EPA-460/3-77-026
April 1977
STATISTICAL ANALYSIS AND
GENERATION OF DRIVING CYCLES
FROM THE ST. LOUIS
HEAVY DUTY CHASE-CAR DATA
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
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EPA-460/3-77-«26
STATISTICAL ANALYSIS AND
GENERATION OF DRIVING CYCLES
FROM THE ST. LOUIS HEAVY DUTY
CHASE CAR DATA
Prepared by
Malcolm Smith
Olson Laboratories
421E. Cerritos Ave.
Anaheim, California 92805
Contract No. 68-03-2429
EPA Project Officer:
Leroy Higdon
Prepared for
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
April 1977
-------
This report is issued by the Environmental Protection Agency to report technical data of
interest to a limited number of readers. Copies are available free of charge to Federal
employees, current contractors and grantees, and nonprofit organizations - as supplies
permit from The Motor Vehicle Emissions Laboratory, Environmental Protection
Agency, 2565 Plymouth Road, Ann Arbor, Michigan 48105; or for a fee, from the
National Technical Information Service, 5285 Port Royal Road, Springfield, Virginia
22161.
This report was furnished to the Environmental Protection Agency by Olson
Laboratories, Anaheim, California, in fulfillment of Contract No. 68-03-2429. The
opinions, findings, and conclusions expressed are those of the author and not necessarily
those of the Environmental Protection Agency. Mention of company or product names
is not to be considered as an endorsement by the Environmental Protection Agency.
Publication No. EPA-460/3-77-026
-------
FOREWORD
This project was conducted for the U.S. Environmental Protection Agency by
Olson Laboratories. The EPA Project Officer was Leroy Higdon.
The Project was under the overall direction of Malcolm Smith who served as
Project Manager.
111
-------
ABSTRACT
This report presents a summary and documentation of the work performed
under EPA Contract NO. 68-03-2429 entitiled "Statistical Analysis and Generation
of Driving Cycles from the St. Louis Heavy-Duty Chase-Car Data." Program
objectives were successful met with a statistical analysis of the driving
patterns of 70 trucks and 5 buses, the development of driving cycles represen-
tative of various categories of operational data, and a comparison of the St.
Louis and CAPE-21 data bases to help validate the assumption that the CAPE-21
cities, New York City and Los Angeles, represent extremes in heavy-duty vehicle
speed patterns.
iv
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CONTENTS
Foreword .................................
Abs tract ................................. iv
Figures ................................. v
Tables .................................. vi
1 Summary .......................... 1
2 Introduction ....................... 3
2.1 Program Objectives .................... 3
2 . 2 Scope of Operations .................... 3
2.2.1 Task 1 - Individual Truck Analysis ............ 3
2.2.2 Task 2 - Matrix Development ................ 4
2.2.3 Task 3 - Cycle Development ................ 4
2.2.4 Task 4 - Comparison of Summary Statistics ......... 4
3 Program Description .................... 5
3.1 Data Record ........................ 5
3.2 Individual Truck Analysis ................. 8
3.2.1 Vehicle-Speed Frequency and Distribution Functions .... 8
3.2.2 Initial-Speed-Versus-Delta-Speed Matrix .......... 9
3.2.3 Vehicle Stop Analysis ................... 14
3 . 3 Matrix Development by Data Category ............ 14
3.4 Category Analysis ..................... 23
3.5 Generation of Driving Cycles ............... 25
3.5.1 Cycle-Generation Procedure ................ 25
3.5.2 The Statistical Filter .................. 33
3.5.3 Cycle-Generation Constraints ............... 37
3.5.4 Candidate-Cycle Selection ................. 37
3.6 Comparison of Summary Statistics ............. 41
References ................................ 65
Appendices
A. Examples of Generated Output ............... 67
B. Initial-Speed/Delta-Speed and Transition-Probability
Matrices Used to Generate Cycles ............. Ill
C. Selected Cycle Plots and Driving Schedules ........ 129
FIGURES
Number
1
2
3
Driving Cycle with Starting Random Number 1951104319.
Driving Cycle with Starting Random Number 1341116295.
Driving Cycle with Starting Random Number 1947538839,
42
47
57
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TABLES
Number pag£
1 Truck Chases Completed by Category 6
2 St. Louis Vehicle No. 1 - Speed Density and Distribution
Functions 10
3 St. Louis Vehicle No. 1 - Initial-Speed-Versus-Delta-Speed
Matrix, 1-MPH Speed Increment 11
4 St. Louis Vehicle No. 1 - Initial-Speed-Versus-Delta-Speed
Matrix, 5-MPH Speed Increment 13
5 St. Louis Vehicle No. 1 - Distribution of Rolling Stops .... 15
6 St. Louis Vehicle No. 1 - Distribution of Full Stops. ..... 16
7 St. Louis Vehicle No. 1 - Distribution of Engine-Off Stops. . . 17
8 Vehicle Summary 18
9 Data Category Sample Sizes 21
10 Statistics by Range 22
11 Speed Statistics by Area 22
12 Combined Data Category Sample Sizes 24
13 Recombined Data Category Sample Sizes 26
14 Final Data Category Sample Sizes 26
15 Statistics for Driving Cycle Categories 27
16 initial Speed Versus Delta Speed: St. Louis Express Buses,
Nonfreeway 29
17- Transition Probability Matrix: St. Louis Express Buses,
Nonfreeway 31
18 Creation of Matrix Distribution Function 35
19 Cycle Generation Input Summary 38
20 Cycle Generation Output Summary 40
21 Driving Cycle With Starting Random Number 1951104319 44
22 Driving Cycle With Starting Random Number 1341116295 51
23 Driving Cycle With Starting Random Number 1947538839 59
24 Summary Statistics Trucks: Urban Nonfreeway 63
25 Summary Statistics Trucks: Urban Freeway 64
vi
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Section 1
SUMMARY
This report presents the results of Contract No. 68-03-2429 entitled
"Statistical Analysis and Generation of Driving Cycles from the St. Louis
Heavy-Duty Vehicle Chase-Car Data." The objectives of the program were to
reduce the data collected, to generate representative driving cycles, and to
generate output for comparison with data summaries derived from the CAPE-21
project in New York City and Los Angeles. In particular, that comparison was
required to help validate the assumption that New York City and Los Angeles
represent the extremes in heavy-duty vehicle operation patterns.
The St. Louis chase-car data were collected under Intergency Agreement
No. IAG-D5-0731. The CAPE-21 program was jointly sponsored by the Coordinating
Research Council, Inc., and the EPA. The New York data were collected under
EPA Contract No. 68-01-0478, and the Los Angeles data were collected by EPA
personnel with support from Olson Laboratories, Inc.
Driving pattern data were collected in the St. Louis metropolitan area by
chasing 70 heavy-duty commercial vehicles, including trucks of various axle
configurations, and 5 buses, all operating under normal driving conditions
in normal operational situations.
The data were acquired by a vehicle instrumented with a digital data
acquisition system, utilizing the "chase-car" concept, whereby the instrumented
vehicle was operated in the field so as to emulate the driving patterns of
various heavy-duty vehicles. Operating parameters of vehicle speed, manifold
vacuum, and time, along with various descriptors, were obtained from the chase
vehicle and recorded on magnetic tape for computer batch processing.
The data were processed to provide vehicle-speed frequency and distribution
functions, vehicle initial-speed- versus-delta-speed matrices, and vehicle
stop distributions; together with summary information on basic vehicle operating
modes of acceleration, deceleration, cruise, and idle.
A category analysis was conducted in which variations in statistical
parameters associated with matrices within specified data categories were used
to assess the significance of the variation in the parameters between the data
categories. Initial-speed-versus-delta-speed matrices for EPA-selected group-
ings of operational data, based on the category analysis, were used to generate
driving cycles for each of the following five data categories:
1. All Trucks - Freeway
2. All Trucks - Nonfreeway
3. Express Buses - Freeway
4. Express Buses - Nonfreeway
5. Transit Buses - Nonfreeway.
-------
A total of 153,500 cycles was generated and 19 candidate cycles were
selected for submission to the EPA Project Officer for consideration. Three
10-minute cycles were selected for each of the above five categories, three
20-minute cycles were selected for express buses operating on freeways, and a
single 20-minute cycle was obtained for the category of all trucks operating
on freeways.
Finally, specific determinations were made of the differences among the
St. Louis data, the New York City CAPE-21 data, the Los Angeles CAPE-21 data,
and between a composite of the New York City and Los Angeles data and the St.
Louis data for similar truck categories as well as for the overall data bases.
The comparison of the St. Louis and CAPE-21 data bases tends to support the
assumption that New York and Los Angeles represent the extremes in heavy-duty
vehicle speed patterns, but the St. Louis data base is too small for freeway
operations to permit a definitive conclusion.
-------
Section 2
INTRODUCTION
This section states the objectives of the St. Louis Heavy-Duty Vehicle
Program and presents the basic scope of operations.
2.1 PROGRAM OBJECTIVES
The objectives of this program consisted of the following:
1. To perform a statistical analysis of heavy-duty vehicle chase-car
speed data collected in the St. Louis area.
2. To generate driving cycles representative of selected operating
patterns as described by matrices of initial speed versus delta
speed.
3. To compare summary statistics for the St. Louis data with those
obtained from New York and Los Angeles data collected on the CAPE-21
program in order to evaluate the assumption that New York City and
Los Angeles represent extremes of driving patterns.
2.2 SCOPE OF OPERATIONS
The program objectives were satisfied with the accomplishment of the
following major tasks.
2.2.1 Task 1 - Individual Truck Analysis
This task consisted of determining, for each of the 70 trucks in the St.
Louis data sample, the following statistical data:
1. Frequency and distribution functions for:
a. Vehicle speed
b. Rolling stops
c. Full stops - engine-on
d. Full stops - engine-off
2. Average vehicle speed and miles traveled.
3. Average number of stops per mile.
4. Average time per stop.
5. A matrix of initial speed versus delta speed, derived on a
second-by-second basis.
6. Percent of time at idle.
7. Average acceleration and deceleration rates.
-------
2.2.2 Task 2 - Matrix Development
The primary effort on this task was devoted to the creation of initial-
speed-versus-delta-speed matrices for various data categories based on range
of operation, fuel type, axle configuration, area type, and road type. The
statistical data listed for Task 1 were also computed for each of the data
categories.
2.2.3 Task 3 - Cycle Development
Upon completion of Task 2, the results of a statistical analysis of the
various data categories were used by the EPA to specify the development of
10-minute driving cycles for each of the following data categories:
1. All Trucks - Freeway
2. All Trucks - Nonfreeway
3. Express Buses - Freeway
4. Express Buses - Nonfreeway
5. Transit Buses - Nonfreeway
In addition, 20-minute cycles were developed for the two freeway categories.
2.2.4 Task 4 - Comparison of Summary Statistics
This final task consisted of computing summary statistics for each of the
St. Louis, New York, and Los Angeles heavy-duty-truck data samples for the
following urban truck categories:
1. Gasoline-fueled trucks
2. Diesel-fueled trucks
3. All trucks
4. All buses.
The statistics for each city were computed both for freeway data and for
nonfreeway data.
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Section 3
PROGRAM DESCRIPTION
The heavy-duty vehicle-speed data to be processed and analyzed were
collected in St. Louis by the East-West Gateway Coordinating Council under
Interagency Agreement No. IAG-D5-0731 (Reference 1). Each of 65 trucks and 5
buses was followed by an instrumented station wagon for 1 day of operation
called a "chase." A breakdown from Reference 1 of the required and completed
chases by vehicle category is given in Table 1.
The purpose of the data collection program in St. Louis was to provide
the EPA with data with which to evaluate and validate heavy-duty vehicle-
operating data collected in Los Angeles and New York City under the CAPE-21
program. The New York data were obtained by Wilbur Smith and Associates,
Inc., under the joint sponsorship of the Coordinating Research Council, Inc.,
and the EPA (EPA Contract No. 68-01-0478). The Los Angeles data were collected
under EPA management using EPA personnel and with the assistance of personnel
from Olson Laboratories, Inc. The CAPE-21 data were processed by Olson Labora-
tories under EPA Contract No. 68-03-0411.
3.1 DATA RECORD
The St. Louis data were recorded at a rate of one record of data per
second. As recorded in the field, each record was 27 bytes (characters) long.
Subsequent processing by the EPA created the 31-byte records which were analyzed
by Olson Laboratories. The following describes the layout and content of each
data record on magnetic tape:
BYTES CONTENT
1-3 Day of Year - Three-digit code for Julian day.
4-9 Time of Day - Hours, minutes, and seconds of
military time.
10 Type of Stop
0 = Engine-on bus stop
1 = Operating
2 = Engine-on truck stop
3 = Engine-off truck or bus stop
4 = Lunch/dinner
5 = Coffee break
6 = Comfort
7 = Breakdown/accident
8 = Other
(During normal vehicle-chase operations, Code 1 was used. When a
vehicle stopped for a prolonged period of time, Code 0, 2, or 3 was
entered and the recorder was turned off about 3 seconds later. The
clock continued to run with the recorder turned off.)
-------
Table 1. TRUCK CHASES COMPLETED BY CATEGORY
Gas
2 Axle
3 Axle
Tractor Trailer
Totals
Diesel
2 Axle
3 Axle
Tractor Trailer
Totals
Buses
Substitution Runs
Tractor Trailer (Diesel)
Grand Total
LOCAL
Required
Number
27
4
3
34
3
3
3
9
2
Completed
27
4
3
34
3
3
9
2
SHORT
Required
Number
5
2
3
10
5
5
3
Completed
2
8
5
5
3
LONG
Required
Number
2
2
5
5
Completed
oa
0
5
5
4
TOTAL
Required
Number
34
6
6
46
3
3
13
19
5
70
Completed
31
6
5
42a
3
3
13
19
5
4
70
Four substituted truck chases replace four of the truck chases in the regular truck sample.
One three-axle truck chase was substituted for one of the two-axle truck chases.
-------
11-12 Truck Number
13-15 Vehicle Speed - In tenths of mph.
16-18 Manifold Vacuum - In tenths of Hg.
19 Flag
0 = Testing mode (data not included in analysis).
1 = Chase mode
2 = Catch-up mode (data not included in analysis).
(Code O was used when testing the equipment, Code 1 was used during
the actual chase, and Code 2 was used to indicate the data were not
valid because the chase-car was either not in the chase mode or was
not in position to evaluate properly the operation of a chased
vehicle.)
20 Weather
0 = Clear and hot
1 = Clear and warm
2 = Clear and cool
3 = Cloudy and hot
4 = Cloudy and warm
5 = Cloudy and cool
6 = Light rain
7 = Moderate rain
8 = Heavy rain
9 = Rain stop: wet pavement
21 Road Type
1 = Freeway - Roads with medians and multi-lane pavements with
controlled access typified by on-and-off ramps, grade separations,
and no traffic lights or stop signs.
2 = Arterial - Roads where traffic flow has priority (few or no
stop signs) and which have the capacity to carry high traffic
volumes.
3 = Collector and Local - Roads typified by stop signs at intersec-
tions, low-capacity design, low speed limits and less than
three lanes of traffic.
22 Blank Field
23 Traffic Conditions
1 = Free (Level of Service A). Traffic flow is controlled by
driver choice and desires, speed limits, and physical roadway
conditions. Speeds are relatively unaffected by presence of
other vehicles.
2 = Stable (Levels of Service Band C). Traffic flow where speeds
and maneuverability are restricted by traffic conditions.
Satisfactory progress is permitted, but free choice of lane and
speed is somewhat restricted.
3 = Congested (Levels of Service D, E, and F). Traffic flow is
characterized by slow speeds with frequent stops, driver discom-
fort, and, at times, moderate lines of vehicles.
24 Area Type
1 = Central business district
2 = Central city
3 = Suburban
4 = Rural
25 Turns
0 = Operating
-------
1 = Right
9 = Left
26 Driver - A 1-digit code to designate driver.
27 Navigator - A 1-digit code to designate navigator.
28-29 Axle Code - A 2-digit code to designate axle
configuration. For purposes of the
present program, four categories were
identified:
2 S.U. - Two-axle, single-unit truck
3 S.U. - Three-axle, single-unit truck
TT - Tractor-trailer truck
Bus - Axle configuration ignored
30 Fuel Type
1 = Diesel
2 = Gasoline
31 Range of Operation
1 = Local - Range is the local area - in or around the city and
suburbs, or within a short distance of the farm, factory, mine,
or other place where the vehicle is stationed.
2 = Short - Range is beyond the local area, over the road, but not
more than 200 miles distant from where the vehicle is stationed.
3 = Long - Over-the-road trips are made to points more than 200 miles
distant from where the vehicle is stationed.
Of the 31 bytes of data per record, 21 bytes were used to process and
analyze the data files. The following list identifies the data parameters
used in the conduct of the program:
PARAMETER CHARACTERS LIMIT
1. Day of the Year
2 . Hour
3 . Minute
4. Second
5. Type of Stop
6. Vehicle Number
7. Vehicle Speed
8. Road Type
9. Area Type
10. Axle Type
11. Fuel Type
12. Range
INDIVIDUAL TRUCK ANALYSIS
Vehicle-Speed Frequency and
3
2
2
2
1
2
3
1
1
2
1
1
0 to 366
0 to 23
0 to 59
0 to 59
0 to 8
0 to 70
0 to 999
1 to 3
1 to 4
20 to 39
1 to 2
1 to 3
Distribution Functions
3.2
A frequency function of vehicle speed, along with the density and distribu-
tion functions in percentage units, was derived for each of the 70 vehicles.
The range of speed was from zero to 80 mph in increments of 1-mph. The average
speed and the standard deviation were computed both from the second-by-second
data and from the matrix density functions. (The average speeds computed
these two different ways differed by less than 0.1 mph.)
-------
These functions are shown in Table 2 for Vehicle No. 1 (a tractor-trailer
diesel). It should be noted that the frequency is shown both for speeds which
are identically zero and for speeds which range from zero to less than 0.5 mph.
The frequency for speeds labeled "0" thus includes the frequency for speeds
labeled "ZERO."
3.2.2 Initial-Speed-Versus-Delta-Speed Matrix
A compact method for displaying a large volume of second-by-second vehicle
speed data is to process the data into an initial-speed-versus-final-speed
matrix, where the initial speed is the speed at a given time and the final
speed is the speed 1 second later. The initial-speed-versus-final-speed
matrix can be further compacted, however, into an initial-speed-versus-delta-
speed matrix, where the delta speed is the final speed less the initial speed.
Since the matrices for the St. Louis data were formatted to cover a range of
speed from zero to 80 mph in a 1-mph increment and a range of delta speed
from -10 to 10 mph per second in a 1-mph per second increment, the 81 x 81
initial-speed-versus-final-speed matrix is reduced to an 81 x 21 initial-
speed-versus-delta-speed matrix.
As two consecutive records are processed, the speed from the first record
is identified as the initial-speed value and the speed from the second record,
minus that of the first, is identified as the delta-speed value. A tally is
made in the matrix cell corresponding to the pair of values. The second
member of the record pair then becomes the first member of the next pair of
consecutive records. Table 3 shows the initial-speed-versus-delta-speed
matrix for Vehicle No. 1.
The initial-speed-versus-delta-speed matrix was further compacted to
provide a quick look at the data by changing the increment in initial speed to
5 mph, thus yielding a 17 x 21 matrix. Table 4 shows the shortened matrix for
Vehicle No. 1. The net result of this compression is to produce at a glance
the essential concentration points in the matrix. It does, however, have the
side effect of producing decelerations from a zero initial speed. This results
from the fact that the zero-speed category includes 1-mph and 2-mph initial
speeds from the original matrix, from which initial speeds there will generally
be decelerations.
Since each cell frequency in the 81 x 21 initial-speed-versus-delta-speed
matrix is the number of seconds of operating time in that cell, the matrix
contains all of the data needed to compute the following descriptive narameters:
1. Average Speed
2. Speed Standard Deviation
3. Average Accleration Rate
4. Average Deceleration Rate
5. Percent Idle
6. Percent Cruise
7. Percent Acceleration
8. Percent Deceleration.
That set of eight parameters was used to compare the St. Louis, New York
City, and Los Angeles heavy-duty vehicle operating speed data, as discussed in
Section 3.6. In addition to the above data, the number of miles traveled is
also computed for each truck and for each data category.
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011964INTERNATION3-S2 DELIVERY DETROIT 06 6A110386D63104
LCCAL72705 393275SUPE*ICR 4COSIDNEY STLCUIS ITC 631040371 25
Table 2. ST. LOUIS VEHICLE NO. 1 - SPEED DENSITY AND DISTRIBUTION FUNCTIONS
SPEED
ZERO
0
1
2
3
A
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
FREQUENCY DENSITY DISTRIBUTION
765
863
163
136
138
127
117
104
116
96
102-
107
110
76
105
107
115
128
147
143
13C
112
99
127
113
116
142
105
67
50
77
75
54
40
26
16
13
8
8
7
9
16.04
18.10
3.42
2.85
2.89
2.66
2.45
2.16
2.43
2.01
2.14
2.24
2.31
1.59
2.20
2.24
2.41
2.66
3.C8
3.00
2.73
2.25
2.C8
2.66
2.37
2.43
2.98
2.20
1.41
1.C5
1.61
1.57
1.13
0.84
0.55
0.34
0.27
C.17
C.17
0.15
0.19
18. 1C
21.52
24.37
27.27
29. S3
32.36
34.56
37. OC
39. Cl
41. 15
43.39
45. 7C
47.29
49. 5C
51.74
54.15
56.84
59.92
62.92
65.65
67.99
70.07
72.73
75. 1C
77.54
60.52
82.72
64.12
85.17
66.79
88.36
. 89.49
90.33
90.86
91.21
91.48
91.65
91.82
91.97
92. U
SPEED
40
41
42
43
44
45
46
47
48
4V
50
51
52
53
54
55
56
57
56
59
60
61
62
63
64
65
66
67
66
69
70
71
72
73
74
75
76
77
78
79
80
FREQUENCY DENSITY 0 I ST*loUTIJM
14
17
16
8
15
38
35
42
42
36
34
11
17
28
17
0
C
0
0
c
0
c
0
0
c
0
0
c
c
0
0
c
0
0
0
c
c
c
c
C.29
0.36
0.34
0.17
0.31
0.8C
0.73
0.86
0.88
C.76
0.71
C.23
0.36
0.59
0.36
o.oa
0.0
0.0
0.0
0.0
c.o
0.0
c.o
0.0
0.0
0.0
0.0
0.0
C . }
c.o
0.0
0.0
0.0
c.o
c.o
0.0
c.o
c.c
0.0
0.0
0.0
92. tD
9^.dl
93.lt
93. jl
9J.6*.
94.42
95.15
96.04
9o.92
97.67
96.30
98.62
9o.97
9V. 33
99. *2
ICO. 00
ICO. 00
100.00
ICO. 00
ICO. 00
ICO. 00
ICO. 00
ICJ.OO
100. Gu
100.00
100.00
ICO. 00
ICO.Ov
ICJ.jc
ICO. 00
ICO. 00
ICu.oO
1CO.OC
IC^.jO
ICo.OO
ICO. 00
ICu.OO
1CJ.JO
ICO. Oo
ICJ.OO
1 C v.' . 0 J
N = 4768
iVGE = 15.20
STC OEV = 13.77
-------
D11964INTEBNATION3-S2
LCCAL72705
Table
SPEED -10
DELIVERY
393275SUPERIOR
DETROIT 06 64110336C63104
400SIDNEY STLOUIS MC 631040371 25
ST. LOUIS VEHICLE NO,
-9
1 - INITIAL-SPEED-VERSUS-DELTA-SPEED MATRIX, 1S1PH SPEED INCREMENT
(N = 4761)
-8
-7
-6
-5
-4
-3
-2
-1
1
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14_
IS
16
17
IB
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
J)
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
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5
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38
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7
6
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12
1C
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0
-------
011964INTERNATION3-S2 DELIVERY DETROIT 06 64110386C631CK
LOCAL7270S 393275SUPERIOR 400SIONEY STLOUIS HC 63104C371 25
Table
SPEED -10
TOTAL
ST. LOUIS VEHICLE NO.
1 - INITIAL -SPEED-VERSUS-DELTA SPEED MATRIX, H1PH SPEED INCREMENT (Continued)
(N = <»76l)
-8
-7
-6
-5
-3
-2
1
26
66
97
161 509 2570
986
277
62
10
46
47
43
49
50
51
52
53
5*
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
0
0
0
0
0
0
0
0
0
0
0
O
0
0
0
0
0
0
0
0
0
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0
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0
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0
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8
3
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1
2
1
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0
0
0
0
0
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0
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0
0
0
19
33
29
30
31
9
12
23
15
3
0
0
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0
0
0
0
0
0
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0
0
0
0
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0
0
0
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7
6
8
3
2
1
4
3
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
c
0
0
0
0
0
0
0
c
0
c
0
c
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
c
0
c
c'
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
c
0
0
c
0
0
0
0
0
0
0
0
c
c
c
0
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
c
0
0
0
0
0
0
c
c
0
0
p
0
c
0
c
0
0
0
0
0
0
c
0
0
0
0
0
0
0
c
0
c
0
c
0
0
c
0
c
0
c
c
c
0
0
0
0
c
0
0
0
0
c
0
0
0
0
0
0
0
c
0
c
0
0
0
0
0
0
J
0
J
0
J
0
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
J
0
0
0
0
0
0
0
' 0
0
0
0
u
u
0
0
0
0
0
0
J
u
0
0
u
0
0
0
0
0
0
0
J
J
0
J
0
J
0
0
0
0
0
0
0
o
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
o
o
o
o
0
0
0
0
D
0
0
0
0
0
0
0
0
0
0
0
b
0
0
0
0
0
0
0
0
0
0
0
0
0
PERCENT OF TIME AT IDLE = 18.06
AVERAGE SPEED COMPUTED FROM MATRIX * 15.26
AVERAGE DELTA SPEED FOR POSITIVE VALUES = 1.31
AVERAGE DELTA SPEED FOR NEGATIVE VALUES = -1.79
-------
OH964INTERNATION3-S2 DELIVERY CETRQIT 06 6A1 10 3361>£3104
LCCAL72705 393275SUPERIOR 400SIDNEY STLOUIS "»0 631040371 25
SPEED -10
TOTAL
Table 4. ST. LOUIS VEHICLE NO. 1 -
INITIAL-SPEED-VERSUS-DELTA-SPEED MATRIX, 5-HPH SPEED INCREMENT
(N = 4761)
-9
-8
-7
-6
-5
-4
-3
-2
-I
26
66
97
161 509 2570
986
277
62
10
0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
1
0
c
0
0
0
0
G
0
0
0
c
3
7
9
6
0
0
1
0
0
0
0
0
0
0
0
0
0
3
24
21
15
1
2
0
0
0
0
0
0
0
0
0
0
0
28
23
19
18
7
1
1
0
0
0
0
0
0
0
0
0
10
46
21
30
24
21
6
2
1
0
0
0
0
0
0
0
0
73
85
56
59
69
66
50
5
7
24
11
4
0
0
0
0
0
919
205
141
237
271
309
168
45
36
87
111
41
0
0
0
0
0
105
120
131
168
184
131
65
17
18
25
18
4
0
0
0
0
0
3S
38
64
52
21
7
3
0
1
2
0
0
0
0
0
0
0
1C
23
23
'*
2
0
0
0
C
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
c
0
0
0
c
0
. 0
0
c
0
c
0
0
0
0
c
0
c
c
c
c
c
c
c
c
c
0
0
c
c
0
c
0
J
0
0
0
J
0
0
0
u
J
J
0
0
0
0
0
u
0
0
0
u
0
0
0
J
u
0
J
0
J
0
0
0
0
0
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
J
0
0
0
0
0
0
0
0
0
0
0
0
0
PERCENT OF TIME AT IDLE = 24.28
AVERAGE SPEED COMPUTED FROM MATRIX = 15.23
AVERAGE DELTA SPEED FOR POSITIVE VALUES = 1.31
AVERAGE DELTA SPEED FOR NEGATIVE VALUES = -1.79
-------
3.2.3 Vehicle Stop Analysis
To complete the description of vehicle speed performance, an analysis of
vehicle stops was conducted. Three types of stop were defined as follows:
1. Rolling Stop - Defined to be a deceleration to below 3 mph,
followed by an acceleration to above 3 mph, all speeds in the
sequence being less than 3 mph and nonzero except for single-
zero speeds; i.e., zero speeds immediately preceded and followed
by nonzero speeds.
2. Full Stop - Defined to be a stop where the vehicle speed is
zero for two or more consecutive records and the engine is
running.
3. Engine-Off Stop - Defined to be a full stop with the engine
switched off.
Frequency, density, and distribution functions for each type of stop were
computed for each vehicle. The computer output for each stop-type for Vehicle
No. 1 is given in Tables 5, 6, and 7. It should be noted here that the output
shown in Tables 2 to 7 resulted from a single pass of the data tapes. Total
vehicle miles traveled was obtained by record-by-record integration of vehicle
speed. In addition to the number of stops per truck and average time per stop,
the average number of stops per mile was then computed. The computer output
for one vehicle in each of the remaining axle type/fuel type categories is
given in Appendix A.
A summary of the primary statistics of interest is shown for each vehicle
in Table 8.
3.3 MATRIX DEVELOPMENT BY DATA CATEGORY
In order to put the accumulated St. Louis data into a form suitable for
analysis of the impact of various operational parameters, matrices were derived
for data categories based on the following parameters:
1. Range of operation
2. Fuel type
3. Axle configuration
4. Area type
5. Road type.
As shown in Table 9, this breakdown yielded 132 truck-data categories and
24 bus-data categories. The sample size, in units of seconds of operating
time, is shown for each category in Table 9. It should be noted that 31
categories have zero sample sizes and an additional 27 categories have sample
sizes less than 600. That is, about 37 percent of the 156 categories are
represented by less than 10 minutes of operating time.
Speed, stop, and trip statistics are given by range in Table 10, where
a trip is defined to extend from an engine-on time to the next engine-off
time. The very long times per trip for the buses results from the fact that
the engine is not normally turned off in the course of one chase. Note also
that the total St. Louis data sample consists of 232 hours of operating data,
14
-------
0 119641NTESNATION3-S2 DELIVEHY CETR3IT 06 6A in 336Ut3104
LCCAL72705 393275SUPERIQR 400SIONEY STLOUIS MU 6310V0371 25
SECONDS
tUP TO)
1
2
3
4
5
6
7
e
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
Table 5. ST. LOUIS VEHICLE NO. 1 - DISTRIBUTION OF ROLLING STOPS
FREQUENCY OeNSITy DISTRIBUTION
6
5
6
2
1
2
1
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
T)
24.00
2C.OO
24. CO
8.00
4.00
8.00
4.00
0.0
4.00
0.0
0.0
0.0
4.00
0.0
0.0
0.0
0.0
0.0
0.0
0
-------
"LIVERY
393275SUPER IQR
DETROIT 06 6A1 13336C6310*
400SIDNEY STLOUIS MO 631040371 25
SECONDS
(UP TO)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
FREQUENCY
6
8
9
1
I
2
1
I
Z
2
2
1
2
4
3
0
5
0
1
2
2
3
0
0
0
1
0
2
0
0
1
0
0
0
Q
0
0
0
0
Table
DENSITY
9.52
12.70
14.29
1.59
1.59
3.17
1.59
3.17
3.17
3.17
3.17
1.59
3.17
6.35
4.76
0.0
7.94
0.0
1.59
3.17
3.17
4.76
0.0
0.0
0.0
1.59
0.0
3.17
0.0
0.0
1,59
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
6. ST. LOUIS VEHICLE NO. 1 - DISTRIBUTION OF FULL STOPS
DISTRIBUTION
9.52
22.22
36.51
38.10
39.66
42.86
44.44
47.62
50.79
53.97
57.14
58.73
61.90
68.25
73.02
73.02
80.95
80.95
82.54
85.71
68.39
93.65
93.65
93.65
93.65
95.24
95.24
98.41
98.41
98.41
1CO.OC
100.00
1CO.OC
ICO.00
100.00
100.00
100.OC
100.OC
100.OC
MINUTES
(UP TO
i
2
3
4
5
6
7
e
<3
10
11
12
13
14
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
130
135
FBE3UEMCY DENSITY D I S TRI rio TI _).«
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
c.o
0.0
0.0
c.o
0.0
0.0
0.0
ICO.uO
ICO.00
ICO.00
ico'.oo
1CO.OO
ICO.00
ICo.JO
ICO.00
1CO.OJ
ICU.OO
ICu.OO
ICO.00
10G.OJ
100.00
ICO.00
ICO.uU
ICO.00
ICO.iJO
ICO.00
ICO.00
ICO.00
ICO.00
100.00
ICO.00
ICO.00
ICO.00
ICO.00
ICO.00
ICO.00
100.00
ICO.00
ICO.00
icj.oo
ICO.00
ICO.00
ICO.JO
100.00
ICJ.OO
ICJ.OO
NUMBER OF STCPS = 63
AVERAGE TIME/STOP = 10.98
TOTAL VEH. HILES = 20.19
AV. NO. STOPS/MILE = 3.12
SECONDS
-------
«3 OELWt-i' DFTR^IT 06 oM 10 336C6'HC4
LCC6L72705 393275SJP=RICP 400SIDNEY STLCUI5 MC 631043371 - 25
Table 7. ST. LOUIS VEHICLE MO. 1 - DISTRIBUTION OF ENGINE-OFF STOPS
DENSITY DISTRIBUTION
1 0
2 0
3 1
4 0
5 C
6 "~ 0
7 0
8 _ 0
9 0
10 0
ID _ C
20 1
25 0
3C 1
15 0
40 0
45 _ _0
50 0
55 0
60 0
75 ' 0"^
90 0
105 1
120 " -- -- Q
135 0
150 0
165 """ 0
180 0
19^ 0
"210 " i"
225 0
240 J)_ _
300 0
360 0
42C 0
"460" ' "0
NUMBER OF STOPS
AVERAGE TIME/ST
TOTAL VEH. MILES
0.0
0.0
20.00
0.0
0.0
0.0
0.0
0.0
6.0
0.0
0.0
26.00
0.0
20.00
0.0
D.O
0.0
0.0
0.0
0.0
0.0
0.0
20.00
"0.0
0.0
0.0
0.0
0.0
0.0
20.00
0.0
0.0
0.0
0.0
0.0
0.0
S = 5
TOP = 71.05
ES = 20.19
MILE = 0.25
O.C
0..0
20.00
20.00
20.00
20.30
20.00
20.00
"20.00
20.00
20.00
40.00
40.00
60.00
60.00
60.00
60.00
60.00
60.00
60.00
60.00
60.00
80.00
80.00
80.00
80. OC
80.00
80.00
80.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
- - -
MINUTES
-------
Table 8. VEHICLE SUMMARY
VEHICLE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
TYPE
TT-DSL
BUS
3SU-DSL
2SU-GAS
TT-GAS
TT-GAS
2SU-GAS
BUS
2SU-GAS
-2SU-GAS
TT-GAS
TT-GAS
2SU-GAS
2SU-GAS
2SU-GAS
2SU-GAS
2SU-GAS
2SU-GAS
BUS
TT-DSL
TT-GAS
TT-DSL
2SU-DSL
2SU-DSL
AVERAGE
SPEED,
(mph)
15.26
42.49
10.51
24.39
3.01
22.17
26.19
11.12
29.62
27.90
26.98
15.77
19.44
27.73
13.58
31.38
8.43
24.61
11.04
31.06
22.61
46.99
14.28
34.39
VEHICLE
MILES
TRAVELED
20.19
296.26
84.25
42.43
14.27
58.42
74.73
55.82
110.02
53.65
74.61
26.19
26.80
61.84
29.94
76.77
38.46
24.65
41.30
76.01
108.91
208.15
24.50
134.04
PERCENT
IDLE
TIME
18.06
12.85
67.02
23.15
85.88
31.92
12.72
39.20
8.61
2.12
11.58
32.89
9.79
9.42
15.09
8.98
65.43
5.49
31.58
5.99
41.31
17.56
24.82
9.23
AVERAGE
ACCEL ,
(mph/ sec)
1.31
1.25
1.19
1.65
1.59
1.33
1.47
1.82
1.49
1.26
1.42
1.50
1.43
1.40
1.59
1.48
1.55
1.55
1.87
1.23
1.09
1.04
1.75
1.39
AVERAGE
DECEL ,
(mph/sec)
-1.79
-1.34
-1.35
-1.78
-1.84
-1.54
-1.61
-2.31
-1.68
-1.42
-1.78
-1.69
-1.78
-1.74
-1.70
-1.80
-1.82
-1.69
-2.14
-1.28
-1.25
-1.11
-1.86
-1.73
ENG-OFF
STOPS
PER DAY
5
0
1
3
9
5
14
2
10
24
14
11
15
9
20
14
4
18
1
13
2
0
12
17
AVG. TIME
PER STOP
(Minutes)
71.05
0.00
54.62
5.56
19.95
56.42
13.93
6.57
52.25
12.67
24.87
30.70
23.09
16.31
8.76
24.29
5.61
14.32
9.58
23.83
79.99
0.00
27.99
16.42
18
-------
Table 8. VEHICLE SUMMARY (Continued)
VEHICLE
25
26
27
28
29
30
31
32
33
34'
35
36
37
38
39
40
41
42
43
44
45
46
47
48
TYPE
TT-DSL
TT-DSL
3SU-DSL
BUS
TT-DSL
TT-DSL
TT-DSL
2SU-GAS
2SU-GAS
2SU-GAS
2SU-GAS
2SU-GAS
TT-DSL
BUS
2SU-GAS
3SU-DSL
2SU-GAS
2SU-GAS
2SU-GAS
2SU-GAS
2SU-GAS
TT-DSL
TT-DSL
2SU-GAS
VERAGE
PEED,
(mph)
53.31
17.41
29.85
38.54
49.16
56.04
38.66
35.78
37.85
18.65
17.06
27.41
49.45
39.42
22.15
10.02
33.22
7.79
27.56
26.38
18.09
50.09
40.61
17.43
VEHICLE
MILES
TRAVELED
500.79
37.10
104.72
249.48
104.95
209.99
160.92
73.22
52.00
29.30
42.98
35.61
220.32
244.29
56.53
49.16
45.69
38.97
42.15
58.85
47.36
216.06
117.61
39.47
PERCENT
IDLE
TIME
7.38
27.63
6.55
16.74
6.90
1.28
1.76
9.91
9.77
12.47
15.59
8.68
2.19
16.76
10.70
51.07
6.26
64.23
4.61
8.89
12.99
2.87
2.83
16.15
AVERAGE
ACCEL ,
mph/sec)
1.05
1.43
1.17
1.21
1.08
1.09
1.17
1.83
1.51
1.55
1.56
1.43
1.09
1.24
1.50
1.41
1.57
1.52
1.38
1.48
1.62
1.04
1.22
1.58
AVERAGE
DECEL,
(mph/sec)
-1.12
-1.79
-1.46
-1.30
-1.19
-1.25
-1.25
-1.94
-1.78
-1.72
-1.85
-1.64
-1.20
-1.34
-1.74
-1.71
-1.85
-1.79
-1.58
-1.61
-1.74
-1.12
-1.55
-1.93
ENG-OFF
STOPS
PER DAY
3
10
6
0
0
3
7
12
15
15
25
8
2
0
21
13
14
1
16
10
27
1
4
21
VG. TIME
ER STOP
Minutes)
32.03
34.20
26.77
0.00
0.00
18.53
31.05
12.31
22.28
19.80
12.44
34.66
53.23
0.00
12.57
2.95
23.39
2.50
15.52
15.13
6.86
45.60
39.00
10.45
19
-------
Table 8. VEHICLE SUMMARY (Continued)
VEHICLE
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
OVERALL
TYPE
TT-GAS
2SU-GAS
2SU-GAS
3SU-GAS
2SU-GAS
3SU-GAS
2SU-GAS
2SU-GAS
3SU-DSL
TT-DSL
3SU-GAS
2SU-GAS
3SU-GAS
TT-DSL
2SU-GAS
TT-DSL
3SU-GAS
TT-DSL
2SU-DSL
2SU-GAS
3SU-GAS
TT-DSL
AVERAGE
SPEED,
(mph)
24.61
36.16
36.10
25.07
22.17
29.58
15.03
5.40 .
10.62
26.62
41.97
16.83
20.58
47.07
28.38
45.39
7.16
49.61
29.55
31.28
33.00
54.31
28.18
VEHICLE
MILES
TRAVELED
159.76
94.94
45.83
36.00
68.77
113.60
38.51
24.23
56.08
80.50
139.46
34.48
41.82
67.46
76.25
241.56
40.26
170.92
79.88
105.16
123.28
163.63
6542.11
PERCENT
IDLE
TIME
34.92
12.25
10.53
1.26
33.95
6.05
12.66
72.35
50.99
20.71
1.56
12.09
28.23
3.39
6.60
2.25
75.88
1.22
11.33
23.32
6.48
0.20
2.60
AVERAGE
ACCEL,
(mph/sec)
1.32
1.49
1.45
1.36
1.42
1.23
1.56
1.37
1.30
1.24
1.15
1.53
1.27
1.07
1.36
1.18
1.23
1.17
1.68
1.25
1.44
1.08
1.18
AVERAGE
DECEL,
(mph/sec)
-1.58
-1.69
-1.61
-1.44
-1.64
-1.56
-1.76
-1.65
-1.52
-1.40
-1.29
-1.52
-1.42
-1.16
-1.50
-1.26
-1.39
-1.34
-2.09
-1.56
-1.83
-1.10
-1.37
ENG-OFF
STOPS
PER DAY
15
15
5
11
4
9
30
12
0
4
12
12
13
0
11
10
1
3
22
9
21
2
9.69
AVG. TIME
PER STOP
(Minutes)
10.62
11.54
68.63
13.21
24.84
24.22
11.18
12.33
0.00
52.41
27.35
23.85
17.76
0.00
24.51
18.58
4.52
58.32
11.98
18.24
18.60
4.31
21.82
20
-------
Table 9. DATA CATEGORY SAMPLE SIZES
RANGE OF
OPERATIONAL
Local
Short
Long
FUEL
TYPE
Gas
Diesel
Gas
Diesel
Diesel
AXLE
CONFIG.
2 S.U.
3 S.U.
TT
2 S.U.
3 S.U.
TT
2 S.U.
3 S.U.
TT
TT
TT
Bus-Transit
Bus-Express
AREA 1
Road
Type
1
77
0
13
0
69
87
0
0
0
0
0
0
77
Road
Type
2
8,671
0
462
202
2.159
296
0
0
327
0
59
8,586
352
Road
Type
3
2,113
0
56
0
55
0
0
0
6,180
0
0
261
16
AREA 2
Road
Type
1
10,822
1,898
1,846
816
2.017
1,942
329
847
1,782
3,463
4,875
0
2,462
Road
Type
2
54,428
443
14,292
9,050
12,805
8,021
694
669
3,220
5,847
4,875
13,292
5,358
Road
Type
3
18,040
50
9,788
1,147
3, 846
8,613
0
24
1,003
203
181
5,406
0
AREA 3
Road
Type
1
10,885
2,123
952
997
1,949
905
2,138
659
975
4,330
2,063
0
1,494
Road
Type
2
28,653
4.533
4,750
2,371
3, 248
1
7,958
4,515
2,893
10,750
189
2,402
10,164
Road
Type
3
11,366
634
853
871
7,459
0
2,707
710
609
3,902
128
1,600
3,372
AREA 4
Road
Type
1
13,301
2,966
0
797
6,044
1,574
7.518
10,869
8,428
46,375
84,074
0
5,722
Road
Type
2
34,374
17,215
0
805
15,078
480
13,803
5,800
7,932
15,478
6,746
0
28,459
Road
Type
3
38,543
16,683
0
52
23,418
0
8^456
1,316
7,361
2,362
43
0
13,241
-------
Table 10. STATISTICS BY RANGE
RANGE
Local
Short
Long
Transit Bus
Express Bus
Overall
TIME
(SECONDS)
423,006
202,425
102,476
31,547
70,717
835,171
AVERAGE
SPEED
(MPH)
18.69
34.89
51.68
11.08
40.22
28.20
ENGINE-
OFF
STOPS
542
183
16
5
3
749
TIME
PER TRIP
(MINUTES)
13.16
18.44
106.75
105 . 16
392.87
18.58
Table 11. SPEED STATISTICS BY AREA
AREA
CODE
1
2
3
4
AREA
TYPE
Urban
Urban
Nonurban
Nonurban
Overall
TIME
(SECONDS)
30,118
213,639
146,101
445,313
835,171
AVERAGE
SPEED
(MPH)
7.63
19.31
24.68
35.01
28.20
22
-------
for an average of 3.314 hours of data per vehicle. Average speeds by area are
shown in Table 11. Stop and trip-time statistics cannot be computed here, of
course, because a single trip can consist of operation in more than one area.
The average speeds shown in Tables 10 and 11 are based on combined freeway and
nonfreeway data.
Because of the paucity of data in 37 percent of the data categories in
Table 9, the 156 categories were then combined by matrix addition into the 32
categories shown in Table 12. The sample sizes in seconds of operating time
for each category are also shown in Table 12. Matrices and the associated
statistics were generated for each of the 188 categories described above and
delivered to the EPA in printed form and on magnetic tape.
3.4 CATEGORY ANALYSIS
Each of the 32 matrices based on the categories shown in Table 12 was a
combination of 2 or more (up to 12) of the matrices developed for the 156
categories of Table 3. To determine if a further combining of categories,
hence matrices, should be accomplished, a category analysis was performed by
the EPA using statistics computed by Olson. The analysis consisted essentially
of comparing matrices within categories and between categories with a difference
measure, D, created by subtracting corresponding cells of a given pair of
normalized matrices, squaring the difference, and summing the squares over all
cells.
Thus,
^PMM^ft
2
D = > (A^ - B^l .
where A.. and B.. are the corresponding cell percentages of matrices A and B.
The matrices were first normalized to percent frequency of occurrence to
avoid the irrelevant contribution to D which results from the great disparity
in many of the sample sizes.
To illustrate the procedure, consider the category in Table 12 defined by
2 S.U. Gas Trucks operating on Road Type 1 (Freeway) in Areas 1 and 2 (Urban).
The matrix for that category is the sum of the matrices corresponding to the
following four data categories of Table 9:
1. Local, Gas, 2 S.U., Area 1, Road Type 1
2. Local, Gas, 2 S.U., Area 2, Road Type 1
3. Short, Gas, 2 S.U., Area 1, Road Type 1
4. Short, Gas, 2 S.U., Area 2, Road Type 1.
A value of D was computed for each combination of two of the four matrices, for
a total of six comparisons or six D values. That procedure was followed for
each of the 32 categories of Table 12 except, of course, for the 2 Transit-
Bus categories for which there are no freeway data.
A D value was then computed for each pair of the 30 nonzero matrices
corresponding to the data categories of Table 12, for a total of 435 D-value
comparisons. The D values for the within-category and between-category compari-
sons were then forwarded to the EPA, in a matrix format, for further study.
23
-------
Table 12. COMBINED DATA CATEGORY SAMPLE SIZES
FUEL
TYPE
Gas
Diesel
AXLE
CONFIG.
2 S.U.
3 S.U.
TT
2 S.U.
3 S.U.
TT
Bus-Transit
Bus -Express
AREA 1 + AREA 2
Road
Type
1
11,228
2,745
3,641
816
2,086
10,367
0
2,539
Road + Road
Type Type
2 3
83,946
1,186
35,328
10,399
18,867
27,338
27,545
5,726
AREA 3 + AREA 4
Road
Type
1
33,842
16,617
10,355
1,794
7,993
139,321
0
7,216
Road + Road
Type Type
1 3
145.853 ..
51,406
24,398
4,099
49,203
40,079
4,002
55,236
24
-------
After examination of the matrices, the D values, average speeds, stop distribu-
tions, and sample sizes, the Project Officer concluded that the data categories
could be combined further.
The matrices corresponding to Table 9 were then combined, again by matrix
addition, into the data categories shown in Table 13, where the sample sizes
are again in units of seconds of operating time.
In anticipation of the final task, the comparison of the St. Louis data
sample with the CAPE-21 New York and Los Angeles data samples, the set of final
categories shown in Table 14 was created. Each time that categories were
combined, the resulting matrices and associated statistics were generated and
forwarded to the Project Officer. The matrices for the Table 14 categories are
given in Appendix A.
3.5 GENERATION OF DRIVING CYCLES
After continued analysis of all of the matrices and associated statistics,
it was concluded that all truck types had similar speed patterns. This finding
is not unexpected since the driving pattern of any vehicle is constrained
primarily by stoplights, stopsigns, speed limits, and the number of lanes;
i.e., the pattern is primarily a function of road characteristics. Truck type
is thus of secondary importance to operational speed patterns. A considerable
difference is found, however, between freeway and nonfreeway operating patterns
because of the large difference in average speed due to the differences in road
characteristics. Finally, analysis of the CAPE-21 speed data also indicated
axle type and fuel type were not of primary importance.
Based on these considerations, driving cycles were generated for five data
categories. These categories, together with a set of overall descriptive
statistics, are shown in Table 15 for combines urban and non urban operation.
The duration of the desired cycles was established to be compatible with
the duration of the chassis cycles developed from the CAPE-21 data. Ten-minute
cycles had been developed for the Los Angeles and New York data categories.
These could then be combined into 20-minute cycles to represent what was
assumed to be the two extremes of heavy-duty vehicle operation. Therefore, 10-
minute cycles were generated for each of the five data categories shown in
Table 15. In addition, 20-minute cycles were generated for the two freeway
categories to provide data of interest to studies of fuel consumption at the
EPA and SAE.
3.5.1 Cycle-Generation Procedure
The cycles were generated on a second-by-second basis using a Monte Carlo
technique described below and in References 2 and 3. In those references the
cycles were generated on a mode-by-mode basis; where a mode is defined by an
initial speed, a final speed, and a time in mode. For the present study, the
cycles were generated second-by-second, using the initial-speed-versus-delta-
speed matrix as the basis.
Each row of the input matrix is first normalized by summing the individual
frequencies in that row and then dividing each cell frequency in the row by
25
-------
Table 13. RECOMBINED DATA CATEGORY SAMPLE SIZES
RANGE
Local
Short
Long
Bus-Transit
Bus-Express
FUEL TYPE
Gas
Diesl
Gas
Diesel
Diesel
FREEWAY
44,883
17,197
33,545
54 , 168
91,012
0
9,755
NONFREEWAY
265,947
99,979
76,170
38,542
11,464
31,547
60,962
Table 14. FINAL DATA CATEGORY SAMPLE SIZES
VEHICLES
Trucks
GAS
Diesel
All Trucks
All Buses
FREEWAY
78,428
162,377
240,805
9,755
NONFREEWAY
342,117
149,985
492 , 102
92 , 509
26
-------
Table 15. STATISTICS FOR DRIVING CYCLE CATEGORIES
VEHICLE
CATEGORY
All Trucks
(Freeway)
All Trucks
(Nonf reeway)
Express Buses
(Freeway)
Express Buses
. (Nonfreeway)
Transit Buses
(Nonfreeway)
AVERAGE
SPEED (MPH)
53.01
15.68
55.25
37.81
11.08
PERCENT
IDLE
0.02
34.19
1.28
17.44
34.05
PERCENT
CRUISE3
72.40
27.93
62.18
40.99
15.72
PERCENT
ACCEL .
15.64
21.17
19.14
22.95
28.19
PERCENT
DECEL.
11.94
16.71
17.40
18.62
22.04
Does not include percent idle.
27
-------
the row total. Each cell entry in the matrix is then an empirical transition
probability. That is, each row is identified by an initial speed and each cell
entry is the conditional probability of the indicated delta speed given the
indicated initial speed.
Each row is thus a probability density function which is then converted to
a distribution function by summing across the row. That matrix of distribution
functions, called the transition-probability matrix, is then all that is
needed to generate cycles using the Monte Carlo technique. To illustrate the
procedure, Table 16 shows the initial-speed-versus-deltaspeed matrix for the
Express Buses operating on nonfreeway roads, and Table 17 shows the corre-
sponding transition-probability matrix. (Note that the delta-speed range is
now ±4 mph per second, reflecting the fact that there exist very few points
outside of that range and also for compatibility with the CAPE-21 cycles which
are also restricted to that range. The remainder of the matrices used to
generate the cycles and the corresponding transition-probability matrices are
given in Appendix B.)
Consider the row with zero initial speed in Table 16. The total frequency
is 10,737 which, when divided into each of the frequencies in that row, yields
the conditional probability densities: 0, 0, 0, 0, 0.98994, 0.00661, 0.00233,
0.00019, and 0.00093. The probability distribution function created by taking
a running sum of the probability densities is thus: 0, 0, 0, 0, 0.9899, 0.9966,
0.9989, 0.9991, and 1.000, which is the first row of Table 17.
Suppose the cycle is to start with an idle (or zero initial speed). A
random number, uniformly distributed on the unit interval, is generated. The
distribution function for the first row of the matrix (initial speed equal to
zero) must contain some value which is the first value to be greater than the
random number. That value thus corresponds to a randomly-selected value of
delta speed by virtue of the matrix indexing. The value of delta speed is
added to the initial-speed value to yield a next speed one second of time
later. That speed then becomes the initial speed for another Monte Carlo
selection of a new delta speed. This process continues until the desired cycle
duration has been reached.
For example, suppose the initial speed is 35 mph and a random number is
generated with the value 0.1638. From Table 17 it is determined that a delta
speed of -1 mph per second has been selected, since 0.0635 <0.1638 <0.2293.
The new initial speed is thus 35 mph minus 1 mph, or 34 mph. If the next
random number generated has the value 0.8361, then from Table 17, it is deter-
mined that the next delta speed is 0 mph per second. The new initial speed is
thus 34 mph again.
As each cycle is generated, an initial-speed-versus-delta-speed matrix is
created from the cycle data. Statistics are then computed from the cycle
matrix for comparison with the corresponding statistics computed from the input
matrix. If these statistics are sufficiently close, as discussed below, the
cycle is said to be representative. The statistics for representative cycles
are stored in the computer and printed at the end of the run, while those for
nonrepresentative cycles are erased in preparation for generating the next
cycle.
28
-------
TO
0
1
2
3
4
5
6
7_
3
9
10
11
12
13
14
15
JL6
17
18
19
20
21
22
23
24
25
26
27
_!8.
29
30
31
32
33
_14_
35
36
37
38
39
40
Table .16
.. -4. __
0
0
0
0
1
5
6
8
6
10
16
12
11
11 _
16
13
~ 7
13
13
10
5
9
10
10
8 ~
12
Al A
1
4
5
6
6
4
~ 2
4
3
4
4
2
INITIAL
-3_
0
0
0
10
6
14
21
14
13
16
17
18
19
16
18
24
20
12
15
15
18_
13
19
12
19
11
8
14
12
1.0
11
6
10
9
9
9
11
3
10
0
0
35
42
37
36
40
51
42
38
38
30
36
35
39
26
35
28
32
35
43
24
3 8L
22
40
28
22
31
.20_
26
12
28
23
20
22
25
Id
23_
17
16
21
:ED VS t
-1
0
61
53
50
54
63
61
59
55
62
51
65
45
3_4.
37
41
44
39
34
34
39
43
41
53
53
62
73
78
74
77
8C
79
76
85
92
94
84
1C1
118
106
105
)ELTA SPEED:
Q
10629
73
44
48
9_i
81
76
84
84
44
54
72
41
43
38
46
66
71
75
72
94
68
63
80
103
116
121
123
186
202
189
2Q6
171
218
226
247
273
25«
310
340
3.QJ>
ST. LOUIS
,_
71
4Q
31
37
3L
55
54
42.
38
37
3J-
27
38
4_4
41
53
51
63
75
8_L
92
88
79
75
92
95
91
91
104
107
113
114
136
143
143
166
165
.114
165
159
145.
EXPRESS
2-
25
31
18
21
i5
21
38
24
32
35
36
34
33
35
26
41
33-
42
30
43
34
44
47
43
40
44
40
40
46
35
21
27
21
32
24
24
28
21
23
18
27
BUSES,
_i
2
25
20
27
2.4
19
27
12
19
26
30
16
25
24
17
15
17
11
17
11
10
9
^
11
7
11__.
5
10
5
3
6
1
2
6
. 2_
0
0
2
1
0
1
NONFREEwAY
4_ '
10
1
10
8
_11
12
13
LQ ......
16
13
14
9
11
5-
10
12
_L
4
1
.. 4_. -
3
1
1
1
1
_d ... .
0
0
0
0
0
Q
0
0
... _0_..._.
0
0
_Q
0
0
Q
TOTALS
10737
233
211
243
29fl
306
336
124
305
281
294
283
259
244-
240
265
27ft
289
297
3Q5
340
297
302
308
365
.110
379
396
456
465
437
492.
446
516
523
567
581
591
649
646
616 .
-------
Table 16.
-4
41
42
43
44
4$
46
47
48
49
50
51
52
53
54
55
56
00 tit
o -> «
58
59
60
61
62
£3
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
j-
2
2
3
4
3
3
3
2
2
1
0
2
1
2
2
0
2
0
1
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
INITIAL SPEED VS DELTA SPEED: ST. LOUIS EXPRESS BUSS
-3-2-1012
8
3
11
4
2
5
4
5
3
2
0
1
1
1
2
4
2
2
2
1
0
0
1
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
10
26
15
27
23L
20
24
18
24
33
28
20
34
24
17
38
38
22
14
9
7
9
14
23
12
12
23
5
3
1
0
1
0
1
1
0
0
0
0
0
108
124
122
131
170
205
178
220
241
228
238
263
278
262
288
345
325
260
291
234t
2C8
193
258
267
142
152
166
94
41
31
18
22
11
13
3
6
2
1
0
0
326
367
487
367
424
474
636
745
784
793
758
726
804
ILL
756
840
971
1070
1071
1241
1171
922
671
602
444
296
227
245
344
148
94
67
92
72
34
21
15
5
0
0
179
187
210
238
250
247
276
303
311
315
333
351
328
367
401
426
349
350
317
231
266
345
322
216
176
186
114
65
44
36
28
19
15
14
6
2
2
1
0
0
17
17
20
37
21
12
27
19_
22
17
37
35
19
39
57
22
16
12
4
10
9
23
19
11
28
18
3
0
2
1
2
1
0
0
0
0
0
0
0
0
, NONFREEUAY (CONTINUED)
3 4 TOTALS
1
L.
2
1
0
4
0
1
2
1
0
3
2
0
1
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
_. _D....._
0
0
0
0
0
_o
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
0
0
651
727
870
809
B99
970
1148
1312
1388
1391
1395
1398
1468
1475
1522
1674
1 7O5
1716
1700
1783
1662
1492
1285
1120
803
664
534
410
434
217
143
HO
118
100 '
44
29
19
7
0
0
TOTALS
322
581
1756
8694
35618
11392
1889
524
186
60962
-------
Table 17. TR4NSITICN PROBABILITY MATRIX: ST. LOUIS EXPRfcSS BUSES. NONFREEKAY
.
c
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
. 4.C
~4
0.0
0.0
0.0
0.0
0.0034
0.0163
0.0179
0.0247
0.0197
0.0356
0.0424
0.0425
0.0667
0.0491
0.0468
0.0242
0.0438
0.0426-
0.0294
0.0163
0.0298
0.0325
0.0274
0.0054
0.0211
0.0303
0.0285
0.0022
0.0092
0.0102
0.0135
0.0116
0.0035
O.CC69
0.0051
0.0062
O.OC62
0.0012
-.3
0.0
J.O
0.0
0.0412
0.0235
0.0621
0.0804
0.0679
0.0623
0.0925
0.1060
0.1158
O.Q984
0.1333
0.117C
0.1115
0.1073
0.1111
0.0735
0.0673
O.C894
0.0747
0.0795
0*0378
O.G712
0.0581
0.0461
0.0323
0.0366
0.0381
0.0233
0.0194
0.0224
0.0203
0.0231
0.0108
0.01S5
-2
0.0
0.0
0.1659
0.2140
0.1477
0.1797
0.1994
0.2253
0.2000
0.2278
0.2120
0.2548
C.24J,fl
0.2958
0.2151
0.2374
0.2042
0.2189
0.1967
C.2000
0.1481
0.2152
0.1461
0.1890
0.1135
0.1293
C.1364
O.CB99
O.C882
C.0641
0.0874
O.C897
0.0620
0.06'35
C.0534
O.C592
0.0493
0.0356
-1
0.0
C.2618
C.417I
C.4198
Ct3-2fl_9_
0.3856
0.381C
0.4074
0.3803
0.4484
0.4417
0.4286
C.450C
0.3698
C-3957
C.3391
0.3333
0.3082
0.3147
0.2929
0.3510
0.3182
0.3342
C.2811
0.3219
C.3333
0*2322
0.2538
0.2471
0 . 24J JC_
0.2601
0.2267
0.2293
0.1979
C.2301
0.2311
0.1997
XL.224X.
0_
0.9899
0.5751
0.6256
0.6173
0.6503
0.6071
0.6667
0.6557
0.6050
-...QL.-55.aA-
0.6S61
0.5869
0*55.74
0.6083
0.5434
0.5848
0.5859
0.5912
0.5219
0.5779
0.6164
0.5946
0.6412
0.6439
C.6601
0.6882
0.6796
.2*6667
0.6435
0.6492
0.6649
0.6678
0 .6667
0.7G88
0.7260
0.7132
J,
0.9966
0.7468
0.7725
0.7695
QjuT-S-fli
0.8301
0.7679
0.7803
0.7367
0.7279
0.7915
0.7336
0. 7377
0.7792
0.7434
0.6028
0.8384
0.8618
0.8182
0.8212
0.8214
0.8685
0.8514
0.8813
0.8737
0,888?
0.9183
0.9382
rt Q 2 ^irt
^j ^ y j ^f\j
0.9484
0.9264
0*95O3
0.9577
0.9518
0.9630
0.9721
0*9545
_ - 2
0.9989
0.8578
0.8560
0.8987
0.8810
0.8852
0.8612
3.8503
0.9117
0.8610
O*A811
0.8875
0.8981
0.9461
0.9394
0.9508
0.9618
0.9663
0.9610
0.9781
0.9703
0.9868
0.9747
0,9890
0.9935
0.9863
0.9939
0.9955
0.9884
1.0000
1.0000
0,99-66-
0.9985
l.OOOQ
0.99.84
3
0.9991
0*9871
0.9526
0.9671
0.9608
0.9613
n.qft
-------
Table 17. TRANSITION PROBABILITY MATRIX: ST. LOUIS EXPRESS BUSES, NONFREEfcAY (CONTINUED)
=& =3 =2 =J Q 1 z 3 4
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
" 58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
60
0.0031
0.002A
0.0034
0.0049
0.0033
0.0031
0.0026
O.OOI5_
0.0014
0.0007
0.0
0.0014
O.OOC7
0.
1.0000
0.9994
1 »0000
1.0000
1.0000
1 »OOOQ
1.0000
1.0000
O.99Q2
1.0000
1.0000
1.0000
1.0000
1.0000
1 . 0000
1.0090
1.0000
1 TOQQO
1.0000
1.0000
l.OOOO
1.0000
1.0000
1,0000
0.0
0.0
1.0000
1 . OQOP
1.0000
1.0000
i . OOQO
1.0000
1.0000
i .nnnn
1.0000
1 . 0000
1 .0000
1.0000
1.0000
i . nnr»n
1.0000
l.COOO
1*0000
1.0000
1.0000
1.0000
1.0000
1.0000
1 -t .flOO
1.0000
1.0000
1 .0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
1*0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
l.nQQO
0.0
0.0
1.0000
i.ooao
1.0000
1.0000
1 rf>000
1.0000
1.0000
I 0000
1.0000
1.0000
1 Ofififl
1.0000
1.0000
1 ("lAAA
1.0000 *
1.0000 .;;'.:
1 O Q_Q A -*'
1.0000
1.0000
i .nnnn
l.OOOO
l.OOOO
i .norin
1.0000
L.OOOO
i.onnn
1.0000
l.OOOO
1-OQQO **
1.0000
1.0000
1 »OOOQ
1.0000
1.0000
i.ooon
1.0000
1.0000
1 .0000
0.0
0.0
-------
3.5.2 The Statistical Filter
The following statistics are computed for each cycle generated:
1. Average Speed
2. Percent Idle
3. Percent Cruise (idles not included)
4. Percent Acceleration
5. Percent Deceleration
6. Kolmogorov-Smirnov Test on:
a. Total Matrix
b. Cruise Only
c. Acceleration Only
d. Deceleration Only
7. Cycle Duration
8. Cycle Distance
9. Stops per Mile.
The statistical filter is a computer program subroutine in which the cycle
average speed and percent idle are first compared with the average speed and
percent idle for the operational data. If these cycle statistics are within
the range established around the input statistics, the cycle passes through
that part of the filter to the next set of tests. If not, the generation of
another cycle begins.
The average speed for the cycle is required to be in the range: input
average speed ± M mph. The value of M is usually specified to be one or two,
but if difficulty is experienced in getting cycles through the filter, M may
be given a value as large as five. Similarly, the cycle percent idle is
required to be in the range: percent idle ± N percent. The value of N is
usually specified to be two, but may be as large as five if difficulty is
experienced.
The Kolmogorov-Smirnov (K-S) test provides a means for determining the
significance level at which a cycle can be said to be representative. The K-S
one-sample test is concerned with the degree of agreement between the distribu-
tion function for a set of sample values (observed values) and a specified
theoretical distribution. It determines whether the sample values can reason-
ably be considered to have come from a population having the theoretical
distribution. The test consists of determining the absolute value of the
maximum difference between the sample and theoretical distributions. The
sampling distribution of that maximum difference has been used to create
tables of critical differences as a function of sample size and desired signi-
ficance level (Reference 4).
To compare a cycle matrix with the input matrix using the K-S test, the
following procedure was used: A distribution function created from the input
matrix was specified to be the theoretical (or population) distribution. A
distribution function created from each cycle matrix played the role of the
sample distribution. The distribution function for a matrix is generated by
first dividing the frequency in each cell by the total matrix frequency. A
running sum of these values is then obtained, cell by cell, by adding the
normalized values from top to bottom (simply because the computer is more
efficient that way) and then from left to right. The process is illustrated
33
-------
in Table 18. The distribution function is shown in a matrix format for
convenience, but it is really a vector obtained by placing the columns end-to-
end, working from left to right.
Distribution functions were obtained in this manner for the total initial-
speed-versus-delta-speed matrix and for the submatrices consisting of cruises
only (zero-delta-speed column), accelerations only (positive delta speeds),
and decelerations only (negative delta speeds). Four K-S tests were thus
utilized in the comparison of the input and cycle matrices.
Acceptance or rejection of the null hypothesis (i.e., that the matrices
are not significantly different) with the K-S test is referenced to a criterion
level depending only on the sample size and the selected significance level.
The criterion difference for the K-S test is
D
C
where
D = the criterion difference
C
Z = a number depending on the selected significance
level
n = sample size.
If the significance level is 0.05, then Z = 1.36. For a sample size of 100,
the criterion difference would be
D = ~U- = 0.136.
c -yioo
Therefore, if the distribution function for a sample of size 100 were compared
to a theoretical distribution function, and if the absolute value of the
maximum difference between the distribution functions were less than 0.136,
then one would conclude that the null hypothesis cannot be rejected at the
0.05 significance level.
If a large number of samples, each of size 100, were taken from the
population of interest, one expects that 5 percent of them will have K-S
differences greater than the criterion value of 0.05. That is, there is a
probability of 0.05 of rejecting the null hypothesis, even though it is true.
A Type I error is committed when the null hypothesis is rejected when it
is true. In the present application, a Type I error consists of rejecting a
cycle which is representative. Occurrences of Type I errors are thus not
serious in the search for representative cycles, resulting only in some
inefficiency in the cycle-generation process. The Type II error. Here the
acceptance of a cycle which is not representative, must be avoided, of course,
wherever possible. Unfortunately, there is no feasible way of computing
Type II error probabilities for the K-S test. However, if the Type I error
probability is allowed to become larger, then the Type II error probability
will become smaller. Therefore, the criterion K-S significance level (Type I
error probability) is set at as large a value as possible commensurate with a
reasonable probability of getting candidate cycles through the statistical
filter.
34
-------
Table 18. CREATION OF MATRIX DISTRIBUTION FUNCTION
A. Frequency Matrix
05212
27533
25164
1 13 12 3 1
5 10 5 2 0
B. Normalized Matrix
0 .05 .02 .01 .02
.02 .07 .05 .03 .03
.02 .05 .01 .06 .04
.01 .13 .12 .03 .01
.05 .10 .05 .02 0
C. Distribution Function
0 .15 .52 .76 .92
.02 .22 .57 .79 .95
.04 .27 .58 .85 .99
.05 .40 .70 .88 1.00
.10 .50 .75 .90 1.00
(N = 100)
35
-------
As a general rule of thumb, the Type I error probability is usually set
equal to 0.05 (i.e., the 95 percent confidence level) for most testing purposes.
For the purpose of generating representative cycles filtered by the K-S test,
however, one would like to see significance levels set at 0.10 or 0.20, or
even higher in order to reduce the Type II error probability. In the case of
nonfreeway matrices, where the average speed is usually moderate, significant
levels of 0.05 or larger can usually be obtained for a few cycles at least.
In the case of freeway matrices, or nonfreeway matrices with high average
speed, there will frequently be difficulty in generating cycles which will
pass at even the 0.01 significance level. This is believed to result from the
fact that the small sample size for the cycle precludes an adequate sampling
of the input matrix. Nonfreeway matrices tend to show the frequency data
clustering in the lowest half of the matrix, while the frequency data tend to
be distributed over the complete freeway matrix. Additional research into
this phenomenon is required, however, to establish a firm relationship betwen
the matrix frequency distribution and the probability of generating representa-
tive cycles.
To summarize, the statistical filter tests on average speed, percent
idle, and the four K-S differences between the input and cycle distribution
functions defined above. A single computer run usually generates 10,000 to
15,000 cycles, outputting the starting random number and the statistics for
each cycle which passes through the statistical filter.
After selection of the candidate cycles, as discussed below, the starting
random number for each candidate cycle is input to another computer program
which generates the cycle again and outputs a plot of the cycle and prints the
corresponding driving schedule. It should be noted here that the random-
number generation is really a psuedo-random-number generation. That is, for a
given starting number, the rest of the numbers in the sequence are fixed.
Thus, one need only know the starting random number to recreate any cycle.
At this point it must be noted that the tests built into the statistical
filter define what is meant by the term "representative." For example, instead
of performing the four K-S tests described above, K-S tests could be made by
comparing the speed distribution functions for the input and cycle (obtained
from the matrix row sums) and by comparing the input and cycle delta-speed
distribution functions (obtained from the matrix column sums). Or, one can
add those K-S tests to those already used in the filter.
Additional tests can easily be created as a function of which characteris-
tics of the operational data one deems to be most significant in defining
cycle representativeness. One could, of course, test for 20 characteristic
statistics, say, to ensure representativeness. A caveat is in order here,
however. As one builds more and more tests into the filter, the probability
that a cycle can pass every test becomes smaller and smaller. As a result,
larger and larger numbers of cycles must be generated in order to get a few
cycles through the filter.
Efficient Monte Carlo cycle generation thus requires that the number of
tests built into the statistical filter be kept to a relatively small number.
It is, therefore, necessary to characterize carefully those attributes of
operational data which one deems to reflect best what one means by representa-
tiveness in a cycle. Additional research is indicated here for the purpose of
36
-------
characterizing representativeness in terms of operational parameters and
developing an optimized set of statistical filter tests.
3.5.3 Cycle-Generation Constraints
Some constraints may be imposed on the cycle-generation process, however.
For example, it is usually desired to start and end a cycle with an idle. In
that case, at some time prior to the end of the nominal cycle duration (1/2 to
1 minute) the computer is programmed to look for an idle occurrence. If an
idle occurs, the process stops when the idle stops (i.e., when a nonzero speed
is randomly selected). The maximum cycle duration is an input to the program,
however, so that the cycle-generation process is also stopped when that maximum
time is reached, even though the idle may have continued.
In the case of freeway matrices, the idle percentage can have a low value
such as 2 percent. Since the idle percentage is used as one of the criterion
values to test the representativeness of the cycle, and since the probability
of staying at idle is usually very high (because that probability is based
just on the total row frequency for an initial speed of zero), it is necessary
to force an acceleration after a time corresponding to one-half of the idle
percentage in units of seconds.
To illustrate, suppose the nominal cycle duration is to be 10 minutes
or 600 seconds, and the idle percentage is 2.33 percent, then, to be represent-
ative, the cycle should contain about 14 seconds of idle time. The cycle-
generation process is started by forcing 7 seconds of idle time. An accelera-
tion is then forced for an input number of seconds or until the average speed
for the category is reached, should that occur first. If an idle naturally
occurs at the end of the process (i.e., in the minute or so before the maximum
time has been readied) it would be restricted to 7 seconds of duration for
this example. When a deceleration to idle must be forced, the idle would
again be constrained to a 7-second duration.
In the case of freeway matrices, the average speeds for the St. Louis
operating data tend to be high. If the cycle starts and ends with an idle,
the probability of achieving that input average speed has proven to be small,
particularly for short-duration cycles. Since the idle percentage is small
for freeway operation, say 2 percent, one can eliminate idle time in the cycle
and still be within the usual region set about the input idle percentage in
the statistical filter. Then, to maximize the probability that the cycle
average speed will be reasonably close to the input average speed, one may
start each cycle at the input average speed and dispense with forcing a deceler-
ation to idle near the end of the cycle.
Cycles were developed for the two freeway categories (All Trucks and
Express Buses), by setting the initial cycle speed to the average speed for
the category. The resulting cycles have no idles, but since the percent idle
for those trucks and buses is 0.02 and 1.28, respectively, the idle is within
the usual desired band of ±2 percent.
3-5.4 Candidate-Cycle Selection
The number of cycles generated for each of the five specified data categor-
ies is shown by computer run in Table 19, together with the input criteria
37
-------
Table 19. CYCLE GENERATION INPUT SUMMARY
DATA CATEGORY
All Trucks,
Freeway
All Trucks,
Nonfreeway
Express Buses,
Freeway
Express Buses,
Nonfreeway
Transit Buses,
Nonfreeway
Total
CYCLES
LENGTH
(MINUTES)
10
10
10
20
20
10
10
20
10
10
10
10
10
SPEED
BAND
(MPH)
±5.0
±5.0
±5.0
±5.0
±5.0
±5.0
±5.0
±5.0
±2.0
±5.0
±5.0
±2.5
±1.0
IDLE
BAND
(%)
*
*
*
*
*
±5
*
*
±2
±5
±5
±3
±2
K-S
CRITERION
LEVEL
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.05
0.05
0.01
0.05
0.05
CYCLES TO BE
GENERATED
15,000
15,000
15,000
15,000
15,000
10,000
15,000
15,000
15,000
10,000
10,000
500
3,000
153,500
*Indicates cycle initial speed set equal to category average speed,
38
-------
for the statistical filter. Table 20 shows the number of cycles passing
through the filter for each run and the breakdown with respect to the K-S
significance level at which each cycle passed.
The assignment of the significance level at which each cycle passes is
very conservative. That is, suppose a cycle passed at the 0.20 significance
level for the overall matrix, the cruise submatrix, and the acceleration
submatrix, but passed at the 0.01 level for the deceleration submatrix; the
cycle would then have been deemed to pass at the 0.01 level, or the lowest
level in the set of four K-S tests.
When more than three cycles for a data category passed through the filter,
a selection of three candidate cycles was required. The selection was made on
the basis of the six tests built into the filter and the additional statistics
for percent cruise, percent acceleration, and percent deceleration. Listed in
decreasing order of importance, the selection criteria are:
1. K-S Tests
a. Overall matrix
b. Cruise submatrix
c. Acceleration and deceleration submatrices
2. Average speed
3. Percent idle
4. Percent cruise, acceleration, and deceleration
As a general rule, cycles passing through the filter yield speeds and
percent idles which are quite close to the desired values (±1 mph and ±2 percent,
respectively). The correlation between K-S values and the corresponding
percentages for cruise, acceleration, and deceleration is not, however, as
good as might be expected. That is, the cycle can pass the K-S test for the
acceleration submatrix at the 0.20 significance level (which is very good),
and yet be as much as 4 percent different on the percent acceleration statistic.
In general, it should be noted, cycles are selected as candidate cycles when
each percentage statistic is in the range: input percentage ±2 percent.
The primary criteria for candidate cycle selection are the K-S tests. As
indicated above, the K-S test for the overall matrix is considered to be the
most important criterion. Because of the relatively large data frequency for
cruises, the K-S test for cruises is the next most important criterion. To
illustrate the candidate cycle selection process, suppose three of the following
eight cycles with the indicated K-S significance levels must be selected:
K-S K-S K-S K-S
OVERALL CRUISE ACCEL DECEL
Cycle 1 0.20 0.20 0.20 0.20
Cycle 2 0.20 0.10 0.05 0.15
Cycle 3 0.20 0.02 0.20 0.20
Cycle 4 0.20 0.15 0.02 0.10
Cycle 5 0.20 0.05 0.10 0.02
Cycle 6 0.20 0.05 0.05 0.05
Cycle 7 0.15 0.10 0.20 0.15
Cycle 8 0.05 0.10 0.20 0.20
39
-------
Table 20. CYCLE GENERATION OUTPUT SUMMARY
DATA CATEGORY
All Trucks,
Freeway
All Trucks,
Nonf reeway
Express Buses,
Freeway
Express Buses
Nonf reeway
Transit Buses,
Nonf reeway
Totals
CYCLES
LENGTH
(MINUTES)
10
10
10
20
20
10
10
20
10
10
10
10
10
NUMBER
OF CYCLES
GENERATED
15,000
15rOOO
15,000
15,000
15,000
10,000
15,000
15,000
15,000
10,000
10,000
500
3,000
153,500
CYCLES
PASSED
1
2
3
0
1
30
16
7
0
0
4
10
23
97
CYCLES PASSED AT K-S SIGNIFICANCE LEVEL:
0.20
1
2
9
12
0.15
1
2
2
5
0.10
2
1
1
1
4
9
0 .05
1
1
1
1
3
8
15
0.01
1
1
3
1
26
14
5
4
2
57
b.
o
-------
It is immediately clear that Cycles 1, 2, 6, 7, and 8 are candidates for
selection since each is at the 0.05 level or higher. Cycle 1 is obviously the
best cycle since it is the only one to pass at the 0.20 significance level.
No cycle passes at the 0.15 level, but Cycle 7 passes at the 0.10 level and
thus is selected as the second candidate, even though Cycle 6 is at the 0.20
level for the overall matrix. The last cycle is to be selected from Cycles 2,
6, and 8. Since Cycles 2 and 6 are both at the 0.20 level for the overall
matrix, the remaining tests provide the basis for selection of one of those
two. Cycle 2 will thus be the choice for the third candidate cycle because
the cruise and deceleration K-S values are better than those for Cycle 6. In
the case where two cycles have both passed at exactly the same K-S test levels,
then a choice between them would be based on which cycle had average speed and
percent idle, cruise, acceleration, and deceleration values closest to the
corresponding data category values.
The total number of selected candidate cycles was 19: three 10-minute
cycles for each of the 5 data categories, three 20-minute cycles for Express
Buses, Freeway, and a single 20-minute cycle for All Trucks, Freeway. (After
30,000 20-minute cycles had been generated for the last category, with just a
single cycle passing through the filter (at the 0.01 significance level), the
Project Officer directed that any further cycle-generation effort be discon-
tinued for that category.)
Figure 1 is a plot of the best 10-minute cycle generated for Express
Buses, Freeway, and Table 21 gives the second-by- second driving schedule. The
best 20-minute cycle for that category is shown as the Figure 2 plot and the
Table 22 schedule. The best cycle for Express Buses, Nonfreeway, is plotted
in _ Figure 3 and Table 23 gives the schedule. A plot and second-by- second
driving schedule for the best cycle for each of the other data categories are
given in Appendix C.
3.6 COMPARISON OF SUMMARY STATISTICS
As described above, the initial-speed-versus-delta-speed matrices developed
from the St. Louis data allowed for initial speeds ranging from zero mph to
80 mph and for delta speeds ranging from -10 to +10 mph per second. The
CAPE-21 matrices used to generate cycles were limited, because of chassis
dynamometer constraints, to an initial-speed range of zero mph to 60 mph and a
delta-speed range of -4 to +4 mph per 0.864 second. (The CAPE-21 delta-speed
unit reflects the fact that the CAPE-21 data were collected at the rate of one
record every 0.864 seconds.) Since speeds greater than 60 mph were set equal
to 60 mph and delta speeds less than -4 mph per 0864 second or greater than
+4 mph per 0864 second were set equal to -4 mph per 0864 second or +4 mph per
0864 second, respectively, for CAPE-21 purposes, it was necessary to do the
same for the St. Louis matrices to provide for a compatible comparison.
f K J£ addition' since the St. Louis matrices used to generate cycles consisted
of both urban and nonurban data, and since the CAPE-21 data consist of urban
data only, it was necessary to generate St. Louis statistics for the urban
data only. The St. Louis statistics were, therefore, recomputed from urban
i CAPE"21 f0rmat' Pinallv' the Average acceleration
and
rates for the CAPA-21 data were divided by 0.864 to yield
those rates in units of mph per second for compatibility with the St. Louis
La UcS .
41
-------
Figure 1.
DRIVING CYCLE WITH STflRTING
RRNDOM NUMBER 1951104319
DflTfl BflSE: ST. LOUIS EXPRESS
BUSES. FREEWflY
RVERflGE SPEED = 56.m MPH
DURflTIGN = 10.00 MIN
DISTflNCE = 9.UO MILES
30 60
120 ISO 180 210 240 270 300 330 360
TIME. SECONDS
42
-------
Figure 1.
(CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 1951104319
DflTfl BflSE: ST. LOUIS EXPRESS
BUSES. FREEWflY
flVERflGE SPEED = 56.41 MPH
DURflTION = 10.00 MIN
DISTflNCE = 9.40 MILES
in
r-
o
in
u>
o
(0
in
in
'in
Oin
lu***
Q_cn
CM
o
-------
Table 21, DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1951104319
ST. LOUIS EXPRESS BUSES, FREEWAY
SECOND MPH
SECOND
PAGE i OF 3
MPH SECOND
MPH
SECOND MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
24
25
26
27
28
29
30
31
32
33
34
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
55
55
56
55
56
56
55
56
56
56
56
56
57
56
56
57
57
57
57
57
57
57
56
56
56
56
56
56
55
56
56
54
54
54
54
55
55
55
55
55
55
55
54
54
53
52
52
51
51
51
51
53
54
55
56
57
58
59
60
61
62
63
64
65
66
68
69
70
71
72
73
74
75
76
77
78
79
80
81
83
84
85
86
87
88
89
90
92
93
94
95
96
97
98
99
100
51
52
51
50
49
49
50
48
48
49
50
50
50
50
50
50
50
49
48
48
49
50
49
48
45
45
44
44
45
43
43
43
44
43
42
41
40
41
41
40
40
40
40
40
42
41
40
39
40
_. .39. _. .
101
102
103
104
105
106
107
_IQfl
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
155
39
19
39
39
38
39
41
40
39
38
37
37
37
37
39
38
38
39
40
37
37
37
37
35
3JL
36
36
38
40
42
41
40
40
40
42
42
.. 42
42
43
44
45
45
46
45
46
47
47
47_
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
Ifl?
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
47
47
48
48
49
50
51
5JL
50
49
49
48
48
48
49
48
48
49
50
51
51
51
51
51
50
48
48
49
50
50
50
50
50
51
51
51
_52
52
52
52
52
52
53
54
53
53 ~^~
53
44
-------
Table 21. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1951104319 (CONTINUED)
ST. L~0'JIS bXPRESS BUSES, FREEWAY
PAGE 2 OF 3
SECOND MPH
SECOND MPH
SECOND MPH
SECOND
MPH
201
202
.203
204
205
206
207
208
2C9
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
53
53
53
53
53
54
53
53
53
54
55
55
55
54
54
55
55
55
55
56
56
56
57
57
57
57
57
56
57
57
57
57
57
58
58
58
58
58
58
59
59
58
58
58
58
58
58
58
58
58
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
259
290
291
292
293
294
295
296
297
298
299
300
58
58
58
58
58
58
58
58
59
59
59
59
59
58
58
58
58
58
58
58
58
58
58
58
59
59
59
6C
60
60
60
60
60
59
59
59
59
60
59
59
58
58
58
58
58
58
58
58
58
58
301
302
303
304
305
306
307
3C8
309
310
311
1L2
313
314
315
316
317
318
319
320
321
322
323
324
325
326
317
328
329
330
331
332
3.21
334
335
336
337
338
319
340
341
342_
343
344
345
346
347
348
349
350
58
59
59
59
59
59
59
58
58
58
58
. 58
58
58
58
58
58
5_&
57
57
57
57
55
56
56
56
56
56
56
56
55
56
56
57
57
51
58
59
60
59
59
5J
58
59
59
59
59
59
60
60
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
366
367
36J
369
370
371
372
373
374
375
376
377
378
379
38£
381
332
383
384
385
386
387
388
lag
390
391
3.92..
393
394
395
396
397
398
399
400
59
60
59
58
58
59
58
58
58
58
59
58
58
58
58
58
58
58
59
59
5.9
59
59
59
59
59
._ 6_Q
60
60
61.
61
61
_6.1
62
63
. .61
62
62
..61-.
63
62
___. 59.
59
60
..ML.
60
60
60_
60
60
45
-------
Table 21. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1951104319 (CONTINUED)
ST. LOUIS EXPRESS BUSESt FREEWAY
PAGE 3 OF 3
SECOND MPH
SECOND MPH
SECOND MPH
SECOND MPH
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
434
435
436
437
438
439
440
441
443
444
445
446
447
448
449
450
61
61
61
63
64
64
64
64
63
63
64
63
64
64
65
65
65
66
67
68
68
66
65
67
67
66
66
65
65
64
64
63
63
63
63
64
64
65
66
66
66
67
451
452
453
454
455
456
457
458
459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
48^
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
68
67
66
65
64
63
62
62
62
62
62
61
60
61
61
61
61
61
62
63
63
64
64
64
64
63
63
64
64
64
63
63
63
63
63
64
64
64
63
62
62
62
62
-62
62
62
63
63
65
501
502
503
504
505
506
507
508
509
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526
527
528
529
530
531
532
533
534
535
5*6
537
536
539
540
541
542
543
544
545
546
547
548 N
549
550
64
64
64
64
64
62
62
62
62
62
62
63
62
62
62
62
61
61
61
60
60
60
60
60
61
61
61
61
60
61
61
61
61
61
61
61
60
60
60
60
60
60
60
60
60
60
60
61
551
552
554
555
556
557
558
559
560
561
56?
563
564
565
566
567
56*
569
570
571
572
573
574
575
576
577
57«
579
580
581
582
583
584
585
586
587
588
589
590
591
593
594
595
596
597
598
599
600
61
61
61
62
63
64
64
65
65
65
65
65
66
67
67
67
65
66
67
65
65
65
65
65
65
65
65
66
66
68
68
66 -
65
65
65
67
66
66
67
65
65
65
65
65
65
65
66
46
-------
Figure 2.
DRIVING CYCLE WITH STRRTING
RflNDGM NUMBER 1341116295
DflTfl BflSE: ST. LOUIS EXPRESS
BUSES. FREENflY
RVERflGE SPEED - 55.61 MPH
DURflTlON = 20.00 MIN
DISTflNCE = 18.54 MILES
CD m.
Q_tO
CM
O
(V
u>
«-
o
in
o
30 60 90
130 ISO 180 310 840 370 300 330 360
TIME. SECONDS
47
-------
Figure 2.
fCONTINUED)
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 1341116295
DflTfl BflSE: ST. LOUIS EXPRESS
BUSES. FREEWflY
flVERflGE SPEED = 55.61 MPH
DURflTION = 20.00 MIN
DISTflNCE = 18.54 MILES
in
r-
O
in
CO
CO
in
in
o
in
"in
Otn
(jjm
UJ0
Q_C*»
O.
«MH
UV
O
in
360 390 MZQ 450 480 510 S40 570 600 630 660 690 730
TIME, SECONDS
48
-------
Figure 2
(CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNDGM NUMBER 1341116295
DflTfl BflSE: ST. LOUIS EXPRESS
BUSES. FREEWflY
RVERflGE SPEED = 55.61 MPH
DURflTION = 20.00 MIN
DISTRNCE = 18.54 MILES
s
s
"in
o
OlA
Q_cn
CM
O
-------
Figure 2. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RRNDOM NUMBER 1341116295
DflTfl BflSE: ST. LOUIS EXPRESS
BUSES. FREEWflY
flVERflGE SPEED = 55.61 MPH
DURflTION = 20.00 MIN
DISTflNCE = 18.54 MILES
in
o
r-
in
CO
o
(0
m
in
o
m
UJo.
Q_e">
-------
Table 22. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1341116295
ST. LOUIS EXPRESS BUSESt FREEWAY
SECCND
MPH
SECOND
PAGE 1 OF (L
MPH SECOND
MPH
SECOND
MPH
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
4_7
48
49
5.0
55
55
55
55
55
5_6-
56
55
55
56
56
56
56
57
58
58
58
58
58
58
5JB
58
58-
59
60
60
60
59
59
53.
59
59
59
59
60
6.0
60
60
60
60
60
60
60
61
61
61
61
60
60
60
40
51
52
53
54
55
56
57
58
59
60
._ 61
62
63
-64
65
66
_6j
68
69
10
71
72
73
74
75
76
77
78
79
80
81
az
83
84
85-
86
87
aa
89
90
9_1
92
93.
94
95
96
11
9d
99
LQQ
60
60
61
61
61
61
61
61
62
62
62
62
62
62
62
61
£1
60
60
60
59
58
58
59
59
5_9_
58
58
58
58
58
58
58
58
58
58
s_a
58
59
59
59
58
5fl
58
57
... 5_7_
57
57
101
102
193
104
... 105-
106
107
108
109
110
.-_ -Ill
112
113
114
115
116
117
118
119
._ LZO
121
122
L2.3
124
125
_. 124
127
128
- 1 29
130
131
-132
133
134
_ 135
136
137
-138-
139
140
141
142
143
144
145
146
141.
148
149
150
58
58
58
58
_ 5fl-.
58
58
57
57
57
5J
57
57
5Z
57
57
56
56
56
^55-
56
56
5-2
57
58
5.8
58
58
5fl.
58
58
58- ._
58
58
58-
57
57
57
57
57
5-7-
56
57
57
57
56
56
56
56
55
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
L6J
168
169
110 -
171
172
1 74
175
1X6-
177
178
173
180
181
182
183
184
185
186
187
1&8-
189
190
191 ..
192
193
194 _
195
196
..197
198
199
ZOO
54
53
54
55
55
56
56
56
57
57
5J
57
56
5-6
56
56
55
55
56
Cjfe
55
55
-5.5. _
55
53
53.
53
53
53._
52
52
52-
52
53
52
51
52
- ._ 52
52
52
--51
50
49
49
48
49
49
48
48
AS -
51
-------
Table 22. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1341116295 (CONTINUED)
ST. LOUIS EXPRESS BUSES, FREEWAY
. PAGE 2 OF 6
SECCND MPH SECOND MPH SECOND MPH SECOND MPH
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
_ 239
240
241
243
244
245
246
247
248
249
250
48
49
49
49
49
49
48
49
49
50
51
51
51
51
51
51
51
51
51
52
52
54
55
55
55
54
53
54
55
55
56
56
55
55
56
56
57
5J
57
57
56
55
55
56
56
56
57
57
57
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
.....2.11
272
273
274
275
276
278
279
280
281
282
283
284
285
286
287
289
289
290
291
292
293
294
255.
296
297
298
299
300
58
58
58
58
58
59
59
60
60
60
60
60
60
59
59
59
59
59
59
58
58
58
59
59
59
59
59
58
58
58
58
58
58
58
58
59
59
59
59
55
59
58
5J3
58
58
57
57
57
301
302
304
305
306
307
308
^no
310
311
31?
313
314
315
316
317
319
320
321
322
323
324
325
326
321
328
329
330
331
332
333
334
335
336
337
338
340
341
342
343
344
345
346
347
349
350
57
58
58
58
57
57
57
57
57
57
56
55
56
57
2LX
57
56
56
56
55
54
54
54
54
55
54
54
54
53
54
54
54
54
55
55
54
54
54~
52
51
51
51
50
50
50
50
51
51
351
352
353
354
355
356
357
358
360
361
362
363
364
TIAti
JUU
366
367
369
370
^71
372
373
374
375
376
377
378
379
380
381
382
3A3
- - 1O J
384
365
386
387
388
390
391
392
393
394
396
397
398
399
400
50
50
51 ~
50
40
49
48
49
49
49
48
47 ._..
48
48
4ft
48
48
49
49
49
49
48
49 ~~~
50
51
51
51
K 1
31
51
51
ci
50
49
49
49
48
4JL
48
47
47
47
47
45
43
43
52
-------
Table 22. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1341116295 (CONTINUED)
ST. LOUIS EXPRESS BUSES," FREEWAY
SECOND
MPH
SECOND
PAGE 3 OF 6
MPH SECOND
MPH
SECOND MPH
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
' 448
449
450
43
43
44
43
43
42
43
41
41
42
42
42
42
41
41
40
41
43
43
44
44
44
44
43
45
45
44
43
42
43
43
42
41
40
39
33
37
36
36
36
36
36
36
36
36
37
36
37
39
40
451
452
__ 453
454
455
456
457
458
45J?
460
461
4 61
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
_. M3
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
40
39
39
39
41
38
39
38
37
36
36
37
37
35
35
34
34-
34
34
35
35
37
37
37
37
38
37
39
39
39
37
39
29
39
39
38
37
39
38
37
37
36
35
35
35
35
35
35
35
37
501
502
5Q3
504
505
5Q.6
5C7
508
509
510
511
5JZ
513
514
515
516
517
513
519
520
521
522
523
524
525
526
^27
528
529
530
531
532
-533.
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
38
37
37
37
37
37
37
36
37
36
36
36.
35
36
36
38
37
33
31
30
31
33
34
34
36
37
36
37
37
36
36
36
36_
36
37
39
39
39
40
39
39
39
39
38
37
38
39
39
40
41
551
552
553
554
555
556
557
558
539
560
561
5£2
563
564
5A5
566
567
568
569
570
57.1
572
573
574
575
576
577
578
579
580
581
582
581 ..
584
585
58£
587
588
589
590
591
592
593
594
595
596
597
598
599
600
41
41
41
40
40
40
40
39
38
40
40
41
42
41
40_
40
41
42
43
44
46
46
45
43
42
41
42
42
41
41_
42
44
. 4*L
46
47
4.fi_
47
48
4j8
49
50
50
50
50
5JL_
51
51
. 51
52
52
53
-------
Table 22. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1341116295 (CONTINUED)
ST. LOUIS EXPRESS BUSES, FREEWAY
PAGE 4 OF 6
SECOND MPH
SECOND MPH
SECOND MPH
SECOND MPH
601
602
603
604
605
606
607
608
609
610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636 ..
637
638
639
640
641
642__
643
644
645
646
647
648
649
650
53
51
31
51
51
__ J2
52
52
5£
52
53
54
55
56
56
55
56
56
57
57
_._. 57
57
56
57
56
56
56
57
57
57
57
57
57
56
56
56
55
56
55_
54
54
_5_5
54
54
53
52
52
53
53
53
651
652
653
654
655
656
657
658
659
660
661
662
663
664
665
666
667
668
669
670
672
673
674
675
676
677
678
679
680
681
682
681
684
685
686
687
688
6.Q9
690
691
692
693
694
695
696
697
698
699
700
54
52
53
53
53
53
52
53
52
53
52
51
51
52
53
53
52
52
52
53
54
55
55
54
55
56
55
54
55
56
55
55
55
55
54
54
55
56
56
56
56
57
57
56
57
57
57
57
57
57
701
702
7O"3
704
705
706
707
708
709
710
711
712
713
714
715
716
717
718
719
720
721
722
723
724
725
726
727
728
729
730
731
732
7^3
734
735
736
737
738
139
740
741
742
743
744
745
746
747
748
749
750
57
57
«7
3.1
57
57
57
57
57
56_
55
55
55
56
56
56
56
56
56
56
57
57
57
57
57
57
56
56
56
56
55
55
55
54
55
55
56
57
57
J5_6_
56
57
57
57
57
58
59 .
59
59
59
59
751
752
»e >
.. 1 33.
754
755
756
757
758
759
760
761
7A2
763
764
765
766
767
768
J.SSL.
769
770
771
772
773
774
775
776
778
779
780
781
782
78?
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798
799
800
59
59
6O
60
60
60
60
60
f.n
60
60
61
61
61
Al
61
61
Al
0 1
61
61
ttO
61
61
61
SLA L_ .
61
62
63
s* ,--
63
62
61
61
60
t^n
-OU - _
60
61
A 1
Ol
60
60
61
61
61
^2
62
62
A2
63
63
63
63
63
54
-------
Table 22. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1341116295 (CONTINUED)
ST. LOUIS EXPRESS BUSES, FREEWAY
PAGE 5 OF 6
SECOND
MPH
SECOND MPH
SECOND MPH
SECOND MPH
801
802
803
804
8C5
806
807
808
. SC9
810
811
812
813
814
_ JU5
816
. 817
818
819
820
_. S.21
822
823
824
825
826
827
828
829
. 830
831
832
.... i33
834
835
a36
837
838
839
840
841
842
843
844
845
846
847
_.... ' 84JL
849
850
63
63
63
62
62
62
63
63
62
62
62
63
64
64
64
64
63
6.3.
63
63
&t
64
65
65
65
64
64
64
63
65
65
65
66
66
66
6A
66
66
66
66
66
66
66
67
66
66
66
. 66.
65
65
851
852
853
854'
855
856
857
858
859
860
861
_ 862
863
864
865
866
867
86J
869
870
.81.1
872
873
824_
875
876
__. air
878
879
8AQ
881
882
8,8.3
884
885
-_. -&8A
887
888
8.83 .
890
891
. _. 892- _
893
894
89_5_
896
897
828 ,
899
900
65
65
65
65
63
63
63
63
64
64
64
64
64
63
64
64
64
64
64
64
64
64
64
64
64
64
65
66
66
66
65
65
65
66
67
67
66
67
66.
66
67
67
67
67
66
v w.
67
67
6iL ._
67
66
901
902
903
904
905
S-06.
907
908
909
910
911
912
913
914
91.5
916
917
918
919
920
921
922
923
924.
925
926
_927
928
929
910.
931
932
333
934
935
9_36_
937
938
339
940
941
942_
943
944
945
Jl TT^rf/
946
947
9_4.a
949
950
66
65
64
64
64
.63.
62
63
63
63
63
63_ ..._
64
64
64
63
64
64
65
65
65
65
64
_6A
63
64
-6.4 _ _
64
64
.65
65
64
64
65
66
65
65
65
64
64
64
65..
65
65
66
ULU _
66
67
__6I
66
65
951
952
953
954
955
956
957
958
95.9
960
961
96Z
963
964
965
966
967
968
969
970
9.71
972
973
9174
975
976
9i77
978
979
9_8Q
981
982
9.83
984
985
986
987
S88
98-9
990
991
-932
993
994
995
. JL J.,J_
996
997
49.8
999
1000
64
64
65
65
65
i>5
65
64
64
65
64
63--
63
63
64
64
64
64
64
63
61
62
62
.62..
63
62
63
63
63
63
63
63
64 ....
64
64
~ 64
64
63
_ 63
62
62
.... 62
62
62
A7
Q.4L.
62
62
-_59__
59
59
55
-------
Table 22. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1341116295 (CONTINUED)
ST. LOUIS EXPRESS BUSES, FREEWAY
PAGE 6 OF 6
SECOND MPH
SECOND MPH
SECOND MPH
SECOND MPH
1001
1002
1003
1004
1005
1006
1007
1008
1009
1010
1011
131?
1013
1014
1015
1016
1017
laifl
1019
1020
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
1035
1 036
1037
1038
1039
1040
1041
1042
1043
1044
1045
1046
1047
1048
1049
1050
59
58
-5fl
58
58
58
58
58
58
58
58
58
59
59
60
61
61
61
61
61
61
61
61
61
61
60
59
59
58
58
58
58
58
58
5ft
58
58
58
59
59
_5^
58
5«
58
58
58
58
58
58
1051
1052
JQ"
1054
1055
1056
1057
1058
1059
1060
1061
1062
1063
1064
1065
1066
1067
1068
1069
1070
1071
1072
1073
1074
1075
1076
1077
1078
1079
1080
1081
1082
1083
1084
1085
1086
1087
1088
1089
1090
1091
1092
1093
1094
1095
1096
1057
1098
1099
1100
58
58
58
58
58
58
58
58
58
59
59
59
59
59
59
59
59
AO
60
60
60
60
60
60
60
60
- 60.
60
60
6(1
60
59
59
59
59
59
59
59
53
59
59
59
60
60
61
62
62
62
62
62
1101
1102
1103
1104
1105
1106
1107
1108
1109
1110
1111
1112
1113
1114
1115
1116
1117
1119
1119
1120
1121
1122
1123
1124
1125
1126
1127
1128
1129
113O
1131
1132
'1133
1134
1135
1136
1137
1138
1139
1140
1141
1142
1143
1144
1145
1146
1147
1148
1149
1150
62
62
6Z -
63
63
63
62
62
62
62
62
62
63
62
63
65
64
64
65
65
AS
64
63
A3
64
63
64
63
63
6?
64
65
65
65
65
66
67
67
66
67
65
66
66
67
67
"
68
68
68
68
1151
1152
1153
1154
1155
1156
1157
1158
1159
1160
1161
1162
1163
1164
1165
1166
1167
1 1 6ft
1169
1170
1171
1172
1173
1174
1175
1176
1177
1178
1179
1 1 an
1181
1182
1183
1184
1185
1 1 flf
1187
1188
llf)4
1190
1191
l»9?
1193
1194
1195
1196
1197
1198
1199
1200
68
68
68
68
68
68
68
67
67
67
67
68
68
68
68
67
68
4R
68
68
68
68
68
68
67
67
68
68
68
68
68
68
68
67
67
66
65
65
.66
66
66
46
65
66
67
67
66
66
65
65
56
-------
Figure 3.
DRIVING CYCLE WITH STRRTING
RflNDOM NUMBER 19H7538839
ORTR BRSE: ST. LOUIS EXPRESS
BUSES. NGNFREEWRY
RVERRGE SPEED = 37.67 MPH
DURRTION = 10.00 MIN
DISTRNCE = 6.28 MILES
S
S
S
S
in
n en
CM
O
in
o
in
o
30 60 90
120 ISO 180 310 ?40 370 300 330 360
TIME. SECONDS
57
-------
Figure 3.
(CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNOOM NUMBER 1947538839
OflTfl BflSE: ST. LOUIS EXPRESS
BUSES, NGNFREEWflY
flVERflGE SPEED = 37.67 MPH
DURflTION = 10.00 MIN
DISTflNCE = 6.28 MILES
in
r-
to
10
to
to
in
o
in
'in
Q_«r»
CM
O
CM
m.
o
360 390 4130 450 M80 510 S4Q S70 600 630 660 690 780
SECONDS
58
-------
Table 23. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1947538839
ST. LOUIS EXPRESS BUSES, NONFREEWAY
PAGE 1 OF 3
SECOND MPH SECOND MPH SECOND MPH SECOND MPH
0 0
1 0
2 0
3 0
4 0
5 0
6 0
7 0
8 0
9 0
10 0
... 11 0
12 0
13 0
14 0
15 0
16 0
17 C
18 0
19 0
20 0
21 0
22 0
23 Q
24 6
25 0
26 0
27 0
28 0
29 Q
30 6
31 0
32 Q
33 0
34 0
35 0
36 0
37 0
38 0
39 0
40 0
41 0
42 0
43 0
44 0
45 0
46 0
47 0
48 0
49 0
50 0
59
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
JB5
86
87
38
89
90
91
92
93
94
95
.96
97
98
99
100
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Q
0
0
0
0
0
s.
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
D
0
0
101
102
103
104
IDS
106
107
108
109
110
in
112
113
114
115
116
111
118
119
120
121
122
123 _
124
125
126
127
128
_L29_
130
131
13_2
133
134
135
136
137
, 13.4
139
140
141
142
143
144
145
146
147
148
149
_1J5_0_
0
0
0
4
£
11
11
12
10
10
_JL
9
9
6.
7
5
EL
7
7
11. ..
9
13
14
12
10
IQ
10
7
6
9
12
13
11
8
_..6_.
6
5
3
4
4
4
7
' 9
9
11
15
15
14
16
._JL6
151
152
153
154
155
156
157
158
159
160
1A1
162
163
164
165
166
167
168
169
170
171
172
JJ3
174
175
176
177
178
179
180
181
182
183
184
IBS
186
187
188
189
190
19 i
192
193
194
195
196
197
198
199
200
15
11
11
13
17
19
19
20
22
20
2ii
19
17
19
23
23
25
25
26
26
26
29
3.0
31
31
31
31
31
3.3.
34
34
33
33
34
_. 35.
34
35
35
35
36
3.6.
36
38
39
40
39
40
40
39
4Q.
-------
Table 23.
DRIVING CYCLE MITH STARTING RANDOM
NUMBER 1947538839 (CONTINUED)
ST. LOUIS EXPRESS BUSESt NONFREEWAV
PAGE 2 OF 3
SECOND MPH
SECOND MPH
SECOND MPH
SECOND MPH
201
202
253
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
243
244 '
245
246
247
240
249
250
39
38
38 __
36
36
37
37
36
36
37
37
37
36
37
36
36
37
38
35
36
35
35
35
36
35
34
34
35
35
36
36
36
38
39
39
38
38
38
38
39
3JB
39
40
40
39
36
35
36
36
251
252
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
37
36
36
37
37
38
37
37
38
'37
38
38
39
40
41
38
38
40
40
40
40
41
40
40
40
39
38
39
39
39
39
37
3_8_
39
39
39
40
40
40
41
41
AQ .
40
41
4O
41
42
44
44
44
301
302
303
304
305
307
308
._ -3.ua
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
I _.._JA3_
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
44
44
44
45
44
43
43
42
41
41
42
44
4A
45
46
47
48
49
49
49
48
48
47
48
48.
48
49
48
49
48
49
49
49
49
49
50
.....50.
51
51
52
52
52
52
51
52
51
52
351
352
353
354
355
i§6_
357
358
559
360
361
16?
363
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
385
387
388
389
390
391
392
393
394
395
396
397
398
399
400
52
54
-55
55
56
...-56.
56
55
55
54
54
53
53
54
54
55
56
56
57
57
57
56
16
57
57
57
56
56
56
56
55
55
55
56
56
55
56
57
56
55
55
56
56
-_ 57 .
56
55
54
54
52
gQ.
-------
SECOND
Table 23. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1947538839 (CONTINUED)
ST. LOUIS EXPRESS BUSES, NONFREEwlY
PAGE 3 OF 3
MPH
SECOND MPH
SECOND MPH
SECOND
MPH
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
43d
439
440
441
442
443
444
445
446
447
448
449
450
52
53
53
53
54
55
55
54
55
54
54
54
54
54
54
52
52
52
51
51
51
50
52
52
52
52
52
52
53
54
52
52
52.
53
52
51
51
52
52
54
54
53
53
52
52
52
52
52
52
52
451
452
453
454
455
456
457
458
459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
47_7_
478
479
480
481
482
4JL3
484
485
466
487
488
489
490
491
492.
493
494
495
496
497
498
499
500
52
52
52
52
53
53
54
54
55
56
56
57
55
55
56
54
54
55
56
57
57
57
57
57
57
57
._ 51
57
55
55
55
55
5i
55
55
55
56
56
5J_
58
58
5 8_
58
59
.. S9_
59
59
59
60
60
501
502 .
503
504
505
5_06_
507
508
509
510
511
512
513
514
5.15
516
517
518
519
520
521
522
523
524
525
526
521
528
529
530
531
532
JL3J
534
535
536
537
538
Ji3_9
540
541
. SA2
543
544
545
546
547
54JJ
549
550
60
60
60
60
60
.. 59
59
59
59
59
59
58
58
57
_.5JL
58
57
57
57
57
57
58
58
_5_9
58
58
58
58
58
59
59
59
.59,--.
60
61
£1
61
61
61
61
61
61
62
62
62 ._._..
62
63
.45 .._. .._.
66
67
551
552
553
554
555
556
557
558
559
560
561
562
563
564
565
566
567
568
569
570
5_Zl
572
573
574
575
576
£77
578
579
580
581
582
5_S3-
584
585
586
587
588
58J9
590
591
532_
593
594
525
596
597
599
599
600
67
68
68
69
69
69^
68
68
68
68
68
68
69
69
_.69_...
69
69
69 .
69
69
69__
~7Q
70
70.
70
71
TjQ
69
69
70
70
70
70
70
69
69
69
69
ASL
69
69
68
67
68
68
68
68
68
68
-------
The summary statistics are shown in Table 24 for nonfreeway operation and
in Table 25 for freeway operation. The sample sizes are given in seconds, the
average speed and its standard deviation in mph, and the acceleration and
deceleration rates in mph per second.
Examination of the results shown in Tables 24 and 25 reveals first that
the CAPE-21 sample sizes are very much larger than the St. Louis sample sizes
and that the nonfreeway sample is larger than the freeway sample in all but one
case. (The single exception is the category of Los Angeles diesel trucks,
where the freeway sample is larger than the nonfreeway sample.) The average
speeds were compared with the Student-t test and each speed was significantly
different from each other speed at essentially the 100 percent confidence
level. This result, of course, is due to the very large sample sizes.
In the case of the nonfreeway average speeds, the highest averages were
achieved in Los Angeles, the lowest in New York, and the St. Louis average
speeds are in between, although closest to Los Angeles. Note also that the
average speed tends to be inversely proportional to the percent idle parameter
(Reference 5). For the nonfreeway data samples, then, New York and Los Angeles
do exhibit average-speed extremes. Note also that the average acceleration and
deceleration rates are higher for Los Angeles and New York trucks than for St.
Louis trucks. The St. Louis bus average acceleration rate, however, is slightly
higher than that for New York and Los Angeles buses. Although the differences
are statistically significant because of the large sample sizes, they are of
small operational consequence.
In the case of the freeway data, the St. Louis average speeds are always
larger than those for Los Angeles and New York. The St. Louis sample sizes,
however, are very small and the data sample may not be representative. In
particular, note the smaller idle percentages on the St. Louis freeways,
including the zero idle percentage for just over 42 minutes of St. Louis bus
operation. The average acceleration and deceleration rates for St. Louis are,
again, smaller than those for Los Angeles and New York.
In view of the sample-size limitations of the St. Louis data, then, it is
concluded that these comparisons support the assumption that New York and Los
Angeles represent extreme of heavy-duty vehicle speed operation to a greater
degree than they may negate the assumption. If average acceleration and
deceleration rates were used as criteria, then St. Louis and New York represent
the extremes. It is clear, however, that more St. Louis data and further in-
depth analysis are required for a definitive comparison.
62
-------
Table 24. SUMMARY STATISTICS
TRUCKS: U«6AN NCN-FREEWAY
AVERAGE AVERAGE
SL
LA
NY
SL
LA
NY
SL
LA
NY
SL
LA
KY
GAS
GAS
GAS
DSL
DSL
DSL
ALL
ALL
ALL
BUS
BUS
BUS
SAMPLE
SIZE
120460
695983
1190443
56604
371201
724857
177064
1067184
1915300
SAMPLE
SIZE
33268
219322
467773
AVERAGE
SPEED
13.10
15.66
7.54
13.39
14.06
3.24
13.25
15.10
7.8U
AVERAGE
SPEED
11.46
16.07
3.52
STANDARD
DEVIATION
12.
14.
11.
13.
15.
12.
13.
15.
11.
STAN
DEVI A
12.
13.
9.
75
78
05
82
42
07
10
02
45
BUS
DA PC
TICN
71
30
43
ACCEL
RATE
1 .60
1.70
1.74
1.45
1.49
1.59
1.55
1.63
1.68
ES: URB&
AVERAGE
ACCEL
RATE
1 .79
1 .76
1.71
DECEL
RATE
-1.79
-1.94
-1.86
-1.70
-1.75
-1 .74
-1 .76
-1.90
-1 .82
N N'IN-PRJ
AVCRAGE
OirCEL
RATE '
-2.06
-2.C9
-1.86
IDLE
32.26
27.83
50.20
33.12
34.33
51.73
22.53
30.09
50.80
EEWAY
IDLE
34.67
20.11
33.33
CRUISE
24.89
30.86
20.44
28.59
34.19
20.17
26. G7
32.02
20.34
CRUISE
16.31
24.27
19. -20
ACCEL
23.49
22.87
15.32
21.63
18.20
14.96
22.89
21.24
15.18
ACCEL
27.25
31.51
25.54
a
DECEL
19.37
13.44
14.04
16.66
13.28
13.10
13.50
16.65
13.69
OECEL
21. 78
24.11
21.93
-------
Table 25. SUMMARY STATISTICS
TRUCKS: URBAN FREEWAY
AVERAGE AVERAGE
_ . _0v-
SL
LA
NY
-SL
LA
NY
SL
LA
NY
GAS-- -
GAS
GAS
DSL-
OSL
DSL
ALL
ALL
ALL
SIZE
17A14
465245
~
153265
13269
411987
159247
30883
877293
312513
SPEED
47 .,11
44.91
r
29.94
48.83.
46.26
24.85
47.85
45.54
27.35
-------
REFERENCES
1. E.M. Sheehan, and J.T. Kretzer, "Driving Patterns of
Heavy-Duty Vehicles Operating in the St. Louis Regional
Area," Report No. EPA-460/3-76-007, April 1976.
2. Malcolm Smith and David Weston, "Construction of Chassis
Dynamometer Test Cycles," Volume 1, Final Report, Scott
Research Labs, Inc., SRL Report No. 2948-06-0871,
November 1971.
3. Malcolm Smith and David Weston, "A Technique for Generat-
ing Representative Driving Cycles," Paper No. 72-165
presented at the 65th Meeting of the Air Pollution
Control Association, June 1972.
4. Sidney Siegel, "Nonparametric Statistics for the Behav-
ioral Sciences," McGraw-Hill Book Company, 1956.
5. Malcolm Smith and Tom Aldrich, "Development of Revised Light-Duty Vehicle
Average Speed Relationships," Report No. EPA-460/3-77-011
65
-------
Appendix A
EXAMPLES OF GENERATED OUTPUT
This appendix contains the output generated for the following trucks;
Vehicle Axle Fuel
Number Configuration Type
17
54
49
67
3
2
2 S.U.
3 S.U.
TT
2 S.U.
3 S.U.
Bus
Gas
Gas
Gas
Diesel
Diesel
Diesel
67
-------
171969CHEV 2 TRASH TRUCK TRASH
LCCAL30764CE6298853423339327ZYKAN BROS. 3350 N
CHi=V 08 G63033
14CFLCRRISANT PC.63033 43
ST. LCUIS VEH. NC. 17
SPEED DENSITY AND CISTRIBUTICN FUNCTIONS
SPEED
FREUUE.^CY
DENSITY DISTRIBUTION
ZERO
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
10673
10750
160
231
255
24i>
261
257
254
236
181
176
128
108
68
69
64
63
63
38
50
50
53
58
49
43
45
48
5b
53
63
54
54
51
55
45
84
95
108
108
112
64.94
65.41
C.97
1.41
1.55
1.49
1.59
1.56
1.55
1.44
I. 10
1.07
0.78
0.66
0.41
0.42
0.39
0.38
0.38
C.23
0.30
0.30
0.32
C.35
0.2C
0.26
0.2-7
0.29
0.34
0.32
0.38
0.33
0.33
0.31
C.33
0.2?
G.51
0.53
0.66
0.66
C.68
65.41
66.39
67. 79
69.34
70.83
72.42
73.99
75.53
76. S7
78.07
79. 14
79.92
80.58
80.99
81.41
81. 8C
82.18
82.57
32. 8C
83. 1C
83.41
83.73
84. C8
84. 3
84.64
84.92
85.21
85.55
85.87
86.25
86.58
86.91
87.22
d7.5fe
87.33
88.34
88.92
89.58
90.23
90.91
SPEED
40
41
42
43
44
45
46
47
4U
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
60
FREQUENCY DENSITY
82
86
54
57
56
52
57
44
29
33
41
40
66
46
102
87
78
78
124
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171969CHEV 2 TRASH TRUCK TRASH CHEV 08 G63033
LCCAL30764CE6298853423339327ZYKAN BROS. 3350 N 14CFLCRRISANT MO.63033 43
ST. LOUIS VEH. NO. 17
SPEED
-10
INITIAL SPEED VS. DELTA SPEED MATRIX
(N = 16422)
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-------
171969CHEV 2 TRASH TRUCK TP4SH
LCCAl30764CE6298853423339327ZYKANi BROS. 3350
ST. LOUIS VEH. MO
CHFV 08
140FLCRRISANT
.63033
G63C33
43
INITI AL
SPEED
-10
-9
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SPEED VS. DELTA SPSEi: MATRIX
(N = 16422)
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48
49
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51
52
53
54
55
56
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59
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= -1.82
-------
171969CHEV 2 TRASh TRUCK TRASH CHEV 08
LCCAL30764CE6298853423339327ZYKAN BROS. 3350 N 140FLCRRISANT HO.63033
G63033
43
ST. LOUIS VEH. NO. 17
TOTAL
INITIAL SPEED VS. DELTA SPEED MATRIX
(N = 16422»
SPEED
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5
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20
25
30
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PERCENT OF TIME AT IDLE = 67.82
AVERAGE SPEED COMPUTED FROM MATRIX = 8.42
AVERAGE DELTA SPEED FOR POSITIVE VALUES = 1.55
AVERAGE DELTA SPEED FOR NEGATIVE VALUES = -1.82
-------
171969CHF.V 2 TRASH TRUCK. TRASH
LCCAL30764CE6298853423339327ZYKAN B^'TS. 3350 N
CHEV 08 G63033
14CFLQP.R1SANT fO.63033 43
ST. L3UIS VEH. NO. 17
DISTRIBUTION CF ROLLING ST^PS
SECONDS
IUP TO
1
2
3
4
5
6
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6
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10
11
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8
9
1C
11
12
13
14
15
20
25
30
35
40
45
50
55
60
FREQUENCY
0
C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
DENSITY
0.0
0.0
0.0
c.o
0.0
c.o
c.o
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
o.o
c.o
DISTRIBUTION
1CJ. jO
ICO. Ju
1 CJ. uu
ICu.uu
ICO.uO
ICO. 00
ICO. JO
ICO. 00
ICO. 00
ICO. 00
ICu.OO
ICu.OO
ICO. 00
ICO. 00
ICO. 00
ICj.OO
ICO. 00
ICO. 00
ICO.ou
ICu.uO
ICu.UU
ICu.OO
ICO «
np STCPS =
AVERAGE TIME/STCP =
TOTAL Vtf-. MILES =
AV. NO. STCPS/KILE =
t
3.63
SECCKDS
-------
171969CHEV 2 TWASH TRUCK TR4SH CHEV C8 G63033
LCCAL30764CE6298853423339327ZYKAM BROS. 3350 N 14CFLCRRISANT MO.63033 43
ST. LOUIS VEH. NO. 17
DISTRIBUTION OF FULL SfCPS
SECONDS FREQUENCY DENSITY DISTRIBL-TION
(UP TO)
1 4
2 3
3 3
4 2
5 2
6 3
7 6
8 2
9 A
10 5
11 1
12 7
13 8
14 6
15 6
16 5
17 4
18 7
19 8
20 7
22 10
24 6
26 7
28 6
30 5
32 6
34 6
36 6
38 9
40 8
42 4
44 5
46 9
48 6
50 7
52 8
54 7
56 4
58 4
1.58
1.19
1.19
0.79
0.79
1.19
2.37
0.79
1.58
1.98
0.4C
2.77
3.16
2.37
2.37
1.98
1.58
2.77
3.16
2.77
3.95
2.37
2.77
2.37
1.98
2.37
2.37
2.37
3.56
3.16
1.58
1.98
3.56
2.37
2.77
3.16
2.77
1.58
1.58
1.58
2.77
3.95
4.74
5.53
6.72
9.CS
9.88
11.46
13.44
13.83
16. 6C
19.76
22.13
24.51
26.48
28. C6
30.83
33. 9S
36.76
40.71
43.08
45.85
48.22
50. 2C
52.57
54.94
57.31
60.87
64.03
65.61
67.59
71.15
73.52
76.28
79.45
82.21
83.79
85.38
MINUTES
('UP TO
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
<5C
95
ICO
1C5
110
115
120
125
130
135
FREQUENCY DENSITY DISTRIBUTIJU
2
9
2
1
1
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.79
11.46
C.79
C.40
0.40
0.0
0.0
0.0
0.0
C.79
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
86.17
97.o3
96.42
SB.dl
99.21
99.21
99.21
99.21
99.21
ICO. 00
ICO. 00
ICO. 00
ICO.uO
ICO. JO
ICO. 00
ICO. 00
ICO. 00
ICO. 00
ICO. 00
ICQ. 00
1CO.OC
ICO. 00
100.00
ICO. 00
ICu.OO
ICO. 00
ICu.Ou
ICu.OO
lOu.uO
ICO.Ou
ICO.uO
ICO. 00
1 C\j .uO
ICU.OO
ICU.OO
ICo.Ou
ICu.OO
ICO.Ou
ICO.Ou
NUMBER OF STOPS = 253
AVERAGE TIME/STOP = 40.70
TOTAL VFH. MILES = 3d.46
AV. NO. STCPS/MILE = 6.58
SECONDS
-------
171969CHEV 2 TRASH T*UCK TRASH CHFV 08 G63033
LCCAL30764CE6298853423339327ZYKAN BROS. 3350 N 14CFLORRISANT PQ.63033 43
ST. LOUIS VEH. NO. 17
DISTRIBUTICN OF ENGINE-OFF STOPS
MINUTES
(UP TO
FREULENCY DENSITY DISTRIBUTION
1 2
2 C
3 C
4 C
5 0
6 0
7 1
8 C
9 C
10 C
15 I
20 0
25 C
3C C
35 C
40 0
45 C
50 0
55 C
60 C
75 0
9C 0
1C5 C
120 0
135 C
150 C
165 C
180 C
195 C
210 C
225 C
240 C
300 C
360 C
42C C
480 C
NUPBER OF STOPS
AVERAGE TI^E/STO
TOTAL VEI-. MILFS
AV. NG. STCPS/flLE =
50. OC
O.C
0.0
0.0
O.C
0.0
25.00
0.0
0.0
0.0
25.00
0.0
0.0
O.C
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
O.C
0.0
0.0
0.0
c.o
0.0
0.0
0.0
O.C
0.0
0.0
0.0
0.0
4
= 3.61
38.46
50. CC
5J.CC
50. OC
50. OC
50. OC
50. OC
75. OC
75. OC
75.00
75. OC
100.00
ICO. 00
100. OC
100.00
100.00
ICO. 00
ICO. 00
ICO. 00
ICC. CO
lOt/.OO
100. CO
ICO. 00
100.00
IOC. 00
ICO. 00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100. OC
100. OC
MINUTE
-------
541973INTERNAT 3 3ULK TANK INTERNAT 08 G63110
LCCAL48 50256811C09133974388SUN JIL CO. 5101 MANCh ST.LOU IStMC.63110 118
ST. LOUIS VEH. NO. 54
SPEED
ZERO
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
FREQUENCY DENSITY
777
837
50
81
88
121
139
104
121
120
158
141
141
175
203
204
197
177
188
197
224
236
228
244
263
270
295
265
284
323
302
322
283
252
295
282
331
394
356
346
SPEED DENSITY AND DISTRIBUTION FUNCTIONS
DISTRIBUTION SPEED FREQUENCY
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
6S
70
71
72
73
74
75
76
77
78
79
80
DENSITY DISTRIBUTION
5.62
6.05
0. 75
0.36
0.59
0.64
0.87
1.00
0.75
0.87
0.87
1.14
1.02
1.C2
1.26
1.47
1.47
1.42
1.28
1.36
1.42
1.62
1.71
1.65
1.76
1.90
1.55
2.13
1.92
2.C5
2.33
2.18
2.33
2.05
1.82
2. 13
2.04
2.39
2.85
2.57
2.50
6.C5
6.8C
7.16
7.75
8.39
9.26
10.26
11.02
11.89
12. It
13.90
14.92
15.54
17. 2C
18.67
20.15
21.5?
22.85
24.21
25.63
27.25
28.96
30.61
32.37
34.27
36.22
38.35
40.27
42.32
44.66
46.84
49.17
51.21
53.04
55.17
57.21
59. 6C
62.45
65.02
67.52
346
295
404
522
44C
439
422
436
512
356
211
74
29
7
0
0
0
0
c
0
0
0
0
0
0
0
0
c
0
c
0
0
0
0
c
0
0
c
0
0
c
2. 50
2.13
2.92
3.77
3.18
3.17
3.05
3.15
3.7C
2.57
1.53
0.53
0.21
0.05
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
70.02
72.16
75.0o
78.85
82.03
85.^0
86.25
91.40
95.11
97.66
99.20
99.74
99.95
ICO. 00
ICO. 00
ICo.OO
ICO. 00
'ICO.OO
ICO.OO
ICO.OO
ICO.OO
ICu.OO
100.00
ICO.OO
ICO.OO
ICO.oO
1CO.OU
ICO.OO
100.00
ICO.OO
ICu.OO
ICO.uO
100. vO
ICO. JO
ICu.OO
ICO.OO
ICO.OO
ICO. JO
ICO.OO
1CO.OO
ICO.OO
N = 13834
AVGE = 29.52
STC DEV = 14.81
-------
5419731NTERNAT 3 BULK
LOCAL48 50256811C0913397433SSUN
TIL
TANK INTEKNAT Od
. 5101 MANCH SI.LCUIStMC.63in
G63110
118
ST. LOUIS VEH. NO. 54
0 M A T R I X
SPEED
-10
-9
-8
-7
-6
-5
-4
0
1
2
3
4
5
6
7
3
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
3fc
37
38
39
40
41
42
43
44
45
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
u
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
- C
0
0
0
C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
C
0
0
0
0
0
0
0
0
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1
0
n
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
C
0
0
0
0
C
0
0
C
0
0
0
0
0
r^
^
0
0
0
0
C
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0
0
0
0
0
3
0
0
0
0
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0
0
0
0
0
0
0
0
0
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0
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0
0
0
0
0
3
0
0
3
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w
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0
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C
0
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C
0
0
C
0
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C
0
1
2
2
1
1
3
3
7
0
5
1
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1
1
1
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0
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0
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0
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7
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8
8
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6
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7
11
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9
9
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3
5
10
4
5
7
3
3
5
2
3
3
1
1
2
1
0
0
0
2
0
1
0
0
0
1
C
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6
17
9
12
9
7
13
13
14
9
11
12
12
12
17
13
18
18
2C
16
17
11
16
11
16
8
10
9
10
7
8
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9
9
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5
5
2
2
6
4
3
1
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31
16
5
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18
14
20
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29
18
24
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17
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36
35
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39
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46
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0
0
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0
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0
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-------
541973INTERNAT 3 3ULK
LCCAL48 50256811C09133974388SUN TIL
ST. LOUIS VEH. NO. 54
SPEED
-10
-9
-8
-7
TANK INTERNAT 08 G6311C
CO. 5101 MANCH ST.LCUIS.MC.63110 118
INITIAL SPEED VS. DeLTA SPEED MATRIX
(N = 13324)
-6
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
0
0
0
0
0
0
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0
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0
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0
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C
0
C
c
c
c
c
c
c
c
c
c
c
c
c
c
c
c
c
c
c
0
c
c
c
c
c
c
c
0
c
0
c
c
c
7
J
u
0
j
J
u
0
u
J
0
o
0
J
0
a
J
J
J
d
J
J
J
a
J
J
0
J
0
J
0
a
0
J
0
J
6
0
J
0
0
J
0
0
0
u
u
J
u
0
u
0
u
u
u
u
J
0
0
u
0
J
u
u
0
0
0
0
0
0
0
9
0
u
c
c
0
0
c
0
0
0
0
u
c
0
0
0
0
0
0
0
0
0
0
0
0
0
J
0
c
0
c
0
0
0
o
1C
c
0
c
0
0
c
0
a
G
c
0
0
c
0
0
0
c
0
^
0
0
0
0
0
n
J
c
0
c
0
0
0
0
c
0
TOTAL
35
IC9
198 445 1614 7909 2871
495
116
22
PERCENT OF TIME AT IDLE = 6.05
AVERAGE SPEED COMPUTED FRJ* MATRU = 29.56
AVERAGE DELTA SPEED FOR POSITIVE VALUES = 1.23
AVERAGE DELTA SPEED FOR NEGATIVE VALUES = -1.56
-------
541973INTERNAT 3 9Ut-K
LCCAL48 50256811C09133974388SU*
ST. LCUIS VEH. NO. 54
TANK INTE*NAT 06
3IL CO. 5101 MANCH ST .LCUIS ,MC.63110
11B
INITIAL
SPEED
ti TOTA)-
-10
SPEED VS.
(N =
JcLTA SPEtC MATO!
13824)
-9
-8
-7
-6
-5
-4
-3
-2
-1
0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
c
1
3
2
1
c
0
c
0
0
0
0
0
c
c
0
0
0
7
18
4
4
2
0
0
c
0
0
c
0
0
0
0
0
8
39
25
16
12
6
3
0
0
0
0
c
0
0
0
0
0
36
37
42
39
22
14
4
3
1
0
0
0
0
c
0
0
6
54
6C
66
89
62
44
38
19
7
0
0
0
C
C
0
0
47
62
t»2
104
130
181
220
233
216
261
93
0
0
0
0
0
0
834
137
137
271
356
610
814
911
1210
1623
999
7
3
0
0
0
0
45
97
183
312
345
417
389
343
290
360
<*0
0
0
0
0
0
0
26
30
115
103
67
26
25
17
9
7
0
C
0
c
0
c
0
22
41
34
12
5
2
C
0
C
c
f
c
c
0
0
0
0
5
12
5
0
0
0
0
0
0
0
0
0
f*
\>
0
n
u
0
0
c
2
C
c
0
c
c
c
c
c
c
c
rt
\J
c
c
c
0
c
c
0
c
0
0
0
0
c
c
c
0
c
c
c
c
c
j
J
0
J
0
j
J
J
0
J
0
0
u
u
J
-------
541973INTERNAT 3 BULK TANK INTERNAT 08 G63110
LOCALES 50256811C09133974338SUN ^IL CO. 5101 MANCH ST. LOUIS ,MC. 63110 118
ST. LOUIS VEH. NO. 54
FRfQUENCY
DISTRIBUTION GF ROLLING STCPS
o>
o
SECONDS
(UP TO)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
DENSITY DISTRIBUTION
3
2
3
3
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
25.00
16.67
25. CO
25.00
0.0
O.C
0.0
0.0
0.0
8.33
O.C
0.0
0.0
0.0
0.0
0.0
0.0
O.C
0.0
0.0
0.0
0.0
0.0
O.C
O.C
0.0
O.C
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
O.C
0.0
0.0
25. CC
41.67
66.67
91.67
91.67
91.67
91.67
91.67
91.67
100.00
100. OC
100. OC
100. OC
1CO.OC
100. OC
100.00
100. 00
1CO.OC
100. OC
100.00
100. OC
100.00
100. OC
1CO.OC
1CO.OC
1CO.OC
1CO.OC
1CO.CC
1CO.CC
1CO.OC
1CC.OC
1CO.OC
1CO.OC
100.00
1CO.CC
100. CC
1CO.OC
1CO.OC
1CO.OC
MINUTES
(UP TO
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
20
25
30
35
40
45
50
55
60
FREQUENCY DENSITY DISTRIBUTl
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c.o
0.0
c.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
c.o
ICO.00
ICO.00
ICu.oO
1 CO.^0
ICO.00
ICO.GO
ICO.00
ICO.OO
100.oO
ICO.OO
ICO.OO
ICO.OO
100.00
ICO.OO
ICo.OO
ICO.OO
100.00
ICO.ou
ICO.OO
ICO.OO
ICO.JO
ICO.OO
ICu.OO
ICO .ciC
NUMBER OF STOPS = 12
AVERAGE TIME/STOP = 3.17
TOTAL VEH. KILES = 113.tO
AV. NO. STOPS/MILE = 0.11
SECCNDS
-------
541973INTEKNAT 3 3ULK TANK
LCCAL48 502568UC09133974388SUN 3 I L CO. 5101
INTERNET CK G63110
MftNCH ST.LCUIS.MC.63110 118
ST. LOUIS VEH. N1?. 54
SECONDS
(UP T0>
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
DENSITY
L)ISTRI8UTI°N
01 STRIBLTIC''J
FULL STCPS
4
4
3
2
3
1
1
1
2
1
1
2
1
1
0
1
D
0
2
1
3
2
1
C
0
0
0
2
0
1
o
o
2
2
0
0
0
0
8.89
a. 89
6.67
4.44
6.67
2.22
2.22
2.22
4.44
2.22
2.22
4.44
2.22
2.22
0.0
2.22
0.0
0.0
4.44
2.22
6.67
4.44
2.22
O.C
o.c
O.C
0.3
4.44
0.0
2.22
0.0
0.0
4.44
4.44
On
w
0.0
0.0
0.0
o.c
8.89
17.76
24.44
28.89
35. 5t
37.76
4C.CC
42.22
46.67
48. 8 S
51.11
55.56
57.76
60. CC
60. OC
62.22
62.22
62.22
66.67
68.89
75.56
80. OC
32.22
82.22
82.22
82.22
82.22
86.67
86.67
88. 8S
86.39
88.89
93. 32
97.76
97. 78
97.78-
97.78
97.78
97.78
(UP 1
1
2
4
5
t>
7
8
S
1C
11
13
15
20
25
3C
35
40
45
50
55
6C
70
75
80
65
100
105
110
115
120
125
130
135
FKEjUtNCY
L
1
0
0
0
0
Q
0
0
0
0
0
0
C
0
0
0
0
C1
0
0
0
0
0
0
0
0
0
0
0
0
DENSITY
I S T R 11> J T i Ji*
0. 0
2.21
0.0
0.0
c.o
0.0
0.0
0.0
c.o
0.0
0.0
0.0
c.o
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
c.o
0.0
c.o
0.0
_.0
C. J
0 . 0
0.3
c.o
c.o
u. 0
c.o
0.0
0.0
c.o
0.0
0.0
0.3
=>! . lo
ICQ. JU
ICO. 00
ICO.o 0
ICO.ULl
1 CO .00
ICu.OO
ICO. 00
ICO. 00
lOu.OO
ICO. JO
ICu.uO
1 Cu . Ou
ICO. 00
ICO. 00
1 Co . \j u
ICO. 00
ICO. 00
ICo.OO
ICO. JO
ICO. 00
1 Cu . vO
LCO.uo
ICo.oo
1 CO. 00
ICO .Ot/
ICO. 00
ICO. 00
ico. oo
ICO.Cw
lOu.O^
ICO .0 j
1 Cu . j *j
ICj.jO
1 CO .00
1 C J . u o
1 Cu .uO
ICO.uj
1 Co .0 j
AVERAGE TIN'E/STC't'
TDTiL Vc>. MLFS
4V. NO.
45
16.1ft
13.60
0.4C
-------
5*1973INTERNAT 3 HULK TANK IMERNAT 08 G63110
LOCALES 50256811C09133974388SUN OIL CO. 5101 MANCH ST .LCU IS ,»C. 63110 118
ST. LOUIS VEH. NC. 54
CO
K>
MINUTES
(UP TO
1
2
3
4
5
b
7
8
9
10
15
20
25
30
35
40
45
50
55
6C
75
90
105
120
135
150
165
160
195
210
225
240
300
360
420
480
DISTRIBUTICN OF ENGINE-CFF STCPS
FREQUENCY DENSITY DISTRIBUTION
C
C
0
0
C
0
C
C
0
C
3
2
1
C
1
0
1
1
0
0
0
C'
C
0
C
C
C
0
0
C
0
C
0
0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
33.33
22.22
11.11
0.0
11.11
0.0
11.11
11.11
0.0
o.c
0.0
0.0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
c.o
0.0
D.O
0.0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
33.33
55.56
66.67
66.67
77.78
77.78
ad. 89
ICO. 00
1CO.CC
100.00
100.00
ICO. 00
. 100.00
100.00
100.00
ICO. 00
100.00
100. OC
100.00
100.00
1CO.OC
100.00
100.00
100.00
100.00
ICO. 00
NUMBER OF STCPS = 9
AVERAGE TIME/STOP = 24.22 PINUTES
TOTAL VEH. MILES = 113.to
AV. NO. STCPS/KILE = 0.08
-------
491969INTERNAT 2-S1 JELIVERY
SHDRT48101416080356206966251BEUF )RT TPAS
INTERNAT
GERALD
08356208
G63037
MC.63037C4750176175
ST. LOUIS VEH.
SPF.6D
ZERC
0
1
2
3
5
6
7
9
10
11
12
13
14
15
16
17
IB
19
20
21
22
23
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
FREUUENCY DENSITY
8079
3165
123
150
145
183
164
196
152
165
187
203
193
156
158
160
150
170
153
164
156
185
201
213
198
197
176
196
181
194
211
239
246
218
225
187
154
1C3
118
89
95
34.54
34.91
C.53
0.64
0.62
C.78
0.70
0.84
C.65
0.71
0.80
0.87
0.83
0.67
C.68
0.68
0.64
0.73
0.65
0. 70
0.68
0.79
0.86
C.-Jl
0.85
C.84
0.75
0.84
C.77
0.83
C.90
1.02
1.05
0.93
0.96
0.80
3.66
0.44
0.50
0. 38
0.41
34.91
35.43
36. C7
36. 6S
37.46
38.16
39.01
39.66
40.37
41.17
42. C4
42.86
43.53
44. 2C
44. 8S
45.53
46.26
46.91
47.61
48.29
49.08
49.94
50.85
51.69
52.54
53.29
54.13
54. 9C
55.73
56.63
57.65
58.71
59.64
60. 6C
61. 4C
62. C6
62. 5C
63. OC
63.36
63.79
SPEED DENSITY Af^O C I S T? I dL T ICt> FUMCTICMS
DISTRIBUTION SPEED FREQUENCY
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
f>
76
77
78
7S
80
DENSITY
142
131
18S
Id5
246
264
25C
323
382
482
544
608
712
502
522
461
528
557
449
388
2H2
165
44
31
1C
5
16
2
0
C
0
c
0
u
c
c
0
c
c
c
c
0.61
0.77
0.81
0.79
1.05
1.12
1.07
1.38
1.63
2.06
2.33
2.6C
3.04
2. 1 5
2.?3
1.97
2.2e
2.38
1.92
1.66
1.21
0.71
0. 19
0.13
0.04
0.02
0.07
0.01
O.J
0. J
0.0
c.o
0.0
0.0
0. J
c.o
0.0
c.o
c.o
0.0
c.o
64.40
65. Sid
to. 77
67. tit
60.V5
71.to
75.09
77.
-------
4S1969INTERNAT 2-SI DELIVERY
SHORT4b 1014160803 562 06966 25 1BEJFORT
TPftS
INTECNAT 083562C8 G63C27
GERALD MC.63G37C4750176175
ST. LOUIS VEH. NO. 49
INITIAL
SPEEO VS.
(N =
JELTA SPEFO MATRIX
/3370)
SPEED
*
0
1
2
3
4
5
6
7
8
9
10
11
12
13
15
16
17
! 18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
35
36
37
38
39
40
41
42
43
44
45
-10
-9
-7
-6
-5
-it
-3
-2
-1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
c
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
J
0
0
0
0
r*
c
3
c
c
c
0
c
1
0
0
0
0
1
2
1
0
0
0
1
1
c
0
0
0
0
0
c
0
0
c
c
0
c
c
c
c
0
c
c
c
c
J
c
2
0
0
c
0
0
c
0
0
1
0
1
1
2
2
1
2
2
1
1
3
1
2
0
1
1
1
2
1
0
1
0
1
0
0
0
0
0
c
1
0
0
0
0
c
c
r-
c
0
0
0
c
1
2
7
5
9
2
7
8
6
3
4
8
5
0
7
6
6
2
3
3
2
I
2
1
2
1
1
C
0
0
1
0
0
c
I
c
0
1
0
c
c
c
c
c
c
5
8
11
7
9
14
10
1C
13
11
12
15
10
14
13
1C
12
9
11
9
12
10
9
11
7
7
3
6
5
2
2
0
1
C
c
0
0
1
2
0
0
1
0
c
0
28
17
21
17
17
14
15
12
14
12
12
18
17
12
12
10
8
12
10
15
B
10
11
7
8
9
11
6
9
p
10
2
5
3
3
5
2
1
1
2
2
3
1
3
0
31
20
20
20
28
36
25
34
28
22
24
25
14
16
20
24
16
15
13
25
30
32
29
24
29
21
19
24
24
24
23
29
28
26
2 1
1C
11
12
17
13
16
22
33
31
3d
d093
32
37
40
66
39
59
36
40
59
72
59
38
27
33
22
47
49
sa
48
56
66
74
73
74
62
83
77
85
121
Ip2
104
134
148
116
102
o4
76
51
54
102
125
127
103
loC
162
5C
13
29
22
25
38
27
23
24
35
37
40
37
42
44
48
41
35
34
4C
49
61
74
56
68
59
64
64
60
35
43
47
41
42
37
27
22
23
21
22
23
35
36
44
32
57
15
21
17
17
23
16
27
22
16
23
22
26
19
26
17
21
20
23
23
22
23
12
11
11
7
6
6
2
3
1
2
2
2
1
2
0
4
2
2
1
2
C
2
?
I
4
2
1 7
6
14
11
4
10
14
7
12
14
8
6
11
4
6
5
5
5
2
2
3
1
1
C
1
C
1
1
c
1
c
0
1
0
0
0
c
c
0
0
0
\J
c
c
c
1
5
6
0
4
7
6
2
2
3
4
1
0
3
5
0
1
1
1
0
1
1
0
1
c
0
0
0
0
0
c
0
0
r\
c
c
0
c
c
0
c
o
'J
0
0
c
c
c
1
c
2
2
0
c
c
2
C
0
c
0
c
c
0
c
c
c
0
c
c
0
c
c
c
0
c
0
c
c
0
c
c
c
0
c
0
c
c
c
^
0
c
c
c
c
0
c
c
c
c
c
c
c
c
c
0
c
c
c
c
c
0
c
c
c
0
c
c
c
c
c
c
c
c
c
c
c
c
c
r
c
c
c
c
c
c
c
c
0
J
\J
J
0
J
0
0
u
0
0
u
0
J
j
J
0
0
0
0
0
u
J
J
0
u
0
0
J
J
J
0
J
0
0
0
0
J
J
0
J
J
u
J
J
u
u
0
u
0
u
c
o
0
0
0
u
0
0
u
u
0
0
0
0
0
u
u
u
u
u
u
0
c
u
u
u
u
u
0
u
o
u
t,
0
o
0
0
u
u
u
0
0
^
n
0
0
0
0
0
0
0
0
-\
c
0
2
0
0
0
0
0
c
0
c
c
0
0
i
0
j
0
^
c
u
J
u
0
^
0
0
0
0
0
c
0
c
0
0
0
0
0
J
J
1
c
u
0
c
c
c
0
c
G
0
1
c
c
0
c
c
0
0
0
0
\J
^
0
y
0
J
J
c
0
c
0
0
c
c
0
c
c
-------
4S19691NTERNAT 2-S 1 DELIVERY
SHQRT481014160803562089662513EUF3«T
TRAS
INTER NAT
GERALD
08J562C8 G61C37
MC.63037:i475C17fcl75
ST. LOUIS VEH. NO. 49
SPEED
-10
-9
-7
-6
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
0
0
0
0
0
0
0
0
0
0
0
0 .
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
. 0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
c
0
0
c
0
0
0
0
0
0
0
c
J
0
0
0
'J
0
0
0
0
0
3
0
0
0
0
D
0
0
0
0
0
3
0
0
0
0
0
0
0
0
c
0
0
o
0
D
0
c
c
c
c
c
0
c
0
c
0
0
0
c
0
0
0
0
0
Q
0
0
c
c
0
0
0
c
c
0
c
0
c
0
rr
c
c
-5
INITIAL SPEED VS. DELTA SPEED
(N = >3370 I
ix
-4
-2
-1
c
0
c
c
0
0
c
0
c
0
0
0
0
0
0
c
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
1
o
J
0
c
c
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
c
2
0
1
1
0
0
0
0
0
0
c
0
0
c
c
0
0
0
0
c
c
0
c
c
0
c
0
0
0
0
0
0
0
0
c
3
1
3
3
3
3
1
1
c
3
I
c
0
c
0
c
0
0
0
c
0
0
c
c
c
c
0
c
c
0
c
c
0
c
42
33
38
45
54
49
69
58
42
61
76
26
30
25
9
7
5
4
2
2
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
Ibl
230
279
374
419
473
556
375
402
294
381
489
3dO
338
260
146
33
23
7
1
12
1
c
0
0
0
0
0
0
0
0
0
c
J
0
45
48
60
57
66
BO
34
68
72
104
67
41
39
25
13
12
6
4
0
2
2
0
C
0
0
0
0
0
0
c
0
0
0
c
0
2
2
4
2
1
2
C
0
5
2
1
C
0
0
0
0
0
c
1
0
0
0
0
0
0
c
c
0
0
\J
c
0
c
c
0
c
0
c
0
0
0
c
c
c
c
c
c
c
c
c
0
0
0
0
c
0
0
0
0
c
c
c
0
0
c
c
c
0
0
c
^
o
J
0
0
0
0
c
0
0
0
0
c
c
c
0
0
0
0
0
c
o
0
c
c
0
0
c
0
0
c
c
c
r>
-\
\s
0
l>
0
0
c
c
0
c
c
c
c
0
c
c
u
c
c
c
c
c
0
c
c
c
u
c
r-
\s
w
c
c
c
0
c
c
c
c
z
c
c
c
c
c
c
0
c
0
c
c
n
c
c
0
c
c
c
c
c
c
c
c
c
c
G
c
c
0
c
c
c
c
c
J
J
J
u
J
J
o
0
sj
0
J
0
J
0
J
J
J
*J
J
0
u
J
J
0
0
u
J
0
u
0
0
0
u
0
J
u
w
\J
u
w
0
u
0
J
0
u
0
0
0
u
o
0
0
u
o
0
c
0
J
0
J
0
0
o
G
0
0
0
^
0
a
0
J
c
c
c
c
0
0
0
0
c
c
0
0
0
L>
w
J
0
TOTAL
29
108
2S6
442 1727 17199 2761
552
1 75
PERCENT OF TIML AT IDLE = 34.92
AVERAGE SPEED CCPPUTfcC FR.;y "AT^IA = 2?SIiIVs V-ilUCi = 1.32
AVERAGE DELTA SPEED FC? \?;,Ai!vr VALLES = -i.5o
-------
4919691NTERNAT 2-S1 DELIVER*
SHQRT4810141608C35620896625IrfEUFORT T<*AS
ST. LOUIS VEH. MP. 49
SPEED
CO
ON
TOTAL
IfUERNAT 08356208 363037
GEKALC "C.63037C47VM76175
INITIAL SPEED VS. D^LTi SFttC MATRIX
2
135
173
210
2-58
311
246
151
137
246
347
352
S5
8
0
0
0
2
53
105
ice
107
91
33
10
9
7
11
9
8
0
1
0
0
0
3
25
53
47
31
13
3
2
1
0
0
0
c
c
0
0
0
c
4
12
27
1C
10
3
1
0
0
C
0
c
c
0
0
0
c
c
5
1
4
2
0
0
0
c
0
c
0
c
0
c
0
c
0
c
6
c
c
c
c
c
c
0
c
c
c
0
c
c
0
0
0
c
7
0
J
J
0
0
0
J
0
0
0
J
J
0
0
0
o
0
0
J
u
0
0
0
0
c
G
0
0
0
0
9
c
c
0
0
J
0
0
0
0
c
0
0
u
c
0
10
c
1
I
0
u
c
0
0
G
c
0
0
0
0
29
108
296
442 1727 17199 2761
552
175
63
PERCENT OF TIME AT IDLE = 36.C5
AVERAGE SPEED COMPUTED fRc* MATRIX = 24.*B
AVERAGE DELTA SPEEC FOR POSITIVE VALUES = 1.32
AVERAGE DELTA SPEEJ FCP NEGATIVE VALUES = -i.sa
-------
491969INTERNAT 2-S1 JEL IVERY
SHQRT481014160803562J89662513EUFJRT TPAo
I\TE»MAT 08356208 G63C37
GERALD MC.6303/04750176175
ST. LOUIS VEH. NO. 49
SECONDS
(UP TO)
1
2
3
4
5
6
7
6
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
26
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
FREQUENCY
11
9
7
4
0
c
1
2
0
0
0
^
0
0
1
0
0
0
0
0
0
0
0
0
c
0
c
0
0
0
\J
c
0
c
0
0
0
OISTRIOLTICN CF ROLLING STCPS
DENSITY DISTRIBUTION MINUTSS
UJP TO
1
2
3
4
5
6
7
a
9
10
11
12
13
14
15
20
25
3C
35
4C
45
50
5b
faO
31.43
25.71
20.00
11.43
O.C
3.0
2.86
5.71
J.C
O.C
O.C
0.0
O.C
0.0
2. 86
0.0
0.0
0.0
0.0
0.0
0.0
O.C
0.0
0.0
c.o
c.c
O.C
0.0
c.c
O.C
0.0
U O
0.0
0.0
0.0
T ^
J . VJ
O/^
. U
O.C
O.C
31.43
57.14
77.14
88.57
68.57
08.57
91.43
97.14
97.14
97.14
97.14
97.14
97.14
97. 14
100. OC
100. OC
1CO.OC
100. OC
1CO.OC
1CO.OC
1CO.OC
100. OC
1CO.OC
1CO.OC
1CO.CC
1CO.CC
1CO.OC
1CO.OC
1CO.CC
ICC. CC
1CO.OC
1CO.OC
1CO.OC
1CO.CC
1CO.OC
1CC.OC
1CO.CC
1C0.3C
100. OC
JUENCY
t
C
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
DENSITY
0.0
0.0
c.o
0.0
0.0
0.0
0. 0
0.0
c.o
0.0
0.0
c.o
c.o
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
DI
1 C J «UU
ICu.uu
1 Cu .JO
ICO. 00
ICO .Ow
ico. jo
1 Co . ju
1 C 5J « U 0
1 CO .00
I Co .00
ICu «vju
1 CJ.uO
1 Cw .0 J
ICo.uo
i c\j .00
1 C^ ^ «j
1CJ.OO
1 CO .uu
ICj . J w
1 Cu.UU
1 Cu . J w
ICO.uu
AV.
OF STCPS = 35
? TIVf/STCP = ^.S/
V.I-. MILES = 159.70
. STC^S/ML17 - -.22
-------
491969INTERNAT 2-S1 DELIVERY
SHORT481014l608C35620896625iaEUF:)RT TRAS
INTERNET 033562G8 G63037
GERALD MC.6303734750176175
ST. LOUIS VEH. NO. 49
DISTRIBUTION OF FULL STCPS
CD
CO
SECONDS FR£QU6NCY DENSITY DISTRIBUTION
.72
98.3o
98.3o
9o.;it>
9b.Jo
9b.3b
9d.3o
96.36
96.36
5b.36
9d. 36
1CO.OJ
ICO.JO
ICJ.OO
ico.jo
ICO.00
1CJ.JO
ICO.00
NUMBER OF STCPS = 61
AVERAGE TIME/STOP = 131.26
TOTAL VEh. MILES = 159.76
4V. NO. STCP.S/»U4.£ - 3.36
seccrvci
-------
4S1969INTERNAT 2-S1 DELIVERY.
SHORT4810141608035b20846625IJEUFORT
IME3NAT
GERALD
CS3562CS G63037
MC.63037C475J176175
ST. LOUIS VEH. NO. 49
DISTRIBUTION OF tNGINL-JFF STCPS
MINUTES
(UP TO
1
2
3
4
5
6
7
8
9
10
15
20
25
30
35
40
45
5C
55
6C
75
90
105
12C
135
150
165
130
195
21C
225
240
30C
360
420
48C
FREQUENCY
CfcNSITY
3.0
DISTRIBUTION
0.0
o.c
3.0
13.33
0.67
13.33
13.33
O.C
6.67
33.33
6.67
0.0
6.67
- . 0
O.C
0.0
3.C
0.0
0.0
0.0
O.C
O.C
J.C
0.0
0 .0
0.0
0.0
J.O
J.O
0.0
J.C
j.C
0.0
J.O
O.C
\J . u
0.0
0.0
13.33
20.00
33.33
46.67
46.67
53.33
60.67
93.33
9.1.33
100.00
100. 00
100.00
100.00
IOJ.OC
ICO. 00
IOC.OC
1CJ.OC
10J.OO
ICO. 00
1 0 J . C 0
ICO. CO
1CO.CC
10^.00
100.00
100.00
IOC.OC
LOO. 00
1CJ.OO
100. CC
100.00
1 0 0 . 0 C
1 0 0 . C 0
NUMBER -F STCPS = 15
iVERAGE TII":/STGP = lo.62
T3TAL VLh. MILES = 159.76
AV. NJ. STCPS/fIL: = O.C9
-------
671969FDCD
LOCAL18
.IVHSY
A70317C, K POWERS
9290 M FLOST LOUIS W063136
P63136
90
ST. LOUIS VtH. NO,
SPEFD I
2FRO
a
i
2
3
4
5
6
7
8
9
10
11
12
13
SPEC3 0<=NStTV AND
DISTRIBUTION
FUNCTIONS
u>
o
15
16
17
18
19
20
21
2?
23
25
26
27
28
29
30
31
32
33
35
36
37
38
39
1012
1107
166
155
161
148
141
149
142
116
113
102
123
108
90
105
130
104
115
114
124
121
116
129
118
117
142
117
136
113
142
129
163
143
151
216
227
249
233
171
150
10.37
11.34
i.70
1.59
1.65
1.52
1.44
1.53
1.45
1.19
1.16
1.04
1.26
1.11
0.92
1.06
1.33
1.07
1.18
I. 17
1.27
1.24
1.19
1.32
1.21
1.20
1.45
1.20
1.39
1.16
1.45
1.32
1.67
1.46
1.55
2.21
2.33
2.55
2.39
1.75
1.54
11.34
13.04
14.63
16.28
17.79
19.24
20.76
22.22
23.41
24.56
25.61
26.87
27.98
28.90
29.97
31.30
32.37
33.55
34.72
35.99
37.23
38.41
39.74
40.94
42.14
43.60
44. flO
46.19
47.35
48.80
50.12
51.79
53.26
54. 8C
57.02
59.34
61.89
64.28
66.03
67.57
$PEO
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
6?
63
64
65
66
f.7
68
70
71
72
73
74
75
76
77
78
79
80
que.xcr
140
114
84
37
75
63
70
71
75
69
78
67
73
54
85
134
211
264
303
408
285
136
50
46
37
17
16
2
0
0
0
0
0
0
0
0
0
0
0
c
0
QC«.'S I TY
1.43
1.17
0.86
0.89
C.77
0.65
0.72
C.73
0. T7
0.7i
C.80
0.69
0.75
C.55
0.87
1.37
2. It
2.70
J.1C
4.16
2.92
1.91
0.51
C.49
0.38
C.17
C.16
0.02
C.O
0.0
C.O
0.0
0.0
C.O
0.0
0.0
C.O
C.O
0.0
C.O
C.O
OISTKlbUI
6*. 00
7u.l 7
71.03
71. W
72. o9
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74.05
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671969F
LXAL18
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FOOD 06F25BC61355 063136
W FLOST LTUIS MP.&3136 90
ST. LOUIS V£H.
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-------
671969FORO
LOCAL18
DELIVERY
A70817G K POWERS
06F253C&1 J5
9290 W FLQST LQUI S H063136
D6il3fc
90
ST. LOUIS VEH. NO. 67
SPEED
TOTAL
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INITIAL SPEED VS. J5ELT4 SOfEO
(N = 9732]
-9
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32
197
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965 4832 1630
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SPCED C3MPUTED FR3
AVE"AGP DELTA S^EED FT.1' P2S!TI
-------
&71969F'
L CC A L 1 8
T?L I
470317';
FOR D C
W FLOST LOUIS
M063136
Ct?136
90
ST. LTIJIS VEH. NT. 67
INITIAL
TOTAL
'PFFO VS.
(N =
) E (. T 4 S " f E, J
S732)
E £ 3
0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
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0
0
0
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0
0
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13
17
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31
41
41
31
17
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51
47
53
59
41
39
26
7
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76
54
49
45
49
54
55
20
12
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73
118
62
47
43
59
81
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53
56
66
70
23
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1 104
190
82
64
103
129
186
563
388
178
200
494
10/5
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120
99
74
68
133
153
210
258
130
97
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83
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OF TIMc AT IDLF = 14.53
AVERAGE SPCED COMPUTED FO-IM MATHIX = 29.52
AVEPAGE DELTA SPFPD FOR ni^iTjvF viLues = 1.61
AVERAGE DELTA SPFFO FTP NEGATIVE VALUES = -2.0'i
-------
671969FORO
LOCAL18
A70817G K POW-RS
FORD 06F25BC61055 063136
9290 W FLOST LOUIS MP631J6 90
ST, LOUIS VEH. ND. 67
FREQUENCY
DISTRIBUTION CF ROLLING STOPS
SECONDS
(UP TO I
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
28
30
32
34
36
36
40
42
44
46
48
50
52
54
56
58
DENSITY DISTRIBUTION
9
10
13
4
3
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
21.43
23.31
30.95
9.52
7.14
4.76
2.38
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3 o
0.0
0.0
0.0
0.0
0.3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
21.43
45.24
76. 19
85.71
92.86
97.62
100.00
100. OC
100.00
100. OC
100.00
100.00
1CO.OC
100. OC
100.00
100. OC
ICO. 00
100. OC
100. OC
100. OC
100. OC
100.00
100. OC
100. OC
100. OC
100. OC
100. OC
100.00
100.00
1CO.OC
100. OC
100.00
100. OC
100.00
100. OC
1:0.00
1 00 . 0 C
1CO.OC
100. OC
MINUTES
(UP TO),
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
20
25
30
35
40
45
50
55
60
FREQUENCY DENiSTTY
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
DISTRIBOT1JM
ICO.JO
100.00
100.00
100.00
ICO.00
ICO.00
1CO.OC
ICO.00
100.00
ICO.uO
100.00
ICO.00
100.00
ICO.uO
100.00
ICO.00
ICO.00
100.00
100.00
100.00
ICO.JO
ICO.00
100.00
100.00
NUKQE" OF STOPS = 42
4VFPAGE TIMfc/STGP = 2.81
TOTAL VEH. MILES = 7^.88
4V. NO. STOPS/MIL^ = 0.53
SfCCNDS
-------
LCCAL18
7031 ?r, K
9290 W FLOS!
16P25BC61 355 P63136
L1UIS M063136 90
ST. LOUIS VETH. Nj. 67
F '-'jtJtNCY
SFC'INOS
(UP TO)
1
2
3
4
5
6
7
3
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
26
30
32
34
36
38
40
42
44
46
48
50
5?
54
56
58
<5
3
4
7
5
3
3
3
4
3
0
2
1
L
1
1
1
0
1
0
1
0
3
1
2
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2
0
2
1
1
1
1
0
0
0
1
1
,1
DISTRIBUTION DH ?ULL STC°S
ItMSTTY DISTRIBUTION MINUTES
IUP T-J
1
2
3
4
5
6
7
S
9
10
11
12
13
14
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
I }5
110
1 15
120
125
130
135
FBEJUENOY UENSITY
13.04
4.3i>
5.80
10.14
7.25
4.35
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-------
031972MACK 3-S2 CEMENT MlxER 06 10cmi4C63043
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(N =
DELTA SPEED MATRIX
28848)
-9
-8
-7
-6
-5
-4
-3
-2
-1
18
43
105
231 1417 24606 2061
298
58
1C
0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
c
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
c
0
0
0
c
0
0
0
0
c
6
5
4
2
1
c
0
0
0
0
0
0
0
c
0
c
3
13
13
7
5
2
0
0
0
c
0
0
0
0
0
0
0
23
22
21
19
10
7
1
1
1
0
0
0
0
0
0
0
8
38
27
37
44
35
18
12
5
5
0
2
0
0
0
c
0
36
89
65
93
132
161
162
143
103
147
162
114
10
0
0
0
0
19326
289
196
253
417
538
501
465
409
669
1067
427
49
0
0
0
0
49
138
108
190
262
274
194
178
137
205
207
115
4
0
0
0
0
26
58
57
63
29
26
23
7
1
5
1
2
0
0
0
0
0
11
23
19
1
3
1
0
0
0
0
0
0
0
c
0
0
0
c
0
2
3
1
0
0
0
0
0
0
0
0
0
0
0
0
1
c
0
0
c
c
0
0
c
c
0
c
0
c
0
c
0
0
c
c
0
c
c
0
0
c
0
0
c
c
c
c
c
0
£
u
J
0
u
0
J
0
u
0
Ll
J
0
0
0
0
0
0
0
u
0
j
u
0
0
u
u
u
0
u
0
0
o
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
u
0
0
0
0
G
\J
c
0
0
0
0
0
c
c
c
PERCENT OF TIME AT IDLE = 67.46
AVERAGE' SPEED COMPUTED FROM MATRIX = 10.52
AVERAGE DELTA SPEED FOR POSITIVE VALUES = 1.19
AVERAGE DELTA SPEED FOR NEGATIVE VALUES = -1.35
-------
031972MACK 3-S? GHENT MIXE« 06 100 3114C63043
LCCA172132 110-H3
-------
031972MACK 3-S2 CEMENT MIXfR 06 1003114063043
LCCAL72132 11091393110G4TEWAYREADY11930DQRSEMARYLANDHTMC 63043 0100
ST. LOUIS VEH. NO. 3
FR-EOUENCY
DISTRIBUTION Oh FULL STCPS
SECONDS
«UP TO)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
2B
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
DENSITY DISTRIBUTION
3
0
2
1
1
1
3
3
1
0
1
1
0
1
1
2
1
1
0
0
2
2
1
0
0
c
0
0
1
0
c
0
0
0
0
0
c
0
0
8.57
C.C
5.71
2.86
2.86
2.86
8.57
8.57
2.86
0.0
2.66
2.86
0.0
2.86
2.86
5.71
2.66
2.86
O.C
0.0
5.71
5.71
2.86
O.C
O.C
O.C
O.G
O.C
2.86
0.0
0.0
O.C
O.C
O.C
0.0
0.0
0.0
0.0
O.C
8.57
8.57
14.29
17.14
20. OC
22.86
31.43
40. OC
42.86
42.86
45.71
48.57
48.57
51.43
54.29
6C.OC
62.86
65.71
65.71
65.71
71.43
77.14
80. OC
80. OC
80. OC
'80. OC
80. OC
80. OC
82.86
82.86
82.86
82.86
82.86
82.86
82.86
82.86
82.86
82.86
82.86
MINUTES
(UP TC)
1
2
3
4
5
6
7
6
9
10
11
12
13
14
15
20
25
30
35
40
45
50
55
60
65
70
,75
8C
35
90
95
100
105
110
115
12u
125
130
135
FREQUENCY
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
1
1
0
0
0
0
0
0
0
1
0
c
0
0
0
DENSITY
D ! S T u 1b J T i JM
C.O
0.0
2. Bo
0.0
C.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
C.O
2.86
C.O
0.0
0.0
0.0
0.0
0.0
C.O
0.0
2.86
C.O
2.86
2.86
C.O
0.0
0.0
C.O
C.O
0.0
0.0
2.86
0.0
0.0
0.0
0.0
0.0
82.66
82.06
85. 1 L
By. 71
85.71
85.71
E5.71
85. 11
83.71
85.71
85.71
85.71
85.71
86. »7
86.57
88.57
80.57
86.37
88.37
86.57
66.57
68.57
SI. 43
Si. 43
94.29
S7.1<«
S7.14
S7.14
S7.14
97.14
Sf.14
S7.14
S7.14
1 CO »\J W
ICO. GO
ICu.uO
1 C w' . (J U
1 Co. jo
ico. oo
NUMBER OF STOPS = 35
AVERAGE TIME/STOP = 534.40 SECONDS
TOTAL VEI-. "ILES - 84.25
AV. NO. STCPS/PILE = O.f2
-------
0:i972*ACK 3-S2 CEMENT MIX?* Cfa ICC3 114D63043
LCCAL72132 11091393 11OGATF«AYPEADY11930DCRSEMARYLANDHT^C 63043 010C
ST. LOUIS VEH. NO.
DI
MINUTES
(UP TO
1
2
3
4
5
6
7
8
9
1C
15
2C
25
30
35
40
45
5C
55
60
75
90
105
12C
135
150
165
180
195
21C
225
240
300
360
42C
48C
STRIBUTICN
FREguENCY
C
C
C
0
0
0
0
c
c
c
c
0
c
c
0
c
0
c
1
c
c
0
0
r>
w
0
c
r
C
c
~
0
o
w
c
c
0
0
cNGJNf-CFF ST3PS
OENilTY DISTRIBUTION
0.0
0.0
0.0
0.0
o C
o.c
0.0
o.c
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
100.00
0.0
0.0
0.0
0.0
0.0
J.O
0.0
0.0
J.C
0.0
0.0
0.0
0.0
0.0
o.c
c.o
o r^
U (j
c.o
0.0
o.c
0.0
0.0
0.0
:.c
0.0
0.0
0.0
0.0
0.0
100.00
100.00
100.00
100.00
ICO.CO
100.00
100.00
100.CC
IOC.00
100.00
100.00
100.00
100.00
100.OC
100.0C
100.OC
100.00
100.0C
NUMBER HF STCPS = 1
AVERAGE TIMf/STGP = 54.62
TOTAL VFH. MILES = 64.25
AV. NO. STC=>S/WIL-: = O.C1
NINUTES
-------
021964GMC
SHORT28
6-2 BUS 3US CMC 08 PU41062ti41C63103
466531CAPE-STLCUIS425GrOOHCPCAPEGIRARCMC 63731 0405
ST. LOUIS VEH. NO,
SPEED
FREQUENCY
OENSITV
SPEED DENSITY AND DISTRIBUTION FUNCTIONS
DISTRIBUTION SPEED FREQUENCY
Der:SITY
ZERO
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
3184
3226
68
68
95
111
123
132
137
108
102
IC6
115
92
75
73
91
86
80
84
91
113
94
87
101
121
112
117
116
149
127
131
155
165
244
203
224
230
206
212
202
12.67
12.64
0.27
0.27
C.38
0.44
C.49
0.53
C.55
0.43
C.41
C.42
C.46
0.37
0.30
0.29
0.36
0.34
0.32
0.33
0.36
C.45
C.37
C.35
0.40
0.48
C.45
C.47
0.46
C.59
C.51
0.52
0.62
0.66
C.97
0.81
0.89
C.92
O.d2
C.84
0.80
12.84
13.11
13.38
13.74
14. 2C
14.69
15.21
15. 7t
16.19
16. 5S
17.02
17.47
17.84
18.14
18.43
18.79
19.13
19.45
19. 7S
20.15
20. 6C
20.97
21.32
21.72
22. 2C
22.65
23.11
23.57
24.17
24.67
25. IS
25.81
26.47
27.44
28.25
29. 14
30. C5
30.87
31.72
32.52
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
198
265
311
383
327
294
323
379
429
530
581
634
668
671
607
738
895
989
1039
925
842
803
698
576
561
412
381
311
239
327
187
114
80
74
74
40
27
18
7
C
C
0.79
1.05
1.24
1.52
1.30
1.17
1.29
1.51
1.71
2.11
2.31
2.52
2.66
2.67
2.42
2.94
3.56
3.94
4.13
3.68
3.35
3.20
2.78
2.29
2.23
1.64
1.52
1.24
0.95
1.30
0.74
0.45
0.32
0.29
0.29
O.lfc
0.1 1
0.07
C.03
u .
0.0
33.31
35.00
37.12
36.43
40.86
44.10
4b.21
46.52
51.04
53.7.J
56.37
56.76
61.72
65.28
69.22
73.3i>
77.GJ
60.38
83.36
80.3o
90.88
92.32
-------
021964GMC
SHCRT28
6-2 BUS BUS CMC 08
466531C4Pt-STLCUISt25GCODHCPCAPEGIRAPCMC
PD4i:6284lC63103
63701 J405
ST. LOUIS VFH. NO.
SPEED
-10
-a
-6
-5
INITIAL
-3
SPFED VS.
(N =
MATRIX
251021
-2
-1
0
1
2
3
4
5
6
7
8
9
10
11
12
13
15
16
1 7
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
0
0
0
0
o
c
c
c
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
0
c
0
0
c
0
0
0
c
c
0
0
c
0
0
0
Q
0
c
1
0
0
0
0
0
0
0
c
0
0
0
0
0
c
0
0
0
0
0
0
c
0
0
0
G
0
0
0
0
0
0
0
c
0
0
c
0
2
0
0
c
Q
0
1
0
0
0
0
2
0
0
0
1
0
0
3
0
3
0
0
Q
1
r
0
0
c
0
u
0
0
u
-3
0
0
3
0
2
p
1
3
T
c
c
c
0
c
c
1
c
0
1
1
1
0
c
c
c
c
p
c
c
c
c
1
0
c
c
c
c
1
c
c
c
c
c
0
c
1
VJ
0
r
c
c
c
c
1
c
0
c
c
0
0
1
0
c
0
0
1
1
2
0
c
2
0
2
1
2
0
0
1
1
c
1
c
1
2
0
1
1
0
3
0
0
2
c
3
2
0
2
c
1
c
c
0
c
c
0
c
1
1
2
1
1
4
3
2
4
7
3
5
2
2
4
4
1
1
5
4
0
3
5
4
£
1
2
4
1
2
I
c
1
C
~
0
0
r-
0
2
1
C
0
o
7
3
8
10
4
5
7
5
3
6
3
7
7
6
6
6
4
5
3
7
5
5
3
6
4
3
4
3
4
I
2
3
4
3
4
6
1
4
4
I
5
2
1
C
C
6
16
12
14
12
22
13
16
1C
IS
9
13
15
7
14
8
13
13
12
6
9
11
13
12
8
6
5
12
I
12
6
7
6
1C
8
1C
5
7
8
5
6
9
t
9
0
17
15
11
17
23
24
21
22
27
17
29
20
11
10
18
13
12
13
8
13
15
15
17
9
17
23
21
26
24
35
29
35
35
42
32
34
46
38
42
40
42
5C
50
50
56
:Sld2
l
-------
BUS BUS C-MC 08 PD41Q62841D63103
46653iCAPE-STLrUIS425GOOOHCPCAPEGIKARCf«C 63701 0405
INITIAL SPEEU VS. UELT1 SPEEC MATRIX
(N = 25102)
SPEED
*
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
7C
71
72
73
74
75
76
77
78
79
80
-10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
"0
0
0
0
0
0
0
0
0
0
0
0
0
0
-9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
-8
3
0
0
c
0
0
c
0
0
0
0
0
0
0
c
0
0
0
0
0
c
0
0
0
0
c
c
0
c
c
0
0
0
3
0
-7
0
0
0
0
0
0
r\
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
c
-6
r
0
c
1
0
0
1
c
c
0
c
0
0
c
c
c
c
0
0
0
0
0
c
0
0
0
0
c
c
0
c
0
c
c
c
-5
1
0
c
0
1
0
c
0
1
0
c
0
0
0
c
0
0
"0
0
c
0
0
0
0
0
0
0
0
0
0
0
c
0
c
0
-4
1
1
c
0
0
0
0
1
1
1
0
1
0
1
0
0
0
0
0
c
0
0
0
c
0
c
c
0
0
0
c
c
0
c
c
-3
1
2
1
1
1
0
1
1
0
1
0
3
2
2
2
1
0
0
1
c
0
0
0
0
0
0
0
0
0
0
0
0
c
0
c
-2
7
10
5
10
8
7
6
8
10
8
13
21
13
7
6
2
5
3
14
1C
3
4
5
2
0
0
1
0
1
1
c
c
0
0
0
-1
75
57
64
67
ICO
111
106
114
119
1C8
137
176
121
111
93
97
71
91
148
73
55
93
60
24
27
12
18
7
9
2
5
2
1
0
0
0
147
204
247
296
337
370
382
392
326
399
489
610
753
660
614
600
498
291
267
255
20 C
139
142
273
133
79
46
58
52
32
20
14
5
0
0
1
85
93
104
124
129
135
158
145
140
198
247
174
143
142
120
97
117
175
129
67
114
71
32
27
26
21
14
9
12
5
2
2
1
C
0
2
3
1C
6
10
5
10
14
7
9
23
8
4
5
2
5
5
7
14
2
7
S
3
0
1
1
2
1
0
C
C
0
0
0
0
0
3
2
0
c
1
0
1
c
1
1
0
1
c
0
0
c
0
0
1
0
0
0
0
c
c
0
c
0
c
0
c
0
0
0
c
0
4
0
0
c
c
0
0
0
c
0
0
0
0
c
0
0
u
0
c
0
c
0
0
0
0
0
c
0
0
0
w
0
0
0
c
c
5
c
0
c
c
0
0
c
c
c
0
c
c
c
c
c
0
0
0
0
c
0
0
c
c
c
c
0
c
c
c
c
c
c
c
o
6
c
c
c
c
c
c
c
0
0
c
c
c
c
c
c
0
c
c
0
c
0
0
c
0
c
c
0
c
c
0
0
c
c
0
c
7
J
J
J
J
u
J
0
0
J
0
0
J
0
0
J
0
0
0
J
J
J
0
J
J
J
J
J
0
J
o
0
J
J
J
J
u
0
J
u
u
u
0
0
J
J
0
0
0
u
0
0
u
o
0
J
0
0
K
o
^
J
u
0
-------
021964GMC
SI-QPT28
B-2 3US BUS CMC 08
46t>531CAPt-STL"UIS425GCOCHCPCAPEGIRARCMO
P041G62341C63103
63701 3405
ST. LOUIS VEH. N'
SPEED
0
5
1C
15
20
25
30
35
40
45
50
55
60
65
70
75
80
TOTAL
-10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
-9
0
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
c
-8
0
1
0
0
0
c
0
0
c
0
0
0
c
0
-7
0
1
0
1
0
1
0
0
0
1
0
3
0
J
0
0
0
-6
1
3
0
1
c
1
1
0
1
2
0
c
£
£
0
c
1C
-5
4
4
3
4
5
7
2
1
1
0
C
0
0
36
INI
-4
C
4
11
21
12
17
11
5
0
5
0
4
1
0
C
0
c
TI AL
-3
0
32
26
25
25
23
15
16
16
11
4
5
7
I
0
0
0
SPEEO
(
-2
8
76
67
57
53
50
36
41
33
41
36
6C
33
34
8
2
C
VS.
N =
-1
32
96
115
64
64
87
149
189
212
288
468
654
493
4t.O
141
23
1
JtLTi
26102)
0
?214
159
106
73
112
1 76
246
453
542
877
1632
2216
3123
1132
673
176
5
SFFEC -«A
1
52
1 ~ o
66
53
US
116
130
342
333
441
650
504
b!9
556
120
30
1
Tti IX
2
25
57
55
48
50
68
77
50
43
33
45
51
24
35
5
0
0
3
1 6
40
36
37
30
24
8
2
C
3
2
3
C
1
0
0
c
4
4
16
18
12
7
0
0
0
0
0
0
c
0
c
0
c
0
91
210
635 3538 14537 4678
67C
57
2
7
1C
4
C
c
c
c
0
0
0
c
c
c
c
0
c
23
PERCENT OF TIME AT ICLE = 13.33
AVERAGE SP?ED CCKPUT6D FS'.'.M MATRIX = 42.49
AVERAGE DELTA SPEED FCrt POSITIVE VALUES = 1.25
AVERAGE DELTA SPEED PCS NEGATIVE VALUES = -1.34
-------
021964GMC
SHORT28
B-2 BUS 9US GKC 08 PD41062341C63U3
466531C4PE-STLGUIS425GCQDHCPCAPEGIRARCMO 63701 0405
ST. LOUIS VEH. NO. 2
FREQUENCY
DISTRIBUTION CF KILLING STCPS
o
CD
SECONDS
(UP TO)
1
2
3
4
5
6
7
8
q
10
11
12
13
14
15
16
17
18
IS
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
DENSITY
DISTRIBUTION
7
10
6
1
2
1
1
0
0
0
0
0
0
0
c
0
0
0
0
0
0
0
0
0
c
c
0
0
0
0
c
0
0
c
0
c
c
c
0
25. CO
35.71
21.43
3.57
7.14
3.57
3.57
0.0
0.0
o.c
0.0
0.0
o.c
0.0
o.c
0.0
o.c
0.0
0.0
0.0
0.0
o.c
o.c
0.0
0.0
c.c
0.0
0.0
0.0
0.0
c.c
0.0
c.o
c.c
o.c
o.c
o.a
0.0
o.c
25. OC
60.71
82.14
65.71
S2.ee
96.43
1CO.OC
100. CC
1CO.OC
1CO.OC
1CO.OC
1CO.OC
1CO.OC
1CO.CC
100. OC
100. OC
1CO.OC
100. OC
100. CC
1CO.OC
1CO.OC
1CO.CC
1CO.OC
1CO.CC
1CO.OC
1CO.OC
1CO.CC
1CO.CC
100. OC
1CC.OC
1CO.OC
1CO.OC
1CO.CC
1CO.OC
1CC.CC
1CO.CC
1CO.OC
1CC.CC
1CC.OC
MINUTES
(UP TO
I
2
3
4
5
6
7
8
9
10
11
12
13
14
l'~>
20
25
30
35
40
45
50
55
60
FREQUENCY
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
DENSITY DISTRIBUTION
G.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
iCu.oo
ICO.00
ICu.Ou
1CU.OJ
ICu.OO'
ICO.00
ICO.00
ICO.00
ICO.00
ICO.00
ICO.00
ICu.OO
100.Ou
ICO.00
ICC.00
ICO.00
ICO.00
100.00
ICO.Oo
1CJ.OO
ICO.uO
ICO.00
100.JO
ICO.00
NUHBEK CF STCPS
AVERAGE TIME/STOP
T3TAL VEH. MILES
AV. NO. STCPS/flLE
2P
2.57 SECCNDS
= 296.26
= O.C9
-------
021964GKC
SHORT28
B-2 i3LS BUS GwC 06 PQ41062841C63103
466531C4P5-STLOUIS425GOCCHCPCAP5GIRAPCMC 637J1 0405
ST. LOUIS VEH. NO.
o
VO
SECONDS
(UP TO)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
24
26
28
3C
32
34
36
38
40
42
44
46
48
50
52
54
5t>
58
FREQUENCY DENSITY
2
2
3
2
1
0
1
0
0
3
0
0
0
c
1
0
0
1
1
2
1
0
0
0
1
0
0
0
1
0
0
1
1
0
1
D
0
5.00
5. CO
7.50
5.00
2.50
o.c
2.50
0.0
0.3
7.5C
J.C
J.O
0.0
0.0
2. 50
O.C
0.0
2.50
2.50
5. CO
2.50
0.0
O.C
0.0
2.50
C.C
0.0
0.0
2.50
C.C
O.C
2.50
2.50
O.C
2.50
0.0
O.C
0.0
0.0
5.CC
10. CC
17. 5C
22. 5C
25. CC
25. CC
27. 5C
27. 5C
27. 5C
35. OC
35. OC
35. CC
35. OC
35. CC
37. 5C
37. 5C
37. 5C
40. OC
42. 5C
47. 5C
50. OC
50. CC
50. CC
50. OC
52. 5C
52. 5C
52. 5C
52. 5C
55. CC
55. OC
55. CC
57. 5C
60. CC
6C.OC
62. 5C
62. 5C
62. 5C
62. 5C
62. 5C
DISTRIBUTION QF FULL STCPS
DN MINUTES F«EjUtNCY
(UP TO)
1 0
2 6
3 2
4 3
5 1
6 2
7 0
6 1
9 0
10 0
11 0
12 G
13 0
14 0
15 0
20 0
25 0
30 0
35 0
40 0
45 0
50 0
55 0
60 C
65 C
70 0
70 0
80 0
b5 0
90 0
95 0
IOC 0
1C5 0
110 0
115 0
120 0
125 0
130 0
135 0
DENSITY
PI STRI t>oTl-iM
0.0
15.00
5.00
7.50
2.50
5.00
0.0
2.50
0.0
c.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
c.o
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
0.0
0.0
c.o
c.o
c.o
0.0
0.0
0.0
c.o
0.0
c.o
t2.:>J
77.50
82.50
<5J.OO
52.50
97.50
97.50
1 Cu . o 0
ICO.uU
ICO. 00
ICU.u J
ICO.uO
1C 0 .00
ICli.uO
ICO. 00
ICO. JO
ICu.uu
ICu.JG
I Cu .uO
I Cu \j u
ICo.OJ
ICu.u J
IClJ.U J
ICu.OO
ICu.OO
ICO . jO
ICU.oO
1CJ.OO
ICO.oO
1CO.OO
1CJ.OO
ICO. JO
IC^.OJ
ICO. JO
1C J «uG
ICj. Ju
1 C J. o J
ICJ.u'w
ICJ. 00
R JF STCPS
AVERAGE TI
T^TAL Vt-b.
AV. \'T.
4C
7-<.5C
'9t.26
SECONDS
-------
021964GMC B-2 3US BUS GHC 08 PD41062841C63103
SHORT28 466531CAPc-STLCUlS425GCODHCPCAPEGIRARCMC 63701 0405
ST. LOUIS VEH. NO,
MINUTES
(UP TO
1
2
3
4
5
6
7
8
9
10
15
20
25
30
35
4C
45
50
55
6C
75
90
105
120
135
15C
165
ISO
195
210
225
240
300
36C
420
48C
DISTRIBUTION OF ENGINE-QFF STOPS
FREQUENCY DENSITY DISTRIBUTION
C
0
C
C
0
0
0
0
C
C
0
0
C
C
0
C
0
C
C
0
0
0
0
0
C
0
0
0
0
C
0
0
C
C
0
0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.c
0.0
c.o
0.0
0.0
0.0
o.c
0.0
c.o
0.0
0.0
0.0
0.0
o.c
0.0
o.c
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
0.0
0.0
0.0
0.0
o.c
0.0
0.0
0.0
0.0
0.0
NUVBER OF STOPS = 0
AVERAGE TIME/STOP = 0.0 MINUTES
TOTAL VEh. HILES = 296.26
AV. NO. STCPS/MILE = 0.0
-------
Appendix B
INITIAL-SPEED/DELTA-SPEED AND
TRANSITION-PROBABILITY MATRICES USED
TO GENERATE CYCLES
This appendix contains the cycle-generation matrices for the following
categories:
All St. Louis Trucks, Freeway
All St. Louis Trucks, Nonfreeway
St. Louis Transit Buses, Nonfreeway
St. Louis Express Buses, Freeway
111
-------
0
1
2
3
4
5
6
7
3
9
10
11
12
13
15
£~ 17
13
19
23
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
TABLE
0
0
0
0
1
6
3
2
11
7
10
9
Id
8
8
12
15
17
12
10
15
19
11
13
17
_____
16
11
14
10
15
10
11
7
10
11
9
B-l. It
-3
0
J
0
4
6
10
10
9
10
12
8
12
JJL
7
12
13
11
8
12.
14
10
16
10
19
12
19
20
14
17
18
26
11
27
13
18
13
15
14
15
INITIAL SPEED VS DELTA SPEED: ALL ST. LOUIS TRUCKS, FREEWAY
-1
A
TOTALS
0
0
17
14
11
18
15
18
15
17
a
u
11
IB
14
23
17
22
18
23
19
26
_L6
26
22
28
25
26
30
28
30
23
37
29
32
42
43
43
41
43
41
0
40
31
28
29
32
21
22
25
28
21
27
22
3J3
33
33
3ji
22
25
32
40
32
41
47
55
44
53
60
'~iT~
91
103
125
133
170
167
184
21 fl -
224
257
122- _
2347
50
53
58
42-
87
86
117
106
58
48
44
55
64
65
53
5fl
59
61
55
53
60
93
106
125
L54__
125
179
236
222
293
321
314
384
477
560
644
82Z_
949
1072
1329
46
11
22
27
34
36
37
36
30
34
38
43
4£_
44
50
47
48
41
43
45
58
59
77
95
_ J32
107
107
134
131
171
16-6.
178
188
222
275
256
311-
331
369
419
8
12_ _.
11
9
8
17
20
11
18
11
13
17
20-
14
20
23
19
17
25
20
22
18
23
29
20
30
.21 _
22
29
2d
33
35
40
32
38
29
31
31
23
2
11
6
4
11
7
4
6
6
3
^.
4
7
5
6
7
1
6
7
4-
7
5
7
3
5
3
5
8
5
2
5
5
7
2
4
3
4 . ..
3
1
j4_
2
2
3
5
4
3
4
4
4
5
1
2
1
_4
2
1
^4_
1
4
2_
2
2
1
3
1
1
0
0
0
3
0
Q
1
0
0
0
1
-0
0
0
_ 1- _
2405
146
143
149
149
202
200
235
209
186
153
157
177
217- ...
193
207
212
203
198
21fl
212
225
267
305
364
314
367
447
530
650
6fi3
718
813
976
1103
1198
1452 _
1604
1798
213A
-------
TABLE B-l. INITIAL SPEED VS DELTA SPEED: ALL
-4 -3 -2 -1 0
41
42
43
44
45
46
47
43
49
50
51
52
53
54
55
56
H 57
£ 5d
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
10
8
7
4
4
4
4
5
1
2
1
2
1
2
0
1
1
1
1
0
1
0
1
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
16
11
14
14
8
11
10
5
10
6
2
2
5
7
5
3
3
1
2
3
1
1
2
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
49
44
53
44
68
55
60
42
51
35
40
36
38
2_9
31
80
38
20
15
7
5
2
10
8
0
5
10
5
3
1
0
0
0
0
0
0
0
0
0
0
310
386_
394
467
663
661
626
792
784
749
734
984
1169
945 .
1714
2556
1198
sofi
925
553
464
649
1418
929
336
581
452
87
31
10
5
1
3
1
I
1
1
1
0
0
1453
1£92_*
2171
2289
2496
3172
4108
50^6
6000
6723
6999
7388
8294
9330
8383
9116
11147
10936
11506
11554
10063
6889
5082
4391
2818
1242
825
754
543
284
90
10
26
39
2
3
3
0
0
ST. LOUIS TRUCKS t
1 2
504
540
613
861
887
827
994
1112
1000
992
1243
1663
1358
1988
3474
2131
1193
1490
977
694
770
1921
1603
526
774
584
187
48
32
12
3
4
3
2
1
1
1
Q
0
0
28
38
43
40
41
36
29
36
22
20
31
20
15
A7
30
6
9
5
4
1
3
13
1
8
16
10
0
0
0
0
0
0
0
0
0
0
0
o
0
0
FREEWAY (CONTINUED!
3 4 TOTALS
0
2
3
2
. 1
2
2
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
a
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
2370
2721
3298
3721
4168
4768
5833
7 Oft ft
7869
8527
9050
10095
10880
12149
13637
13893
13589
13361
13430
12812
11307
9475
8117
5864
3945
2422
1476
894
609
307
98
15
32
42
4
5
5
S
0
0
TOTALS 485 646 1824 25527 175013 35574 1437 225 74 240805
-------
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
,_. 16
K 17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
TABLE
-4
0.0
0.0
0.0
0.0
0.0134
0.0050
0.0300
£.0128
0.0096
0.0591
0.0458
0.0637
0.05Co
0.0829
0.0415
0.0386
0.0739
0.0859
0.0667
0.0566
0.0444
0.0637
0.0492
0.0522
CL. Q294_
0.0354
0.0380
0.0458
0.0283
0.0246
O.Q16_L
0.0195
0.0123
0.0154
O.OC91
0.0092
0.0062
0.0061
0.0042
B-2. TRAN
-3
0.0
1..Q
0.0
0.0268
0.0537
0.0545
O.C800
0.0511
0.0574
0.1237
0.0980
0.1146
0.1186
0.1290
0.0777
0.0966
0. 1226
0.1281
0.1263
0.1238
0.1226
O.C889
0.1236
0.0820
0.1044
0.0872
O.C828
0 ._Q7JL4_ _
D.3604
0.0523
.0,0542
0.0348
0.0455
0.0338
0.02C9
0.0242
0.0156
0.0139
O.QJJL2
SITION P
-2
O.C
0.0
0.1189
0.1208
0.1275
C.1436
0.1550
0,1277
0.1292
0.2151
0.1503
0.1847
0.1808
0.1503
0.2077
0.2028
0.2365
0.2172
0.2333
0.2123
0 . 2044
0.1835
0.1672
0.1648
0.1364
0.1553
C.1409
0.1264
0.1132
C.C985
0.0878
O.C864
C.0812
O.C666
0.0589
O.C601
Q.O_43A_
0.0411
0.0378
ROBABILITY
-1
0.0
0.274C
0.3357
0.3087
0.3221
0.302C
0.260C
0.2213
0.2486
0.3656
0.3268
0.3567
0.3051
0.3212
0.3671
0.3443
C.3448
0.3434
C.3857
0.4CC9
0.3467
0.3371
0.3213
C.315S
0.254Q
0.2997
0.2752
0.2692
0.2774
0.2385
0.2387
0.2604
0.2448
0.2408
0.2103
0.2137
0.1808
C.1808
MATRIX:
. a
0.9759
0.6164
0.7063
0.6980
0.6040
0.7327
0.6900
iL.7J.91
0.7560
0.6774
0.6405
0.6369
0.6158
0.6580
0.6232
0.6179
0.6355
0.6515
0.6476
0.6509
0.6133
0.6854
0.6689
0.6593
0.6658
0.6403
0.6756
0.7015
0.6962
0.6892
0.6978
0.7171
0.7295
0.7180
0.7513
0.7631-
0.7724
0.7770
0.78fi6
ALL ST. LOUIS TRUCKSi FREEWAY
.1234
0.9950
0.8601
0.8792
0.8322
0.9109
0.8750
0.8723
0.8995
0.8602
0.8693
0.8790
0.8588
IU8A6.4
0.8860
0.8647
0.8719
0.8586
0.8524
0.8632
0.8711
0.9064
0.9213
0.9203
0.9118
0.9319
0.9150
0.9469
0.9434
0.9523
0-9517
0.9457
0.9483
0.9570
0.9674
0.9649
_CU9773
0.9788
0.9822
0,9846
0.9983
0.9110
0.9371
0.9396
0.8993
0.9505
0.9600
Q.9S74
0.9522
0.9570
0.9412
0.9618
0.9548
0*55-85.
0.9585
0.9614
0.9481
0.9655
0.9444
0^9714.
0.9575
0.968$
C.9700
0.9803
0.9835
Q.9-893-
0.9864
0.9821
0.9963
0.9849
0.9969
Q.9927
0.9916
0.9914
0.9980
0.9964
0.9967
0.9972
0.9981
0.9994
0.9977
0.9992
0.9790
0.9664
O.Q732
0.9851
0.9800
0.9809
0.9731
0.9935
0.9873
0.9944
Q.9-816-
0.9896
0.9952
0.98H
0.9951
0.9798
,_0.99J)5_
0.9906
0.9911
0.9963
0.9902
0.9973
XK9973-
1.0000
1.0000
1.0000
0.9943
1.0000
1.0 oca
0.9986
1.0000
1.0000
1.0000
0.9992
JL^OOOO
1.0000
1.0003
0.9995
1.0000
1.0000
1.0000
1.0000
1 .0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
l.OGOO
l.OOOO
1.0000
1 .0000
l.OOOO
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1*0 aoa
1.0000
1.0000
l.OOOO
-------
TABLE B-2. TRANSITION PROBABILITY MATRIX: ALL ST. LOUIS TRUCKS, FREEKAY {CONTINUED!
-A =3 ^2 ^1 0 , 1 __ 2 3 4
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
£ 57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
0.0042
0._Q029__
0.0021
0.0011
0.0010
0.0008
O.OOC7
O^OOfll
0.0001
0.0002
0.0001
0.0002
0.0001
0-3307
0.0
0.0001
o.oooi
0.0001
0.0001
0.0
C.0001
0.0
0.0001
0.0
0.0
0.0
0.0014
0.0
0.0
0.0
0.0
0.0_
0.0
0.0
0.0
0.0
0.0
n.o
0.0
0.0
0.0110
.0*0 070
0.0064
0.0048
0.0029
0.0031
0.0024
_Q.0014
0.0014
O.OOC9
O.C003
0.0004
0.0006
0.0007
0.0004
0.0003
O.OQO3
0.0001
0.0002
a.OQO?
0.0002
0.0001
0.0004
0.0003
0.0003
3.0
0.0014
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
O-Q
0.0
0.0
0.0316
0.0232
0.0224
0.0167
0.0192
0.0147
0.0127
0.0071
0.0079
0.0050
0.0048
0.0040
0.0040
O.OQ31
0.0026
0.0060
O.O03}
0.0016
0.0013
Q.00OB-
0. DC 06
0.0003
O.O016
0.0017
0.0003
0.0021
0.0081
0.0056
0.0049
0.0033
0.0
o.o
0.0
0.0
0.0
0.0
0.0
n.n
0.0
0.0
0.1624
4L.165C
0.1419
0.1422
0.1783
0.1533
0.120C
0-1191
0.1075
0.0929
0.0859
0.1014
0.1115
Q.07S6
0.1283
0.190C
C.O913
0.0696
0.0702
0-0439
0.0417
0.0688
0.1763
0.1601
0.0854
0.2419
0.3144
0.1029
0.0558
0.0358
0.0510
0.0667
0.0938
0.0238
0.250C
0.2000
0.200C
0.1250
0.0
0,0
0.7755
0.7868
0.8002
0.7573
0.7771
0.8186
0.8243
0.8380
0.8700
0.8813
O. 8592
0.8333
0.8738
0.8351
0.7431
0.8462
0.9115
0.8881
0.9270
0.9458
0.9316
0.7959
O.8O24
0.9089
0.7997
0.7547
0.8733
0.9463
0.9475
C.9609
0.9694
0*7333
0.9063
0.9524
0.7500
0.8000
0.8000
1.0000
0.0
0.0
0.9882
0.9853
0.9861
0.9887
0.9899
0.9920
0.9947
Q.9Q4Q
0.9971
0.9977
0.9966
0.9980
0.9986
0.9961
0.9978
0.9996
0.9993
0.9996
0.9997
0.9999
0.9997
0.9986
Q.Q999
0.9986
0.9959
0.9959
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
0.0
0.0
1.0000
0.9993
0.9991
0.9995
O.99S8
0.9996
0.9997
1.0000
0.9999
1.0000
l.GGOO
1.0000
1.0000
0.9999
1.0000
1.0000
1 .0000
1.0000
1.0000
1.0000
1.0000
1.0000
1 -OQOO
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
1.0000
1.0000
1.0000
I .0000
1.0000
1.0000
1.0000
0.0
0.0
1.0000
l.OOOQ
1.0000
1.0000
1 . OflOO
1.0000
1.0000
.0000
.0000
.0000
.0000
.0000
.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
ITQQQQ
1.0000
1.0000
l.OOOO
1.0000
1.0000
l.OOOO
1.0000
1.0000
1 .0000
1.0000
1.0000
I^QOQQ
1.0000
1.0000
1.0000
0.0
0.0
1.0000
l.OOOO
1.0000
1.0000
i .ooan
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
i.nnnft
1.0000
1.0000
1 .0000
1.0000
1.0000
i.oooo
1.0000
1.0000
1.0000
1.0000
1.0000
ITOOOO
1.0000
1.0000
1 .0000
0.0
0.0
-------
TABLE B-3. INITIAL SPEED VS DELTA SPEED: ALL ST. LOUIS TRUCKSt NONFREEtoAY
-3 -2 ^1 Q __ L
TOTALS
0
1
2
3
ft
5
6
7
8
9
10
11
12
13
1*
15
(- 16
5 17
18
19
20
21
22
23
24
oe
£ ->
26
27
23
29
30
31
32
33
34
35
36
27
38
39
A3
0
0
0
0
87
107
162
224
240
272
306
354
332
335
292
326
M?
288
292
265
259
244
196
192
169
1 47
153
110
115
82
87
10.
59
46
38
34
35
23
12
17
19
0
o
0
277
275
285
334
383
388
366
388
382
367
390
429
423
404
427
405
420
337
341
331
331
262
? 7O
225
192
184
153
123
12Q
68
85
72
46
41
45
24
24
18
0
0
730
690
687
620
636
589
606
639
635
562
577
607
640
601
585
6C7
591
576
577
529
494
469
458
456
397
391
354
330
276
.. 266
212
228
172
169
136
14,5^
104
96
8?
0
1791
1180
1038
1061
1114
1234
1216
1137
1037
1018
1013
938
854
837
869
860
868
874
920
1041
1105
1 17fl
1168
1229
1201
1235
1314
1295
1267
1230
12Q1
1197
1112
1125
1064
954
890
846
718
660
168269
2172
1307
1522
17<3ft
2219
2331
2056-
1870
1519
17P1
1636
1540
1620
1589
1573
1655
1757
1923
.212.0
2309
2602
?a?6
3177
3346
3754
4044
3954
4491
4579
4379
45J-6_
4666
4286
3966
4005
3739
3443
3359
3269
300R
1730
1C62-
824
862
9?1
1103
1212
1122
1146
1171
1277
1317
1339
1422
1425
1451
1502
1565
1639
__LJ9-5
1886
1901
2041
2172
2195
2231
2341
2260
21 1ft
2064
2042
1911
1813
1783
169Q
1416
1351
1259
1076
941
845
610
616
523
488
60*
715
861
870 - -
846
842
ftia
864
879
920
895
933
914
910
829
76J _
750
668
628
562
477
472
424
352
108
268
241
207
156
156
135-
100
95
77
64
62
A Q
124
482
431
415
42 A
397
414
459
443
447
449
427
379
414
352
313
349
265
271
2i4.
218
199
187
135
111
95
82
64
_...-.Sl
38
35
2.Z
19
32
25
10
9
«--
6
6
-12-
55
70
156
172
186
167
176
154
173
163
159
131
135
107
126
86
90
53
49
5-1 ._
41
40
27
23
18
17
17
9
h
10
13
-3..
3
5
3_
1
2
_ 4.
0
0
0
170788
6193
5201
5464
603fi
6727
7360
_ JOTi
6849
6456
6721
6686
6486
6669
6585
6575
6671
6740
6873
zia&- _
7418
7629
7898
8229
8265
8643
8918
8646
892?
8791
8426
83fiO
8193
7733
7226
6845
6362
--- 5££&
5491
5133
4693
-------
TABLE B-3
-4
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
__£ 5_7__
W 58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
V
9
6
8
5
2
7
3
-4
3
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
INITIAL SPEED VS
-3 -2
12
- _13
15
9
10
9
7
?
9
5
1
5
1
5
2
0
1
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
75
57
54
35
49
38
27
22
21
19
17
16
8
L2
8
12
5
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
DELTA SPEED: ALL ST. LOUIS TRUCKSt NONFREEWAY tCONTINUEOI
' -I 0 1 2 3 4 TfltAI S
592
507
492
480
549
443
303
31Q..
257
208
208
182
184
123
136
108
62
51
31
10
10
5
7
2
5
2
0
0
0
0
0
0
0
0
0
0
0
0
0
2569
2484
2496
1947
1991
19i5
1786
1816
1654
1675
1408
938
715
574
376
268
303
253
176
75
74
37
46
28
21
36
15
0
0
0
0
0
0
0
0
0
0
0
0
0
791
J12_
662
762
647
454
465
407
326
306
274
264
187
199
159
107
-------
TABLE B-4. TRANSITKN PROBABILITY MATRIX: ALL ST. LOUIS TRUCKS, NONFREcWAY
-4 ^1 "2 ._.-_! _ Q _ I 2 1 4_
0
1
2
3
4
5
6
7
8
,9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
0.0
0.0
0.0
0.0
0.0144
0.0159
0.0220
0.0317
0.0350
0.0421
0.0455
0.0529
0.0512
0.0502
0.0443
0.04S6
0.0468
0.0427
0.0425
0.0368
0.0349
0.0320
0.0248
0.0233
0.0204
0.0170
0.0172
0.0127
0.0129
0.0093
0.0103
O.OC84
0.0072
0.0059
0.0053
0.0050
0.0055
f\ f\ f\ "^J Q
LJ ^._Vy \J J f
0.0022
0.0033
0.0040
0.0
0.0
0.0
0.0507
Q.Q6QO
0.0583
0.3674
0.0858
0.0917
0.0988
0.1033
0.1101
J.1078
0.1387
0.1095
0.1139
0.1073
0.1061
0.1014
0.0952
0.0803
0.0767
0.0667
O.C636
0.0521
0.0482
0.0424
0.0349
0.0335
0.02b7
0.0249
0.0227
0.0155
0.0169
0.0152
0.0117
0.0119
O.Q116
0.0066
0.0080
0.0079..
0.0
0.0
0.1404
0.1770
0.1737
0.1504
0.1538
0.1691
0.1802
C.1978
0.1977
0.1941
0.1967
0.2067
0.2053
0.1950
0.1961
0.1874
0.1752
0.1581
0.1460
0.1293
0.1205
0.1076
0.1010
0.0869
C.0802
C.C732
0.0643
0.0577
0.0544
0.0414
0.0464
O.C390
0.0364
0.0333
.0*03.12
0.0255
0.0267
0.0254
0.0
0.2892
0.3672
C.3669
0.349*
0.316C
0.3215
0.341C
0.3462
0.3584
0.3492
0.3456
0.3414
0.3278
0.3338
0.3375
0.3239
0.3249
0.3146
0.3030
0.2S85
0.29G9
0.2784
0.2625
0.2563
0.240C
0.2254
0.2321
0.2183
0.2084
0.2037
0.1977
0.1675
0.1902
0.1947
0.9853
0.6399
0.6185
0.6455
0.6472
0.6459
0.6382
0.631?
0.6192
0.5937
0.6053
0.5903
0.5788
O. 5 70 7
0.5751
0.5767
0.5856
0.5944
0.6097"
0.6319
.0,6350
0.6486
0.6611
_0_.6_743_
0.6789
C.68S5
0.721?
0.7293
0.7234
0.7438
0.7570
0.7445
0.7436
0.1918 0.7769
0.1833 0.7710
_a.lflZ£__ O..J696.
0.1796 0.7913
0.1666 C.8034
0.166C 0.8069
0.9954
0.8114
0.7770
0.8033
0.7998
0.8099
0.8029
JLJ9Q3
0.7865
0.7751
0.7878
0.7873
0.7852
0.7839
0.7915
0.7974
Q^-T^ZZ-
0.8178
0.8328
0.8640
0.8311
-0_.89J4
0.9125
0.9267
0.9414
0.9508
0.9591
0.9641
0.9657
0^718
0.9783
0.9750
0.9774
0.9838
0.9S33
0.9873
0.9868
0.9870
0.9990
0.9109
0.8775
0.8926
0.8996
0.9162
0.9198
0.9101
0.9055
0.9095
0.9165
0.9208
Q*9_21S
0.9274
0.9393
0.9342
0.9528
0.9534
0.9535.
0.9651
0.9687
J.9129
0.9808
0.9844
_ 0.? 8 75 _
0.9889
0.9916
0.9936
0.9945
0.9943
0.9965
0.9973
0.9952
0.9984
0.9983
0.9973
0.9989
0.9988
___QL,99_7_4
0.9997
0.9700
0.9685
0.9692
0.9752
0.9761
0.9747
0.9748
0.9763
0.9804
0.9792
0.9840
0.9809
0.9869
0.9865
0.9921
0.9929
1.0000
1.0000
1.0000
L.OOOO
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
i .nrmo
1.0000
1.0000
l.OQOO
iloooo
1.0000
0.9945 1.0000
0.9948 1.0000
0.9966 1.0000
0.9972
0.9978
,0,998.0
0.9981
0.9990
0.9993
0.9989
0.9985
0«9998
0.9996
0.9994
0.9999
0.9997
QL. 9-9-93
1.0000
1.0000
l.OQOQ
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
I. 0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
-------
TABLE 8-4. TRANS!TICN PROBABILITY MATRIX: ALL ST.
-4 -3 -2 -1 n
LOUS TRUCKS, NONFREEHAY (CONTINUED}
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56,
N> 57
> 58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
60
0.0022
0.0016
0.0021
0.0015
0.0006
0.0051
0.0050
0.0061
0.0.042
0.0036
0.0024 0.0054
0.0011 0.0038
O.OO.L5 0.0023
0.0013 0.0052
0.0004 0.0027
0.0010 0.0016
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o^o_
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
o._o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0035
0.0009
0.0055
0.0029
0.0
0.0023
0.0028
0.0
0.0092
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0*0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0234
0.0198
0.0204
0.0149
0.0185
0.0183
0.0141
0.01C8
0.0144
0.0112
0,0104
0.0148
0.0082
0.0186
0.0145
0.0242
0.0135
O.COS4
0.0043
O.G092
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.1676
0.1521
0.1507
0.1604
0.1854
0.1681
0.1292
0.1304
0.1264
0.1C45
0.1181
0.1430
0.1748
J>*153C
0.2116
0.241S
0.1535
0.1513
0.137S
0.1376
0.1075
0.1613
0.0926
0.1628
0.0667
0.1163
0.1176
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.7946
0.8002
0.8117
0.7508
0.7903
0.8326
0.8081
0.8310
0.8471
0.8556
0.8477
0.8035
0.8225
0.7803
0.7565
0.7823
0.8375
0.85S9
0.8966
0.8257
0.9032
0.7581
O.9444
0.8140
0.7667
0.9535
1.0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.9876
.Jk.9.859
0.9870
0.9818
0.9869
0.9861
0.9848
0.9880
0.9891
0.9928
0.9896
0.9894
0.9918
0.9869
0.9870
0.9980
0.9910
0.9916
1.0000
0.99O8
l.OCOO
0.9839
l.GOOO
1.0000
1.0000
1.0000
1.0000
O.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0»0
0.0
0.0
0.9968
O.*99ft7_.
0.9976
0.9968
0.9991
0.9990
0.9992
l*XJfl0a
0.9991
1.0000
0.9990
0.9993
1.0000
0.9978
1.0000
1.0000
1.0000
1.0000
1.0000
I.OOQO
1.0000
1.0000
1.O0OQ
1.0000
1.0000
1.0000
. 1.0000
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0*0
0.0
0.0
l.OOOQ
1.0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
I.QQOQ
1.0000
1.0000
l.OOOO
1.0000
l.OOOO
l.OOQQ
1.0000
1.0000
1 . 0000
1.0000
1.0000
l.ooao
1.0000
1.0000
l.QOQO
1.0000
1.0000
1 . QO QQ
1.0000
0.0
0.0
0.0
0.0
O.Q
0.0
0.0
0.0
0.0
0.0
OrO
0.0
0.0
^
1.0000
1.0 JOO
1.0000
l.OOOO
l.OOOO
1.0000
1.0000
1 -0000
1.0000
1.0000
1.0000
1.0000
l.OOOO
l.OOOQ
1.0000
1.0000
l.OOOO
L.OOOO
1.0000
i.nopo
1.0000
1.0000
i .noog
1.0000
1.0000
1 .0000
1.0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o -
0.0
0.0
0,0
0.0
0.0
-------
TABLE 8-5. INITIAL SPEED VS DELTA SPEED:
-4 _^3 =£:_._.. __-_! Q-
ST. LOUIS TRANSIT BUSESt NONFREEHAY
J.__ 2 3 4 TOTALS
0
_ 1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
*-- 16
_£. 1?"
13
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
0
0
0
0
51
49
58
51
78
75
58
52
75
73
55
45
~5~4
40
39
18
27
27,
17
18
15
13
13
9
8
6
1
3
1
0
1
..a.
0
0
0
0
0
0
58
66
44
64
60
56
56
60
57
68
82
64
61
67
58
57
55
46
37
33
29
14
15
19
11
11 _
4
9
4
5
3
1
0
0
Q
0
0
130
76
52
63
58
58
74
53
71
73
59
60
54
66
66
64
78
60
52
57
57
55
36
41
^29
25
21
19
12
14
6
1C
-. -4
3
4
.._!-.
0 10743
205 142
92 90
66 70
54_ 55
58
66
80
77
60
65
47
42
53
64
44
69
60
77
90
100
89
89
82
93
99
111
76
68
45
54
34
26
30
31
27
25
21
13
16
67
107
79
74
70
61
73
79
71 ._
64
109
89
110
iia
170
203
206
184
196
223
225
284
245
286
235
130
76
75
66
88
52
35
22
300
107
72
58
51
70
81
70
57
67
76
89
82
65
92
1 11 _
113
128
151
168
173
177
184
167
188
181
150
137
126
76
55
48
45
39
20
18
.-J.1
126
L29
64
64
89
118
117
102
94
96
82
101
123
112
126
_. __LLO_
121
116
113
95
89
54
53
57
44
23
21
13
6
a
3
9
. A.
3
3
5
2
2
1
54
98
134
90
86
106
9J
94
99
99
82
80
71
50
50
36
41
24
26
13
14
8
5
0
Q. _
I
0
Si
Q
1
0
0
n
0
0
120
7
14
23
19
20
24.
30
28
20
23
15
1SL
18
9
J9
8
9
2
2
3
3
0
0
- - 1 -
0
0
J3
0
0
Q
0
0
0
0
A
0
0
XL
11345
670
553
542
548
556
663
64J1
630
623
575
566
611
611
556
611
620
631
656
686
733
693
638
635
639
667
545
557
450
^67
260
193
. UQ-
156
171
148
98
72
51
-------
TABLE
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
M 56
G 57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
SO
B-5.
rA .
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Q
0
0
o
0
0
0
0
0
INITIAL
-3
0
L
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Q_
0
0
n
0
0
Q
0
0
0
0
0
0
0
0
0
0
0
Q
0
0
SPEED VS
0
1
2
2
1
0
0
1
0
0
0
0
0
o
0
0
o
0
0
0
0
0
n
0
0
0
0
0
Q
0
0
0
0
0
Q
a
0
n
0
0
DELTA SPEED:
9
9
6
2
?
4
0
1...
1
0
n
c
0
0
0
0
n
0
0
0
0
0
ft
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
0
0
ST. LOUIS
0
9
23
8
13
4
2
3
I
2
0
0
0
0
0
0
0
ft
0
0
0
0
0
o
0
0
f)
0
0
0
0
0
0
0
0
Q
0
0
o
0
0
TRANSIT
1
12
5
2
l
I
1
n
0
0
o
0
0
0
0
o
0
0
o
0
0
Q
0 .
0
o
0
0
0
0
Q
0
0
0
0
0
0
0
0
BUSES,
2
2
1
1
1
7
0
1 .
o
0
0
ft
0
0
Q
0
0
Q
0
0
o
0
0
f>
0
0
o
0
0
o
0
0
o
0
0
ft
0
0
0
0
0
NONFREEWAY
3
0
1
. 0
0
n
0
0
n
0
0
o
0
0
Q
0
0
A
0
0
n
0
0
A
0
0
o
0
a
Q
0
0
0
0
Q
0
0
n
0
0
(CONT
0
0
0
n
0
0
A
0
0
0
0
n
0
0
ft
0
0
n
0
0
0'
0
0
n
0
0
o
0
0
A
0
0
A
0
0
n
0
0
INUEOJ
TOTAI S
32
22
20
3i\
rXI __
7
5
3
o
a'' "." -
0
0
rt
0
0
0
0
0
0
a--
0
0
0
0
A
0
0
S:1
A
0
0
n
0
0
1078
1459
1815
2600
15702
4150
2669
1648
426
31547
-------
TABLE 8-6. TRANSITION PROBABILITY MATRIX: ST. LOUIS TRANSIT BUSES, NONFREEWAY
-4-3 -2 -1 Q ' 1 2 . _ 1 A
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
0.0
0.0
0.0
0.0
f\ rt Q *T> 1
^ ^ ^F y J Ai
0.0881
O.C875
Q. O.ZSI_
0.1238
0.1204
O*1CJ29_.
0.0919
0.1227
O.llii.
0.0989
0.0736
0.0679
0.0871
0.0634
0.0595
0.0262
0.0368
0.0390
0.0266
0.0283
0 .0 2JLL_
0.0203
0.0195
0.0165
0.0144
0.0133
O.OC38
0.0155
O.OC59
0.0
0.0058
0,0. _..
0.0
0.0
0,0
0.0
O.u
0.0
0.1070
0.2153
0.2068
0.1538
0^197
0.219Q
0.2103
0.1979
0.2160
0.2212
0.2079
0. 16S6
0.19C3
0.1601
0.1616
0.1108
0. 1146
0.1183
0.0987
0.0866
.0,0740
0.0657
0.0405
01.0485
0.0378
Q_, 046.3
0.0192
0.0622
0.0294
0.0321
0.0234
Q.0068
0.0
0.0
0^0
O.C
0.0
0.2351
0.2472
0.3449
C.3004
0.2489
0.2703
0.3111
0.3291
0.3233
0.3355
0.304.4
0.3291
0.2962
0.2795
0.2968
0.2647
0.2591
0.2245
0.1965
0.1934
0.1881
0.1764
0.1587
0.1221
C.1019
_0_.C972
C.C934
0.0844
0.0981
0.0654
0.1347
C.C765
C.C705
G.C819
0.0338
0.0306
0.0556
0.0
0.3060
0.4014
0.3727
0.4434
C.4047
C.3484
0.3953 ...
0.4333
C.4254
0.4064
C.4043
0.4442
0.3682
C.37QO
C.4081
0.3597
0.3765
0.3557
0.332S
0.3218
0.3276
0.3C55
0.3020
0.2770
C.2684
0.21?4
0.1844
0.2452
0.1962
0.2694
C.2529
0.2692
0.2398
£.2297
0.2449
0.2361
0.9469
3.5179
0.5&42
0.5018
0.5438
0.5252
0.5098
J).5J.87 .
0.5508
0.5377
0.5353
0.5336
J.5172
0.5594
0.5466
0.5516
0.5341
C.6035
0.6C98
0.6190
0.6160
0.6142
0.6291
0.6942
0.6862
0.7289
0.7067
0-7493 .__.
0.6962
0.6632
G.6941
0.6923
0.7544
0-7635
0.7755
0.7222
Q.J647
0.9734
Q. 6776
0.6944
0.6089
0.6369
0,6511
0.6320
0.6413
0.6453
n-_62AL
0.6696
0.6792
0.6763
0.6972
0.7157
0.7339
0.7369
0.7652
p. 8236
0.8390
0.8934
0.9039
0.9,029
0.9233
C.9655
0.9615
0.9749
0.9867
.Q-A782
0.9885
0.9482
JL.-9 76_5__
0.9808
0.9825
a. 9662
0.9796
0.9722
0.9804
0.9847
0.8101
0.7269
0.7938
0.8112
0.8100
0.8032
0.7961
0.7930
0.8145
O.a445
0.8527
0.3777
0.9034
0.8934
0.9290
0.9208
0.9375
3.9621
0.9604
3.9781
0.9874
0.9908
0.9922
1.0000
0.9982
1.0000
1.0000
1.0000
0.9948.
_.jL*OjaflQ_-.-.
l.COOO
1.0000
1.0000
1.0000
1.0000
1 .0000
0.9894
0.9873
0.9742
0.9580
0.9658
0.9698
0.9524
0.9551
0^9652.
0.9594
0.9755
£.9683.
0.9676
0.9853
0.9871
0.9857
0.9970 _
0.9971
0.9959
0^.9951
1.0000
1.0000
0.9985
1.0000
1.0000
J.QQOA.
1.GJ03
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOUO
1.0000
1.0000
1.0 OOO
1.0000
1.0000
1 -0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
i.ooao
1.0000
1.0000
i.aoao :
1.0000
1.0000
i.ooao
1.0000
1.0000
l.QOQO
1.0000
'..0000
1.0000
l.OJOO
1.0000
i.oaao
1.0000
1.0000
1.0000
1.0000
l.GOOO
i.aaoo
1.0300
1.0000
1 .0000
-------
TABLE B-6. TRANSITION PROBABILITY MATRIX: ST. LOUIS TRANSIT BUSES, NONFREEWAV (CONTINUED)
41
t 42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
M 57
£ 58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0 _
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
_ 0.0244
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
c.o
O.C488
0.0909
C.1000
0.10CO
0.0
0.0
0.3333
0.0
0.0
0.0
0.0
o.c
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.2813
Q.2683
0.3636
0.2000
0.3000
0.5714
0.0
0.3333
0.0
0.0
0.0
0.0
JL.O
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.5625
0.8293
0.7273
0.8500
0.7000
0.8571
0.6000
1.0000
1.0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.9375
0.9545
0.9500
0.800O
1.0000
0.8000
L^OJUttO
1.0000
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0000
0.9756
1.0000
1.0000
1 .0000
1.0000
1.0000
i.oooo
1.0000
0.0
0.0
0.0
0.0
O,Q
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
^0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
_ -»
1.0000
I.OOOO
1.0000
1.0000
I.OOOO
1.0000
1.0000
I.OOOO
1.0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.0
- - - T
1.0000
1.03QO
I.OOOO
1.0000
1 .0000
1.0000
1.0000
I.OOOO
1.0000
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.0
o.o
0.0
0.0
0.0
0.0 ,
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
to
Ul
TABLE 8-7. INITIAL SPEED VS DELTA SPEED: ST. LOUIS EXPRESS BUSESt
-4 -3 -2 -1 01 2 3
0
1
2
3
4
5
6
7
3
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
21
32
33
34
35
36
37
38
39
An
0
0
0
0
0
0
0
0
0
1
0
0
1
o
1
0
0
0
2
0
1
0
0
2
1
0
0
2
1
1
0
0
2
1
0
0
0
]
0
0
n
0
Q
0
0
0
0
1
0
1
0
1
2
0
1
2
1
0
1
2
0
1
i
2
2
Q
2
1
0
0
1
_. 1
1
0
1
1
1
_Q
2
0
l
0
0
0
2
1
2
1
3
1
2
1
0
0
1
1
0
1
0
1
0
2
L
1
0
1
1
3
1
0
5
1
2
1
2
3
1
2
3
1
1
2
0
2
1
2
0
3
1
2
0
0
0
2
0
Q
2
3
1
0
0
1
1
1
2
3
1
3
2
3
2
3
1
3
4
5
8
9
12
14
12
14 ..
125
6
1
0
5
2
0
1
1
0
2
0
2
1
3
5
0
0
5
.1
0
4
7
6
4
JL
1
0
0
0
£
11
13
S
23
28
-it
6
20
17
3
a
0
i
3
3
0
1
0
2
1
1
3
1
0
1
..._.!_
1
4
7
5
7
3
3
1
1
1
_ ._i_.
4
6
8
10
14
-..10
7
7
.10
0
_L
1
1
0
1
0
0
1
0
0
1
0
_a
i
i
0
0
0
i
0
1
0
2
0
2
2
2
3
2
1
1
1
2
2
2
3
3
4
. 3.
0
L
0
0
2
1
0
I
1
0
0
0
1
_Q
0
0
0
0
0
Q _..
0
1
0
1
1
_Q_
0
1
_Q_._
0
1
Q
1
0
0
0
0
1
0
0
__Q_
FREEWAY
4
0
Q
0
1
0
0
0
1
0
0
Q
0
1
0
0
0
1
0
0
__a_
L
0
0
0
0
0
0
0
0
0
0
Jl _
0
0
0
0
0
.._ _ _o
0
0
TOTALS
128
10
3
7-
9
12
6
a
6
3
6
6
6
11
13
11
0
10
6
6
13
18
21
17
\*
13
11
6
12
9
8
24
27
45
56
49
33
44
47
-------
TABLE B-7. INITIAL
-4 -3
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
M 59
60
61
62
63
64
65
66
67
bti
69
70
71
72
73
74
75
76
77
78
79
80
>-
0
0
0
0
0
0
0
0
0
0
0
0
0
. _o .
0
0
0
0
0
0
0
0
0
0
'0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
6
0
1
0
2
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
o_
0
0
p
0
0
0
0
0
o
0
0
0
0
0
SPEED VS DfcLTA SPEED: ST.
3
1
3
3
4
3
4
1
3
5
1
11
_ Z .
5
6
6
1
1
0
2
1
1
7
1
1
6
3
0
0
0
0
0
0
0
0
0
0
0
15
24
21
15
14
21
16
23^
28
38
46
42
56
57
73
115
100
61
60
53
54
56
98
81
54
54
65
17
8
5
3
0
0
0
0
0
0
0
0
24
22_
33
28
31
28
68
54
98
134
160
164
164
130
201
321
5O9
598
525
511
545
363
257
236
230
13O
116
82
39
25
18
5
3
0
0
0
0
0
0
LOUIS EXPRESS BUSES. FREEWAY
123
12
11
11
15
17
17
20
31
34
45
47
59
63
£3
131
129
78
86
63
7?
67
129
127
69
73
76
33
5
8
4
5
I
0
0
0
0
0
0
0
0
3
1
3
4
1
3
2
X-
2
1
2
5
1
6
5
0
2
0
0
a
3
2
6
0
5
2
0
0
0
0
0
o
0
0
0
0
0
o
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
1
0
0
o
0
0
1
0
0
0
0
0
o
0
0
0
0
0
0
0
o
0
0
o
0
0
(CONTINUED)
4 TOTAIS,
0
0
0
0
0
0
0
o
0
0
0
0
0
o
0
0
0
0
0
o
0
0
0
0
0
o
0
0
o
0
0
n
0
0
o
0
0
o
0
0
58
61
71
65
67
74
109
115
165
221
261
271
295
259
415
571
&*»»
746
649
8^7
671
552
489
393
363
?fi1
220
107
55
34
26
ff
3
0
r>
0
0
n
0
0
TOTALS
17
40
140
1498
6191
1739
109
16
9755
-------
TABLE B-8. TRANSIT ICN PROBABILITY MATRIX: ST. LOUIS EXPRESS BUSESi FREEHAY
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
M 15
S 16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
0.0
0.3333
0.0
0.0
0.1667
0»0
0.0769
0.0
Q.O
0.0
0.2000
0.0
0.1667
0.0
O.O
0.0952
0.0588
o_._o_
0.0
0.1818
_Q_. 1661
0.0833
0.0
0*0.
0.0833
0.0370
0.0
0.0
0.0
0.0204
0.0
0.0
0.0
0.0
0^0
0.0
0.0
0.0
0.0
0.1667
0.0
0.1667
0.3333
0.1667
0.3333
0. 1667
0,0*309
0.2308
0.09C9
Q-T313
0.0
0.3000
0.3333
0.1667
0.0769
0-0*556
0.19C5
0.1765
O.J3
0.153d
0.2727
0. 1667
0.0833
0.1111
0^1250
0.1250
0.0370
0.037C
0.0222
0.0179
0.0204
0.0606
0.0
0.0213
O.C
0.0
0.0
0.2857
0.1111
0.1667
0.3333
0.3750
0.3333
1.0000
0.3333
0.3333
0.1667
0.1818
0.3077
O.C909
C.'iOOO
0.0
C.4000
0.3333
C.5000
0.1536
0-1 1 1 1
C.1905
C.2353
0.0667
0.3846
0.3636
0.1667
C.5000
0.2222
0.375C
0.1667
0.1111
0.14S1
0.0444
0.0536
C.£8i6-
0.0909
0.0227
O.C638
0.0
0.2000
0.3333
0.5714
O.llll
0.4167
C.5COC
0^6^5J3_
C.3333
1.0000
0.3333
0.6667
0.1667
0.1818
0.4615
0.3636
0 ,67
0.0
0.4000
C.SQJXC^
0.6667
0.2308
0-f?222
C.3333
0.2941
O.Z6j&J
0.5385
C.6364
0.5000
0.6667
0.5556
C.5QOC
0.2917
0.2593
0.3333
0.2222
0.2143
0.3265
0.5152
0.2955
0.^617
0.9766
0.8000
0.6667
0.5714
O. 6667
0.5833
0.5000
0.75OQ
0.5000
1.0000
0.6667
0.6667
G.5COO
0.8182
0.6923
0.8182
0.6667
0.0
0.9000
0,6667
0.6667
0.5385
0^6111
0.6190
0.5294
0-6667
0.6154
0.6364
Q.500^
0.6667
0.5556
O^iQilO ..
0.7500
0.7407
n.6?<;&
0.7333
0.7143
__O^7143---
0.6970
0.7500
0.7234
1.0000
0.8000
0.6667
0.7143
p.777fl
0.8333
1.0000
Q»7«5QQ
0.6667
1.0000
1 .ooan
0.8333
0.6667
1.0000
0.9231
0.9091
0. 83^3
0.0
1.0000
0.8333
0.8333
0.8462
1 .0000
0.8571
0.9412
0.8667
0.8462
0.7273
0.6667
0.7500
0.6667
JL. 8.750
0.9167
0.9630
O.Q7S9
0.9556
0.9643
-0*^1*4
0,9091
0.9091
0.9362
1.0000
0.9000
1.0000
0.8571
0.7778
0.9167
1.0000
0,7500
0.8333
1 . 0000
1 - f.OOO
1.0000
0.6667
1.0000
1.0000
1.0000
0.8333
0.0
1.0000
1.0000
0.8333
0.9231
I, noon
0.9524
0.9412
1^00-OXL-
1.0000
0.9091
1. 00.00
1.0000
0.8889
i.aaaa
0.9583
1.0000 ,
.. 1 . OOQO
1.0000
1.0000
0.9796
1.0000
1.0000
1 .0000
1.0000
I. 0000
1.0000
0.8571
I. 0000
1.0000
1.0000
0.875O
1.0000
i.OOOO
1 .nnnn
1.0000
0.8333
1.0000
1.0000
1.0000
0. 8333
0.0
1.0000
UQOQO
0.8333
1.0000
i.OOOO
1.0000
1.0000
1*00 oa
1.0000
1.0000
1.0000
1.0000
1.0000
I.OOOO
1.0000
1.0000
JU.QOQO -
1.0000
1.0000
i»oooa
1.0000
1.0000
a^oooa
1.0000
1.0000
1.0000
1.0000
1,0000
1.0000
1.0000
l.OOuO
1.0300
1.0000
i.nnoa
1.0000
1.0000
1.0000
1.0000
1.0000
1 .0000
0.0
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
i.oooo
l.OOOC
1.0000
l^ooao
1.0000
1.0000
1,0000
1.0000
1.0000
l^OOOO
1.0000
1.0000
1.0000
-------
TABLE 8-8. TRANSITION PROBABILITY MATRIX:
.=!_
ST. LOUIS EXPRESS BUSES, FREEWAY (CONTINUED)
Q 1 ^2. 3 4
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
w 57
co 58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0,0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0172
0*0
0.0
0.0
0.0
0.0135
0.0
0.0174
0.0121
0.0
0.0038
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0018
o.o
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0690
0.0164
0.0423
0.0462
0.0597
0.0676
0.0275
0.0522
0.0182
0.0136
0.0230
0.0037
0.0373
0*0311
0.0120
0.0105
O.O086
0.0013
0.0015
0.0030
0.0036
O.OO20
0.0178
C.0028
0.0038
0.0273
0.0280
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
C.3276
0.4098
0.3380
0.2769
0.2667
0.3514
0.1743
0.2522
0.1879
0.1855
0.1992
0.1587
0.2271
0.188G
0.2119
O.1525
0.0831
0.094C
0.0832
0.0835
0.1051
0.2O25
0.2239
0.1515
0.2C91
0.3227
0.1669
0.1455
0.1471
0.1154
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
C.O
0.7414
.a. 770.5_
0.8028
0.7077
O. 7313
0.7297
0.7982
O.J2OZ
0.7818
0.7919
0.8123
0.7638
0.7831
0.7297
0.6723
0.7741
0.8849
0.8847
0.9029
0.3854
0.8957
0.7627
0.7280
0.8244
0.7851
0.7034
0.8500
0.9533
0.8545
0.8824
0.8077
0.8333
1.0000
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.9483
0.9577
0.9385
O.985L
0.9595
0.9817
JL.9.913-
0.9879
0.9955
0.9923
0.9815
0.9966
0.9730
0.9880
1.0000
O.9971
1.0000
1.0000
0-9984
0.9955
0.9964
Q. 9877
1.0000
0.9862
0.9924
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
1.0000
0.0
0.0
0.0
0.0
o.o
0.0
0.0
1.0000
l.OJKUL
1.0000
1.0000
1 -OQOQ
1.0000
1.0000
1 .0000
1.0000
1.0000
l.OOOO
r.oooo
1.0000
O.9961
1.0000
1.0000
l.OOOO
1.0000
1.0000
0-9984
1.0000
1.0000
l.OOOO
1.0000
1.0000
l.OOOO
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOOO
1.0000
0.0
0.0
0.0
0.0
0,0
0.0
0.0
1.0000
1.0000
1.0000
1.0000
l.OOQO
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOOO
1.0000
1.0000,
1.0000
1.0000
1.0000
i . OO oo
1.0000
1.0000
1-0000
1.0000
1.0000
i .oono
1.0000
1.0000
l.OOQQ
1.0000
1.0000
l.OOOO
1.0000
1.0000
l.OOOO
1.0000
0.0
0.0
0.0
0.0
0*0
0.0
0.0
1.0000
1.0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
1.0000
1.0000
1.0000
l.OOOO
1.0000
1.0000
l.OOOO
1.0000
1.0000
1 -OOOO
1.0000
1.0000
KOOOO
1.0000
1.0000
i -noon
1.0000
1.0000
l.OOOO
1.0000
1.0000
1 .0000
1.0000
1.0000
l.OOOO
1.0000
0.0
n.o
0.0
0.0
0.0
0.0
0.0
-------
Appendix C
SELECTED CYCLE PLOTS AND DRIVING SCHEDULES
This appendix contains cycle plots and driving schedules for all St. Louis
trucks, freeway and nonfreeway, and for St. Louis transit buses, nonfreeway.
129
-------
FIGURE C-l.
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 1324759221
OflTfl BflSE: flLL ST. LOUIS
TRUCKS. FREEHflY
flVERflGE SPEED - 54.33 MPH
DURflTION = 10.00 MIN
DISTflNCE = 9.04 MILES
s
s
m
to
s
UJ0
Q_<0
^U>
CM
30 60 90 120 150 180 210 240 270 300 330 360
TIME. SECONDS
131
-------
TABLE C-l. DRIVING CYCLE WITH STARTING
NUMBER 1324759221
. i
SECOND
0
1
2
3
4
5
6
7
ft
9
10
11
12
13
14
15
16
17
18
19
?n
21
22
23
24
25
26
27
28
29
30
21
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
MPH
53
53
53
53
53
53
53
53
54
54
54
53
53
54
54
54
54
52
52
53
53
53
53
53
52
52
52
53
53
53
53
53
53
53
53
5^
52
52
52
51
51
51
'50
49
49
49
49
49
49
50
50
ALL ST. Ll
SECOND
51
52
53
54
55
56
57
5ft
59
60
Al
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
B5
86
87
88
89
90
91
92
93
94
95
96
-------
TABLE C-l. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1324759221 (CONTINUED)
ALL ST. LOUIS TRUCKS, FREEWAY
PAGE 2 OF 3
SECCNO MPH SECOND MPH SECOND MPH SECOND MPH
201
202
203
204
205
206
207
2C8
209
210
211
._. 2J.2
213
214
..... .215
216
217
218
219
220
JL21
222
223
.224
225
226
- 227
228
229
230
231
232
233
234
235
216
237
238
239
240
241
142
243
244
245
246
247
248
249
250
45
46
46
46
46
46
46
46
46
46
46
47
47
47
48
48
48
41
48
48
4JB-
49
49
48_.
48
43
48
49
50
51
51
51
51
51
51
5.Q
50
51
52
52
52
52
52
52
52
52
52
53
53
54
251
252
253
254
255
256
257
258
.__ 259
260
261
262
263
264
265
266
267
26B
269
270
_ -211
272
273
_ -27JL
275
276
211
278
279
28JL
281
282
2B3
284
285
_ .28-6
287
288
289
290
291
292
293
294
295L
296
297
298
299
300
54
54
54
54
54
. 54
55
55
55
55
56
56
56
56
56
54
54
54
54
54
54
54
54
_ -54.
54
54
54
54
55
55-
55
56
5i»
56
56
5.6
56
55
55
56
56
55
55
56
57
57
55
55
55
55
301
302
303
304
305
3QA
307
308
309
310
311
. ... 312-
313
314
315
316
317
3ia
319
320
321
322
323
324_
325
326
327
328
329
330-
331
332
333
334
335
336.-
337
338
339
340
341
. -342 .
343
344
345
346
347
348-
349
350
55
55
55 -
55
55
55
54
54
53
54
54
55- -
55
55
55
55
56
57
57
57
51
57
58
5&
57
57
51-
57
57
_5J
56
56
56
55
54
_54
54
54
54
54
54
54_
54
54
55
55
56
j> 5
55
55
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
366
367
368
369
370
321
372
373
314-
375
376
317-
378
379
380
381
382
3B3-
384
385
38A .
387
388
389
390
391
332.
393
394
395
396
397
-3.98 ..
399
400
55
55
55
55
55
56
56
56
55
55
56
56
56
57
57
57
57
57
57
57
57
57
57
51
57
57
5-1
57
57
- 57 .
57
57
-51 -
57
57
- 57
56
55
56
56
57
5_7_
57
56
_ .56.
57
57
._ 57
57
57
133
-------
TABLE C-l. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1324759221 (CONTINUED)
ALL ST. LOUIS TRUCKSf FREEWAY
PAGE 3 OF 3
SECCNO
MPH
SECOND MPH
SECOND MPH SECOND MPH
401
402
403
404
405
406
407
408
4C9
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
450
57
58
58
59
59
59
60
60
60
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
60
60
60
60
60
60
60
60
59
59
59
55
59
59
59
59
59
451
452
45JL
454
455
456
457
458
459
460
461
462
463
464
465
466
467
468
. 469
470
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
4_9_5_
496
497
498
499
500
59
59
59
59
59
58
58
58
58
58
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
60
60
60
60
60
60
60
61
61
61
61
61
62
.62
61
61
61
61
61
501
502
503
504
505
5_06
507
508
509
510
511
51?
513
514
515
516
517
518
519
520
521
522
523
524
525
526
521 _
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
61
61
61
61
61
61
61
61
.60
60
60
60
60
60
60
60
60
60
60
60
60
61
61
62
63
63
62
62
61
62
62
62
62
62
62
63
6JL_
64
65
65
65
65
66
66
66
66
67
551
552
55?
554
555
596
557
558
559
560
561
562
563
564
565
566
567
568
569
570
571
572
573
574
575
576
577
578
579
580
581
582
584
585
686
587
588
589
. 590
591
592
593
594
595
596
597
598
599
600
66
66
66
66
66
66
65
65
65
65
64
64
64
64.
64
64
64
64
64
64_
64
64
64
64
64
64. __ _ .
64
63
62
63
63
63
63
63
64
64
64
64
64
64
64
65
65
64
64
64
64
64
134
-------
FIGURE C-l. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNOGM NUMBER 1324759221
DflTfl BflSE: RLL ST. LOUIS
TRUCKS. FREEWflY
PVERflGE SPEED = 54.23 MPH
DURRTION = 10.00 MIN
DISTflNCE = 9.04 MILES
*>.
to
18-
2-
o.
Qm.
\JJQ
Q_tn
cS"
s
2-
o
360 390
450 480 510 SMQ 570 600 630 660 690 730
TIME. SECONDS
135
-------
FIGURE C-2.
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 5375700631
DflTfl BflSE: flLL ST. LOUIS
TRUCKS. FREEWflY
flVERflGE SPEED = 53.83 MPH
DURflTION = 20.00 MIN
DISTflNCE = 17.91* MILES
(A
CD
O
to
8
s
"tn
o.
n en
CM'
m
O
IA
30 60 90
180 ISO 180 Z10
TIME. SECONDS
300 330 360
136
-------
FIGURE C-2. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNDGM NUMBER 5375700631
DflTfl BflSE: flLL ST. LOUIS
TRUCKS. FREEWflY
flVERflGE SPEED = 53.83 MPH
DURflTION = 20.00 MIN
DISTRNCE = 17.911 MILES
in
s
a
s
o
n en
CXI
o
-------
TABLE C-2. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 5375700631
ALL ST. LOUIS TRUCKSt FREEWAY
PAGE 1 OF 6
SECOND MPH SECOND MPH SECOND MPH SECOND MPH
0
1
2
3
4
. ._ - 5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
._ ._ . . _ _JL5 ..
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
53
53
52
52
52
52
51
51
51
51
51
50
50
50
50
50
50
50
49
49
49
49
49
50
49
49
49
49
49
49
49
50
5JL
51
50
_5fi
50
50
50
50
48
48
48
48
48
48
47
48
48
48
48
51
. _ 52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
M ...
89
90
91
92
93
94
95
96
97
98
99
100
48
48
48
49
50
50
50
.. 50
51
51
-11
52
52
53
53
53
54
54
54
54
54
54
54
55
56
56
56
56
55
55
5_5
56
56
56
56
56
56
56
55
55
54
54
54
54
54
54
54
54
54
101
102
103
104
_.JL05_
106
107
1Q.9
109
110
JJ1_
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
-O1S-
139
140
141
142
143
144
145
146
147
148
149
J.-5JD
54
55_
55
55
55
55
56
55 _
54
55
Ou
56
57
58
59
59
59
59
59
59
60
61
61
61
61
61
61
61
61
61
61
61
61
61
JuL
61
61
61
60
61
6L
61
61
61
61
61
61
61
61
61
151
152
153
154
155
156
157
ISA
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
176
179
180
181
182
183
184
115.
186
187
188
189
190
191
192
193
194
195
196
197
198
199
20_
-------
FIGURE C-2. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 5375700631
DRTfl BflSE: flLL ST. LOUIS
TRUCKS, FREEWflY
RVERflGE SPEED = 53.83 MPH
DURflTION = 20.00 MIN
DISTflNCE = 17.94 MILES
in.
o
r-
in
CD
o
to
ID
UV
s
Otn
Ixj*"
UJ0
'
CM
in
^*'
O
in
720 7SO 780 810 8MQ 87Q 900 930 960 990 1030 10SQ 1080
TIME. SECONDS
139
-------
FIGURE C-3. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNDGM NUMBER 5375700631
OflTfl BflSE: flLL ST. LOUIS
TRUCKS. FREEUflY
FWERflGE SPEED - 53.83 MPH
DURflTION = 20.00 MIN
DISTflNCE = 17.94 MILES
in
r*
in
u>
in
o
to
Qin
LJo
n m
<»*
(V
o
CM
U>
U>
1080 1110 HMO 1170 1300 1330 1260 1390 13?0 13SO 1380 1M1Q
TIME. SECONDS
140
-------
TABLE C-2. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 5375700631 (CONTINUED)
ALL ST. LOUIS TRUCKSt FREEWAY
PAGE 2 OF 6
SECCND
MPH
SECOND MPH
SECOND MPH
SECOND MPH
201
202
203
204
205
206
207
2C8
209
210
211
212
213
214
215
216
217
^18
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
61
61
61
61
61
61
61
61
61
61
61
J&l
61
61
61
61
61
61
61
61
61
61
61
60
60
60
6H
60
60
_19
59
59
59
58
58
58
58
58
5J _
57
57
57
57
57
it*
57
57
57
57
57
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
2Z1_
278
279
280
281
282
383
284
285
286
287
288
289
290
291
29?
293
294
295
296
297
298
299
300
57
57
57
57
57
57
57
57
56
56
57
57
57
57
57
57
57
56
56
57
56
56
57
57
57
57
57
57
58
59
59
58
58
58
57
57
57
57
51
57
57
57
57
57
57
57
56
56
56
301
302
303
304
305
3J36_
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
321
328
329
330
331
332
333
334
335
336
337
338
_339-
340
341
^42
343
344
345
346
347
348
349
350
57
55
55
56
55
55
55
55
55
56
56
57
56
56
56
57
57
_5_7
57
57
57
56
56
56
57
57
56
57
57
57
57
57
57
57
57
57
57
_5J
57
57
57
57
57
57
57
57
56
56
56
351
352
353
354
355
356
357
358
359
360
361
It*?
363
364
365
366
367
3_6. 8_
369
370
^71
372
373
374
375
376
377
378
379
38Q
381
382
383
384
385
396
387
388
389 .-.
390
391
19?
393
394
395
396
397
398
399
400
56
57
51
57
57
il
57
57
_SJ
57
57
57
57
57
58
58
58
5fi
58
58
59
59
59
59
59
59
59
60
60
60
60
61
61
61
62
62
62
62
62
62
62
63
63
. 62
62
62
62
M
61
61
141
-------
TABLE C-2. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 5375700631 (CONTINUED)
ALL ST. LOUIS TRUCKSt FREEWAY
SECOND MPH
SECOND
PAGE 3 OF 6
MPH SECOND
MPH
SECOND MPH
401
402
403
404
405
406
407
4C8
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
450
61
61
61
62
62
62
63
63
64.
64
64
64
63
64
64
64
63
63
62
62
62
62
63
62
62
61
61
61
61
60
61
61
61
61
61
61
60
60
6.Q
60
59
59_
59
59
59
59
59
59
59
59
451
452
453
454
455
456
457
458
A 53
460
461
462
463
464
46?
466
467
46 a
469
470
-A7JL-
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
49.2.
493
494
495
496
497
498
499
500
59
59
58
58
58
57
56
55
54
54
54
5?
52
52
52
52
52
52
52
51
-5-1
51
51
51
51
51
51
50
50
50
50
50
50
51
51
51
51
51
51
51
50
50
50
50
50
49
50
50
50
50
501
502
503
504
505
506
507
508
509
510
511
«»12
513
514
515
516
517
518
519
520
5?1
522
523
524
525
526
527
528
52*
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
50
50
5O
49
49
49
49
49
49
49
48
48
46
45
45
45
44
4*
44
42
41
42
41
40
39
3fl
38
39
39
40
40
40
41
41
*l
41
42
4?
42
41
41
41
40
38
37
38
39
39
551
552
553
554
555
556
557
558
559
560
561
562
563
564
565
566
567
468
569
570
"1
572
573
574
575
576
577
578
579
5flQ
581
582
»«?
584
585
«iflA
587
588
589
590
591
592
593
594
5<95
596
597
598
599
600
40
40
39 - -
39
40
Al
42
43
. *3
43
43
43
43
43
42
41
42
41
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
40
41
39
40
?9
40
40
40
41
42
V
41
41
41
41
40
142
-------
TABLE C-2. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 5375700631 (CONTINUED)
ALL ST. LOUIS TRUCKSt FREEWAY
PAGE 4 OF 6
SECOND MPH SECOND MPH SECOND MPH SECOND MPH
6C1
602
603
604
605
40j&
6C7
608
609
610
611
612
613
614
615
616
617
61 a
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
63,6
637
638
639
640
641
642
643
644
645
646
647
648
649
650
40
40
39 ._..
38
38
38
37
38
38
39
39
i9
39
40
41
41
40
41
41
40
4£
41
42
_42_
43
43
43
41
41
41
42
42
42
43
42
42
43
42_
42
42
42
42
42
39
39
39
39
39
39
651
652
651
654
655
656
657
658
65Q
660
661
662
663
664
465
666
667
668
669
670
.671
672
673
^624 ._
675
676
_._.6J1
678
679
6M .
681
682
6JEL3
684
685
686
687
688
489
690
691
692
693
694
695
696
697
698
699
700
38
38
39
39
39
_39_
39
39
i9_
39
39
39
40
40
41
41
41
42
42
40
40
39
39
39_ _.
39
40
41
41
41
41
41
41
41
40
39
39
38
3fl
39
39
3_9_
39
40
40
40
40
42.
42
42
701
702
703
704
705
7Q6_
707
708
709
710
711
7\2
713
714
715
716
717
718
719
720
721
722
723
J24
725
726
727
728
729
730
731
732
73?
734
735
73A
737
738
_J39
740
741
742
743
744
745
746
747
748
749
750
42
42
42
42
42
43
43
43
43
43
43
44
44
44
44
44
44
45
45
45
Jte
47
47
_AS_
48
48
41
47
48
48
48
48
4ft
47
47
47
47
A7
47
47
A7_ _
47
48
4fi
48
48
4I_
47
47
751
752
753-
754
755
756
757
758
759
760
761
7A?
763
764
Z65_
766
767
768
769
770
17-L-
772
773
774
775
776
7JL7
778
779
780
781
782
783
784
785
7flA
787
788
IA9_ ..
790
791
7
-------
TABLE C-2. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 5375700631 (CONTINUED)
ALL ST. LOUIS TRUCKSt FREEWAY
1__ . .__ PACE 5 OF 4
SECOND MPH SECOND MPH SECOND NPH SECOND MPH
801
802
803
804
805
806
807
808
809
810
811
812
813
814
815
816
817
' 818
819
820
821
822
823
824
825
826
827
828
829
830
831
832
833
834
835
836
837
838
839
840
841
843
844
845 .
846
847
848
849
850
49
49
49
49
50
_ 51
51
51
51
51
51
_51_.
51
51
51
51
51
51
51
51
51
52
53
53
53
53
54
54
54
54
54
54
54
54
54
54
54
53
54
54
54
54
54
54
55
56
55
55
55
54
851
852
853
854.
855
856
857
858
859
860
861
862
663
864
865
866
867
868
869
870
871
872
873
874
875
876
877
876
879
«90
881
882
883
804
885
886
887
888
889
890
891
892
893
894
8-S5_
896
897
898
899
900
54
54
53
53
53
53
52
53
54
54
54
54
54
54
54
54
56
57
58
59
59
59
59
59
58
59
59
58
58
58
58
57
57
56
57
57
56
55
55
55
56
55
55
55
55
55
56
55
55
55
901
902
903
904
905
906
9C7
908
90 9
910
911
912
913
914
915
916
917
918
919
920
921
922
933
924
925
926
927
928
929
930
931
932
933
934
933
936
937
938
939
940
941
942
943
944
945
946
947
948
949
950
56
57
5-7.
58
58
58
58
58
58
58
57
57
58
58
£8.
57
57
57
57
57
57
57
57
56
56
57
57
56
56
56
56
56
55
56
56
56
56
55
56
55
55
56
56
56
56
55
55
55
54
54
951
952
-------
TABLE C-2. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 5375700631 (CONTINUED)
ALL ST. LOUIS TRUCKS, FREEWAY
PAGE 6 OF 6
SECOND
MPM
SECOND MPH
SECOND MPH
SECOND MPH
1001
1002
1003
1004
1005
1006
1007
1008
1 009
1010
1011
_1Q1Z
1013
1014
1015
1016
1017
1018
1019
1020
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
1035
1Q36
1037
1038
1039
1040
1041
_LQ42_ _
1043
1044
1045
1046
1047
1048
1049
1050
54
54
54
53
53
53
53
54
55
55
54
54
54
54
54
54
53
53
53
53
53
53
53
53
53
53
53
53
54
54
54
54
«5«i
56
57
57
57
57
57
57
57
56
55
55
56
56
57
57
57
58
1051
1052
.1051
1054
1055
1056.
1057
1058
^JLQ-SSL _.
1060
1061
1062
1063
1064
_10J>5
1066
1067
1068
1C69
1070
.1071
1072
1073
1074
1075
1076
1077
1078
1079
1080
1081
1082
1081
1084
1085
1086
1087
1088
1Q89
1090
L091
1092
1093
1094
lti«35
1096
1097
1098
1099
1100
59
60
60
61
61
6L
61
61
..-61__ . ...
62
62
63
63
64
63
62
62
63
63
62
62
63
63
63
64
63
64
63
63
63
ftA
64
65
65
65
65
65
65
64
64
64
64
M
63
63
J&3
63
63
1101
1102
1103
1104
1105
1106
1107
1108
11Q9
1110
1111
1112
1113
1114
1115
1116
1117
1118
1119
1120
1121
1122
1123
1124
1125
1126
1127
1128
1129
1130
1131
1132
11^
1134
1135
1136
1137
1138
1139
1140
1141
1142
1143
1144
1 145
1146
1147
1148
1149
1150
62
62
62
62
62
A2^
62
62
63
63
63
61
63
63
63
63
63
62
62
62
62
62
62
63
63
42
63
63
64
64
64
64
64
65
__ -65__
65
65
AS _
65
64
64
64
64
64
64
64
_6J
62
62
1151
1152
L15A__
1154
1155
1156.
1157
1158
1159
1160
1161
116?
1163
1164
..1165-
1166
1167
JLL6fi ._
1169
1170
L1Z1_
1172
1173
,1174.
1175
1176
1UI_
1178
1179
..IUQ-.
1181
1182
1183
1184
1185
11A6-..
1187
1188
1189
1190
1191
1192
1193
1194
1195
1196
1197
1198
1199
1200
62
62
63 _
64
64
64
64
63
63-
63
62
62
62
63
63
63
63
_.63...
64
64
64
64
64
_6A__
64
63
64
63
64
&4_
64
64
64
64
64
£4.
64
65
65
65
66
-6A
66
65
65
65
65
65_
65
65
145
-------
FIGURE C-3.
DRIVING CYCLE WITH STflRTING
RflNOOM NUMBER 1567897373
OflTfl BflSE: flLL ST. LOUIS
TRUCKS. NONFREEWflY
flVERflGE SPEED = 16.03 MPH
DURflTION = 9.33 MIN
OISTflNCE = 3.149 MILES
to
o
CO
m
o,
Otn.
UJ0.
CL.cn'
CV'
8-
A
30 60 90 ISO 180 2O ?IO ?70 300 §30 360
SECONDS
146
-------
TABLE C-3. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1567897373
ALL ST. LOUIS TRUCKSt NONFREEWAY
PACE I OF 3_
MPH SECOND MPH
SECOND
0
1
2
3
4
5
6
7
8
9
10
Li
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
18
39
40
41_
42
43
44
45
46
47
48
49
50
MPH :
0
0
0
0
0
0
0
0
0 .
0
0
... Q.
0
0
QL
0
0
Q_ .
0
0
0
0
0 ,
0
0
0
Q
0
0
0 .__
0
0
0.
0
0
a
0
0
0
0
0
Q
0
0
0
0
0
0
0
0
. _Q_
SECOND MF
51
. 52
53
54
55
56
57
_§_£
59
60
.__A1_
62
63
-64 ._
65
66
67
68
69
70
71
72
73
74
75
Tjk ._
77
78
80
81
82
83
84
85
86
87
88
89
90
92
93
94
95
96
97
98
99
- Ifljtt. _ ..
»H
0
0
0
0
.a _
0
0
0
0
0
Q
0
0
0 _.
0
0
Q
0
0
a
0
0
JL
0
0
0
0
0
JB
0
0
«D_
0
0
_fl_
0
0
a
0
0
0
0
0
J3
0
0
0
0
0
0
SECOND
101
1O2
103
104
105
1C6
107
J.Q8
109
110
L1J
112
113
1L4
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
_L3A
139
140
141
142
143
1A4
. . « i
X145
146
147
148
149
JLSfl
147
-------
TABLE C-3. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1567897373 tCONTINUEDJ
ALL ST. LOUIS TRUCKS, NONFREEWAY
-~ PAGE 2 OF 3
SECOND MPH
SECOND MPH
SECOND MPH
SECOND MPH
201
202
- _2O3
204
205
-206
207
2C8
209
210
211
?\y
213
214
215
216
217
218 ._.
219
220
221
222
223
225
226
227
228
229
- 230 . .
231
232
233
. ^ ^ ^
234
235
?1fi ._
237
238
239
240
241
?4? ...
243
244
245
246
247
1 248
249
250
1
I
0
0
0
o
0
0
0
0
0
0
0
0 ..
0
0
- QL
0
0
0
0
0
0
0
0
0
0
0
0
0
1
4
7
8
in
6
6
6
8
5
4
7
7
7
8
11
10
8
9
251
252
253
254
255
256
257
258
259
260
261
?A2
263
264
265
266
267
?68
269
270
2JJ,
272
273
274
275
276
277
278
279
280
281
282
283
284
285
7RA
287
288
289
290
291
70?
293
294
-Z95 -
296
297
-JL2B.
299
300
8
8
A
7
10
11
10
10
11
10
6
7
6
6
4
5
8
7
4
5
5
9
13
16
17
19
18
17
18
2n
20
19
18
'17
17
14
12
11
10
9
in
11
12
14
14
12 .
12
13
15
301
302
art-a
JU-5
304
305
^0*
307
308
3 no
310
311
'12
313
314
315
316
317
'IB
319
320
321
322
323
324.
325
326
327
328
329
^n
331
332
333
334
335
*?6
337
338
^2 Of
340
341
342
343
344
^45
346
347
348
349
350
17
19
1 O
LS»
19
20
21
18
19
yn
fM
21
21
21
21
20
20
20
22
21
19
21
21
21
23
23
25
24
24
23
24
24
24
5A
26
28
27
27
27
"y ^
-j&J-- _.
26
26
?A
26
27
?A
27
27
28
28
32
351
352
3 Ci
333 -
354
355
356
357
358
aco
j J*>
360
361
i A y
363
364
36*»
366
367
1Afl
369
37Q
*7 j
372
373
374
375
376
:»77
3 I-l
376
379
Aftfi
381
382
aaa
3OJ
384
385
4 A/.
387
388
- . 3o9.:
390
391
3Q?
393
394
395
396
397
398
399
400
32
32
33 ~
33
-a -a
33
33
33
34
oc
35
35
35
35
36
?&
36
36
a^
a/ _
37
33
aa
Jj ,. __
30
30
O Q
£o
26
26
?*>
26
25
iti
£y
26
24
>£.
£4* . .,, .. _
25
26
27
28
29
yo
30
30 i
a/v
JO -. . .
30
28
28
29
27
148
-------
TABLE C-3. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 1567897373 (CONTINUED)
ALL ST. LOUIS TRUCKSt NONFREEWAY
PAGE 3 OF 3. .... ...... ...
SECOND MPH
401
402
404
405
_4J>6_
407
408
4C9
410
411
4JL2
413
414
415
416
417
419
420
422
423
4J4
425
426
428
429
431
432
.. 413
434
435
437
438
439
440
SECOND MPH
SECOND MPH
SECOND MPH
28
29
29
29
29
30
30
31
31
30
30
Zl
28
28
25
30
30
3D
30
32
33
34
34
35
36
36
36
36
35
36
36
37
37
38
^8
41
42
43
46
48
441
442
443
444
445
44£
447
448
449
450
451
452
453
454
455..
456
457
458
459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
419.
480
44
43
42
42
42
42
43
43
44
43
43
4A
44
43
__ 42 _._
42
42
42
42
42
42
42
42
42
43
43
44
44
44
44
44
44
44
44
44
44_
44
42
4i
42
481
482
483
484
485
486
487
488
4.89
490
491
4
-------
FIGURE C-3. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RflNDOM NUMBER 1567897373
DflTfl BHSE: flLL ST. LOUIS
TRUCKS, NONFREEWflY
flVERflGE SPEED = 16.03 MPH
DURflTION = 9.33 MIN
OISTflNCE = 2.U9 MILES
in
CD
10
u>
u>
o
IA
in
QlA
\jjm
UJo
Si
"V
o
1
360 390 U20 MSO 480 S1Q S40 S7Q 600 630 660 690 780
TIME. SECONDS
150
-------
FIGURE C-4.
DRIVING CYCLE WITH STflRTING
RflNDGM NUMBER 2115319983
OflTfl BflSE: ST. LOUIS TRflNSIT
BUSES, NONFREEWflY
flVERflGE SPEED - 10.80 MPH
DURflTION = 9.08 MIN
DISTflNCE = 1.64 MILES
30 60
90 130 ISO 180 210 240 870 300 330 360
TIME. SECONDS
151
-------
TABLE C-4. DRIVING CYCLE WITH STARTING RANOOH
NUKBER 2115319983
~ST , L OUll" TK ANSTt "BUS^ES T ND FREEWAY
____________ .___ PAG6 I Of } __________________
SECOND HPH SECOND MPH SECOND HPH SECOND MPH
0
1
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
13
19
20
21
22
23
24
25
26
27
28
29
30
31
3.2
33
34
36
37
..38
39
40
42
43
44
45
46
47
46
49
5.0.
0
0
0
0
0
0.
0
0
Q
0
0
0
0
1
2
z
I
0
0
4
5
4
2
0
0
0
0
0
0
. 0
0
0
0
0
0
0
0
0
Q
0
0
.... -0 -
0
0
Q
0
0
0
0
0
Q
51
_ 52
53
54
55
56
57
. 58
59
60
61
62
63
65
66
- 67 _
68
69
70
71
72
73
74
75
76
77
73
79
80
81
82
83
84
95
86
87
88
89
90
92
93
94
95
96
97
98
99 /
100
0
0
0.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
0
0
0
101
102
103
104
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
L24
125
126
127
128
129
130
131
132
133
U4
135
136
137
13B
139
140
141
142
143
L4_4
145
146
147
148
149
150
0
0
0
0
0
0
0
0
0
Q
0
1
3
5
4
4
3
2
1
3
2
5
B
10
6
8
11
8
9
9
11
11
14
10
13
9
1.3
11
13
16
17
18
16
13
16
16
20
18
17
151
153
154
155
156
157
158
159
160
161
162
163
165
166
167
168
169
170
LT1
172
173
174
175
176
177
178
179
180
181
1B2
183
184
185
186
187
lafl
189
190
191
192
193
194
195
196
197
L98
199
200
19
2Q
20
21
22
«-J» : ,
23
23
24
24
21
.21
22
22
21
21
21
-23
24
22
22
23
20
22
23
25
24
24
25
25
24
23
23
24
24
26
26
28
27
28
28
28
30
31
30
30
31
152
-------
FIGURE C-H. (CONTINUED)
DRIVING CYCLE WITH STflRTING
RRNDOM NUMBER 2115319983
DflTfl BflSE: ST. LOUIS TRflNSIT
BUSES. NONFREEWflY
flVERflGE SPEED - 10.80 MPH
DURflTION = 9.08 MIN
DISTflNCE = 1.6U MILES
*n.
.
U)^
IA
o
»
Ou>.
LU0
n g>
-------
TABLE C-4. DRIVING CYCLE KITH STARTING RANDOM
NUMBER 2115319983 (CONTINUED!
ST.
T BUSES, NON FREE WAY
PAGE 2 OF 3
SECCND
MPH
SECOND MPH
SECOND MPH
SECOND MPH
231
202
203
204
205
2.06
207
208
209
210
211
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
231
232
23 i
234
235
236
237
238
239
240
241
243
244
245
246
247
248
249
250
30
30
28
28
28
JL9
29
29
30
30
30
31
32
31
31
33
32
33
33
33
34
35
36
36
35
35
34
32
31
32
30
30
30
27
28
28
26
27 '
27
28
29
29
29
30
27
251
252
253-
254
255
256
257
258
253
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
287
288
2BJ2
290
291
292
293
294
295
296
297
298
299
300
28
27
27
26
26
25
22
21
_ 22
22
22
24
25
27
29
26
26
27
24
25
26
27
27
27
25
23
22
23
19
15
11
15
14
12
10
7
8
9
4
8
6
9
6
7
11
10
10
11
S)
301
302
303
304
305
307
308
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
337
338
339
340
341
343
344
346
347
348
349
350
10
11
14
14
11
12
13
JLtt- ..
13
14
12
8
7
10
10
11
12
8
8
6
6
8
11
14
16
18
15
15
12
9
12
12
14
13
15
15
13
15
14
17
17
19
21
21
21
19
351
352
353
354
355
357
358
359
360
361
362
363
364
366
367
369
370
371
372
373
17*
375
376
378
379
381
382
383
384
385
387
388
389
390
391
392
393
394
395
396
397
39ft
399
400
18
18
?2
23
22
24
23
- ^23 _.
20
16
17
16
12
14
11
11
11
14
17
13
17
16
13
14
10
12 .. . .
13
11
11
9
12
9
9
7
6
6
3
11
7
o
6
8
8
10
13
14
17
19
15r
-------
TABLE C-4. DRIVING CYCLE WITH STARTING RANDOM
NUMBER 2115319983 CCONTINUEO)
401
402
_ 4.0J
404
405
__4Q6
407
408
410
411
413
414
_415
416
417
AL8.
419
420
A2i
422
423
424
425
426
J*2_7
428
429
-_AM
431
432
__4J3
434
435
.AM-
437
ST. LOUIS TRANSIT BUSES, NONFREEHAY
_ PAGE 3 OF 3
SECCNO MPH
SECOND MPH
SECOND MPH
SECOND
MPH
19
18
16
17
13
15
16
18
14
11
13
9
11
12
u
10
12
13
13
9
12
12
10
12
12
9
9
10
9
6
8
7
3
3
3
Q
0
438
439
__. 440
441
442
443
444
445
44_6
447
448
44^
450
451
4.52 -
453
454
A55 _
456
457
458
459
460
461
462
463
464
465
466
467
463
469
470
471
472
473
474
0
0
0
0
0
_Q
0
0
0
0
0
o__
0
0
0
0
0
Q
0
0
0
0
0
0
0
0
0
0_
1
I
2.
3
5
6
6
475
476
477
478
479
460
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
501
502
503
504
505
506
Sp7
508
509
510
511
8
9
12
14
11
10
7
3
0
0
0
Q
2
2
jj
0
0
Q.
0
0
Q
0
0
o
0
0
_ JEL
0
0
0
0
0
Q_
0
0
0
0
512
513
514
515
516
517
518
519
52Q_.
521
522
52i
524
525
5J>6
527
528
5JZA
530
531
_ 532_ ._..
533
534
.._ _ 535 -
536
537
538
539
540
541
542
543
.... 544-
545
0
0
0
0
0
0
0
0
0
0
0
Q
0
0
Q
0
0
Q
0
0
_ J3 .._
0
0
JCL
0
1
_Q
0
0
0
0
0
o
0
155
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
EPA-460/3-77-026
3. RECIPIENT'S ACCESSION NO.
4. TITLE AND SUBTITLE
Statistical Analysis and Generation of Driving Cycles
from the St. Louis Heavy-Duty Chase-Car Data
5. REPORT DATE
April 1977
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
Malcolm Smith
8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Systems Control, Inc.
(formerly Olson Laboratories, Inc.)
421 East Cerritos Avenue
Anaheim, California 92805
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
68-03-2429
12. SPONSORING AGENCY NAME AND ADDRESS
U.S. Environmental Protection Agency
Office of Air and Waste Management
Office of Mobile Sources Air Pollution Control
Emission Control Technology Division
Ana Arbor. Michigan 48105
13. TYPE OF REPORT AND PERIOD COVERED
14. SPONSORING AGENCY CODE
(EPA-ORI)
15. SUPPLEMENTARY NOTES
16. ABSTRACT
This report presents a summary and documentation of the work performed under
EPA Contract NO. 68-03-2429 entitiled "Statistical Analysis and Generation of
Driving Cycles from the St. Louis Heavy-Duty Chase-Car Data." Program objectives
were successful met with a statistical analysis of the driving patterns of 70 trucks
and 5 buses, the development of driving cycles representative of various categories
of operational data, and a comparison of the St. Louis and CAPE-21 data bases to
help validate the assumption that the CAPE-21 cities, New York City and Los
Angeles, represent extremes in heavy-duty vehicle speed patterns.
7.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS C. COSATI Field/GtOUp
18. DISTRIBUTION STATEMENT
Release to Public
19. SECURITY CLASS (This Report}
Unclassified
21. NO. OF PAGES
20. SECURITY CLASS (Thispage)
Unclassified
22. PRICE
EPA Form 2220-1 (9-73)
------- |