APT.D-1523
HEAVY DUTY VEHICLE
DRIVING PATTERN AND USE SURVEY
FINAL REPORT
PART I
NEW YORK CITY
Prepared For
ENVIRONMENTAL PROTECTION AGENCY
AND
COORDINATING RESEARCH COUNCIL, INC.
APRAC CAPE 21-71
By
lA/ifiur ^>mitk and ~St6
May, 1973
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APT.D-1523
HEAVY DUTY VEHICLE
DRIVING PATTERN AND USE SURVEY
FINAL REPORT
PART I
NEW YORK CITY
Prepared By
JOHN C. COSBY
WILBUR SMITH AND ASSOCIATES
4500 JACKSON BOULEVARD
COLUMBIA, SOUTH CAROLINA
Contract Number: 68-01-0414
EPA Project Officer
John W. Bozek
Preben Ostberg
Prepared For
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
and
THE COORDINATING RESEARCH COUNCIL, INC.
30 Rockefeller Plaza
New York, New York 10020
May 1973
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The APTD (Air Pollution Technical Data) series of reports is
issued by the Office of Air and Water Programs, U.S. Environmental
Protection Agency, to report technical data of interest to a lim-
ited number of readers. Copies of APTD reports are available free
of charge to Federal employees, current contractors, and grantees,
and non-profit organizations - as supplies permit - from the Air
Pollution Technical Information Center, U.S. Environmental Pro-
tection Agency, Research Triangle Park. North Carolina 27711 or
may be obtained, for a nominal cost, from the National Technical
Information Service, U.S. Department of Commerce, 5285 Port Royal
Road, Springfield, Virginia 22151.
This report was furnished to the U.S. Environmental Protection
Agency by Wilbur Smith and Associates, Columbia, South Carolina,
in fulfillment of Contract Number 68-01-0414. The contents of
this report are reproduced herein as received from Wilbur Smith
and Associates. The opinions, findings, and conclusions expressed
are those of the author and not necessarily those of the Environ-
mental Protection Agency.
Material contained in this report is partially based upon the 1963
Truck Origin-Destination Survey conducted by the Tri-State Reginal
Planning Commission. The Commission made these survey records
available to Wilbur Smith and Associates for their subsequent
reprocessing and use. The latter organization is solely, responsible
for the analyses and interpretations derived therefrom and used
in this report.
Office of Air and Water Programs Publication Number APTD - 1523
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TABLE OF CONTENTS
Chapter 1 INTRODUCTION
The Work Program
Data Sources for the New York City Area
Applicability of 1963 Survey Data
Chapter 2 TRENDS IN TRUCK REGISTRATIONS
Page
1
2
3
7
8
State Registrations to National Totals 8
Study Area Registrations to State Registrations 10
Age Distribution of Truck Population 10
Per Capita Truck Registrations 10
Trends in Truck Registrations in the 3-State
Area to New York City 14
Interpretation of Trend Data 14
Chapter 3 CHARACTERISTICS OF TRUCK POPULATION -
NEW YORK CITY 17
Gross Vehicle Weight 17
Vehicle Type 17
Body Type 18
Type of Fuel 19
Truck User Characteristics 19
Overview of Truck Population 19
Distribution of Trucks by Body and Fuel Type 20
Distribution of Trucks by Body Type 20
Distribution of New York City Registration
by Fuel Type, Vehicle Type and Weight 24
Distribution of Trucks by Vehicle Type and
GVW from Survey 26
Distribution of Trucks by County and Gross
Vehicle Weight 26
Distribution of Truck Population by Fuel
Type and Model Year 29
Truck Ownership by Industry Type 29
Distribution of Trucks by Vehicle Type and
Industry Type 29
Distribution of Single-Unit and Tractor-
Trailer Combinations by Industry Type
and GVW 33
.Fleet Size 33
Correlation of GVW and Empty Weight 33
Omission of Certain Vehicles in Data 37
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Chapter 4 PATTERNS OP TRUCK USAGE 38
Number of Trips by Industry Type and
Vehicle Type 38
Trip Characteristics by Vehicle Type 40
Trips and Mileage by Vehicle Type 40
Trip Elapsed Time by Vehicle Type 44
Travel Characteristics of Trucks
Over 6,000 pounds GVW 44
Trip Types for Trucks over 10,000 48
pounds GVW
Trip Characteristics by Single-Unit and
Tractor-Trailer Combination Aggregations 52
Distribution of Trips by GVW and
Industry Type 52
Distribution of Expanded Truck-Miles
by Industry Type and GVW 52
Statistical Analysis of Truck-Trips 56
Trip Characteristics by GVW Stratums 56
Time Distribution of Truck Trips 56
Chapter 5 INTENSITY OF TRUCK TRAVEL - NEW YORK CITY AREA 64
Estimation of Truck WMT on Arterials and
Expressways 64
Estimation of Total Truck VMT 67
Chapter 6 CONCLUSIONS 69
Potential Stratification Parameters 70
Engine Fuel Type 70
User Industry Type 70
Truck Characteristics 70
Recommended Stratification Parameters 71
Aggregating by Vehicle Type 71
Aggregating by GVW 76
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Paqe
APPENDIX A CALCULATION AND SELECTION OF STRATUM
BOUNDARIES FOR GROSS VEHICLE WEIGHT
TRUCK CHARACTERISTICS A-l
Conventional Boundaries A-l
Statistical Boundaries A-2
Conclusions A-2
APPENDIX B BUSINESS OR INDUSTRY CODES B-l
APPENDIX C SUPPLEMENTAL TABULATIONS C-l
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FIGURES
Figure
Number
1 Trends in Truck Registrations Nationwide and
in the States of California and New York 9
2 Trends in Truck Registrations in Los Angeles
County and New York City versus Respective
State Total Registrations 11
3 Distributions of Truck Age in New York City
Area Compared with National Average 12
*J Trends in Per Capita Truck Registrations -
Los Angeles County and New York City 13
5 Comparisons of Time Distribution of Truck
Trips Between 1963-^ and 1971 60
5-1 New York City Expressway and Arterial Network 65
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TABULATIONS
Table Page
1 Data Source Summary 5
2 Trends in Motor Truck Registrations - New York,
Connecticut, New Jersey - 5 Boroughs of New
York City 15
3 1971 Motor Truck Registration - Distribution of
Trucks by Body Type and Fuel Type 21
4 Stratification of Trucks over 6,000 Pounds GVW
by Type of Body for SV and TT Trucks 22
5 Comparisons of Body Type - New York City Area 23
6 Percent of Total New York City Registrations by
Fuel Type, Vehicle Type and GVW 25
7 New York City Truck Population by GVW and Type
of Truck 27
8 1971 Motor Vehicle Registrations by County and
Vehicle Weight 28
9 Number of Vehicles Registered by Model Year and
Fuel Type - 105? Sample of the Last 10 years Models 30
10 Analysis of Truck Ownership by Industry Type 31
11 Number of Trucks over 6,000 Pounds GVW by Vehicle
Type and Type of Industry 32
12 Distribution of Trucks over 6,000 Pounds GVW by
Single-Unit/Tractor-Trailer, Industry Type and
GVW Category 3^
13 Truck Operators Reporting Number of Trucks
Garaged at Same Address by Industry Type 35
14 Correlation Study Between Gross Vehicle Weight
and Empty Weight of Trucks 36
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TABULATIONS (Continued)
Table Page
15 Number of Reported Trips by Industry Type and
Vehicle Type for All Vehicles over 6,000 Pounds
GVW 39
16 Number of Daily Trips Reported by Vehicle Type
and Industry Type for Trucks over 6,000 Pounds
GVW 41
17 Trip Characteristics by Vehicle Type over 6,000
Pounds GVW 42
18 Average Airline Miles and Per Cent of Total
Internal-Internal and Internal-External Trips
by Vehicle Type 43
19 Number of Trips and Airline Mileage of Truck
Trips for Trucks over 6,000 Pounds GVW by
Vehicle Type 45
20 Trip Elapsed Time in Minutes for Trucks over
6,000 Pounds GVW by Vehicle Type 46
21 Summary of Urban Truck Travel Characteristics
by Vehicle Type - All Trucks over 6,000 Pounds
GVW 4?
22 Statistical Analysis of Trip Characteristics by
Vehicle Type 49
23 Statistical Analysis of Trip Characteristics of
Internal Truck-Trips by Vehicle Type for Trucks
over 10,000 Pounds GVW 50
24 Statistical Analysis of Trip Characteristics of
External Truck-Trips by Vehicle Type - Trucks
over 10,000 Pounds GVW 51
25 Statistical Analysis of Interborough Trip
Characteristics by Vehicle Type for Trucks over
10,000 Pounds GVW 53
26 Summary of Statistical Analysis of Trip Character-
istics for Trucks over 10,000 Pounds GVW 54
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TABULATIONS (Continued)
Table Page
27 Distribution of Truck Trips by Single Unit and
Tractor-Trailer, Industry Type and Gross Vehicle
Weight Category 55
28 Distribution of Expanded Truck-Miles by Single
unit and Tractor-Trailer, Industry Type and
Gross Vehicle Weight Category 57
29 Statistical Analysis of Truck-Trips by Single
Unit and Tractor-Trailer Combinations by Industry 58
30 Summary of Urban Truck Characteristics by GVW
Category 59
31 Time Distribution of Truck-Trips for Trucks over
10,000 Pounds GVW by Vehicle Type and Industry
Type 61
32 Truck Mileage by Type of Roadway 66
33 Results of Variability Tests Between Vehicle Types
and Their Travel Characteristics 75
A-l Calculation of Stratum Boundaries for GVW Truck
Characteristics A-3
C-l Number of Daily Truck-Trips of Trucks over 6,000
Pounds GVW by Vehicle Type C-l
C-2 Number of Trucks by Gross Vehicle Weight and
Vehicle Type C-2
C-3 Statistical Analysis of Internal and External
Trips by Borough and GVW Category C-3
C-4 Statistical Analysis of Interborough Trips by
Linkages and GVW Categories C-^4
C-5 Statistical Analysis of Internal-Internal Trip
Characteristics by Borough C-5
C-6 Average Network Speeds by Roadway Type Prom
Tri-State Traffic Model C-6
C-7 1971 Truck Registrations - Last lO^year Models C-7
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TABULATIONS (Continued)
Table
C-8 Number of Vehicles Registered by Body Style,
Wheel Code and Fuel Type - 10% Sample of
Last 10 Years Models - 1971 C-8
C-9 Number of Vehicles Registered by Body Styles,
Gross Vehicle Weight and Fuel Type - 105?
Sample of Last 10 Years Models - 1971 C-9
C-10 Number of Vehicles Registered by Wheel Code,
Gross Vehicle Weight and Fuel Type - 1Q%
Sample of Last 10 Years Models - 1971 C-10
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Chapter 1
INTRODUCTION
This report presents data collated from various sources
which identify the composition, function and travel behavior of
urban truck travel in New York City. From the data, various
stratifications have been organized to permit the characterization
of mission, function and use patterns of trucks operating over
urban streets. These stratifications will be employed to develop
representative truck-use patterns for development of emission tests.
The study was Phase I of a two-phase program jointly under-
taken by the Environmental Protection Agency and the Coordinating
Research Council, Inc., under contract CRC APRAC Project No. CAPE-
21-71 (1-72) . The study objective was to assemble these data for
both the Los Angeles Basin and New York City areas from existing
data sources. However, data related to the Los Angeles Basin
proved to be inconclusive and additional survey activity has been
recommended to permit comparative stratifications between both
areas. Because of the pressing need for data to proceed with
Phase II of the program, it has been decided to publish the final
report in two parts. Part I, represented by this document, reports
the truck pattern and use data related to New York City. Part II,
relating to the Los Angeles Basin, will be published subsequently
when supplemental studies in that area have been completed.
Phase II of the program will be undertaken as a separate
contract. This element will select and stratify heavy-duty
vehicles, over 10,000 pounds gross vehicle weight. An economical
sample of trucks representative of the total population in each
area will be instrumented and operated in normal fashion to collect
detailed operating profile data of truck operation not now available
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in existing data. The data will include the recording of engine
speed, vehicle speed and per cent of rated engine torque, plus other
data. Processing of these data will provide truck operating profile
data required to develop emission testing procedures, including a
representative engine test cycle for emission control measure
qualification of new engine designs.
The Work Program
The work program was divided into four tasks:
Task 1. Orientation and Available Information - This effort
was the identification and collection of available information
on urban trucks and truck usage from existing literature, vehicle
registration records, urban truck weight (loadometer) studies,
comprehensive urban area transportation planning studies, fleet
operator statistics and other available data sources for the Los
Angeles and New York City areas.
Task 2. Analysis of Vehicle Characteristics and Truck' Use Variables -
Meaningful characteristics of the urban truck population were
assembled from the information derived-in Task 1 by detailed
stratification and analysis to reduce and simplify the number of
categories of trucks and the kinds of travel they perform.
Task 3. Analysis of Truck-Use Patterns - The travel performed
by each of the major classes of vehicles defined in Task 2 were
examined in relation to place and time and extent of use, type
'V .
of street traveled, place and length -of time at rest, vehicle
miles of travel by geographic unit of area and street type, and
land-use traversed. Two general sets of data resulted—the general
characteristics of truck .use and the spatial patterns of truck use
on the street network.
Task 4. Data Deficiences and Requirements^ - In the process of
assembly and analysis of available data, additional information
was identified as needed to improve the analysis.
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Data Spurges for the New York City Area
The New York City area is geographically unique in that
natural barriers practically surround it, forcing most external
traffic to cross one of the bridges or pass through tunnels under
rivers. Since these facilities, for the most part, charge tolls,
very good statistical data on the nature and frequency of truck
traffic was available. Within the area, three islands contain
four of the five boroughs. Interchange of traffic between these
boroughs is accomplished by strategic bridge and tunnel crossings,
tending to channelize inter-borough travel.
An important data base for the study was a Truck-Taxi
Survey conducted in 1963 by the Tri-State Transportation Committee
(the forerunner of the Tri-State Regional Planning Commission).
The geographical area covered by the Truck-Taxi Survey, termed the
Cordon Area, includes the areas surrounding New York City in the
three states of New York, New Jersey and Connecticut. A three
percent random sampling of trucks and taxis registered within the
defined cordon area was designed and conducted for that study.
The sample was selected in three independent subsamples of 1 percent
each with varying degrees of preliminary geographic stratification.*
A total of 14,623 interviews were assigned. Completed truck inter-
views totaled 10,510, for a completion of the entire survey of
72 percent. After adjusting for 1,275 out-of-scope sample units
never assigned to interviewers, the completion rate was computed
to be 78 percent. The survey total trips reported was 74,031, with
an average number of trips per interview of 7.04. Of the completed
interviews, 3,505 truck owners reported no trips.
* A summary of sample selection methods is given in TRUCK-TAXI
FIELD OPERATIONS REPORT, August 1965, Tri-State Transportation
Committee; with a treatment in greater detail in Technical Report
#4005-2273, Tri-State Transportation Committee.
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Since the objectives of the CAPE 21-71 Study was the New
York City area, a special sort of these data was obtained from
the Tri-State Regional Planning Commission. This sort selected
only trucks reporting trips with either origin, destination or both
orgin and destination within New York City. This compression of
data resulted in data on 1,047 trucks making 10,665 internal trips
and 643 trips with one trip end (internal-external) within New
York City.
To obtain registration data for the study, a sample of
1971 truck registrations by county for the 9-county area was obtained
from R. L. Polk and Company. Polk processes data for the New
York State Department of Motor Vehicles under contract and is the
sole source for these data. Nineteen Hundred Seventy-one was the
earliest year available. Trucks of the last 10 model years are in-
cluded. A random sort was performed of every 10th truck over 6,001
pounds GVW. A total of 7,547 trucks in the 9-county area resulted.
Another important data source was the traffic count data
taken at approximately 275 cordon points during the period of
6 A.M. to 8 P.M. or 2 P.M. to 8 P.M. for a typical weekday in
1962-63. Since these cordon points were associated with express-
ways, parkways and principal urban arterials, and were dispersed
strategically throughout the area, these volumes were assigned
to a network of these facilities and used to estimate.vehicle
miles of travel by vehicle type performed on these categories of
roadways.
Average travel speed from the Tri-State street inventory
and land-use planning data were associated with this network to
present the nature of the travel in various zones within the city.
A summary of study data source, information available
and use in the study is given in Table 1.
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DATA SOURCE
1. Origin-Destination Truck
Surveys
a) Tri-State 1963 Truck-
Taxi Survey (Tri-
State Regional
Planning Commission)
b) Trans-Hudson Vehicular
Origin-Destination
Survey - 1970
c) Staten Island Bridges -
1968 Vehicular Origin/
Destination Survey
Motor Vehicle Registration
Files
a) 1971 New York Metro
Area Truck Registra-
tion File
(R. L. Polk & Co.)
Table 1
DATA SOURCE SUMMARY
NEW YORK AREA
INFORMATION AVAILABLE
Sample interview surveys for all trucks
over 6,000 pounds registered in the
three-state planning region. Truck
data: axles and weights, type of
industry, owned or rented vehicle. Trip
data: origin-destination, land use,
commodity type, density, weight, trip
time, trip elapsed time, and trip air-
line distance.
O-D data for trucks and trailers by
percentage for 18 zones west of the
Hudson and 15 zones east of the Hudson
River. (George Washington, Lincoln,
and Holland Crossings)
O-D data for trucks and trailers by
percentage for 13 zones north and 12
zones south of Kill Van Kull. (Goethals,
Bayonne, and Outerbridge Crossings.)
10 percent sample of trucks over 6,000
pounds registered in the nine-county
New York area with model years within
ten years.
USE IN STUDY
This source provided the
basis for determining
the essential character-
istics of truck use. Data
were sorted for all trucks
whose origins and/or
destinations relate to N.Y.C.
Relationships developed
can be applied to the present
truck population.
This source supplemented
the nature and volume of
external truck trips at the
Hudson River screenline.
This source supplemented
the nature and volume of
external trips between the
Staten Island/New Jersey
screenline.
Provided an analysis of
truck characteristics within
present truck population in
New York area, vehicle type,
licensed gross weight, body
style and county location.
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DATA SOURCE
3. Roadside Vehicle
Classification Surveys
a) "Comparison of Bridge
Traffic", City of New
York, Division of
Bridges. 1965-1970
Annual
b) Average Daily Vehicu-
lar Crossing at Hudson
River, Staten Island,
and Port Authority
Bridges. 1968-1971
c) Traffic Counts for
1964 and 1972 -
Triborough Bridge and
Tunnel Authority
d) 1966 Truck Weight
Study (New York
State Department
of Transportation)
e) Vehicle Classifica-
tion and Vehicle Occu-
pancy Report, 1962-63
Table 1 (Cont'd)
INFORMATION AVAILABLE
24-hour bi-directional counts on 55
bridge crossings, giving number of
autos, trucks, and buses.
Average counts for total trucks,
trucks and tractor trailers for week-
days, Saturdays, Sundays, and Holi-
days.
Sample classification counts by nine
vehicle classes for the Triborough,
Bronx-Whitestone, Throg Neck Bridges
and the Queens-Midtown Tunnel.
Statewide study of truck weights
by vehicle classes, estimated annual
travel by each truck type, estimated
ton-miles of cargo carried by highways,
trends in axle weight and gross weight
frequencies on highways.
Bi-directional hourly volume counts
for single unit and tractor trailer
categories at approximately 275 cordon
points. Counts run from 6 AiM. -
8 P.M. or 1 P.M. - 8 P.M.
USE IN STUDY
Provided truck volumes by
time of day for major bridge
crossings in N.Y.C.--
principally used to determine
screenline volumes between
the five boroughs of the city,
Provided truck volumes for
Hudson River, East River and
Staten Island/New Jersey
screenlines. (Port
Authority Bridges)
Provided truck volume
samples for East River
Crossings (Triborough
bridges)
Of limited application
in study. Only three
cordon points located near
N.Y.C. screenlines--none in
N.Y.C.
A primary data source for
determining traffic volumes
and vehicle miles of travel
on urban expressways and
principal arterials in N.Y.C.
The expansion of these data
to a 24-hour period and
assignment to these urban
street systems provides
detailed insight into truck
movements.
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Applicability of 1963 Survey Data
The primary objective of this study is to provide data
for use to develop a stratified sampling plan to be employed in
Phase II of the program. The collection and processing of all
available data on heavy truck use has been accomplished to fulfill
this objective.
Much of the data used in this study was obtained as early
as 1963. Many changes have occurred within the study area which
could affect the truck driving patterns and use since that time.
Comparisons between survey data taken in 1963 with more recent
data indicate that certain patterns have changed little in the
intervening years. One such comparison is made in times of bridge
crossings in Chapter 4.
It is recognized that patterns of through-trips by trucks
have changed due to such influences as the development and in-
dustrialization of Nassau and Suffolk Counties and the relocation
of motor freight terminals. Through-trucks were not contained
in the Tri-State survey material because that sample was based
upon trucks registered in the area. A majority of through trucks
are not registered locally. These trips were made on well defined
routes at reasonably efficient speeds. Therefore, it is felt that
VMT generated by through trucks are not a major contributor to
motor vehicle emissions in the urban area and their omission in
0
Phase II is reasonable.
Conclusions drawn from Phase I data are tentative and need
to be in rough order of magnitude only. The information will be
used to intelligently sample the truck population in New York City
during the Phase II Survey. It is expected that any significant
shifts in truck driving pattern and use will be reflected in that
data.
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Chapter 2
TRENDS IN TRUCK REGISTRATIONS
The two selected study areas can be anticipated to differ
in some degree in truck use patterns because of differences in
many characteristics. Los Angeles typifies the younger city,
whose major growth occurred after motor vehicle use was fairly
well established. Its street and freeway network has therefore
developed with this growth and is more responsive to traffic
demands.
On the other hand, the New York City area was well
established before the advent of the motor vehicle. Its street
network was principally organized before the motor vehicle was
developed. Network update to widen streets and to build
limited access expressways has been costly and has not kept up
with traffic demand. As a result truck travel in the area is
difficult and facilities are congested. This has influenced the
patterns of truck use in the area when compared to travel in
most of the Los Angeles Basin.
Some preliminary insights into area differences might be
inferred from trends in truck registrations in California and New
York against national totals, in the share of state registrations
of trucks in the Los Angeles County and New York City, in the
age distribution of trucks in these two areas, and in the per
capita truck registrations.
State Registrations to National Totals
In Figure 1, national truck registrations have grown
from about 13 million in 1962 to over 17.6 million in 1970.
The percent share of this total truck population registered in
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UJ
0
UJ
oc.
ui6
UJ
cr
24
miVA ana ^luocialci
FIGURE 1
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California has risen from a little less than 10 percent to about
10.6 percent, being stable at this approximate range over the last
six years. Truck registrations in- New York State have declined
steadily from a little over 4 percent to about 3.5 percent, over
the 8-year period.
About 63 percent of the national total of trucks were less
than 10 years old in 1963. In the 8-year period, the national
truck population has progressively become younger. In 1970, over
70 percent of the nation's truck population was less than 10
years old. The significance of this will be noted shortly.
Study Areas Registrations to State Registrations
The trend in the share of total state registrations for
both study areas is illustrated in Figure 2. Los'Angeles County
has about 27.8 percent of California truck registrations and has
remained fairly constant at this level over the period from 1966
to 1970. Meanwhile truck registrations in New York City as compared
to total state registrations have declined almost 4 percent to a
share of about 17.5 percent of the total in 1970.
Age Distribution of Truck Population
The distribution of the national average age of trucks
from 1967 to 1970 is compared with the age distribution of trucks
registered in the nine-county New York area from 1971 registration
files is shown in Figure 3. The trend illustrated here shows
that the trucks in the 10-year model group tend to contain a
higher percentage of older models than the national average.
Per Capita Truck Registrations
Another comparison may be made between per capita truck
registrations in the two study areas. Trends in these relation-
ships are shown in Figure 4. in Los Angeles, the number of
persons per truck has declined steadily and was about 13 residents
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LOS ANGELES COUNTY
1966 1967 1968 1969
1970
5 BOROUGHS
NEW YORK CITY
1966 1967 1968 1969 1970
TRENDS IN TRUCK REGISTRATIONS IN LOS ANGELES
COUNTY AND NEW YORK CITY VERSUS RESPECTIVE STATE
TOTAL TRUCK REGISTRATIONS
Source: MOTOR TRUCK FACTS. 1966 - 1970.
Wilbur -Jmi'/A ana -Stuociatti
FIGURE 2
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AVERAGE AGE DISTRIBUTION
(1967-1970)
o
a:
AGE DISTRIBUTION OF TRUCKS
REGISTERED IN 9 COUNTY N.Y. AREA
4-
•4-
CURRENT I 234567
MODEL YEAR AFTER CURRENT YEAR
DISTRIBUTION OF TRUCK AGE IN NEW YORK AREA
COMPARED WITH NATIONAL AVERAGE
Source: MOTOR TRUCK FACTS.
Uitbur .Smi'/A and
FIGURE 3
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1966
1967
1968
1968
1970
5 BOROUGHS
NEW YORK CITY
1966
1967
1968
1969
1970
TRENDS IN PER CAPITA TRUCK REGISTRATIONS - LOS
ANGELES COUNTY AND NEW YORK CITY
Source: MOTOR TRUCK FACTS.
FIGURE 4
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per registered truck. During the same period, in New York City,
this ratio is substantially larger and has increased from a little
less than 66 persons per truck to over 73 persons per truck.
Trends in Truck Registrations in the 3-State Area to New York City
Trends in motor truck registrations in the 3-state area
of New York, Connecticut and New Jersey are compared with the
registrations in the 5 boroughs of New York City in Table 2
These data are significant in that the upward trend of the 3-state
area is not matched with truck registrations solely in New York
City. There are several possible explanations for this trend.
Among other factors it is known that truck freight terminals have
been relocated from the environs of the city to outlying counties.
Large truck loads are broken down here and distributed to other
destinations, including New York City, by smaller vehicles.
Interpretation of Trend Data
While no attempt is to be made here to explain these
variances, for there are many factors involved, it is clear that
truck populations are substantially different in the two study
areas. It must therefore be anticipated that truck use, extent
of truck travel and the number of trips and other factors are
likewise in variance in these two study areas.
One purpose of this study was to further identify these
differences as well as the similarities of the truck use profiles
by comparative means. Data sources, previous study methods
and procedures vary in relation to these areas. Care must be
exercised in comparisons and use of registration data. It has been
observed that registration data often overstate actual population
because transfer of ownership of a vehicle does not always
require the purging of the previous licensee from the records.
Vehicles are registered by the location of the owner's home or
commercial operations. The record does not indicate the locale
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Table 2
TRENDS IN MOTOR TRUCK REGISTRATIONS
NEW YORK, CONNECTICUT AND NEW JERSEY
5 BOROUGHS OF NEW YORK CITY
Connecticut
New Jersey
New York(1)
5-Boroughs
N. Y. C.
(1)
1)
2)
1961
1962
1963
1964
1965
1966
1967
1968
1969
1970
121,117 125,356 129,180 140,850 147,124 151,058 155,194 163,101 168,858 177,453
259,957 268,403 272,580 281,353 292,676 299,251 300,040 305,873 312,873 318,284
502,659 515,697 523,874 539,148 550,568 567,844 570,946 580,809 597,300 631,678
112,321* 120,635 124,260 112,059 117,086 121,715 117,805 114,051 112,033 110,270
* Includes only Kings, Queens, Bronx and New York Counties for 1961.
SOURCES: (1) MOTOR TRUCK FACTS, AMA, Various annual editions, from U. S. Department of
Transportat, Federal Highway Administration (Table MV-1)
(2) R. L. Polk & Co., permission for further use must be obtained from R. L. Polk & Co.
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of the vehicle use. With these and other limitations, the results
of the study have accomplished its objectives.
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Chapter 3
CHARACTERISTICS OF TRUCK POPULATION - NEW YORK CITY
In the analysis of the truck population, the characteris-
tics of trucks must be delineated under defined categories.
The selection of these parameters is first limited by the organiza-
tion of the data source. If two or more sources are used, or if
comparisons are to be drawn between two or more areas, care must
be exercised to remove any differences which might arise due
to definitions, terms, and local practices.
Gross Vehicle Weight
One commonly applied parameter often used to segregate
trucks is Gross Vehicle Weight (GVW). This parameter can be found
in registration data in those states where licensing is accomplished
against this parameter, such as New York State. Thirty six other
states also employ this practice. Empty weight is the taxation
parameter in 7 states as of July 1971, while a combination of
GVW and Empty weight is employed in the remaining 6 states.
Gross vehicle weight has been divided in this study into
7 weight categories.*
6-10,000 pounds
10-14,000 pounds
14-16,000 pounds
16-19,500 pounds
19.5-26,000 pounds
26-33,000 pounds.
Over 33,000 pounds.
Vehicle Type
Vehicle type is another common characteristic. There are
several prevailing definitions of vehicle type. The definition used
* For a calculation of stratum boundaries for GVW related to Tri-
State Survey distributions, see Appendix A.
-17-
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in this study, matching both registration data and truck survey
data is as follows:
2-axle/single rear tires
2-axle/dual rear tires
3-axle/dual rear tires
3-axle/combination tractor-trailer
4-axle/combination tractor-trailer
5-axle/combination tractor-trailer
Other
The first three categories are single-unit trucks while
the remaining are tractor-trailer combinations (no full trailer
operation is permitted on public highways in New York.)
Body Type
A truck characteristic used in some stratifications is
that of body type. Variations between registration data definitions
and survey data do occur but are relatively minor, as indicated
below:
Registration Data Survey Data
Compact Van single Unit
DumP Panel
Flat-bed Pick-up
Panel Step-in Delivery
Pick-up Tank
Refrigerator v&n
Stake body stake
Tank Dump
Tractor Other
Van
Combination
Wrecker
Van
Dump
Flat-bed
Other
-18-
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One difference appears in the above listing. Registra-
tion data indicate the tractor as a separate element not associated
with a specific semitrailer, whereas, survey data includes both
elements as a combination.
Type of Fuel
Type of fuel is a characteristic often included in
registration data. In the case of the Tri-State Survey, this
information was not included.
Truck User Characteristics
Another set of categories of truck characteristics relate
to those of its user. While these are not readily obtainable from
registration data, they were collected in the Tri-State Survey.
Fleet size can be implied from the number of vehicles garaged at
the same address included in that data. Eleven broad categories
of types of industry in which the user was engaged were coded as
follows:
Code Descriptor Code Descriptor
0 Agricultural 6 Finance
1 Construction 7 Professional
2 Manufacturing 8 Repair
3 Utility, Communication, 9 Entertainment and
Transportation Recreation
4 Wholesale X Public Administration
5 Retail
A more detailed definition within these categories is
given in Appendix B.
Overview of Truck Population
To generate a general profile of truck population in
New York City, the data from the R. L. Polk and Company 10 percent
Sample and the Tri-State Truck-Taxi Survey were processed,
-19-
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collating truck characteristics in various combinations to provide
matrix relationships. In the remaining part of this report,
these sources will be referred to as "registration" and "survey"
data, respectively. The results of these stratifications are
presented and discussed in the paragraphs to follow.
Distribution of Trucks by Body and Fuel Type - From
registration data, almost 85 percent of the total population is
represented by 7 body types: van, pick-up, dump, panel, stake,
body, tractor and compact van. Over 90 percent use gasoline
engines. Predominant among the 9.7 percent of population which
are diesel powered trucks are tractors which represent about 3.9
percent of the total. About 3.75 percent of diesels have van type
bodies. Table 3 provides the distribution of 1971 registrations
in the 9-county New York City area by body type and fuel type.
Distribution of Trucks by Body Type- The survey contained
trucks over 6,000 pounds GVW but were not segregated by fuel type.
If the truck population in the survey were separated by single
unit and tractor trailer combinations, the numbers and distributions
would be as shown in Table 4.
Registration data lists tractors without association to
type of semi-trailer which it might be pulling. The survey
indicates the combination and classifies that group by the type
of tractor. Even though there was an 8-year span between registra-
tion data and survey data, a comparison between type of truck body
contained in both sets was made after dropping out tractors
and miscellaneous from the registration data. The classifications
of body type and percent of the total 6,723 vehicles remaining is
shown in Table 5.
In a similar vein, the survey data relating body styles
of the 1047 trucks is also shown. This comparison indicates fair
agreement when the time difference is considered. (Recall
-20-
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Table 3
NINE COUNTY NEW YORK AREA
1971 MOTOR VEHICLE REGISTRATION
DISTRIBUTION OF TRUCKS BY BODY TYPE
AND FUEL TYPE
BODY TYPE
Compact Van
Dump
Flat-bed
Panel
Pickup
Refrigerator
Stake Body
Tank
Tractor
Van
Wrecker
Miscellaneous
SAMPLE SIZE
TOTAL CLASSIFIED
TOTAL UNKNOWN
TOTAL REGISTERED
GASOLINE
PERCENT
7.4
9.9
3.6
9.9
17.3
1.5
9.7
3.1
4.3
27.0
2.7
3.6
100.0
6,296
508
6,804
DIESEL
PERCENT
0
17.0
3.1
2.6
0
2.2
1.4
12.9
45.8
14.6
0.4
0.0
100.0
. 701
33
734
TOTAL
PERCENT
6.6
10.6
3.6
9.1
15.5
1.6
8.9
4.1
8.5
25.7
2.5
3.3
100.0
6,997
541
7,538
PERCENT OF
TOTAL SAMPLE
UNKNOWN
7.5
4.5
7.2
* Miscellaneous includes buses, house cars, motor homes, van campers,
station buses, wagons and other multipurpose vehicles.
SOURCE: R. L. Polk & Co.
-21-
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Table 4
STRATIFICATION OF TRUCKS OVER 6,000 GVW
BY
TYPE OF BODY FOR SU AND TT TRUCKS
SINGLE UNIT TRUCKS
Panel
Pick-up
Step-in Delivery
Tank
Van
Stake
Dump
Other
Subtota1
TRACTOR TRAILOR TRUCKS
Van
Dump
Flat Bed
Other
Subtotal
TOTAL
NUMBER OF TRUCKS PER CENT OF TRUCKS
39
6
38
33
484
109
79
175
963
46
5
29
4_
84
1,047
4.1
0.6
3.9
3.4
50.3
11.3
8.2
18.2
100.0
54.8
5.9
34.5
4.8
100.0
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-22-
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Table 5
COMPARISONS OF BODY TYPE
New York City Area
REGISTRATION DATA
(1)
SURVEY DATA
BODY TYPE
DESCRIPTOR
Compact Van
Panel
Pick-Up
Van
Tank Truck
Stake Body
Flat Bed' '
Dump
Wrecker "'
Refrigerator
Unknown
SOURCE:
<1> n T n
NUMBER
463
638
1,088
1,805
288
622
251
741
173
110
544
6,723
r\T lr C. r>f^-
%
TOTAL
6.9
9.5
16.2
26.8
4.2
9.2
3.7
11.2
2.6
1.6
8.1
100.0
BODY TYPE
DESCRIPTOR
Step-in Delivery
Panel
Pick-up
Van
Tank Truck
Stake Body
Flat Bed
Dump
Other
i-iQv /iar>t- camnlo r\ f
NUMBER
38
39
6
530
33
109
29
84
179
1,047
1 Q"71 Dto
%
TOTAL
3.6
3.7
0.6
50.6
3.2
10.4
2.8
8.0
17.1
100.0
rr i c -1- r".a
Data - 9 County N.Y.C. Data - Permission for further use must
be obtained from R. L. Polk & Co.
Tri-State Truck-Taxi Survey - 1963
-23-
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that 1971 registrations were the earliest available for New
York City). It dramatically illustrates the effect of inter-
pretation of body type descriptors between two data sources.
Generally good agreement was maintained between tank, stake,
and dump trucks.
However, four descriptors appear to describe similar body
styles. Registration data descriptors of compact-van, panel,
pick-up, and van trucks could be describing the same grouping as
collectively described by the survey data descriptors of step-in
delivery, panel, pick-up and van, for each group respectively
contain 59.4.percent and 58.5 percent of the total population.
When comparisons are made between what appears to be the same
body style within each aggregated group indicates large disagreement.
Another possible source of the disparity is that trucks
registered in an area are not always used to a great extent in
that area. The survey data indicates only trucks reporting
qualified trips in the area.
The disparity between survey data and registration data
is not important in the final analysis. Registration data was the
principal source of distribution of fuel type among truck strati-
fications. With this exception, 1971 registration data were not
employed except for comparative purposes.
Distribution of NYC Registrations by Fuel Type, Vehicle
Type and GVW - The 1971 registration data for the nine-county area
was sorted for fuel type, vehicle type and GVW. There were 4,464
vehicles in these records. The percent distribution of fuel type
is shown in Table 6.
-24-
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Table 6
PERCENT OF TOTAL NYC REGISTRATIONS
BY FUEL TYPE, VEHICLE TYPE, & GVW
VEHICLE TYPE
GVW CLASS
10-14,000
14-16,000
16-19,500
19.5-26,000
26-33,000
33,000+
2-Axle 3-Axle Tractor-Trailer
Diesel
0*
0.5
0*
1.5
3.2
1.0
Gasoline Diesel
2.9
15.9
15.1
26.3
5.0 0*
1.7 2.4
Gasoline Diesel
-
0*
0.8
0.5
2.5
2.0 3.4
Gasoline
0.5
1.5
2.8
5.0
1.9
3.1
7.2
66.9 2.4
2.0 7.2
14.8
0* Less than 0.1%.
None in sample.
SOURCE: R. L. Polk & Co. - Permission for further use must be
obtained from R. L. Polk & Co.
-25-
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With the 2-axle category, 91.3 percent of the total
sample of 3,278 vehicles were gasoline powered. The 3-axle
category was more equally divided, with 54.5 percent diesel
and 45.5 gasoline powered out of a total of 200 vehicles in the
sample. In the case of 995 tractor-trailer combinations, about
one third were diesel; two thirds were gasoline.
Distributions of Trucks by Vehicle Type and GVW from
Survey - The survey data yields what is considered a better
profile of truck distributions by vehicle type and GVW, as shown
in Table 7. Note that the 2-axle truck is still dominant
with a total of 87.5 percent of all trucks in the survey in
this class. The 3-axle category divides between single unit
and combination, with 4.0 percent and 3.4 percent, respectively.
Only 5.1 percent of all trucks in the survey were combinations
with greater than 3 axles and "other".
Distribution of Trucks by County and Gross Vehicle Weight -
The distribution of trucks registered by county and vehicle weight
is indicated in Table 8. of interest in this analysis is the
observation that the distribution of trucks by weight in the Bronx
is a good proxy candidate for total truck weight distribution in
the 5 boroughs of New York City. The distribution of trucks
weighing 10,000 pounds or less is concentrated primarily in the four
counties of Nassau, Suffolk, Rockland and Westchester with 61.5
percent of this category there. Otherwise, heavier trucks are
predominant in the New York City area with 53.0 to 54.8 percent
of the trucks registered in these categories.
-26-
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Table 7
NEW YORK CITY TRUCK POPULATION
BY GVW AND TYPE OF TRUCK
I
10
2 -AXLE TRUCK
Single Rear
Tire
CATEGORY
6-10,000
10-14,000
14-16,000
16-19, 500
19.5-26,000
26-33,000
Over 33,000
TOTALS
Number
26
43
19
36
13
11
4
152
Total
2.4
4
1
3
1
1
0
14
. 1
.8
.4
.2
.0
.4
.3
Dual Rear
Tire
Number
31
140
87
228
112
88
84
770
Total
2.
13.
8.
21.
10.
8.
8.
73.
9
3
3
7
7
3
0
2
3 -AXLE
TRUCK
Dual Rear TRACTOR TRAILER COMBINATION
Tire
Number
1
3
2
4
3
29
42
3 -AXLE 4 -AXLE 5 -AXLE
Total Number Total Number Total Number Total
0.
0.
0.
0.
0.
2.
4.
1 1 0.1 1 0.1
1 0.1
3
2 3 0.3 2 0.2
4 4 0.4
3 7 0.7 2 0.2
7 20 1.9 32 3.0 12 1.2
0 35 3.4 38 3.6 12 1.2
OTHER GRAND TOTAL
Number Total Number Total
1 0.1 61
184
109
1 0.1 272
133
1 0.1 112
181
3 0.3 1,052
5.7
17.5
10.4
25.9
12.7
10.6
17.2
100.0
SOURCE: 1963 Truck-Taxi Survey, Tri-State Regional Planning Commission.
-------
Table 8
Nine-County New York Area
1971 MOTOR VEHICLE REGISTRATIONS
By County and Vehicle weight
Hew York City
Bronx
WEIGHT
10,000 or le«a
Number
5,835
Per Cent
62.6
14.1
10.001 - 19,500
Number Per Cent
1,432
15.4
14.6
19,501 - 26.000
Number
1,157
Per cent
Over 26,001
Number
893
Per cent
9.6
14.1
TOTAL
Number Per Cent
9,317
100.0
14.0
56.4
16.5
15.7
11.4
100.0
Kings
11,481
3,355
3,209
2,326
20,371
27.7
34.2
36.6
36.7
30.7
63.6
14.3
Queens
8,042
1,811
1,712
13,5
8.6
100.0
1,090
12,655
19.4
18.4
19.5
17.2
19.1
65.6
13.9
12.1
8.4
100.0
New York
13,161
2,790
2,425
1,691
20,067
31.8
28.4
27.7
26.7
30.3
73.7
11.0
6.7
Richmond
2,886
429
261
8.6
100.0
7.0
4.4
3.0
339
3.915
5.3
5.9
62.4
14.8
13.2
9.6
100.0
Subtotal
41,405
9,817
8,764
6,339
66.325
100.0
100.0
100.0
100.0
100.0
Mow York Area
Nassau
70.5
11.7
10.2
20,399
3,377
2,949
2,219
19.0
18.2
18.5
100.0
26 444
18.7
80.4
8.3
6.7
4.6
100. '
Suffolk
27,192
2,819
2,272
1,572
33
25.3
15.2
14.2
13.1
22.0
73.8
10.7
8.0
7.5
100.0
Rockland
14 329
2,080
1.563
1.452
19,424
13.3
11.2
9.8
12.1
12.6
76.9
8.1
7.9
7.1
100.0
Westchester
4, 153
437
427
384
5.401
3.9
2.4
2.7
3.2
3.5
69.8
12.0
10.4
7.8
100.0
TOTAL
107,478
18,530
15,975
11,966
1 i 3 . «4 9
SOURCE: R. L. Polk & Co.
-28-
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Distribution of Truck Population by Fuel Type and Model
Year - A little over 90 per cent of trucks registered in the 9-
county area are gasoline powered. How the truck population is
distributed by model year is shown in Table 9. Note that the
percent of trucks registered in 1971 by model year that are
diesel increased slightly over the norm for the 1967 to 1970
model years. This share reduced for 1971 models. Again, these
are total truck registrations in the 9-county region. The indi-
cations are that these are principally over-the-road vehicles, for
few large diesels operate in the congested New York City area
except as through-trucks on selected routes.
Truck Ownership by Industry Type - The survey provides
information on truck ownership for trucks in the New York City
area. Almost 18 percent of the trucks are rented. Three categories
of industries—Manufacturing, Utilities/Communications/Transporta-
tion, and Wholesale—operate about 76 percent of the trucks in
the New York City area. Almost 20 percent of these vehicles are
rented by these industries, with this practice more prevalent
in Manufacturing and Wholesale industries than in the remaining
category. Table 10 indicates this distribution.
Distribution of Trucks by Vehicle Type and Industry Type^ -
The survey data also provides visibility into the types of vehicles
operated by the 11 industry categories. About 72.5 percent of all
vehicles operated are the 2-axle, dual-rear-tire type. Almost
87 percent are 2-axle vehicles. Of this group, almost 76 percent
of the 2-axle vehicles are operated by the three categories of
industries—Manufacturing, Utilities/Communications/Transportation,
and Wholesale. Almost 60 percent of the 3-axle single unit trucks
are operated by these industries. Table 11 presents this stratifi-
cation for all industry categories and all vehicle types in the
survey.
-29-
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TABLE 9
NINE COUNTY NEW YORK CITY AREA
NUMBER OF VEHICLES REGISTERED BY MODEL YEAR AND FUEL TYPE
10% SAMPLE OF LAST 10 YEARS MODELS
1971
MODEL
YEAR
1962
1963
1964
1965
1966
1967
1968
1969
1970
1971
TOTAL
TYPE FUEL
DIESEL
NUMBER
33
28
59
42
68
97
84
120
131
72
734
7
OF TOTAL
6,6
4,9
9,7
6,7
8,7
13,8
10,9
10,9
12,0
9,9
9,7
GASOLINE
NUMBER
466
538
602
584
714
607
684
988
964
657
6,804
7
OF TOTAL
93,4
95,1
90,3
93,3
91,2
86,2
89,1
89,0
88,0
90,1
90,2
UNKNOWN
NUMBER
6
1
2
9
7
T
OF TOTAL
0,1
0,2
0,1
TOTAL
499
566
667
626
783
704
768
1,110
1,095
729
7,547
Data Source: R. L. Polk & Co. Permission for further use must be
obtained from R. L. Polk & Co.
-30-
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TABLE 10
NEW YORK CITY DATA
ANALYSIS OF TRUCK OWNERSHIP
BY INDUSTRY TYPE
BUSI/
INDUST OWN
- PUBLIC ADMINISTRATION 33
0 AGRICULTURAL 6
1 CONSTRUCTION 57
2 MANUFACTURING 164
3 UTIL., COMM., TRANS. 289
4 WHOLESALE 190
5 RETAIL 80
6 FINANCE 3
7 PROFESSIONAL 4
8 REPAIR 38
TOTAL 864
a. 82.1%
RENT
TOTAL
1
-
3
57
38
63
16
-
1
8
187
17.9%
34
6
57
221
327
253
96
3
5
46
1,051
SOURCE: 1963 Truck-Taxi Survey^ Tri-State Regional Planning Commission
-31-
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TABLE 11
MEW YORK CITY DATA
NUMBER OF TRUCKS OVER 6,000 POUND GVW
BY VEHICLE TYPE AND TYPE OF INDUSTRY
VEH TYPE
.2.
2 Axle - Single Rear Tires I
2 Axle - Dual Rear Tires 5
3 Axle - Dual Rear Tires
3 Axle - Combination
4 Axle - Combination
5 Axle - Combination
Other
TOTAL "T"
PERCENT OF TOTAL
C.6
A
7
39
11
1
1
1
To
TYPE
.2.
26
174
7
8
3
1
7f9
0 F
49
214
10
19
26
9
727
I N 0 0
Jt.
41
194
a
4
4
HI
S T R Y
5.
12
76
3
3
2
~96
A
2
1
~
5.7
20.9
31.3
_B_
10
32
1
3
JL
3
27
2
24.0
9.2
0.3
0.5
4.4
2
"74
3.3
TOTAL
1S2
766
42
35
37
12
3
1047
0 - Agricultural
1 - Construction
2 - Manufacturing
iTYPE OF INDUSTRY CODE
6 - Finance
7 - Professional
8 - Repair
3 - utility. Communication, Transportation 9 - Entertainment and Recreation
4 - Wholesale x - Public Administration
5 - Retail
Data Source: 1963 Truck-Taxi Survey, Tri-State Regional Planning Commission
-------
Distribution of Single-Unit and Tractor-Trailer Combina-
tions by Industry Type arid GVW - Table 12 expands the distribution
by GVW categories. Among the single-unit trucks, approximately
58 percent weigh between 6,000 and 19,500 pounds GVW. Of this
percentage, 44 percent are operated by the three-industry group
previously cited. A little over 8 percent of the vehicles in
use are tractor-trailer combinations, with over 62.5 percent of
all combinations being operated by the Utilities/Communications/
Transportation category of industry. The three categories of
industry operate about 86 percent of all combinations.
Fleet Size - An indication of truck fleet operations by
type of industry can be gained from survey data in Table 13
Of all interviewees in the survey, about 80 percent of those reporting
51 or more trucks garaged at the same address were in the three-
industry group. Manufacturers were the dominant industry within
this group, reporting about 28 percent of their trucks were garaged
with 50 or more trucks in the same place.
Correlation of GVW and Empty Weight - New York registers
trucks by GVW. California registers them by empty weight. To
examine these two parameters for possible correlation, a linear
regression analysis using the least squares method was performed
on the Tri-State truck data shown in Table 14. For each of
the 1,047 trucks in the sample, the truck's GVW and EVW were intro-
duced into a linear regression computer program. The program
treated the GVW as the dependent variable and the EVW as the
independent variable. The analysis results in linear equation:
GVW =1.84 EVW + 856 Ibs.
The correlation coefficient for the analysis was 0.84, which lies
in the poor to fair range. Given the truck's EVW, the equation
predicts the GVW with approximately 70 percent confidence. Con-
verting the EVW categories used in the Los Angeles data to GVW
yields the following results:
-33-
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TABLE 12
NEW YORK CITY DATA
DISTRIBUTION OF TRUCKS OVER 6,000 POUNDS GVW
BY SINGLE UNIT/TRACTOR-TRAILER INDUSTRY TYPE AND GVW
CATEGORY
VEH BUS!/
TYPE INDUS
2
3
SU t,
5
9
Subtotal
2
3
TT 4
5
9
Subtotal
TOTAL
6.000
10,000
12
5
16
b
18
57
1
1
58
P6F.C/
TOTAL
I. 14
.4«
1.53
.57
1.72
5.43
.10
.10
5.53
10,001
14,000
39
42
43
22
37
183
1
1
184
PERC/
TOTAL
3.72
4.00
4.10
2.10
3.53
17.45
.10
.10
17.54
14,001
16,000
26
33
30
B
12
109
109
PERC/
TOTAL
2.48
3.15
2.86
.76
1.14
10.39
10.39
16,001
19,500
55
89
73
19
30
266
5
1
6
272
PERC/
TOTAL
5.24
8.48
6.96
1.81
2.86
25.36
.48
.10
.57
25.93
19,50)
26.000
35
46
31
7
10
129
4
4
133
PERC/
TOTAL
3.34
4.39
2.96
.67
.95
12.30
.38
.38
12.68
26.001
33.000
26
28
24
6
18
102
3
4
1
2
10
112
PERC/
TOTAL
2.48
2.67
2.29
.57
1.7?
9.72
.29
.38
.10
.19
.95
10.68
33,001
AND UP
15
30
28
23
21
117
9
40
6
5
4
64
1 81
PERC/
TOTAL
1.43
2.86
2.67
2.19
2.00
11.15
.86
3.81
.57
.48
.38
6.10
17.25
Data Source
INDUSTRY CODE
2 - Manufacturing
3 - Utility, Communications and Transportation
4 - Wholesale
5 - Retail
9 - All Other
: 1963 Truck-Taxi Survey, Tri-State Regional Planning Commission
-------
TABLE 13
NEW YORK CITY DATA
01
I
dUSI/
I NOUST
0
1
2
3
4
5
6
7
8
T JTAL
TRUCK OPERATORS REPORTING NUMBER OF TRUCKS
GARAGED AT SAME ADDRESS
BY INDUSTRY TYPE
0-1
i
i
10
24
34
35
15
3
TFf
N U.
2-4
1
3
21
40
79
78
34
8
266
n r- T R
5-10
4
2
10
34
65
47
15
1
1
9
18R
U C K S
10-25
6
5
26
50
39
15
3
7
151
U A R A
26-50
2
26
33
16
6
4
~B?
G E D
51-100
6
5
25
28
16
3
2
~3?
AT S
1 01—200
8
1
19
16
3
1
3
IT
A M E A
201-500
3
14
15
2
1
3
~3~8
0 D R E S S
500- UP TOTAL
31
6
54
208
2 322
236
90
l
4
39
~F 991
BUSINESS/INDUSTRY CODE
- - Public Administration
0 - Agriculture
1 - Construction
2 - Manufacturing
3 - Utilities, Communication and Transportation
4 - Wholesale
5 - Retail
6 - Finance
7 - Professional
8 - Repair
9 - Entertainment and Recreation
SOURCE: 1963 Truck-Taxi Survey, Tri-State Regional Planning Commission
-------
TABLE 14
NEW YORK CITY DATA
CORRELATION STUDY BETWEEN GROSS VEHICLE
WEIGHT AND EMPTY WEIGHT OF
TRUCKS
GVn
01
03
04
05
06
07
08
09
10
11
12
13
14
15
16
II
18
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
TOTAL
0 2001 4001
2000 4000 6000
1
3
1
4
1
1
11
E M P
6301
8000
8
16
22
40
22
18
21
13
11
12
29
2
1
3
2
3
1
1
1
1
1
1
1
1
2
233
T Y V
aooi
10000
4
9
11
19
31
28
32
22
99
20
11
9
8
15
5
8
1
6
5
3
1
2
2
2
1
1
10
365
E H I C L
10001
12000
1
3
3
5
7
15
8
37
16
5
3
4
5
6
9
3
7
1
7
5
2
4
6
1
3
6
3
1
31
207
E W
12001
14000
1
I
1
4
1
1
3
3
4
5
4
1
6
2
6
1
3
7
5
2
6
4
1
12
84
E I G H
14001
16000
2
1
2
2
2
1
2
1
2
6
4
1
2
2
6
7
1
1
6
"~51
T
1600] 16001 20001 22001 24001
18000 20000 22000 24000 26000
2
1
1
1
3
1
2 3
2
1 6
1 1
3 1
1
1
1 1
1
2
1 2
1 4
5 11 11 6 2
23 ~3l ~17 ~~6 2
26001
6 UP
1
1
1
1
17
~2l
GVW CODE
01 6- 7
03 7- 8
04 -8-9
05 9-10
06 10-rll
07 11-12
08 12-13
09 13-14
10 14-15
,000
,000
,000
,000
,000
,000
,000
,000
,000
20
21
22
23
24
25
26
27
28
23-24,
24-25,
25-26,
26-27,
27-28,
28-29,
29-30,
30-31,
31-32,
000
000
000
000
000
000
000
000
000
11
12
13
14
15
16 19
17
18
19
15-16,000 29 32-33,000
16-17,000 30 33-34,000
17-18,000 31 34-35,000
18-19,000 32 35-36,000
19-19,500 33 36-37,000
.5-20,000 34 37-38,000
20-21,000 35 38-39,000
21-22,000 36 39-40,000
22-23,000 37 Over 40,000
-------
L. A. EVW Equivalent
Categories GVW Categories
6,000 - 9,999 11,856 - 19,256
10,000 - 14,999 19,256 - 28,456
15,000 - 19,999 28,456 - 37,756
20,000 - 24,999 37,756 - 46,856
25,000 - 29,999 46,856 - 56,056
30,000 - 34,999 56,056 - 65,256
35,000 + 65,256 +
The confidence in this predictive model was so low that it
was rejected as a means to correlate the Los Angeles data to GVW.
Omission of Certain Vehicles in Data
Certain vehicle types are not included in these data.
Representative of this class are the recreational vehicles such
as camper/pick-up combinations, motor homes, etc-. There were
no vehicles of this type appearing in the Tri-State survey data,
apparently due to the small number in the total population. They
are also not considered by owners and others as "trucks" in
their use patterns. The omission is not considered significant
since only the very largest and more luxurious motor homes exceed
10,000 pounds GVW. Annual production of this type vehicle is less
than 100,000.
-37-
-------
Chapter 4
PATTERNS OF TRUCK USAGE
From a study and analysis of the survey trip data,
it was possible to generate an understanding of the patterns of
truck usage. These survey data had already been processed to contain
only truck data which made a "qualified" trip within New York
City. A "qualified" trip was one which had either origin, destina-
tion or both within the city limits during the survey period.
Number of trips, county of origin, county of destination, airline
trip mileage, elapsed trip time and other trip information was
contained in these data. Various correlation studies were run to
obtain a pattern of usage.
The definition of an internal-external trip was given to a
trip which had exclusively an origin or destination within the city.
An internal-internal trip was one in which both had origin and
destination within the city.
Number of Trips by Industry Type and Vehicle Type
The Truck-Taxi Survey contained data on a total of
11,283 trips performed during the survey period which were
"qualified". The manner in which these trips distribute among
4 industry groups by vehicle type is shown in Table 15. This table
is a compression of a more extensive stratification, given in Table
C-l in Appendix C . The category of "all other" includes 7 indus-
try types, when combined, forms a group of comparable size to
Manufacturing, Utility/Communications/Transportation, and Wholesale
industries, with the share of total trips being 21.6, 25.8, 27.4,
and 25.2 percent respectively. These data pertain to vehicles
with GVW greater than 6000 pounds.
-38-
-------
Table 15
MEW YORK CITY DATA
NUMBER OF REPORTED TRIPS
BY INDUSTRY TYPE AND VEHICLE TYPE
FOR ALL VEHICLES OVER 6000 POUND GVW
SINGLE UNIT TRUCKS TRACTOR-TRAILER COMBINATIONS
i
u>
VO
i
VEHICLE TYPE
Manufacturing
Utility /Commu-
nications/
Transportation
Wholesale
All Other
2 -AXLE
SINGLE
REAR
TIRE
514
527
396
418
2 -AXLE 3 -AXLE
SJJ^D D^?S 3 -AXLE 4 -AXLE 5 -AXLE OTHER
i^ijAix i\ij/\x\
TIRE TIRE
2310 38 33 13 2
2293 72 78 88 29
2393 69 19 11
1797 156 18 18 19 7
TOTAL
2910
3087
2853
2433
Total
1855
8758
335
148
130
50
11283
SOURCE: 1963 TRUCK-TAXI SURVEY, Tri-State
Regional Planning Commission
-------
Approximately 78 percent of all trips were reported
by operators of the single unit, 2-axle, dual-rear-tire trucks.
The single unit, 2-axle, single-rear-tire trucks had about a 16.5
percent share, so that the combined grouping accounts for about
94.5 percent of all trips. Approximately 3 percent of total trips
were reported for the 3-axle, dual-rear-tire trucks. Therefore,
the single unit trucks in the area perform almost 97.5 percent
of trips. The remainder are assigned to all types of tractor-
trailer combinations.
About 25.7 percent of the travel is performed by trucks
who made 17 or more daily trips, as shown in Table 16. Pre-
dominant in this grouping is the 2-axle, dual-rear-tire truck.
The single unit, 2-axle trucks performed almost all trips in this
category.
At the other end of the scale, 92 percent of all tractor-
trailer combinations and "other" vehicle types performed between
1 and 6 daily trips.
Trip Characteristics by Vehicle Type
The survey data recorded trip distance by airline mileage
between planning network nodes. The relationships between number
of trips performed and the mileage were associated with both
the vehicle type and the vehicle GVW. These were stratified by
internal-internal and internal-external type trips.
Trips and Mileage by Vehicle Type - Table 17 presents
a summary of these data by vehicles over 6000 pounds GVW. The
2-axle, dual-rear-tire truck dominates in both generating about
77.7 percent of the total trips and 70.5 percent of total airline
survey miles. This travel is divided between internal-internal
trips, which accounted for 60 percent of the total number of trips
and about 47.1 percent of the total airline mileage. Another
23.4 percent of total trip mileage was traveled in performing
internal-external trips. Table 18 summarizes the average trip
-1JO-
-------
Table 16
NUMBER OF DAILY TRIPS REPORTED
BY VEHICLE-TYPE AND INDUSTRY TYPE
FOR TRUCKS OVER 6,000 POUNDS GVW
New York City Data
VEHICLE TYPE
2-Axle
Single Rear Tires
2-Axle
Dual Rear Tires
3-Axle
Dual Rear Tires
3-Axle
Tractor-Trailer
Combinations
5-Axle
T-T Combinations
Other Types
GRAND TOTALS
INDUSTRY TYPE
Manufacturing
Utility/Communications/Transport
Wholesale
All Other Industry Types
Subtotals
Manufacturing
Utility/Communications/Transport
Wholesale
All Other Industry Types
Subtotals
Manufacturing
Utility/Communications/Transport
Wholesale
All Other Industry Types
Subtotals
Manufacturing
Utility/Communications/Transport
Wholesale
All Other Industry Types
Subtotals
Manufacturing
Utility/Communications/Transport
All Other (No Wholesale)
Subtotals
Agricultural
NUMBER OF TRUCK-TRIPS REPORTED
1-2
52
98
82
71
303
345
425
386
362
1,518
14
20
16
33
83
16
38
8
8
70
2
18
4
24
4
2,075
3-4
45
89
63
45
242
288
333
307
262
1,190
13
12
13
22
60
8
23
7
5
43
7
2
9
2
1,589
5-6
40
74
50
39
203
247
243
248
196
934
6
6
12
18
42
6
8
4
4
22
4
2
6
1
1,219
7-8
37
65
40
29
171
204
181
210
150
745
3
4
9
16
32
2
3
1
6
2
2
959
9-10
34
52
31
19
136
174
147.
193
126
640
2
4
6
15
27
1
2
3
2
2
808
11-12
30
45
28
14
117
144
130
167
102
543
4
6
12
22
2
2
2
2
686
13-14
28
31
20
12
91
125
110
145
78
458
2
2
9
13
2
2
2
2
566
15-16
26
25
16
10
77
115
93
129
59
396
2
2
7
11
2
2
486
17 +
222
48
66
179
515
688
631
573
462
2,334
18
3
24
45
1
1
2,896
TOTAL
514
527
396
418
1,855
2,310
2,293
2,358
1,797
8,758
38
72
69
156
335
33
78
19
18
148
2
29
19
50
7
11,283
SOURCE: 1963 Truck-Taxi Survey, Tri-State Regional Planning commission.
-------
Table 17
NEW YORK CITY DATA
Trip Characteristics By Vehicle Type Over 6,000 Pounds GVW
VEHICLE TYPE
1. 2-Axle, single rear tire
2. 2-Axle, dual rear tire
3. 3-Axle, dual rear tire
4. 3-Axle, T.-T. Combination
5,. 4-Axle, T.-T. Combination
6. 5-Axle, T.-T. Combination
7. Other
INTERNAL
Number
Trips
1,784
8,371
309
94
65
36
6
- INTERNAL
Total
Airline
Miles
2,175
12,097
786
332
242
98
15
INTERNAL
Number
Trips
71
412
26
54
65
14
1
- EXTERNAL
Total
Airline
Mileage
1,042
6,019
372
1,406
824
350
13
TOTAL
Number
Trips
1,855
8,783
335
148
130
50
7
Total
Airline
Mileage
3,217
18,116
1,158
1,738
1,066
448
28
10,665
15,745
643
10,026
11,308
25,771
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
U)
I
Table 18
NEW YORK CITY DATA
AVERAGE AIRLINE MILES AND PER CENT OF TOTAL INTERNAL-INTERNAL AND INTERNAL-EXTERNAL TRIPS
By Vehicle Type
VEHICLE TYPE
1. 2-axle, single rear
tire
2. 2-axle, dual rear
tire
3. 3-axle, dual rear
tire
4. 3-axle, combination
5. 4-axle, Combination
6. 5-axle, combination
7. Other
Internal - Internal Trip
Internal - External Trip
Average Airline
Miles Per Trip
1.21
1.44
2.53"
3.52
3.72
2.73
2.49
Per Cent Total
Miles (Int. -Int.)
13.8
76.7
5.0
2.1
1.5
0.6
0.1
Average Airline
Miles Per Trip
14.67
14.60
14.26
26.04
12.67
24.92
13.38
per cent Total
Miles (Int-Ext.)
10.4
60.0
3.7
14.1
8.2
3.5
0.1
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
airline miles and the percentage of total miles traveled by types
of vehicles in performing internal-internal and internal-external
trips.
The distribution of airline trip distance by vehicle type
for the two trip types is shown in Table 19.
Travel distance in a rectangular network can be estimated
from airline distance by multiplying the later by the factor 1.21.
Trip Elapsed Time by Vehicle Type - Survey trip data
included estimated elapsed time for each reported trip. These
times have been organized by vehicle type for all vehicles over
6000 pounds GVW, in Table 20. Shown here are the elapsed trip
time increment distributions for internal-internal and internal-
external type trips. Standing alone, these data have little
meaning except to provide a rough travel time estimate by
vehicle type. However, when associated with each trip distance,
a more accurate estimate of average speed can be made. Associa-
tion with trip end and trip start times of contiguous trips
provides the ability to estimate soak-time of engines. These will
be discussed later in this chapter.
Travel Characteristics of Trucks over 6000 Pounds GVW -
A summary of travel characteristics of trucks over 6000 pounds
GVW is presented in Table 21. Once again, the 2-axle, dual-
rear-tire truck is shown to generate about 70 percent of the total
truck vehicle traveled (VMT). All single unit trucks account
for 87.3 percent of the truck VMT. The average speed for single
unit trucks was approximately 8.5 mph. Combinations averaged the
high speed of 13.7 mph, due, most likely to the fact that little
travel was performed on narrow, congested local streets.
The 2-axle, single-rear-tire truck averaged more daily
trips while the 3-axle, dual-rear-tire truck had the lowest
number of daily trips of the single unit truck category.
-------
Table 19
NUMBER OF TRIPS AND AIRLINE MILEAGE OF
TRUCK-TRIPS FOR TRUCKS OVER 6,000 POUNDS GVM
BY VEHICLE TYPE
New York City Data
INTERNAL-INTERNAL TRIPS
VEHICLE
TYPE
1
2
3
4
5
6
7
TOTAL
0-0.5
1,019
4,488
53
27
6
11
2
0.5-1
245
1,068
34
11
5
1
AIR
1.1-1.5
126
608
38
4
1
4
1
LINE
1.6-2
189
930
79
6
9
5
1
D
3-4
105
661
68
20
30
7
1
1ST
5-6
49
305
25
18
9
8
1
A N C E
7-8
29
157
7
2
5
9-10
15
86
2
2
11-12
3
36
3
13-15
1
18
2
16-Up
3
14
2
TOTAL
TRIPS
1,784
8.371
309
94
65
36
6
TOTAL
MILES
2,174.87
12,097.07
784.60
331.84
241.87
98.27
14.94
5.600 1.364
782 1,219
892 415 200 105
42
21
19 10,665 15,743.46
INTERNAL-EXTERNAL TRIPS
Ul
I
VEHICLE
TYPE
1
2
3
4
5
6
7
TOTAL
% OF TOTAL
0-2
3-4
5-6
7-8
9-10
4
33
4
1
10
1
10
43
3
5
2
8
41
3
1
3
49
4
4
6
1
7
40
7
13
2
53 63 53 67 69
8.2 9.8 8.2 10.4 10.7
11-12
13-15
16-UP
8
27
2
3
2
42
6.5
5
34
1
4
3
2
1
50
7.8
26
145
14
33
24
4
246
38.3
TOTAL
TRIPS
71
412
26
54
65
14
1
TOTAL
MILES
1,042.41
6,018.56
371.86
1,406.37
824.37
349.81
13.38
643
10,026.76
VEHICLE CODE:
1. 2-axle, single rear tire
2. 2-axle, dual rear tire
3. 3-axle, dual rear tire
4. 3-axle, tractor-trailer combination
5. 4-axle, tractor-trailer combination
6. 5-axle, tractor-trailer combination
7. Other
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
TABLE 20
TABLE 3A.
NEW YORK CITY DATA
TRIP ELAPSED TIME IN HINUTES FOR TRUCKS
OVER 6,000 POUNDS GWI BY VEHICLE TYPE
INTERNAL-INTERNAL TRIPS ONLY
TRIP ELAPSED TIME-MINUTES
TVPE
0-5
b-10
U-2.
il-30
31-^0
41-50
51-60
ol- 70
71-80
81-90 91-100
101-UP
TOTAL
1
2
?.
tt
5
f>
7
'. iTAL
% OF TOTAL
V!:H
Typp
1
2
3
L,
5
b
7
TOTAL
% OF TOTAL
694
3573
17
9
'i
2
<,.:•?*
40.3
TABLE
0-10
3
1«I
2
1
TJ
3.1
369
1573
SI6
1C
2
6
? J 7 ••
19.6
3B
11-20
13
2b
2
2
',5
7.0
L<70
!.57o
79
! 9
;,
b
3
7J61
19.3
170
890
60
20
20
11
1
11.72
11.0
43 36 51
179 232 197
19 10 15
3521
2 15 11
244
1
2<-d 302 300
2.3 2.8 2.8 0
^
23
2
•5
1
33
.3
7
40
7
1
1
56
0.5
12
37
2
4
55
0.6
13
40
2
4
59
0.6
7
46
4
1
2
60
0.6
1784
8371
309
94
65
36
6
1 0665
100%
INTERNAL-EXTERNAL OF EXTERNAL- INTERNAL TRIPS
21-30
\£
5 *
H
5
7
1
—
14.3
31-40
3
37
?
1
4
T7
7.3
TRIP ELAPSED TIME-MINUTES
41-50 51-60 61-70 71-
6 13 3
40 97 19
2 8 1
582
6 22 6
1 6
1
60 155 31
9.3 24.2 4.8 6
•80 81-90
3
30
6
79
.1
5
50
1
16
5
3
~80
12.4
91-LOO
2
7
2
11
1.7
101 UP
8
31
2
13
7
2
*^^T
9.8
TOTAL
71
412
26
54
65
14
J
643
100%
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
TABLE 21
NEW YORK CITY DATA
SUMMARY OF URBAN TRUCK
TRAVEL CHARACTERISTICS BY VEHICLE TYPE
ALL TRUCKS OVER 6,000 POUNDS GVW
TYPE OF VEHICLE
I I 1
VEHICLE MILES
% Int. -Int. 13.8 76.8 5.0
% Int. -Ext. 10.4 60.0 3.7
% OF TOTAL 12.5 70.3 4.5
TRUCK TRIPS
% OF TOTAL 16.5 77.5 3.0
TRUCK
POPULATION
% OF TOTAL
TRI- STATE
SURVEY 14.5 73.3 4.0
AVG. MILES
PER TRIP
(MILES) 2.1 2.5 4.2
AVG. MILES
PER TRUCK
(MILES) 25.6 28.5 33.8
AVG. TRIP
SPEED
(MPH) 7.6 8.7 9.5
AVG. NUMBER
TRIPS PER TRUCK
SU £ 5 6
95.6 2.1 1.5 0.6
74.1 14.1 8.2 3.5
87.3 6.7 4.0 1.7
97.0 1.3 1.2 0.4
91.8 3.3 3.5 1.1
2.4 14.2 9.9 10.8
27.8 60.1 34.9 45.2
8.5 15.7 11.2 16.3
0.1
0.1
0.1
0.1
PER DAY 12.2 11.4 8.1 11.4 4.2 3.5 4.2
0.3
5.3
15.9
8.7
3.0
TT
4.3
25.9
12.5
3.0
8.2
11.6
45.8
13.7
3.9
-47-
-------
Trips by combinations averaged almost five times longer
than the single unit truck category but there were almost three-
fourths fewer average daily trips.
A statistical analysis of trip characteristics was conducted
to compare the aggregations of trucks above 6,000 pounds GVW and
the aggregation above 10,000 pounds GVW. Table 22 indicates the
results of these analyses. Eliminating the trucks between 6,000
and 10,000 pounds GVW affected the trip characteristics of only
the 2-axle, single-rear-tire truck. The average number of daily
trips for this truck type decreased for the higher weight aggre-
gation and the number of miles per day tended to increase. Other-
wise, the characteristics of the two aggregations remained the same.
The average daily hot soak time ranged from a little over
55 minutes to about 93 minutes for vehicles with GVW of 10,000 pounds
and over as shown in Table 22. The number of trips in which the
soak time exceeded 90 minutes is shown in the last column of this
tabulation.
Trip Types for Trucks Over 10,000 Pounds GVW - An analysis
of truck trips of this aggregation was performed. As shown in Table
23, internal-internal trips in all 5 boroughs were mostly performed
by the single unit truck, accounting for over 98 percent of all
trips of this nature. There were variations in the distribution of
these trips among each of the boroughs. Much higher percentage of
use of the 2-axle, dual-rear-tire truck was reported in Brooklyn
and a lower than average use in Manhattan. In Manhattan, there was
a significant increase in share of internal-internal travel by the
smaller 2-axle, single-rear-tire truck.
One trend is worthy of note. No trips were reported by
combinations in Richmond in the 1963 survey. The survey was con-
ducted prior to the opening of the Verrazano Narrows Bridge and
the resulting development and change in traffic patterns this facil-
ity has caused. It could be reasonable that the share of total
internal-internal truck trips might approach that of other boroughs.
-48-
-------
Table 22
NEW YORK CITY DATA
STATISTICAL ANALYSIS OF TRIP
CHARACTERISTICS BY VEHICLE TYPE
D'iiTKIPS NO; MILES
PEk DAY PFR TRIP
Vfri. Ay/G. LiEV. AVG. OF-V.
VEHICLES OVER 10,000 POUNDS GVW
i i 0 .
? 11.
3 0>i.
4 04.
5 03.
6 04.
7 03.
4
2
r,
2
0
09.0
1 4.3
07.6
01.6
04.1
•J2.ti
02.4
02.5
04.2
J.4.3
09. ^
i o. 8
05.3
Ort.O
10.2
07. a
28.4
08.6
15.3
11. 1
UO MlLcS
PER TKUCK
AVG. DFV.
26.4 20.4
28.5 24.0
33.8 29.2
59.9 74.3
34.9 34.7
45.2 74.1
15.9 00.4
SPEED(MPH)
AVG. OEV.
07.7 09.6
08.8 07.0
09.5 18.8
. 15.8 10.9
11.2 06.2
16.3 11.?
08.7 08.0
DAILY
SOAK-TIME
PER TRUCK
AVG. OEV.
78.2 60.4
.62.1 62.8
55.4 87.2
92.8 98.7
51.2 59.0
57.5 84.0
72.5 02.5
NO. TR I p.s
> 90 MIN.
SOAK TIME
73
41 5
28
37
35
1.2
VEHICLES OVEK 6,000 POUNDS GVW
1
2
3
4
5
6
7
12.2
11.4
08.1
04.2
03.5
04.2
03.0
13.6
14.2
07.6
02.5
01.6
04.3
02.8
02.1
02.5
04.2
14.2
09.9
10.8
05.3
08.2
10.0
07.8
28.4
08.6
15.3
11.1
25.6
28.5
33.8
60.1
34.9
45.2
15.9
20.1
24.0
29.2
74.2
34.7
74.1
00.4
07.6
08.7
09.5
15.7
11.2
16.3
08.7
09.4
07.0
18.8
11.0
06.2
11.2
08.0
67.7
61.6
55.4
92.8
51.2
57.5
72.5
63.1
62.8
87.2
98.7
59.0
84.0
02.5
84
431
28
38
35
12
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
I
tn
O
BOROUGH
BRONX
% OF INTERNAL
BRONX TRIPS
BROOKLYN
% OF INTERNAL
BROOKLYN TRIPS
MANHATTAN
% OF INTERNAL
MANHATTAN TRIPS
QUEENS
% OF INTERNAL
QUEENS TRIPS
RICHMOND
% OF INTERNAL
RICHMOND TRIPS
TABLE 23
NEW YORK CITY DATA
STATISTICAL ANALYSIS OF TRIP CHARACTERISTICS
OF INTERNAL TRUCK-TRIPS BY VEHICLE TYPE
FOR TRUCKS OVER 10,000 POUNDS GVW
VEHICLE TYPE
2 3 SU 4 5 6
17.6 80.4 0.6 98.6 1.1 0.3
6.6 89.9 1.9 98.4 0.9 0.4
28.4 69.1 1.4 98.9 0.5 0.2
12.6 81.0 4.6 98.2 0.4 0.9
14.9 83.6 1.5 100.0
0.3
TT
1.4
1.6
0.4 1.1
0.5 1.8
% OF TOTAL
INTERNAL TRIPS
10.7
32.0
39.8
15.9
1.6
TOTAL INTERNAL TRIPS 17.6 79.1 2.0 98.7 0.6 0.4
0.3 1.3
100.0
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
BOROUGH
BRONX
% OF EXTERNAL
BRONX TRIPS
BROOKLYN
% OF EXTERNAL
BROOKLYN TRIPS
MANHATTAN
% OF EXTERNAL
MANHATTAN TRIPS
QUEENS
% OF EXTERNAL
QUEENS TRIPS
RICHMOND
% OF EXTERNAL
RICHMOND TRIPS
TABLE 24
NEW YORK CITY DATA
STATISTICAL ANALYSIS OF TRIP CHARACTERISTICS
OF EXTERNAL TRUCK-TRIPS BY VEHICLE TYPE
TRUCKS OVER 10,000 POUNDS GVW
VEHICLE TYPE
1 2 3 SU 4 5 (
14.3 75.5 7.1 97.9
3.1
6.0 76.1 2.5 84.6 9.4 4.3
9.2 59.5 1.3 70.0 5.9 21.5
11.6 61.8 2.3 75.7 13.3 8.7
15.8 15.8 10.5 42.1 47.4 10.5
TT
'3.1
1.7 15.4
2.6 30.0
2.3 24.3
57.9
% OF TOTAL
EXTERNAL TRIPS
17.5
20.9
27.3
30.9
3.4
TOTAL EXTERNAL TRIPS 10.4 65.0 3.2
78.6
7.7 11.6
2.1 21.4
100.0
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
Table 24 shows a significantly different trip pattern trend
against vehicle type. The prominence of the single unit truck
performing internal-external trips in the Bronx reduced slightly.
However, significant shifts of this type trip were reported in the
other boroughs. In Richmond, a higher percentage of internal-
external trips was performed by the larger tractor-trailer
combinations than by single unit trucks.
The characteristics of the internal-internal trips between
the 5 New York City boroughs were analyzed and are presented in
Table 25. Trips in both directions on linkages between boroughs
as a percentage of total interborough trips by vehicle type are
shown. For the proper interpretation of these data, Table 26
indicates the division of total trips by borough which fall under
the following categories: Internal - those totally with the
borough; External - One trip-end in the city associated with the
specific borough and the other external to the city; and Inter-
borough - internal-internal trips between boroughs.
Trip Characteristics by Single-Unit and Tractor-Trailer Combina-
tion Aggregations
To explore if a meaningful set of trip characteristics
could be assembled from the survey data by the single unit/
combination aggregation, a series of analyses were run.
Distribution of Trips by GVW and Industry Type - Table 27
shows the results of this processing of reported trips. The per-
centage of trips among the various sizes of single unit trucks
contains two peaks. The largest occurs with trucks of GVW in the
range from 16,001 to 19,500 pounds with about 26 percent of total
trips. The smaller peak appears to relate to the 10,001 to 14,000
pound GVW category. As expected, tractor-trailer trips were
largely performed by vehicles of greater than 33,000 pounds GVW.
Distribution of Expanded* Truck-Miles by Industry Type and
GVW - The stratification of survey data for expanded* truck-miles
* Expanded truck-miles equals airline distance times 1.21.
-52-
-------
TABLE 25
NEW YORK CITY DATA
U)
i
LINKAGES
(BOTH DIRECTIONS)
BRONX-BROOKLYN
BRONX-MANHATTAN
BRONX-QUEENS
BRONX-RICHMOND
BROOKLYN-MANHATTAN
BROOKLYN-QUEENS
BROOKLYN-RICHMOND
MANHATTAN-QUEENS
MANHATTAN-RICHMOND
QUEENS-RICHMOND
ISTI
CAL ANALYS
FOR
IS
TRUCKS
OF INTERBOROUGH TRIP
BY VEH
OVER
CHARACTERI
STICS
ICLE TYPE
10
VEHICLE
11
15
14
16
9
33
16
1
.0
.0
.8
-
.6
.1
.3
.8
-
—
2
73.
78.
64.
100.
71.
85.
66.
75.
66.
_
4
1
8
0
3
5
7
1
7
3
2.2
2.3
7.4
-
3.1
2.3
-
4.0
-
-
,000
TYPE
SU
87
95
87
100
91
96
100
95
66
100
.6
.4
.0
.0
.0
.9
.0
.9
.7
.0
13
1
11
2
1
0
POUNDS
4_
.4
.1 3
.1 1
-
.8 4
.0 0
-
.7 3
33
—
GVW
5_ 6.
% %
.5
.9
-
.1 2.1
.7 1.4
-
.5
.3
_ _
TT
13.
4.
13.
-
9.
3.
-
4.
33.
_
4
6
0
0
1
0
3
% OF TOTAL
INTERBOROUGH
TRIPS
4.3
16.7
5.2
0.1
27.7
28.6
0.3
16.6
0.3
0.2
TOTAL INTERBOROUGH
TRIPS 13.8 76.8
3.1
93.7
2.7
2.7
0.9
6.3
100.0
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
TABLE 26
NEW YORK CITY DATA
SUMMARY OF STATISTICAL ANALYSIS
OF TRIP CHARACTERISTICS
FOR TRUCKS OVER 10,000 POUNDS GVW
INTERNAL
% OF
TOTAL
TRIPS
BRONX
BROOKLYN
MANHATTAN
QUEENS
RICHMOND
9
26
33
13
1
.0
.9
.4
.4
.3
EXTERNAL
% OF
TOTAL
TRIPS
1.0
1.2
1.5
1.7
0.2
TOTAL TRIPS
84.0
5.6
INTERBOROUGH
% OF TOTAL
TRIPS HAVING
ONE TRIP-END
IN BOROUGH
2.72
6.31
6.35
5.23
0.09
10.4
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-54-
-------
TABLE 27
NEW YORK CITY DATA
DISTRIBUTION OF TRUCK-TRIPS BY
SINGLE UNIT AND TRACTOR-TRAILER, INDUSTRY TYPE
AND GROSS VEHICLE WEIGHT CATEGORY
VEH BUSI/
YPE INDUS
2
3
su ^
5
9
Subtotal
2
3
TT <,
5
9
Subtotal
TOTAL
6t 000
lOtOOO
250
88
195
210
132
875
1
1
d76
PERC/
TOTAL
2.21
.78
1.73
1. 86
1.17
7.74
.01
.01
7.75
10,001
14,000
608
552
514
240
232
2146
4
4
2150
PERC/
TOTAL
5.38
4. 88
4.55
2.12
2.05
18.99
.04
.04
19.02
14,001
16,000
304
372
451
113
111
1351
1351
PERC/
TOTAL
2.69
3.29
3.99
1.00
.98
11.95
11.95
16,001
19,500
896
772
944
165
167
2944
20
5
25
2969
PERC/
TOTAL
7.93
6.83
8.35
1.46
1.48
26.05
.18
.04
.22
26.27
19,501
26,000
526
582
370
145
64
1687
13
13
1700
PERC/
TOTAL
4.65
5.15
3.27
1.28
.57
14.93
.12
.12
15.04
26,001
33,000
188
348
155
58
357
1106
10
24
5
4
43
1149
PERC/
TOTAL
1.66
3.08
1.37
.51
3.16
9.79
.09
.21
.04
.04
.38
10.17
33 ,001
AND UP
107
178
198
249
128
860
38
134
24
35
17
248
1108
PERC/
TOTAL
.95
1.57
1 .75
2.20
1.13
7.61
.34
1.19
.21
.31
.15
2.19
9.80
INDUSTRY CODE
2 - Manufacturing
3 - Utility, Communications and Transportation
4 - Wholesale
5 - Retail
9 - All Other
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
by industry type and GVW stratums is shown in Table 28. The
distribution indicated here followed the previous presented patterns.
Statistical Analysis of Truck-Trips - An analysis of truck-
trips was performed on the single unit/combination aggregation by
industry type. This analysis, summarized in Table 29, failed
to show recognizable relationships which could be used to simplify
and collect trip characteristics into smaller cells.
Trip Characteristics by GVW Stratums
An analysis of travel characteristics by GVW categories,
similar to those performed by vehicle type (Table 21, for example).
The results is. given in Table 30. When compared to the analyses
performed by vehicle type, the trip characteristics are about
equally distributed in all GVW stratums with little apparent trends
or patterns evident.
Time Distribution of Truck Trips
The mid-point time of all trips reported in the survey
were collated as shown in Table 31. This collation was made
against type of industry within each vehicle type. The total
truck trips are distributed such that about 89.6 percent of all
trips have their mid-point time within the hours of 6 A.M. and 6 P.M.
A plot of this distribution is shown in Figure 5. The major
activity between midnight and 6 A.M. are trips performed by
the manufacturing industry trucks. Wholesale industry trucks begin
their trips around 2 A.M. whereas the Utility/Communications/
Transportation reports their earlier moves starting about 4 A.M.
Most of this movement is the familar 2-axle, dual-rear-tire truck.
To demonstrate any dramatic shifts in time distribution of
trips, data of bridge crossings in 1964 and 1971 made by the New
York City Department of Public Works were overlaid on the survey data.
There appears to be slight shifts in night truck trips in both
the 1964 and 1971 bridge crossings. The peak hour activity at the
-56-
-------
TABLE 28
NEW YORK CITY DATA
«
DISTRIBUTION OF EXPANDED TRUCK-MILES
BY SINGLE UNIT AND TRACTOR-TRAILER, INDUSTRY TYPE
AND GROSS VEHICLE WEIGHT CATEGORY
VEH BUSI/
TYPE INDUS
SU
Subtotal
TT
Subtotal
TOTAL
2
3
4
5
9
2
3
-------
GVM IND
SINGLE UNIT TRUCKS
10-14.000
14-16,000
16-19,500
19,5-26,000
26-33,000
Over 33,000
2
3
4
5
•9
2
3
4
5
9
2
3
4
5
9
2
3
4
5
TABLE 29
NEW YORK CITY TlATfl
STATFSTICAL ANALYSIS OF TRUCK-TRIPS BY
SINGLE UNIT AND TRACTOR-TRAILER COMBINATIONS BY INDUSTRY
Average and Deviation of Number of
Trips & Miles, Speed, and Daily Soak-Time,
and Number of Trips Where Soak-Time Exceeded 90 Minutes
TRACTOR-TRAILER COMBINATIONS
16-19,500 3
19.5-26,000
26-33,000
Over 33,000
Nd-MILES
PER TRUCK
AVG. OEV.
SPEED(MPH)
AVG. DEV.
DAILY
SOAK-TIME
PER TRUCK
AVG. DEV.
15.6
13.1
12.0
10.9
06.3
11.7
11.3
15.0
14.1
09.3
16.3
08.7
12.9
08.7
05.6
15.0
14.4
12.2
19.3
06.3
07.8
11.1
06.4
12.4
19.2
07.1
05.9
07.1
10.8
06.1
12.2
11.1
09. y
11.9
05.7
11.4
09.3
11.6
15.3
09.1
20.5
07.3
12.7
08.4
05.8
16. S)
32.0
10.8
17.9
05.4
06.9
13.9
04.5
09.7
33.1
04.2
04.7
04.6
06.7
07.3
01.8
01.8
02.5
02.0
03.5
02.2
01.9
02.0
02.8
02.8
02.2
03.5
02.2
04.1
04.6
01 .8
01.5
02.8
01.3
03.6
03.9
02. 7
05.1
02.2
01.7
03.7
04.7
04.1
02.4
05.3
03.8
05.4
12.1
10.5
09.8
07.2
.03.1
05.8
05.6
05.9
21.7
07.2
10.9
08.2
18.7
07.1
08.5
07.5
01.7
07.1
08.6
07.8
09.3
02.2
06.9
03.1
09.6
04.6
01.9
07.5
27.3
23.4
30.4
22.2
22.2
25.2
21.4
30.1
40.2
26.3
35.8
30.6
28.3
35.5
25.5
27.2
21.4
33.6
24.4
22.8
30.2
29.7
32.2
27.4
33.0
26.1
28.2
29.3
26.4
32.6
12.4
14.8
24.6
21.8
19.8
15.8
14.2
20.9
27.8
16.5
24.9
33.4
21.1
26.0
25.2
16.6
13.8
24.4
13.6
11.0
27.5
37.5
18.4
18.3
31.5
18.2
25.0
21.2
17.4
36.3
07.3
07.8
10.3
07.4
08.3
08.3
06.0
08.2
11.4
07.8
09.5
09.4
09.0
12.4
09.0
08.0
06.4
09.6
07.7
09.6
10.4
09.1
10.0
07'. 6
07.9
07.9
07.3
07.7
08.5
11.1
05.5
05.1
08.4
10.4
11.2
03.9
03.3
09.2
06.9
04.8
06.5
08.0
15.5
17.3
07.1
03.9
05.7
09.9
02.3
05.1
07.7
07.4
05.4
02.6
04.6
05.3
05.7
04.0
04.4
07.5
30.6
96.1
62.0
63.6
90.4
88.8
68.5
90.3
62.5
54.9
74.9
51.6
68.2
91.7
93.5
81.1
54.7
78.0
98.0
12.3
28.4
42.1
37.3
23.9
08.8
47.4
22.4
82.9
15.8
28.0
34.2
72.2
64.4
70.3
93.5
72.7
58.8
54.8
39.3
81.5
58.9
61.5
74.1
95.9
21.1
57.5
59.6
63.5
81.1
78.0
59.2
58.9
42.8
47.1
44.0
39.2
58.5
59.4
41.6
73.1
04.0
03.3
03. 3
06.0
02.0
04.2
03.4
03.4
07.0
04.3
01 .4
02.5
02.3
05.7
01.4
02.3
01.5
01.6
06.0
02.6
13.0
13.9
48.6
05.8
06.5
23.9
09.3
10.6
06.8
10.1
12.2
12.2
15.9
15.9
10.2
49.4
10.0
04.9
11.0
04.7
52.0
45.3
62.0
34.5
13.0
01.0
31.0
36.3
47.4
42.8
51.4
23.8
86.2
27.5
04.5
39.5
47.3
33.7
33.2
38.5
14.4
16.1
26.8
10.6
07.8
18.9
11.6
13.9
10.8
10.2
08.0
15.8
03.0
07.2
09.1
09.0
09.3
05.6
09.2
03.5
56.8
68.8
53.3
77.5
00.0
08.3
48.1
94.3
40.0
33.8
59.2
90.9
92.4
98.4
00.0
35.4
63.7
96.4
51.2
98.4
NO. TRIPS
>90 MIN.
SOAK TIME
18
20
16
11
30
12
23
12
3
7
22
73
33
4
24
IS
26
14
1
7
18
34
12
2
JO
5
26
16
8
10
4
4
3
5
2
5
46
5
2
2
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-58-
-------
VEHICLE MILES
% OF TOTAL
TABLE 30
NEW YORK CITY DATA
SUMMARY OF URBAN TRUCK
TRAVEL CHARACTERISTICS BY GVW CATEGORY
6,000
10,000
4.6
GROSS VEHICLE WEIGHT CATEGORY
10,000 14,000 16,000 19,500 26,000
14,000 16,000 19,500 26,000 33,000
15.0
9.3
27.2
12.3
11.8
Over
33,000
19.8
% OF TOTAL
DAILY TRUCK-
TRIPS
7.0
19.0
11.9
26.3
15.0
10.2
9.8
TRUCK
POPULATION
% OF TOTAL
TRI-STATE
SURVEY
5.5
17.5
10.4
25.9
12.7
10.7
17.3
AVG. MILES
PER TRIP
(MILES)
1.62
2.18
2.14
2.85
2.26
3.20
5.56
AVG. MILES
PER TRUCK
(MILES)
25.1
25.4
26.8
31.2
28.8
32.8
34.1
AVG. TRIP
SPEED
(MPH)
7.5
8.5
8.0
9.7
8.3
6.9
10.4
AVG. NUMBER
TRIPS PER
TRUCK PER
DAY
15.1
11.7
12.4
10.8
12.8
10.2
6.1
-59-
-------
o
I
12
COMPARISON OF TIME DISTRIBUTION.OF TRUCK TRIPS
BETWEEN 1963-4 AND 1971
WL, Snvtk anJ
FIGURES
-------
TABLE 31
NEW YORK CITY DATA
vt>i -jusI/
TYPf INUUST
5
1 b
Subtotal
Subtotal
3 1
3 2
3 3
1 4
i 5
i 8
Subtotal
1
Subtotal
Subtotal
o 2
6 3
o 5
Subtotal
7
TJI AL
% IN HOUR TO
TOTAL
CUMULATIVE %
TIME DISTRIBUTION OF TRUCK-TRIPS FOR TRUCKS OVER 10,
BY VEHICLE TYPE AND INDUSTRY TYPE
M10-PUINT TIME (A Ml
1 2 3 4.5 6 7 8
I 17
2 2
13
1
~T~ T ~T "75
11 6 1 27 100
41 68
2 3 12 58
1)165
31431
15 10 9 89 232
11 21
T T T~ T
1
1
T T
2 111
T ~T ~i~ T
i
~T
FT IT iT ~94~ 266
0.2 0.1 0.1 0.9 2.5
0.2 0.3 0.4 1.3 3.8
28
1
15
1
1
2
4
148
73
99
11
2
339
1
1
~2~
1
2
1
T
3
~3~
1
1
T
~396
3.7
7.5
1
28
13
21
6
5
45
1
16
169
109
143
52
1
15
551
1
9
2
2
3
3
-JTJ
1
4
6
1
T7
1
11
1
2
T5
3
3
"575
6.5
14.0
2
I
2
28
32
26
8
10
TB9
67
2
21
223
229
222
80
2
18
864
1
5
2
7
6
2
4
~7T
6
5
2
1
T4
11
2
TT
4
2
1
1034
9.9
23.9
000 POUNDS GVW
9 10
37
37
36
9
10
TZ7
41
1
20
228
240
280
93
1
2
15
1
7
5
8
9
4
3
TT
1
7
3
1
T7
1
9
1
1
,
2
2
-5-
2
1 118
10.8
34.7
39
45
38
8
9
T59
35
2
12
230
249
243
107
1
18
"89?
2
7
2
6
8
4
3
3
9
TT
1
2
6
1
3
T5
5
3
1
1102
10.5
45.3
11
2
26
41
34
6
7
TT?
31
2
14
203
244
243
94
1
2
19
^53
1
. 6
6
7
9
5.
2
2
6
3
]
TT
i
5
1
2
—
1
4
1
1032
9.9
55.2
12
1
24
36
32
5
3
TST
41
10
149
163
147
71
16
597
1
3
4
5
3
4
To
2
1
1
4
2
6
2
p
TT
l
l
-r
"736
7.1
62.3
TOTAL
6
1
2
228
209
215
44
45
T55
260
10
97
1495
1416
1452
522
2
8
115
5377
13
37
21
35
39
22
12
779
1
20
36
9
6
72
I
7
56
6
12
~aT
2
21
13
"3T
4
"iToo
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
TABLE 31 (CONTINUED)
NEW YORK CITY DATA
VEH 6US1/
TYP£ [NUllST
2a
54
37
•43
11
170
15t
1 !<•
P5
1
1
Ic
t 7
2 B
Subtotal
1
1
Subtotal
Subtotal
Subtotal
Subtotal
7 1
Subtotal
» IN HOUR TO
TOTAL 8. 7
CUMULATIVE % 70.4
2
2
I »
14
I
10
63
29
9
1
121
32
2
IB
164
189
180
84
2
15
686
I
5
4
8
4
b
3
TT
l
5
1
2
11
3
9
1
TT
1
\
2
.OZ
8.3
78.7
TIME DISTRIBUTION OF TRUCK-TRIPS FOR TRUCKS OVER 10,000 POUNDS GVW
BY VEHICLE TYPE AND INDUSTRY TYPE
MID-POINT T1NF IP HI
15 16 17 IB 19 20 21 22 23 24 TOTAL
2
2
24
63
26
7
7
TTT
1 4
3
19
141
191
152
68
1
4
11
~Slfr
1
7
3
8
R
3
3
TT
l
3
10
2
1
TT
i
i
7
1
2
TT
2
z
~
1
1
802
7.7
86.4
1
10
64
30
8
4
117
32
2
15
106
151
113
42
1
14
476
8
3
10
3
3
3
TIT
2
7
3
1
TT
9
1
1 U
2
1
3
649
6.2
92.6
7
30
23
1
2
63
12
3
49
77
63
24
1
10
T39
1
I
4
2
3
TT
2
2
3
-r
2
1
1
~4~
1
r
325
3.1
95.7
5
11
11
2
~29~
14
2
IS
37
19
13
T57
i
i
i
2
T
l
4
1
"77
147
1.4
97.1
3
5
5
1
1
15
10
19
9
b
4
1
-sf
i
l
i
-T
1
1
~2~
3
~T
74
0.7
97.8
2 1
~r T
7 6
35 25
2 2
8 b
1 1
1
3 3
56 44
1 1
T T
1
2 1
-r ~r
62 47
0.6 0.5
98.4 98.9
3
1
2
1 88
293
1 162
1 1 38
29
1 1 2 616
81 179
7
1 69
21 26 13 784
814
7 3 3 734
1 1 1 325
1 7
7
4 5 t 94
43 36 21 3020
1 2 11
30
13
37
30
19
-r -r T*f
i
1 13
2 1 42
9
10
T -r T§-
1
b
32
5
4
48
8
^
~T4~
1
1
~r
48 38 25 3927
0.5 0.4 0.2
99.4 99.8 100.0
-------
bridge does not coincide in magnitude or time with survey trips.
There are two factors worthy of consideration here. One is the
fact that Tri-State survey data shown here covers all trips, not
those related to bridge crossings only. Secondly, 1964 and 1971
bridge crossings tract each other reasonably well, thus substant-
tiating the fact that truck travel patterns have not shifted
significantly since 1964. It is not likely that patterns shifted
between the 1963 Truck-Taxi Survey and 1964.
-63-
-------
Chapter 5
ROADWAY TYPES USED IN TRUCK TRAVEL
Intensity of truck travel is indicated in terms of
vehicle miles of travel (VMT). These data have been related
to vehicle type, user industry type, and other truck and trip
characteristics in Chapters 2,3, and 4. The intensity of truck
travel by type of roadway was not indicated in the basic Tri-
State Truck-Taxi Survey. The desirability of estimating these
relationships to relative highway emissions is obvious.
Phase II of the program will instrument trucks and
record data to define trip patterns by three categories of
roadways—Expressways, Arterials, and Local Streets. A pre-
liminary insight into the fraction of truck VMT committed on
these three roadway types was developed through a combination
of data from a variety of sources.
The methodology employed in developing this estimate
was to generate a network of expressways and arterials. Using
volume counts obtained for these linkages, daily truck VMT by
these facilities were estimated. Next, an estimate of total
daily truck VMT was made from other source data. The differ-
ence between the total VMT and that assigned to expressways
and arterials was assumed to be that truck travel on local
streets.
Estimation of Truck VMT on Arterials and Expressways
The network shown in Figure 5-1 was assumed, based
upon both judgment and cordon count locations contained in the
-64-
-------
PAGE NOT
AVAILABLE
DIGITALLY
-------
1963 "Vehicle Classification and Vehicle Occupancy Report".
The network comprises about 445.5 miles of roadways identified
therein as Arterials and about 106.6 miles identified as
Expressways.
This network was divided into short analysis segments.
The length of each segment was scaled. A direct truck volume
count was available for about 35 percent of these segments
from the classification report. Volumes for the remaining
segments were estimated by association with these counts and
extensions of these data to continuous portions of a given
facility. VMT estimates were obtained from the product of
truck volumes on each segment and segment length. The estimates
derived by these means is given in Table 32.
Table 32
TRUCK MILEAGE BY TYPE OF ROADWAY
URBAN ARTERIALS EXPRESSWAYS
Mi]
Brooklyn
Queens
Bronx
Manhattan
Staten Island
TOTAL 445.5 1,164,200 106.6 731,800
An average of about 1,164,200 daily vehicle miles of
truck travel are performed on urban arterials, and about 731,800
vehicle miles on expressways in New York City.
Miles
96.3
141.9
74.2
90.8
42.3
Truck-Miles
278,400
331,700
101,000
408,900
44,200
Miles
24.8
33.4
31.2
0
17.2
Truck-Miles
134,700
353,100
216,900
0
27,100
*These were annual counts taken by the New York State Department
of Highways.
-66-
-------
Estimation of Total VMT
Bridge volumes for 18 major bridges* indicate that
about 175,000 trucks crossed in a typical day. This volume
included through trucks. The Port of New York Authority esti-
mated during a comparable period that about 21.3 percent of
trucks crossing Staten island and Trans-Hudson bridges were
performing through trips. Applying this factor to the total
daily volume of 175,000 trucks produces an estimate of about
137,500 trucks engaged in travel internal to the Metropolitan
area.
In the sorted data for trucks performing "eligible"
trips in New York City derived from the Tri-State Truck-Taxi
Survey, 1,047 trucks reported a total daily travel of 25,771
airline miles. Based upon Bureau of Census estimates that
over-the-road mileage is 21 per cent higher than airline miles,
the total daily travel in the sample expands to 31,180 roadway
miles.
This selected data sample was processed to determine
the number of trucks reporting trips which crossed the same
18 bridges. The results indicated that 1,135 trucks made trips
involving these bridges.
By comparing these 1,135 trucks in the selected sample
to the total daily counts of 137,500 trucks performing internal
metropolitan trips, provides an expansion factor for estimation
purposes of 0.0083. Applying this factor to the 31,180 truck
miles reported in the sample data set, results in a total VMT
*Derived from data in the 1963-64 "Comparison of Bridge Traffic"
made by the New York City Department of Public Works.
-67-
-------
estimate of about 3,757,000 vehicle miles daily. One can arrive at
an estimate that about 19.5 percent of truck VMT is committed
on the portion of the network identified as Expressways,
about 31 per cent on those network facilities identified as
Arterials, with the remaining 49.5 percent of truck travel
committed on facilities not included in the network and there-
fore termed Local Streets.
-68-
-------
Chapter 6
CONCLUSIONS
A major objective of Phase II of the program is to develop
a profile of engine operation variables employed in urban truck
population use. As has been cited, the two study areas are the
Los Angeles Basin and New York City. A sample plan design will
be based upon data assembled in Phase I, and 50 trucks in each
area will be instrumented. An instrumental survey will be
conducted to accumulate up to 172 truck-days of data in each
area by monitoring truck trips performing their usual trip patterns
and normal use. Any given truck will be monitored from 1 to 5
days, depending upon the sample plan.
Parameters to be recorded include engine rpm, percent of
maximum developed torque and vehicle speed against time in
increments of less than 1 data set per second.
The sampling plan should statistically subdivide the
truck population into as small a number of strata as are feasible
due to the small number of trucks in the survey. Each strata
should represent a segment of the population which has similar
patterns of travel and use and the smallest variation of travel
characteristics.
Subject to the restrictions in sample size and total truck-
days of data to be assembled, the objective of the sample plan is
to determine the distribution of trucks and days assigned to each
strata which minimizes the variation of the estimated and the
actual use profile in intensity of travel performed (VMT).
Intensity of travel performed by trucks within a given
stratum is a basic emission characteristic since the magnitude
of emission components produced by a vehicle, all other things
remaing constant, depends upon distance traveled.
-69-
-------
Potential Stratification Parameters
The data contained in this report should be analyzed to
develop desirable stratification parameters. Comparisons should
be made between truck, user and engine characteristics to aggre-
gate data such that travel characteristics and use patterns are
compartmentalized into meaningful and related groupings.
Enginer Fuel Type - An obvious dimension, determined by
the differenced in levels and composition of emissions, is that
of fuel type. Two types of fuel predominate—gasoline and diesel.
While the trip-making characteristics on this simple delineation
can not be easily identified, this parameter must certainly be
expected in any reasonable stratified sample.
User Industry Type - Eleven industry types were identified
in the survey data. When considering the distribution of the
fraction of total VMT generated, three user industry groups commit
about equal travel intensity in New York City, and their total is
a little over 75 percent of all truck VMT. These are: Wholesale
Utilities/Communication/Transportation, and Manufacturing.
Combining the remaining user industry types under a category of
Other results in four industry groups that generate about equal VMT
in the urban area. The basic three industry group travel charac-
teristics, while varying even within each group to some extent,
can be considered as somewhat similar because of truck usage and
trip purpose.
Truck Characteristics - Within the eight strata suggested
above, travel characteristics vary according to truck characteris-
tics. Two aggregations of travel characteristics were performed
in the data analysis of this study.
One aggregation was based upon vehicle type which employed
number of axles as a parameter to more grossly separated vehicle
type into single-unit trucks and tractor-trailer combinations.
-70-
-------
The second aggregation was based upon the vehicle's gross
vehicle weight, which was divided into seven weight intervals or
classes.
A third possible aggregation, that which might have
employed body type is a set of parameters, was not extensively
employed in the data analysis. This was justified on two bases;
the number of body types was large, with twelve categories defining
the survey; and the apparent discrepant definition of body types
between survey data and registration data.
Recommended Stratification Parameters
It is recommended that the two engine fuel types--gasoline
and diesel—be employed as basic parameters within the sample
plan. Likewise, the aggregation of four user industry types
discussed above in the sample plan design would parametrically
divide total VMT by approximately equal groupings. Thus, a matrix
of 2 x 4 has been formed thus far.
There remains a task of selecting between vehicle type and
gross vehicle weight for a set of truck characteristics parameters
to be included.
Aggregating by Vehicle Type - One dominant vehicle type
consistently emerged in the study data processing. This vehicle
type was the 2-axle, dual rear tire truck. This dominance was
found regardless of whether the population included the 6-10,000
pound GVW class or not. This vehicle type represented about 73
percent of the total population of trucks over 6,000 pounds GVW.
This type generates about 70 percent of the total truck VMT in
performing about 78 percent of total truck trips. Their trips
accounted for over 76 percent of all internal-internal trips and
in so doing accumulated about 47 percent of internal-internal trip
mileage. In the internal-external trip category, this type traveled
about 23 percent of that category mileage and made about 60 percent
-71-
-------
of the trips. The same pattern exist even when the 6-10,000
pound GVW class is dropped from the data.
Combining the 2-axle, single rear tire truck statistics
with those of the 2-axles dual results in .a group representing
about 87 percent of the total population. When including all
trucks over 6,000 pounds GVW, this grouping would account for
about 94 percent of all truck trips and would generate about 84
percent of all truck WMT.
About 4 percent of the truck population is the 3-axle
dual rear tire truck. This category accounts for about 5 percent
of internal-internal trip mileage and about 4 percent of internal-
external trip mileage.
The remainder of the VMT is generated by tractor-trailer
combinations of all types.
An analysis of variance between various pairings of
vehicle types and their travel characteristics of trip speed,
number of trips per day, and miles per trip was conducted. These
(*)
tests employed the following procedures:
Let:
^ = significance level of text - 0.05
X = mean of variable for vehicle type A
mA \
X_ = mean of variable for vehicle type B
—o
2
S' = standard deviation of variable for vehicle
type A
2
S = standard deviation of variable for vehicle
type B
n = number of measurements of variable for vehicle
type A
n = number of measurements of variable for vehicle
type B
-72-
-------
Then compute:
V s2
V A = A = variance of X,
•
V- - s
B = B = variance of X
--
Compute "etfective number of degrees of freedom", thus:
F = (VA+YB)2 _ ,
-jL . B* '
From a table of "student t" distributions, obtain
Compute :
-•tu-£. ^
If:
IX - X l^/i. decide that there is a significant
1 —A — B'
difference in average performance of A and B; otherwise,
decide that there is no reason to believe that A & B
differ in average performance.
T*)
For illustration of this method, see National Bureau of
Standard Handbook 91, "Experimental Statistics" by Mary
Gibbons Natrelle, August 1, 1963, pp. 3-26 through 3-30,
-13-
-------
Table 33 shows the results of the above test procedure
applied to statistical data of vehicle types as regard to trip
speed, number of trips per day, and miles per trip.
Note that the 2-axle truck types indicate no significant
travel characteristic difference. Thus, these types could be
aggregated into one stratum parameter without affecting the
travel characteristics of the combination (Types 1 and 2).
The test indicates only a significant difference in
miles per trip between the 2-axle single rear tire group (Type I)
travel and the 3-axle dual group (Type 3) travel. However, the
2-axle dual rear tire (Type 2) travel shows significant differences
in both number of trips per day and miles per trip when compared
to the 3-axle dual group (Type 3). The conclusion from this
test is that the Type 3 vehicle group should probably remain
separate from the combined 2-axle group.
With these two single unit truck type groups generating
over 90 percent of all truck VMT, it would appear logical to
group all tractor-trailer combinations into a third group. Refer
again to Table 33 to see what are the travel characteristic
variances of such a combination.
Note that in most cases, the tractor-trailer combinations
(Types 4, 5 and 6) travel characteristics are significantly
different from the single unit trucks (Types 1, 2 and 3). There
is no significant variance between type 4 and 6 or between types
5 and 6 within the tractor-trailer group. There is some variance
indicated between type 4 and 5 in trip speed and miles per trip.
This variance can be discounted when the small fraction of
travel is accounted to the type 4 combinations.
Using vehicle type as a stratification parameter, a
2x4x3 matrix would be evident. Thus, 24 strata would be
-74-
-------
Table 33
RESULTS OF VARIBILITY TESTS BETWEEN VEHICLE TYPES AND
THEIR TRAVEL CHARACTERISTICS
TRAVEL CHARACTERISTICS
Comparison Between
Vehicle Type A and Vehicle Type B
1 2
1 3
1 4
1 5
1 6
2 3
2 4
2 5
2 6
3 4
3 5
3 6
4 5
4 6
5 6
1.
Single 2.
Unit 3.
4.
Tractor 5.
Trailer 6.
Trip Speed
XA - XB
1.1
1.8
8.1
3.5
8.6
0.7
7.0
2.4
7.5
6.3
1.7
6.8
4.6
0.5
4.1
VEHICLE
2-axle,
2-axle,
3-axle,
3-axle,
4-axle,
5-axle,
*
1.5
2.2
2.3
1.6
3.8
2.1
2.3
1.5
3.7
3.0
2.5
4.3
2.8
4.4
4.1
TYPE
Different
No
No
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
No
Yes
Yes
No
Mo
CODE
No. Trips per Day
XA ~ XB
0.6
2.7
6.6
7.3
6.6
3.3
7.2
7.9
7.2
3.9
4.6
3.9
0.7
0.0
0.7
/
1
2
1
1
2
2
1
1
2
1
2
3
1
2
2
u.
.8
.8
.7
.6
.8
.6
.4
.2
.7
.5
.4
.4
.0
.6
.5
Different
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
XA
0
1
11
7
8
1
11
7
8
10
5
6
4
3
0
Miles/Trip
-*B
.1
.8
.9
.5
.4
.7
.8
.4
.3
.1
.7
.6
.4
.5
.9
*
0.4
1.4
1.0
2.1
16.4
0.9
1.9
2.1
16.0
2.1
2.3
16.0
2.8
16.0
16.0
Different
No
Yes
Yes
Yes
No
Yes
Yes
Yes
No
Yes
Yes
No
Yes
No
No
single rear tire
dual rear tire
dual rear tire
tractor- trailer
tractor-trailer
tractor- trailer
-------
contained in the basic sample plan configuration.
Aggregating by GVW - With 6 GVW classes basically
contained in the data, obtained by dropping the light truck
category (6-10,000 pounds GVW), it would be required to combine
these classes in some meaningful manner to reduce the total
number of stratum levels'in the basic sample plan configuration.
If these strata cannot be reduced to 3 or less without combining
strata with significantly different travel characteristics into
the combinations, the aggregation by vehicle type appears the
preferred strata parameter. Without such a combination, the
basic sample matrix would have 48 strata into which only 50
trucks could be divided. This would appear to be an insufficient
sample size which would result in inconclusive sample results.
Upon examination of data, no significant combinations
of GVW classes appeared reasonable. It is therefore recommended
the GVW not be applied as a strata parameter in a sample plan
utilizing only a 50-truck sample size.
-76-
-------
APPENDIX A
Calculation And Selection Of Stratum
Boundaries For Gross Vehicle Weight
-------
APPENDIX A
CALCULATION AND SELECTION OF STRATUM BOUNDARIES FOR GROSS VEHICLE
WEIGHT (GVW) TRUCK CHARACTERISTICS
The problem1is to select the best possible divisions or
categories for the GVW characteristic. The lower limit is set
by the requirements of the Phase II RFP at 10,000 Ibs. From this
point, there are two different sets of stratum boundaries that
are candidates for selection.
The first set of boundaries are defined by prior usage.
Their main advantage is that the results of any stratification
using these conventional boundaries could be compared directly
to other studies.
The second method of selecting the stratum boundaries
is based solely on the statistical characteristics of the dis-
tribution of GVW in the Tri-State data.
The statistical method utilized is called the CUM \ff(y)
RULE and is based on the work by Dalenius (1957) in determining
the best stratum boundaries under proportional and Neyman allo-
cation.
Conventional Boundaries - Listed below are the GVW stratum
boundaries that are most commonly used:
A-l
-------
GVW in Thousands
10 - 14
14 - 16
16 - 19.5
19.5 - 26
26 - 33
33+
Statistical Boundaries - Generally, the method used in
the CUM yf(y) RULE is to record the number of trucks that fall
in GVW categories ranging from 10,000 Ibs to 40,000+ Ibs. in
1,000 Ibs. increments. These values constitute the f(y) function.
Next the cumulative of Vflyl distribution is determined. The
stratum boundaries are then determined by dividing the CUM yfTy)
distribution into six equal increments. The Tri-State data were
analyzed in this fashion and the following stratum boundaries
were derived:
GVW in Thousands
10 - 13.5
13.5 - 17.0
17.0 - 20.4
20.4 - 26.5
26.5 - 33.9
33.9 +
Conclusions - The results of selecting the stratum boundar-
ies by two different means are remarkably similar. Because there
is no serious discrepancy between the "statistically best" stratum
boundaries and the stratum boundaries that are currently in use,
the currently used stratum boundaries will be used in this study.
A-2
-------
10 -
11 -
12 -
13 -
14 -
15 -
16 -
17 -
18 -
19 -
19.5 -
20 -
21 -
22 -
23 -
24 -
25 -
26 -
27 -
28 -
29 -
30 -
31 -
32 -
33 -
34 -
35 -
36 -
37 -
38 -
39 -
Over
11,000
12,000
13,000
14,000
15,000
16,000
17,000
18,000
19,000
19,500
20,000
21,000
22,000
23,000
24,000
25,000
26,000
27,000
28,000
29,000
30,000
31,000
32,000
33,000
34,000
35,000
36,000
37,000
38,000
39,000
40,000
40,000
Table A-l
NEW YORK CITY DATA
CALCULATION OF STRATUM BOUNDARIES FOR
GVW TRUCK CHARACTERISTICS
TOTAL
NUMBER.
F(GVW)
51
36
40
57
50
59
43
171
41
17
16
14
28
17
26
14
18
15
20
12
24
12
15
14
13
11
20
10
5
1
8
113
F(GVW)
7.1
6.0
6.3
7.6
7.1
7.7
6.6
13.1
6.4
4.1
4.0
3.7
5.3
4.1
5.1
3.7
4.2
3.9
4.5
3.5
4.9
3.5
3.9
3.7
3.6
3.3
4.5
3.2
2.2
1,
2
10.6
To divide GVW into 6 strata:
CUM F(GVH)
7.1
13.1
19.4
27.0
34.1
41.8
48.4
61.5
67.9
72.0
76.0
79.7
85.0
89.1
94.2
97.9
102.1
106.0
110.5
114.0
118.9
121.4
125.3
129.0
132.6
135.9
140.4
143.6
145.8
146.8
149.6
160.2
= 26.6
Taking increments at : 26.6; 53.2; 79.8; 106.4; 133.3
on CUM f(GVW) produces increments: 10 - 13.5
13.5 - 17.0
17.0 - 20.4
20.4 - 26.5
26.5 - 33.9
33.9+
A-3
-------
APPENDIX B
1963 Truck-Taxi Survey
Business Or Industry Codes
-------
APPENDIX B
-"1963 TRUCK-TAXI SURVEY
BUSINESS OR INDUSTRY CODES
0 - AGRICULTURE. FORESTRY^ FISHERIES. AIJD;_K_IHIKC
Apr Iculture
Forestry
Fisheries
Cofil Mining
Crude Petroleum and Natural Gas Extraction
Metnl Mining
Non-metallic mining end quarrying, except fuel
1 - CONSTRUCTION
Airport Construction
Bricklaying
Build inf.; Construction
Bolid ing Wrecking
Cement Paving
P&lntlng
Papcrhaaging
Street Repair
2 - MANUFACTURING
Aircraft and Parts
Apparel nnd Accessories
Oakery Products
Beverage Industries
Canning and (reserving Fruits, Vegetables and Sea Food
Confectionary and Related Products
Dairy Products
Drugs and Medicines
Electrical Mechlnory, Equipment ond Supplioo
Farm Machtneiy eiid Equipment
Flood Coverirgs, Except Hard Surfaces
Furniture nnc Fixtures
Glcys and Clf.es Products
Groin - Mill Products
Knlttinn Mills
Lumber and Weod Products
Meat Product!.
Motor Vehicles and Motor Vehicle Equipment
Office, Computing and Accounting Machine
Paints, Varnislu-s and Related Ptcducts
P.iporbo.ircJ Containers ond Boxes
Pet rolcum He' i n inp.
Plitt oj-.i .ipliic Equipinent ond Supplies (Continued on next page)
B-l
-------
BUSINESS OR INDUSTRY CODES
Printing, Publlflhlng and Allied Industries, Except Newspapers
Professional Equipment and Supplies
Pulp, Pnpcr, and Pnperhoard Hills
Rubber and Plastic Products
Ship nnd Boat Building and Repairing
Synthetic Fibers
Tobacco Manufactures
Ynrn, Thre.id and Fabric Ml.llfl
3 or C - UTILITIES. COMMUNICATIONS AND TRANSPORTATION
3=
Electric light and power
Electric - gas utilities
Gas and Steam Supply Systems
Petroleum nnd Gasoline Pipe Lines
Sanitary Services
Water Supply
Radio Broadcasting and Television
Telephone (wire & radio)
Telegraph (wire & radio)
Air Transportation
Railroads and Railway Express Service (If the vehicles are not used in freight
Street Railways and Bus Lines service)
Subways
Taxlcab Service
Water Transportation
C=
Railroads and Railway Express Service (If the vehicles are used in freight service)
Trucking Service
United Parcel Service
Moving and Storage
4 - WHOLESALE TRADE
Drugs, Chemicals and Allied Products
Dry Goods and Apparel
Electrical Goods, Hardware, and Plumbing Equipment
Farm Products - raw material
Food and related products
Machinery, Equipment and Supplies
Motor Vehicle:! and Equipment
Petroleum Products
Miscellaneous Wholesale Trade
Not specified wholesale trade
5 - RETAIL TH\DE
Apparel and accessory stores,, except shoe stores
Dairy Products, Stores and milk retailing
Drug Stores
nnd drinking places (Continued on next page)
B-2
-------
BUSINESS OR INDUSTRY CODES
Food Stores, except dairy products
Fuel and Ice Dealers
Furniture find Housefurnlshlngs Stores
Gaoollnc Service Stations
General Merchandise Retailing
Hardware and Farm Equipment Stores
Household Appliance, T. V. and Radio Stored
Jewelry Stores
Limited Trice Variety Stores
Liquor Stores
Lumber and Building Material Retailing
Motor Vehicles and Accessories Retailing
Retail Florist
Shoe Stores
Ml seel hincous Retail Stores
Not specified Retail Trade
6 - FINANCE. INSURANCE. REAL ESTATE. PROFESSIONAL. AND RELATED SERVICES
Banking and Credit Agencies
Insurance
Law Offices
Pvcal Estctc
Security and Commodity Brokerage ami investment Companies
7 - PROFESSIONAL AND RELATED SERVICES
Accounting, Auditing & Bookkeeping Services
Educational Services
Engineering & Architectural Services
Hospitals
Medical and other Health Services
Nonprofit Membership Services
Welfare and Religious Services
Miscellaneous Professional and Related Services
8 - BUSINESS. REPAIR. AND PERSONAL SERVICES
Advertising
Miscellaneous Business Services
Automobile Repair Services and Garages
Shoe Repair
Miscellaneous Repair Services
Barber and Beauty Shops
Dressmaking Shops
Hotels and lodging Places
Laundering, Cleaning and Dyeing Services
Private Households
B-3
-------
BUSINESS OR INDUSTRY CODES
9 - ENTERTAINMENT AND RECREATION SERVICES
Bowling Alleys, Billiard and Pool Parlor*
Theatero and Motion Picture*
Miscellaneous Entertainment and Recreation Services
(-)- PUBLIC ADMINISTRATION
Federal Public Administration
International Public Administration
Local Public Administration
Postnl Service
State Public Administration
B-4
-------
APPENDIX C
Supplemental Tabulations
-------
Vbri rtUSI/
TYPE INUUST
TABLE C-l
HEW YORK CITY, DATA
NUMBER OF DAILY TRUCK-TRIPS OF
TRUCKS OVER 6,000 POUNDS GVW
BY VEHICLE TYPE AND INDUSTRY TYPE
5-o
7-a
T R U C
9-10
K TRIPS
11-12 13-14
I 5-16
1
1
0
1
2
3
4
5
6
7
1 8
Subtotal
2
2
2
2
2
2
2
2
2
2
.
0
1
2
3
4
5
6
7
8
Subtotal
3
3
3
3
3
3
3
_
1
2
3
4
5
8
Subtotal
4
4
4
4
4
1
2
3
4
8
Subtotal
5
5
5
5
5
1
2
3
4
5
Subtotal
b
6
b
2
3
5
Subtotal
7
7
_
I
Subtotal
T.IT
,c
6
2
13
52
98
82
24
4
2
303
54
9
76
345
425
386
150
2
8
63
1518
4
21
14
20
16
6
_2.
83
2
16
38
e
6
70
2
6
51
8
6
73
2
18
it
24
3
A.
4
2075
4
2
45
89
63
23
2
2
-12
242
42
4
42
288
333
307
122
2
6
4.4
1190
2
12
13
12
13
b
2
60
8
23
7
5
43
6
28
3
6
43
7
2
9
2
?
1189
3
2
40
74
50
20
2
2
10
203
31
3
24
247
243
248
99
2
1
36
934
2
10
6
6
12
4
_2
42
6
8
4
4
22
1
8
2
11
4
_L
6
1
1
1219
1
37
65
40
16
2
2
8
171
24
1
13
204
181
210
88
2
22
745
2
8
3
4
9
4
JL.
32
2
3
_k
6
1
2
3
.2.
2
959
34
52
31
9
2
136
19
7
174
147
193
80
1
19
640
2
7
2
4
6
4
2
27
1
2
~
.2.
2
808
30
45
28
6
2
_&.
117
17
3
144
130
167-
66
16
543
2
5
4
6
3
.2.
22
2
T
2
2
686
28
31
20
6
2
51"
14
2
125
110
145
48
14 '
458
2
3
2
2
2
2
13
2
T
2
2
566
26
25
16
6
2
if
13
1
115
93
129
37
B
396
2
1
2
2
2
2
11
.2.
2
486
222
48
66
149
21
_2
515
227
668
631
573
190
*5
2334
6
18
3
10
B
45
1
1
2895
14
2
17
514
527
396
259
10
37
1855
441
17
168
2310
2293
2358
880
9
15
-262
8758
24
67
38
72
69
41
24
335
2
33
78
19
16
148
2
13
88
11
16
130
2
29
19
50
6
I
7
11283
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
TABLE C-2
NEW YORK CITY DATA
NUMBER OF TRUCKS BY GROSS VEHICLE WEIGHT
AND VEHICLE TYPE
01
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
GVW
1
01
03 7
04 14
05 5
.06 16
07 5
Ob 10
09 12
10 9
11 10
12 7
13 22
14 5
lb 2
16 2
J 7 3
16 1
I'J 2
20 3
21
22 2
23
24 2
25 1
26 3
27 1
28 3
.79 1
30
31
32 3
33
34
1b
36
37 1
TOTAL 152
GVW CODE
6- 7,000
7- 8,000
8- 9,000
9-10,000
10-11,000
11-12,000
12-13,000
13-14,000
14-15,000
15-16,000
16-17,000
17-18,000
18-19,000
19-19,500
19.5-20,000
20-21,000
21-22,000
22-23,000
V
2
4
3
24
34
31
30
45
39
48
34
145
34
15
13
11
26
13
20
14
15
12
17
9
20
9
1.0
11
11
10
16
9
4
1
4
29
770
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
E H I C L E T
3 4
1
1
2
1
2
1 1
1
1
I
2
3
1
2
1
1
1
2
1 1
1
1
1
1
2 1
26 17
42 35
23-24,000
24-25,000
25-26,000
26-27,000
27-28,000
28-29,000
29-30,000
30-31,000
31-32,000
32-33,000
33-34,000
34-35,000
35-36,000
36-37,000
37-38,000
38-39,000
39-40,000
Over 40,000
Y P E
5 6 7_ TOTAL
1 2
11
17
30
1 51
36
40
57
50
59
43
2 171
1 41
17
16
1.4
28
17
26
14
IB
1 15
20
1 12
24
12
15
1 14
1 13
11
20
1 10
1 5
1
1 8
28 12 113
17 17 ~T 1051
VEHICLE TYPE CODE
1-2 Axle - Single Rear Tires
2-2 Axle - Dual Rear Tires
3-3 Axle - Dual Rear Tires
4-3 Axle - Combination
5-4 Axle - Combination
6-5 Axle - Combination
7 - Other
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
C-2
-------
n
TABLE C-3
NEW YORK CITY DATA
STATISTICAL ANALYSIS OF INTERNAL AND EXTERNAL
TRIPS BY BOROUGH
AND GW) CATEGORY
GROSS VEHICLE WEIGHT
BOROUGH
BRONX
% OF BRONX
TRIPS
BROOKLYN
% OF BROOKLYN
TRIPS
MANHATTAN
% OF MANHATTAN
TRIPS
QUEENS
% OF QUEENS
TRIP
RICHMOND
% OF RICHMOND
TRIPS
10,001- 14,001- 16,001-
14,000 16,000 19,500
INT. EXT. INT. EXT. INT. EXT.
49.2 25.0 0.00 8.3 18.2 14.5
42.3 20.9 12.8 11.9 22.7 16.4
48.5 12.0 6.8 6.7 20.4 . 10.7
44.5 22.1 18.0 16.3 6.8 4.8
28.6 6.2 - -
19,501- 26,001- 33,001
26,000 33,000 AND UP
INT. EXT. INT. EXT. INT. EXT.
22.2 16.7 3.1 16.7 6.7 18.8
16.7 28.4 2.9 6.0 2.7 16.4
14.9 22.7 4.1 10.7 5.2 37.3
16.4 15.4 7.7 25.0 6.6 16.4
35.0 25.0 16.9 - 19.5 68.8
% OF TRIPS
TOTAL TOTAL
INTERNAL EXTERNAL
10.7 17.5
32.0 20.9
39.8 27.3
15.9 30.9
1.6 3.4
TOTAL TRIPS
44.8 19.7 10.7 11.3 17.3 10.3 17.2 21.4 4.8 12.0 5.2 25.3
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
TABLE C-4
n
i
LINKAGES
(BOTH DIRECTIONS)
BRONX-BROOKLYN
BRONX-MANHATTAN
BRONX-QUEENS
BRONX-RICHMOND
BROOKLYN-MANHATTAN
BROOKLYN-QUEENS
B ROOKLYN-RICHMOND
MANHATTAN-QUEENS.
MANHATTAN-RICHMOND
QUEENS-RICHMOND
NEW YORK CITY DATA
STATISTICAL ANALYSIS OF INTEPBOROUGH
TRIPS BY LINKAGES AND GVW CATEGORIES
GROSS VEHICLE WEIGHT
10,000
14,000
46.2
31.2
18.8
33.3
27.2
27.8
-
27.8
-
14,001-
16,000
7.7
3.1
-
-
1.8
6.9
-
9.1
—
16,001-
19,500
15.4
20.4
25.0
-
18.4
22.9
-
18.2
_
19,501-
26,000
7.7
20.4
25.0
-
27.9
25.7
100.0
24.2
_
26,001-
33,000
%
3.1
12.4
66.7
6.1
2.8
-
7.6
_
33,000
AND OVER
23.0
21.8
18.8
-
20.2
13.9
-
12.1
100.0
•6 ur J. i-» J. n-i~t
INTERBOROUGH
TRIPS
4.3
16.7
5.2
0.1
27.7
28.6
0.3
16.6
0.3
100.0
0.2
% OF TOTAL
28.8
5.0
20.6
23.5
5.0
17.1
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
o
I
TABLE C-5
NEW YORK CITY DATA
STATISTICAL ANALYSIS OF INTERNAL-INTERNAL
TRIP CHARACTERISTICS BY BOROUGH
BOROUGH
Bronx
Brooklyn
Manhattan
Queens
Richmond
NU.TK1PS
PEk DAY
AVG. Oh V.
03.8
10.7
09.2
07.7
09.5
10.i
16.1
12.7
09.2
08.5
NO. MI L£S
PER TRIP
AVG. DEV.
01.0
01.3
00.9
0.1.8
03. I
02.3
01.3
02.5
03.0
NU. MILES
PER TRUCK
AVG. UEV.
09.0
13.6
08.4
13.8
29.6
08.4
12.5
07.2
11.9
28.2
SPEELMMPH)
AVG. DEV.
05.4
06..2
04..4
07.7
11.5
05.4
05.5.
06.3
06.3
05.6
DAILY
SOAK-TIME
PER TRUCK
AVG. D6V.
15.9
18.9
26.4
03.7
68.8
68.1
60.5
55.. 9
53.0
54.5
NO. TRIPS
>90 MIN.
SOAK TIME
44
113
l'»l
63
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
-------
TABLE C-6
NEW YORK CITY DATA
COUNTY
Manhattan
Bronx
Kings
Queens
Richmond
AVERAGE NETWORK SPEEDS BY
10ADWAY TYPE FROM TRI-STATE TRAFFIC
ANALYSIS
AREA NUMBER
001
002
003
004
005
006
007
008
009
010
Oil
012
013
014
015
016
017
018
MODEL
AVERAGE SPEED - P1PH
EXPRESSWAY
27.7*
29.0
31.3
32.1
39.7
37.6
40.9
32.3
**
33.8
35.8
**
34.4
37.3
37.6
52.8
41.2
60.0
ARTERIAL
14.9
15.7
17.2
17.2
20.6
19.9
21.4
18.1
20.2
19.0
20.2
29.4
19.8
21.6
21.0
29.7
25.2
33.5
LOCAL
12.0
12.5
13.5
13.8
16.7
16.1
17.5
13.9
14.7
14.5
15.4
20.7
14.8
16.0
16.1
22.2
18.6
25.0
* No trucks permitted on Manhattan Expressways.
** No expressways in analysis area.
Data Source: 1963 Truck-Taxi Survey Tri-State Regional Planning Commission
C-6
-------
TABLE C-7
NINE COUNTY NEW YORK CITY AREA
1971 TRUCK REGISTRATIONS
LAST 10 YEARS MODELS
COUNTY
BRONX
KINGS
QUEENS
NEW YORK
RICHMOND
N.Y.C, SUB-TOTAL
NASSAU
SUFFOLK
ROCKLAND
WESTCHESTER
TOTAL
GROSS VEHICLE WEIGHT - LBS
10,000
OR LESS
5,835
11,481
8,042
13,161
2,886
41, '405
20,399
27,192
14,329
4,153
107,478
10,001-
19,500
1,432
3,355
1,811
2,790
429
9,817
3,377
2,819
2,080
437
18,530
19,501-
26,000
1,157
3,209
1,712
2,425
261
8,764
2,949
2,272
1,563
427
15,975
OVER
26,000
893
2,326
1,090
1,691
339
6,339
2,219
1,572
1,452
384
11,966
TOTAL
9,317
20,371
12,655
20,067
3,915
66,325
28 ,944
33,855
19,424
5,401
153,949
SOURCE: R, L, POLK & co,
Permission for further use must
be obtained from R. L. Polk & Co
C-7
-------
Table C-8
NINE-COUNTY NEW YORK CITY AREA
NUMBER OF VEHICLES REGISTERED PY BODY STYLE, WHEEL CODE, AND FUEL TYPE
10% SAMPLE OF LAST 10 YEARS MODELS - 1971
BODY
SIYLL
BUS
COMPACT VAN
DUMF
FLA". -BED
HOUSE CAP
MOTOR HOME
PANEL
PICK-UP
REGRIGERATOR
STATION-BUS
STAKE BED
STATION WAGON
TANK
TRACTOR
VAN
VAN-CAMPER
WRECKER
UNKNOWN
SUB-TOTAL
TOTAL
UNKNOWN FUEL
STAKE
TRACTOR
VAN
UNKNOWN
TOTAL
HHEEL CODE
42
2-AxLE/REAR DRIVE
GASOLINE DIESEL
112
463
361
149
2
4
608
780
62
' 20
484
65
85
155
1,662
1
148
392
5,553
1
16
6
18
6
7
14
107
102
1
8
286
5,839
3
5,842
44
2-AXLE/4 wn
GASOLINE
6
6
273
7
13
3
2
8
17
335
DIESEL
1
1
2
337
337
49
2-AXLE/UNKNOWN
GASOLINE
2
3
6
3
5
1
1
2
28
1
4
56
DIESEL
1
1
57
57
64
3-AxLE DUAL
GASOLINE
53
2
2
8
13
8
5
91
DIESEL
37
6
2
15
45
4
109
200
200
., "
UNKNOWN
GASOLINE
200
75
13
32
28
111
105
102
13
90
769
DIESEL
65
9
7
3
61
169
2
20
336
1,105
1
2
3
1,111
TOTAL
GASOLINE
112
463
622
229
15
4
620
1,088
95
28
611
68
198
272
1,700
1
170
508
6,804
DIESEL
1
119
22
18
15
10
90
321
102
3
33
734
7,538
1
2
3
3
7,547
o
I
oo
SOURCE: R. L. POLK & CO.
Permission for further use must
be obtained from R. L. Polk & Co.
-------
Table C-9
NINE-COUNTY NEW YORK CITY AREA
NUMBER OF VEHICLES REGISTERED BY BODY STYLE, GROSS VEHICLE WEIGHT AND FUEL TYPE
101 SAMPLE OF LAST 10 YEARS "ODELS - 1971
BODY STYLE
BUS
COMPACT VAN
DUW»
FLAT-BED
HOUSE-CAR
MOTOR-HOME
PANEL
PICK-UP
REFRIGERATOR
STATION BUS
STAKE BODY
STATION WAGON
TANK
TRACTOR
VAN
VAN-CAMPER
MRECKER
UN KNOW
SUB-TOTAL
TOTAL
MKNfltfN Fltfl
STAKE
TRACTOR
UNKNONN
VAN
TOTAL
GROSS VEHICLE HEIGHT - POUNDS
G - GASOLINE D - DIESEL
6,000-10,000
6
16
463
128
42
12
4
572
1,069
9
28
237
62
2
261
1
128
234
3,068
D
1
5
6
3.074
3,074
10,001-14,000
6
6
5
3
54
1
4
19
1
1
52
7
153
D
2
2
155
155
14,001-16,000
6
8
33
15
41
13
2
138
2
5
462
13
45
777
D
1
22
23
800
3
803
16,001-19,500
G
12
109
46
50
3
30
101
2
61
13
266
13
92
798
D
1
2
35
38
836
1
837
19,501-26,000
G
76
210
97
82
43
106
1
30
64
572
13
104
1,398
D
1
25
4
2
2
6
3
9
38
1
2
93
1,491
1
1,492
26,001-33,000
6
29
17
11
1
5
5
44
129
50
2
15
308
D
9
7
10
9
3
15
156
33
2
16
260
568
1
569
OVER 73,001
G
107
7
10
1
2
5
55
66
37
1
11
302
D
83
11
1
2
37
156
7
15
312
614
1
2
617
TOTAL
i v i ni»
6
122
063
622
229
15
4
620
1,088
95
611
68
198
272
1,700
1
170
508
6,804
D
1
119
22
18
15
28
10
90
321
102
3
33
734
7,538
1
2
3
3
7,547
n
i
ID
SOURCE: R. L. POLK ft CO.
Permission for further use must
be obtained from R. L. Polk & Co.
-------
Table C-10
NINE-COUNTY NEW YORK CITY AREA
NUMBER OF VEHICLES REGISTERED BY VHEEL CODE, GROSS VEHICLE WEIGHT, AND FUEL TYPE
101 SAMPLE OF LAST 10 YEARS IODELS
WHEEL
CODE
42
2-AXLE/2 WHEEL DRIVE
44
2-AXLE/4 WHEEL DRIVE
49
2-AXLE/UNKNOWN
SUB-TOTAL
2-AXLE TRUCKS
64
3-AXLE/4 WHEEL DRIVE
69
3-AXLE/UNKNOWN
SUB-TOTAL
3-AXLE TRUCKS
99
UNKNOWN
SUB-TOTAL
TOTAL
UNKNOWN FUEL
42
2-AXLE/2 WHEEL DRIVE
-.1
T^Al
GROSS VEHICLE HEIGHT - POUNDS
FUEL TYPt: G - GASOLINE D - DlESEL
6,001-
10,000
G
2,621
334
4
2,959
109
3,068
D
5
1
G
6
3,074
j.w
10,001-
14,000
G
129
129
24
153
D
2
2
2
155
155
11,000-
16,000
G
712
712
65
777
D
22
22
1
23
800
3
803
16,001
19,500
G
673
1
674
124
798
D
1
1
37
38
836
1
837
19,501-
26,000
G
1,121
52
1,173
225
1,398
D
67
1
1
69
24
93
1,491
1
1,492
26,001
33,000
G
223
223
85
308
D
141
111
3
3
113
260
568
1
569
OVER
33,000
G
71
71
91
91
137
302
D
45
45
106
1
107
160
312
611
1
617
TOTAL
G
5,553
335
56
5,911
91
91
769
6,801
D
286
2
1
289
109
1
110
335
731
7,538
3
. 1
7,517
o
h-1
O
•>Pi|»rF : R. L . "OIK ? CO.
------- |