
19856.
34.71
42.01
23.93
3.75
66.53
3.86
25.86
-
"FREEWAY
19335.
"" 24.62
27.07
17.42
21 .T6
33.02
12.61
30.97 "
23.40
NCN-FREEWAY
87o28.
7.38 *
0.35
15.15
4.57
16.78
4.02
74.63
c D c c n
O r t t U
NCN-FREEWAY"
£7418.
4.63"
0.71
8.92
64.53 ' "
13.37
4.31
IT. 2 6
69. C7
COMBINED
107484.
12.43
0.54
20.13
4.42
25.79
3.99
65.80
-coflinra-D-
106753.
"" 8". 23"
0.81
13.39
56.79
16.93
5.81
16 .46
60.80
* N
TOTAL N
MEAN
MEDIAN
STD DEV
t ACCEL
% CRUISE
% DECEL
2 MOTOR
V
** N
EIFXPI
E(E)XE(P)
CCVIE.P)
R. 3o
17U. 74
426.6^
"0/767
107484.
""3i>2.d3
103.90
2 1 o . v 3
D.V16 "
96219.
:>*<>, 2V
120.50
2 Id. I'-t
0.747
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FCR NY TKUCK 32: 2A GAS
(RECORD COUNT = 3326ti, OPERATING T-TME - 7.98 HRS)
U)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% ..IDLE __
- ~
N
MEAN
MEDIAN
STD DEV
% ZERO
I ACCEL
% CRUISE
% DEC'EL
% IDLE
FREEWAY
6344.
42.98
44.33
28.57
8.82
70.98
8.74
.,1^.46^
FREEWAY "
6336.
12.81
13.03
' 10.34
19.79
8.41
' 58.13 -
10.07
23.39
NON-FREEWAY
26924.
33.12
30.59
30.04
11.62
53.23
10.95
24.20
" b r t t U
"N'C'N- FREE WAY
26617.
8.87
6.93
9.19
28.78
12.27
42.55 '
10.30
34.88
COMBINED
33268.
_ 35.00
33.61
30.01
11.08
56.64
10.53
21.75
COMBINED
32953.
9.63
8.31
9.55
27.05
11.53
45.55
10.26
32.67
FREEWAY . NON-FREEWAY COMdlNEO
N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
% DECEL
% MOTOR
N
E(£XP)
E(E)XE(P)
COV(E,P)
R(E,P)
N
E(SXE)
E(S)XE(E)
CQV(S»E)
R(StEJ"
N
El SXP)
EIS)XE(P)
COV
-------
SUMMARY STATISTICS FOR NY TRUCK 33: ?A GAS
(RECORD COUNT = 15925. OPERATING TIME = 3.82 MRS)
N
MEAN
MEDIAN
STD DEV
% ACCEL
Z CRl'JISF
% DECEL
Z IDLE
U>
00 .. -
N
MEAN
MEDIAN
STO OEV
% ZERO
% ACCEL
* CRUISE
% DtCEL -
I IDLE
FREEWAY
50.
59.08
59.54
2.07
2.04
95.92
2.04
0.0
(
"FREEWAY
49.
" 44 .69
^5.70
3.91
~" ~OTO
36.73
24.49
3 8^7F "
0.0
KKM
NCN-FRFEWAY
15675.
16.46
0.98
20.22
8.92
31.06
8.82
51.21
b r 1 1 U
" "NCM- FREE WAY"
15835.
~ ~ ' 1 0 . 34 " " V ~
4.28
11.83
" "33.15 "
25.67
16.22
2^f. 31"
33.60
COMBINED
15925.
16.59
0.99
20.33
8.90
""31.2"6
8.80
51.05
COHBTNET:
15884.
FQ". ^ 5
4.34
11.96
" -33.~B5~
25.91
16.25
24.35"
33.49
**
N '
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
* DECEL
% MOTOR
FREEWAY N
47.
49.
47.23
49.23
15.28
8 . 16
69.39
20.41
2.04 ' "
ruwcK -
ON-FPEEWAV
11576.
15835.
16.18
4.10
25.T2
13^13"
5U.02
16.17
20".69
CC MB IN 1:0
116^3.
15884.
16.31
4.11
25.36
13.11
50. Od
16.18
20.63
N
F(EXP)
E (E)XE(P)
COVIE1P)_
ACE..P)
N
'ElTXEl --
E(S)XEIE)
COV(StE)
N
E(SXT)
E(S)XE(P)
cois,p)
INTERACTION STATISTICS
FREEWAY NON-FREEWAY"
48.
2794.58
2789.69
5.00
0.172
50.
2652.00
2646.86
5.24
0.549
_48.
2144.58
2112.86
32.39
0.571
11602.
551.77
224.56
327.24
0.646
15875.
359,05
170.31
188.76
n.785
11602.
303.1T
132.25
iro.94
0.593
561.01
r 331 .6tJ
173.4tt
192.78
0. 7d8
11650.
310.76
135.7i>
175.02
0.594-
* FREQUENCY USED TU COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR" NY TKUCK 3.5: 2A GAS
(RECORD CCUNT = 61801, OPERATIMG TIME = 14.83 HRS)
N
MEAN
MEDIAN
STD DFV
? ACCEL
I CRUISE
3 DECEL
* IDLE _
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
* DECEL
% IDLE
FREEWAY
11293. *
34.75
39^28
22.71
4.91
74.27
4.94
15-89_
' FREEWAY
1128t.
26.88
30.25
17.82 "
1.50
31.97
32.81
31.33
3.89
.NGN-FREEWAY
50508.
17.23
14.46
16.86
10.35
43.91
9.55
36. 19
c DP P n
NON-FREEWAY
50387.
11.35
8.48
10.59
3.04 '
29.55
30.06
28.81
11.59
COMBINED
\
61801.
20.43.
18.30
19.30
9.35
49.47
8.71
32.47
COMBINED
ol673.
14.19
10.17
13.63
2.76 "
29.99
30.56
29.27
10.13
N
TOTAL M
MEAN
MEDIAN
STD DEV
% ACCEL
Z CRUISE
% DECEL
* MOTOR
N
eiEXP)
E{ EJXE1P)
COV( EtPJ
R { E , P ) -
N
E(SXE)
E ( S ) X E 1 E j
COV(StE)
RiS»t)
N
E(SXP)
E ( S ) XE { P )
COV(S,P)
RiS,PJ
FREEWAY
7265.
11286.
32.35
27.49
28.95
15.74
35.15
13 .05
31.07
IM T P
N 1 C
FREEvJAY
7272.
1377.38
1144.31
233. 10
0.333
11293.
1319.74
934.92
384.86
0.944
7272.
1059.40
897.49
161.93
0.301
ruwcn
NCN-FREEWAY COMBINED
32793. 40058.
50.337. 6
26.46
1.65
33.14
15.20
37.67
18.40
28.J4
i
RACTION STATISTI
NQN-FREEhAY
32898.
671.36
370.85
301.02
0.523
5.0508,
322.53"
195.04
127.50
0.707
3289E.
382.86
253.04
129.83
3.352
1673.
27.61
12.34
32. 51
15.30
37.21
Id. 34
29.16
re
Lc>
COMBlNtiJ
40170.
799. 5d
490.97
308.61
0.465
61801.
504.75
289.44
215,31
0.812
40170.
505.33
352.72
152.62
0.323
* FREQUENCY USED TO COMPL'TE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
. SUMMARY STATISTICS FOR NY TXUCK 38: 2A GAS
(RECORD COUNT = 46825, OPERATING TIME = 11.^^ MRS)
- J . .
FREEWAY
N
MFAN
MFDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
% IDLE
4330.
54.94
57.71
17.69
6.96
84.62
6.88
1.53
UJ
M
° FKEEWAY
N 4825.
MEAN
MEDIAN
STD DEV
$ ZERO
% ACCEL
* CRUISE
f DECEL
X IDLE
* FREQUENCY
** EXCLUDES
41.99
44.05
9.37
0.12
12.66
7^.03
9.25
0.06
USED
M3T1RI
_ _ . O DM
NCN-FRFEWAY
41995.
11.87
0.78
17.73
9.66
25. 12
9.09
56. 13
Soc en
r t tU
NCTN-FREEWAY
41842.
7.26
2.92
9.07
41. 10
19.92
2 1 .36
17.68
41.04
TO COMPUTE POfcE
NG COLUMN FREQU
- " -
j;OMBINEJP ___
46825.
16.32
0.99
22.04
9.38
31.27
8.86
50,49
COMBINED
46667.
10.85
4.49
13.95
36.36
19.17
27.32
16.70
36.81
R MEAN, VEDI 4N, AND
ENCY
'
..... . . r u n i_ i\
FREEWAY NON.-FRtEWAY COMBiNcU
* N
TOTAL N
MEAN
MEDIAN
LTD DEV
* ACCEL '
% CRUISE
* DECEL
I MOTOR
,
** N
E( EXP)
E(E)XEtP)
LOV( E r P>
R(E,P)
** N
E(SX-E)
E«S)XE(E)
COV(S,E)
R(S,E)
** N
E( $XPf
ECS)XE(P)
COVi S,P)
R(S,P)
4500.
4825. , '
62.25
64.20
24.31
14.03
64.87
15.40
5.70
FREEWAY
4505.
3422. Ib
3475.72
-53.55
-0.131
4830.
2465.30
2300.38
156.96
0.932
4505.
2o28.39
2643.94
-15.55
-0.073
STD DEV; EXCLUDES MOTOR
35885.
41842.
20.00
4.22
30.31
12.65
61.27
15.18
10.91
TTHM CTATICT
NDN-FREEWAY
36025.
516.03
203.90
312.14
0.602
41995.
199.00 ,
85.95
113.05
0.698
36025.
283.89
122.03
161.86
0.603
ING FREQUENCY
403db.
46o67,
24.71
9.74
32.55
12.7V
61. 6t
15.20
10.37
\,^
COMBINED
639. . L +
U.628
40i>30.
544.46
250.39
^94. 10
O.A25
-------
SUMMARY STATISTICS FOR NY TRUCK 44: EA GAS
(RECORD CCUNT = 14464, OPERATING TIME = 3.47 HRS)
u>
to
M
FREEWAY
N 0.
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
*. DECEL
% .IDLE
- -
-
FREEWAY
N - 0.
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
X CRUISE
% DECEL
% IDLE
r n
NON-FREEWAY
14464.
12.14
6.42
14.66
9.29
39. 11
9.58
42.02
~ o r r C U
NON-FREEWAY
14408.
6. 14
0.94
8.32
38.51
17.45
16.84
14.6k
51.05
COMBINED
14464.
12.14
6.42
14.66
9.29
39.11
9.58
. <*2+QZ
COMBINED
14408.
6. 14
0.94
8.32
38.51
17.45
16.84
14.66
51 .05
FREEWAY
POWER
NON-FREEWAY
N U.
TOTAL N 0.
MEAN
MEDIAN -
STO DEV
* ACCEL
* CRUISE
% DECEL
* MOTO^
5551.
14408.
29.97
16.04
33.75
13.28
18.88
.13^42 ...
54.43
5551.
1440d.
29.97
16.04
33. 75
13. 2b
lb.8d
13 . 4_2
54.43
INTERACTION STATISTICS
N
E(EXP)
E(E)XE(P)
COVIE.PJ
RIE,P)
N
E(SXE)
E(S)XE(E)
COV(S,E)
R(S,E)
N
E(SXP)
E(S)XB(P)
COV(S,PJ
R(S,P)
FREEWAY
0.
NON-FREEWAY
0.
COMBINcU
5579.
1032.97
563.44
469.61
^0.786
14464.
148.81
75.82
73.00
0.595
5579.
372.11
242.52
129.62
0.457
5579.
iu32. y 1
5oJ.44
40.9.61
0.7ae.
14464.
I48,dl
75. d2
73-. u\J
0.595
5579.
372.11
242.52
129. t.2
0.457
* FREQUENCY USED TO
** EXCLUDES MOTORING
COMPUTE POUER MFANt
COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TRUCK 45: 2A GAS
(RECORD COUNT = 37597, OPERATING TIME = 9.02 HP-SJ
N
MEAN
MEDIAN
STD DEV
'% CRUISE
? OECEL
? IDLE
UJ
NX
N>
N
MEAN
MfcDIAN
STD DEV
% ACCEL
* CRUISE
f OECEL
* IDLE
FREEWAY
966.
29.86
32.21
24.67
12.44
48.32
11.72
27.52
FREEWAY
981.
~ 11.59
12.39
8.10
17.74
26.40
30.78
' 24.57
18.25
NCN-FKFEWAY
36611.
24.04
16.40
26.93
14.93
33.52
14.24
37.31
~ o r t t U
~~NTN- FREE WAY "
36446.
7.87 -
6.67
7.64
29.02
24.29
22.21
-2TT62
29.89
COMBINED
37597.
24.19
17.01
26.89
14.86
33.91"
14.17
__37._05
-
COMBINED
37427.
~ ?.; 7
6.83
7.68
28.72
24.34
22.44
23.~6~S
29.58
* N
TOTAL N
MEAN
MEDIAN
STD DEV
S ACCEL
% CRUISE
* DECEL
% M»J TO*
** N
~~ El EXPl
E(E)XEtP)
COV(E,P)
R(E,P)
** N
E? SXEl
EmXE(E)
CJVlStti)
" R(StE)
** N
EISXP)
E(S)XEIP)
COV(S,P)
R(S,P»
FREEWAY
760.
981.
55.58
74.58
42.20
20.18
48.11
16.72
14.98
I Ml
1 llj 1
FREEWAY
764.
2411. 15
1689.58
722.52
O.o89
986.
*~ V79.09
346.13
133.10
0.666
764.
869.14
632.02
237.42
0.693
KUhtu
NQN-FPEEKAY
28509.
36446.
28.30
12.23
33.46
19.25
45.48
19.82
15.45
FERACTION STATI
"NON-FR'EEWAY
28643.
1133.03
628.04
505.00
0.560
36611.
"^"S.ST
189.23
133.64
0.646"
28643.,
333". 49
199.39 "
131.11
0.518
CCMbli-lEL/
292o9.
37427.
29.01
12.84
33.99
1 9 . . >5
19.74
15.44
r T i f c _ _
oil Lo
~~ COMblNED
29t07.
Iluo.2J
649.96
516.29
O.Sot
3-7597.
326. 9/
192. /^
13t. 17
0.64"7
29407.
344.49
207. 6t)
136. b5
0.529
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUtNCY
-------
SUMMARY STATISTICS FGK NY TRUCK 48: 2A GAS
(RF.CORD COUNT = 16396, OPERATING TIME F 4.42 HR5)
N
MEA_N.
MEDIAN
STO DEV
% ACCEL
% "CRUISE
% OECEL
% ID_LE
- - -
)
»
\
N
MEAN
MEDIAN
STD DEV
% ZERO ""
% ACCEL
% CRUISE
* DEC'EL"
% IDLE
1
FREEWAY
727.
60.91
64.52
12.77
7.31
83.40
9.28
0.0
.
FREEWAY
711.
44.22
46.73
8.91
"6.6"
12.10
66.10
21.80 " '
0.0
NCN-FREEWAY
17669.
17.89
11.60
19,23
11.06
37.02
Il.fa9
40. C2
_ C DP PP
~ NGN-FREEWAY "
17537.
10.94
9.16
10.75
10.16
23.69
21. C9
23.92
31.29
COMBINED
18396.
19.59
13.59
20.73
10.92
38.83
11.79
38.46
"COMBYNElT"
18248.
12.23
10.05
12.48
9.76
23.24
22.85
23.85r
30.07
#*
**
1
N
TCTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
* MOTOR
-
N
E(EXP)
E(E)XEIP)
CQV(E,P)
R(E,P)
N
E(SXE)
CISUE(E)
COVCS, E)
R(S,E)
N
E( SXP)
E(S)XE(PJ
COV(S,P)
RiS,P).
FREEWAY
332.
711.
41.69
P9.12
31.15
22.93
10.83
?0.96
45.29
T Mi
FREEWAY
346.
2777.11
2819.98
-43.00
-0.145
727.
2778.93
2690.83
88.17
0.758
346-.
1867.40
1942.47
-75.29
-0.273
KUWtK
NON-FFEEWAY .COMBINED.
11343.
1 7 53 7 .
18.37
9.92
27.12
16.22
40.04
14.38
29.37
'ERACTIQN STATIST
NON-FREEWAY
11424.
683.64
304.70
378.98'
0.709
17669.
365.70
195.04
170.66
0 . 8 14
11424.
308.12
158.07
150.06
0.528"
11675.
1824b.
19-. 03
5.34
27.52
16.48
38.90
14 . o4
29.99
T r 8. 9o
.0.504"
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STD DEV; EXCLUDES MCTCRIMG FREQUENCY
** EXCLUDES MOTORING COLUMN FREQUENCY
-------
STATISTICS FOR NY TkUCK 49: 2A GAS
(RECORD COUNT = 20004, OPERATING TIME = 4.80 MRS)
N
MEAN
MEDIAN
STD DEV
X ACCEL
% CRUISE
* DECEL
% IDLE
Ul
NJ
.U
N
MEAN
MEDIAN
STD DEV
? ZERO "
I ACCEL
% CRUISE
"1 DECEL""
* IDLE
FREEWAY
4125.
44.55
49.77
21.81
7.65
70.30
7.48
6.58
FREEWAY "
4120.
20.02
31.28
13.22
3.23
19.05
61.04
~ 15.70
3.40
NCN- FREEWAY
15879.
17.32
13.76
18.34
8.91
43.87
8.54
36.68
^ rr t U
NCN-FREEWAY
15857.
7.90
7.48
7.15
~26.in
16.71
40.75
~ 13.45
29. C8
COMBINED
20004.
22.94
19.65
22.05
8.65
50.97
8.32
32.06
COMBINED
19977.
11.71
9.71
11.40
22.0'0
17.36
44.94
nr. 92
23.79
N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
Z CRUISE
* DECEL
% MOTOR
N
E(EX'P)
E(E)XE(P
COV(E.P)
R(E,P)
N
EiSXE)
E(S)XE(E
CQVIS,EJ
R(S,E)
N
E( SXP)
E(S)XE(P
COV( S, P)
R(S,P)
FREEWAY^,
2623.
4120.
40.61
25.46
36.60
14. dl
36.29
17.28
31.63
T KIT !
1 IN i I
FREEWAY
2627.
2189.55
) 1924.94
264.71
, "0.323
4125.
1400.14
) 1155.31
244.89
0.846
2627.
1272.37
J 1119.94
152.49
0.309
KUHCK
NON-FREEWAY _.
10203.
15857.
14.67
9.45
25.03
13.35
42.18
14.87
29.60
ERACTION STAT1
NON-FREEWAY
10219.
385.72
202.99
182.75
" "0.391"
15879.
" 235.21""
138.27
96.94
0.733
10219.
178.99
92.01
86.99
0.480
COMBINED
128^0.
19977.
lv.^7
6.^5
2^.69
13.65
40.96
15.37
30.02
CTTfC _ _ _
-> 1 1 Ci ~
""COMBINED
1284o.
/P4.60
413.53
341.10
0/484 "
20004.
47i>T42
2ob.03
207.40
0/822
12646.
402.59 ""
212.^5
!V0.2i>
u.518
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TKUCK 50: ? £, GAS
(RECORD CCUNT = 143884, OPERATING TIME = 34.53 HRS)
N
MEAN
MEDIAN
STD DEV
3 ACCEL
* CRUISE
* DECEL
.__* IJDLE
U)
N)
LD
N
MEAN"
MEDIAN
STD DEV"
% ZERO ,
Z ACCEL
* CRUISE
%' DEC EL
* IDLE
FREEWAY
8618.
64.46
71,44
27.31
6.32
80.14
6.62
6.92
- -
FREEWAY
8539.
35.63
39-, 89
14.13
2.67
25.87
44.12
26.41"
3.61
hifl"!
NON-FREEWAY
135266.
10-34 .
0.47
18.34
6.37
19.44
5.81
68.38
NON-FREEWAY
134965.
5.67
0.88
8.90
35.09
12.82
21.48
"11.09""
54.61
COMBINED
143684.
13.59
0.57
22.93
6.37
23.05
5.86
64.72
-----
COMBINED
143504.
7.45
0.93
11.69
33.16
13.60
22.83
12.00
51.58
N
TOTAL N
MEAN '
MEDIAN
STD DEV
% ACCEL
* CRUISE
1 PE.CEL
% MOTOR
N
ElEXP)
E(E)XEIP)
COV(E,P)
R 1 E , P )'
N
EiSXF)
E{S),XE(E)
COV(S,E)
R(StE)
N
FfSXfH
E(S)XE(P)
COV(SfP)
R(S,P)
FREEWAY
6528.
8539.
52.79
58.05
32.35
17.91
43.03
18.62
20.45
IM T r
IM 1 t
FREEWAY
6595.
3648.63
3441.84
206.83
0.227
8618.
2664.49
2300.35
^364.18
0.941
6595.
1980.71
1891.90
88.82
0.185
ruwciN
NON-FREEWAY COMBINED
109224. 115752.
134965.. 143504.
15.67
3.98 '
2b.24
15.41
55.80
15.35
13.44
RACTION STATISTI
NON-FREEWAY
109443.
533.49
142.57
390.92
0.782
135266.
197.64
59.49
138. 15
0.844
109443.
238.43
74.74
163.69
0.683
17.76
4.1b
2^».78
15.55
55.04
15-55
13.85
r c
L,i
COMBINED
116038.
710.54
218.60
491.94
0.732
I43d84.
345.39
102.49
242.90
0.903
Ilo038.
337.4-5
116.29
22_1.JL7___
0 . 646
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUHN FREQUENCY
-------
SUMMARY STATISTICS FUR NY T-^UCK 51: 2A GAS
(RECORD COUNT = 9989, OPERATING TIME = 2.40 HRS)
.
N
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
* DECKEL
% IDLE
N
ypAN
MEDIAN
STD DEV
S ZERU ""
? ACCEL
* CRUISE
I DECEL
? IDLE
FREEWAY_
1383.
30.64
32.30
24.79
10.57
52 -.3 5 "
10.86
26.21
FREEWAY
1331.
22.39
19.95
17.93
16. 55
23.46
29.33
25.71
16.00
- - K rn " ~
NCNrFREEWAY
8606.
16.08
1 1.60
18.25
11.22
38.08
10.31
40.39
r n F p r»
irtcu
N'IN-FRTfEW'AY 7
1 8588.
1 1 . 47
9.02
11.69
28.97
27.17
20.53
23. T4
28.56
COMBINED_
9989.
18. C9
13.39
19.93
11.13
40.05
10.38
38*43 __
-
996S.
12.^8"
10.24
13.28
27.25
27.34
21.82
24.01
26.82
. . _- .
--
FREEWAY
* N
TOTAL N
MEAN
MEDIAN
STO OEV
1 ACCEL
* CRUISE
% DECEL
% MOTCIK
** N
E(EXP)
E(E»XE(P)
COV(E.P)
R(E,P)
** N
E(SXE)
E(S)XE(E»
COV(S,E)
R(S,E)
** N
E( SXP)
E(S)XE(P)
COV(S,P)
R(S,P).
931.
1381.
41.61
31.17
40.46
19.99
55.99
19.41
24.62
IN i t
FREEWAY
933.
1835.28
1194.35
641.62
0.604
1383.
1080.68
684.97
395.99
O.B88
933.
1225.47
831.16
394.73
0.518
NON-FREEWAY COMBINED
f
6443.
8i>88.
28.66
5.26
36.55
19.75
44.36
17.78
18.11
FACTION STATISTI
NON-FREEWAY"
6460.
637.66
396.68
441.05
0.663
8606.
346.42
183.91
162.53
": 0.7~54
6460 ;
5387S1 ~
268.98
269.57
0.654
7374.
9969.
30.29
7.48
37.31
19.76
43.20
lb.01
19.01
f C
Lo
CUMBINdD
7JS3.
963. 5o
47o.l*
4d7.43
0.652
9989.
"446^08
234.31
213. 7d
O.bJl
7393.
62b.2J
324.85
300.39
u.621
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN FREQUENCY
-------
SUMMARY STATISTICS FOR NY TRUCK 61: 2A GAS
/
(RECORD CCUNT = 29711, OPERATING TIME = 7.13 HRS)
V
N
MEAN .,
MEDIAN
STD. DEV
% ACCEL
% CRUISE
% DECEL
3 IDLE
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
% DECEL
% IDLE
FREEWAY
3492.
41.16
39.58
28.74
8.07
71.60
7.81
12.52
.._
FREEWAY
3482.
17.36
15.91
8.69
4.45
3.76
79.78
7.04'
4.42
HKH
NON-FREFWA-Y
26219.
19.75
14.28
21.59
9.49
43. 0~9
S.06
38,36
c D f c n -
~ O r t t U
NCN-FREEWAY
261'64.
8.98
8.91
8.13
31.64
10.43 ^
49.54
8. CO
22.03
COMBINED
29711.
22,26__
17.25
23.58
9.32
46.44
8.91
35.33
COMBINED
29646.
9.97
10.23
8.63
-28.45
10.23
53^09
7.89
28.79
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECFL
% MOTOR
N
E(EXP)
EIE)XE(P)
COV(E,P)
RIE,P)
N
ECSXE)
E
-------
SUMMARY STATISTICS FOR LA TRUCK 35: 3A GAS
(RECORD CCUNT.= 64888, OPERATING TIME = 15.57 HRS)
N
MEAN
MEDIAN
STD DEV
t ACCFl
* CRUISE
* DECEL
* IDLE
Ul
to
CO-
N
MEAN
MEDIAN
STD DEV
? ZERO
% ACCEL
% CRUISE
% D-ECEL
* IDLE
FREEWAY
19056.
76.70
80.50
12.99
7.11
84.69
7.25
0.95
FREEWAY
18445.
~45. 67
49.41
11 .91
TJ.61 ~ ~~
13.74
75.06
10.59
0.61
NCN-FREEWAJT
45822.
38.83
38.18
36.22
15.34
32.24
15.63
36.79
,_ coFrn _ ..
o r t tu ~"
NQN-FREEWAT~~
45462.
12.37'
7.98
13.50
3~4.61T~
22.29
22. 16
20.T3
35.42
COMBINED
64686.
49.96
68.54
35.69
12.97
47.38
13.21
26.44
-
COHBTNFD"
63907.
21 ."9 8
18.33
19.96
_ 2^- ^5
19.82
37.43
17.38~ ~
25.37
FREEWAY NON-FREEWAY
N
T3TAL N
MEAN
MEDIAN
STD DEV
I ACCEL
Z CRUISE
% OECEL
z MO"TOR
16249.
18445.
54.33 1
52.57
27.91
29.46
32.48
29.37
8.69
33602.
45462. *
23.62
4.85
32.18
16.13
44.47
19.14
20.25
COMBlNEu
49-ibl.
63^07.
33. 6 J
25. 4a
34.04
IV. ^8
41.01
22.10
16. y2
INTERACTION STATISTICS
FREEWAY NON-FREtWAY COMBINED
N
E(EXP)
E( E)XE(P)
COVJE,P)
R ( E , P )
N
E(SXE)
E(S)XE(E)
COV(S.E)
R(S,EJ
N
E(SXP)
E( S)XE(P)
COV(S,P)
".(StP)
16785.
4337.00
4239.31
97.70
0.299
19056.
3584.18'
3501.39
82.79
0.531
16785.
2573.94
254S.51
24.43
0.079
33872.
1631.58
812.34
819.26
0;678"
45832.
898. "T6"
483.72
414.86
0.845
33872.
b 27 . 13
253.54
273.59
0.618
50657.
2 52 a. 02
1650.^3
877.10
0.686'
643&o.
" 1687.26
110V.6t>
577.63
0.808
- 50657.
1205. 3.J
768.57
43 o. 11
0.599
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN FREQUENCY
-------
SUMMARY STATISTICS FOR NY TKUCK 59: 3A GAS
(RECORD COUNT = 38179, OPERATING TIME = 9.16 HRS)
1
N
MEAN
MEDIAN
STD DEV
? ACCEL
2 CRUIS£
% DECEL
%_ IDLE
- -. -
U)
UD
N
MEAN
MEDIAN
STD DEV
£ ZERO
% ACCEL
S CRUISE
% DECEL
S, IDLE
FREEWAY
3901.
49.14
52.09
19.38
4.93
83.34
5.63
6.10
FREEWAY
3835.
36.60
39.43
13.25
4.51
34.47
32.02
28.94
4.56
KK|VI
NGN-FREEWAY
34278.
17. C3
0.89
22.62
6.88
32.74
6.91
53.48
c D c c n
o r 1 1 U
NON-FREEWAY
34189.
10.41
3.55
13.66
43.72
17.26
23.93
14.60
44.21
COMBINED
38179.
20,31
4.98
24.34
6.69
37.84
6.78
48.70
COMBINED
38024.
13.05
4.51
15.74
39.76
19.00
24.74
16.05
40,21
'
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
3L.DECEL
% MOTOR
.
N
E(EXP)
EtE)XE(P)
CQVJE,P)
RIE.P)
N
E(SXE)
EiS)XE(E)
COV(S,E)
RCS.E)
N ,
E(SXP)
E.(S)XE1P)
COV(S,P<)
R(S,P)
FREEWAY
2899.
3835.
74.37
86.77
30.81
18.93
,44.20
17,26
19.61
N 1 t
FREEWAY
2964.
3980.75
3735.27
245.56
0.419
3901.
2015.04
1799.15
215.94
0.836
2964.
2925.24
2767.60
157.69
0.393
KUWCK
NON-FREEWAY....
28158.
34189. _
28.39
4.3.5
38.30
14.21
60.89
12.71
12.19
FACTION STATI!
NON-FREEWAY
28239.
1115.05
452.11
662.97
0.764
34278.
422.47
178.66
243.81
0.782
28239.
688.82
280.23
408.60
0.766
COMBINES-.
31057.
.3802*,. . _
32.68
4.75
39.97
14.69
59.20
13.J..7
12.94
CS
COMBINED
51203.
1337.27
628.37
758.92
0.775
33179.
585.19
267. 3t
317.35
0.823
31203.
901.25
408.4'0
492.87
0.770
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN FREQUENCY _ . .
-------
STATISTICS FUR LA TRUCK 2: IT GAS
(RECORD CCUNT = 37630, OPERATING TIME = 9.03 HRSI
N
MEAN
MEDIAN
STH DEV
* ACCEL
? CRUISE
« UECEL
? IDLE
W
o . _
N
MEAN
MEDIAN
STD DEV
* ZERO :
* ACCEL
% CRUISE
? DECEL
Z IDLE
FREEWAY
5395.
52.06
58.12
20.33
4.39
83.68
4.52
7.42
~~ FREEWAY
5379.
'39. 315 ' '
44.59
16.16
" 6/40
15.45
66.52
'- 11.77
6.27
i
f ~
Y ' COMbl^EU
296u3.
2273. 73
1476. 11
796. ri3
0.746
37630.
983.38 "
625.00
35d.tU
0. 799
^9603.
131d.3o
811.38
506.99
0.7^5
* FREQUENCY USED TC COMPUTE POWEP MEAN, MEDIAN, AND STD DEV; EXCLUDES
** EXCLUDES MOTORING COLUMN FPEOUF.NCY
Fkfc UUEl-iC Y
-------
SUMMARY STATISTICS FOR LA TRUCK 3: TT GAS
(RECORD COUNT = 43567, OPERATING TIME = 10.46 HRS>
N '
MEAN
MEDIAN
STD OEV
% ACCEL
% CRUISE
% DECEL
35 IDLE
UJ
OJ
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
* DECEL
% IDLE
i
FREEWAY
14077.
64.55
67.47
14.06
3.43
92.18
3.36
1.03
~FR~eiw~AY
l-'+063.
45.15
49.00
11.60
0.36
27.05
50.45
22.16
0.34
K Pl"i
NON-FREEWAY
2949C.
34.38
37.67
26.54
12. 16
51.32
10.70
25.81
c D t c n
NGN-FREEWAY
29440.
16.14
15.22
13.62
20.76
28.85
26.73
23,96
20.46
_
COMBINED'.
43567.
44.13
52.27
27.20
9.34
64.53
8.33
17.80
,
COMBINED
43503.
25.52
23.88
18.79
14.17
28.26,
34.40
23.38
13.96
* N
TOTAL N
MFAN,
MEDIAN
STO DEV
% ACCEL
X -CRUISE
% DECEL
% MOTOR
f
#* N
ElEXP)
E(E)XE(P)
COV(E,P)
R(E,PI
** N
E1SXEI
E(S)XE(£)
COV(S,E)
R1S.E)
** N
E< SXP)
E(S)XEIP)
COV(S,P)
R
-------
SUGARY STATISTICS FOR LA TRUCK 8: TT GAS
(RECORD CCUNT = 6543S<, OPERATING TIME = 15.71 HRS)
N
MEAN
MEDIAN
ST
*
%
X
%
OJ
u>
K)
N
D DEV
ACCEL
CRUISE
OECEL
IDLE
MEAN
ME
DIAN
STD DEV
%
%
%
J
%
ZERO
ACCEL
CRUISE
DECEL
IDLE
FRE
250
74
81
28
8
76
8
7
FPE
250
33
39
16
4
15
67
~ 12
4
EWAY
67.
.57
.46
.39
.27
.31
.17
.25
"fWAY"
19.
."50"
.66
.99
.48
.38
.07
.81
.74
NON-FREEWAY
40372.
42.58
43.
38.
12.
45.
10.
31.
SD C~
r t
96
11
35
23
96
46
r n
LU
""" NTCN-FREE/WAY
40277.
11.
7.
12.
28.
16.
42.
13.
28.
18
64
42
07
33
37
04
26
i
COMB I NEC
65439.
54.83
71
38
10
57
9
22
~~ CCMB"
.87
.04
.79
.14
.89
.18
I NED"
65296.
19
14
17
19
15
51
12
19
. 73
.93
.99
.03
.97
.83
.95
.25
**
**
**
KUWCK
t-RfctfWAY NON-FREEWAY
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CHUISE
% DECEL
? MOTOR
-
N
E(FXP)
E(EJXE(P)
COV(E,P)
R(E,P)
N
E(S~XtV
E(S)XE(E)
COV(S.E)
R(S,E)
N
E(SXP)
E(S)XEIP)
COV(St P)
Rl'StP)
20125.
25019.
62.70
76.11
36.03
24.13
37.12
24.35
14.39
IM 1 C K
FREEWAY
20170.
5413.09
4792.11
621.00
0.599
25067.
2838.53
2495.78
347.77
0.708
20170.
2605.05
. 2229.58
375.49
"0.616"
31107.
40277.
20.76
7.09
28.39
17.64
45,74
19. 17
17.39
ACTION STATI
NQN-FREEHAY
- 311S4.
15 08'. 2 4
788.. 69
719.57
0~.641
40372.
854.50 "
476.43
378.07
0.798
i
31194. .
469.61 ~
208.30
261.31
0.710
COMBINLU
51232.
65^90.
37.^3
24.26
37.67
20. lu
42.44
21.16.
16.24
c T T r ^
o i 1 L.}
C3HiiI,4fc..J
513t>4. .
3041.63
19/0.31
1C65. 14
0.701
65439.
lo!4.3j
10ol.90
53^.61
0.778
51364.
1308.17
746. 70
t>61 . 4d
0.^775
* FREQUENCY USED TD COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD- DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR LA TRUCK 12: TT GAS
(RECORD COUNT. = 83179, OPERATING TIME = 19.96 HRS)
<
_ - . .---. - -._. .
N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% DECEL
..% IDLE
_
00
UJ
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
% DECEL
* IDLE
FREEWAX
55862.
78.32
82.46
24.27
13.29
70.63
12.62
. 3_.46 __.
FREEWAY
55798.
47.75
52.00
13.85
0.91
12.03
78.91
8.07
0.98
1
NCN-FREEWAY_
27317.
. _._.30,36 ._.
16.95
33.62
16.03
30. 16
13.31,
_. 40.. 51
Sn c c n
r 1 1 U
NON-FREEWAY
27242.
13.17
9.70
13.84
33.35
22.18
26.84
16.53
34.45
-
CO MB J NED
83179.
62.57
74.79
35.70
14.18
57.35
12.85
15.6,1
_L .
COMBINED
83040.
36.40
46.82
21.34
11.55
15.36
61.83
10.85
11.96
**
FREEWAY
NON-FREEWAY. _. COM8.INE.p_
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% MOTOR
47860.
55798.
59.89
67.00
33.42
24.68
40.18
24.19
10.95
22407.
27242.
25.31
10.61
31.65
18.10
51,68
1&.-6.6 :_.
13.56
70267.-
_._.
-------
STATISTIC? FOR LA TRUCK 39: TT GAS
("ECCP.O CCUNT = 85133f OPERATINO TIME = 20.t3 HRS)
N
MEAN
MEDIAN
STO OEV
% ACCEL
% CRUISE
% DECEL
% IDLE
i
N
MEAN ~
MEDIAN
STD DEV
% 2"E"R"9
* ACCEL
% CRUISE
* DECEL "'
* IDLE
FREEWA
55321.
85.41
88.06
16.05
13.24
72.85
12.97
0.94
F^FEkA'
55727.
47 : 7 1
50.65
9.95
0.27
13.73
66.86
14.13
0.29
Y NON-FREEWAY
29302.
34.78
,28.83
34.47
14.54
39.95
12.75
3 2 . 77
c D c c n
or t tU ~
V NCN- FREEWAY
29253.
13.93
9.. 87
14.63
35.43'
22.24
22.62
18.91
36.23
COMBINED,
85133.
67. S8
82.36
34.01
13.69
61.53
12.89
11.90
~COMB!NFD~
8498C.
" " 36.08
45.18
19.90
12.37
19.94
. 51.63
15 .77
12.66
* N'
TOTAL N
MEAN
MEDIAN
STD DEV
?' ACCEL
% CRUISE
% DECEL
'% MOTOR
FPE-EWAY
50842.
55727.
75.91
90.30
30.66
13.77
66.13
12.8?
7.28
_____ i
K'JINtH
NON-FREEWAY
23407.
29253.
35.13
,1^.24
40.04
15.11
55.96
12.96
15.98
MTCaATTinW CTAT
COMBlNcU
74249.
84950.
63.06
79. 9J
?8.83
14.23
62.63
12.87
10.27
t CT i r c
**
**
N
b(EXP)
F( F)XE(P)
COV(E,P)
R(E,P)
N
E( SXE)
E(S)XE(E)
COV(S,E)
R ( S", E »
N
El SXP) ~
EIS)XE(P)
COV(S,P)
R(S,P)
50935.
6575.'82
6532.12
43.71
0.095
55831.
4188.65
> 4071.04
1 17.61
0.727
50935.
3616.29"
3632.90
-16.61
-0.056
23453.
2153^60
1164.66
988.99
OV704 r"
29302.
901.19
" 483.62
417.38
0.824
23453.
851.87
459.55
392.34
0.655
74Jbd.
t>l 6i . ^d
+^74. 11
bo / . -*9
~0."t>15"
b5133.
3057.14
2450. i>9
o 0 o . 'j'j
-0.893
74^bd.
27^t. 7j
2326.15
41 b. 5b
0 . 5^3
* FREQUENCY USED TO COMPUTE POWER. MEAN, MEDIAN, AND STD DEV
** EXCLUDES MOTORING COLUMN FREQUENCY
EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR LA TRUCK 43: TT GAS
(RECORD COUNT = 32461,. OPERATING TIME = 7.79 HRS)
"
N
MEAN .
MEDIAN
STD DEV
% ACCEL
* CRUISE
X DECEL
X. IDLE, _
CO
U)
N
^EAN.
MEDIAN
STD DEV
% ZERO
% ACCEL
X CRUISE.
X DECEL
% IDLE
FREEWAY
21573.
68.05
70.26
10.43
3.89
89.94
3.46
_2.70._
- -
FREEWAY
21226.
45.75
50.22
12.47
2,22
5.72
88.26L
3.75
2.28
NCN-.FREEWAY
10888.
37.68
34.32
38.22
7. CO
51.15
6.03
...35_._82... :
c n p r n
~~o, rttU
NCN-FREEWAY
10838.
21.19
10.37
23.81
37,37
8.29,
47.90
6.31
37.51
COMBINED
32461.
57.86
68.03
29.58
4.94
76.83
4.33
J.3.90_ ._
COMBINED
32064.
37.45
47.56
20.73
14.10
6.59
74.62
4.61
14.18
-t ---
POWER'
**
FREEWAY
N ON - FREJLW A Y CO MB IN EJ3_
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
X CRUISE
X DFCEL
? MOTOR
18884.
21226.
67.10
83.02
3-4.9»>
11.38
67.19
11.72
9.71
9521.
1Q838.
35.13
13.36
tO. 78.
9.36
70.03
10.32
10.29
28403.
. 32Q6.4..
56.38
60.90
3 'A 9 7
10.70
6d,15
11.25.
9,90
INTERACTION STATISTICS
FREFVIAY
NHN-FREEWAY
COMBINED
N
E(EXP)
E(F)XE(P)
-COV(E,P)
R(E,P)
M
E(SXE)
E(S)XE(E)
COV(S,E)
R(S»E)
N
E(SXP)
E(S)XE(P)
COV(S,PJ
R(S,P)
19188.
4811.02
4590.72
220.31
0.397
21573.
3235.58
3122.36
113.23
0.545
19188.
3100.41
3092.59
7.82
0.018
9560.
2573.87
1297.55
1276.45
0.794
10868.
1 60 5 . 6 1
800.33
805.35
0.882
9560,
1634.98
761.39
873.69
0.865
28748,
4067.06
3272.16
794.. 91
O.ool
32-tqi.
2 68 d. 86
2176.69
512.19
0.832
28748.
2613.09
2144.19
46d.92_
0.5o2
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STD OFEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING; COLUMN FREQUENCY. . . _ "
-------
SUMMARY STATISTICS FOR LA TRUCK 4ti: TT GAS
(RECORD CCUNT = 46598, OPERATING TIME = 11.28 H?S)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
* DECEL
* IDLE
-
N
MEAN
MEDIAN
STD DEV
S ZERO
% ACCEL
* CRUISE
% DECEL
% IDLE
FRFEWAY
15288.
59.61
63.22
16.42
4.58
88.17
4. SI
2.74
-
FREEWAY
15261.
45.91
49.65
11.50
1.37
10.77
79.32
8.47
1 .44
urn
NCN-FPEEWAY
31710.
24.61
22.88
24.06
12.27
41.46
10. 10
36. 17
_ c D c c n
o r r t U
NCN-FREEWAY
31653.
16.65
15.48
14.98
27.79 '
22.72
32.59
I5\37 ~
29.32
COMBINED
46998.
36.00
40.11
27.33
9.77
56.65
8.29
25.30
_
~ COMBINED
46914.
26.17
27.98
19.55
19. 19 -
18.03 -
47 . 79
13.13
20.25
* N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
%' CRUISE
* DECEL "
% MUTO-*
** N
E(EXP)
E(E)XE{P)
COV(E,P)
R-(EtP)
** N
E(SXE)
E(S)XEtE)
COV(S,E)
R(S,E)
** .N
E(SXP)
E(S)XE(P)
COV(StP)
R(StP)
FREEWAY
14096.
15261.
76.69
88.43
27.95
,13.56
6 \ . 9 1
15.53
6.00
T M T
1 IM I
FREEWAY
14123.
4842.49
4671.46
171.04
0.398
15288.
2882.70"
2735.46
147.25
0.767
14123.
3633.37
3582.01
101.36
0.331
NON-FREEWAY
26650.
31653.
37.49
23.18
39.28
14.99
56.54
17.02
11.45
CJATTTHM CTATT
t KA L . 1 1 U N i 1 A I I
NON-FREEWAY
26698.
1538.17
908.54
629.05
0.647
31710.
695/37 -
409.38
286.00
0.788
2669B.
987.54
593.90
393.66
0.653
.COMBINtU
40746.
4oVl4 .
51.05
- 53. 5 b
40.34
14.52
59 . 2o
16.53
c T i r <^
o 1 I L b
CUMBl.MLU
40821.
26ol.3d
I8b5 . 0-i
/^o. .>/
J.'di
46V9d.
14U6. dy
941.26
465.62
J.d67
40621.
1V20.23 "
1353. d/
5o6. ^6
O.o92
* FREUUFNCY USED TO COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
AND STD OEV; EXCLUDES MOTORING FREQUENCY
-------
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
* IDLE
* .
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
* CRUISE
% DECEL
X IDLE
-
FREEWAY
17829.
74.18
81.24
25.93
9.36
77.30
8.89
4.45
FREEWAY
17753.
45.56
50.98
19.16
2.40
23.87
50.51
22.68
2.93
NCN-FREEWAY
2'2156.
, 49.94
60.17
40.21
16.52
43.05
15.59
24.84 __ _
c occri
O r t CU
" "NCN-FREEWAY"'
22080.
21.80
17.50
20.25
21.78
26.43
28.25 ' ^
21.57
23.75
COMBINED
39985.
60.75
73.74
36.62
13.33
58.32
12.60
L5_. 1 5 _.
/
~CCMBINEC^
39833. ,
32.39
33.87
23.03
13 . 1 4
25.29
38.17
22.Q7
14.47
TRUCK 7:
ATI
*
**
*#
**
NG. TIME
N
TOTAL N
MEAN
MEDIAN
STO DEV
* ACCEL
% CRUISE
Z DECEL
% MOTOR
N
E(EXP)
E(E)XE(P
COVIE,P3
R
E(5)XE(P
COV(StP)
R(S,P)
TT GAS
= 9.60 'HRS.I
FREEWAY
13631.
17753.
71.85
87.26
33.32
21.90
38.53
21.63
17.94
IN 1
FREEWAY
13705.
5976.06
) 5534.28
4ti . 81
0.517
17829.
3726.71
} 3384.54
342.19.
0.685
13705.
3784.16
) 3419. 6t>
.. 364.52
0.566
- - -.--
NON-FREEWAY
16650.
22080.
42.30
33.01
39.22
21.20
39.49
J> 1 . 8_3
17.48
ERACTION STATI
NON-FREEWAY
16721.'
3206.70
2033.54
1173.23 ;
0.708
22156.
1687.74
1088.47
599.30
0.733
16721.
1480.24
896.19
" . 584.JL9
0.696
- - - - - . - -
COMBINED
30261.
39833.
55.60
67.64
39.52
21.51
39.06
_21._Z4.
17.69
O 1 1 L,O ~
COMBINED
30426.
4^34.12
3398.61
1055.55
0.693'
39985.
2590.91
1969.41
627.51
0.741
30426.
2518.01
1839.73
678. 30
0.705
* FREQUENCY USED TO
** EXCLUDES MOTORING
COMPUTE POWER MEAN,
COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
STATISTICS FOK NY TRUCK 28: TT GAS
1 A 1 I
NON-FREEWAY
976C5.
364.34
65. b8
298.76
0.797
114644.
128.87
30.57
98.30
" 0.801
97605.
163.98
29.46
' 139.52
0.774
COMblNtu
99953.
117491.
1 1 . 00
3.1j>
' 27.29
b.65
71.lt
9.24
10.97
C T T r C
61 ILo
COMbl^dU
V9vfc8.
3 Vo .+ j
/ 1 . 'j3
318. d7
0/U04
11733^.
140.37 "
33.ol
106. //
u. dD7
999t>d.
187.41
3J.11
ii>4. 3o
^ 0.7d3
* FREQUENCY USFD TO COMPUTE POKER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STO DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TRUCK 3O: TT GAS
(RECORD CCUNT = 26131, OPERATING TIME = 6.27 MRS.)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
* DECEL
% IDLE
OJ
Ul
VD
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
I CPUISE
% DECEL
% IDLE
FREEWAY
36.
64 .4.4
69.40
15.79
^ 2.78
"83.33
11.11
2.78
FREEWAY
36.
39.50
41.36
8.46
2.78
19.44
27.78
50.00
2.78
urn
NCN-FREEWAY
26095.
11.67.
0.63
18.00
6.C8
I
' 26. S8
6.26
60.69
SDC c n
rttU
NDN-FREEWAY
2603fa.
6.08
0.84
9.99
53.18
10.10
23.33
8.55"
50.02
COMBINED
26131.
1 1 . 75
0.69
18.11
6.07
27.05
6.27
60.61
COMBINED
26074.
b.12
0.84
10.06
53-. 11
10.11
^ 23.33
8.61
57.94
fUHCK
FREEWAY NON-FREEWAY COMBINED, _,.-._.
N
TOTAL N
MEAN
MEDIAN
STD DFV
{ ACCEL
% CRUISE
% DECEL
% MOTOR
~i
N
E(EXP)
EIE)XE(P)
COV(E,P)
R(EtP)
N
ElSXEf
E(S)XE
QQV(Sj£l
RiStPJ
24.
36.
50.42
55.00
27.10
25.00
13.89
30.56
30.56
T M T C L
1 N J 1 1"
FREEWAY"
24.
3745.00
3503.96
251.52
0.583
36.
2676.67
2545.56
134.86
0.968
24.
2228.33
2100.69
133. J 9
0.-535
21935..
2603J3,.
12.26
3.61
2-+. 74
10.78
65.29
12.,29_
11.64
FACTION STATIST
NON-FREEWAY
. 21976.
418.96
112.97
306.00__
0.744
26395.
2Z3.20
70.85
152.36
0.842
21976.
2~17.61
55.77
161.85
0.729
21959.
2.60J4:,
12.30
3.61
24. ?a
.10.80
65.21
12.31
11.67
\
Uo
COMBINED
22000.
422.59
114,17
308 v44 ._
0.74-+
26131. *£
226.58 ;-
71.83
154.76
0.844
2/000.
219.81 ^.
56.46'
M63.33
0.728 *"
* FREQUENCY USED TO COMPUTE POWER McAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
Y STATISTICS F*J* LA TRUCK 23: 2A CIEbEL
-------
SUMMARY STATISTICS FOR NY TRUCK 62: ZA c
(RECORD .CCUNT = 12791 5', OPERAT I NG TIME = 30.70 MRS)
N
MEAN
"MEDIAN
STD DEV
* ACCEL
% C'RUISE
% DECEL
% I-DLE_. .
N
MEAN
MEDIAN
STD DEV
'% ZERO
% ACCEL
% CRUISE
% D'ECEL
% IDLE
._ F R E E WAY
1862.
41.37
40.92
34.10
15.85
41.75
lo.34
26..Q6__
FREEWAY
1861.
15.57
12.74
13.91
24.66
15.48
43.79
14.35
26.35
KKn --
NON-FREEWAY
126053.
16.00
0.65
24.62
9.C8
20.30
9.36
61.27
c D c c n
i> r t tu
NON-FREEWAY
12597A.
'6. 19
0.88
8.79
55.44
11. C8
23.63
9.15
56. 15
.--COMBJNECL
127915.
16.37
0.66
24.97-
9.18
20.61
9.46
_6Q._75-
COMBINED
127835.
6.33
0.88
8.96
55.00
11.14
23.92
9.22
55.71
N
TOTAL ,N
MEAN
MEDIAN
STO DEV
* ACCEL
% CRUISE
1. QtCEL
% MOTOR
N
E(EXP)
E(E)XELP)
COV(E,P)
R(FfP)
N
E(SXE)
E(S)XEIE)
COV(StE)
RiS,EJ
N
E(SXP)
EiS)XE(P)
.cfliOijy
R(S,P)
/
FREEWAY
1475.
1861.
40.73
35.54
36.57
19.45
44.76
19.77
16.01
IM
N
FREEWAY
1476.
2380.70
1518.62
862.67
0.679
1862.
1050.87
645.53
. 405 .5.6
0.848
1476.
896.82
581.98
315^0.4
0.607
_ r UW t K
NON-FREEWAY
110282.
1259_74_c_.__
18.63
3.74
30.75
12.88
66.32
__11.J4_
8.95
TERACTION STATI
NON-FREEWAY
110354.
745.36
222.26
523.11
0.770
126053.
-268.19
93.82
. . .. 169._3i_
0.780
110354.
258.89
89.66
169.22
0.678
_CQMB_LNEjj
111757.
.12763,5. _. _
16.92
3.76
30.94
' 12.98
66.01
Ll._26_
- 9.05
CTTPc: ^ ....
COMBINED
111830.
766.93
232.07
534. 8d
0.768
127915.
279,58
103.35
. _ _ 1_76_.2^ _
0.786
1 1.15.3.0.*... _
.267.31
93.43
173.87
0.677 *
* FREQUENCY USED TO "COMPUTE POWER MEAN,
** EXCLUDES MQTQRI.NG. COLUM.N_.fRE_QUENCY_
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR LA TRUCK 29: 3A DIESEL
(RECORD COUNT = 114357, OPERATING TIME = 27.45 HRS)
N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
S DFCEL
* IDLE
u>
N)
N
MEAN
MEDIAN
STD DEV
? ZERO "
* ACCEL
% CRUISE
% DFJCTL""
% IDLE
FREEWAY
64847.
90.30
93.55
14.26
4.36
90,46
3.95
1.23
FREEWAY
64779.
~ 53.82 "
53.96
9.51
l.~07
9.68
83.41
~ 5Tff4~
1.07
RDM
MCN -FREEWAY
49510.
38.05
35. C7
36.44
10.99
40.30
10.22
38.49
_ c D c c n
br t bU
" NGN-FREEWAY
49394.
12.26
6.74
13.91
31.46
15.22
41.48
"~ 10/56
32.73
COMBINED
114357.
67.68
86.58
36.88
7.23
68.76
6.67
17.35
CGMdlNElC "
114173.
34. 1~4
45.26
22.36
14.22
12.08
65.27
"7 .8 8
14.77
* N
TOTAL N
MEAN
MEDIAN
STD DEV
%, ACCEL
% CRUISE
% DECEL
i MOTOR
** N
E(EXP)
E(E)XE(P)
COV(E, P)
R(E,P)
** N
EtSXE)
fc'(S)XE(EJ
COV(S,E)
R(S,EJ
** N
E(SXP)
EIS)XE(P)
COV{S,P)
R(S,P»
FREEWAY
52095.
64779.
50.88
48.85
29.09
25.35
34.47
24. <39
15.29
T M T
~ 1 IN 1
FREEWAY
52147.
4691.42
4639.82
51.60
0. 128
64847.
4686.19
4585.89
100.30
0.720
52147.
2622.04
2610.95
11.09
0.041
K'JHCK
NON-F-.F-EEWAY
31H29.
49394.
20.42
4.22
31.46
11.84
44.64
12.74
30.77
ERACTION STATI
NGN-FREEWAY
31932.
1438.85
578.68
860.20
0.718
49510.
879.81
465.51
414.30
0.816
31932.'
" .505.33
206.05
299.48
0.658
CCMnlNtL)
83924.
1141 73.
39.3^
36. 4t
33.45
19.51
3b. til
19.64
21.99
C T T C C
b 1 1 Li
"COMbiNEu"
84o7^.
3456.12
2646.34
009. 79
G.60J
114357.
303d. 24
2307. i>4
730.71
u.fadJ
8407^.
1 018.22
» 1401.61
416.61
0.539
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES M3TORING COLUMN FREQUENCY
MEDIAN, AND" STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOP. LA TRUCK 31: N 3A DIESEL
(RECORD COUNT = .61954» OPERATING TIME = 14.87 MRS)
N
MEAN__
MEDIAN
STD DEV
X ACCEL
- % CRUISE
* DECEL
% IDLE
-
w
£>
UJ
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
% DECEL
% I OLE
FREEWAY
14823..
.80.9J,
86.50
21,29
10.94
74.15
10.57
4.33
FREEWAY
14757.
49.72
54.33
13.33
3.90
10.94
74.70-
10.44
3.92
* FREQUENCY USED TO
** EXCLUDES MOTORING
-~~- Krri -
NON-FREEWAY
47131.
-.21.51
0.64
38.48
9. 88
20.83
8.84
60.44
c D P p n
NON-FREEWAY
47045.
10.72
0.90
14.36
54.31
12.02
23. 14
9.95
54.89
*
*
COMBINED
61954.
40.33
23.56
41.86
10.14
33.56
9.26
47.05
/
COMBINED
61802.
20.03
11.78
21.82
42.28
11.76
35.4*5
10.07
42.72
COMPUTE POWER MEAN, MEDIAN
COLUMN FREQUENCY
* N
TOTAL N
MEAN
MEDIAN
STD DEV
X ACCEL
% CRUISE
%' DECEL--
% MOTOR
, N
** N
ElEXPJ
E(E)XECP)
COV(E,P)
RJE,P)
** N
E(SXE)
E(S)XE(E)
COV(S.fc)
R(StE)
** N
EfSXPl
E(S)XEIP)
COVCS, P)
R(S,P)
FREEWAY
13048.
14757.
53.85
54.71
27.90
23.74
45.02
21.90
9.34
IN 1 t
FREEWAY
13114.
4687.41
4409.77
277.66
0.460
14823.
4243.06
4019.97
223.10
0.782
13li4.
2769.52
2689.34
80.18
0.209,
t AND STD DEV; EXCLUDES MOTOR
i
o ntj co _
v Up t K
.NONrPPEEWAV
42530.
47045.
17.32
3.83
23.80
13.08
66.62
14_A52
6.27
RACTIDN STATI
NON-FREEWAY
42613.
1215.42
425.98
789.46
0.718
47131.
804.40
296.24
508.17
0.918
42613.
425.33
162.94
262.39
0.653
ING FREQUENCY
_CJLM6J,NEP
55578.
6.W02, .. ._.
25.90
4.86
32.52'
15.62
61.47
15.91
7.00
C T T r C
i 1 1 l^i
COMBINED
_ 5 57.2.7 A ..
2032.47
986.36
1045.63
0.755
61954,.
1627.13
809.15
i>17.99
0.895, '
55727. .
976.98
491.13
. 485.84?
0.676
-------
SUMMARY STATISTICS FOR LA TRUCK 37: 34 DIESEL
(RECORD COUNT = 132165, OPERATING TIME = 31.72 HRS)
N
MEAN
MEDIAE
STD DEV
1 ACCEL
* CRUISE
* DECEL
X IDLE
N
MEAN
MEDIAN
STD DEV
4 ZERO
I ACCEL
? CRuisr
* DECEL
? IDLE
FREEWAY
113213.
79.75
85.12
18.46
6.01
84.99
5.90
3.10
-
FREEWAY
113174.
"42.65
49.98
15.77
4.13
5.02
87.15
3.59
4.25
- O DM
NGN-FREEWAY
18972.
50.51
62.71
34.50
12.96
52.41
11.89
22.74
- c D c pn
NCN-FREEWAY"
18942.
21. S6
20.78
17.28
14.76
> 17.57
55.04
12. C9
1 5 . 3.0
COMBINED
132185.
75.56
- 83.61
23.83
7.01
80.32
6.76
5.91
COMBINED
132116.
39.69
47.90
17.56
5.66
6.82
82.54
4.81
5.83
* N
TOTAL N 1
MEAN
MEDIAN
STD DEV
% ACCEL
I CRUISE
% OECEL
% MOTOR
** N
c(tXP)
E(E)XE4t. L»'»
41'J7.-d.J
440.77
0.56J
13218^.
3291.21
3005. V2
285. 3U
0.675
113177.
2365. 42v
2201. dl ;
163. t)l Us)
0.29U"'5^
* FREQUENCY USED TU
** EXCLUDES MTTORING
COMPUTE POWER ME
-------
SUMMARY STATISTICS FOP LA TKUCK 38: 3A DIESEL
{.RE.GORD__QOIM\IT = 9416, OPERATING TJM£ = 2.26 HRS)
:_.
N
_ME_AN
MEDIAN
STO DEV
% ACCEL
* CRUISE
.% 'DEC EL
._ JL..ID_LE.__;
u>
it*
(J\ - - .
N
MEAN
MEDIAN
STO DEV
% ZERO
I ACCEL
* CRUISE
% DEC EL
% IDLE
_..FRE_E_WAY
6073.
._.. 75,71.
84.05
30.35
9.76 ,
70.22
9.73
' . 10,29
--
__ . _ _ __
FREEWAY
6054.
35.60
40.13
15.86
7.75
18.85
56.97
16.45
7.72
_..NCN-FREE_WAY.
3343.
58.«l_.
71.45
37.51
18.27
44.43
16.01
2LU26_ - -
. _ c DP pn
j r c c.{j ~
. . . _. -
NGN-FREEWAY
3322.
14.80
12,21
12.20
12.76
25.68
44.67
16.80
12.85
..COMBINED..
9416.
... 69.5.Q..
81.71
34.11
12.78
61.08
11.96
I4ci9
. __ , . . ^
COMBINED
9376.
28.23
34.18
17.72
9.52
21.27
52.61
16.57
9.55
* N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
£ DECEL
% MOTOR
** N .
E(EXP)
E(E)XE(P)
COV1E, P)
R(E,P)
** N
E(SXE)
E(S)XE(E)
COVIS,EJ
RISf E)
*# N
E(SXP)
EtS)XE(P)
COV(SjP)
R1S.PJ
, FREEWAY
5359.
_6Q54.
65.49
80.87
34.13
. 20.30
50.93
2Q.25
8.52
t
IN 1
FREEWAY
5378.
5593.72
4993.34
600.49
0.572
6073.
3053.09
2690.31
362.83
0.753
5378.
2676.51
2363.06
.- 313.51
0.572
i'uwn*
NON-FREE_WAY __£
2487.
33Z2.
46.14
47.04
38.15
17.16
45.67
16. 3d
20.80
/.
ERACTION STATIST
NON-FREEWAY
2506.
3707.78
2591.59
1116.64
0.713
3343.
1123.45
860.34
263.19
0.573
2506.
835.33
606.39
.. 229.03
0.500 t
£MBJN£P
784t>.
.9376..
59.36
72.03
36.58
19.19
49.06
1 S-Sa
12.67
Lo
COMBINED
7B8»#.
4994.25
4145.65
btd* 71
0.651
9416.
2367.99
1957.53
410.5J.
7884.
-------
SUMMARY STATISTICS FOR LA TRUCK 44: 34 DIESEL
(RECORD CCUNT = 50402, OPERATING TIME = 12.10 MRS)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE '
* DECEL
* IDLE
U)
*>
a\.
N
MEAN
MEDIAN
STD DEV
* ZERO
? ACCEL
* CRUISE
* DECEL""
% IDLE
_FREEWAY_
18748.
77.74
b7'.58
28.01
9.35
74.28 *~"
9.00
7.36
.__ r . _
FREEtfSY
18728.
43711" '
50.36
16.24
27.0^
45.74
22 .98
4.26
-
_ _NON-FREEWAY
31654.
^2.88
39.83
40.71
14. 14
34.81
13.03
38.02
c DC en
o r t CU
Ntfl-FREEWAV
.31611.
14.47
11.45
13.69
2975T "'
25.76
21.95
23.06
29.23
.
_ -_ _
_. COMBINED
50402.
55»84
73.45
40.21
12.36
49.50
11.53
26.61
"COMB'INEC""" '
50339.
25. 13
24.34
20.18
20.14
26.23
30.80
23.03
19.94
* N
TOTAL -N
MEAN
MEDIAN
STD DEV
? ACCEL
? CRUISE
1 DfcCEL
% MOTOK
** N
ElEXP)
E{E)XEfP»
COV(E,-P|
R(E,P)
** N
E(SXE)~' "
E(S)XE(E)
COV(S,E)
R(S,E)
** N
E(SXP)
E(S)XE{P)
COV{SrP)
RiSrP)
FREEWAY
167C4.
18728.
43.00
40.63
27.20
20.90
53.21
17.67
8.22
NT
FREEWAY
16724.
3807.21
3402.66
404.57
0 ."524
18748.
3701.09
3344.83
356.27
0.780
16724.
2023.94
1882.92
141.03
0.312
NON-FREEWAY
26586.
31611.
20.32
5.31
27.59
18.43
54.93
14.87
11.77
ERACTION STATI
NON^FRE'EWAY
26626.
1526.41
791.38
735.06
0.635
31654.
1092.36
620.22
472.15
0.846
26626.
452.08
260.66
191.43
0.501
COMBINED
H32VO.
50J39.
2V. 07
21.73
29.50
1 i. l'j
54.29
I'j .VI
10.45
ST I Co
CUMbiUcu
43JDJ.
"" 2406.33.
156V. 84
0^3. [j(J
0.661
50402.
2062. 7j
1401.45
06 i. . -)vj
0.814
43350.
1058.49
720.00
3 3d. 49
0.539
* FREQUENCY USED TO COMPUTE PCWER MEAN, MEDIAN, AND STU OEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN FRECUENCY
-------
SUMMARY STATISTICS FOR NY TRUCK 36: 3A DIESEL
(RECORD COUNT = 11Q34U, OPERATING TIME = 26.48 HRS)
N
.MEAN
MEDIAN
STD DEV
Z.ACCEL
X CRUISE
* DECEL
«.. IQLE .
OJ
.£>
-J
N
MEAN
MEDIAN
STO DEV
% ZERO
* ACCEL
f CRUISE
% DECEL
% IDLE
FREEWAY
4864.
. 82_._5.9 _
86.40
24.61
16.09
65.79
16.17
1.95
.._
FREEWAY
4780.
29.59
31 .14
6.96
0.82
34.31
34.02
30.79
0.88
I
'.
NON-FREEWAf
10h^76.
. - 6.0i
0.13
IS. 66
3.44
4.68
3.42.
88. 45
c DP pn -
NCN-FREEWAY
105219.
1.78
0.'58
5.34
84.33 -
5.71
4. 19
5.24
84.86
COMBINED
110340.
_ _. .9.3.8... . ._
0.18
25.37
3.99
7.34
3.97
84.69
COMBINED
109999.
2.99
0.61
7.84
80.70
6.95
5.48
6.35
81.21
~
nnij en
run c r\
FREEWAY NQN-FPEEWAY
* N
TOTAL N .
MEAN
MEDIAN
bTO DEV
% ACCEL
% CRUISE
% DECEL
% MOTOR
** N
E(EXP)
E(EJXE(P)
COV(E,P|
R(E,P)
** N
C(SXE)
E(S)XEIE)
COV(S,E)
R(S,E)
** N
E(SXP)
E(S)XE(P)
COVCS, P)
R(S,P)
3830.
J 1 Ci
COMBINED
106054.
443. IQ
52.28
391.51
0.809
110340.
204.32
28.46
175. a7
> 0.87d
106054.
133.12
17.05
116.07
0.765
* FREQUENCY USED TO COMPUTE P-OWfcR MEAN, MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES M3TORIJMG COLUMNI FREQUENCY^
-------
bUMVARY STATISTICS FOR ,MY TRUCK 37: 3A CIESEL
(PECCRD CCUNT = 1953fc, OPERATING TIME = 4.69 HPS)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
* IDLE
u>
CD
N
MEAN ~~'~
MEDIAN
STD DEV
J ZERO
X ACCEL
I CRUISE
% OECbL
* IDLE
t
FREEWAY
8836.
53.39
59.66
31.52
9.05
68.65
9.61
12.69
i
TREEWAY
8833.
"25.49
30.14
15.47
8.14
11.55
63.82
11.54
8.09
^ ret
NON- FREE WAY
10702.
27.69
28.81
25.26
12.33
" 40.85 "
12.92
33.90
s. D c r n
"" o r C t L
" NCN-FREE'rfAY"
10683.
11.23
10.44
10.21
27.02
20.25
34. 86
17T9T "
26. S8
COMBINED
19538.
39.42
41.82
3C.98
10.84
53.43
11.42
24.30
COMBINEC ~
1951-6.
" 17.68
15.69
14.69
18.48~
16.31
50.23
15.03
18.43
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% MOTOR
FREEWAY
i
B490.
_ 8833.
5*»75
65.43
33.69
18.66
55.20
23.45
2.69
NON-FREEUAY
10578.
10683.
40.52 .
41.18
35.80
16.66
61.42
21.50
0.41
COMBINED
19068.
19^16.
47.75
53.23
3f>. 79
1 / . b7
5o.6l
2t.3ti
1.44
INTERACTION STATISTICS
FREEWAY NON-FREF'WAY CGMtilUEU
N
E(EXP)
F( EJXE1P)
COV(E,P)
R(E,P>
N
E(5XE)
E(S)XE(E)
COV(S,E)
R(S,E)
N
E(SXP)
EtS)XE(P)
cov(s,p)
R(S,PI
3493.
3676.96
2982.21
694.83
0.650
8836.
18 14. "04
1355.74
458.36
0.940
8493.
1720.26
1421.32
298.97
0.570
10597.
1809.99
1119.49
690.57
"0.764
10702.
516.76
312.08
204.71
0.792
10597.
632.66
443.04
184.64
0.509
190VO.
26tu. 5'^
Ib4b. i -j
792. 4b
0.716
1953d.
1103.40
694.40
409.06
0-6^^
19090.
1116.52
tt24. o /
29 1 .o7
0,558
* FREQUENCY USED. TO COMPUTE POWER MEAN, MEDIAN, AND STO DEV; EXCLUDES MOTORING FPEQUFNCY
** EXCLUDES MOTORING COLUMN FREQUENCY
-------
SUMMARV STATISTICS -FDR NY TRUCK 43: 3A ClESEL
(RECnRD COUNT = ^8243t OPERATING TIME = 9.18 HR'S)
N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
$ OECEL
% IDLE
-.__
u>
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
% DECEL
% IDLE
FREEWAY
13159.
79.18
87.78
30.55
12.74
68.45
12,52
6.29
.-- - -
FREEWAY
12883.
30.49
33.18
14.94
3.49
23.06
5O.45
22.76
3.73
NON-FREEWAY
25084.
38. C9
12.57
42.26
13.31
26.19
13.15,
47.36
e
c r> c c n ' _
o r 1 1 U
"NGN-FREEWAY
24820.
8.20
3.71
9.88
40.14
17. \9
24. C9
16.59
42. 13
COMBINED
38243.
52.23
64.02
43.28
13.11
40.63
12.93
33.32
-
COMBINED
37703.
15.82
11.93
15.88
27.62
19.19
33.10
18.70'
29.01
** EXCLUDES MOTORING COLUMN.FREQUENCY
""
D n u c o ..
r U W t K
FREEWAY NON-FREEWAY _COMBINtLL-
* N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL.
% CRUISE
% DEC EL
% MGTOR
** NJ
E(EXP)
E(EJXt(P)
CCV(E,P)
RJE,P)
** N
E(SXE)
ElSJXEiE)
COV(S,E)
R(S, E)
*# N
EISXPJ
E(S)XHP)
coviS.Ri
R < S , P )
9^47.
12883.
56.07
59.86
31.00
25.17
34.50
22.39
17.95
"~ 1 IN 1 t r
FREEWAY
10219.
5141.21
. 4645.05
496.21
0. 522
13159.
2705.56
2414.84
290.74
0.638
10219.
2040.96
1799.90
241.08_
0.500
20258.
24820.
19.34
4.62
26.61
21.35
49.05
17.79 . :
11.80
UCTIUN STATIST
NGN-FREEWAY
205C6.
1572.17
702.12
870.09
0.735
25084.
648.15
315.12
333.04
0.797
20506.
323.08
148.66
174,44
0'.644
30205.
37703.
31.43
22.40
33.00
22.66
44. Oa
19.36
13.90
ICS
COMBINED,
30725.
2759.22
1632. Ot
1127.21
0.744
38243.
1356. Oa"
£31. 6V ,
524.40
0. 763
30725.
894.44
^y.05
0.709
> STD'OEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FUR NY TRUCK 54: 3A CIESEL
(RECORD CCUNT = 97812, OPCRATIMG TIME = 23.47 MRS)
N
MEAN
MEDIAN
STD DEV
% U.CEL
% CRUISE
* DECEL
% IDLE
OJ
Ul
o
N
MEAN
MEDIAN
STD DEV
% ZERO "
I ACCEL
? CRUISE
* D^CEL
% IDLE
FREEWAY
38194.
19.98
0.51
33.63
9. 19
14 .80
10.12
65.89
FREEWAY
37987.
~ 3.90
0.74
7.15
9.60
15.09
8.97 ~~
66.35
urn
NON- FREEWAY
5^618.
37.44
24.97
39.56
12.88
1 A 1 1
NCN-FREEWAY
'* 1721.
.1845.63
836.22
1009.43
* 0.787'
59618.
1121.33
572.32
549.03
0.753
41721.
723.19
329.40
393.79
0.679
^CHMdlN'-U
71174.
9711^.
17.^1
4.01
27.38
17.84
4 7 . 2 I 1 Lb
COMblNEu
7 i 8 + i .
137o. o3
bJ4.*i
671.73
0.791
97612.
780. 80
331.96
44o.y^
0.7JJ
71843.
4&7.01
169.24
^97. 77
0.676
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TRUCK 57: 3A OlES.fcL
(RECORD COUNT.= 88732, OPERATING TIME = 21.30 HRS)
oo
Ul
N
MEAN
MEDIAN
STO OEV
% ACCEL
% CRUISE
% DECEL
Z IDLE
-
- _ - - . _
N
HEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
Z CRUISE .
Z DECEL
X IDLE
'
JFRJLEWAY
1245.
41.87
49.88
30.21
9.05
57.64
10.19
23.12
_ _
-
"FREEWAY
1237.
28.83
34.00
20.57
8.00
24.01
42.85
26.27
6.87
NON-FREEWAY
87487.
27.14
10.38
' 30.89
11.98
30.04
11.62
46.36
~ o r t CU
NCN -FREEWAY ,
87353.
10.59
5.02
12.66
45.83
2'0.47
15.22
19.44
44.88
COMBINED
88732.
27.35
11.16
30.93
11.94
30.43
11.60
46.03
COMBINE!)
88590.
10.34
5.35
12.98
45.30
20.52
. 15.60
19.53
44.35
* N
TOTAL N_
MEAN
MEDIAN
ST.D G6V
* ACCEL
Z CRUISE
1 DECEL
% MOTOR
E(EXP)
EJ E)XE(P)
COV(E,P)
R(E,P)
N
e(SXE)
E(SJXE(E)
COV(S,EJ
R(S,E)
N
E(SXP)
EISJXEtP)
{ S , P)
FREEWAY ___.
1109.
. 1237.
39.59
36.72
33.40
19.81
54.00
18.59
7.60
IN I
- FREEWAY"
I
1117.
2150.15
1550.84
599.85
0.593
1245.
1723.21
1204.62
519.01
0.834
1117.
1578.71
1117.03
462.09
0.656
runcrv
NQN- FREE WAY
80465.
87353.
23.45
4.95
30.46
20.53
57.46
17.27
4.74
ERACTION STATI
NON-F~REEWAY
80588.
1091.69
553.90
537.80
6.603
87487. .
608.16
287.72
320.44
0.817^
80588.
427.48
223.68
203.80
0.541
CQMBiNt.D
81574.
88590,
23.67
4.98
30.56
20.52
57.41
17.29
4.78
C T T C C
COMBINED""
ai705.. _: _
iiOb.16
564.14
_ , _5^2 . J3
O.oO*
68732.
623.80
296.89
.3_2A-9^
0.812
81705.
4^3.22
231.32
211,40
0.544
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN, AND STD OEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN.FREQUENCY
-------
SUMMARY STATISTICS FCR LA TRUCK b- TT CIESfcL
tRECORD CCUNT = -65697, OPERATING TIME = 1 ID . 7 7 HRS)
Ul
Ol
N
MfAN
MEDIAN
STO DEV
; ACC^L
% CRUISE
% OECFL
% IDLE
. -^-
N
MEAN
MFDIAN
STD DEV
* ZERO ~
* ACCEL
% CRUISE
? DECEL
% POLE
FREEWAY
39576.
90.97
94.73
17.62
4.37
89.24
4.25
2.15
FPEEWAY
39573.
49.67
53.85
12.17
i;&9 "
o.83
84.95
6.5-1
1.71
urn
NCN-FREEWAY
26121.
46.95
52.03
43.39
11. C7
38.87
10.66
39.41
- C DC. C ll
or t t U
" NtN-FREE'ViAY
26085.
19.43
11.77
20.92
~ 37. C 8
15. 13
36.60
Itj.96
37.31
COMBINED
65697.
73.47
90.86
37.41
7.03
69.22
6.79
16.95
CO MS I ME C
65658.
-'3T;67 '
48.61
21.94
"15.75"
10.13
65.74
8.28
15.85
FREEWAY
* ,M 29307.
TOTAL N 39573.
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
* DECEL
% MOTOR
t
_ . . . . .
#* M
E(EXP)
EIE)XE(P)
CCV(E,P)
R { E , P )
** N
E(SXE)
E(S)XE(E)
COVCS, E)
R(S,E)
** N
E(SXP)
E(S)XE(P*
COV(S.P)
R(S,P) >'
52.36
53.93
30.68
26.39
26.84
25.10
21.67
IN 1 C
FREEWAY
29008.
4S96.88
4841.45
155.44
0.276
39576.
4686.11
4526.22
159.90
0.735
29008.
268*0. 86
2645.26
35.60
, 0.098
KUKCK
NON-FPEEWAY COMBlNtu
19003. 48010.
26085. 656^8.
26.62
4.63
34.65
15. 15
43.13
14.64
22.07
KACTION STATISTI
NGN-FREEWAY
19030.
2306.65
1046.31
1260.41
0.806
26121.
1706.41
913.74
792.70
0.871
19030.
1048.97
465.96
583.02
0.768
M .47
4U.97
2t .7o
21. V3
33.30
20. M
21.83
r c
L:> ^
-COH«*IUfcu
4*U3d.
3931.16
3009. /*
9^ 1 .44
~ 0.630
t>5o97.
" 3501.39
2770.30
731.10
U.dtiu
. 46036.
2034. tj"
1577.60
45o.dl
0.572
* FREQUENCY USED TQ COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING CDLUMN FREQUENCY
AND STD DEV; EXCLUDES MOTORING FF-EwUENCY
-------
SUMMARY'STATISTICS FOR LA TRUCK 15: TT DIESEL
(RECORD.COUNT = 47922, OPERATING TIME =s 11.50 HRS)
Ul
u>
N
MEAN.
MEDIAN
STD DEV
X ACCEL
$ CRUISE
% OECEL
% IDLE
\
N
MEAN
MEDIAN
STO DEV
3 ZERO
% ACCEL
X CRUISE
% DECEL
% IDLE
.,
30722.
_.9_5_.0 !___
96.99
9.77
5.39
89;20
4.99
0.41
FREEWAY"
30642.
53.17
54.96
6.49
0.06
10.67
83.67
5.59
0.07
n h-n
NGN-FREEWAY
17200.
39. <3C
13.00
42.89
9.25
35.79
7.C5
47.91
o r t t U
NCN-FREEWAY
17118.
17.67
3.74
21.77
39.46
12. 7B
40. S6
6.40
39.85
'
^COMBINED.
47922.
.. .. 75.23.
94.90
37.69
6.78
70.06
5,73
17.44
COMBINED
47760.
40.45 k
53.56
22.06
14.18
11.43
68.36
5.88
14.33
-
* N
TOTAL N
MEAN
MEDIAN
STD DtV
X ACCEL
% CRUISE
* DfeCEL
% MOTOR
.
** N
E(EXP)
E(E)XE(P)
COVCt, P)
R(F,P)
** N
EJSXE)
E(SJXEIE)
COV(S,E>
R
490.52
0.432
47922. -
3840.5* , ,
3052.03
788.53
0.942
32893.
1482.08
1226.28
253.81
0 . 394- :
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES,_MOTQRI N^
AND S-TD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS i-OK LA T^UCK 2C: TT DIfS
(RECORD CCUNT = 32831, OPERATING TIME = 7.88 HRS)
N
MEAN
MEDIAN
STD DEV
$ ACCEL
% CRUISE
% OECEL
* IDLE
OJ
01
N
MtA~N
MEDIAN
STD DEV
* ZERO "
* ACCEL
% CRUISE
"S JF.CEL "
% IDLE
FREEWAY
P4842.
77.55
78.37
13. db
6.36
86.41
6.27
0.96
FREEWAY
24588.
~ " 37.Z1
37.99
7.45
0.49
24.77
54;34
20733
0.57
KKH
NGN-FREEWAY
' 7989.
51.79
60.29
36. 9t
15.92
4*3.78
15.62
21. £8
c DC c n -
NCN-FREEHAY
7952.
" 13.83
13.94
9.79
11.87
22.10
44.71
'"" 18751
14.69
._C3M6
328
71
77
24
8
76
8
6
I NEC
31. *
.28
.07
.49
.70
. 73
.55
.02
" " COMBINED " "
32540. **
" 31
35
12
3
?4
51
19
4
'
.,49
.72
.89
.27
.11
.93 **
.8?
.02
- **
N
TOTAL N
MEAN
MEDIAN
STL) DEV
& ACCEL
% CRUISE
* DECEL
? MOTUR
N
e(fxp)
E(E)XE(P
CCV(E,P)
R{ E » P)
-N
"ElSXET "
E(S)XE(E
COV(S.E)
R(StE)
N
EtSXP^
F(S)XE(P
COV(S.P)
R(-StP)
FREEWAY
£1876.
24588.
52.97
50.27
26.37
21.93
43.20
25.88
8.99
IM T C
N 1 t
FREEWAY
22106.
4256.96
) 4133.54
123.43
0.355
24842*
2925.68
) 2886.56
39.12'
0.373
22106.
1935.27
) 1978.06
7.21
0.038
NCN-FPEEWAY
5797.
79t>2 .
31.45
23.37
30.55
20. P8
36.23
21.62
21.28
"rnN-FR'EPWA'Y
5829.
2297.03
1603.42
693.72
0.571
7989.
983.43
716.75
266. 72
0.735
5829.
564.13
417.09
147.06
0.458
COMBINED
27o73.
32l>.'54
28.63
21. o/
41.49
2t.d4
S T I Li
CUMbLJr. L)
3dt 7. 9 J
35U9.3J
336.67
0.4d6
1
32831.
2453.06
2247.71
205. Jj
u . o4d
2793b.
168b. ll
15o7.05
121. od
0.330
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, ANO STO DEV; EXCLUDES MOTORIN
-------
SUMMARY STATISTICS FOR LA TRUCK 22: TT CIESEL
( RECORD COUNT = 40072, OPERATING TIME .= 9.62 HRS)
N
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
% DECEL
u>
Ul
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
'""% DECEL
% IDLE
FREEWAY
23585.
73.38
82.66
25.18
9.54
76.41
7.36
6.69
FREEWAY
23399.
41.17
50.53
18.35
5.33
11.64
77.08
5.76
5.53
NCN-FREEWAY
16487.
49.60
62.44
37^21
15. 10
47.04
9.64
28.22
\
NON-FREEWAY'
16273.
16.49
11.25
16.76
23.47
20.26
46.85
8.20
24.6<5
COMBINED
40072.
63.60
79.55
32.86
11.82
64.36
8.29
...15-52
COMBINED"
39672.
31.04
32.81
21.48
12.77
15.17
64.68
6.76
13.39
.FREEWAY _ NON-FREEWAY C.QMBI.NiQ
* N 17377. 10174. 27551.
TOTAL. N 23399.
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% MOTOR
** N
E(EXP)
E(E)XECP)
COV
-------
SUMMARY STATISTICS FOR LA TRUCK 27: TT CIFStl
(PECOPD CCUMT = 32916, OPERATING TIME = 7.9D HRS)
N
MbAN
MFDIAN
STO DEV
* ACCEL
% CRUISE
* DECEL
* IDkE_
OJ
CT1 ...
N
MEAN
MEDIAN
STD DEV
* Z'ERO"
* ACCEL
* CRUISE
* TJECTL
* IDLE
FREEWAY
7830.
79.25
80.07
13.97
5.61
83.99
5.11
_0.28__
"FREEWAY
7823.
51726"
53.34
6.99
0.09
30.40
44.01
25.50
0.09
NCN-FREEWAY COMBINED
25086.
52.45
64.30
41.41
14.66
42.92
12.91
29.J5JD
_ <; DC en
o r C tu
WCN--FREE-S
25040.
15.36
12.92
14.19
25.60
27.92
21. 17
25.30
25.62
32916.
58.82
75.10
38.29
12.51
53.89
11.05
...22-55._
>AY COM3TNEO""
32863.
23.91
20.34
19.97
19.52 '
28.51
26.61
25.34
19.54
» ' '
* N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
* CRUISE
% OECEL
* MOTOR
FREEWAY
5305.
7823.
39.58
31.01
30.15
20.20
34.25
17.82
27.74
I Ml
Kurvcn
NGN-FREEWAY
152.12.
25040.
27.80
5.31
35.59
13.26
40.72
11.76
34.26
r PU AT T i nw <:T AT
COMBINED
20517.
32oo j ,
30.85
18.15
34.65
14.91
39. la
13.20
32.71
T CT I T C
**
**
**
FREEWAY
NON-FREEWAY
COMb IME'J
N
E(EXP)
EIEJXEIP
COVt E_,_P)
*IE,P)
N
E ( S X E ) "
E(S)XE(E
COV(S,E)
R ( S , E )
N
E(SXP)
E(S)XE(P
COV(S,P)
R(S,P)
5311.
3268.86
) 3187.03
31.64
0.275
7830.
" 4069.30
J 4046.40
22.90
0.293
5311.
"" 1975.21
) 2039.08
-63.88
-0.318
15238.
2436.58
1210.04
1226.62
0.752
25086.
12~26.8f
805.01
421.82
0.716"
>15238.
6 52" ."3 6"
341.60
310.78
0.604
20549.
2651. o7
163 /.^l
1014.31
0.631
22916.
1902.96
1403.63
499.36
0.652
20549.
994. 2 a
691 .62
302. 66
0.407
* FREQUENCY USED TO COMPUTE POKER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD OEV; EXCLUDES XDTC3RING FREQUENCY
-------
/
N
MEAN
MEDIAN
STD DEV
1 ACCEL
X CRUISE
* OECEL
._. SLI.QLE .__.
Ul
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
% OECEL
Z IDLE
FREEWAY
3639.
85.50
86.84
12.63
7.39
83.95
7.61
. L.04
FREEWAY
3639.
51.67
53.87
7.76
0.66
10.96 .
79.94
8.44
0.66
NGN-FREEWAY
9548.
53.27
64.80
37.25
16.73
45. 'OC
' 14.20
r n ~ c n
o r C t U
NON-FREEWAY
9537.
19.62
18.18
16.11
16.87
24.92
39.76
18.39
16.92
,
COMBINED
13187.
62.16
78.98
35.47
14.15
55.76
12.^8
.L7j.7JL_.._.
"COMBINED
13176.
28.47
26.83
20.25
12.39
21.07
50.86
15.64
12.43
SUMMARY STATISTICS FOR LA TRUCK 33: TT DIESEL
IRECORD...COUNJ = 13L87, OPERATING TIMS = 3.1& HRSJ
**
**
N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
* O.ECE.L
% MOTOR
N
EiEXP)
E( t)XE(P)
COV(E,P)
R(EtP)
y
N
EiSXE)
E(S)XE(E)
COV(Sf'E)
RCStE)
N
E(SXP)
E(S)XE(P)
COVIStfl
R
NON-FREEWAY COMBlNcu
6453.
2930.09
186.9.03
1061,22
0.698
9548.
1513,85
1045.83
468.07
0.777
6453.
1046.85
699.51
347.39
0.537
9582.
34uci.62
2568.37
S40.34
0.652
13187,
2341.34
1774.58
566.80
a.JBt
95b2.
1555.75
122tt. 7
-------
STATISTICS FOP LA TRUCK 34: TT CILSEL
(RECORD CCUNT = 44546, OPERATING TIME = 10.69 MRS)
'
N
MEAN
MEDIAN
STD PEV
« ACCEL
% CRUISE
% OECEL
% IDLE
Ul
(Jl
CD _
N
MEAN
MEDIAN
STO DEV
" ? ZERO
* ACCEL
« CRUISE
T'OECEL""
S IDLE
.
FREEWAY
39501.
79.75
80.21"
7.68
12.36
75.20
12.23
0.21
FREEWAY"
39495.
5 2 . 59
54.16
6.63
" OT7J5~"
16.47
71.06
T2V4"!
0.05
NGN-FREEWAY
5045.
56.59
65.52
28.91
22.25
43.22
21.21
13.05
NCW-FREEWAY""
5035".
IB .8~9~ "
18.59
11.64
8T50"
34.04
26.22
3r.ro
8.64
COMBINED
44546.
77.12
79.59
14.17
13.51
71.59
13.24
1 .66
CdMBINEC
44530.
48. 77
53.82
12.97
r.oo
18.45
65.99
T4."57t
1.02
**
**
**
FREEWAY
N 3643i.
TOTAL i>l 39495.
MEAN
MEDIAN
STD DEV
* ACCEL
$ CRUISE
% DECEL
% MOTOR
N
E(EXP)
E(E)XEIP)
CCV(E,P)
R(E,P)
N
E(S"XE)
E(S)XE(E)
COV(S,E)
R(S,E)
N
E(SXP)
EIS)XE(P)
COV(S,P)
R ( S , P )
63.36
67.75
25.05 '
23.21
50.15
20.97
5.67
T KJ T
FREEWAY
36456.
5103.90
5076.02
27.88
0.154
39501.
4218.56"
4192.54
26.02
0.484
36456.
3354.79
3354.78
0.01
o".o
KUWCH
NON-FREEWAY COMBlNcJ
3637. 40Cbd.
5025.
32.24
28.73
26.69
24.35
33.07
22.78
19.80
ER4CTION STATIST
NON-FREEWAY
3645.
2188.82
1791..00
397.92
"0.46^
5045.
1T2&.T1 ""
T067.88
260.28
~0.768
3645.
721.31
595.23
126.11
0.374
4^t5^0.
60./3
6p . 15
2b. 74
23. 3t
^ 48.22
21.17
7.27
T r c _ >
" COMbliMtO
4blOi.
"4633.93
4714.34
1^4.39
0.3'37
44546.
3 09 1 .^1
3760.^3
130.7*
0.6S.-,
40101.
3115.42
3015.23
luO. 1S>
0.311 ' :\
* FREQUENCV USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING CPLUKN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR LA TRUCK 41s TT CIESEL
(RECORD COUNT = 27314t OPERATING TIME = 6.56 HRSi
u>
Ul
N
MEAN
MEDIAN
STC DEV
* ACCEL
% CRUISE
% DECEL
% IDLE
N
MEAN
MEDIAN
STO DEV
% ZERO
? ACCEL
% CRUISE
% DECEL
% IDLE
.FREEWAY
7654.
90.67
93.96
13.23
9.04
81.67
8.89
0.41
-
FREEWAY
7614.
50.32,
52.00
6.64 .
0.0
10.80
81.59
7.62 .
0.0
. « Kl"» -
NON-FREJWAY
1966C.
45.68
53.79
37. 15
14.28
41.36
12.52
31.85
c D c CT n
i r t tU -
NCN-FREEWAY
19596.
20.20
21.44
16.80
1 25.50
22.17
35.59
1'5.50
26.34
COMBINED
27314.
58.29
70.41
38.09
12.81
52.63
11.50
23.05
. -_.
COMBINED
27212.
28.62
31.16
19.96
18.37
18.99
48.75
13.29
18.97
**
KUWtIV
FREEWAY.. _ NON-FREEWAY
N
TOTAL N
MEAN
MEDIAN
STD DFV
% ACCEL
% CRUISE
* DECEL
* MOTOR
5507.
7614.
32.46
29.35
2 1 .64
26.99
25.56
.26.08
21.37
13229.
19598.
25.25
13.16
29.63
16.39
40.50
16.29
26.81
t
_ TMTCOArTTOM' CTATT
~ 1 IN J t KAL llUr<* olAll
FREEWAY ~ NGN-FREE WAY
N
E(EXP)
E( E)X5(P)
COViE.P)
RIEfP)"
N
E'(SXE) "
EiSiX^iE)
COV{S,t)
R(S,E)
N
c( SXP)
EIS)XE(P)
COV(S,P)
R 1 i L.O
COMBINED
18813.
2092. JO
1480.47
oll.-5t»
0~.528
27314.
2330.50
1668.08
662.45
0.869 "_":
16bl3.
928.49
724.88
203.62
0*343, "^
* FREQUENCY USED TO
*# EXCLUDES MOTORING
COMPUTE POWER MEAN* MEDIANi
COLUMN FREQUENCY
AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
bUM' ARY STATISTICS FOR LA TP.UCK 45: TT DIESEL
(RECORD COUNT = 127528, OPERATING TIME: = 30.61 hkS)
N
MEAN
MEDIAN
STD DEV
Z ACCEL
* CRUISE
% DECEL
* I 01 E
'
Ul
o
N
MEAN "~ "
MEDIAN
STD DEV
STZFPO '
* ACCEL
« CRUISE
% DECEL ~
I IDLE
FREEWAY
33902.
95.01
98.75
13.64
7 .86
86.54
4.83
0.77
FREEWAY
33536.
" 40.33 "'
47.06
13.55
0.34
12.52
77.48
' 9 . 57 "
0.43
K rr.
NCN-FREEWAY
93626.
40.45
1 /.38
42.83
13.76
29.61
8.45
48.77
. <* D t P n
^ r t uU
NCN-FPCEWZY
92194.
8.73"
0.99
12.03
"4"5T85
12.04
30.93
7.18""
49.85
__ COMBINED
127528.
54.95
77.54
44.46
12. 18
44. 80
7.49
35.53_
CQMBIWC -
125730.
17. F6 ~
9.75
18.72
"3'5.9T ~
12.17
43,34
~~ T.'ffF""
36.67
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
< CRUISE
3 DECEL
% MOTOR
FREEWAY
26426.
33536.
54.38
57.76
24.84
21.38
36.07
24.67
17.88
KUHfcK
NON-FREEWAY
674^7.
92194.
15.94
8.79
26.83
10.75
53.23
14.03
21.99
CCMBINtU
r-3bti*.
12573o.
26 . 7o
d.u7
31.46
!:> . t>d
4d.65
16. d7
2 u . 8 V
INTERACTION STATISTICS
FREEWAY
NGN-FREFWAY
COMJlNtU
**
**
**
N
E(EXP)
E,(E)Xt(P)
COV(E,P)
R ( E , P )
N
EfSXE)
E(S)XE(E)
cnv(s,F)
R(S,E)
'N
E(SXP)
E(S)XEIP)
CDV(S,P)
R(S,P) ""
26535.
5233.23
5209.30
23.92
0.076
33902.
3888.47
3812.76
75.72
0.408
26535.
"2204.67
2201 *64
3.03
'0.009
67873.
1305". 7"2
458.20
847.52
O7. 760
93626.
773.83
357.28
416.55 "
0.808
67873. "-
341.67
115.08
226.59
0.700
944u8.
2409.o2
1^7^:. 75
1 136 . dd
0.771
1273ZB.
1601.83
943.00
c.5 a . a3
0.7^5 '
94406.
865. 3O
44.1.4^
421. dl
0.691
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS'FOR LA TRUCK 46: TT DIESEL
(.RECORO _C_QUNT =.. 31820. OPERATING TIME = 7.64 HRSI
FREEWAY NON-FREEWAY COMBINED
N 14760. 17060. 31820.
MEAN _ _'. 8.5.6.5 48.62 65.80
MEDIAN 87.01 59.90 80.07
STD DEV 13,29 38.76 35.05
% ACCEL 9.20 18.50 14.19
% CRUISE 80.88 33.50 55.45
% DECEL 9.76 18.71 ' 14.56
% IDLE 0.16 29.29 15.80
*
----- ^» - 5 r t LU
T FREEWAY NCN^FREEWAY"" COMBINED"""'
N 14699. 17031. 31730.
MEAN 47.14 14.40 29.57
MEDIAN 50.75 14.27 28.84
STD DEV 10,20 -, 12.09 .19.83
f ZERO 0.02 , 23.76 12.76
% ACCEL 9.97 23.12 17.03
% CRUISE 82.81 37.47 58.47
% DECEL 7.20 15.14 11*46
% IDLE 0.02 24.27 13.03
, : ,_ , -
-, ",- '
r* cii_i r- n
._,..,. r uiii-i*
FREEWAY NON-FREEWAY
* N 1
TOTAL N 1
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
Z DECEL
2 MOTOR
** N
EtEXP)
E 1 E ) X E C P )
COVIE,P)
R(E.P) '
** N
E-(SXE)
E('S)XEl'E)
COV(S,E)
RIS.E)
** N
E(SXP)
ErS)XE(P)
R < S , P )
.2362.
4699.
62.41
67.91
26.09
29.57
30.55
29.02
10.86
12234.
17031.
31.71
19.05
34.41
22.54
36.62
2P.44_
20.40
;TION STATI
FREEWAY NON-FREEWAY
12421. 12260.
5536.68 2395.70
5471.68 1369.75
65.01 1006.03
0.227
14760.
4112.02
4041.45-
70.57
0.508
12421.
3037.69
3039.21
-0.007
0.706
17060,
1074.54
699.64
374.92
0.798
12260.
635.05
399.60
235.47
'0.539
COMBINED
24596.
47.14
50.48
34.15
25.5J
33.81
24.42
15.98
C'T T r c
STICi
COMBINED
, 24o8lJ.._.
3107.51
868.96
0.682
. 31820.
2483.51
1947.33
536.19
0.769
18^44.20
1450169 '
393.52
0.547^
* FREQUENCY USED TO
** EXCLUDES MOTg_RJ.NG
COMPUTE POWER MEAN,
COLUMN FREQUENCY
MEDIAN, AND STO OEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR LA TkUCK 51: TT.DIESEL
{RECORD CCUNT = 42524, OPERATING TIME = 10.21 HRS)
N
MEAN
MtDIAN
STD DEV
% ACCEL
% CRUISE"
S DECEL
* IDLE
u>
CTi
to . :
N
MEAN
MEDIAN
STD DEV
X ACCEL
% CRUISE
% DECEL
X IDLE
_
FREEWAY
183^6.
74. IB
76.19
19.39
8.56
HO. 7 7
8.31
-2.36
FREEWAY
18394.
46". '94"
51.97
13.15
0."6~4
25.38
51.82
2 1.9 6"
0.83
NGN-FREE WAY
24128.
52.33
64.19
37.76
16.84
42.73
14. . 1
25.12
i r t t U '
- NCN-FREFWAY
24108.
19.19
17.74
16.48
16.87 -"
28.07
29.65
23. C3 V
19.26
CCKBINtC
, - .__. f
42524.
61 .78
72.30
33.00
13.26
59.76
11.71
-
COMBTNTC
42502.
'""3V. 20" "
32.63
20.45
T. 85
26.90
39.25
72 .57
11.28
**
* FREQUENCY USFiD TO COMPUTE POWER MEAN, MEDIAN, AND
** EXCLUDES MOTORING COLUMN FREQUENCY
N
TOTAL N
MEAN
MEDIAN
STD OEV
% ACCEL
FREEWAY
10889.
18394.
26.57
21.51
22.01
12.37
% CRUISE 36.33
% DECEL
* MOTOR
N
E (EXP)
ElEJXfcl
CCV(E,P
R(c»P)
N
FfSXE)
E(S)XE(
CQV(S,E
R ( S , t )
N
EC5XP)
E(S)XE(
COV(StP
M'SiPl"
D DEv;
13.85
36.95
__ I M T C
r 1 IN I t
FREEWAY
10890.
2031.18
P) 1976.35
) 54.84
0.126
18396.
3627.22 ""
E) 3482.91
) 144.32
0.563
10890.
1278.80
P) 1273.12
» 5.68
0.020
EXCLUDES MOTOR
HUhbK
NON-FPFEWAY C
129(9.
24108.
19.01
4.90
25.59
12.10
34.49
12.34
41.08
RACTION STATIST
NON-FR' EEWAV"*'
129/6.
1426.27 " "
768.23
658.09
0.612"
24128.
1438 .57 ~
1002.80
435.78
0.699
12976.
473.48
287.87
185.63
0.42IS
ING FREQUENCY
/-
0^1,^0
?36bb.
42D02.
22.40
15.U3
24. J2
1 j. /*
446.30
j'UdY
42324.
23d3. 39
1926.44
t5d. 9t>
" U.67d
23860.
"840,94
675^91
16:>.04
Q-.304
-------
SUMMARY STATISTICS FOR NY TRUCK 27: TT DIESEL
(RECORD COUNT = 7866Qj OPERATING. TIME = 18.88 HRS)
N
MEAN
MEDIAN
STO OEV
% ACCEL
% CRUISE
* DECEL
% IDLE
_ . .. _
< 10
N
MEAN
MEDIAN
STD DEV
X ZERO
X ACCEL
* CRUISE
? DECEL
% IDLE
FREEWAY
8177.
toS.67
74 .44
25.78
15.91
63.06
16.03
* 5.00
- -- - - --
FREEWAY
"7S 84.
32.95
32.88
15.34
2.13
36.12
29.32
32.40
2.15
NON-FREEWAY
70483.
15.81
0.34
30.53
7.21
11.59
7.39
73.82
- - - --
NCN-FREEHAY
. 70193.
3.93
0.7p
7.30
70.21
11.39
8.21
10.48
69.91
COMBINED,
78660.
21 .41
0.49
34.27
8.10
16.85
8.27
66.79
- - - - -----
COMBINED
78177.
6.89
0.78
12.21
63.26
13.92
10.37
12.72
62.99 .
FREEWAY NON-FREEWAY COMBINED
* N
TOTAL N
MEAN
MEDIAN
STD DEV
£ ACCEi.
% CRUISE
% DECEL
% MOTOR
6980.
7984...
65.32
83.78
34.36
^2.08
47.73
20.99
9.19
66508.
70193.
11.19
3.19
25.48
a, 93
78.82
8.88
3.37
73488.
78 117. _ :
16. 33 ,
3.48
30.85
10.27
75.65
10.12
3.96
INTERACTION STATI:
FREEWAY
NON-FREEWAY
COMBINED
**
E(EXPi
E«E)XE(P|
COV(E,P)
R(E,P)
7164.
4954.57
4580.05
374.57
0.409
66772.
704.00
147.72-
556.28
0.759
73936. .
1115.85-
307.55
0,788
**
**
N
E( "SX-EJ
E(S)XE(E)
COV(S,E)
R(S,E)
N
~E(SXP)"
EIS)XF(P)
COV(SiP)
Ri S t P)
8177.
2529.18
2307.42
221.78
0.556
7164.
2323.07
2192.53
130.56
0.242
70483.
255.49
62.63
192.86
0.862
66772.
152.49
37.19
.115.30
0.665
78660. '
491.85 ":
149.71
342.15
0.809
73936.
362.8J
102.90
259.91
0.696
* FREQUENCY-USED 'TQ COMPUTE POWER MEANt MEDIAN. AND STD DEV; EXCLUDES MOTORING FREQUENCY
- -_...'.._-
-------
KY STATISTICS FGh \f T-UJCK 34: TT CIESEL
(RECOFO CCUNT = 56583, OPERATING TIME = i3.5d HRS)
N
MEAN
MEDIAN
STD OEV
* ACCEL
* CRUISE
% DECEL
% IDLE
N
MfcAN
MEDIAN
STD DEV
? ZTRO
* ACCtL
* CRUISE
I DECET~
* IDLE
FREEWAY
5390.
36.38
39.77
21.01
6.16
72.? 5
6.70
14.18
FREEWAY
5387.
25.31
28.08
13.74
" 8.T8 ~
19.55
55.08
~i6;6i ~
8.76
NCN-FREEWAY
51193.
12.20
C.87 "
17. 17
6.61
31.16
6.66
55. 56
c DC en _ .
o " 1 1 u
' NrN-FRTFW~5Y ~~
51151.
7.17~
2.Z7
9.52
43.52
18.64
25.70
13~.3~5 ~
42.31
t
COMBINED
56583.
14.50
l.Ztt
18.96
6.57
35.15
6.66
51.62
TO MB INFO"
56538.
~" 8. 90
2.82
11.33
40.21
18.72
28.50
T?r55"
39.12
N '
TOTAL N
MEAN
MEDIAN
STD PFV
* ACCEL
* CRUISE
% DECEL
S MOTOR
FRBEHAY
4301.
5387.
57.42
67.04
33.48
24.11
37.74
22'.72
15.43
rjtmcK .
\CN-FPEEWA_Y
43040.
51151.
24.06
15.68
27.65
21.85
45.89
20.89
11.37
COMBINcD
47341.
5o53o.
27.09
lo .9<*
29.82
22.07
45.11
21.0 7
11. 75
INTERACTION STAT1STI
FREEWAY
NGN-FREEWAY
COMBINED
** N
~r E(EXP)
El h)XElP)
COVCE.P)
RiE.py
** N
E fJXEl
c(S)XE(E)
COV(S,E)
~"~ ~ R(S,E)
** N
El SXP)"'
E(S)XE{P)
COVtS,P)
R(S,P)
4303.
2626.82
2146.64
480.29
0.654
5?90.
1159.?9'
918.35
240.99
0.823
4303.
1728.00
1467.32
260.75
0.53'8
43075.
579,89
256.93
322,97
0.696
511S3.
"213.37
86.93
131.44
6.800
43075.
312.84
149.35
163.50
0.635
47J/J.
7o5. 7/
3^4. W
41U.d2
u . 728
5o5d3.
308.00
12d.3ci
1 7^. o4
J.o32
47378.
441.37
215. 7!>
22 5.o2
O.oo7
* FREQUENCY USED TO COMPUTE POhEK MEAN,
** EXCLUDES MDTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
* SUMMARY STATISTICS FOR
{RECORD COUNT = 60539,
-
i
N
MEAN
MEDIAN
STD DEV
% ACCEL
,* CRUISE
S DECEL
% IDLE
Ul
CTv
Ul
N
MEAN
MEDIAN
STD DEV
% ZERO '
% ACCEL
% CRUISE
* DECEL
% IDLE
^
FREEWAY
23055.
5J7.28
69 . 20
38.99
23.70
29.59
23.57
23.14
'
FREEWAY
22964.
23.28
25.01
17.47
17.03
14.23
54.92
13.77
17.09
NCN-FREEWAY
37484.
32.5_6_
3.42
38. 14
16.74
17.84
16.58
48.83
o r 1 1 U
NCN-FREEWAY
37103.
9.03
4.13
10.69
40.31'
14.63
30.59
12.78
42.00
-
1
COMBINED
60539.
41*98
1 42.80
40.30
19.40
22.34
19.26
39.0L_ "
NY TRUCK 42:
OPERATING TIME =
1
* N
TQTAJ. N ..
MEAN
MEDIAN
STD OEV
Z ACCEL
? CRUISE
'% OECEL-
* MOTOR
N
COMBINED'
60067,4 .
14.48
10.32 '
15.33 -
31.41
14.48
39,89;
13.16
32.47
** N
E1EXP) -
E(E)XE{P)
CQV(E,P)
RCE.P)
** N
EtSXE)
FCS)XE(E)
COV(Sj_E)
R(S,E).
**. N
EiSXP)
E<'S)XEi'P)
CQV(S,P.J ...
" ' R(S»P) 4
TT DIESEL
14.53 MRS)
FREEWAY .
10448.
5.08
3.73
10.77
10.07
30.35
10.40
49.18
N i t.
FREEWAY
10519. -
302.58
228.39
74. J9
0.163
23055.
1855.92
1331.12
524,82
0,767
10519.
131.73
95.48
0.177
DOU r- o
NON-FREEWAY .
20295.
37103.
4.16
3.21
11-43.
9.82
39.68
10.46
40.04
y
iRACTION STATI
NON-FREEWAY
- '_ ,20632.
70.99
58.79
12.21
0.035
37494.
622.54
291.96
330.59
0.810
20632.
24.50
17.32
O.Otl "
'
COMBINED
30743.-
4.47
3.37
11.22.
y.9i
36.11
10.44
43.53 -
STICS
COMBINED
34151.
149.20
109, 8U
39.31
0.093
60539.
1092.25 *
604,49
467.77
0.7S8
31151.
60.71
40.78
0.119 *
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDI'ANi AND ST.O DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTQRINGJXHJJMN FREtiUENCY c ,
-------
SUMMARY STATISTICS CR NY T*UCK 53: TT DIESEL
(RECORD CCUNT = 47740, OPERATING TIME = 11. 4o HPS)
p.
MEAN
MEDIAN
STD DEV
* ACCEL
{ CPUISE
* DECEL
? IDLE
-
U>
ffx
N
MEAN
MEDIAN
STD DEV
% ACCEL
55 CRUISE
% DECEL
* IDLE
FREEWAY
7198.
64.55
70.44 -
27.17
14.87
b2.93
15.58
6.62
_-
FREEWAY '
7129.
31.69 "
32.38
14.00
31.20
38.31
^6 . 74
3.76
KKM
NCN-FREFWAY
40542.
25.56
6.75~
34.21
10.55
" r2l.8l
10.27
57.37
Sp F E n
1 t t U
NON-FREEWAY
40435.
ff.SB "
0.91
11.73
17. C8
13.93
14.53
54.46
COMBINED
47740.
31 .44
2.14
36.06
11.20
27.97"
11. C7
49.76
-
COMBINED'
47564.
F2.36 ~
4.52
14.70
19.19
17.58
16.36
46.86
-
\
TOT'VL N
MEAN "
MEDIAN
STD DEV
7 ACCEL
* CRUISE
t UECEL
* MOTOR
FREEWAY
4719.
7129.
59.07
70.21
34.07
14.01
42.28
13.80
29.91
ruwcrv
NON-FREEWAY
43857.
40435.
16.87
3.75
28.90
11.71
64.51
11.24
12.55
t
CUMtilNtU
38i)7u.
4 7^0M .
22.03
4.17
32. ot>
12.05
61. Id
11.62
15.15
- INTEK4CTION STATISTICS
FREEWAY NON-FREEWAY
N
EtEXPl
E( EJXEIP)
COV(E,P»
RlEt'PT
N N '
Ersxer":
E(S)XE(E)
COV(S,E)
FUS.E) '
N
E(SXP) ~
E(S)XE(P)
COV(S,P)
RYStP)
4771.
4464.00
3850.82
613.30
0.627
7198.
2333.B5
2051.15
282.74
"0.695
477U
2 07 9". S3
1839.31
240.68
0.458
33932.
1087.49 1
341.21
746.30
0.787
40542.
584^63
229.09
355.55
0.884
33932.
346.04
113.59
232.45
0.745
38703.
503. 71
568. 7d
934. 9i
6.805
47740.
848.37
389.85
458.53
0'.862
387o3.
559.77
215iuJ
344. 7cJ
"0.754"
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TRUCK 55: TT DIESEL
t._RJORg_C_qUNT =_ 95754, OPERATING TIME = 22.98 HRS)
/ ' : '.. ,.:.;>. v- .
* *\
, N y
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
% DECEL
? IDLE
LO
N
MEAN
MEDIAN
STD DEV
1" ZERO
% ACCEL
% CRUISE
* DECEL
£ IDLE
FREEWAY
26774.
56.88
71.23
36.81
13.73
48.33
14.15
23.80
-
FREEWAY
26677.
31.64
36.65
. 21.95
19.34
24.01
32.54
24.79
18.66
RPM
NON-FREEWAY
68980.
26.J9
0.63
* 35.83
9. CO
22. i7
9.29
, 59.54
'
N'QN-FREEWAY
68779.
10.00
0.94
14.55
52.58
13.99
20.01
14.50
51. 50
. .
COMBINED
95754.
34.77
4.25
38.64
10.32
29.48
10.65
49.55
COMBINED
95456,
16.05
4.89
19.53
43.29
16.79
23.51
17.37
42.33
-
r
* N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
? DECJL
% MOTOR
** N
E{EXP)
E ( E ) X E I P )
COV(E,P)
RtEfP)-
** N
EISX'E)
E(SJXEtE)
COV(S,E)
RIS,EJ
** N
E(SXP)
EIS)XE(P)
RtS,Pl
FREEWAY
16086.
26677.
36.12
28.38
34.66
11.93
40..22
13.57
34.28
INT
FREEWAY
16145.
2962.37
1830.70
1131.74
0.775
26774.
2523.10
1804.35
718.78
0.887
16145.
1666.63
1038.22
_ 628.45
0;738
- POWER '
NON-FREEWAY COMBINED
' 48946.
68779.
10.10
3.17
23.41
7.83
59.73
7,47
24.97
ENACTION STATIST
NON-FREEWAY
49065.
708.51
133.32
575.20
0.825
68980.
697.92;
262.68
435.25
0.834
49065.
280.95
56.48
224.48
0.765
V
65032.
95456.
'16.54 ..?V
3.63
2d.90
8.97
54.28
9.18
27.57 '
CS
COMBlNtD
65210.
1266.52
371.92
394.62
0.836
9575.4."*
1208.27 .?-
559.59
648.69
0*85d .
65210. ,,'
624.02
187.44
436.59
" 0.787 --^
'* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES, MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOP NY TRUCK 56: TT CiESEL
(RECORD CCUNT = 110117, OPE^-TING TIME = 26.43 MRS)
FREEWAY
N
MEAN
MEDIAN
STD DEV
% ACCEL ,
* CRUISE
* DECEL
% IDIE_
Ul
F
N
MFAN
MEDIAN
STD DEV
% ZERO
* ACCEL
% CRUISE
% DECEL
% IDLE '
49tO.
47.38
50.34
19.00
4.14
66.57
3.79
5^50
-
REEWAY
4930.
36.99
37.70
15.39
r."2~6
14.02
72.47
12. rr
1.24
» Kn
NCN-FREEWAY
1C5177.
14.52
0.67
19.65
6.30
28.44
5.76
59.50
corcn __ _
ortCU
NCN-FREEV^Y.
' 104775.
12.15
3. 11
14.75
43.24
18.33
23.54
14.37
43.77
COMBINED
110117.
15.99
0.74
20.76
6.20
31 .06
5.67
57.07
_
COMBINED"
109705.
13.27
4.11
15.65
*1 . 36
18.13
25,73
14.27
41.86
-i
x
t
**
**
N
TCTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
? CKUISE
% DECEL
* MOTOR
N
ElEXPJ
E(E)XE(P>
COV(E,P)
R ( E , P )
N
E ( S XJE ) "
E
10. bti
12. dO
c T j r -^
b 1 1 C5
-.-CuMbfNEL
93020.
B49. 7j
329. 6y
520.04
0/773
110117.
" '" "480.57
211.83
26B.74
0.^24
93020.
378.25
246.05
332. 2u
0.67^
* FREQUENCY USED TO COMPUTE POWER MEAN,
** EXCLUDES MOTORING COLUMN FREUUENCY
MEDIAN, AND STD OEV; EXCLUDES MOTORING FREQUENCY
-------
' SUMMARY STATISTICS FOR NY TRUCK 60:
> \ '
._ (RECORD. CCUNT_ = 55157, QPERATI NG..T IME
TT DIES6L
13. 24 HRSL
, ^ ,,...^. .^'V' J
1
N
MEAN ,
MEDIAN
STD DEV
% ACCEL
IS CRUISE
% DECEL
% IDLE
OJ
- N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
* CRUISE
* DECEt
% IDLE
FREEWAY'
12052.
46.83
24.38
9.74
63.41
10.45
16'. 40.
FREEWAY
12051.
25.88
25.33
16.67
4.20
25.13
47.27
21.87
5.73
NCN-FREEWAY
43105.
LSjQJ
» 0,77
25.02
7.34
27.31
7.9"0
57.45
o Ft t U
NCN-FREEWAY
43046.
8.92
5.57
10.21
17.71
20*12
43.71
16.76
19.41
'" ' >
COMBINED
55157.
23 1 19
6.26
26.70
7.87
35.21
8.46
48.47
COMBINED
55097.
12.63
6.60 ^
13.83
14.76
21.21 ,
44.49
17.88
16.42
. - _._ _
'* N
TOTAL N
MEAN
MEDIAN
STD DEV
X ACCEL
? CRUISE
% MOTOR
\
** N
E(EXP)
EIE)XE(P)
COViEjP)
R ( E , P 1
** N'
E(SXE)
E(S)XEiE)
COV(S,E)
** N
E(SXP)
E(S)XEtP)
FREEWAY J
9647.
12051..
34.89
29.81
29,82
20.76
41.90
2L.77
15.57
FREEWAY
964J.
1900.98
1411.95
489.09
0.629
12052. '
1387.90
1073.43
314,50
0.770
26,48.. _
1144.40
8,92.59
251<:33_-^_
6 .'481
. - - *
run on
39021.
43046.
- 14.52
4.89
21.40
17.11
58.45
18.13
6.31
UCTION STATI
NON-FREEWAY
39080.
567.73
225.73
342.07
0.657
43105.
369.45
161.14
208._32
0.811
_ . 39080.-
235.80
' 117.09
118.70-
0.557
.COMBINED
48668.
55097.
18.56
8.02
24.66
17.91
54.83
18.93
8.34 £*
CT T r C
COMBINED '
4672ii. "^
831.74
379.99
451.76 l
: 0.688
t
55157. ft
591.98 :
292.66
29,9.3_3_
0.807 K^
48728.
445.b9
214.00
201.70 J
0 . 5'94"V'T*
* FREQUENCY USED TO
** EXCLUDES MOTORING
COMPUTE POWER MEAN,
COLUMN FREQUENCY
MEDIAN* AND STD DEV; EXCLUDES MOTORING^FREQUENCY
-------
SUMMAKY STATISTICS FOK NY TRUCK c5: ' TT CIESEL
(RECORD CCUNT = 39947, OPERATING TIME = 9.59 HRS)
N
MEAN '
MEDIAN
STD DEV
% ACCEL
% CRUISE
% DECEL
% IDLE
Ul
-J
o - - -
rj
MEAN'
MEDIAN
STD DEV
* 7ERD"-
I ACCEL
* CRUISE
T DECET -
? IDLE
t
FREEWAY
29639.
78.39
89.24
29.77
4.29
63.66
4.28
7.77
FPEEWAY
296C9.
"~37".ao
43.72
14.94
~6bT6
29.14
39.70
~24~.96~ '
6.20
NCN-FREEWAY COMBINED
10308.
39.08
37.59
35.38
13.56
42. 13
12.79
31.52
ort t U
N:N-FR^EV
10297.
11.63
10.27
10. 15
~-~2 6. 75
'25.19
27.46
2T".7J2-
25.33
399^7.
68.24
82.56
35.72
6.68
72.04
6.48
13.90
J?V '"CCA'DINEC "~"
39906.
" 51.05
36.90
17.98
" " T1.76
28.12
36.55
"2^T.20~
11.13
* N
TOTAL N
MEAN
MEDIAN
STD DEV
? ^CCLL
* CRUISE
% D2CEL
% MOTOR
'
** N
t(EXP)
FlEJXEtPJ
COV(Ef'P)
R ( E", P ) " '
** N
etsxE)
E(S)XE(E)
COV(S,E)
" Ri'StE)
*# N
E'(SX"P)
E(S)XE(P)
COV( S,P)
R(S»P)
FREEWAY
28359.
2960,9.
70.68
85.87
31.51
21 .94
52.82
22.78
2.47
_ _ T MT
| |\j |
FREEWAY
28386.
6266.02
5562.07
703.97
0.743 "
29639.
3364.78
2963.59
401.20
J.d*9
28386.
3 034; 2 2
2690.77
343.46
0.726
K'JHCK
NGN-FREEWAY
9290.
1Q297.
29.59
21.67
31.04
2^.20
46.65
24.95
4.20
EKACTION STATI
NON-FREE WAY
9301.
1727.12 "
1068.21
658.99
"0.601"
10308.
73"0.61
454.23
276.40
0.767
9301.
499.49"
326.82
172.70
0.544 '
COMBINED
37otV.
39906.
o0.5t
72.50
3o.05
22.52
51.23
23.34
2.91
C T T f C *_
5 1 I Ci>
COMdi.gED
j>7087.
5145. d3
4U/.o/
1018. Id
0. 775 /
399<»7.
2 685. Ob"
2119.02
566.J-+
J . d7d .
376b7. _
24'0tt. oti
1900.93
5^7.7'*
0.774
* FREQUENCY USED TO COMPLTE POKER MEAN,
** EXCLUDES MOTORING COLUMN FREQUENCY
MEDIAN, AND STD DEV; EXCLUDES MOTORING. FREQUENCY
-------
SUMMARY STATISTICS FOR LA TRUCK 90= BUSES
{RECORD CGJJNT .= . 62267, OPERATING TIME = 14.94 HRS)
F
N'
MEAN
MEDIAN '
STD DEV
% ACCEL
2 .CRUISE
i DECEL
% IDLE
:RESWAY" 1
4064.
62.44
64.81
19.74
£.93
78.93"
7.41
4.73
'JON-FREEWAY
58203.
35.3Q
42.00
27.44
13.00
49.22
9.15
28.63
COMBINED
62267.
44.' 01
27.82
12.74
51 . 16
9.04
27.07
* N
TOIAL N _
MEAN
MEDIAN
STO DEV
% ACCEL
? CRUISE
% DECEL,
% -MOTOR
i, '
FREEWAY
3207.
._ 4020.,.. .. .
72.32
8 8.. 44
33.53
18.93
45.97
15.25
N ON -FREE WAV ____CO_MB1 NED
38729,
.5759^.
- 39.16
24.08
41.27
14.65
42.14
15.6.0
27.62
41936.
30.28
41.67
14.92
42.39
-15.8.7
26.82
N
MEAN
MEDIAN
STD. DE_V_ _
Z ZERO
.1 ACCEL
% CRUISE
% DECEL
% IDLE
_ c DC c n
b r t. U U -
FREEWAY NCN-FREEWAY
4020. 57595.
47.29 ' 20.C9 '
51.63 21.67
13.74 13.82
2.64
27.11
52.56
17.81
2.51
. --
16.21
34.21
25.37
24.37
16.05
CCMBINED
61615.
21.87
23.17
15.36
15.33,
33.75
27.14
23.94
15.17
'
** N
£
-------
SUMMARY STATISTICS rO* LA TRUCK 91: 6U3c5
(f-ECOPD COUNT = 101382t OPERATING TIME = 24.33 MRS)
F9rcWAY
N 0.
MEAN
MEDIAN
STD DEV
% ACCEL
'« CRUISE
X DECEL
% ICLE
F~REEWAY "
N 0.
MEAN
MEDIAN
STD DEV
% ZTRO
* ACCEL
X CRUISE
% DETJET
% IDLE
. - D DM -. -.
NCN-FRfcEWAY
101332.
31.10
23.14
30.06
14.66
34. S7
13.25 '
37.12
c D n c n
i>rt tU
NCN-FREEWAY "
101328.
13". 55 " "
13.00
12.00
23.11
31.. 42
18.35
-25.C8- "
25. 14
COMBINED
101382.
31.10
28.14
30.06
14.66
34.97
13.25
37.12
CPMBINFC
101328.
13.55"
13.00
12.00
23.11
31.42
18.35
~25~.~0~~3
25.14
* N
TOTAL N
MEAN
MEDIAN
STD DEV
* ACCEL
* CRUISE
% DECEL
* MOTOR
FREEWAY
0.
0.
N
E(EXP)
EIE)XE(P)
COV(EVP)
R(EtP)""
N
E(SXEJ
E(S)XECE)
COV(S,E)
R(S,E)
N
EISXP)
EJS)XE(P)
iCOV(S_, P)
R(S,P) """
KUWTK
NON-FREEWAY' .
6^)823.
101328.
29.73
11.26
32.60
14.11
49.27
9.17
27.45
COMdlNEu
6S62J.
10132B.
29.73
11.26
32.00
14.11
49.27
V . i7.
27 ,
-------
SUMMARY STATISTICS FOR LA TRUCK 94: BUSES
(RECORD COUNT =,132561, OPERATING TIME = 31.81 HRS)
N
MEAN
MEDIAN
STO OEV
% ACCEL
% CRUISE
£ DECEL
*- IDLE.
_ __
w
-j
U)
N
MEAN
MEDIAN
STO DEV
? ZERO
% ACCEL
X CRUISE
§ DECEL
% IDLE
-
FREEWAY
37547.
57.26
60.15
21.51
7.00
81.45
6.58
4.97
FREEWAY
37535.
43.85
48.77
15.27
1.80
18.70
64.78
14.45
2.07
NON-FREEWAY
95014.
37.85
39.44
32.22
19.66
34.82
17. C7
28.45
NCN-FREEWAY
94922.
16.28
14.28
13.69
17.39
29.95
28.38
22.93
18.71
COMBINED
132561.
43.35
48.69
30.85
16.07
48.04
14.10
11.79
COMBINED
132457.
24.09
21.71
18.83
12.97
26.7?
38.70
20.52
13.99
FREEWAY N(
* N 24513.
TOTAL N 37535.
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
S OECEL
% MOTOR
** N
E(EXP)
E(E)XE(P)
COVCELP>
R { E , P )
** N
E(SXE)
EiS)XE(E)
COV(S»E)
RJS,EI
** N
E(SXP) ,
E(S)XE(P)
COV( S » P J.
R(S»P1
65.49
74.80
35.34
13.02
40.19
16.76
30.03
T M T C O f
1 N I t KA
FREEWAY
24523.
3999.25
3793.91
205.35
0.258
37547.
2722.00
2512.02
209.99
0.632
24523.
3013.56
2673,. 31
140 . 25
0.244
JN-FR£EWAY COMBINED
58263. 8277o.
94922. 132457..
38.50
20.07
41.64
14.24
38.73
14.53
32.50
ACTION STATISTI
NON-FREEWAY
58318.
2001.40
1121.38
880.03
0.656
95dl4. *
931.35
615.84
315*52
0.714
. 5_6 31 8 .
847.54
496.24
351.31
0.592
46.49
43.36
41.74
13. d9
39, It
15.16
31.80
r c
Lo
COMBlNtD
828-*!.
2592.82
1750.49
842.33
0.622
132561.
1438.54
1044.02
394.52
0.676
__ 6284-1.
1488.74
1025.61 .
4b3. 14
0.541 -
* FREQUENCY USED TO COMPUTE POWER MEAN. MEDIAN, AND STD DEV; EXCLUDES MOTORING FREQUENCY
,G COLUMN FREQUENCY..., . _.;__.. .
-------
SUMMARY STATISTICS FOR NY T^UCK 30: BUSES
(RECORD COUNT = 115753, OPERATING TIME = 27.78 HRS)
FREEWAY
N 0.
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
% OECEL
S IDLE
FREEWAY
N 0.
MEAN "
MEDIAN
STD DEV
% Zt RO
* ACCEL
% CRUISE
% UblEL
% IDLE
.. - _ , T, _ D f> M »_ _!.
N3N- FREE WAY
115753.
29.06
-0.09
36. 4
15.79
18.06
14.77
51.38
" "NCN-FTTEEWA"Y
115236.
5.03
3.30
5.44
34.95
23.27
18.40
'20. 10
38.23
~
. . ....
Cp'MBINEC
115753. *
29.06
-0.09
36.48
15.79
18.06
14.77
51.38
CWBINFO-"- -
115236. **
5VO"3~
3.30
5.44
34.95
23.27
18.40 **
20.11T
38.23
**
.
~
N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
Z CRUISE
S DECEL
? MOTOR
-_
N
E(EXP)
E(E)XE(P)
COV(E.P)
R
-------
SUMMARY STATISTICS FOR NY TC
COMBINED
17052.0.
1975.14
821.10
1154._05
0.640
220924.
505.52 -
297.65
._. .^QT^bb
O.t.51
170556.
432.06
245.85
1^6. ZQ
0.513
* FREQUENCY USED TO COMPUTE POWER MEAN, MEDIAN,
** EXCLUDES MOTORING. COLUMN FREQUENCY.,. .._.._
AND STD DEV;X EXCLUDES MOTORING FREQUENCY
-------
SUMMARY STATISTICS FOR NY TKUCK 82: BUSES
(RECORD CCUNT = 162415. OPERATING TIME = 38.93 HPS)
N
MEAN
MEDIAN
STD DEV
* ACCEL
% CRUISE
* DECEL '
? IDLE
\
Ul
-J
cr>
N
" MEAN "
MEDIAN
STD DEV
? ZERO
I ACCEL
X CRUISE
* DtCEL
* IDLE
»
-
FREEWAY
3315.
62.32
70.80
31.53
7.56
70.90
8.87
12.68
FREEWAY
3282.
30.19
33.96
13.34
1.37
37.51
30.26
29.56
2.68
NDN-FP.EEWA*
159100.
23.66
0.93
29.75
12.70
22.09
14.71
50.50
SOP pn -
r L CU
NCN- FREE WAT
158574.
9 .-04" '"
4.38
10. 72
33.35
26.63
12.89
2:1.36
37. 12
'
COMBINED
162415.
24.45
0.96
30.29
12.59
23.08
' 14.59
49.73
-
~~rOT*BTNTD~~" ~~
161856.
"" ^5.47"
4.74
11.18
32.71
26.85
.- 13.24
23.48
36.42
; -
* N
TOTAL N
MEAN
MEDIAN
STD DEV
% ACCEL
% CRUISE
'% OECEL
% MOTOR
** N
-E(EXP)-
E(6)XE(P)
CCV(E.P)
P i E ,~P~ )
** N
" E(SX"E)
E(S)XE(E)
COV(S,E)
RCS.El .
** N .
~Ersxi5.r ~
E(S)XE(Pi
coves, PI
R
0.514
3315.
22~5T.T2
1884.04
368.78
0.877
1906.
632.39
512.20
120.26
0.494
_ NON-FREEWAY
<
118470.
158574.
7.34
3.64
1 1 . 95
10.29
60.66
9.00
20.04
TERACT10N STATI
NON-FREEWAY
118684.
421.^96^
142.27
279r69
0.769
159100.
- - V43T56
214.86
228.71
'" "0.715""
' 'v '
118684.
100.92
45.32
55.60
0.506
COMBINED
120Jt»b.
161b56.
7.i>2 ~
3.68
12.13
10. J3
60.19
9.05
20.43
r-T i r c
il I Ci>
LOrtoiNt~D'~
i2oL)S«0.
""" 43o/73
1^0.20
2d6.53
0. 766
162415. **
480.4*
232.58
2«*7.91
0.729
120590.
109.32
48.91
60.41
0.51o ^t
* FPEQUENCY USED1 TO COMPUTE POWER MEAN, MEDIAN, AND STO DEV; EXCLUDES MOTORING FREQUENCY
** EXCLUDES MOTORING COLUMN FREQUENCY
-------
SUMMARY STATISTICS FOH NY TRUCK 83: BUSES
_(RECORD CCUNT = 46836, OPERATING TIME = 11.24 HRS)
N
MEAN
MEDIAN
STD DEV
% ACCE-L
% CRUISE
* O'ECEL
.... $ IDLE
~ -j~ . ~
N
MEAN
MEDIAN
STD DEV
% ZERO
% ACCEL
% CRUISE
* DECEL
% IDLE
FREEWAY NCN-FP.EtWAY
0. 46836.
16.91
-0.30
24. 19
13 . 1 3
17.92
11.98
._' -- .56.96.
c D c cn
o r t tU
FRE ; EW AY"' NCN^FREEW AY
0. 46815.
6.71
2.94
8.16
40.82
25.18
12.44
23.80
38.58
COMBINED
46836.
16.91
-0.3.0
24. 19
13.13
17.92
11.58
. 56 . 96 ^
"COMB"INED~
46815.
6.71
2,94
, 8.16
40.82
25.18\
12.44
23.80
38.58
N
N
TOTAL
MEAN ,
MEDIAN
STD DEV
% ACCEL
* CRUISE
1 DECCL
% MOTOR
FREEWAY
0.
0..
KUWCK
NQN-FPEJ)
35603.
46 815...
24.54
3.97
34.24
13.46
57.07
11.50
17.97
35603.
24.54
3.97
34.Z4
13.46
57.07
17.97
INTERACTION STATISTICS
**
**
**
N ,
E
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
EPA 460/3-78-008
3. RECIPIENT'S ACCESSIOWNO.
4. TITLE ANDSUBTITLE
Heavy-Duty Vehicle Cycle Development
5. REPORT DATE
.Tilly 1Q7ft
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
Malcolm Smith
8. PERFORMING ORGANIZATION REPORT NO
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Systems Control, Inc.
Environmental Engineering Division
(formerly Olson Laboratories)
421 E. Cerritos Ave., Anaheim, California 92805
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
68-03-0411
12. SPONSORING AGENCY NAME AND ADDRESS
Environmental Protection Agency
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor. Michigan 48105
13. TYPE OF REPORT AND PERIOD COVERED
14. SPONSORING AGENCY CODE
EPA-ORD
15. SUPPLEMENTARY NOTES
16. ABSTRACT
This report presents a summary and documentation of the work performed
under EPA Contract No. 68-03-0411, entitled "Heavy-Duty Vehicle Cycle Develop-
ment." Program objectives were successfully met with the development of
computer software to edit the CAPE-21 heavy-duty vehicle raw-data base, to
process the data base into matrix formats suitable for the Monte Carlo genera-
tion of representative engine-dynamometer and chassis-dynamometer test cycles,
and to generate and analyze cycles. At least 3 candidate cycles were selected
for submission to EPA for each of 16 vehicle categories.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.IDENTIFIERS/OPEN ENDED TERMS C. COSATI Field/Group
18. DISTRIBUTION STATEME\
Release to Public
19. SECURITY CLASS (This Report)
Unclassified
21. NO. OF PAGES
20. SECURITY CLASS (This page I
Unclassified
22. PRICE
222C-1 (9-73;
------- |