EPA-460/3-77-01]
August 1977

      DEVELOPMENT OF REVISED
             LIGHT-DITY- VEHICLE
      EMISSION - AVERAGE SPEED
                    RELATIONSHIPS
  IS K.\V!RO\'MI-:vrAL PROTKrnON AM "MY
      Off iff of Mr «n*i W»sf«» Mana^mfiil
   Office «ff Mobil*1 Smirrr Air Polhf*io*i <;<
         -\niin Arbw. ^firjiiijan 18105

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                              EPA-460/3-77-011
DEVELOPMENT OF REVISED
    LIGHT-DUTY-VEHICLE
EMISSION - AVERAGE,SPEED
        RELATIONSHIPS
                  by

           Malcolm Smith and Tom Aldrich

             Olson Laboratories, Inc.
             421 East Certitos Ave.
            Anaheim, California 92805



             Contract No. 68-03-2222



         EPA Project Officer: Ronald E. Kruse



               Prepared for

       ENVIRONMENTAL PROTECTION AGENCY
         Office of Air and Waste Management
       Office of Mobile Source Air Pollution Control
         Emission Control Technology Division
            Ann Arbor, Michigan 48105


               August 1977

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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 - in limited quantities - from the
Library Services Office (MD-35), Research Triangle Park, North Carolina
27711;  or, for a fee, from the National Technical Information Service,
5285 Port Royal Road, Springfield, Virginia 22161.
This report was furnished to the Environmental Protection Agency
by Olson Laboratories, Inc. , 421 East Cerritos Ave., Anaheim, California
92805, in fulfillment of Contract No. 68-03-2222.  The contents of
this report are reproduced herein as received from Olson Laboratories, Inc.
The opinions, findings, and conclusions, expressed are those of the
author and not necessarily those of the Environmental Protection Agency.
Mention of company or product names is not to be considered as an
endorsement by the Environmental Protection Agency.
                   Publication No'. EPA-460/3-77-011
                                 ii

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                                   Foreword
     Development of emission factors for use in environmental impact analysis
and evaluation of emission control system performance in the in-use vehicle
population depends on the ability to estimate accurately the effect of speed
on vehicle emissions and fuel economy.  The primary purpose of this contract
was to analyze emission and fuel economy data and to establish the dependence
of emission levels and fuel economy on average speed.
                                     111

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                                   ABSTRACT
     This report presents the results of Contract No. 68-03-2222, entitled
"Development of Revised Light-Duty Vehicle Emission Average Speed Relationships.'
The two-fold purpose of the program was (1) to perform a statistical analysis
of the GM chase-car data, and (2) to establish regressions of fuel economy and
emissions on average speed over driving cycles generated from combined GM and
CAPE-10 data.

     Ten cycles were selected at each of 11 nominal speeds ranging from 5 mph
to 55 mph.  Hot-start estimates of HC, CO, NO  (all in units of grams per
mile), and fuel economy (in units of miles per gallon) over each of the
cycles were obtained for each of 18 model-year groups.  The emissions and fuel
economy estimates were regressed on average speed to yield the desired emission-
average speed relationship for each model-year group.  The equations were then
normalized to 19.6 mph, the average speed over the FTP cycle, to yield
correction-factor equations.  Groups were combined to give composite correction-
factor equations for the 1975 vehicle population in low-altitude cities and
for the 1974 vehicle population in high-altitude cities.
                                    iv

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                                   CONTENTS
Foreword	^	
Abstract	iv
Figures	vi
Tables	vii

     1.   SUMMARY	    1

     2.   INTRODUCTION	    3
     2.1  Program Objectives	    3
     2.2  Background Information	    4
     2.3  Scope of Effort	    5

     3.   DESCRIPTION OF GM CHASE-CAR DATA ANALYSIS	    7
     3.1  GM Chase-Car Data Description	    7
     3.2  Editing	    7
     3.3  FHWA Route Analysis	15
     3.4  Statistical Processing	26
     3.5  Weighting of Data	28
     3.6  Processing GM Data for Cycle Generation	34
     3.7  Analysis of Road Type Versus Speed	36

     4.   RESULTS OF GM CHASE-CAR ANALYSIS	39
     4.1  Traffic Density by Road Type in Miles and Time	39
     4.2  Average Speed	40
     4.3  Operational Mode Statistics  	   41
     4.4  Stops Per Mile	43
     4.5  Road-Type Statistics	43
     4.6  Comparison of Urban-Rural Follows with Urban Follows and Rural
           Follows	45

     5.   DEVELOPMENT OF EMISSIONS/FUEL ECONOMY/AVERAGE SPEED
           RELATIONSHIPS	46
     5.1  Cycle Generation	46
     5.2  Estimation of  Emissions and  Fuel Economy	48
     5.3  Regression Analysis 	  52
     5.4  Normalization  of Relationships	53
     5.5  Composite Equations 	  53

References	66
Appendices

     A.   Statistics for Unweighted Data	67
     B.   Selected Statistics for GM Data Utilizing FHWA  Weightings  ....  137
     C.   Selected Statistics for GM Data Utilizing EPA Weightings	  163
     D.   Summary Statistics by Cycle  	  189
     E.   Regressions by Group	203
     F.   Regression Plots by Order  	  211
     G.   Normalized Regressions by Group  	  227
     H.   NO   Plots  by Group	235

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                                    FIGURES
Number

3-1       Section of St. Louis Map	     17
3-2       Speed-Mode Matrix Format	     35
5-1       Percent Idle and Percent Cruise Versus Speed	     50
5-2       Percent Acceleration and Percent Deceleration Versus Speed.  .  .     51
5-3       High-Altitude Composite: Normalized HC Versus Speed 	     58
5-4       High-Altitude Composite: Normalized CO Versus Speed 	     59
5-5       High-Altitude Composite: Normalized NO  Versus Speed	     60
5-6       High-Altitude Composite: Normalized FEversus Speed 	     61
5-7       Low-Altitude Composite:  Normalized HC Versus Speed. ......     62
5-8       Low-Altitude Composite:  Normalized CO Versus Speed	     63
5-9       Low-Altitude Composite:  Normalized NO  Versus Speed 	     64
5-10      Low-Altitude Composite:  Normalized FE versus Speed. .......     65
                                      VI

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                                    TABLES
Number                                                                     Page

3-1       Chase Filter List and Variable List	      8
3-2       Bit Codes	      9
3-3       Original and Edited Time Fields	     14
3-4       Speed Characteristics Study Trip Log	     18
3-5       Trip Log By Segment	     19
3-6       Dump of GM Data for Route 7	     20
3-7       Initial Road Type Contingency Table	     21
3-8       Speed Limit Versus FHWA Road Type	     22
3-9       Number of Lanes Versus FHWA Road Types for GM Road Type 6 ...     23
3-10      Speed Limit Versus FHWA Road Types Broken Down By Number of
           Lanes for GM Road Type 6	     24
3-11      Contingency Table of GM Road Types Versus Combined FHWA Types .     25
3-12      Reclassification of GM Road Types	     25
3-13      Data Samples of Interest	     26
3-14      Percentages of Daily Vehicle Miles Traveled in Each Road Type
           for Each GM City	     29
3-15      Summaries of Daily Vehicles-Miles of Travel by Functional
           Class	     31
3-16      Percentage of Miles Traveled in Each GM City	     32
3-17      Weighting Factors for Each GM City	     34
3-18      Average Speeds by Combined FHWA Road Type for Each FHWA Route
           in St. Louis	     36
3-19      Average Speeds by Combined FHWA Road Type for Selected FHWA
           Routes with Estimated Data	     37
3-20      Analysis of Variance	     37
4-1       Urban-Follow Statistics for the 12 GM Cities	     39
4-2       Road Type Versus Traffic Density for 12-City Total in
           Percentage of Miles	     40
4-3       Average Speeds for Each GM City	     40
4-4       Percent of Time at Idle for Each GM City	     41
4-5       Percent of Time in Cruise for Each GM City	     41
4-6       Percent of Time in Acceleration for Each GM City	     42
4-7       Percent of Time in Deceleration in Each GM City	     42
4-8       Stops Per Mile for Each GM City	     43
4-9       Percentage of Miles on Combined Urban Road Types	     43
4-10      Average Speeds  (MPH) on Combined Urban Road Types  	    44
4-11      Stops Per Mile for Combined Urban Road Types	     44
4-12      Average Speed  (MPH) 	    45
5-1       Summary of Matrices by Average Speed	    48
5-2       Summary Cycle Statistics	    49
5-3       Model-Year Groups  	    52
5-4       Weighting Factors by Vehicle Age	    54
5-5       High-Altitude Weighting Factors 	    54
5-6       Low-Altitude Weighting Factors	    55
5-7       High-Altitude Composite  	    57
5-8       Low-Altitude Composite	    57

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                                   Section 1

                                    SUMMARY
     This report presents the results of Contract No.  68-03-2222,  entitled
"Development of Revised Light-Duty Vehicle Emission Average Speed  Relation-
ships."  The two-fold purpose of the program was (1)  to perform a  statistical
analysis of the GM chase-car data, and (2)  to establish regressions of  fuel
economy and emissions on average speed over driving cycles generated from
combined GM and CAPE-10 data.

     The GM data were collected by following randomly-selected light-duty
vehicles on a trip basis.  This is, each vehicle was followed from an initial
or starting point to a destination.  Each such trip is called a "follow."

     The CAPE-10 data were collected by Scott Research Laboratories, Inc. by
driving on prescribed routes whose designs were based on vehicle-usage-pattern
data obtained by Systems Development Corporation during the first phase of the
CAPE-10 program.  A randomly-selected vehicle was followed for approximately
2 minutes, whereupon the chase vehicle would switch to another lane, as feas-
ible, and follow another vehicle.

     An analysis of data collected by GM over Federal Highway Administration
CFHWA) routes in St. Louis revealed that the 13 GM-defined road types could
not be reclassified directly into the five FHWA-defined road types.  A class-
ification system was developed, however, which converted each GM road-type
into one of three combined FHWA road-type classifications: Freeway, Major/Minor
Arterial, and Collector/Local.

     After reclassification, the GM data were edited and a statistical analysis
was conducted.  The data for each city were then weighted so that  the percentage
of miles on each road-type corresponded to the nationwide percentage of miles
on each road-type as determined by the FHWA.  The data were  further weighted
for each city to reflect 1)  each city's proportion of the daily vehicle miles
traveled in the 12 GM cities,  as determined by the FHWA, and 2) each city's
proportion of the daily vehicle miles traveled in the 12 GM  cities, as deter-
mined by the EPA using a different methodology.  Three  representative urban
driving schedules were generated  from each of the two weighted data sets.

     The CAPE-10 data were originally weighted by traffic  density  and  initial-
speed-versus-final-speed data  matrices  for each city were weighted by vehicle
registration to create the composite matrices.  Composite matrices suitable
for the development of driving schedules were available for  freeway and  nonfree-
way operation, but  no  further  break  out of road  type was possible  without
reprocessing the CAPE-10 data. The  existing matrices were used,  so the  CAPE-10
data were  not weighted by road-type.

      The EPA-weighted GM data  were then combined with  the  CAPE-10  data and
used  to  generate driving cycles with average  speeds ranging  from  approximately

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5 mph to 55 mph in increments of 5 mph.  Statistical filtering of cycle
statistics was used to select ten cycles at each of the 11 nominal speeds.
Hot-start estimates of HC, CO, NO  (all in units of grams per mile),  and fuel
economy (in units of miles per gallon) over each of the cycles were obtained
with an EPA-supplied program for each of 18 model-year groups.  The emissions
and fuel economy estimates were regressed on average speed to yield the
desired emission-average speed relationship for each model-year group.  The
equations were then normalized to 19.6 mph, the average speed over the FTP
cycle, to yield correction-factor equations.  After normalization, the groups
were combined to give a composite correction-factor equation for the 1975
vehicle population in low-altitude cities and a composite correction-factor
equation for the 1974 vehicle population in high-altitude cities.

     The regression analysis resulted in best expressing the natural logarithm
of HC (and CO) as a fifth-order polynomial of average speed.  The NO  and fuel
economy data, however, were best fit with ordinary fourth-order polynomials of
average speed.  In all cases, the standard error of the estimate was  small,
indicating excellent fits.

     The objectives of the program were thus successfully satisfied with a
valid methodology which provided reliable relationships between emissions and
fuel economy and average speed.  The development of these emission factors
provides a useful tool for those analyzing the environmental impact of various
mixes of light-duty vehicles.

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                                   Section 2

                                 INTRODUCTION


     This section states the objectives of the Emissions-Average Speed project,
relates some of the background information pertinent to the project,  and
presents the basic scope of operations.


2.1       PROGRAM OBJECTIVES

     The two-fold objective of the Emissions-Average Speed project was:  1)  to
analyze the GM chase-car data, and 2)  to determine coefficients for computing
emissions and fuel economy as a function of average speed, using combined
CAPE-10 and GM chase-car data.  The following tasks were implemented to meet
this objective:

     1.   GM road types were reclassified into FHWA road types.

     2.   GM data were statistically analyzed to determine the percentages of
          miles on combined FHWA road types.

          Some of the other statistics included in the analysis were as follows:

          o    Percentage of miles and time in each GM-defined traffic density.
          o    Percentage of miles and time on each FHWA combined road type.
          o    Average speed in each GM-defined traffic density.
          o    Average speed on each FHWA combined road type.
          o    Stops per mile on each FHWA combined road type.
          o    Average number of trips on each FHWA combined road type.

          Those statistics were collected for each of the  12 GM cities in
          addition to overall urban data, rural data, and  other data samples
          of interest.  Additional summary statistics such as average  trip
          length, average trip duration, and average speed were determined for
          each of the 12 GM cities as well as for the other data samples of
          interest.

     3.   Using the results of the statistical analysis and actual nationwide
          mileage on FHWA road types,  the data were weighted by road type.

     4.   Weighted GM data matrices of initial speed versus final speed were
          combined with the CAPE-10 data matrices of initial speed versus
          final speed to generate driving cycles.  Warmed-up emissions and
          fuel economy were estimated  over the cycles.

     5.   Hot-start emissions and fuel economy estimates were regressed on
          average speed to yield coefficients for each model-year group.
          These were normalized to 19.6 mph,  the average  speed  over  the FTP
          cycle.

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      6.    Composite  equations  relating  emissions  and  fuel economy, normalized
           to 19.6 mph, were  derived  for low-altitude  and for high-altitude
           cities.
 2.2        BACKGROUND  INFORMATION

      The  GM chase-car survey  included data  from the  12 cities below:

               San Francisco
               Los Angeles
               San Diego
               Phoenix
               Salt Lake City
               Denver
               St. Louis
               Chicago
               Detroit
               Atlanta
               Washington
               Newark/New York

      It was required  that the GM data reflect the same percentage of miles on
 a given road type in  a given  city as that determined by the FHWA.  To determine
 the percentage of the GM data on each of the FHWA-defined road routes, a means
 of reclassifying the  GM-defined road types  into FHWA-defined road types was
 required.

      A basis for accomplishing the reclassification was provided when GM sent
 a chase-car to St. Louis to drive on routes designed by the FHWA.  The road-
 type  data  were recorded using the GM system of identification.  Maps were
 provided by the EPA on which each section of road for each route was identified
 by its FHWA-defined road type.  It was thus possible to compare how GM and the
 FHWA  classified each  section of road.  A road-type reclassification scheme was
 developed  from the comparison analysis.

      The CAPE-10 data were collected on preselected road routes.  The selection
 of these road routes  was based upon data collected in the first phase of the
 CAPE-10 program.  The  first phase was conducted by the System Development
 Corporation.  They performed surveys in the urban areas of Los Angeles, Houston,
 Cincinnati,  Chicago, New York, and Minneapolis-St. Paul, to determine vehicle-
 usage patterns.  These data were used in the second phase of the program,
 conducted  by Scott Research Laboratories, Inc. (SRL), to design driving survey
routes and to collect data in Houston,  Cincinnati, Chicago, New York, and Los
Angeles.

     The chase-car technique employed by SRL involved emulating the driving
behavior of  vehicles on each route by following a car for about 2 minutes and
switching to another car in a different lane when possible.  The data collected
within each city in this manner were weighted by traffic density.  Mode-
frequency and time-in-mode matrices in an initial-speed-versus-final-speed
format were developed for each city.  Composite data matrices were obtained
from the city matrices by weighting each according to the number of vehicles
registered in that urban area.

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     Using combined GM and CAPE-10 data matrices,  a large number of cycles
was generated over a range of average speeds.  Warmed-up emissions and fuel
economy were estimated for each of the 110 best cycles for each of 18 vehi-
cle groups.  The emission-estimating program was supplied by the EPA. • Equations
utilized to generate emissions were determined by the Calspan Corporation.
The emissions, in grams/mile, estimated by the program are not current; they
are based on data up to 4 years old.  This does not prevent their use, however,
as inputs to a normalizing process or for comparative purposes.
2.3       SCOPE OF EFFORT

     The three phases of the Emissions-Average Speed program were:

     Phase   I  Special statistical tasks.
     Phase  II  Statistical processing and weighting of GM data.
     Phase III  Generation of revised emission-average speed relationships.

     The first phase was comprised of the following topics of special interest
during the performance of the contract.

     1.   Additional analysis of the FHWA road routes in St. Louis to determine
          usefulness of speed limit and number of lanes in the reclassification
          of GM road types.

     2.   An error analysis to determine the nature and extent of errors on
          the GM tapes requiring editing.

     3.   Statistical analysis of the Federal Highway Cycle.

     4.   Determination of trip-length distribution for the  full trips  in the
          GM chase-car data set.

     The second-phase tasks were:

     1.   Analysis of the Federal urban test cycle.

     2.   Editing of the GM chase-car  data  set.

     3.   Statistical analysis of the  GM  chase-car data set and FHWA road
          routes.

     4.   Weighting  the GM chase-car data set.

     5.   Statistical analysis of the  weighted  GM chase-car data.

     6.   Generation of driving  cycles from the weighted  GM chase-car data.

      7.   Statistical analysis of  the  rural data collected in GM's chase-car
           study.

      8.   Generation of  rural cycles from the GM rural data.

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The third-phase tasks were:

1.   Combining the weighted GM data with the CAPE-10 data.

2.   Generation of cycles over a range of average speeds.

3.   Estimation of emissions and fuel economy over these cycles.

4.   Determination of the relationships between emissions and fuel economy
     and average speed.

5.   Plotting regressions to determine adequacy of fit.

6.   Normalization of regressions to obtain speed correction factor
     equations yielding the value 1.0 at 19.6 mph.

7.   Combining group results to yield composite normalized equations  for
     low-altitude, calendar year 1975, and high-altitude, calendar year
     1974,  cities.

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                                   Section 3

                   DESCRIPTION OF GM CHASE-CAR DATA ANALYSIS


     This section describes the methodology utilized for GM data editing,  GM
data analysis, and cycle generation.


3.1       GM CHASE-CAR DATA DESCRIPTION

     A complete list of the 35 data variables of interest to  GM in the conduct
of their chase-car data collection effort is shown in Table 3-1.  Each such
set of variables collected at an instant of time appears on the data tapes as
one record.  The data were collected at a sampling rate of one record per
second.  The position within the record occupied by a given variable is called
a field.

     Various fields monitored by GM were of interest in the statistical analysis
of the chase-car data set.  Time fields were utilized in the analysis of FHWA
routes driven by GM in St. Louis and in the statistical computations.  Speed
limit and number of lanes were incorporated into the analysis of FHWA routes
in St. Louis.  Road type, traffic density, and location were key variables in
the statistical analysis.  The bit codes used by GM are shown in Table 3-2.


3.2       EDITING

     As road-type, traffic density, location, time, and speed were of key
significance in the analysis of the GM data, it was imperative  that the recorded
values be correct.  The data editing consisted of first determining the nature
and extent of errors, and second, determining the optimum means of correcting
the errors.

3.2.1     Nature and Extent of Data Errors

     The initial task in the generation of record-by-record  statistics was  the
reclassification of each GM road type on  tape to an FHWA road type.   Road-type
occurrences* of only a few seconds duration were usually noted  when the road
type changed.  That resulted from the time required to reset thumbwheel switches.
To remove these intermediate and false road types, all road-type occurrences
that did not last  for five or more records were converted  to the next road
type unless that road type was either out of range  (an inadmissible value)  or
a new  follow was encountered.  When a road type was found  to be out of range,
the next ten records were searched for a  new road type.  When a new road  type
was found, the out-of-range values were converted to  the new value.   If a new
follow were encountered before a new road type was  found,  the out-of-range
 *A  road-type occurrence  consists  of the  sequence of  records when  one  road-type
  changes  to the next  road-type.

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      Table 3-1.  CHASE FILTER LIST
            AND VARIABLE LIST
NUMBER
                       NAME
   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
Day
Hour
Minute
Second
Speed
Temperature
Fuel Rate
Turn Signal
Brake Lights
Vehicle Type
Traffic Density
Sex
Traffic Location
Speed Limit
Weather
Night/Day
Test Vehicle Identification
Test Vehicle Driver
Number of People in Car
Follow Mode
Terrain
General Location
Road Type
Population Density
Number of Lanes
Operate/Stand By
Acceleration
Selection Bias
Spare
High/Low Power
Age
Hill/No Hill
Up Hill/Down Hill
GM/Non-GM
Follow Number

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Table 3-2.  BIT CODES
Vehicle Type: 3 bits
Subcompact
Compact
Sports Car
Intermediate
Standard
Luxury
Vans
Trucks
Position in Traffic: 2 bits
Leading
Surrounded - Moving w/Traffic
Surrounded - Aggressive
Trailing
Speed Limit: 4 bits
15 mph
20 mph
25 mph
30 mph
35 mph
40 mph
45 mph
50 mph
55 mph
60 mph
65 mph
70 mph
55/60 mph
55/65 mph
55/70 mph
55/75 mph
weather CRoad Condition) : 3 bits
Wet
Dry
Raining - Light
Raining - Heavy
Snowing - Light
Snowing - Heavy
Foggy
Icy

0
1
2
3
4
5
6
7

0
1
2
3

0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

0
1
2
3
4
5
6
7

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Table 3-2.  BIT CODES (Continued)
Test Vehicle ID: 2 bits
1
2
3
4
Driver Code: 3 bits
1
2
3
4
5
6
7
3
Number of People in Car: 3 bits
1
2
3
4
5
6
7
3 or more
Follow Mode: 2 bits
Void
Flow with Traffic
Full Trip
Partial Trip
Terrain: 3 bits
Level
Rolling
Hilly
Mo un tainou s
Road Type: 4 bits
Unpaved - Rural
Unpaved - Suburban

0
1
2
3

0
1
2
3
4
5
6
7

0
1
2
3
4
5
6
7

0
1
2
3

0
1
2
3

0
1
            10

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Table 3-2.  BIT CODES  (Continued)
Road Type: 4 bits (Continued)
Rural Highway
Suburban - No Curb
Suburban - Curb
Suburban - Shopping Center
Suburban - Artery
Urban
Urban - Artery
Central Business District - Parking
Central Business District - No Parking
Strip - Commercialism
Expressway - Business Route
Expressway
Population Density: 3 bits
Urban - Heavy
Urban - Light
Industrial Vicinity
Suburban - Heavy
Suburban - Light
Rural
Boonies
Number of Lanes: 3 bits
1
1.5
2
2.5
3
4
5
6 or more
Spare Toggles: 8 bits
Bit No.
0

1

2

3

4


2
3
4
5
6
7
8
9
10
11
12
13

0
1
2
3
4
5
6

0
1
2
3
4
5
6
7


1 GM
0 Non-GM
1 Up Hill
0 Down Hill
1 No Hill
0 Hill
00 0-24
01 24-34
10 35-54
11 55 & over
              11

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                 Table 3-2.   BIT CODES (Continued)
 Spare Toggles:  8 bits (Continued)

      Bit No.
        5
 Traffic Density:  3  bits

      None
      Light -  Not  Influenced
      Light -  Influenced
      Medium - Not Influenced
      Medium - Influenced
      Heavy -  Not  Influenced
      Heavy -  Influenced
      Heavy -  Stop and Go

 Sex

      Male
      Female

 Operate/Standby

      Standby
      Operate

 Night or  Day

      Night
      Day

 Turn  Signals

      Not Used
      Right
      Left
      Straight

Brake Lights

     On
     Off
 0  High power
 1  Normal
 1  Biased
 0  Nonbiased
 Spare
 0
 1
 2
 3
 4
 5
 6
 7
0
1
0
1
0
1
0
1
2
3
0
1
                             12

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values were converted to the previous road type.  If a road-type occurrence of
less than five records finished a follow, then the road type for those records
was converted to the previous road type value.  Traffic density exhibited
intermediate and out-of-range traffic densities in the same manner as the road
type.  GM location codes also exhibited intermediate values.  Since location
was a key parameter in the statistical analysis, intermediate location values
were edited.

     Time problems were noted as well, arising from:

     1)   A value of 99 (placed by GM to indicate an error) noted in the
          fields of hours, minutes, or seconds.

     2)   Spurious values of day lasting for only a few records.

     3)   A reversal in a time field; i.e., a time value being less than the
          previous time value.

     In addition, nonnumeric characters were found in the fields not of interest.
Because of the potential impact of errors in the key variables, it was decided
to map these errors to determine their nature, location, and extent.  An
assembler program was written to map the location, extent, and nature of the
time reversals, intermediate location values, and records where special
characters appeared.  Fields with invalid characters were changed to -9.
The number of records with errors in fields of interest and the number of
errors in fields not of interest were counted.  This was required because the
extent of the editing effort would depend not only on the number of invalid
characters, but also the number of records with invalid characters.  In addi-
tion, the time reversals, the day errors, and the location errors were mapped.
The time reversals distort computations of mileage, average speed, stops per
mile, and average trip length.  The intermediate location errors would result
in premature follow termination.

     Fortunately, no invalid characters occurred in the fields of interest.
The number of time reversals and day changes within a follow  (71 time reversals
and 46 changes) led to a decision to edit the time fields.  The number of
intermediate location errors  (61) , and their effect on the program logic which
terminated a follow when the location changed, necessitated editing the location
values.  Editing was accomplished, then, for the time fields, location, road
type, and traffic density.

3.2.2     Editing Procedures

     The editing procedures are summarized below for each field:

     1)   Day - Follows that contained a day change were reclassified, but  the
          data were not included in the  statistical analysis.

     2)   Time  (Hours, Minutes, Seconds) - The hours, minutes, and seconds
          fields were used to calculate  the time in seconds for each record.
          This time in seconds was compared to the previous record's time in
          seconds to determine if a time reversal had occurred; i.e., if the
          previous record's time were greater  than  the  current  record's time.
          If a time reversal had occurred on the current record, then the
                                     13

-------
           current record's time, in seconds, was changed to the previous
           record's time, in seconds, plus one.  The occurrence of a time
           reversal also put the program into a time-generating mode.  Each
           succeeding record's time was set to the previous record's time plus
           one.  The time-generating process continued until the generated time
           for a given record coincided with the time read from tape for the
           record,  when GM found an error, a 99 was written in the corresponding
           field.  Where a 99 was encountered during editing, it was changed to
           a time consistent with the preceding and following record times.

           The example shown in Table 3-3 shows a 99 in the seconds field of
           the third record.   This 99 is thus converted to a 32, corresponding
           to the previous record time, plus 1.  On the fourth record,  a time
           reversal occurs;  i.e., 28 is less than 32.  The fourth record's time
           is thus set to the third record's time plus one.

                   Table 3-3.  ORIGINAL AND EDITED TIME FIELDS
RECORD
1
2
3
4
5
6
7
ORIGINAL
Hrs.
10
10
10
10
10
10
10
Min.
15
15
15
15
15
15
15
Sec.
30
31
99
28
29
30
36
EDITED
Hrs.
10
10
10
10
10
10
10
Min.
15
15
15
15
15
15
15
Sec.
30
31
32
33
34
35
36
          This  time generation continues until  the  seventh  record, where  the
          generated time coincides with the  time appearing  on  tape.

      3)   Road  Type - All road types not lasting for five or more records were
          converted to the next road type, unless that road type was out  of
          range or a new follow was encountered.  If a new  follow were  encount-
          ered, the intermediate road type was  converted to the previous  road
          type.

          Out-of-range road types were converted to the next road type, unless
          a new follow was encountered in the next ten records.  In that
          event, the follow was reclassified, but the data  were not included
          in the statistical analysis.

     4)   Traffic Density - This was handled in the same way as road type.

     5)   Location - whenever a location value  lasted for less than. 10  seconds,
          it was converted to the next location.

     All follows were checked to see if they were biased (duplicate data), as
flagged on tape by GM.  Biased data were skipped in the processing.  They were
not statistically analyzed nor were they reclassified.
                                    14

-------
     The follow mode was determined from the first record of every follow.
The follow mode was indicated by GM in subsequent processing as void,  flowing
with traffic, full, or partial.  Follows that were indicated as void or as
flowing with traffic were not included in the statistical analysis.  They
were, however, reclassified.  Follows that were full or partial were reclas-
sified and included in the statistical analysis.  Follows were checked to see
if they started in a shopping center.  If no other road type were encountered,
the follow was reclassified but not included in the statistical analysis.

     Since much of the statistical analysis was follow-dependent, it was neces-
sary to calculate statistics on a provisional basis while reading the follow.
Once the follow was read and its type determined, the statistics would either
be added into the appropriate location1s statistical accumulators or zeroed
out.  For example, when the follow remained in a shopping center, the statistics
were deleted.

     Since the statistics were accumulated on the basis of location, whenever
the location changed, say from a city to the rural environs, the follow was
terminated.  The statistics for the follow were then added into the appropriate
location.  The rest of the follow was treated as another follow to be added to
the new location.

     For full trips only, as indicated by the follow-mode switch, trip-length
distributions were determined for each of the 12 GM cities for both urban and
urban-rural follows.  In addition, trip-length distributions outside the 12 GM
cities were determined for rural follows, urban follows, and urban-rural
follows.
3.3       FHWA ROUTE ANALYSIS

     The data base for generation of driving cycles was to consist of GM data
matrices combined with CAPE-10 data matrices.  As GM data were to be weighted
by road type prior to combination with the CAPE-10 data, road type assumed
pivitol importance in the statistical analysis.  Data had been collected by
the FHWA on the percentage of daily vehicle miles traveled on each of the FHWA
road types in each of the 12 GM cities.  To utilize these weighting factors,
however, a procedure was required to reclassify the GM road types into the
following FHWA road types.

     o    Freeway
     o    Major arterial
     o    Minor arterial
     o    Collector
     o    Local

     GM drove preselected FHWA road routes in St. Louis, measuring the same
driving parameters as measured in their chase-car study.  These data, along
with trip logs and route maps, were utilized to prepare a contingency, or
frequency of occurrence, table of GM road types versus FHWA road types.

3.3.1     Initial Contingency Table

     Trips logs of the FHWA routes contained length, in miles, of each street
segment on each route and could thus be used to determine how far each street
                                     15

-------
 segment was  from the  start of  the route.  The FHWA  road  type  for each  street
 segment was  determined  from maps of  the road routes.  Figure  3-1 shows a
 section of one  such map.  Roads that did not appear on the map would be class-
 ified as  local.   Table  3-4 shows a trip log with mileages for the  initial
 segments  of  St.  Louis Route 7, Table 3-5 shows a trip log with the clock times
 noted for various segments of  Route  7, and Table 3-6 shows a  dump  of the GM
 data collected  on the initial  segment of Route 7, with the clock time  which
 appeared  on  the tape  and the cumulative mileage from trip start.

     The  mileage computed from the FHWA road route  data  was determined as
 follows:

          M. -  M. . + (Si * Si-l} (ti " Vl* ,
           1                  72000*
          *Speed on tape was in tenths of miles per hour.
where:
     M.   :     Cumulative miles traveled from trip start for current record.

     M.   :     Cumulative miles traveled from trip start for previous record.

     S.   :     Speed for current record.

     S. .:     Speed for previous record.

     t,   :     Time in seconds for current record.

     t._  :     Time in seconds for previous record.

     The  trip logs of the FHWA routes were used to establish how far each
street segment was from the start of the route and to determine the clock time
for the start of each street segment.  The maps were used to determine the
FHWA road type for each street segment.  Dumps of the GM data were used to
determine the length of each street segment, the distance of each segment from
the start of the route, the clock time for the start of each segment, and the
GM road type for each segment.  In the case where the length of a given road
segment appearing in the log did not match the length determined from the
tape, and where clock time did not appear on the log, drops in vehicle speed
were utilized to determine where the vehicle turned from one road segment to
another.

     For each street segment, the GM-defined road type and the FHWA-defined
road type provided an entry into the appropriate cell of a contingency table.
This initial contingency table, Table 3-7 (where each entry is a frequency of
occurrence), did not provide an adequate basis for reclassification due to
error rates as high as 54 percent (GM Road Type 9).
                                    16

-------
Figure 3-1. SECTION OF ST. LOUIS MAP
                             !i
                          BRUNO
    LEGEND
      FREEWAY
      EXPRESSWAY AND OTHER
      PRINCIPAL ARTERIAL
      MINOR  ARTERIAL
      COLLECTOR
^SP-T^M
   v^A---|	I)/

-------
              Table 3-4.  SPEED CHARACTERISTICS STUDY TRIP LOG
                            (Route-Trip Number 7)
SEGMENT-SECTION
     NUMBER
  STREET/ROAD NUMBER/
   TURN INSTRUCTIONS
LENGTH
MILES
         TERMINAL
        DESCRIPTION
      010

      Oil

      012

      020

      030

      031

      040

      041

      042

      050

      060

      061

      062

      070

      080

      081

      082
 1-55

 1-55

 1-55

 1-55

 Exit ramp & left turn

 Reavis Barracks Road

 Right turn

 Union Road

 Union Road

 Union Road

 Right turn

 Lindbergh (U.S. 61)

 Lindbergh (U.S. 61)

 Lindbergh (U.S. 61)

 Left Turn

 Tesson-Ferry Road

Tesson-Ferry Road
 5.50

  .40

 2.40

  .10

  .10

  .05

  .35

  .20

 1.40

  .05

 1.25

  .30

  .10

  .05

  .65

  .30
Gravios Avenue

Germania Avenue

Weber Road Exit

Exit to Reavis Barracks Road

Reavis Barracks Road

Union Road

Union Road

Green Park Road

Senator Court

Lindbergh (U.S. 61)

Lindbergh (U.S. 61)

Mueller Road

Lin-Ferry Road

Tesson-Ferry Road

Tesson-Ferry Road

E. Concord Road

Carolynne Drive
                                  18

-------
                 Table 3-5.  TRIP LOG BY SEGMENT
  TIME
SEGMENT
              COMMENTS
0954:49

0958:49
1002:58
1003:13
1003:33
1006:40
1010:35

1011:18
1013:12
1013:33
1015:04
1016:20
1018:56
1020:55
1023:11
1026:00
1026:47
1027:39
1030:00
1031:06

1032:00
1034:38
 1036:57
 1038:33
 1042:20
 1044:30
 1044:50
 1046:00
 1049:04
 1053:35
 1055:21
 1100:09
 1101:05
 1101:23
 1106:06
 1106:48
 1109:07
 1110:11
 1110:30
 1111:11
 1112:16
 1114:17
 1116:03
  010
  020

  040
  060
  090
  100
  110
  120
  130
  150
  160

  170
   190
   200
   210
   900
  INITIATE
    I-55SB at Gravois
  Bates Street
  Exit 1-55 for Reavis Bks.
  Enter Reavis Bks. Road
  Right turn to Union
  Right turn to Lindberg
  Stop light before turn to
    Tesson Ferry
  Enter Tesson Ferry Road
  I-244NB Entrance Ramp
  Enter 1-244 NB
  Exit Ramp from 1-244
  MO  30
  Merimac River
  Jefferson County Line
  New Sugar Creek Road
  Enter Hawkins
  Flagman Stopping traffic
  Vandover
  Cross 1-44
  Valley Park City Limits/
    Merimac River
  1st road sign of MO-141
  Big Bend Boulevard
     (slow  farm vehicle  with 5 or 6
     cars behind)
  Manchester city  limits
  Manchester Road
  Clayton  Road/H H Stop sign
  US-40 EB Entrance Ramp
  US-40 EB
  Following Porsche 911- Targa
  Frontenac city  limits
  Richmond city  limits
  Hanley  Road North Exit
  Right  turn  to Forsyth
  Leather Bottle
  Walter  Mitty's
  Left  turn  to  Skinker
  Enter Forest  Park Parkway
  Pass Union Street Exit
  Pass Kings Highway
   Traffic Counter  #65
***STOP  TO CHANGE  TAPE STOP***
***RE-START CONTINUE  ROUTE  RE-START***
  Vandeventer
  END-FOREST Park  Parkway and Grand
                              19

-------
Table  3-6
                                               DUMP  OF GM DATA FOR  ROUTE 7



                                                    98 »  DAY   113
to
o
RI'C "?!)
MUMPER
8736S
".87367"
. (i 7 36 H
87369
. 87370
' B7371
373/2
87373
87374
87-37.5
87376
07377
8737'?
MM 79
»
H73B1
B733;>
87383
tU3 34
«73!M
R7*»V,
;i n.-7 V73
37 W>
M I L F S
PRIM
STAR r
0.0
0.014
0.029
0.043
0.057
0.072
o.oat
0. 102
0.117
0.133
0.149
0.166
0.133
. 0. 199
0.217
0.?34
0.2">1
0.269
0.:?0
9 : j-> : 7 I
•) : j5:22
SPCEO
519
514
510
514
519
528
541
554
567
580
589
598
60?
611
616
624
629
6,24
629
633
629
620
616
607
602
594
505
576
57?
576
585
594
602
611
TRAFFIC
DFMS'ITY
3
3
3
3 '
3
3
3
3
3
3
3
• / 3 -
. 3 • •
3
3
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
SPFED NUMRER FALLOW FOLLOW ,
LIMIT OF LANES NUMBER' CHANGE
8
8
8
8
8!
8
8
8
8
8
8
8
8 '
8
8
8
8
8
8
8
8
8 . ,
8
8
8
a
8
8
8
8
8 '
8
P
3
2
2
2
2
2
2 ••;
2
2
2
2
2
;'i:v
2
2
2
2
2
2
2
2
4
4
4
4
4
4
4
4
4
4
4
4
4
98
9R
98
98
98
9fi
98
98
98
98
98
98 *
98
98
98
98
98
98
98
98
98
98
98
98
98
98
98
98
98
9.8
9B
98
98
98
]
1
0
0
0
0
0
0 ,
0~— H
0
0 _j
0
0
0 _j
o
0
0 j
°0
o M
0
0
a
o
0
0
0
0
0
0
0
0
0
0
0

-------
                Table 3-7.   INITIAL ROAD TYPE CONTINGENCY TABLE
GM ROAD
TYPES
1
2
3
4
5
6
7
8
9
10
11
12
13
FHWA ROAD TYPES
Freeway
(Type 1)











17
10
Major
Arterial
(Type 2)

8



36

71
8
8
64


Minor
Arterial
(Type 3)

10



25
1
23
11
6
14


Collector
(Type 4)

1



4
1
9
2
1
3


Local
(Type 5)

2
3



10
10
3
3



An error rate here is defined as the number of segments incorrectly classified
divided by the total number of segments.
3.3.2
Reclassification Utilizing Speed Limit
     To provide further information for reclassifying GM road types into FHWA
road types, speed limit and number of lanes were incorporated into the analysis.
For each street segment with an associated GM road type and an associated FHWA
road type, segments with different speed limits were identified.

     For example, suppose a given road segment was defined by GM to be Type 6.
One might find the first part of the segment to be FHWA Type 2  (or major
arterial as one can see from Table 3-7), and the rest of the segment to be
FHWA Type 3.  Further, the speed limit could be 30 mph on the first part and
25 mph on the remainder.  For this example, two entries would be made in a
contingency table of FHWA road type versus speed limit for GM Road Type 6.
(Such a contingency table was made for each GM road type of interest.)  The
entries for the example would be made in the cells corresponding to FHWA Road
Type 2 and 30 mph, and to FHWA Road Type 3 and 25 mph.  The contingency table
actually obtained for GM Road Type 6 is shown in Table 3-8.
                                     21

-------
                  Table  3-8.   SPEED  LIMIT VERSUS  FHWA ROAD  TYPE
                                (GM  Road  Type  6}
SPEED LIMIT
(mph)
15
20
25
30
35
40
45
50
55
60
65
70
FHWA ROAD TYPES*
Major
Arterial
(Type 2)

1

4
12
18
9
1
2



Minor
Arterial
(Type 3)

1
1
5
7
8
2





Collector
(Type 4)

2

3
1







                 *No occurrences of GM Road Type 6 on FHWA freeway
                  or local road types were observed.

From each such contingency table the percentage of road sections that would be
successfully reclassified was determined.

     Taking GM Road Type 6, for example, one could reclassify those segments
with a 20-mph speed limit as FHWA Type 4.  The data in Table 3-8 indicate
successful reclassification two times out of four, for an error rate of 50 per-
cent.  Those segments with a 30-mph speed limit could be reclassified as FHWA
Type 3 with an error rate of 58 percent  (7/12).  Those segments with speed
limits of 35 mph or greater could be reclassified as FHWA Type 2 with an error
rate of 30 percent (18/60).

     With an error rate as high as 58 percent (a correct reclassification
percentage of 42 percent), speed limit alone did not provide a sufficiently
good means of reclassifying GM road types.  The reclassification method using
speed limit would give an overall error rate of 34 percent (26/77)  compared
with an error rate of 45 percent in the original table.   Although an improve-
ment, it was still not adequate for Road Type 6.  The results for the road
types of interest are as follows:
                       GM ROAD
                        TYPE
INITIAL
 ERROR
ERROR, WITH
SPEED LIMIT
                          2
                          6
                          7
                          8
                          9
                         10
                         11
  52%
  45%
  17%
  37%
  54%
  56%
  21%
    28%
    34%
    23%
    35%
    45%
    45%
    18%
                                    22

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3.3.3
Reclassification Utilizing Number of Lanes
     A contingency table of number of lanes versus FHWA road type was then
prepared for each GM road type.  The contingency table for GM Road Type 6 is
shown in Table 3-9.

              Table 3-9.  NUMBER OF LANES VERSUS FHWA ROAD TYPES
                              FOR GM ROAD TYPE 6

NUMBER
OF LANES

1
1.5
2
2.5
3
4
5
6
FHWA ROAD TYPES
Major
Arterial
(Type 2)
5
1
34
24
1



Minor
Arterial
(Type 3)
17
4
15
3





Collector
(Type 4)
4







     From the data in Table 3-9, one can reclassify GM Road Type 6 with one
lane in each direction as FHWA Type 3 with an error of 35 percent.  GM Road
Type 6 segments with 1.5 lanes can be reclassified as FHWA Type 3 with a
20-percent error, those with two lanes can be reclassified as FHWA Type 2 with
a 31-percent error, and those with 2.5 lanes and above can be reclassified as
FHWA Type 2 with an 11-percent error.

     Overall, there would be a 26-percent error  (28/108) when incorporating
number of lanes into the analysis of GM Road Type 6.  The error rates using
number of lanes were lower than the error rates utilizing speed limit for four
GM road types and higher for three GM road types.  While providing a slightly
better reclassification scheme than did speed limit, the number of lanes still
was not deemed to provide an adequate reclassification scheme as indicated
below:
                      GM ROAD
                       TYPE
                       INITIAL
                        ERROR
  ERROR, WITH
NUMBER OF LANES
                         2
                         6
                         7
                         8
                         9
                        10
                        11
                          52%
                          45%
                          17%
                          37%
                          54%
                          56%
                          21%
     35%
     26%
     38%
     33%
     48%
     33%
     14%
 3.3.4
 Reclassification with  Number  of  Lanes  and  Speed  Limit
     Since number of  lanes  and  speed  limit  each provided  improvement in  the
 reclassification error rates, it was  natural  to consider  a  contingency table
                                     23

-------
 in which both parameters  were  tallied  against  FHWA road  type  for  each  GM  road
 type.   To illustrate,  suppose  a  GM Type 6  segment  was  FHWA  Type 2 over the
 first  part and FHWA Type  3  over  the remainder.   Furthermore,  suppose the
 number of lanes to change from three to four and the speed  limit  to change
 from 35 to 40 mph.  (It should be  noted that lane  and  speed-limit changes need
 not correspond to  FHWA—road—type changes.)  Table  3-10 shows  the  contingency
 table  for GM Road  Type 6  utilizing both speed  limit and  number of lanes.

     From Table 3-10,  GM  Road  Type 6 would be  reclassified  as FHWA Road Type 2
 at speed limits of 45  mph and  above.   At a 40-mph  limit,  GM-defined Type  6
 would  be FHWA Type 3 when the  number of lanes  was  one  or 1.5  and  would be FHWA
 Type 2 with two or 2.5 lanes.  For a 35-mph limit,  GM  Type  6  would be  reclass-
 ified  as FHWA Type 3 when the  number of lanes  was  one  or 1.5  and  as FHWA
 Type 2 when the number of lanes  was two or 2.5.  For 30-mph and 25-mph speed
 limits,  GM Type 6  would be  reclassified as FHWA  Type 3.   For  a 20-mph  speed
 limit, GM Type 6 would be reclassified as  FHWA Type 4.

     Of  the 120 total  segments in  the  table, 27  would  be  incorrectly reclass-
 ified  with this method, for  an error of 23  percent.  This combined reclassif-
 ication scheme for the GM road types of interest yields  the reclassification
 errors given below:

                               GM ROAD  TYPE   ERROR

                                     2          20%
                                     6          23%
                                     7          15%
                                     8          26%
                                     9         43%
                                    10         36%
                                    11         13%

With error  rates as high  as  43 percent,  this method of reclassification was
still  unacceptable.  It was  concluded  that  the GM road types  could not  be
accurately  reclassified into the full  set of five FHWA road types.

     The contingency tables broken down by  the five FHWA  road types indicated,
however, that most GM road types tended to  fall  into three combined FHWA road-
types:

     a)   Freeway/expressway.
     b)   Major and minor arterials.
     c)   Local and collector streets.

     The data were thus re-analyzed with major and minor arterials combined as
arterial, and local and collector combined as local-collector.

     The resultant two-variable contingency table,  Table  3-11, offered an
accurate reclassification from the GM road types into three combined FHWA
categories.
                                    23a

-------
Table 3-10.  SPEED LIMIT VERSUS FHWA ROAD TYPES BROKEN DOWN BY
              NUMBER OF LANES FOR GM ROAD TYPE 6
SPEED
LIMIT
20



25



30



35



40



45



50



55



NUMBER
OF LANES
1
1.5
2
2.5 and up
1
1.5
2
2 . 5 and up
1
1.5
2
2.5 and up
1
1.5
2
2.5 and up
1
1.5
2
2.5 and up
1
1.5
2
2.5 and up
1
1.5
2
2 . 5 and up
1
1.5
2
2 . 5 and up
FHWA ROAD TYPE
Major Arterial
(Type 2)
1



1



2

2



11
7
3

15
7
3
1
10
7


1



1
1
Minor Arterial
(Type 3)
1







6
1
5

3

4
2
8
3
5
2
1

1









Collector
(Type 4)
2







3



1



















                             24

-------
                 Table 3-11.  CONTINGENCY TABLE OF GM ROAD TYPES
                           VERSUS COMBINED FHWA TYPES
GM ROAD
TYPE
2
3
4
5
6
7
8
9
10
11
12
13
COMBINED FHWA ROAD TYPE
Freeway










17
10
Arterial
18



61
1
94
19
14
78


Local/Collector
3
3


4
11
19
5
4
3


 Little  additional  information was provided  by  incorporating  number of  lanes  or
 speed limit into the contingency table.   The two-variable  table  yielded  the
 reclassification shown  in Table  3-12.

                   Table 3-12.  RECLASSIFICATION  OF GM ROAD TYPES
GM ROAD TYPE
Unpaved rural
Unpaved surburan
Rural highway
Suburban-no curb
Suburban-curb
S uburban- shopp ing c enter
Suburban-artery
Urban
Urban artery
Central business district*
Central business district**
Commercial strip
Express-business route
Expressway
COMBINED
FHWA ROAD TYPE
Rural local
Rural local
Rural artery
Rural local
Urban local
Urban local
Urban artery
Urban local
Urban artery
Urban artery
Urban artery
Urban artery
Urban freeway
Rural freeway
                *Parking
               **Nonparking

     The contingency table did not provide the desired 5-percent or less error
rate for reclassifying all road types.  This could have arisen from such
considerations as:

     1.   Overlapping of definitions of the road-types; i.e., what GM calls
          central business district can sometimes be called local or collector
          or artery by the FHWA.
                                    25

-------
     2.   Mileage discrepancies between the distances  noted  by PHWA  in  their
          route descriptions and the distances computed from the data on  tape.

     To give an indication of the influence of the first possibility, it
should be noted that the number of times that the GM road type changed  while
the FHWA road type remained constant was 198, while the number of  times that
the FHWA road type changed while the GM road type remained constant  was 51.
This high occurrence of changing FHWA road types when  the GM road  type  remained
constant leads to a given GM road type being associated with a range of FHWA
road types.
3.4
STATISTICAL PROCESSING
     Statistics calculated during Phase II included record-by-record statistics,
such as time or frequency in speed bands, and modal statistics,  such as total
time in each mode.

     Four types of follows were noted on tape:  follows with urban road types
only in an urban location, follows with urban and rural road types in an urban
location, follows with urban and rural road types in a rural location, and
follows with rural road types only in a rural location.  Since the character-
istics of an urban road type in an urban location might differ from the charac-
teristics of that same urban road type in a rural location, statistics were
calculated separately for each case.  Three types of data samples were thus
considered, corresponding to follows in urban location with urban road types,
follows in rural locations with rural road types, and follows with both urban
and rural road types.  Statistics were calculated both within and without the
12 GM cities.  Urban data from urban-rural follows were combined with the data
from urban follows to yield urban data for all follows.  Rural data from
urban-rural follows were combined with the data from rural follows to yield
rural data for all follows.  The resulting data samples of interest appear in
Table 3-13.

                     Table 3-13.  DATA SAMPLES OF INTEREST
           A.  Individual GM cities, urban follows only
           B.  Individual GM cities, urban-rural follows only
           C.  Individual GM cities, all follows
           D.  Other urban data outside GM cities, urban follows only
           E.  Other urban data outside GM cities, all follows
           F.  Other urban data outside GM cities, urban-rural follows
                 only
           G.  Rural data, rural  follows only
           H.  Rural data, all follows
           I.  Urban data, urban  follows only
           J.  Urban data, urban-rural follows only
           K.  Urban data, all follows
           L.  Total data sample
           M.  Individual FHWA routes
                                     26

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      For full  trips only,  as indicated by the follow-mode switch, trip-length
 distributions  were determined for each of the 12 GM cities, for both urban and
 urban-rural  follows.  In addition, trip-length distributions outside the 12 GM
 cities were  determined for rural follows, urban follows, and urban-rural
 follows.

      Speed bands were established for speeds identically zero, those greater
 than  zero and  less than 2.5 mph, and in 5-mph increments to 62.5 mph.  A final
 category included all speeds greater than or equal to 62.5 mph.  After determin-
 ing the speed  band into which a given record1s speed fell, the frequency
 accumulated  for that band was incremented by one.  As the time difference from
 record to record was 1 second, this was equivalent to adding 1 second to the
 time  in that speed band.  Therefore, the frequency of speed-band occurrence
 was also the time in the speed band, in seconds.

      Speed-band frequencies were computed for each road type for later weighting.
 Percentages were based on the total frequency for all road types combined.
 Percentages of time in acceleration/deceleration bands were computed for the
 two Federal test cycles and for each road type in each data sample of interest.
 Acceleration/deceleration bands were established for each road type in 1-mph/sec
 increments from -9.5 mph/sec to +9.5 mph/sec.  After the magnitude of the
 acceleration or deceleration was calculated, the frequency accumulated for
 that band was incremented by one.  Again, this was equivalent to adding 1 second
 to the time accumulated in the speed band.  The acceleration/deceleration
percentages were based on the total frequency for road types combined.

     The percentages of time spent accelerating, decelerating, and in cruise
 for each road type were computed from the frequencies in the acceleration/
deceleration bands.  The sum of the frequencies in the deceleration bands
yielded the frequency of deceleration.  Similarly, the sum of the frequencies
 in the acceleration bands yielded the frequency of acceleration.  Idle frequency,
broken down by road type, was incremented during data processing each time an
 identically-zero speed occurred and when the previous record's speed was
 identically zero.  When the data for road types were combined, the total idle
 frequency was subtracted from the ±0.5-mph/sec cruise band to yield the cruise
 frequency at nonzero speed.

     The miles and time for each traffic density for each road type were
computed for each data sample of interest.  Miles traveled was computed using
the average speed from the previous record's speed and the current record's
 speed.  For the first record of a follow, of course, no mileage was accumulated.

     Matrices of traffic density by road type, both in miles and time, were
summed across traffic density to yield the miles and time on each road type.
These totals were then used to compute the percentages of miles and time in a
given traffic density and road type based on the total for that road type.
The matrices were summed across road type as well, to yield miles and time in
traffic densities, as well as on road types.  Percentages of miles and time in
traffic densities and on road types were computed using the total miles and
 time computed from all road types.

     Average speed for each traffic density on each road type was computed
 from the mileage and time in hours for that traffic density on that road type.
 The average speed for each road type was similarly computed.   Overall average
                                    27

-------
speeds were computed from the sum of the mileages and times  over all  road
types.

     Stops per mile were computed for each road type in each data sample of
interest.  After discussing the problems inherent in defining different types
of stops with the project officer, a simple definition of a  stop was  chosen.
A stop for each road type was tallied whenever the current speed was  identically
zero and the previous speed was not identically zero.  Stops per mile were
computed for each road type in each data sample of interest.

     For each road type in each data sample of interest, the number of follows
containing one or more occurrences of that road type was computed. Addition-
ally, the total number of occurrences of a road type was incremented  whenever
the road type changed.  When divided by the total number of  trips that contained
one or more occurrences of that road type, this yielded the  average number of
occurrences per trip for trips with that road type.

     Summing the frequency of occurrence of each road type yielded the total
number of road-type occurrences for each data sample of interest.  This,
divided by the total number of trips for that city, yielded the average number
of different road types per trip.  Dividing the mileage and time in each city
by the number of trips yielded the average length and duration, respectively,
of the follows in that city.

     The above-described statistics for various unweighted data samples of
interest are given in Appendix A.


3.5       WEIGHTING OF DATA

     Weighting factors reflecting road-type usage within each city were computed
from the statistics calculated during GM data processing and from FHWA road-
usage statistics.  Weighting factors reflecting each GM city's proportion of
overall national urban operation were computed by both the FHWA and the EPA.
The GM data within each city were weighted with respect to road-type  usage
within that city and then with respect to that city's proportion of overall
national urban operation.

3.5.1     Calculation of Within-City Road-Type Weighting Factors

     The data were weighted by road type for each city so that the percentage
of miles on that road type reflected the percentage of daily vehicles miles
traveled (DVMT) as determined by the FHWA.  The percentages computed from the
data tapes and the percentages determined by the FHWA for each city are shown
in the first two columns of Table 3-14.

     For each road type in each city, the weighting factor was determined by
dividing the percentage of DVMT for the road type in that city, as determined
by the FHWA, by the percentage of miles on that road type in that city, as
indicated by the GM data.  For example, the percent of DVMT on freeways in the
City of Detroit was 15.2 percent.  The percent of DVMT on freeways in Detroit,
as determined during processing of the GM data, was 3.07 percent.  The weighting
factor for freeways in the City of Detroit is thus 15.2 divided by 3.07, or
4.9511.  The weighting factors so computed are given in the last column of
Table 3-14.


                                    28

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Table 3-14.  PERCENTAGES OF DAILY VEHICLE MILES TRAVELED IN EACH ROAD TYPE
                             FOR EACH GM CITY
CITY
Detroit
New York
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
ROAD
TYPE
Freeway
Arterial
Local
Freeway
Arterial
Local •
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
Freeway
Arterial
Local
% DAILY VEHICLE
MILES TRAVELED
15.23
68.80
15.97
10.18
63.24
26.58
19.30
59.20
21.50
28.23
35.56
36.21
24.52
59.08
16.40
10.63
69.68
19.68
10.07
76.74
13.66
33.05
52.97
13.98
18.75
68.93
12.32
18.86
47.74
33.40
21.27
47.01
31.72
19.16
60.24
20.60
% AS INDICATED
IN DATA
3.07
84.13
12.80
17.84
72.75
9.41
89.55
10.43
10.28
88.59
1.13
27.07
66.56
6.37
16.38
75.65
7.97
2.13
93.06
4. SI
13.95
76.84
9.21
5.53
85.51
8.96
92.87
7.13
18.88
73.30
7.82
18.04
70.85
11.11
WEIGHTING
FACTOR
4.96
.82
1.25
.57
.87
2.32
.66
2.06
2.75
.40
32.04
.91
.89
2.57
.65
.92
2.47
4.73
.82
2.74
2.37
.69
1.52
3.39
.81
1.38
.51
4.27
1.13
.64
4.06
1.06
.85
1.85
                                 29

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3.5.2     Calculation of City Weighting Factors

     The initial step in the determination of weighting factors for each GM
city was the calculation of the percentage of DVMT in each GM'city with respect
to overall national urban operation.  This calculation was accomplished in two
different ways.

     The first method of calculating the percentage of DVMT in each GM city
was based directly on the fraction of DVMT on each road type in each of the 12
GM cities as determined by the FHWA.  These data appear in Table 3-15.  Summing
these percentages across road type for each city yielded each city's percentage
of DVMT with respect to the other GM cities, as shown in Table 3-16 in the
column labeled "FHWA."

     The second method of calculating percentage of DVMT in each GM city was
based on an analysis conducted by the EPA.  Only the fractions of DVMT by road
type within an urban area were utilized to categorize U.S. cities.  For each
of the several urban functional road type classifications employed by the
FHWA, five ranges of fractional DVMT were established to group the DVMT statis-
tics of all U.S. cities.  A computer program was written by the EPA to group
each U.S. urban area into the appropriate range for each of the road-type
classifications considered.  The span limits for each road type were set so
that, where possible, at least one GM-sampled city fell within every range.
The DVMT on a given road type accumulated for all cities grouped within each
fraction span of that particular road type, were also calculated by the computer
program.  For each separate road type, the percentage DVMT represented by the
urban areas grouped in a GM city's respective range was calculated.  All of
these percentages of DVMT for a given road type were multiplied by the propor-
tion of DVMT for that road type with respect to the total DVMT for all urban
road types.  Then, the percentages for all road types of a single GM city were
summed to provide the percentage of DVMT for each of the 12 GM-sampled cities.

     For example, the five DVMT-fraction ranges established for the functional
road classification labeled Interstate were 0-0.007, 0.008-0.014, 0.015-0.021,
0.022-0.028, 0.029-1.000.  Grouping each U.S. urban area into the appropriate
category according to the fraction of DVMT accumulated on Interstates within
that city resulted in the following:

                                  INTERSTATE
                         No. of   DVMT Accumulated      Fraction of
        	Range	  Cities  (Thousands of miles)  DMVT Accumulated

        1 (0-0.007)        115          3,668              0.0202
        2 (0.008-0.014)     52         42,540              0.2341
        3 (0.015-0.021)     54         59,897              0.3295
        4 (0.022-0.028)     18         60,121              0.3308
        5 (0.029-1.000)    	5_         15,528              Q.Q854

                  Total   284        181,754              1.0000

The 12 GM cities were fit into 4 of the 5 ranges and, in this scheme, are
representative of 98.0 percent of all urban Interstate driving.
                                    30

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Table 3-15.  SUMMARIES OF DAILY VEHICLE-MILES OF TRAVEL BY FUNCTIONAL CLASS
URBANIZED AREA
New York City
Washington, D.C.
Detroit
Chicago
St. Louis
Atlanta
Phoenix
Denver
Salt Lake City
Los Angeles
San Diego
San Francisco
Total
PRINCIPAL ARTERIAL
Freeway and Expressway
Interstate
Miles
15,672
4,933
7,666
15,070
3,953
4,816
791
1,945
842
24,569
3,787
4,783
88,827
Fract.
.102
.193
.152
.213
.192
.282
.101
.188
.189
.245
.330
.106
.172
Other Freeway
& Expressway
Miles
30,103
2,658
3,742
1,741
1,044
160
-0-
620
-0-
14,082
1,177
12,235
67,562
Fract.
.196
.104
.074
.025
.051
.009
-0-
.060
-0-
.141
.103
.272
.131
Other
Principal
Arterial
Miles
32,557
7,803
17,527
16,987
7,887
2,110
5,283
4,290
1,530
34,566
1,556
9,141
141,237
Fract.
.212
.305
.348
.240
.382
.124
.673
.414
.343
.345
.136
.203
.273
MINOR ARTERIAL
Miles
34,680
4,675
13,349
14,579
3,500
3,797
745
2,239
601
10,549
3,339
9,970
102,023
Fract .
.225
.183
.265
.206
.170
.223
.095
.216
.135
.105
.291
.222
.197
COLLECTOR
Miles
9,757
1,851
3,950
3,913
1,589
1,073
702
428
763
5,851
554
3,207
33,638
Fract .
.063
.072
.078
.055
.077
.063
.089
.041
.171
.058
.048
.071
.065
LOCAL
Miles
31,158
3,646
4,085
18,565
2,662
5,106
334
850
728
10,580
1,048
5,647
84,409
Fract .
.202
.143
.081
.062
.129
.299
.043
.082
.163
.106
.091
.126
.163
TOTAL
Miles
153,927
25,566
50,319
70,855
20,635
17,062
7,855
10,372
4,464
100,197
11,461
44,983
517,696
Fract .
.297
.049
.097
.137
.040
.033
.015
.020
.009
.194
.022
.087
1.000

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Table 3-16.  PERCENTAGE OF MILES TRAVELED IN EACH
                     GM CITY
CITY
Detroit
Newark/New York
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
PERCENT MILES TRAVELED
As Indicated
By Data
15.99
13.20
3.14
2.70
30.24
6.31
4.18
1.36
6.00
4.88
8.50
3.50
FHWA
9.7
29.7
4.9
3.3
19.4
8.7
1.5
2.2
2.0
.9
13.7
4.0
EPA
10.4
10.2
8.2
5.6
9.3
8.7
6.4
6.9
8.0
7.4
10.7
8.2
                    32

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                                       GM Cities
                1
                2     New York City, Phoenix,  San  Francisco
                3     Washington,  D.C.,  Detroit, St.  Louis,  Denver,
                      Salt Lake City
                4     Chicago, Los Angeles
                5     Atlanta, San Diego

Therefore, New  York  City,  Phoenix, and San Francisco  together must  reflect
23.4 percent of all  urban Interstate driving nationally; individually, each
represents 7.8  percent.   The remainder of the urban Interstate DVMT was propor-
tioned among the other  nine  GM cities  according  to  the interval in  which each
was placed.  This  same  procedure was repeated for the other four FHWA urban
road classifications -  Expressway and  Other  Principal Arterial, Minor Arterial,
Collector, and  Local.

     The  fractions of total  urban DVMT reflected by each of the five categories
with respect to all  urban  driving are:

                                                    Fraction of Total
          	Road Classification	     Urban DVMT

          Interstate
          Expressway and Other Principal Arterial
          Minor Arterial
          Collector
          Local
                                             Total

To determine the contribution of each  road category on each GM city's weighting
factor, the fraction of urban Interstate DVMT attributed to each GM city was
then multiplied by 0.145  (e.g.,  for New York City one has: 0.078 x  0.145 =
0.011).   Correspondingly,  the fractions of DVMT  reflected by the GM cities
within each of  the other four road classifications  were also multiplied by the
appropriate DVMT fraction  for that road type category - 0.203 for Minor Arterial,
etc.

     The  composite percentages of DVMT were  then derived for each of the 12 GM
cities separately by summing  the values computed for each of the 5  road type
classifications.  These values appear  in the last column of Table 3-16.  Data
for each  road type in each city were multiplied  by  the weighting factor for
that road type  in that  city.  Percentages were then recomputed on the basis of
the new resulting totals.

     The  FHWA-based  and EPA-based weighting  factors required for the two
weightings of the data are derived from Table 3-16 by dividing the  FHWA and
EPA percent miles traveled, respectively, by the percent miles traveled from
the GM data.  For example, in Detroit the FHWA value of 9.7 is divided by
15.99 to  yield  0.60663.   The weighting factors so derived are given in Table 3-17,
                                   33

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                Table 3-17.   WEIGHTING FACTORS  FOR EACH GM CITY
CITIES
Detroit
Newark/New York
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
FHWA-BASED
0.607
2.250
1.561
1.222
0.642
1.379
0.359
1.618
0.333
0.184
1.612
1.143
EPA-BASED
0.650
0.773
2.611
2.074
0.308
1.379
1.531
5.074
1.333
1.516
1.259
2.343
     Once weighted by road type, the data for a city were multiplied by the
city's weighting factor for both weightings and then recombined with urban
data, to form a new urban data base, and with rural data, to form revised
statistics for the total data sample.  Percentages were again recomputed on
the basis of the new resulting totals.
3.6
PROCESSING GM DATA FOR CYCLE GENERATION
     The matrices used to describe and develop driving patterns, formatted as
shown in Figure 3-2, are defined as follows  (see References 1 and 2):

     Total-Time-in-Mode Matrix - The time spent in executing each mode was
     accumulated to yield the two-dimensional total-time-in-mode matrix.

     Mode-Frequency-of-Occurrence Matrix - This two-dimensional matrix was
     derived from the distribution-of-time-in-mode matrix by simply tallying
     the number of times each mode occurred.

     Average-Time-in-Mode Matrix - This matrix is generated by dividing each
     element in the total-time-in-mode matrix by the corresponding element in
     the mode-frequency-of-occurrence matrix.

     Transition-Probability Matrix - This matrix is obtained by row normaliza-
     tion of the mode-frequency-of-occurrence matrix; i.e., the nondiagonal
     elements in each row of the mode-frequency-of-occurrence matrix are first
     summed, and each nondiagonal row element is then divided by the row
     total.  The off-diagonal entries in any row are, therefore, the conditional
     probabilities of making transitions from the row's cruise mode  (diagonal
     element) to those acceleration or deceleration modes.  The diagonal
     elements in the transition probability matrix remain undefined, of course,
     since no transition occurs while cruising.
                                    34

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           FINAL SPEED ,  mph
Ot   . 10 t  .20,   .30,  t40,
      10
      20
INITIAL   -
SPEED,
 mph
      30
      40
      50
      60*
                          ACCELERATION
                              MODES
             DECELERATION
                MODES
                                           |   ,60+
                 SPEED-MODE MATRIX FORMAT
                        Figure 3-2.

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 3.7
 ANALYSIS OF ROAD TYPE VERSUS SPEED
      To determine if average speed could be used as an indication of road
 type, the average speed for each of the combined FHWA urban road types over
 each St. Louis route was computed from the GM data.  Those average speeds are
 tabulated by route and combined road type in Table 3-18.
         Table 3-18.
            AVERAGE SPEEDS BY COMBINED FHWA ROAD TYPE FOR EACH
                   FHWA ROUTE IN ST.  LOUIS
ROUTE
1
2
3
4
6
7
8
9
10
11
12
13
14
15
URBAN
Localf Arterial

15.58
20.33



18.23






32.11
18.80
20.69
16.83
24.10
26.13
27.11
24.65
24.26
26.08
26.34
40.03
36.06
31.65
30.54
Freeway


49.32
54.32
56.93
53.09
54.56

57.25
55.39
56.82
56.89
44.76
53.86
RURAL
Local




29.61





55.07



Arterial




34.96
42.79
49.65
34.12

44.43
52.66
50.59
42.92
48.93
Freeway



49.08
53.37
58.55
52.89

44.30

58.27
57.01

59.70
Since the amount of missing  data  in Table  3-18 precluded  an  analysis of variance
based on all the road routes,  it  was  necessary to use  a combination of routes
which minimized the number of  missing observations.

     The only routes with occurrences of the urban-local  road type were Routes 2,
3, 8, and 15.  Those routes  were, therefore, selected  for the analysis of
variance.  The missing average speed  for freeway on Route 2  is estimated from:
               average speed
                     aT + bB - S,
                     (a-1)  (b-1)
where
     a
     b
     T
     B
     S
number of treatments (road types)
number of blocks (routes)
sum of average speeds with same treatment as missing average speed
sum of average speeds in same block as missing average speed
sum of all observed average speeds.
     Thus, from the data in Table 3-18, the missing average speed was estimated
to be:
               average speed
                     3(157.74)  + 4(36.27)  - 336.70
                           (3 - 1) (4 - 1)
                             = 46.93 raph
                                    36

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     Table 3-19 gives the speed totals, mean  speeds,  and  sums  of  squares  over
both routes and road types from which  the analysis of variance table.  Table  3-20,
is constructed.

   Table 3-19.  AVERAGE SPEEDS BY COMBINED  FHWA  ROAD  TYPE FOR  SELECTED FHWA
                          ROUTES -WITH  ESTIMATED  DATA
ROUTE
NUMBER
2
3
8
15
Total
Mean
S.S.
URBAN
Local
15.58
20.33
18.23
32.11
86.25
21.56
2,019.43
Arterial
20.69
16.83
24.65
30.54
92.71
23.18
2,251.64
Freeway
46.93
49.32
54.56
53.86
204.67
51.17
10,512.58
TOTAL
83.20
86,32
97.44
116.51
383.63


MEAN
27.73
28.83
32.48
38.84



S.S.
2,873.24
3,129.02
3,916.75
4,364.64


14,783.65
                       Table  3-20.  ANALYSIS OF  VARIANCE
SOURCE
Jtoad Types
Routes
Error
Total
' DF
2
3
6
11
SUM OF SQUARES
2,216.67
216.51
86.14
2,519.32
MEAN SQUARE
1,108.34
72.17
14.36

     Average speed can be used as an indication of road  type  if  there  is  a
significant average-speed difference between each pair of  road types at a
preassigned probability level.  To determine the existence of significant
differences, the least significant difference  (Isd), a quantity  based  on  the
student-t distribution, was calculated.  The Isd, which  in this  case is the
Isd between two average speeds, is given by:
               Isd = t
                        n   a
where
     t    =    Student-t value at probability level^  for n degrees  of  freedom

     S    *    error sum of squares

     a    =    number of treatments.

     However, since there was a missing average-speed  value which was estimated,
that estimated value is correlated with the other values used for the estima-
tion.  The error sum of squares is thus biased and must be corrected to the
quantity:
                                    37

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where a and b are the number of treatments (road types) and blocks (routes),
respectively.  In addition, the error degrees of freedom must be reduced by
one.

     Since the error sum of squares has 5 degrees of freedom, and selecting
the usual .05 probability level, the Isd is:
               Isd = t
                      .05,5
                     2.571
              a(a-l)(b-l)
2(86.14)
   3
                                       T  +
                                             3(3-1) (4
=*)
                   - 18.37 mph.

     The differences in average speed between road types are:
                   Comparison
             Local versus Artery
             Local versus Freeway
             Artery versus Freeway
        Average Speed Difference (mph)

                    1.62
                   29.61
                   27.99
The average-speed difference between local and arterial roads is much less
than the Isd and thus average speed cannot be used as an indication of those
road types.  The average-speed differences between freeway and the other two
road types are both considerably larger than the Isd.  Average speed, then,
can be used only to indicate freeway versus nonfreeway road types.  This
conclusion, of course, is based on the data for just four St. Louis road
routes.
                                     38

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                                   Section 4

                       RESULTS OF GM CHASE-CAR ANALYSIS
     This section describes the parameters for which statistics were generated
and presents the results of the GM chase-car statistical analysis.

     The 1,728 trips, or follows, contained in the GM data for all 12 GM
cities combined  (urban follows only), had an average trip length of 1.96 miles
and an average duration of 5.03 minutes.  As shown in Table 4-1, the number of
follows ranged from 28 in Atlanta to 450 in Los Angeles.  The average trip
length ranged from 1.24 miles in San Francisco to 3.27 miles in Atlanta.  The
average trip duration ranged from 3.83 minutes in San Francisco to 7.33 minutes
in Atlanta.

            Table 4-1.  URBAN-FOLLOW  STATISTICS FOR THE  12 GM CITIES
LOCATION
Detroit
Newark/New York City
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
NUMBER
OF
FOLLOWS
287
255
67
28
450
172
61
29
121
86
107
65
AVERAGE
LENGTH
(Miles)
1.89
1.75
1.59
3.27
2.28
1.24
2.32
1.58
1.68
1.92
2.69
1.83
AVERAGE
DURATION
(Minutes)
4.78
5.73
5.43
7.33
4.93
3.83
5.34
4.03
4.51
4.59
6.95
4.36
4.1
TRAFFIC DENSITY BY ROAD TYPE IN MILES AND TIME
     Percentages of miles and time were computed for each traffic density on
each road type for each data sample of interest.  These percentages were
computed for unweighted data, for data weighted with respect to all 12 GM
cities, and for data weighted with respect to overall urban operation.  The
results for selected data samples of interest appear in Appendices A, B, and
C.  To yield a more compact set of statistics, the traffic densities indicated
by GM were combined into the following traffic densities:
     o
     o
     o
Light or average traffic
Medium traffic
Heavy and stop-and-go traffic.
                                    39

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     The results for the 12-city total,  urban follows  only,  appear  in  Table  4-2.
           Table 4-2.   ROAD TYPE VERSUS TRAFFIC DENSITY FOR 12-CITY
                         TOTAL IN PERCENTAGE OF MILES
ROAD TYPE
TRAFFIC DENSITY
Local/Collector
Light or no traffic
Medium traffic
Heavy and stop-
and-go traffic
Artery
Light or no traffic
Medium traffic
Heavy and stop-
and-go traffic
Freeway
Light or no traffic
Medium traffic
Heavy and stop-
and-go traffic
UNWEIGHTED
85.66
13.34
1.00
39.13
56.33
4.54
5.00
70.38
24.61
FHWA-WEIGHTED
81.99
17.50
.52
32.93
59.39
7.69
5.34
73.56
21.10
EPA-WEIGHTED
84.31
15.16
.53
39.00
55.93
5.07
7.00
74.77
18.24
4.2
AVERAGE SPEED
     The average speeds for unweighted and road-type-weighted data appear in
Table 4-3 for each of the 12 GM cities.

                  Table 4-3.  AVERAGE SPEEDS FOR EACH GM CITY
CITY
Detroit
Newark/New York City
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
UNWEIGHTED
23.68
18.36
17.54
26.77
27.70
19.49
26.05
23.56
22.38
25.11
23.21
25.14
ROAD TYPE
24.40
17.18
17.24
19.34
26.24
18.35
26.30
25.19
23.53
22.88
22.12
24.06
The differences between the weighted values and unweighted values for a given
GM city are attributable to the weighting by road type for that city.  The
overall average speeds for unweighted and weighted data are:
                                    40

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               GM unweighted data                    23.39 mph
               GM data weighted by FHWA statistics   20.66 mph
               GM data weighted by EPA statistics    21.72 mph
4.3
OPERATIONAL MODE STATISTICS
     A comparison of the percent of time in idle, cruise,  acceleration,  and
deceleration for each of the 12 GM cities for unweighted and road-type-weighted
data is presented in Tables 4-4 through 4-7.

             Table 4-4.  PERCENT OF TIME AT IDLE FOR EACH  GM CITY
CITY
Detroit
Newark/New York
Washington, B.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
UNWEIGHTED
7.50
16.83
17.20
11.30
6.19
10.05
6.71
8.70
10.35
9.24
10.94
8.32
WEIGHTED
6.98
15.75
15.91
7.76
5.63
9.33
6.11
7.29
9.06
5.45
8.30
7.52
            Table 4-5.   PERCENT OF TIME IN CRUISE FOR EACH GM CITY
CITY
Detroit
Newark/New York
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
UNWEIGHTED
40.32
32.52
32.13
36.95
41.65
34.29
42.87
38.30
40.83
39.55
38.90
36.48
WEIGHTED
41.25
31.50
32.19
31.39
40.40
32.97
42.93
38.02
41.18
38.38
37.85
36.03
                                    41

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         Table 4-6.   PERCENT OF TIME IN ACCELERATION FOR EACH  GM CITY
CITY
Detroit
Newark/New York
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
UNWEIGHTED
29.33
28.06
28.01
28.70
30.30
31.46
29.93
29.30
27.70
29.72
28.97
30.12
WEIGHTED
29.23
28.78
28.55
30.63
30.91
32.35
29.92
30.00
28.09
31.25
31.06
30.17
          Table 4-7.  PERCENT OF TIME IN DECELERATION IN EACH GM CITY
CITY
Detroit
Newark/New York
Washington, D.C.
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
UNWEIGHTED
22.85
22.59
22.66
23.05
21.86
24.20
20.49
23.69
21.12
32.49
21.19
25.09
WEIGHTED
22.55
23.97
23.35
30.22
23.05
25.35
21.04
24.69
21.67
24.92
22.79
26.27
     The percent of time in idle, cruise, acceleration and deceleration appear
below for weighted and unweighted data overall, and for the current FTP
driving schedule.
          GM unweighted data
          GM data weighted by
           FHWA statistics
          GM data weighted by
           EPA statistics
          Federal Test
           Procedure
 Idle   Cruise   Accel   Decel

10.00    38.28   29.39   22.34

10.85    35.31   29.94   23.91

 9.34    36.54   30.05   24.07

17.86    36.01   26.60   19.53
                                    42

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4.4
STOPS PER MILE
     A comparison of the stops per mile for each of the 12 GM cities for
unweighted and road-type-weighted data is presented in Table 4-8.

                  Table 4-8.  STOPS PER MILE FOR EACH GM CITY
CITY
Detroit
Newark/New York City
Wa shington , D . C .
Atlanta
Los Angeles
San Francisco
Phoenix
San Diego
Denver
Salt Lake City
Chicago
St. Louis
STOPS PER MILE
Unweighted
1.17
2.01
2.47
.84
.76
1.63
.83
1.05
1.18
.90
1.21
.95
Weighted
1.08
2.06
2.36
1.71
.78
1.70
.74
.99
1.00
.66
1.06
.96
The stops per mile for the overall GM data, along with the stops per mile on
the Federal cycle, are presented below:

          GM unweighted data                    1-19
          GM data weighted by FHWA statistics   1.42
          GM data weighted by EPA statistics    1.26
          Federal Test Procedure                2.13
4.5
ROAD-TYPE STATISTICS
     The percentage of miles on each road type for weighted and unweighted
data and for FHWA statistics appears in Table 4-9.

         Table 4-9.  PERCENTAGE OF MILES ON COMBINED URBAN ROAD TYPES
DATA SOURCE
GM unweighted data
GM data weighted by
FHWA statistics
GM data weighted by
EPA statistics
FHWA statistics
LOCAL/
COLLECTOR
8.34

23.03

22.39
22.80
ARTERIAL
76.47

60.74

61.45
60.00
FREEWAY
15.19

16.23

16.16
17.20
     Significantly more mileage in urban arteries is indicated in the GM data
than in the FHWA report, and significantly less in the urban local types than
in the FHWA report.  An examination of the cities individually bears out these
:onclusions:                         _

-------
     1.    The percentage  of  urban arteries  as  indicated  in the data exceeds
          the percentage  of  urban arteries  as  indicated  by FHWA  statistics in
          all 12  GM cities.

     2.    The percentage  of  urban freeways  as  indicated  in the GM data is less
          than the percentage  of  urban  freeways  as  indicated by  FHWA  statistics
          in the  GM cities except New York,  Los  Angeles,  and San Francisco.

     3.    The percentage  of  urban local/collector as  indicated in the GM data
          is less than the percentage of urban local/collector as indicated by
          FHWA statistics in all  12  GM  cities.

     The following points are  relevant  with respect to the discrepancies:

     1.    Those GM road types  from the  FHWA routes  in St. Louis  which were
          classified as arterials had 11.8  percent  of their occurrences  along
          the routes on FHWA local/collector.  Those  GM  road  types  from  the
          FHWA routes in St. Louis which were  classified as local/colleetor
          had 6.6 percent of their occurrences along  the routes  on  FHWA  arterials.

     2.    The percentage  of  rural freeways  in  the data for  the  12 GM cities,
          urban-rural follows  only,  is  41.68.

     Average speeds for the  GM data for all 12 GM cities combined,  urban
follows only, are given in Table  4-10 for each combined  road  type.

                     Table 4-10.   AVERAGE SPEEDS (MPH) ON
                          COMBINED URBAN ROAD TYPES
DATA SOURCE
GM unweighted data
GM data weighted by
FHWA statistics
GM data weighted by
EPA statistics
LOCAL/
COLLECTOR
16.59

15.85

15.98
ARTERIAL
22.25

20.15

21.67
FREEWAY
44.70

43.48

43.85
     Stops per mile for the GM data from all 12 GM cities combined, urban
follows only, are shown in Table 4-11 for each combined road type.

                   Table 4-11.  STOPS PER MILE FOR COMBINED
                               URBAN ROAD TYPES
DATA SOURCE
GM unweighted data
GM data weighted by
FHWA statistics
GM data weighted by
EPA statistics
LOCAL/
COLLECTOR
1.43

1.60

1.56
ARTERIAL
1.37

1.70

1.45
FREEWAY
.12

.12

.11
                                     44

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4.6       COMPARISON OF URBAN-RURAL FOLLOWS WITH URBAN FOLLOWS AND RURAL
          FOLLOWS
     A look at average speeds for different road types affords an interesting
comparison of the types of follows, as shown in Table 4-12.

                       Table 4-12.  AVERAGE SPEED (MPH)
ROAD TYPE
Urban Local
Urban Artery
Urban Freeway
Rural Local
Rural Artery
Rural Freeway
URBAN
FOLLOWS
16.66
22.26
44.74



URBAN-RURAL
FOLLOWS
18.09
27,05
50.60
20.82
44.31
55.27
RURAL
FOLLOWS



35.53
43.54
57.10
                                     45

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                                    Section 5

        DEVELOPMENT OF EMISSIONS/FUEL ECONOMY/AVERAGE SPEED RELATIONSHIPS


      The purpose of this task was to develop equations expressing emissions
 and  fuel economy as a function of average speed.   Driving cycles at average
 speeds  ranging from about 5 mph to 55 mph were first computer-generated with a
 Monte Carlo  model.   HC,  CO, and NO  emissions, together with fuel consumption
 (PC)  in units  of miles per gallon,  were estimated over these cycles for each
 of 18 vehicle  groups utilizing an EPA-supplied computer program.  Each of the
 dependent  variables (HC, CO, NO ,  and FC)  was regressed on average speed for
 each vehicle group.   Then each of the resulting equations was normalized to
 obtain  a correction-factor equation yielding a value of 1.0 at 19.6 mph, the
 average speed  of the LA-4 cycle.   Finally,  weighting factors based on vehicle
 population distributions were used to develop a 1975 composite correction-
 factor  equation for low-altitude cities and a 1974 composite correction-factor
 equation for high-altitude cities.


 5.1        CYCLE GENERATION

      The procedures used to obtain the mode-frequency and time-in-mode matrices
 which are  the  basis for  the computer generation of cycles are described in
 References 1 and 2.   The Monte Carlo technique of modal-cycle generation is
 described  in References  3 and 4.   Wherever  possible,  just those cycles passing
 through a  statistical filter to ensure representativeness were selected.  It
 should  be  noted that the statistical filter used for the present study was
 based on the Kolmogorov-Smirnov test (a comparison of two distribution func-
 tions) , whereas Reference 5 discusses the G-test which was used for that study
 of the  relationships between emissions and  average speed.

      To obtain an adequate sample  for the development of the required regression
 equations, ten cycles were selected at each average speed from 5 mph to 55 mph
 at a  5-mph increment.  The set of  input matrices  included the GM modal matrices,
 broken  down  by road  type,  the CAPE-10 matrices, broken down by freeway/nonfree-
 way,  and combined GM and CAPE-10 matrices.   Since none of these matrix sets
 (i.e.,  mode-frequency and time-in-mode matrices)  represents an average speed
 of less than 20  mph,  it  was necessary to use truncated matrices to yield
 average speeds of 5,  10,  and 15 mph.

     The combined GM/CAPE-10 nonfreeway matrix set was first truncated to
 3x3 matrices;  i.e.,  to initial/final speeds  of  just 0,  5,  and 10 mph.  A
 sample of  500  test cycles  was then  generated.   These  cycles  had average  speeds
of about 3 mph,  however, when cycles  within  1  mph of  5 mph were  desired.   The
 input matrices were  then truncated  to  4  x 4 matrices  with initial/final  speeds
of 0, 5, 10,  and 15 mph.   Cycles based on these matrices had the  desired
average speed  and the  ten  best cycles  were  selected.
                                    46

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     Similarly, the input matrices were truncated to 6 x 6 matrices  (0 to
25 mph) to yield 10-mph cycles and truncated to 8 x 8 matrices  (0 to 35 mph)
to obtain 15-mph cycles.

     The GM/CAPE-10 nonfreeway matrix set yielded 20-mph cycles, so  no special
procedures were required to obtain ten representative cycles.  The GM/CAPE-10
combined freeway and nonfreeway matrix set yielded 25-mph cycles; so again, no
special procedures were required to obtain ten representative cycles.

     None of the available matrix sets yielded 30-mph or 35-mph cycles.
Hence, it was necessary to weight the freeway and nonfreeway matrix  sets to
obtain matrices which would provide cycles with the proper average speeds.
Since the average nonfreeway speed was 20.1 mph and the average freeway speed
was 42.2 mph for the combined GM/CAPE-10 data, multiplication of the freeway
matrices by a weighting factor greater than unity and then adding the corres-
ponding nonfreeway matrices yields a resulting matrix set with  a speed somewhere
between 20.1 mph and 42.2 mph.  The weighting factor to yield the desired
average speed was computed from:
              TF  (SF - V

where
          W   = weighting factor
          T   = total nonfreeway time
          T   = total freeway time
          S   = desired average speed
          S   = average nonfreeway  speed
          S   = average freeway speed.

     For example, the weighting factor  for a  desired average  speed of 30 mph
was computed as follows:

          S   = 20.1 mph
          SI,  = 42.2 mph
          S^  = 30.0 mph
          T°  = 1574.19 hours
          TIT = 384.76 hours
           F

              1574.19  (30.0-20.1)
              384.76  (42.2-30.0)

            » 3.32

     The weighting  factors  for desired  speeds of 30 mph and 35 mph were 3.32
and 8.455, respectively,  Thus, the freeway matrices were multiplied by the
appropriate weighting factor and added  to the nonfreeway matrices to yield a
matrix  set with which cycles at the desired average speed could be generated.
This procedure yielded ten  good cycles  at each average speed of 30 mph and
35 mph.
                                     47

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      The GM/CAPE-10  freeway matrix  set yielded good cycles at 40 mph, so no
 special procedures were  required to obtain the ten-cycle sample.  That same
 matrix set  also yielded  three cycles at  45 mph which satisfied the statistical
 filter.  These three cycles were augmented with seven cycles obtained from the
 GM rural data matrix set.

      To obtain cycles with average  speeds of 50 mph and 55 mph, the truncation
 technique was again  employed.  Now, however, the lower speeds were deleted.
 The ten 50-mph cycles were obtained from a matrix set with initial/final
 speeds of 0, 40, 45,  50, 55, and 60 mph.  A matrix set with initial/final
 speeds of 0, 50, 55,  and 60 mph was used to generate the sample of 55-mph
 cycles.  The matrices used for each average speed are summarized in Table 5-1,
 where NF is nonfreeway, F is freeway, and WF is weighted freeway.

               Table  5-1.  SUMMARY  OF MATRICES BY AVERAGE SPEED
AVERAGE
SPEED
5 mph
10 mph
15 mph
20 mph
25 mph
30 mph
35 mph
40 mph
45 mph
50 mph
55 mph
MATRIX
SIZE
4x4
6x6
8x8
13 x 13
13 X 13
13 x 13
13 x 13
13 x 13
13 x 13
6x6
4x4
SPEED
RANGE
0-15
0-25
0-35
0-60
0-60
0-60
0-60
0-60
0-60
0, 40-60
0, 50-60
MATRIX
TYPE
NF
NF
NF
NF
F + NF
WF + NF
WF + NF
F
F, Rural
F
F
     A total sample of 110 cycles, 10 each at speeds of 5, 10, 15, 20, 25, 30,
35, 40, 45, 50, and 55 mph was thus generated for input to the emissions and
fuel economy estimating program.

     Summary statistics for the cycle averages at each nominal average speed
are shown in Table 5-2 and the statistics for each individual cycle are given
in Appendix D.  The percentage parameter data in Table 5-2 are plotted against
average speed in Figures 5-1 and 5-2.
5.2
ESTIMATION OF EMISSIONS AND FUEL ECONOMY
     EPA-supplied software (Reference 6)  was used to estimate HC,  CO,  and NO
emissions (in units of grams per mile),  and to estimate fuel economy (in uni£s
of miles per gallon), using the carbon-balance method,  over each of the 10
cycles at each of the 11 average speeds.   These computations were  based on
regression coefficients developed from EPA surveillance programs for each of
the 18 model-year groups listed in Table 5-3.
                                    48

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Table 5-2.  SUMMARY CYCLE STATISTICS
CYCLE NOMINAL
AVERAGE SPEED
5 mph Mean
Std. Dev.
10 mph Mean
Std. Dev.
15 mph Mean
Std. Dev.
20 mph Mean
Std. Dev.
25 mph Mean
Std . Dev .
30 mph Mean
Std. Dev.
35 mph Mean
Std. Dev.
40 mph Mean
Std. Dev.
45 mph Mean
Std. Dev.
50 mph Mean
Std. Dev.
55 mph Mean
Std. Dev.
% TIME
AT IDLE
48.42
1.35
31.84
1.29
24.12
0.52
16.94
0.48
13.44
0.57
10.12
0.39
6.75
0.61
3.10
0.51
2.36
0.37
2.45
0.14
2.03
0.27
% TIME
IN CRUISE
15.17
1.07
22.66
0.89
27.79
1.19
35.17
0.82
42.28
1.29
49.05
1.83
57.04
1.70
64.82
1.27
69.95
2.05
72.82
1.44
79.21
1.39
% TIME
IN ACCEL.
18.98
0.50
25.11
1.29
26.42
0.63
26.33
0.89
24.78
1.35
22.25
1.02
19.67
1.31
17.36
0.80
15.03
1.80
13.41
0.84
9.82
0.62
% TIME
IN DECEL.
17.41
0.95
20.39
0.88
21.66
0.69
21.57
1.27
19.51
1.40
18.58
1.05
16.53
1.01
14.72
0.77
12.67
0.87
11.32
0.79
8.94
0.72
AVERAGE
SPEED
3.97
0.21
10.45
0.21
15.89
0.10
20.75
0.24
25.28
0.35
30.38
0.58
35.35
0.27
40.66
0.19
45.25
1.26
50.83
0.15
54.65
0.34
               49

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                             FIGURE  5-1


                7.  IDLE  flND '/.  CRUISE  VS.  SPEED
    o
    o
    o
    en
    a
    CO
Ul

o
   UJ
   U_o

   010
   CL
   CJ .
   UJ1

   Q_
    o-
    (SI
                10.
IS.
80.
85.   30.

 SPEED
35.
40.
IS.
SO.
SS.

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                       FIGURE 5-2

     X RCCELERflTIGN  FIND  X DECELERflTION VS.  SPEED
 o
 to
 in-
O
CE
cc.
UJ
Q_
               7. ACCEL

               * OECEL
            10.
15.
20
85.   30.
 SPEED
35.
40.
4S.
SO.
SS.

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                         Table 5-3.   MODEL-YEAR GROUPS
Group 1 :
Group 2 :
Group 3 :
Group 4 :
Group 5 :
Group 6:
Group 7 :
Group 8:
Group 9 :
Group 10:
Group 11:
Group 12:
Group 13:
Group 14:
Group 15:
Group 16:
Group 17:
Group 18:
1957
1957
1966
1968
1969
1970
1971
1968
1969
1970
1971
1972
1972
1972
1973
1973
1973
1975
- 1967 (Denver)
- 1967 (Low altitude. No 1966, 1967 California)
- 1967 (California)
(Low altitude)
(Low altitude)
(Low altitude)
(Low altitude)
(Denver)
(Denver)
(Denver)
(Denver)
(Denver)
(Los Angeles)
(Low altitude)
- 1974 (Denver)
- 1974 (Los Angeles)
- 1974 (Low altitude)
(Low altitude)
The emissions and fuel economy data, together with average speed and group
number, were computer-punched on cards to yield a comprehensive data deck for
performance of the regression analysis necessary for development of the desired
relationships.
5.3
REGRESSION ANALYSIS
     In a study conducted in 1973 (Reference 5), HC, CO, and NO  emissions
were regressed on average speeds ranging from about 15 mph to 4^ mph for
Model-Year Groups 1 through 11.  At that time it was found that the best curve
fits were obtained when the natural logarithm of HC (and CO) was regressed on
a second-order polynomial function of average speed and when NO  emissions were
expressed as a linear function of average speed.
ated for that study.
                                        Fuel economy was not estim-
     For purposes of the present study, each of the dependent variables (HC,
CO, NO , and FE), as well as the natural logarithm of each, was regressed on
polynomial functions of average speed up to sixth-order.  Analysis of the two
sets of output showed the regressions using the natural logarithm of HC and CO
to provide the best fit to the data for these emissions.  The fuel economy
and NO  data, however, were best fit with ordinary polynomial functions of
average speed.  Further, the HC and CO fits were optimized when a fifth-order
polynomial was utilized; and the NO  and fuel economy fits were best accomp-
lished with fourth-order polynomials.  The regression equations for each of
the 18 model-year groups are given in Appendix E.  Those equations yield
emissions and fuel economy estimates in units of grams per mile and miles per
gallon, respectively.  Appendix F gives plots of the second-order through
fifth-order regressions for HC and CO and the second-order through fourth-
order regressions for NO  and fuel economy for Model-Year Group 4.
                                    52

-------
5.4       NORMALIZATION OF RELATIONSHIPS

     Normalization of the regression equations to yield correction-factor
equations whose computed values would be 1.0 at 19.6 mph was accomplished for
the two different functional forms.

     In the case of HC and CO, the emission as a function of speed, E(S), is
given by:

          E(S) =ef(S),

where f(S) is the polynomial

          f(S) = A  + AS + AS2 + AS3 + AS  + AS ,

and A  through A  are the regression coefficients.  The normalized value of E,
E  CS), is thus given by:

                    f(S)
           N1 '    E(19.6)

                = exp (A  - In E(19.6) + AS + 	 + AS ).

That is, the regression coefficient A  is replaced by the new coefficient
A  = A  - In E(19.6), and all other coefficients remain the same.

     Since NO  and fuel economy were nonlogarithmic functions of a fourth-
order polynomial of speed, each of them was normalized simply by computing the
value at 19.6 mph and then dividing each regression coefficient by that value.
For example, the normalized fuel economy equations are of the form:
                          1     '2    '3    '4
            N     *  o    1    2      3      4  '
where A. = A./FE(19.6),  i = 0,....,4, and the A.  are the original regression
coefficients.

     The normalized regression equations for each of the 18 model-year groups
are given in Appendix G.  The standard error of the estimate for each normalized
equation, in correction-factor units, was obtained by dividing the standard
error of the estimate for the nonnormalized equation by the normalizing factor.
Plots of those equations revealed the HC curves to have essentially the same
shape for all 18 groups.  This was also true of the CO and fuel economy curves.
Appendix F shows the typical curve shapes for HC, CO, and fuel economy.  The
data values have also been plotted in the figures of Appendix F to illustrate
the rather small amount of variability in the HC, CO, and fuel economy data
at each speed.  The NO  curves, however, showed a wide variation in shape,
particularly below 20 mph.  Appendix H shows the NO -speed relationship for
each group.  The reasons for the NO  curve-shape differences, particularly
below 20 mph, have not been identified at this point in time, but EPA surveil-
lance data appear to support the findings.


5.5       COMPOSITE EQUATIONS

     The final task in the development of emissions/average speed relationships
was the production of a single composite equation for each of low-altitude and

                                    53

-------
high-altitude cities.  EPA-supplied weighting factors for the distribution of
vehicles in the national population as of the time of the study are given in
Table 5-4.

                 Table 5-4.  WEIGHTING FACTORS BY VEHICLE AGE
AGE, YEARS
0
1
2
3
4
5
6
7
3
9
10
11
12
13

MODEL YEAR
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963 and
earlier
WEIGHT
0.0
0.112
0.143
0.130
0.121
0.108
0.094
0.079
0.063
0.047
0.032
0.019
0.013
0.039

The Denver groups comprised the high-altitude data base  and the  low-altitude
data base consisted of the remaining groups with  the  exception of  Group 3.

     It should be noted here  that Automotive Testing  Laboratories  (ATL)  found
that the national weightings  were not very accurate in the case  of Denver where
the DVMT for older cars was higher  than  for the rest  of  the country.   For
location-specific computations, then, it is recommended  that the methodology
used herein be utilized with  ATL weighting factors.

     Since the groups do not  correspond  on a one-to-one  basis with model year,
it was necessary to revise the weighting factors  in order to obtain the compos-
ite equations.  It was assumed that both high-altitude and low-altitude vehicles
were distributed in accordance with the  data of Table 5-4.   since  no 1975
Denver data were available, the weighting factors for the high-altitude compos-
ite were renormalized as shown in Table  5-5.

                  Table 5-5.  HIGH-ALTITUDE WEIGHTING FACTORS
GROUP
1
8
9
10
11
12
15

ORIGINAL WEIGHT
0.150
0.063
0.079
0.094
0.108
0.121
0,273
0.088
RECOMPUTED WEIGHT
0.1689
0.0709
0.0890
0.1059
0.1216
0.1363
0.3076
1.0000
                                    54

-------
The weighting  factors  for  the  low-altitude composite are given in Table 5-6.

                  Table  5-6.   LOW-ALTITUDE WEIGHTING FACTORS
GROUP
2
4
5
6
7
13
14
16
17
18
WEIGHT
0.1500
0.0630
0.0790
0.0940
0.1080
0.0605
0.0605
0,1365
0,1365
0,1120
 In both  tables,  the weights  for  groups  with more  than one model-year are the
 sum of the  weights for  the constituent  model years.

     The development of the  composite equations for  NO  and fuel economy was
 mathematically  simple.   For  example, the  normalized  composite for fuel economy,
 FE  , is given  by:
  IMx*
where W   is  the weighting  factor  for  the  ith group and f. (S)  is the polynomial
function  of  speed  for  the  ith group.   This  is equivalent,  of  course, to comput-
ing the coefficients directly from:
where A^ is the kth coefficient of  the  composite  equation,  W.  is the weighting
factor for the ith group, and A.  is  the  kth  coefficient of £he normalized
regression function for the  ith1group.

     In the case of the normalized  composite  equations  for  HC  and CO, mathem-
atical complexity was avoided with  a  regression procedure.   The equation for
each group in the desired composite was used  to compute a value for every
5 mph from 5 mph to 55 mph.  The values for each  group  for  each speed were
then weighted by the group's weighting  factor.  That  is,  the composite value
for each speed S is given by:

               EC(S) -  £ W± EL(S),

where W  is the weight for the ith  group  and  E. (S) is the normalized value
computed from the equation for the  ith  group. 1The resulting set of 11 points
was then fit by an exponential fifth-order function of  speed to yield the
desired composite.  It should be noted  that this  procedure,  in each case,
yielded a fit to the 11 points with a standard error  of the estimate of essen-
tially zero.
                                    55

-------
     The normalized composite equations are given in Tables 5-7 and 5-8 for
the high-altitude and low-altitude cases, respectively.  Plots of the composite
equations are shown in Figures 5-3 through 5-10.  The standard errors of the
estimate shown in Figures 5-3 through 5-10 are given in correction-factor
units and were computed as the rms values of the normalized standard errors of
the estimate of the constituent groups.  Recapitulating, the equations in
Tables 5-7 and 5-8 and in Appendices E and G have the following forms:

               In HC = AQ + Aj^S + A2S2 + A3S3 + A4$4 + AgS5


               In CO = AQ + A^ + A2S2 + A3S3 + A^4 + A^5


               NO    = A  + A S + AS2 + AS3 + AS4
                 X      \J    ,1     £,      .3      «•


               FE    = AQ + AXS + A2S2 + A3S3 + A4S4

     Since these regression equations are based on speeds ranging from 5 mph
to 55 mph, extrapolations to speeds outside that range should not be made.
Examination of the figures for the HC and CO plots, for example, shows an
accelerating reduction for speeds greater than 55 mph.  That reduction is, of
course, an artifact of the chosen polynomial which is not data-constrained
beyond the range of the input data.
                                    56

-------
                                    Table 5-7.  HIGH-ALTITUDE COMPOSITE
VARIABLE
In HC
In CO
NO
X
FE
Ao
2.15405EOO
2.04796EOO
1.76943EOO
6.18918E-03
Al
-2.86990E-01
-3.04407E-01
-1.54423E-01
9.83255E-02
A2
1.60889E-02
1.91346E-02
9.10244E-03
-3.44293E-03
A3
-4.85447E-04
-6.26621E-04
-1.92134E-04
6.00301E-05
A4
7.21563E-06
9.86736E-06
1.40357E-06
-4.10472E-07
A5
-4.12845E-08
-5.89447E-08
0.0
0.0
S.E.E
.0252
.0373
.0244
.0125
in
                                    Table 5-8.  LOW-ALTITUDE COMPOSITE
VARIABLE
In HC
In CO
NO
X
FE
Ao
2.34303EOO
2.62736EOO
1.02978EOO
3.48926E-02
Al
-3.06961E-01
-3.41296E-01
-2.73922E-02
8. 55822E-02
A2
1.74062E-02
1.94581E-02
2.15752E-03
-2.56869E-03
A3
-5.46045E-04
-6.21813E-04
-5.06867E-05
4.20651E-05
A4
8.40516E-06
9.73974E-06
4.05999E-07
-2.86277E-07
A5
-4.95135E-08
-5.82392E-08
0.0
0.0
S.E.E
.0350
.0304
.0263
.0135

-------
  o
   •
  in
en
CD
  O
   •
  ar
 CL
  o
   •
  o
                                FIGURE 5-3

            HIGH-fllTITUDE COMPOSITE: NORMflLIZED HC VS SPEED

                              (S.E.E.=.Q252)
81      2B      35
   SPEED (MPH)
M9
                                     56
63

-------
 o
  •
 to
 Q

 in
O
(_>

QO
CL
                               FIGURE 5-4

           HIGH-flLTITUDE COMPOSITE: NORMflLIZED CO VS  SPEEO
                             (S.E.E.=.0373)
          -r-
          7
     28      35
SPEEO (MPH)
                                          63

-------
   CM
   CD
   in
    CM
cr>
0 X
  O
  UJo
  o«=>
    o
     *
    CD
                    FIGURE 5-5

HIGH-flLTJTUOE  COMPOS1TE: NGRMflLI ZED NOX  VS SPEED
              ai      ea       3s
                 SPEED (MPH)
                                                    S6
63

-------
                                 FIGURE 5-6
             HIGH-flLTITUOE COMPOSITE: NORMRLI ZED  FE  VS SPEED
                               (S.E.E.=.0125)
   U)
a\
   CM
  LU
  Qo»
  UJo
  oc..
  QO
   o
   O
                              SPEED (MPH)
                                          3S
63

-------
   o
    •
   to
   O


   in
to
  a:


  ^°.
  QtM
   O



   O
                                 FIGURE 5-7


              LGH-flLTITUDE COMPOSITE: NGRMRlIZEO HC VS SPEED


                               (S.E.E.=.0350)
81      88      35

   SPEED (MPH)
S6
63

-------
   C0
    o
    *

    in
o\
U)
  o
  o

  QO
    a
    •

    o
                                FIGURE  5-8


              LOW-flLTITUOE COMPOSITE: NQRMflLIZEO CO VS SPEED
ei      ea      as
   SPEED (MPH)
56
                                            63

-------
(M
                                FIGURE 5-9


            LOW-RLTITUDE  COMPOSITE: NGRMflLIZED NOX  VS  SPEED
 in
x:
o
UJ0"

•—i
_l
cn



oo
o

o,
                  1M
                               38      35
                          SPEED (MPH)
                                                               56
                                                                     63

-------
   
-------
                                  REFEEENCES
1.   "Vehicle Operations Survey," Volume 1,  Final Report for CRC APRAC Project
     No. CAPE 10-68, Scott Research Laboratories, Inc.,  December 17, 1971.

2.   Smith, Malcolm and Michael Manos, "Determination and Evaluation of Urban
     Vehicle Operating Patterns," paper No.  72-177 presented at the 65th Meeting
     of the Air Pollution Control Association, June 18-22, 1972.

3.   Smith, Malcolm and David Weston, "A Technique for Generating Representative
     Driving Cycles," paper No. 72-165 presented at the 65th Meeting of the Air
     Pollution Control Association, June 18-22, 1972.

4.   Smith, Malcolm and David Weston, "Construction of Chassis Dynamometer Test
     Cycles," Volume I, Final Report, Scott Research Laboratories,  Inc., SRL
     Report No. 2948-06-0871, November 18, 1971.

5.   Smith, Malcolm, "Development of Representative Driving Patterns at Various
     Average Route Speeds," Final Report, Scott Research Laboratories, Inc., SRL
     Report No. 2148-07-0274, February 11, 1974.

6.   Kunselman, P. et al, "Automobile Exhaust Emission Modal Analysis Model,"
     Report No. EPA 460/3-74-005, January 1974.
                                     66

-------
                                  Appendix A

                       STATISTICS FOR UNWEIGHTED GM DATA
For the following data samples,

     1.   12-city total, urban follows only
     2.   12-city total, for all follows
     3.   Rural data, for rural follows only
     4.   Rural data, for all follows
     5.   Urban-rural follow data
     6.   Urban data, for urban follows only
     7.   Urban data, for all follows
     8.   Total data sample

the following statistics are contained in this appendix:

     1.   Road Type versus Traffic Density in miles, percentage of miles,
          time, and percentage of time.

     2.   Average speed for each road type and each traffic density.

     3.   Time percentage of time, miles, percentage of miles, and average
          speed, in each traffic density.

     4.   Time percentage of time, miles, percentage of miles, average speed,
          number of trips, and stops per mile on each road type, together with
          the average number of occurrence per trip for each road type.

     5.   Speed distribution frequency, percentage frequency, and cumulative
          percentage frequency.

     6.   Acceleration-deceleration distribution frequency, percentage frequency,
          and cumulative percentage frequency.

     7.   Frequency and percentage frequency in idle, cruise  acceleration,
          and deceleration.

In addition, a summary of follow data is included.
                                    67

-------
_TYPE__yERSUS TRAFFIC, DENS IT. Y_
           FOR
      L2 CITY TOTAL
         (MILES)
1%)
FOR URBAN FOLLOWS ONLY

NO
TRAFFIC
LTGHT
UNINFLUENCED
LIGHT
INFLUENCED
URBAN
LOCAL
118.42
41.92
95.90
33.95
27.65
9.79
URBAN
ARTERY
122.31
4.74
679.93
26.25
210.91
8.14
URBAN
FREEWAY
3.36
0.65
17.43
3.39
4.94
0.96

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
13.02
6.33
19.67
6.96
0.15
0.05
593.01
22.90
365.79
33.43
18.30
0.71
128.49
24.97
233.66
45.41
22.47
4.37

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(3)
2.64
0.93
0.07
O.C2
282.50
ica.oo
92.92
3.59
6.23
0.24
2589.91
100.00
91.59
17.80
12.57
2.44
514.50
100.00
        69

-------
ROADJTYPE .VERSUS. TR A FJF 1C .DENSITY
                FOR
           12  CITY TOTAL


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UN INFLUENCED

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(Z)
FOR URBAN
URBAN
LOCAL
4C7.65
40.14
337. 6fi
33.25
S8.50
9.7J)

75.85
7.47
64.78
8.35
0.37
0.04

10.32
1.02
0.50
0.05
1015.65
100.00
m
FOLLOWS ONLY
URBAN
ARTERY
299.97
4.30
1651.27
23.65
524.27
7.51

1501.20
21.50
2431.07
34.82
57.07
0.82

434.12
6.22
83.57
1.20
6982.52
100.00

URBAN
FREEWAY
5.80
0.84
26.07
3.77
6.70
0.97

151.58
21.95
285.38
41.33
28.57
4.14

144.75
20.96
41.70
6.04
690.55
100.00
             70

-------
                       TYPE_yER_SUS_TRAFFIC_ DENSITY
                                "FOR
                            12 CITY TOTAL
                           (AVERAGE SPEED)	
                                (MPH)
                       FOR URBAN FOLLOWS ONLY
                         URBAN
                         LOCAL
                 URBAN
                 ARTERY
                   URBAN
                  FREEWAY
NU
TRAFFIC
17.43
24.57
34.79
LIGHT
UNINFLUENCED
17.04
24.71
40.11
LIGHT
INFLUENCED
16.34
24.14
44.23
MEDIUM
UNINFLUENCED
14.25
23.70
50.86
MEDIUM
INFLUENCED
13.92
21.37
49.12
HEAVY
UNINFLUENCED
23.78
19.24
47.19
HEAVY
INFLUENCED
15.36
 12.84
 37.96
HEAVY
 STOP  AND  GO
  7.80
 4.47
 18.08
                               71

-------
                 TRAFFIC DENSITY SUMMARY FOR
                         12 CITY TOTAL
                    FOR  URBAN FOLLCKS ONLY
TRAFFIC            TIME                                   AVERAGE
DENSITY	HUN)	TIMEtig    MILES	Mi.LEli_I	SPEED
                                                           (MPH)
NO
TRAFFIC         713.42       8.21    244.59      7.22     20.57
LIGHT
UNINFLUENCED   2015.02      23.19    793.26     23.42      23.62
LIGHT
INFLUENCED	6 2.1*_4_7	IJL 24    243.50	7.1 ?	23.21
MEDIUM
UNINFLUENCED    1728.63      19.90    739.51     21.83      25.67
MEDIUM,
INFLUENCED      2801.23      32.24   1119.12     33.04      23.97
HEAVY
UNINFLUENCED      86.00	0.99	40.92	1_.2_1	28.55
HEAVY
INFLUENCED       589.18      6.78    187.15       5.53      19.06
HEAVY
STOP AND GO      125.77      1.45     18.86      0.56       9.00
TOTALS	8_6J_8 .JJ.	100.00   3386 .91     100 .00	23.39
                                  72

-------
                    __?.PAC_IYPE .SUMMARY __
                              FOR
                         12 CITY TOTAL
                    FOR URBAN FOLLOWS ONLY
                 URBAN        URBAN        URBAN
                 LOCAL	ARTJE RY	F_Rj=E W AY	TOTALS
TIME(MIN)      1015.65      6982.52       690.55       8688.71
TIME,*
                 11.69 _ 80.36 _ 7.95 ___ 100.00
MILES
                282.50      2589.91        514.50       3386.91
MILES,*
                  8.34
                               76.47         15.19        100.00
AVERAGE SPEED
    (MPH)        16.69
                               22.25         44.70
                                                         23.39
AVERAGE NUMBER
OF OCCURRENCES
PER TRIP          1.26
                                1.14
                                             1.03
                                                          1.18
NUP3ER
OF TRIPS
                   915
                                1649
                                              138
                                                          2702
STOPS/MILE   _ 1.43
                                1.37
                                             0.12
                                                          1.19
                             73

-------
SPEED DISTRIBUTION
FOR
12 CITY TOTAL

SPEED RANGE
(MPH)
ZERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
22.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -1CC.O
FOR URBAN
FREQUENCY
56097
19494
31136
37917
42640
50145
59433
68485
61182
37411
23158
15275
1C630
5624
1588
FOLLOWS CNLY
FREQUENCY,?
10.78
3.74
5.98
7.28
8.23
9.63
11.42
13.15
11.75
7.19
4.45
2.93
2.0d
1.08
0.31
CUMULATIVE
FREQUENCY,*
10.78
14.52
20.50
27.76
36.01
45.64
57.06
70.21
81.97
89.15
93.60
96.53
98.61
99.69
100.00
74

-------
ACCEL/DECEL DISTRIBUTION
FOR
12 CITY TOTAL


ACCEL/DECEL RANGE
IMPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
- -7.5
	 6.5
	 5.5
- -4.5
	 3.5
	 2.5
- -1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FOR URBAN FOLLOWS
FREQUENCY
88
12
57
207
645
229C
65C3
21987
266S5
55343
250343
98857
29212
15584
7329
1249
123
10
1
0
18
ONLY
FREQUENCY,?
0.02
0.00
C.01
0.04
0.12
0.44
1.25
4.24
5.53
10.67
48.28
19.06
5.63
3.01
1.41
0.24
0.02
0.00
0.00
0.0
Q.OO
CUMULATIVE
FREQUENCY,*
0.02
0.02
0.03
0.07
0.19
0.64
1.39
6.13
11.66
22.34
70.61
89.68
95.31
98.32
99.73
99.97
99.99
100.00
100.00
100.00
100.00
75

-------
                   OPERATIONAL  MODE  SUMMARY
                              FOR
                          12  CITY  TOTAL	
                    FOR  URBAN  FOLLOWS  ONLY
OPERATIONAL MODE
FREQUENCY
FREQUENCY,
IDLE
  51832
  10.00
CRUISE
 198511
  38.28
ACCELERATION
152383
29.39
DECELERATION
 115827
  22. 34
                              76

-------
*PAD_J^YPE_VERSySTRAFFIC OENSITY_
            ""



NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
12
FOR
URBAN
LOCAL
139.71
42.77
107.46
32.90
30.60
9.37
FOR
CITY TOTAL
(MILES)
ALL FOLLOWS
URBAN
ARTERY
161.85
5.08

26.52
268.85
8.43


URBAN
FREEWAY
3.91
0.44
30.85
3.46
10.17
1.14

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
21.17
6.48
23.29
7.13
\
0.13
0.06
715.25
22.44
10
32.82
21.80
0.68
252.32
28.31
413.88
46.43
27.44
3.08

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
4.21
1.29
O.C7
C.02
326.68
121.59
3.81
6.91
0.22
3187.77
139.58
15.66
13.21
1.48
891.35
100.00
           77

-------
ROAD TYPE VERSUS TRAFFIC DENSITY



NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(Z)
12
<
FOR
URBAN
. LOCAL
474.78
40. Bl
377.42
22.44
109.13
9.38

89.58
7.70
S7.08
8.34
0.42
0.04

14.45
1.24
0.52
0.04
1163.38
100.00
FOR
CITY TOTAL
MINUTES)
m
ALL FOLLOWS
URBAN
ARTERY
381.43 '
4.58
1994.42
23.93
650.57
7.80

1787.12
21.44
2855.23
34.25
69.62
0.84

508.80
6.10
88.32
1.06
8335.50
100.00


URBAN
FREEWAY
6.80
0.60
42.93
3.76
15.00
1.32

290.00
25.54
495.92
43.68
34.33
3.02

204.28
17.99
46.10
4.06
1135.37
100.00
          78

-------
                  _BO AO_TYPE_J/ERSUS JTR AFFJJLJENS ITY
                                 FOR
                             L2 CITY TOTAL
                                 IMPH)
                           FOR ALL  FOLLOWS
                         URBAN
                         LOCAL
                 URBAN
                 ARTERY
                   URBAN
                  FREEWAY
NO
TRAFFIC
17.66
25.46
34.50
LIGHT
UNINFLUENCED
17.08
25.43
43.12
LIGHT
INFLUENCED
16.82
24.79
40.67
MEDIUM
UNINFLUENCED
14.18
24.01
52.20
MEDIUM
INFLUENCED
14.40
21.99
50.07
HEAVY
UNINFLUENCED
26.06
18.79
47.95
HEAVY
INFLUENCED
17.47
14.34
40.99
HEAVY
ST3P AND GD
 7.55
 4.69
 17.19
                               79

-------
                           DENSITY. SUMMARY __f_OR ._	
12 CITY TOTAL
FOR ALL FOLLOWS
TRAFFIC TIME
DENSITY IMIN) TIME,? MILES fILEStS
AVERAGE
SPEED
(MPH)
NO
TRAFFIC 863. C2 8.12 305.46 ' 6.93
21.24
LIGHT
UNINFLUENCED 2414.77 22.71 S83.56 22.32
LIGHT
INFLUFNCED 774.70 7.28 309.61 7.03

MEDIUM
UNINFLUENCED 2166.70 20.37 968.73 22.44
24.44
23.98

27.38
MEDIUM
INFLUENCED 3448.23 32.43 1483.45 33.67
HEAVY
UNINFLUENCED 104.37 C.98 49.42 1.12
25.81
28.41
*
HEAVY
INFLUENCED 727.53 6.64 265.38 6.02
21.89
HEAVY
STOP AND GO L34.93 1.27 20.18 0.46
8.98
TOTALS         10634.25     100.00   4405.80     100.00     24.86
                                    80

-------
                       J*PAD TY PE_SLmMARY_
                             "FOR
                          12 CITY TOTAL
                        FOR ALL FOLLOWS
                 URBAN
                 LOCAL
              URBAN
              ARTERY
 URBAN
FREEWAY
                                     TOTALS
TIME(MIN)      1163.38       8335.50       1135.37      10634.25
TIME*?
 10.94	78.38	10.68	100.00
MILES
326.68      3187.77       891.35      4405.80
MILES,?
  7.41        72.35        20.23       100.00
AVERAGE SPEED
    (MPH)
 16.85        22.95
 47.10        24.86
AVERAGE NUMBER
OF OCCURRENCES
PER TRIP
1.26         1.22
                            1.06
               1.22
NUMBER
OF TRIPS
1071         1919
                             216
               3206
STOPS/MILE         1.39
               1.28
  0.09
                                       1.05
                              81

-------
SPEED DISTRIBUTION
FOR
12 CITY TOTAL
FOR ALL
SPEED RANGE FREQUENCY
(MPH)
ZERO 6454C
0.1 - 2.5 22271
2.5 - 7.5 35375
7.5 - 12.5 43505
12.5 - 17.5 49221
17.5 - 22.5 57911
22.5 - 27.5 69213
27.5 - 32.5 80560
32.5 - 37.5 75914
37.5 - 42.5 48828
42.5 - 47.5 31704
47.5 - 52.5 23080
52.5 - 57.5 2002S
57.5 - 62.5 11778
62.5 -100.0 3315
FOLLOWS
FREQUENCY,?
11.27
3.89
6.18
7.60
8.59
10.11
12.09
14.07
13.26
8.53
5.54
4.03
3.50
2.06
0.58
CUMULATIVE
FREQUENCY,*
11.27
15.16
21.34
28.93
37.53
47.64
59.72
73.79
87.04
95.57
101.11
105.14
108.63
110.69
111.27
82

-------
ACCEL/DECEL DISTRIBUTION
FOR
12 CITY TOTAL


ACCEL/DECEL RANGE
IMPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
A. 5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
	 7.5
	 6.5
	 5.5
	 4.5
	 3.5
	 2.5
- -1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FOR ALL
FREQUENCY
96
15
66
242
780
2739
7645
25801
3381C
67671
310885
121901
34482
18505
8636
1463
153
16
2
0
20
FOLLOWS
FREQUENCY t?
0.02
0.00
0.01
0.04
0.12
0.43
1.20
4.06
5.33
10.66
48.96
19.20
5.43
2.91
1.36
0.23
0.02
0.00
0.00
0.0
0.00
CUMULATIVE
FREQUENCYt?
0.02
0.02
0.03
0.07
0.19
0.62
1.82
5.89
11.21
21.87
70.83
90.03
95.46
98.38
99.74
99.97
99.99
100.00
100.00
100.00
100.00
83

-------
                   OPERATIONAL MODE SUMMARY
                              FOR
                   	12_£ITY TOTAL	
                        FOR ALL FOLLOWS
OPERATIONAL MODE
FREQUENCY
FREQUENCY,?
IDLE
  55651
                                                      9.39
CRUISE
 251234
                                                     39.57
ACCELERATION
 18517B
  29.17
DECELERATION
 138865
  21.87
                                84

-------
ROAD TYPE__VEJLSUS__IR.AFFIC  DENSITY
                FOR
            RURAL DATA
              (MILES)


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
FOR RURAL
RURAL
LOCAL
58.64
97.90

0.32
O.S6
1.60
(X)
FOLLOWS ONLY
RURAL
ARTERY
70.95
56.27
25.77

19.66
15.59

RURAL
FREEWAY
1.13
0.59
38.85
20.30
2.86
1.49

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
0.11
0.18
0.0
0.0
0.0
0.0
4.64
3.68
5.06
4.01
0.0
0.0
80.20
41.91
57.22
29.90
1.39
0.73

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
0.0
0.0
0.0
0.0
55.89
ICO. 00
0.0
0.0
0.0
0.0
126.08
100.00
9.64
5.04
0.09
0.05
191.38
100.00
              85

-------
J?.QAD  TYPE__VERSyS
                FDR
            RURAL DATA
             (MINUTES)
          IC_DENSITY_


NO
TRAFFIC.
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
FOR RURAL
RURAL
LOCAL
98.37
97.25
0.45
0.44
2.03
2.01

C. 30
0.30
0.0
0.0
0.0
0.0
U)
FOLLOWS ONLY
RURAL
ARTERY
95.90
55.20
34.48
19.85
31.42
18. 08

6.35
3.66
5.58
3.21
0.0
0.0

RURAL
FREEWAY
1.55
0.77
38.70
19.24
3.15
1.57

83.02
41.28
58.85
29.26
1.58
0.79

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(2)
0.0
0.0
0.0
0.0
101.15
ICO. 00
0.0
0.0
0.0
0.0
173.73
100.00
13.86
6.90
0.36
0.19
201.12
100.00
86

-------
                  ?QAO_TYPE VERSUS TRAFFIC DENSITY
                                 FOR
                             RURAL DATA
                  	(AVERAGE SPEED)	
                                1MPH)
                       FOR RURAL FOLLOWS ONLY
                         RURAL
                         LOCAL
                 RURAL
                 ARTERY
                   RURAL
                  FREEWAY
NO
TRAFFIC
35.77
44.39
43.58
LIGHT
UNINFLUENCED
25.76
44.84
60.24
LIGHT
INFLUENCED
28.25
37.55
54.49
MEDIUM
UNINFLUENCED
21.71
43.85
57.96
MEDIUM
INFLUENCED
 0.0
54.38
58.34
HEAVY
UNINFLUENCED
 Q.O
 0.0
52.72
HEAVY
INFLUENCED
 0.0
 0.0
41.64
HEAVY
STOP AND GO
 0.0
 0.0
14.35
                               87

-------
JLRAFFIC DENSITY SUMMARY FOR

TRAFFIC
DENSITY

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED

HEAVY
INFLUENCED
HEAVY
STDP AND GO
TOTALS
RURAL DATA
FCR RURAL FOLLOWS ONLY
TIME AVERAGE
(MIN) TIME,? MILES PILES,? SPEED
(MPH)
195. £2 41.14 130.71 34.64 40.05

73.63 15.47 64.82 17.18 52.82
36.60 7.69 23.48 6.22 38.49

89.67 18.84 84.95 22.51 56.84

64.43 13.54 62.28 16.50 58.00
1.58 0.33 1.39 0.37 52.72

13.88 2.92 9.64 2.55 41.64

0.38 0.08 0.09 0.02 14.35
476.00 ICO. 00 377.36 100.00 47.57
                  88

-------
                    	ROAC_IYPE_SJ.LMMARY	
                               FOR
                          RURAL  DATA
                    FOR ftURAL  FOLLOWS_OJNU1	
                 RURAL         RURAL         RURAL
                 LOCAL	ARTERY	 FRE E WAY	TOTAL S
TIME(MIN)       1C1.15        173.73        201.12       476.00
TTMC.%
36. 5Q
                                                        IQQ.QO
MILES
                 59.89       126.08        191.38        377.36
MILES,?
                 15.87        33.41        50.72        100.00
AVERAGE SPEED
    (MPH1         35.53
                              43.54	57.10
                          47.57
AVERAGE NUMBER
OF OCCURRENCES
PER TRIP           1.00
                                1.00
              1.00
           1.00
NUMBER
OF TRIPS
                    11
   37
23
71
STOPS/MILE	0.15	0.06          0.02
                                                          0.05
                              89

-------
SPEED DISTRIBUTION
FOR
RURAL DATA

SPEED RANGE
(MPH)
ZERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FOR RURAL
FREQUENCY
230
138
350
699
439
764
791
1073
2C99
2283
2548
3955
4610
3193
5170
FOLLOWS ONLY
FREQUENCY, %
0.81
0.48
1.23
3.15
1.54
2.68
2.77
3.76
7.35
8.00
8.93
13.86
16.15
11.19
18.11
CUMULATIVE
FREQUENCY,?
0.81
1.29
2.52
5.67
7.20
9.88
12.65
16.41
23.76
31.76
40.69
54.55
70.70
81.89
100.00
90

-------
ACCEL/DECEL DISTRIBUTION
FOR
RURAL DATA


ACCEL/D6CEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9,5
	 9.5
	 8.5
	 7.5
- -6.5
	 5.5
	 4.5
	 3.5
	 2.5
	 1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 5Q. Q
FOR RURAL FOLLOWS
FREQUENCY
9
4
9
19
25
67
134
397
587
1912
19463
4793
510
285
iqc
55
8
C
1
0
5
ONLY
FREQUENCY,?
0.03
0.01
0.03
0.07
0.09
0.24
0.47
1.39
2.06
6.72
68.36
16.33
1.79
1.00
0.67
0.19
0.03
0.0
0.00
0.0
0.02
CUMULATIVE
FREUUENCYf*
0.03
0.05
0.08
0.14
0.23
0.47
0.94
2.33
4.39
11.11
79.46
96.30
98.09
99.09
99.76
99.95
99.98
99.98
99.98
99.98
100.00
91

-------
                   OPERATIONAL MODE SUMMARY
                              FOR
                      	RURAL DATA
                    FOR RURAL FOLLOWS ONLY
OPERATIONAL MODE               FREQUENCY           FREQUENCY,?
IDLE                      •         208                0.73
CRUISE                           19255               67.63
ACCELERATION                      5847               20.54
DECELERATION                      3163               11.11
                                92

-------
ROAD TYPE  VERSUS  TRAFFIC DENSITY
                FOR "."
            RURAL  DATA
               M LLJSJ
m
FOR ALL FOLLOWS

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
RURAL
LOCAL
76.07
84.57
7.45
8.32
3.55
3.94
RURAL
ARTERY
152.78
31.92
127.39
26.72
81.24
16.97
RURAL
FREEWAY
17.48
1.45
201.94
16.72
15.30
1.27

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
1.83
2.04

1.10
0.0
0.0
36.37
7.60
79.79
16.67
0.06
0.01
435.45
36.06
338.90
32.21
31.06
2.57

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
0.01
O.Oi
0.01
0.02
89.95
100. GO
0.55
0.12

C.OO
478.71
100.00
115.20
9.54
2.13
0.18
1207.45
100.00
             93

-------
NO
TRAFFIC
                   ROAD_ TY__PE_VERSUS_ TRAFFIC DENSITY
                                  FOR
                              RURAL DATA
                  	(_MI_N U TESJ	
                                  U)
                            FOR ALL FOLLOWS
                          RURAL
                          LOCAL
145.13
 77.30
                  RURAL
                  ARTERY
                208.37
                 32.00
                                    RURAL
                                   FREEWAY
                     21.33
                      1.57
LIGHT
UNINFLUENCED
 2_2_.8_2_
 12.15
               JL63.3J1
                 25.09
                    227.12
                     16.69
LIGHT
INFLUENCED
  8.03
                118.68
                     19.87
                      1.46
MEDIUM
UNINFLUENCED
  8.43
  4. AS
                 47.83
                  7.35
                    466.68
                     34.30
MEDIUM
INFLUENCED
JL-28
 1.75
Jll.1.78
  17.17
                                     427.68
                                      31.43
HEAVY
UNINFLUENCED
  0.0
  0.0
                  0.07
                  0.01
                     36.53
                      2.68
HEAVY
INFLUENCED
  0.02
  O.C1
                  0.87
                  0.13
                    156.18
                     11.46
HEAVY
STOP AND GO
  0.03
  0.02
                  0.01
                                     5.30
                      0.39
TOTALS
 (I)
187.75
ICO. 00
                651.20
                100.00
                   1360.70
                    100.00
                               94

-------
                  J*OAD_TYP£_yER_SUS TRAFF IC__DENS1TY_
                                 FOR
                             RURAL DATA
                  	(AVERAGE SPEED)	
                                (MPH)
                           FOR ALL FOLLOWS
                         RURAL
                         LOCAL
                 RURAL
                 ARTERY
                   RURAL
                  FREEWAY
NO
TRAFFIC
31;45
43.99
49.17
 IGHT
UNINFLUENCED
19.69
46.97
53.35
LIGHT
INFLUENCED
26.48
41.00
46.21
MEDIUM
UNINFLUENCED
13.05
45.62
55.96
MEDIUM
INFLUENCED
16.C6
42.83
54.56
HEAVY
UNINFLUENCED
 0.0
50.22
 51.01
HEAVY
INFLUENCED
27.20
 38.17
44.26
 HEAVY
 STOP  AND  GO
 24.55
 42.02
 24.09
                               95

-------
                 JLRAFFI C _DENS ITY JSUhMARY FOR
                          RURAL CATA
                        FOP ALL FOLLOWS
TRAFFIC
DENSITY
                  TIME
                 (MINI
JJJ1E ,_|	MILES     KILES,
AVERAGE
 SPEED
                                                           (MPH)
NC
TRAFFIC
                37-4.63      17.04     246.33      13.87     39.43
_L_L&HI_
UNINFLUENCED     413.30     18.79    337.32     18.99     48.97
 LIGHT
 INFLUENCED
                146.78	6.67     10 Q ._Q9	5.64     40.91
MEDIUM
UNINFLUENCED    522.95
                            23.77    473.65     26.67      54.34
 MEDIUM
 INFLUENCED       542.75     24.67    469.68     26.44      51.92
 HEAVY
 UNINFLUENCED
                 36.60       1.66      31.11	1.75	  51.01
HEAVY
INFLUENCED
                157.C7       7.14     115.76      6.52     44.22
HEAVY
STOP  AND GO        5.37      0.24      2.17      0.12      24.21
 TOTALS
               2199.65     1S 0.00    1776.11	10 0,, 0.0	4 6.45
                                  96

-------
                        (LOAD J.YP.E SUMMARY	
                               FOR
                           RURAL CATA
                         FOR  ALL FOLLOWS	
                 RURAL
                 LOCAL
              RURAL
              ARTERY
           RURAL
          FREEWAY
          TOTALS
TIME1MINJ        167.75        651.20      1360.70      2199.65
TIME.
              29.60        61.86       100.00
MILES
89.95        478.71      1207.45      1776.11
MILES,S
 5.06         26.95        67.98        100.00
AVERAGE SPEED
    (MPH1
_2_8 .J.4	44 • JJL	5 3_. ,24	48.45
AVERAGE NUMBER
OF OCCURRENCES
PER TRIP           1,16
               1.25
            1.07
            1.14
NUMBER
OF TRIPS
   111
123
212
446
STCPS/.MILE	0.36
               0.08
            0.02
            0.06
                              97

-------
SPEED DISTRIBUTION
FOR
RURAL DATA
FOR ALL FOLLOWS
CUMULATIVE
SPEED RANGE FREQUENCY
(MPH)
ZERO 1064
0.1 - 2.5 578
2.5 - 7.5 1309
7.5 - 12.5 2133
12.5 - 17.5 1947
17.5 - 22.5 3096
22.5 - 27.5 3529
27.5 - 32.5 4852
32.5 - 37.5 6718
37.5 - 42.5 8825
42.5 - 47.5 12047
47.5 - 52.5 20384
52.5 - 57.5 27951
57.5 - 62.5 222S8
62.5 -100.0 1517C
FREQUENCY,* FREQUENCY,?
0.81
0.44
0.99
1.62
1.48
2.35
2.68
3.68
5.09
6.69
9.13
15.45
21.19
16.91
11.50
0.81
1.24
2.24
3.85
5.33
7.68
10.35
14.03
19.12
25.82
34.95
50.40
71.59
88.50
100.00
98

-------
ACCEL/DECEL DISTRIBUTION
FOR
RURAL DATA


ACCEL/DECEL RANGE
CMPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3,5
4.5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
	 7.5
	 6.5
	 5.5
	 4.5
	 3.5
	 2.5
- -1.5
	 0.5
- 0.5 '
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FOR ALL
FREQUENCY
16
5
11
29
51
202
483
1738
2641
11224
86592
24723
2357
968
540
100
16
7
3
0
9
FOLLOWS
FREQUENCY,?
0.01
0.00
0.01
0.02
0.04
0.15
0.37
1.32
2.01
8.52
65.74
18.77
1.79
0.73
0.41
0.03
0.01
0.01
0.00
0.0
0.01
CUMULATIVE
FREQUENCY,?
0.01
0.02
0.02
0.05
0.09
0.24-
0.61
1.92
3.93
12.45
78.19
96.96
98.75
99.49
99.90
99.97
99.99
99.99
99.99
99.99
100.00
99

-------
                   OPERATIC.MAL  MODE  SUMMARY
                               FOR
                           RURAL DATA
                        FOR  ALL  FOLLOWS
OPERATIONAL MODE
FREQUENCY
FREQUENCY,*
IDLE
    961
   0.73
CRUISE
  85631
  65.01
ACCELERATION
  28723
  21.81
DECELERATION
  16400
  12.45
                                100

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
URBAN-RURAL CATA
(MILES)
U)
FOR URBAN-RURAL FOLLOWS ONLY

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
23.15
45.13
13.54
26.40
5.59
10.90
3.25
6.34
4.16
8.11
0.04
0.07
1.57
3.05
0.0
0.0
51.30
100.00
URBAN
ARTERY
43.18
6.13
199.87
28.35
75.63
10.73
134.64
19.10
218.02
30.93
3.50
0.50
29.35
4.16
0.70
0.10
704.88
ICO. 00
URBAN
FREEWAY
0.55
0.14
13.96
3.60
6.06
1.56
127.42
32.87
186.04
47.99
4.97
1.28
47.99
12.38
0.64
0.17
387.63
100.00
RURAL
LOCAL
17.43
58.01
7.29
24.27
2.59
8.61
1.73
5.74
0.99
3.29
0.0
0.0
0.01
0.03
0.01
0.05
30.05
100.00
RURAL
ARTERY
81.83
23.21
102.12
28.96
61.58
17.46
31.73
9.00
74.73
21.19
0.06
0.02
0.55
0.16
0.02
0.01
352.62
100.00
RURAL
FREEWAY
16.36
1.61
163.09
16.05
12.44
1.22
355.25
34.96
331.67
32.64
29.67
2.92
105.57
10.39
2.04
0.20
1016.07
100.00
     101

-------
3PAD _IYj>E_ VER.SUS_TRAFFLC_ DJENSJ_TY_
FOR
URBAN-RUR^L DATA
(MINUTES)
m
FOR URBAM-RURAL

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
—UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
URBAN
LOCAL
72.45
42.57
46.32
27.21
18.70
10.99
14.55
8.55
13.98
6.22
0.05
0.03
4.13
2.43
0.02
0.01
170.20
100,0,0 . .
URBAN
ARTERY
68.27
5.64
403.92
25.83
161.68
10.34
312.22
19.97
502.63
32.14
12.55
0.80
77.62
4.96
4.78
0.31
15£3.67
100.00
URBAN
FR^JWAY
1.00
0.22
17.98
3.91
9.28
2.02
142.62
31.03
219.02
47.65
5.77
1.25
59.53
12.95
4.40
0.96
459.60
100.00
FOLLOWS CNLY
RURAL
LOCAL
46.77
54.00
22.37
25.83
6.00
6.93
8.13
9.39
3.28
3.79
0.0
0.0
0.02
0.02 .
0.03 ,
0.04
86.60
100.00
RURAL
ARTERY
112.47
23.55
128.88
26.99
87.47
18.32
41.48
8.69
106.20
22.24
0.07
0.01
0.87
0.18
0.03
0.01
477.47
100.00
RURAL
FREEWAY
19.78
1.71
188.42
16.25
16.72
1.44
383.67
33.09
368.83
31.81
34.95
3.01
142.30
12.27
4.92
0.42
1159.58
100.00
     102

-------
ROAD TYPE  VERSUS TRAFFIC DENSITY
FOR
URBAN-RURAL CATA
(AVERAGE SPEED)
(MPH)
FOR URBAN-RURAL FOLLOWS ONLY

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MtDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
URBAN URBAN URBAN
LOCAL ARTERY FREEWAY
19.17 29.35 32.81
17.55 29.69 46.59

17.94 28.07 39.18
13.41 25.87 53.61
17.85 26.03 50.97

42.72 16.75 51.70
22.75 22.69 48.36
0.0 8.73 8.75
RURAL RURAL
LOCAL ARTERY
22.36 43.66
19.57 47.54

25.89 42.24
12.73 45.89
18.06 42.22

0.0 50.22
27.20 38.17
24.55 42.02
RURAL
FREEWAY
49.61
51.93

44.65
55.56
53.96

50.93
44.51
24.85
           103

-------
                 TRAFFIC DENS_I TY  SUMMARY  FOR
                      URBAN-RURAL DATA
                FOR URBAN-RURAL  FOLLCHS ONLY
TRAFFIC           TIME                                   AVERAGE
DENSITY	(MIM	LLMEjj;	M1LE_S_	HILESyS     SPEED
                                                          (MPH)
NC
TRAFFIC         340.73       8.70     182.50      7.18      32.14
LIGHT
UNINFLUENCED    807.88      20.62     499.88      19.66      37.13
LIGHT
INFLUENCED      299. £5	2_.JL§	163.89	6.45_ _  32.79
MEDIUM
UNINFLUENCED    902.67     23.04     654.01      25.72      43.47
MEDIUM
INFLUENCED     1213.S5      30.99     815.62      32.08      40.31
HEAVY
UNINFLUENCED     53.38	1.36      38.23	1. 50	42.97
HEAVY
INFLUENCED      284.47       7.26     185.03       7.28      39.03
HEAVY
STOP AND GO      14.18       0.36       3.41       0.13     14.43
TOTALS	    3917.12     100.CD    2542.56    100.00	38.95
                                104

-------
                          ROAD TYPE SUMMARY
                                 FOR
                                    L DATA
                     FOR URBAN-RURAL FOLLOWS CNLY

                URBAN   URBAN   URBAN   RURAL   RURAL   RURAL
                LOCAL  ARTERY  FREEWAY  LOCAL  ARTERY  FREEWAY  TOTALS
TIMECMIN)      170.20 1563.67  459.60   86.60  477.47 1159.58  3917.12
TIME,*
 4.35   39.92   11.73    2.21   12.19   29.60   100.00
MILES
51.30  704.88  387.63   30.05  352.62 1016.07  2542.56
MILES,*
 2.C2   27.72   15.25    1.18   13.87   39.96   100.00
AVERAGE SPEED
    (MPH)       18.09   27.05   50.60   20.82   44.31   52.57    38.95
AVERAGE NUMBER
OF OCCURRENCES
PER TRIP
 1.30    1.63    1.10    1.18    1.36    1.07      1.34
NUMBER
OF TRIPS
  178     320     	84     100	  86      189	957
STOPS/MILE        1.21     0.82     0.06     0.77     0.09     0.02     0.29
                                 105

-------
SPEED DISTRIBUTION
FOR
URBAN-RURAL DATA

SPEED RANGE
(MPH)
ZERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FOR URBAN-RURAL
FREQUENCY
10066
3539
5711
7514
8670
11208
13909
17853
21433
19896
19574
25190
3291E
25482
11903
FOLLOWS ONLY
FREQUENCY, Z
4.29
1.51
2.43
3.20
3.69
4.77
5.92
7.60
9.13
8.47
8.33
10.73
14.02
10.85
5.07
CUMULATIVE
FREQUENCY,?
4.29
5.79
8.22
11.42
15.11
19.89
25.81
33.41
42.54
51.01
59.34
70.07
84.08
94.93
100.00
106

-------
ACCEL/OECEL DISTRIBUTION
FOR
URRAN-RURAL DATA

FOR
ACCEL/OECEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
- -9.5
	 8.5
	 7.5
	 6.5
	 5.5
	 4.5
	 3.5
	 2.5
	 1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
URBAN-RURAL
FREQUENCY
15
5
13
46
172
637
1605
5650
7781
23320
135378
45926
7786
3924
1840
2S8
39
13
3
0
6
FOLLOWS ONLY
FREQUENCY,?
0.01
0.00
0.01
0.02
0.07
0.27
0.68
2.41
3.32
9.95
57.74
19.59
3.32
1.67
0.78
0.13
0.02
0.01
0.00
0.0
0.00
CUMULATIVE
FREQUENCY,?
0.01
0.01
0.01
0.03
0.11
0.38
1.06
3.47
6.79
16.74
74.48
94.07
97.39
99.06
<39.S5
99.97
99.99
100.00
100.00
100.00
100.00
107

-------
                   OPERATIONAL  MODE  SUMMARY
                              FOR
                       URBAN-RURAL DATA	
                 FOR URBAN-RURAL  FOLLOWS  ONLY
OPERATIONAL MODE                FREQUENCY            FREQUENCY,?
IDLE                               9288                 3.96
CRUISE
ACCELERATION
126090
59835
53.78
25.52
DECELERATION                      39244                16.74
                                108

-------
IYPE VERSUS TRAFFIC_DENSJTY_
          FOR
      URBAN DATA


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
FOR URBAN
URBAN
LOCAL
119.60
41.72
57.61
34.05
27.93
S.74
m
FOLLOWS ONLY
URBAN
ARTF.RY
124.98
4.75
694.24
26.37
217.28
8.25

URBAN
FREEWAY
3.36
0.65
17.44
3.36
4.94
0.95

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
18.03
6.29
20.64
7.20
0.15
0.05
599.66
22.78
878.27
33.36
18.30
0.70
130.34
25.09
236.76
45.56
22.47
4.33

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(2)
2.64
0.92
O.C7
0.02
286.66
ICO. CO
93.43
3.55
6.23
0.24
2632.39
100.00
91.59
17.63
12.57
2.42
519.47
100.00
       109

-------
_RpAD_TYJPE  VERSUS TRAfFIC DENS ITV
                 FOR
             URBAN DATA
              (MINUTES)
m
FOR URBAN FOLLOWS CNLY

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
UREAN
LOCAL
411.60
39.89
343.90
33.31
ICO. 38
9.72

75.88
7.35
89,23
8.64
0.37
0.04
URBAN
ARTERY
304.92
4.30
1685.30
23.75
538.18
7.58

1515.58
21.36
2475.08
34.88
57.07
O.BO
URBAN
FREEWAY
5. BO
0.83
26.10
3.75
6.70
0.96

153.65 r
22.06
289.32
41.53
28.57
4. 10

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(Z)
10.32
1.00
0.50
0.05
1022.38
100.00
437.06
6.16
83.58
1.18
7096.80
100.00
144.75
20.78
41.70
5.99
•
696.58
100.00
               110

-------
                  ROAD TYPE VERSUS TRAFFIC DENSITY.



NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
FOR
URBAN DATA
(AVERAGE SPEED)
(UPHJ
FOR URBAN FOLLOWS ONLY
URBAN URBAN URBAN
LOCAL ARTERY FREEWAY
17.43 24.59 34.79

17.03 24.72 40.10
16.70 24.22 44.23

14.25 23.74 50.90
MEDIUM
INFLUENCED
13.88
21.29
49.10
HEAVY
UNINFLUENCED
23.78
19.24
47.19
HEAVY
INFLUENCED
15.36
12.82
37.96
HEAVY
STOP AND GO
 7.80
 4.47
 18.08
                              111

-------
                  TRAFFIC  DENSITY  SUMMARY FOR _
                          URBAN  DATA
                    FOR  URBAN  FOLLOWS  ONLY
TRAFFIC            TIME                                   AVERAGE
DENSITY	(MIN)	TIMEt*     MIL ES	MILEStS    SPEE D
                                                          (MPH)
NO
TRAFFIC          722.52       8.19     247.94       7.21     20.59
LIGHT
UNINFLUENCED    2055.3C      23.29     809.30      23.54     23.63
LIGHT
INFLUENCED	645.27	T^SJ	250.15	7.27      23.26
MEDIUM
UNINFLUENCED   1745.12      19.77     748.02      21.75      25.72
MEDIUM
INFLUENCED     2853.63     32.33    1135.68      33.03      23.88
HEAVY
UNINFLUENCED	8.6._CO	0.97      40.92	_!_•. 19	28.55
HEAVY
INFLUENCED      592.15      6.71     187.66       5.46      19.01
HEAVY
STOP AND GO     125.78      1.43      18.86       0.55       9.00
TOTALS	8825.76    100.00   3438.53     100.00      23.3 8
                                 112

-------
                        ROAD  TYPE  SUMMARY 	
                               FOR"
                           URBAN  DATA
                     FOR URBAN  POLL0W S_ONLY_
                  URBAN         URBAN        URBAN
                  LOCAL         ARTERY	FREEWAY	TOTALS
TIME(MIN)       1032.38      7096.80       656.58      8825.76
TIME.*	11.70	8G.,4J	7.89	1QQ.QO
MILES            286.66      2632.39       519.47      3438.53
MILES,?            8.34        76.56        15.11       100.00
 AVERAGE  SPEED
	(MPHj	      16.66        22.26    	44.74        23.38
 AVERAGE NUMBER
OF  OCCURRENCES
PER TRIP           1.26         1.15         1.03          1.18
 NUMBER
 OF  TRIPS           932         1686          141          2759
 STOPS/MILE	1.44         1.37	    0.12	1.19
                              113

-------
SPEED DISTRIBUTION
FOR
URBAN DATA
FOR URBAN
SPEED RANGE FREQUENCY
(MPH)
ZERO 57136
0.1 - 2.5 19770
2.5 - 7.5 31669
7.5 - 12.5 38514
12.5 - 17.5 . 4356C
17.5 - 22.5 50908
22.5 - 27.5 60363
27.5 - 32.5 69372
32.5 - 37.5 62099
37.5 - 42.5 38108
42.5 - 47.5 23625
47.5 - 52.5 15514
52.5 - 57.5 10912
57.5 - 62.5 5691
62.5 -100.0 1597
FOLLOWS ONLY
FREQUENCY,?
10.80
3.74
5.99
7.28
8.24
9.63
11.41
13.12
11.74
7.21
4.47
2.93
2.06
1.08
0.30
CUMULATIVE
FREQUENCY,*
10.80
14.54
20.53
27.81
36.05
45.68
57.09
70.21
81.95
89.16
93.62
96.56
98.62
99.70
100.00
114

-------
ACCEL/CECEL DISTRIBUTION
FOR
URBAN DATA
FOR URBAN FOLLOWS ONLY
CUMULATIVE
ACCEL/OFCEL RANGE
(MPH/SEC)
-50.0
-9.5
-S. 5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
^n*?
4.5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
	 7.5
	 6.5
	 5.5
	 4.5
	 3.5
	 2.5
	 1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FREQUENCY
88
13
57
207
652
2330
658C
22335
29132
56164
254586
100341
29647
15796
7400
1259
123
10
1
0
IB
FREQUENCY,* FREQUENCY,*
0.02
O.CO
0.01
0.04
0.12
0.44
1.25
4.24
5.53
10.66
48.33
19.05
5.63
3.00
1.40
0.24
0.02
O.CO
0.00
0.0
0.00
0.02
0.02
0.03
0.07
0.19
0.64
1.88
6.12
11.66
22.32
70.65
89.70
95.33
98.33
99.73
99.97
99.99
100.00
100.00
100.00
100.00
115

-------
                   OPERATIONAL MODE  SUMMARY
                              FOR
                          URBAN DATA
                    FOR URBAN FOLLOWS ONLY
OPERATICNAL MODE
FREQUENCY
FREQUENCY
IDLE
  52810
  10.03
CRUISE
ACCELERATION
201776
154595
38.31
29.35
DECELERATION
 117558
  22.32
                               116

-------
ROAD TYPE  VERSUS JTRAFF IC J)ENS IT Y
                FOR
            URBAN DATA
              (MILES)


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
u
FOR ALL
URBAN
LOCAL
142.75
42.24
111.16
32-89
33.52
9.92
)
FOLLOWS
URBAN
ARTERY
168.16
5.04
894.11
26.79
292.91
8.78

URBAN
FREEWAY
3.91
0.43
31.41
3.46
11.00
1.21

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
21.28
6.30
24.80
7.34
0.18
0.05
734.29
22.00
1096.30
32.85
21.80
0.65
257.76
28.42
422.80
46.61
27.44
3.02

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
4.21
1.25
0.07
0.02
337.96
iCO.,00 	
122.77
3.68
6.93
0.21
3337.27
100.00
139.58
15.39
13.21
1.46
907.10
100.00
              117

-------
ROAD_IY_P E_VER SIJS_ TRAFF.I C._DENS ITY _.
FOR
URBAN DATA
(MINUTES)


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(*)
FOR
UREAN
LOCAL
484.25
40.27
390.22
32.45
119.06
9.90

90. A3
7.52
103.22
8.58
0.42
0.03

14.45
1.20
0,52
0.04
1202.58
100.00
(2)
ALL FOLLOWS
URBAN
ARTERY
393.18
4.54
2089.22
24.12
69S.87
8.C8

1827.80
21.11
2977.72
34.38
69.62
0.80

514.70
. 5.94
88.37
1.02
8660.46
100.00

URBAN
FREEWAY
6.80
0.59
44.08
3.81
15.98
1.38

296.27
25.62
508.33
43.97
34.33
2.97

204.28
17.67
46.10
3.99
1156.16
100.00
               118

-------
                           _ VERSUS .TRAFFIC DENSITY
                               "" FOR
                             URBAN DATA
                           (AVERAGE SPEED)
                                (MPH)
                           FOR ALL FOLLOWS
                         URBAN
                         LOCAL
                 URBAN
                 ARTERY
                   URBAN
                  FREEWAY
NO
TRAFFIC
17.69
25.66
34.50
LIGHT
UNINFLUENCED
17.C9
25.68
42.75
LIGHT
INFLUENCED
16.89
25.11
41.30
MEDIUM
UNINFLUENCED
14.12
24.10
52.20
MEDIUM
INFLUENCED
14.42
22.09
49.90
HEAVY
UNINFLUENCED
26.06
18.79
47.95
HEAVY
INFLUENCED
17.47
 14.31
40.99
HEAVY
STOP AND  GO
 7.55
 4.70
 17.19
                               119

-------
                 -TRAFFIC DENSJ7Y^_SUM_MARY FOR_
                          URBAN DATA
                        FOR ALL FOLLOWS
 TRAFFIC
  TIME                                  AVERAGE
  [MINI     TIME»2    MILES     FILES,*     SPEED
                                                           (MPH)
 NO
 TRAFFIC
884.23     • 8.02    314.82      6.87      21.36
 UNINFLUENCED   2523.52     22.90   1036.67     22.62     24.65
 LIGHT
834. S3
                                     337.43 ___ 7 .36     24.25
 MEDIUM
 UNINFLUENCED   2214.50
           20.10   1013.33     22.11      27.46
 MEDIUM
 INFLUENCED     3589.27     32.57   1543.90     33.69     25.81
 HEAVY
 UNINFLUENCED    104.37
            0.95     49.42	1.08	28.41
 HEAVY
 INFLUENCED
733.43      6.66    266.56      5.82     21.81
 STDP  AND GO     134.98      1.22     20.20      0.44       8.98
JLQIALS      	11019.23    ICO.00   4582.33	100.00     24.95
                                   120

-------
                       JLOAD_TYP_E SUMMARY _  _
                             "FOR
                          URBAN DATA
                        FOR ALL FOLLOWS	
                 URBAN        URBAN        URBAN
                 LOCAL	ARTERY	FREEWAY	TOTALS
TIMEfMIN)      1202.58      8660.46       1156.18      11019.23
TIME.*	10.91	78.59	10.49	1QQ.OQ
MILES           337.96      3337.27        907.10       4582.33
MILES,S           7.38         72.83         19.80       100.00
AVERAGE SPEED
    CMPHj         16.86         23.12	 47.07        24.95
AVERAGE NUMBER
                              121
OF OCCURRENCES
PER TRIP           1.26          1.22          1.05         1.23
NUf<9ER.	
OF TRIPS           1110          2006          225         3341
STOPS/MILE	1.41	1.25         0.09         1.04

-------
SPEED OIS1
FC
URBAN
FOR ALL
SPEED RANGE FREQUENCY
(MPH)
ZERO 66368
0.1 - 2.5 22869
2.5 - 7.5 36421
7.5 - 12.5 44794
12.5 - 17.5 50722
17.5 - 22.5 59784
22.5 - 27.5 71534
27.5 - 32.5 83446
32.5 - 37.5 78913
37.5 - 42.5 51462
42.5 - 47.5 337CO
47.5 - 52.5 24275
52.5 - 57.5 20489
57.5 - 62.5 12068
62.5 -100.0 350C
rRIBUTlON
3R
DATA
FOLLOWS
FREQUENCY, %
11.17
3.85
6.13
7.54
8.54
10.07
12.04
14.05
13.29
8.66
5.67
4. 09
3.45
2.03
0.59

CUMULATIVE
FREQUENCY,?
11.17
15.02
21.16
28.70
37.24
47.30
59.34
73.39
86.68
95.34
101.02
105.10
108.55
110.58
111.17
122

-------
ACCEL/DECEL DISTRIBUTION
FOR
URBAN DATA


ACCEL/DECEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
	 7.5
	 6.5
	 5.5
	 4.5
	 3.5
	 2.5
	 1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FOR ALL
FREQUENCY
96
17
68
243
798
2832
7836
26644
34859
70172
322835
126337
35586
19037
aaqo
1512
154
16
2
C
20
FOLLOWS
FREQUENCY,?
0.01
0.00
0.01
0.04
0.12
C.43
1.19
4.05
5.30
10.67
49.07
19.20
5.41
2.89
1.35
C.23
0.02
0.00
0.00
0.0
0.00
CUMULATIVE
FREQUENCY,?
0.01
0.02
0.03
0.06
0.19
0.62
1.81
5.86
11.15
21.82
70.89
SO. 09
95.50
96.39
99.74
99.97
99.99
100.00
100.00
100.00
100.00
123

-------
OPERATIONAL MODE SUMMARY
FOR
URBAN DATA
FDR ALL FOLLOWS
OPERATIONAL MODE FREQUENCE
IDLE 61345
CRUISE 261490
ACCELERATION 191554
DECELERATION 143565
FREQUENCY, Z
9.32
39 . 74
29.11
21.82
124

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
TOTAL DATA
(VILES
SAMPLE


FOR ALL FOLLOWS

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
142.75
42.24
111.16
32.89
33.52
9.92
21.28
6.30
24.80
7.34
0.18
0.05
4.21
1.25
0.07
0.02
337.96
100.00
URBAN
ARTERY
168.16
5.04
894.11
26.79
292.91
8.78
734.29
22.00
1096.30
32.85
21.80
0.65
122.77
3.68
6.93
0.21
3337.27
100.00
URBAN
FREEWAY
3.91
0.43
31.41
3.46
11.00
1.21
257.76
28.42
422.80
46.61
27.44
3.02
139.58
15.39
13.21
1.46
907.10
100.00
RURAL
LOCAL
76.07
84.57
7.49
8.32
3.55
3.94
1.83
2.04
0.99
1.10
0.0
0.0
0.01
0.01
0.01
0.02
89.95
100.00
RURAL
ARTERY
152.78
31.92
127.89
26.72
81.24
16.97
36.37
7.60
79.79
16.67
0.06
0.01
0.55
0.12
0.02
0.00
478.71
100.00
RURAL
FREEKA
17.48
1.45
201.94
16.72
15.30
1.27
435.45
36.06
388.90
32.21
31.06
2.57
115.20
9.54
2.13
0.18
1207.45
100.00
     125

-------
ROAO TYPE VERSUS TRAFFIC DENSITY
FOR
TOTAL DATA SAHPLE
(MINUTES)
(?)
FOR ALL FOLLOWS

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
48*. 25
40.27
390.22
32.45
119.06
9.90
90.43
7.52
103.22
8.58
0.42
0.03
14.45
1.20
0.52
0.04
1202.58
100.00
URBAN
ARTERY
. 392.18
4.54
2C89.22
24.12
699.87
8.08
1827.80
21.11
2977.72
34.38
69.62
0.80
514.70
5.94
88.37
1.02
6660.46
ICO. 00
URBAN
FREEWAY
6.80
0.59
44.08
3.81
15.98
1.38
296.27
25.62
508.33
43.97
34.33
2.97
204.28
17.67
46.10
3.99
1156.18
100.00
RURAL
LOCAL
145.13
77.30
22.82
12.15
8.03
4.28
8.43
4.49
3.28
1.75
0.0
0.0
0.02
0.01
0.03
0.02
187.75
100.00
RURAL
ARTERY
208.37
32.00
163.37
25.09
118.88
16.26
47.83
7.35
111.78
17.17
0.07
0.01
0.87
0.13
0.03
0.01
651.20
100.00
RURAL
FREEWAY
21.33
1.57
227.12
16.69
19.87
1.46
466.68
34.30
427.68
31.43
36.53
2.68
156.18
11.48
5.30
0.39
1360.70
100.00
    126

-------
ROAD TYPE VERSUS  TRAFFIC  DENSITY
FOR
TOTAL DATA SAMPLE
(AVERAGE SPEED)
(MPH)
FOR ALL FOLLOWS

NC
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
URBAN URBAN URBAN
LOCAL ARTERY FREEWAY
17.69 25.66 34.50
17.09 25.68 42.75

16.89 25.11 41.30
14.12 24.10 52.20
14.42 22.09 49.90

26.06 18.79 47.95
17.47 14.31 40.99
7.55 4.70 17.19
RURAL RURAL RURAL
LOCAL ARTERY FREEWAY
31.45 43.99 49.17
19.69 46.97 53.35

26.48 41.00 46.21
13.05 45.62 55.98
18.06 42.83 54.56

0.0 50.22 51.01
27.20 38.17 44.26
24.55 4?. 02 24.09
     127

-------
                 TRAFF 1C. .DEN SIT_Y .SUMMARY_F0R	
                       TOTAL DATA SAMPLE
                       FOR ALL FOLLOWS
TRAFFIC
DENSITY
   TIME
  (MIN)
TIME,*    MILES	 MILES.
AVERAGE
 SPEED
                                                          (MPH)
NO
TRAFFIC
1259.C7      9.52    561.15      8,83     26.74
LIGHT
UNINFLUENCED   2936.62      22.22    1373.99     21.61      28.07
LIGHT
INFLUENCED
 SB1.72	7. 43	437.52	6.88	26.74
MEDIUM
UNINFLUENCED    2737.45
            20.71   1486.98     23.39     32.59
MEDIUM
 INFLUENCED      4132.02      31.26    2013.58      31.67      29.24
HEAVY
UNINFLUENCED     140.S7
             1.07     80.54	1.27	34.28
HEAVY
INFLUENCED
 890.50      6.74    382.32      6.01     25.76
JdEAYX.
 STOP  AND  GO      140.35      1.06     22.37      0.35      9.56
 TOTALS	  1321fi.ee    lOO.OO   6358.44    100.00     28.86
                                    128

-------
                            ROAC  TYPE  SUMMARY
                                   FOR
                            TOTAL  DATA SAMPLE
                              FOR  ALL  FOLLOWS
                 URBAN   URBAN	URBAN    RURAL    RURAL   RURAL
                 LOCAL  ARTERY   FREEWAY   LOCAL   ARTERY  FREEWAY  TOTALS
 TIMECMIN)     1202.58 8660.46 1156.18  187.75  651.20 1360.70 13218.88
 TIME,*
  9.10   65.52    8.75    1.42    4.93   10.29   100.00
 MILES
337.«6 3337.27  907.10   89.95  478.71 1207.45  6358.44
 MILES,?
  5.32   52.49   14.27    1.41    7.53   18.99   100.00
AVERAGE SPEED
     (MPHJ        16.86    23.12    47.07   28.74   44.11    53.24    28.86
AVERAGE NUMBER
GF OCCURRENCES
PER TRIP
  1.26     1.22     1.05     1.16     1.25     1.07      1.22
NUMBER
OF TRIPS
  1110	 20C6     225      111     123     212     3787
STOPS/MILE       1.41    1.25    O.C9    0.36    0.08    0.02     0.76
                               129

-------
SPEED DISTRIBUTION
FOR
TOTAL DATA SAMPLE

SPEED RANGE
(MPH)
ZERO
O.I - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FOR ALL
FREQUENCY
67432
23447
37730
46927
52669
62680
75063
88298
85d31
60287
45747
44659
48440
34366
18670
FOLLOWS
FREQUENCY, 2
b.51
2.96
4.76
5.92
6.65
7.94
9.47
11.15
10.81
7.61
5.77
5.64
6.11
4.34
2.36
CUMULATIVE
FREQUENCY,?
8.51
11.47
16.23
22.16
28.60
36.74
46.22
57.36
68.17
75.78
81.55
87.19
93.31
97.64
100.00
130

-------
ACCEL/DECEL DISTRIBUTION
FOR
TOTAL DATA SAMPLE


ACCEL/DECEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3,5
4.5
5.5
6.5
7.5
6.5
9.5
	 9.5
	 8.5
- -7.5
	 6.5
	 5.5
	 4.5
	 3.5
	 2.5
- -1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.<5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FOR ALL
FREQUENCY
112
22
79
272
849
3034
8319
28382
37500
813«56
409427
151060
37943
20005
<34^C
1612
170
23
5
C
29
FOLLOWS
FREQUENCY,?
0.01
0.00
0.01
0.03
0.11
0.38
1.05
3.59
4.75
10.31
51.85
19.13
4.80
2.53
1.19
0.20
0.02
0.00
0.00
0.0
0.00
CUMULATIVE
FREQUENCY, *
0.01
0.02
0.03
0.06
0.17
0.55
1.61
5.20
9.95
20.26
72.11
91.23
96.04
98.57
99.77
99.97
99.99
100.00
100.00
100.00
100.00
131

-------
                   OPERATIONAL MODE SUMMARY
                              FOR
                   	TOTAL DATA SAMPLE	
                        FOR ALL FOLLOWS
OPERATIONAL MODE
FREQUENCY
FREQUENCY,?
IDLE
  62306
   7.89
CRUISE
 347121
  43.96
ACCELERATION
 220277
  27.89
DECELERATION
 159965
  20.26
                               132

-------
                                     SUMMARY OF FOLLOW DATA
                                     FOR URBAN FOLLOWS ONLY
                                                                             NUMBER OF
                   AVERAGE     AVERAGE   AVcRAGE                NUMBER OF    DIFFERENT
     LOCATION	J-_£NGJJL_  DURATION   -SPIED	SIQPS/MlUfc _   FOLLOWS	ROAD. TYPIi_
                   tMILES 1    (MINUTIESI   fMPHI                              PER TRIP
     DETROIT
1.89
4.78
23.68
1.17
287
1.63
NEWARK/NEW YORK CITY
WASHINGTON! D.C.
ATLANTA
w
LOS ANGELES
SAN FRANCISCO
PHOENIX
1.75
1.59
3.27
2.28
1.24
2.32
5,73
5.43
7.33
4.93
3.83
5.34
18.36.
17.54
26.77
27,70
19.49
26.05
2.01
2.47
0.84
0.76
1.63
0.83
255
67
28
450
172
61
1.53
1,43
1*43
1*62
K45
U51
   SAN DIEGO
1.58
4.03
    DENVER
1.68
SALT LAKE CITY
1.92
    CHICAGO
2.69
4.51
4.59
6.95
23.56
22.38
1.05
1,18
 29
121
                                                                                1.69
                                                                                1.57
25.11
23.21
C.90
1.21
             1.37
107
1,51
   ST. LOUIS
1.83
4.36
25.14
0.95
             1.77

-------

LOCATION

DETROIT
NEWARK/NEW YORK CITY
WASHINGTON* D.C.
ATLANTA
i-j
U>
LOS ANGELES
SAN FRANCISCO
PHOENIX
SAN DIEGO
DENVER
SALT LAKE CITY
CHICAGO

AVERAGE
LENGTH
(MILES)
7.61
10.33
8.32
4.65
8.73
8. 87
0.0
7.13
4.08
4.50
12.21
FOR
AVERAGE
DURATION
(MINUTES
11.28
16.11
13.72
7.98
12.74
13.01
0.0
10.35
8.46
7.93
21.57
URBAN-RURAL
AVERAGE
SPEED
) (MPH)
40.44
38.48
36.41
34.94
41.13
40.90
0.0
41.31
28.92
34.04
33.97
FOLLOWS ONLY
STOPS/MILE

0.24
0.29
0.45
0.22
0.28
0.20
0.0
0.34
0.81
0.40
0.57

NUMBER OF
FOLLOWS

84
26
4
12
43
20
0
10
24
23
8
AVERAGE
NUMBER OF
DIFFERENT
ROAD TYPES
PER TRIP
2.83
2.96
3.00
3.00
2.86
3.20
0.0
3.50
2.67
2.83
3.00
ST. LOUIS
7.71
12.49     37.01
0.36
21
3.38

-------
                                            SUMMARY OF  FOLLOW  DATA
                                               FOR ALL  FOLLOWS
                                                                                     NUMBER OF
                          AVERAGE     AVERAGE   AVERAGE                 NUMBER OF    DIFFERENT
           LOCALISE	LENGTH	DURATION  _  .SPEED „_...  SIQPi^MJ_LE	FOLLOWS	ROAO_IYPES_
                          (MILF.S)    (MINUTES)    (MPHI                               PER TRIP
        12 CITY  TOTAL       1.96        5.03     23.39         1.19       1728           1.56
   _FQR_ URBAN  FOLLOWS ONLY			  _. 					
         12 CITY  TOTAL       2.20        5.31~     24.86         1.05       2003           1.60
       FOR ALL  FOLLOWS
         URBAN DATA
                   1.95	5.00	13.38	;	Ul?.	1.765	1, 56_
   FOR URBAN FOLLOWS ONLY
         URBAN DATA         2.19        5.25      24.95        1.04       2097           1.59
       FOR ALL FOLLOWS		•• •	
      ukBAN-RURAL~bATA     "7.~66~     Tl.8038.95        0.29        332          2.8d
FOK URBAN-RURAL FOLLOWS  ONLY
RURAL
                                         T..93 _________ 47.57 ____ 0,05 __________ ...... 60
  "FUR  RURAL FOLLOWS  ONLY
         RURAL DATA         4.53        5.61     48.45         0.06        392           1.14
       FOR ALLFOLLOI45	„__	        	 	
     'TOT~AL~bATA~SAMPL~E    2.95        6." 13™   28.86   "     0.76       2157           1.76
       FOR ALL FOLLOWS

-------
                             Appendix B

      SELECTED STATISTICS FOR GM DATA UTILIZING FHWA WEIGHTINGS


This appendix contains FHWA-weighted data for the following data samples:

1.   Urban data, for urban follows only
2.   Urban-rural data
3.   Total data sample
                                137

-------
-BO A 0 _T Y JLEJV ER S U S _TR A FJFI C_D E N SIT Y
                  FOR
             URBAN DATA
               JLM1J-1S-L


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
FOR URBAN
URBAN
LOCAL
264.75
34.14
297.58
38.37
73.24
9.44

54.61
7.04
81.34
10.49
0.27
0.04
m
FOLLOWS ONLY
URBAN
ARTERY
87.74
4.22
460.36
22.19
144.01
6.93

430.16
20.71
797.13
38.38
17.06
0.82

URBAN
FREEWAY
3.64
0.66
21.58
3.93
3.83
0.70

120.61
21.96
234.26
51.81
16.55
3.02

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(*)
3.59
0.46
0.15
0.02
775.51
100.00
129.17
6.22
10.57
0.51
2076.70
100.00
38.32
16.10
9.83
1.79
548.62
100.00
                139

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
               RDR
           URBAN DATA


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
FOR URBAN
URBAN
LOCAL
949.83
32.34
1096.67
37.35
263.67
8.98
m
FOLLOWS ONLY
URBAN
ARTERY
227.48
3.69
1183.85
19.18
376.42
6.10

URBAN
FREEWAY
7.58
1.00
32.30
4.27
5.08
0.67

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
213.00
7.25
388.22
13.22
0.83
0.03
1143.68
18.53
2406.37
38.98
58.47
0.95
144.93
19.17
354.95
46.94
21.45
2.84

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
15)
23.50
0.80 .
0.92
0.03
2936.83
ICO. 00
628.48
10.18
147.82
2.39
6172.57
100.00
148.33
19.62
41.55
5.49
756. 18
100.00
              140

-------
                  5_o AD_IYPE_VER su S_JRAFFJ CJDENS i TY
                                 FOR
                             URBAN DATA
                  	(AVERAGE SPEED)
                                (MPH)
                       FOR URBAN FOLLOWS GNLY
                         URBAN            URBAN               URBAN
                         LOCAL            ARTERY             FREEWAY
NO
TRAFFIC                  16.72            23.14               28.83
LIGHT	
UNINFLUENCED             16.28             23.36               40.10
LIGHT
INFLUENCE	!£*£!	22^5	45.21
MEDIUM
UNINFLUENCED              15.38             22.57               49.93
MEDIUM
INFLUENCED                12.57             IS.88               48.05
HEAVY
UNINFLUENCED	19.62	17. 51	46.28
HEAVY
INFLUENCED                 S.16             12.33              35.72
STOP AND GO                9.80             4.29              14.20
                                141

-------
TRAFFIC DENSITY SUMMARY FOR
URBAN DATA
FOR URBAN FOLLOWS ONLY
TRAFFIC
DENSITY

NO
TRAFFIC
TIKE AVERAGE
(MIN) TIME,? MILES KILES.X SPEED
(MPH)
1184.90 12.01 356.14 10.47 18.03
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
2313.02 23.45 760.02 22.94 20.23
645.17 6.54 221.08 6.50 20.56

MEDIUM
UNINFLUENCED
1501.62 15.22 605.37 17.80 24.19
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
3149.53 31.92 1162.72 34.19 22.15
80.75 0.82 33.86 1.00 25.18

HEAVY
INFLUENCED
800.32 8.11 221.08 6.50 16.57
HEAVY
STOP AND GO
TOTALS
190.28 1.93 20.56 0.60 6.48
9865.58 100.00 3400.83 100.00 20.68
                 142

-------
                              FOR
                          URBAN CATA
                    FOR URBAN FOLLOWS ONLY
                 URBAN
                 LOCAL
              URBAN
              ARTERY
             URBAN
            FREEWAY
           TOTALS
TIME(MIN)      2S36.83      6172.57       756.18       9865.58
TIME.
^9.77        62.57
              7.66	100.00
MILES
775.51      2076.70       548.62      3400.83
MILES,*
 22.80        61.06        16.13       100.00
 AVERAGE  SPEED
	
-------
SPEED DISTRIBUTION
FOR
URBAN DATA

SPEED RANGE
(MPH)
2ERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FOR URBAN
FREQUENCY
69175
24482
45045
57502
62603
69660
69635
64140
48742
28915
20093
14554
9959
5211
1589
FOLLOWS ONLY
FREQUENCY,?
11.70
4.14
7.62
9.72
10.59
11.78
11.78
10.85
8.24
4.89
3.40
2.46
1.66
0.88
0.27
CUMULATIVE
FREQUENCY,?
11.70
15.84
23.46
33.18
43.77
55.55
67.33
78.17
86.42
91.31
94.70
97.17
98.85
99.73
100.00
144

-------
ACCEL/CECEL DISTRIBUTION
FOR
URBAN CAT.A


ACCEL/DECEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9. .5
	 9.5
	 8.5
	 7.5
- -6.5
- -5.5
- -4.5
	 3.5
	 2.5
	 1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FOR URBAN FOLLOWS
FREQUENCY
86
7
38
182
710
2425
6966
26449
361C8
67536
272319
113685
34615
17893
8267
1393
143
10
0
0
10
ONLY
FREQUENCY,?
0.01
0.00
0.01
0.03
0.12
0.41
1.18
4.49
6.13
11.47
46.25
19.31
5.88
3.04
1.40
0.24
0.02
0.00
0.0
0.0
0.00
CUMULATIVE
FREQUENCY,?
0.01
0.02
0.02
0.05
0.17
0.59
1.77
6.26
12.39
23.36
70.11
89.41
95.29
98.33
99.74
99.97
100.00
100.00
100.00
100.00
100.00
145

-------
                   OPERATIONAL MODE  SUMMARY
                              FOR
                          URBAN DATA	
                    FOR URBAN FOLLOWS ONLY
OPERATIONAL MCDE
FREQUENCY
FREQUENCY!*
IDLE
  63973
  10.86
CRUISE
 208328
  35.37
ACCELERATION
 176087
  29.90
DECELERATION
 140603
  23.87
                                146

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
URB-AN-RURAL
(MILES)
DATA
1


(Z)
FOR URBAN-RURAL FOLLOWS ONLY

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HFAVY
INFLUENCED
HFAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
73.64
43.64
46.58
27.60
30.04
17.80
6.13
3,63
11.16
6.61
0.03
0.02
1.18
0.70
0.0
0.0
168.75
100.00
URBAN
ARTERY
31.56
5.77
145.89
26.66
56.61
10.35
89.00
16.27
189.32
34.60
1.72
0.31
31.84
5.82
1.23
0.23
547.18
100.00
URBAN
FREEWAY
0.84
0.18
15.67
3.37
6.51
1.40
161.64
34.80
227.14
48.84
6.20
1.33
46.04
9.90
0.80
0.17
465.05
100.00
RURAL
LOCAL
17.43
58.01
7.29
24.27
2.59
8.61
1.73
5.74
0.99
3.29
0.0
0.0
0.01
0.03
0.01
0.05
30.05
100.00
RURAL
ARTERY
81.83
23.21
102.12
28.96
61.58
17.46
31.73
9.00
74.73
21.19
0.06
0.02
0.55
0.16
0.02
0.01
352.62
100.00
RURAL
FREEWAY
16.36
1.61
163.09
16.05
12.44
1.22
355.25
34.96
331.67
32.64
29.67
2.92
105.57
10.39
2.04
0.20
1016.07
100. OC
     147

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
URBAN-RURAL DATA
(MINUTES)
(Z)
FOR URBAN-RURAL FOLLOWS ONLY

NO
TRAFFIC
L IGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
C*l
URBAN
LOCAL
240.30
40.31
185.02
31.04
96.25
16.15
28.70
4.81
42.73
7.17
0.03
0.01
3.10
0.52
0.0
0.0
596.13
100.00
UREAN
ARTERY
68.93
5.62
293.52
23.95
120.55
9.84
203.83
17.04
445.60
36.36
7.15
0.58
72.73
5.93
8.18
0.67
1225.50
100.00
URBAN
FREEWAY
1.55
0.28
21 .87
3.89
10.17
1.81
180.40
32.13
274.80
48.95
7.22
1.29
59.80
10.65
5.63
1.00
561.43
100.00
RURAL
LOCAL
46.77
54.00
22.37
25.83
6.00
6.93
8.13
9.39
3.28
3.79
0.0
0.0
0.02
0.02
0.03
0.04
86.60
100.00
RURAL
ARTERY
112.47
23.55
128.88
26.99
87.47
18.32
41.48
8.69
106.20
22.24
0.07
0.01
0.87
0.18
0.03
0.01
477.47
100.00
RURAL
FREEWAY
19.78
1.71
188.42
16.25
16.72
1.44
363.67
33. C9
368.83
31.81
34.95
3.01
142.30
12.27
4.92
0.42
1159.58
100.00
     148

-------
ROAD TYPE VERSUS  TRAFFIC DENSITY
FOR
URtJAN-RURAL DATA
(AVERAGE SPEED)


NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
(MPH
FOR URBAN-RURAL
URBAN URBAN URBAN
LOCAL ARTERY FREEWAY
18.39 27.47 32.48
15.11 29.82 43.01

18.73 28.18 38.42
12.81 25.57 53.83
15.67 25.49 49.59
)
FOLLOWS ONLY
RURAL RURAL
LOCAL ARTERY
22.36 43.66
19.57 47.54

25.89 42.24
12.73 45.39
18.06 42.22

RURAL
FREEWAY
49.61
51.93

44.65
55.56
53.96
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
48.28 14.44 51.58
22.86 26.27 46.20
0,0 9.03 8.54
0.0 50.22
27.20 38.17
	 24.55 42.02
50.93
44.51
24.85
       149

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TRAFFIC DENSITY  SUMMARY FOR
URBAN-RURAL DATA
FOR URBAN-RURAL FOLLCWS ONLY
TRAFFIC
DENSITY
TIME AVERAGE
(MIN) TIME,* MILES MILES,? SPEED
(MPH)
NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
489.80 11.93 221.66 8.59 27.15

840. C7 20.46 480.65 18.63 34.33
337.15 8.21 169.77 6.58 30.21

MEDIUM
UNINFLUENCED
851.22 20.73 645.67 25.03 45.51
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
1241.45 30.23 835.01 32.37 40.36
49.42 1.20 37.67 1.46 45.74

HEAVY
INFLUENCED
278.82 6.79 135.19 7.18 39.85
HEAVY
STOP AND GO
TOTALS
18.80 0.46 4.11 0.16 13.11
4106.71 100.00 2579.73 100.00 37.69
                150

-------
                          ROAD TYPE SUMMARY
                                 FOR
                          URBAN-RURAL DATA
                     FOR URBAN-RURAL FOLLOWS CNLY

                URBAN	URBAN	URBAN   RURAL   RURAL   RURAL
                LOCAL  ARTERY  FREEWAY  LOCAL  ARTERY  FREEWAY  TOTALS
TIME(MIN)      596.13 1225.50  561.43   86.60  477.47 1159.58  4106.71
TIME,?          14.52   29.84   13.67    2.11   11.63   28.24   IOC.00
MILES	168.15  547.18  465.05   30.05  352.62 1016.07  2579.73
MILEStS          6.54   21.21   18.03    1.16   13.67   39.39   100.00
AVERAGE SPEED
    (MPH)       16.58   26.79   49.70   20.82   44.31   52.57    37.69


AVERAGE NUMBER
OF OCCURRENCES	
PER TRIP          1.28     1.69     1.07     1.18     1.36     1.07      1.30
NUMBER
OF TRIPS	622      243      129      100       86      189      1369
STOPS/MILE       O.S9    0.81     0.06    0.77     0.09     0,02      0.27
                                 151

-------
SPEED DISTRIBUTION
FOR
URBAN-RURAL DATA
FOR URBAN-RURAL FOLLOWS ONLY
SPEED RANGE
(MPH)
ZERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FREQUENCY
9507
3989
7791
12594
1165£
13802
15957
17186
18881
17584
18986
26473
33632
25E77
12253
FREQUENCY »Z
3.86
1.62
3.16
5.12
4.73
5.61
6.48
6.98
7.67
7.14
7.71
10.75
13.66
10.51
4.98
CUMULATIVE
FREQUENCY, S
3.86
5.48
8.65
13.76
18.50
24.11
30.59
37.57
45.24
52.38
60.09
70.85
84.51
95.02
100.00
152

-------
ACCEL/CECEL DISTRIBUTION
FDR
URBAN-RURAL DATA

FOR
ACCEL/DECEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
	 7.5
	 6.5
	 5.5
- -4.5
	 3.5
	 2.5
	 1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
URBAN-RURAL
FREQUENCY
18
3
10
39
172
645
1875
6498
9050
25397
138196
48904
8609
4173
1754
286
38
13
2
0
5
FOLLCHS CNLY
FREQUENCY, S
0.01
0.00
0.00
0.02
0.07
0.26
0.76
2.64
3.63
10.34
56.25
19.90
3.50
1.70
0.71
0.12
0.02
0.01
0.00
0.0
0.00
CUMULATIVE
FREQUENCY, %
0.01
0.01
0.01
0.03
0.10
0.36
1.12
3.77
7.45
17.79
74.04
93.94
97.45
99.15
99.86
99.98
99.99
100.00
100.00
100.00
100.00
153

-------
                   OPERATICNAL MODE SUMMARY
                              FOR
                       URBAN-RURAL DATA	
                 FOR URBAN-RURAL FOLLOWS ONLY
OPERATICNAL MODE
FREQUENCY
FREQUENCY
IDLE
   8763
   3.56
CRUISE
 129419
  52.65
ACCELERATION
  63843
  25.97
DECELERATION
  43784
  17.81
                                154

-------
ROAD TYPE VERSUS TRAFFIC  DENSITY
F.QR
TOTAL DATA SAMPLE
(MILES)
m
FOR ALL FOLLOWS

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
(2)
URBAN
LOCAL
338.39
35.84
344.15
36.45
103.28
10.94
60.73
6.43
92.50
9.80
0.30
0.03
4.77
0.50
0.15
0.02
944.27
100.00
URBAN
ARTERY
119.30
4.55
606.75
23.12
200.62
7.65
519.16
19.79
986.45
37.59
18.78
0.72
161.01
6.14
11.81
0.45
2623.88
100.00
URBAN
FREEWAY
4.48
0.44
37.26
3.68
10.34
1.02
282.45
27.86
511.40
50.45
22.75
2.24
134.36
13.25
10.63
1.05
1013.67
100.00
RURAL
LOCAL
76.07
84.57
7.49
8.32
3.55
3.94
1.83
2.04
0.99
1.10
0.0
0.0
0.01
0.01
0.01
0.02
89.95
100.00
RURAL
ARTERY
152.78
31.92
127.89
26.72
81.24
16.97
36.37
7.60
79.79
16.67
0.06
0.01
0.55
0,12
0.02
0.00
478.71
100.00
RURAL
FREEWt
17.48
1.45
201.94
16.72
15.30
1.27
435.45
36.06
388.90
32.21
31.06
2.57
115.20
9.54
2.13
0.18
1207.45
100. CC
     155

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
TOTAL DATA SAMPLE
(MINUTES)

FDR ALL FOLLOWS

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
1190.13
33.69
1281.88
36.28
359.92
10.19
241.70
6.84
430.95
12.20
0.87
0.02
26.60
0.75
0.92
0.03
3532.97
100.00
URBAN
ARTERY
296. 42
4.01
1477.37
19.97
496.97
6.72
1352.52
18.28
2851.97
38.55
65.62
0.89
701.22
9.48
156.00
2.11
7398.07
100.00
URBAN
FREEWAY
9.13
0.69
54.17
4.11
15.25
1.16
325.33
24.69
629.7?
47.79
28.67
2.18
208.13
15.80
47.18
3.58
1317.62
100.00
RURAL
LOCAL
145.13
77.30
22.82
12.15
8.03
4.28
8.43
4.49
3-29
1.75
0.0
0.0
0.02
0.01
0.03
0.02
187.75
100.00
RURAL
ARTERY
208.37
32.00
163.37
25.09
118.68
18.26
47.83
7.35
111.78
17.17
0.07
0.01
0.87
0.13
0.03
0.01
651.20
100.00
RURAL
FREEWAY
21.33
1.57
227.12
16.69
19.87
1.46
466. 6B
34.30
427.68
31.43
36.53
2.68
156.18
11.48
5.30
0.39
1360.70
100.00
    156

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
TOTAL DATA SAMPLE
(AVERAGE SPEED)
(MPH)
FOR ALL FOLLOWS
URBAN
LOCAL
NO
TRAFFIC 17.06
LIGHT
UNINFLUENCED 16.11
LIGHT
INFLUENCED 17.22
MEDIUM
UNINFLUENCED 15.08
MEDIUM
INFLUENCED 12.88
HEAVY
UNINFLUENCED 20.72
HEAVY
INFLUENCED 10.75
HEAVY
STOP AND GO 9.80
URBAN URBAN
ARTERY FREEWAY
24.15 29.45
24.64 41.27

24.22 40.69
23.03 52.09
20.75 48.72
. •
17.18 47.62
13.78 38.73
4.54 13.52
RURAL
LOCAL
31.45
19.69

26.48
13.05
18.06

0.0
27.20
2*. 55 	
RURAL RURAL
ARTERY FREEWA
43.99 49.17
46.97 53.35

41.00 46.21
45.62 55.98
42.83 54.56

50.22 51.01
38.17 44.26
42.02 24.09
      157

-------
TRAFFIC DENSITY SUMMARY FOR
TOTAL DATA SAMPLE
FOR ALL FOLLOWS
TRAFFIC TIME
DENSITY (MIN) TIME, 2 MILES MILES,?

NO
TRAFFIC 1870.52 12.95 708.51 11.14
AVERAGE
SPEED
(MPH)
22.73
LIGHT
UNINFLUENCED 3226.72 22.33 1325.48 20.85
LIGHT
INFLUENCED 1018.92 7.05 414.33 6.52
24.65
24.40

MEDIUM
UNINFLUENCED 2442.50 16.91 1335.99 21.01
32.62
MEDIUM
INFLUENCED 4455.41 30.84 2060.02 32.40
HEAVY
UNINFLUENCED 131.75 0.91 72.95 1.15
27.74
33.22

HEAVY
INFLUENCED 1093.02 7.57 415.90 6.54
22.83
HEAVY
STOP AND GO 209.47 1,45 24.75 0.39
TOTALS 14448.29 100. 00 6357.92 100.00
7.09
26.40
                 158

-------
                          ROAD TYPE  SUMMARY
                                 FOR
                          TOTAL DATA  SAMPLE
                            FOR ALL  FOLLOWS

                URBAN   URBAN   URBAN    RURAL    RURAL    RURAL
                LOCAL   ARTERY   FREEWAY   LOCAL   ARTERY   FREEWAY   TOTALS
TIME(MIN)      3532.97  7398.07  1317.62   167.75  651.20 1360.70 14448.29
TIME,?           24.45    51.20     9.12    1.30    4.51    9.42   100.00
-MILES	944.27  26?l.fig  1013.67   89.95  478.71 1207.45  6357.92
 MILESt*          14.85    41.27   15.94    1.41    7.53   18.99   100.00
 AVERAGE  SPEED
     (MPHJ        16.04    21.28    46.16   28.74   44.11   53.24    26.40


 AVERAGE  NUMBER
 OF  OCCURRENCES	
 PER TRIP         1.24     1.24     1.05    1.16    1.25    1.07     1.22
 NUMBER
 QF  TRIPS	3323    1669     295	III	123     212     5733
 STOPS/MILE        1.48    1.51    0.09    0.36    0.08    0.02     0.87
                                  159

-------
SPEED DISTRIBUTION
FOR
TOTAL DATA SAMPLE

SPEED RANGE
(MPH)
ZERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FOR ALL
FREQUENCY
78912
28609
53186
7C995
746S8
84226
86383
82399
69722
48782
41627
44S82
48201
34281
19012
FOLLOWS
FREQUENCY, Z
9.11
3.30
6.14
R.20
8.63
9.73
9.97
9.51
8.05
5.63
4.81
5.19
5.57
3.96
2.20
CUMULATIVE
FREQUENCY,?
9.11
12.42
18.56
26.75
35.38
45.11
55.08
64.60
72.65
78.28
83.09
88.28
93.85
97.80
100.00
160

-------
ACCEL/OECEL DISTRIBUTION
FOR
TOTAL DATA SAMPLE


ACCEL/DECEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5.
	 9.5
	 8.5
	 7.5
- -6.5
	 5.5
	 4.5
- -3.5
	 2.5
	 1.5
- -0.5
- 0.5
- 1-5
- 2.5
- 3.5
- 4,5
- 5.5
- 6.5
- 7.5
- 8.5
- S.5
- 50.0
FOR ALL
FREQUENCY
113
14
57
240
907
3137
8975
33344
45745
94845
429978
167382
43734
22351
10211
1734
189
23
3
0
20
FOLLOWS
FREQUENCYi*
0.01
0.00
0.01
0.03
0.11
0.36
1.04
3.86
5.30
10.99
49.82
19.40
5.07
2.59
1. 18
0.20
0.02
0.00
0.00
0.0
0,00
CUMULATIVE
FREQUENCY,*
0.01
0.01
0.02
0.05
0.15
0.52
1.56
5.42
10.72
21.71
71.54
90.93
96.00
98.59
99.77
99.97
99.99
100.00
100.00
100.00
100.00
161

-------
                   OPERATIONAL MODE SUMMARY
                              FOR
                       TOTAL DATA SAMPLE
                        FOR ALL FOLLOWS
OPERATIONAL MODE               FREQUENCY           FREQUENCY,?
IDLE                             72944                B.45
CRUISE                          357002               41.35
ACCELERATION                    245777               23.47
DECELERATION                    187550               21.73
                                162

-------
                             Appendix C

      SELECTED STATISTICS FOR GM DATA UTILIZING EPA WEIGHTINGS


This appendix contains EPA-weighted data for the following data samples:

1.   Urban data, urban follows only
2.   Urban-rural follow data
3.   Total data sample
                                163

-------
ROAD TYPE VERSUS  TRAFFIC  DENSJIX-
                FOR
           URBAN  DATA


NO
TRAFFIC
L IGHT
UNINFLUENCED
LIGHT
INFLUENCED
FOR URBAN
URBAN
LOCAL
283.17
38.26
275.06
37.18
65.17
3.81
FOLLOWS ONLY
URBAN
ARTERY
110.76
5.37
537.71
26.08
161.86
7.85

URBAN
FREEWAY
2.97
0.55
30.06
5.61
4.15
0.77

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
40.02
5.41
72.47
9.80
0.13
0.02
476.33
23.10
672.24
32.60
17.96
0.87
126.36
23.57
275.77
51.43
12.86
2.40

HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
3.70
0.50
0.09
0.01
739.81
100.00
tiO.52
3.91
4.52
0.22
2061.90
100.00
78.38
14.62
5.64
1.05
536.19
100.00
              165

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
URBAN DATA
(MINUTES)


NO
TRAFFIC
LIGHT
UNIKPLUEMCED
LIGHT
INFLUENCED

MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED

HEAVy
INFLUENCED
HEAVY
STOP AND GO
TOTALS
FOR URBAN
URBAN
LOCAL
1002.80
36.09
1006.25
36.21
235.00
8.46

166.62
6.00
339.58
12.22
0.40
0.01

27.33
0.96
0.58
0.02
2778.57 *
ICO. 00
U)
FOLLOWS ONLY
URBAN
ARTERY
276.58
4.85
1333.37
23.37
419.12
7.35

1219.33
21.37
1936.03
33.94
63.95
1.12

394.90
6.92
61.28
1.07
5704.57
100.00

URBAN
FREEWAY
7.33
1.00
49.62
6.77
5.33
0.73

157.48
21.49
340.90

17.10
2.33

130.55
17.81
24.55
3.35
732.87
100.00
             166

-------
                  ROA3 TYPE VERSUS TRAFFIC DENSITY
                                 FOR
                             URBAN DATA
                  	(AVERAGE SPEED!	
                                (MPH)
                       FOR URBAN FOLLOWS ONLY
                         URBAN
                         LOCAL
                 URBAN
                 ARTERY
                   URBAN
                  FREEWAY
NO
TRAFFIC
16.94
24.03
24.27
LIGHT
UNINFLUENCED
16.40
24.20
36.35
LIGHT
INFLUENCED
16.64
23.17
46.67
MEDIUM
UNINFLUENCED
14.41
23.44
48.14
MEDIUM
INFLUENCED
12.80
20.83
48.54
HEAVY
UNINFLUENCED
15.98
16.65
45.12
HEAVY
INFLUENCED
 3.12
12.23
36.02
HEAVY
STOP AND GO
 9.46
 4.42
 13.79
                               167

-------
                  TRAFFIC DENSITY SUMMARY FOR
                          URBAN DATA
                    FOR  URBAN FOLLOWS ONLY
TRAFFIC
DENSITY
   TIME
  (MIN)
TIME,*    MILES    MILES,*
AVERAGE
 SPEED
                                                          (MPH)
NO
TRAFFIC
1286.72     13.96    396.90     11.89     18.51
LIGHT
UNINFLUENCED   2389.23      25.92     842.63      25.25      21.17
LIGHT
INFLUENCED
 659.45      7.16    231.18      6.93     21.03
MEDIUM
UNINFLUENCED   1543.43
            16.75    642.71     19.26     24.99
MEDIUM	^_^	
INFLUENCED2616.5228.391020.4830.57      23.40"
HEAVY
UNINFLUENCED
  81.45      0.88     30.95      0.93     22.80
HEAVY
INFLUENCED
 552.78      6.00    162.60      4.87     17.65
HEAVY	
STOP AND GO      86.42       0.94      10.25       0.31       7.12
TOTALS         9216.00     100.00   3337.90     ICO.CO      21.7.3
                                   168

-------
ROAD TYPE  SUMMARY
FOR
URBAN
LOCAL

TIME(MIN) 2778.57
TIME. 2 30. IS

MILES 739.81
FOR
URBAN DATA
URBAN FOLLOWS ONLY
URBAN URBAN
ARTERY FREEWAY TOTALS

5704.57 732.87 9216.00
61.90 7.95 100.00

2C61.90 536.19 3337.90

MILES,? 22.16
AVERAGE SPEED
(MPH) 15.98
61.77 16.06 100.00
21.69 43.90 21.73
AVERAGE NUMBER
OF OCCURRENCES
PER TRIP 1.21
NUMBER
OF TRIPS 2874
STOPS/MILE 1.57
1-15 1.06 1.18

1375 194 4^43
1.44 0.11 1.26
        169

-------
SPEED DISTRIBUTION
FOR
URBAN DATA

SPEED RANGE
(MPH)
ZERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - ?2.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42.5
42.5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FOR URBAN
FREQUENCY
56134
21534
39651
51539
56863
63803
65083
62655
51796
31386
20975
15334
9820
4332
1610
FOLLOWS ONLY
FREQUENCY,?
10.16
3.90
7.18
9.33
10.29
11.55
11.78
11.34
9.37
5.68
3.80
2.78
1.78
0.78
0.29
CUMULATIVE
FREQUENCY,?
10.16
14.06
21.23
30.56
40.85
52.40
64.18
75.52
64.90
90.58
94.37
97.15
98.92
99.71
100.00
170

-------
ACCEL/OECEL DISTRIBUTION
FOR
URBAN DATA
FOR URBAN FOLLOWS ONLY
ACCEL/DECEL RANGE
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
- -7.5
	 6.5
	 5.5
	 4.5
	 3.5
	 2.5
	 1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4.5
- 5.5
- 6.5
- 7.5
- 3.5
- 9.5
- 50.0
FREQUENCY
66
6
39
174
665
2286
6872
24635
34133
63246
252990
108799
31622
16134
7187
122C
91
13
0
0
4
FREQUENCY,?
0.01
0.00
0.01
0.03
0.12
0.42
1.25
4.48
6.20
11.50
45.98
19.77
5.75
2.93
1.31
0.22
0.02
O.CO
0.0
0.0
o.oo
CUMULATIVE
FREQUENCY,?
0.01
0.01
0.02
0.05
0.18
0.59
1.84
6.32
12.52
24.02
70.00
89.77
95.52
98.45
99.76
99.98
100.00
100.00
100.00
100.00
100.00
171

-------
                    OPERATICNAL MODE SUMMARY
                               FDR
                           LRBAN DATA
                     FOR URBAN FOLLOWS ONLY
OPERATIONAL  MODE
FREQUENCY
FREQUENCY,S
 IDLE


TRUTSF
  51600


 201377
                                                       9.38
 "3675 9~
 ACCELERATION
 DECELERATION
 1*5139
 132240
  30.01
  24.03
                                  172

-------
ROAD TYPE VERSUS  TRAFFIC  DENSITY
FOR
URBAN-RURAL
(MILES)
DATA


(?)
FOR URBAN-RURAL FOLLOWS ONLY

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HFAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
114.20
48.83
55.24
23.62
45.31
19.37
8.48
3.63
9.33
3.99
0.03
0.01
1.27
0.54
0.0
0.0
233.86
100.00
URBAN
ARTERY
49.47
7.94
178.79
28.71
69.82
11.21
113.78
18.27
186.70
29.98
2.55
0.41
21.15
3.40
0.49
0.08
622.75
100.00
URBAN
FREEWAY
0.94
0.15
24.60
4.05
8.86
1.46
252.78
41.57
247.27
40.67
11.33
1.86
61.99
10.20
0.7H
0.05
608.03
100.00
RURAL
LOCAL
17.43
58.01
7.29
24.27
2.59
8.61
1.73
5.74
0.99
3.29
0.0
0.0
0.01
0.03
Q.O1
0.05
30.05
100.00
RURAL
ARTERY
81.83
23.21
102.12
28.96
61.58
17.46
31.73
9.00
74 . 73
21.19
0.06
0.02
0.55
0.16
0.02
0.01
352.62
100.00
RURAL
FREEWAY
16.36
1.61
163.09
16.05
12.44
1.22
355.25
34.96
331.67
32.64
29.67
2.92
105.57
10»39
2.04
0.20
1016.07
100.00
      173

-------
ROAD TYPE VERSUS TRAFFIC  DENSITY
FOR 	
URBAN-RURAL DATA
(MINUTES)
m
FOR URBAN-RURAL FOLLOWS ONLY

NO
TRAFFIC
LIGHT
UNINFLUENCED
L IGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
364.03
44.81
227.87
28.05
139.22
17.14
37.10
4.57
40.65
5.00
0.03
0.00
3.33
0.41
0.12
0.01
812.35
100.00
URBAN
ARTERY
101.47
7.25
370.13
26.44
151.22
10.80
264.75
18.91
436.65
31.19
10.87
0.78
61.68
4.41
3.17
0..23
139S.93
100.00
URBAN
FREEWAY
1.77
0.24
39.05
5.37
14.60
2.01
280.57
38.61
295.93
40.72
12.85
1.77
80.02
11.01
1.92
0.26
726.70
100.00
RURAL
LOCAL
46.77
54.00
22.37
25.83
6.00
6.93
8.13
9.39
3.28
3.79
0.0
0.0
0.02
0.02
0.03
0.04
86.60
100.00
RURAL
ARTERY
112.47
23.55
128.68
26.99
87.47
18.32
41.48
8.69
106.20
22.24
" ' 0.07
0.01
0.87
0.18
0.03
0.01
477.47
100.00
RURAL
FREEWAY
19.78
1.71
186.42
ib.zi)
16.72
1.44
383.67
33.09
368.83
31. Bi
34. Vb
3.01
142.30
12.27
4.92
0.42 '—
1159.58
100.00
     174

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
URBAN-RURAL DATA
(AVERAGE SPEED)
(MPH)
FOR URBAN-RURAL FOLLOWS ONLY

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
URBAN URBAN URBAN
LOCAL ARTERY FREEWAY
18.82 29.25 31.80
14.55 28.98 37.79

19.53 27.70 36.41
13.72 25.78 54.06
13.77 25.65 50.13
RURAL RURAL RURAL
LOCAL ARTERY FREEfcAl
22.36 43.66 49.61
19.57 47.54 51.93

25.89 42.24 44.65
12.73 45.89 55.56
13.06 42.22 53.96
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED .
HEAVY
STOP AND GO
51.77 14.09 52.90
22.79 20.58 46.48
0.0 9.32 8. 71
0.0 50.22 50.93
27.20 38.17 44.51
_24^5J5 4Z.02. .24,85
      175

-------
                  TRAFFIC DENSITY SUMMARY FOR
                       URBAN-RURAL DATA
                 FOR URBAN-RURAL FOLLOWS ONLY
 TRAFFIC            TIME                                   AVERAGE
 DENSITY	CHIN)      TIHE,%    MILES    MILES, %    SPEED
                                                          (MPH)
 NO                                                       ~~  ~
 TRAFFIC          646.28      13.66    280.23      9.79     26.02
 LIGHT	
 UNINFLUENCED    976.72      20.95     531.13      18.55      32.63
LIGHT
INFLUENCED      415.22       6.91     200.59       7.01      28.99
MEDIUM
UNINFLUENCED   1015.70     21.78     763.74     26.67      45.12
MEDIUM
INFLUENCED     1251.55     26.84     850.69     29.71      40.78
HEAVY
UNINFLUENCED     58.77       1.26     43.63       1.52     44.55
HEAVY
INFLUENCED      288.22      6.18     190.54      6.65      39.67
HEAVY	
STOP AND GO      10.18      0.22      2.84      0.10      16.76
TOTALS	_4662.63    100.00   2663.39     100.00     36.85
                                  176

-------
                          ROAD TYPE SUMMARY
                                 FOR
                          URBAN-RURAL DATA
                     FOR URBAN-RURAL FOLLOWS  CNLY

                URBAN   URBAN   URBAN    RURAL   RURAL	RU R A L_
                LOCAL  ARTERY  FREEWAY   LOCAL   ARTERY   FREEWAY   TOTALS
TIMEIMIN)      812.35 1399.93   726.70    86.60  477.47 1159.58  4662.63
TIME,*          17.42   30.02    15.59     1.86    10.24   24.87   100.00
MILES   	233.66  622.75   608.03    30.05  352.62 1016.07  2863.39
MILES,%          8.17   21.75    21.23     1.05   12.31   35.49   100.00
AVERAGE SPEED
    (MPH)        17.27    26.69   50.20   20.82   44.31   52.57    36.85


AVERAGE NUMBER
OF OCCURRENCES
PER TRIP          1.28     1.70    1.06    1.18    1.36    1.07      1.30
NUMBER
OF TRIPS	901      283     209     100	86     189	176_8_
 STOPS/MILE        0.78    0.84    0.03    0.77    0.09    0.02      0.28
                                 177

-------
SPEED DISTRIBUTION
FOR
URBAN-RURAL DATA
FOR URBAN-RURAL FOLLOWS ONLY
SPEED RANGE FREQUENCY
(MPH)
ZERO 11145
0.1 - 2.5 4788
2.5 - 7.5 9214
7.5 - 12.5 15542
12.5 - 17.5 13954
17.5 - 22.5 166C7
22.5 - 27.5 19027
27.5 - 32.5 20101
32.5 - 37.5 22124
37.5 - 42.5 20406
42.5 - 47.5 20969
47.5 - 52.5 29046
52.5 - 57.5 35740
57.5 - 62.5 27303
62.5 -100.0 13557
FREQUENCY,?
3.99
1.71
3.30
5.56
4.99
5.94
6.81.
7.19
7.91
7.30
7.50
10.39
12.79
9.77
4.65
CUMULATIVE
FREQUENCY,*
3.99
5.70
9.00
14.56
19.55
25.49
32.30
39.49
47.40
54.70
62.20
72.60
85.38
95.15
100.00
178

-------
ACC6L/OECEL DISTRIBUTION
FOR
URBAN-RURAL DATA


ACCEL/DECEL RAN
(MPH/SEC)
-50.0
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
	 9.5
	 8.5
	 7.5
	 6.5
	 5.5
- -4.5
	 3.5
	 2.5
- -1.5
	 0.5
- 0.5
- 1.5
- 2.5
- 3.5
- 4. 5
- 5.5
- 6.5
- 7.5
- 8.5
- 9.5
- 50.0
FOR URBAN-RURAL
GE FREQUENCY
18
7
12
43
200
765
2356
7676
10730
28953
155118
55730
9993
4960
1<5<;4
327
35
9
3
0
7
FOLLChS ONLY
FREQUENCY,?
0.01
0.00
0.00
0.02
0.07
0.27
0.84
2.75
3.85
10.38
55.61
19.98
3.58
1.78
0.71
0.12
0.01
0.00
0.00
0.0
0.00
CUMULATIVE
FREQUENCY, %
0.01
0.01
0.01
0.03
0.10
0.37
1.22
3.97
7.82
18.20
73.81
93.79
97.37
99.15
99.86
99.98
99.99
100.00
100.00
100.00
100.00
179

-------
                   OPERATIONAL MODE  SUMMARY'
                              FOR
                       URBAN-RURAL DATA
                 FOR URBAN-RURAL FOLLOWS  ONLY
OPERATIONAL MODE
FREQUENCY
FREUUENCY
IDLE
CRUISE
  10292


 144810
                                                       3.69
 "5IT89"
ACCELERATION
DECELEAATION
  73118
  50835
  26.20
  T8T2T
                                180

-------
ROAD TYPE VERSUS  TRAFFIC DENSITY
FOR
TOTAL DATA SAMPLE
(MILES)
m
FOR ALL FCLLOUS

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
397.38
40.81
330.31
33.92
110.48
11.35
48.50
4.98
81.79
8.40
0.16
0.02
4.97
0.51
0.09
0.01
973.67
100.00
URBAN
ARTERY
160.22
5.97
716.50
26.69
231.67
8.63
590.11
21.98
658.94
31.99
20.51
0.76
101.67
3.79
5.01
0.19
2684.64
100.00
URBAN
FREEWAY
3.90
0.34
54.65
4.78
13.01
1.14
379.14
33.14
523.03
45.71
24.19
2.11
140.37
12.27
S.Q7
0.52
1144.22
100.00
RURAL
LOCAL
76.07
84.57
7.49
8.32
3.55
3.94
1.83
2.04
0.99
1.10
0.0
0.0
0.01
0.01
O.O1
0.02
89.95
100.00
RURAL
ARTERY
152.78
31.92
127.89
26.72
81.24
16.97
36.37
7.60
79.79
16.67
0.06
0.01
0.55
0.12
0.02
0.00
478.71
100.00
RURAL
FREFWA
17.48
1.45
201.94
16.72
15.30
1.27
435.45
3o.0t
38tJ.90
32.21
31.06
2.57
115.20
9.54
2.13
0.18
1207.45
100.00
     181

-------
ROAD TYPE VERSUS TRAFFIC DENSITY
FOR
TOTAL DATA SAMPLE
(MINUTES)
<*)
FOR ALL FOLLOWS

NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
TOTALS
m
URBAN
LOCAL
1366.83
38.06
1234.12
34.37
374.22
10.42
203.72
5.67
380.23
10.59
0.43
0.01
30.67
0.85
0.70
0.02
3590.92
100.00
URBAN
ARTERY
378.05
5.32
1703.50
23.98
570.33
8.03
1484.08
20.89
2372.68
33.40
74.82
1.05
456.58
6.43
64.45
0.91
7104.50
100.00
URBAN
FREEWAY
9.10
0.62
88.67
6.07
19.93
1.37
438.05
30.01
636.83
43.63
29.95
2.05
210.57
14.43
26.47
1.81
1459.57
100.00
RURAL
LOCAL
145.13
77.30
22.82
12.15
8.03
4.28
8.43
4.49
3.28
1.75
0.0
0.0
0.02
0.01
0.03
0.02
187.75
100.00
RURAL
ARTERY
208.37
32.00
163.37
25.09
116.88
18.26
47.83
7.35
111.78
17.17
"0.07
0.01
0.87
0.13
0.03
0.01
651.20
100.00
RURAL
FREEWAY
21.33
1.57
227.12
16.69
19.87
1.46
466.68
34.30
427.68
31.43 —
36.53
2.68
156.18
11.48
5.30
0.39
1360.70
100.00
    182

-------
ROAD TYPE VERSUS TRAFFIC  DENSITY



NO
TRAFFIC
LIGHT
UNINFLUENCED
LIGHT
INFLUENCED
MEDIUM
UNINFLUENCED
MEDIUM
INFLUENCED
HEAVY
UNINFLUENCED
HEAVY
INFLUENCED
HEAVY
STOP AND GO
FOR
TOTAL DATA SAMPLE
(AVERAGE SPEED)
IMPH)
FOR ALL FOLLOWS
URBAN URBAN URBAN RURAL RURAL
LOCAL ARTERY FREEWAY LOCAL ARTERY
17.44 25.43 25.73 31.45 43.99
16.06 25.24 36.98 19.69 46.97

17.71 24.37 39.15 26.48 41.00
14.28 23.86 51.93 13.05 45.62
12.91 21.72 49.28 18.06 42.83
•
22.43 16.45 48.46 0.0 50.22
9.72 13.36 40.00 27.20 38.17
7-P18 4^66 13. 4^ 24.55 42.02


RURAL
FREEWA
49.17
53.35

46.21
55.96
54.56

51.01
44.26
24.09
     183

-------
TRAFFIC DENSITY  SUMMARY  FOR
TOTAL DATA SAMPLE
FOR ALL FOLLOWS
TRAFFIC TIME
DENSITY (MINI TIME,* MILES MILES,?
AVERAGE
SPEED
(MPHJ
NO
TRAFFIC 2128.82 14.83 807.83 12.28
LIGHT
UNINFLUENCED 3439.56 23.96 1438.78 21.87
LIGHT
INFLUENCED 1111.27 7.74 455.25 6.92
22.77

25.10
24.58

MEDIUM
UNINFLUENCED 2648.80 18.45 1491.40 22.67
33.78
MEDIUM
INFLUENCED 3932.50 27.40 1933.45 29.39
HEAVY
UNINFLUENCED 141.80 0.99 75.98 1.15
29.50
32.15

HEAVY
INFLUENCED 854.88 5.96 362.78 5.51
HEAVY
STOP AMD GO 96.98 0.68 13.19 0.20
TOTALS 14354. t3 100.00 6578.64 100. CO
25.46
•
8.16
27.50
                  184

-------
                          ROAC TYPE SUMMARY
                                 FOR
                          TOTAL DATA SAMPLE
                            FCR ALL FOLLOWS

                URBAN   URBAN   URBAN   RURAL	R_y R AL	RU R A L	
                LOCAL  ARTERY  FREEWAY  LOCAL   ARTERY   FREEWAY   TOTALS
TIME(MIN)     3590.92 7104.50  1459.57   187.75   651.20  1360.70 14354.63
TIMEt*          25.02   49.49    10.17     1.31     4.54    9.48   100.00
MILES	973.67 2684.64  1144.22    89.95  478.71 1207.45  6578.64
MILES,?         14.80   40.81    17.39     1.37    7.28   18.35   100.00
AVERAGE SPEED
    (MPHJ       16.27    22.67    47.04   28.74   4-4.11   53.24    27.50


AVERAGE NUMBER
OF OCCURRENCES
PER TRIP          1.22     1.25    1.06    1.16    1.25    1.07     1.21
NUMBER
OF TRIPS	3715     1658     403     111     123	212	62.8_2.
STOPS/MILE        1.38     1.30    0.07    0.36    0.08    0.02     0.76
                                185

-------
SPEED DISTRIBUTION
FOR
TOTAL DATA SAMPLE

SPEED kANGE
(MPH)
ZERO
0.1 - 2.5
2.5 - 7.5
7.5 - 12.5
12.5 - 17.5
17.5 - 22.5
22.5 - 27.5
27.5 - 32.5
32.5 - 37.5
37.5 - 42. b
42. 5 - 47.5
47.5 - 52.5
52.5 - 57.5
57.5 - 62.5
62.5 -100.0
FOR ALL
FREQUENCY
67509
26460
49215
67980
71256
61174
84901
83829
76019
54075
44492
48335
50170
34828
20337
FOLLOWS
FREOUENCYtS
7.84
3.07
5.72
7.90
8.28
9.43
9.87
9.74
8.63
6.28
5.17
5.62
5.83
4.05
2.36
CUMULATIVE
FREQUENCY, %
7.84
10.92
16.64
24.54
32.82
42.25
52.12
61.86
70.69
76.97
82.14
87.76
93.59
97.64
ICO. 00
186

-------




ACCEL/DECEL RANGE
(MPH/SEC)
-50.0 -
-9.5 -
-8.5 -
-7.5 -
-6.5 -
-5.5 -
-4.5 -
-2.5 -
-2.5 -
-1.5 -
-0.5 -
0.5 -
1.5 -
2.5 -
3.5 -
4.5 -
5.5 -
6.5 -
7.5 -
8.5 -
9.5 -
-9.5
-8.5
-7.5
-6.5
-5.5
-4.5
-3.5
-2.5
-1.5
-0.5
0.5
1.5
2.5
3.5
4.5
5.5
6.5
7.5
8.5
9.5
50.0
ACCEL/DECSL DISTRIBUTI
FOR
TOTAL DATA SAMPLE
FOR ALL FOLLOWS
ON

FREQUENCY FREQUENCY, %
93
17
60
236
910
3118
9362
32708
45450
94111
427571
169322
42125
21379
Q371
1602
134
22
4
0
16
0.01
0.00
0.01
0.03
0.11
0.36
1.09
3.31
5.30
10.97
49.86
19.74
4.91
2.49
1.09
0.19
0.02
0.00
0.00
C.O
0.00

CUMULATIVE
FREQUENCY,*
0.01
0.01
0.02
0.05
0.15
0.52
1.61
5.42
10.72
21.70
71.55
91.30
96.21
98.70
99.79
99.98
100.00
100.00
100.00
100.00
100.00
187

-------
                   OPERATIONAL  MODE  SUMMARY
                               FOR
                        TOTAL  DATA  SAMPLE
                         FOR  ALL  FOLLOWS
OPERATIONAL MODE
FREQUENCY
FREQUENCY, 31
IDLE
  62100
   7.24
CRUISE
 365442
  42.60
ACCELERATION
 244104
  28.45
DECELERATION
 186238
  21.71
                                188

-------
                                  Appendix D

                          SUMMARY STATISTICS BY CYCLE
     This appendix presents summary statistics for each of the 110 cycles used
to generate emissions-speed relationships.
                                     189

-------
 STATISTICS FOR CYCLES GENERATED
WITH 5-MPH NOMINAL AVERAGE SPEED
STARTING RANDOM
NUMBER
2109680429
1327725215
1850807071
1149392487
1906421087
13291391
1491985229
975806839
1428955175
1094242485
% TIME
AT IDLE
50.29
48.92
48.55
48.54
49.01
45.98
48.57
49.11
46.12
49.13
% TIME
IN CRUISE
14.76
14.37
15.61
13.63
14.49
17.18
16.31
15.52
15.60
14.27
% TIME
IN ACCEL.
19.08
18.84
19.05
19.05
18.27
19.70
18.35
18.93
19.82
18.68
% TIME
IN DECEL.
15.87
17.86
16.79
18.77
18.23
17.14
16.77
16.44
18.47
17.74
AVERAGE
SPEED
3.62
4.08
4.11
3.90
4.03
3.96
3.77
4.05
4.38
3.84

-------
                                  STATISTICS FOR CYCLES GENERATED
                                 WITH  10-MPH NOMINAL AVERAGE SPEED
ID
to
STARTING RANDOM
NUMBER
677815519
1231232183
2052594349
1108135727
494609461
2106014039
92882293
485398637
1224505365
473512053
% TIME
AT IDLE
31
34
32
31
32
32
31
29
30
31
.87
.01
.59
.76
.31
.61
.64
.04
.89
.68
% TIME
IN CRUISE
22.
22.
21.
21.
22.
22.
24.
23.
23.
22.
15
19
75
95
18
33
44
95
09
59
% TIME
IN ACCEL.
26.
24.
26.
24.
24.
22.
23.
26.
26.
25.
38
00
16
84
85
86
54
39
11
96
% TIME
IN DECEL.
19
19
19
21
20
22
20
20
19
19
.60
.80
.50
.44
.67
.20
.37
.63
.90
.77
AVERAGE
SPEED
10
10
10
10
10
10
10
10
10
10
.41
.26
.24
.50
.38
.33
.67
.81
.69
.25

-------
 STATISTICS FOR CYCLES GENERATED
WITH 15-MPH NOMINAL AVERAGE SPEED
STARTING RANDOM
NUMBER
853321301
124304303
595418559
377742421
884913093
1160313951
2081354365
20196639
576295815
383997893
% TIME
AT IDLE
24.50
24.68
24.13
24.34
24.86
23.87
23.46
23.46
23.52
24.39
% TIME
IN CRUISE
27.58
26.14
26.54
26.83
28.10
28.35
27.90
30.37
28.40
27.72
% TIME
IN ACCEL.
26.69
27.09
27.50
26.12
25.54
26.05
27.12
26.09
25.94
26.10
% TIME
IN DECEL.
21.23
22.09
21.84
22.71
21.50
21.73
21.51
20.09
22.15
21.79
AVERAGE
SPEED
15.99
15.89
15.80
15.89
15.86
15.99
15.98
15.90
15.89
15.67

-------
                                  STATISTICS  FOR CYCLES  GENERATED
                                 WITH  20-MPH  NOMINAL AVERAGE  SPEED
VD
STARTING RANDOM
NUMBER
2076207909
917868269
1145941869
1785253549
1662088415
930427845
763453111
1883796199
799556455
1428082519
% TIME
AT IDLE
17.35
17.34
16.66
17.43
16.68
15.85
16.88
17.17
16.77
17.23
% TIME
IN CRUISE
34.75
33.45
35.17
35.48
35.54
35.08
36.05
34.95
34.76
36.46
% TIME
IN ACCEL.
24.67
26.48
26.36
26.20
26.51
27.39
25.33
26.18
26.36
27.82
% TIME
IN DECEL.
23.23
22.73
21.81
20.89
21.26
21.68
21.74
21.70
22.11
18.50
AVERAGE
SPEED
20.23
20.55
20.92
20.57
20.77
20.76
20.88
20.91
20.96
20.96

-------
                                  STATISTICS FOR CYCLES GENERATED
                                 WITH 25-MPH NOMINAL AVERAGE SPEED
Ul
STARTING RANDOM
NUMBER
261258463
828574245
2043615135
605350991
1361589663
1729933573
1207042885
1476581517
762960839
463948607
% TIME
AT IDLE
14.20
13.91
13.89
12.75
13.17
12.62
13.77
13.84
12.77
13.48
% TIME
IN CRUISE
44.03
43.11
42.95
41.49
43.08
40.41
40.17
41.86
42.19
43.48
% TIME
IN ACCEL.
24.34
25.21
23.40
23.48
25.11
27.91
25.44
24.45
25.05
23.37
% TIME
IN DECEL.
17.43
17.76
19.76
22.28
18.64
19.05
20.62
19.85
20.00
19.67
AVERAGE
SPEED
25.01
25.13
25.84
25.45
25.46
25.16
25.81
24.84
25.15
24.95

-------
                                  STATISTICS  FOR CYCLES  GENERATED
                                 WITH  30-MPH  NOMINAL  AVERAGE  SPEED
10
STARTING RANDOM
NUMBER
727915013
1320093351
1498759559
1949264861
828164445
1895618959
2099533887
376722471
1971395269
1853905133
% TIME
AT IDLE
9.90
10.33
10.47
10.07
10.12
9.56
10.38
9.97
9.62
10.81
% TIME
IN CRUISE
47.74
48.90
50.45
46.97
45.29
49.98
49.62
50.37
50.41
50.81
% TIME
IN ACCEL.
23.27
21.93
20.84
23.30
24.20
21.96
22.01
21.51
21.54
21.94
% TIME
IN DECEL.
19.09
18.84
18.24
19.67
20.39
18.50
17.99
18.15
18.43
16.45
AVERAGE
SPEED
29.34
30.66
30.69
29.32
30.40
30.66
30.31
30.89
30.77
30.78

-------
                                  STATISTICS FOR CYCLES GENERATED
                                 WITH  35-MPH NOMINAL AVERAGE SPEED
vo
STARTING RANDOM
NUMBER
1898183535
1239587141
1065449903
1549904549
6132615
1326688213
392125223
1141502127
1576641271
1461995447
% TIME
AT IDLE
6.73
7.09
7.32
5.67
5.90
6.66
7.24
7.42
7.11
6.31
% TIME
IN CRUISE
59.93
54.64
56.66
58.86
57.25
56.93
54.37
56.80
56.93
58.08
% TIME
IN ACCEL.
19.01
20.84
19.54
18.76
20.38
19.40
22.38
20.09
18.44
17.90
% TIME
IN DECEL.
14.33
17.42
16.48
16.70
16.47
17.01
16.01
15.68
17.52
17.71
AVERAGE
SPEED
35.38
35.03
35.05
35.83
35.44
35.35
35.51
35.66
35.16
35.08

-------
                                  STATISTICS FOR CYCLES GENERATED
                                 WITH 40-MPH NOMINAL AVERAGE SPEED
00
STARTING RANDOM
NUMBER
428609517
1844070869
1081211767
154660405
838711551
2019760407
1300031957
1368960077
2143343197
840605415
% TIME
AT IDLE
3.50
2.22
2.94
2.57
3.22
2.70
3.48
3.77
3.66
2.94
% TIME
IN CRUISE
64.93
65.41
65.00
64.46
66.43
66.98
63.86
63.64
62.73
64.71
% TIME
IN ACCEL.
16.43
17.79
16.30
17.73
17.07
16.34
18.40
18.25
18.02
17.27
% TIME
IN DECEL.
15.14
14.58
15.75
15.23
13.28
13.98
14.25
14.35
15.60
15.07
AVERAGE
SPEED
40.63
40.81
40.75
40.29
40.75
40.76
40.45
40.84
40.46
40.82

-------
                                 STATISTICS  FOR CYCLES  GENERATED
                                WITH  45-MPH  NOMINAL AVERAGE  SPEED
10
STARTING RANDOM
NUMBER
1290506151
359970973
1085110757
1567730263
738482759
1522481581
254921599
2095918997
759952815
1539443229
% TIME
AT IDLE
2.82
2.70
2.78
2.09
2.55
2.09
2.15
2.65
1.88
1.91
% TIME
IN CRUISE
69.68
69.10
71.22
68.34
68.26
68.68
68.46
74.30
69.00
72.44
% TIME
IN ACCEL.
13.87
14.67
15.14
16.80
16.03
16.27
16.88
10.98
15.79
13.82
% TIME
IN DECEL.
13.64
13.54
10.86
12.77
13.17
12.96
12.51
12.07
13.33
11.83
AVERAGE
SPEED
45.70
45.65
46.34
43.69
43.70
44.01
43.89
46.45
46.50
46.52

-------
 STATISTICS FOR CYCLES GENERATED
WITH 50-MPH NOMINAL AVERAGE SPEED
STARTING RANDOM
NUMBER
251292455
163439645
921352365
445977741
§ 778751045
678303815
1453250927
1774141247
488060575
1767058805
% TIME
AT IDLE
2.25
2.53
2.25
2.57
2.60
2.61
2.29
2.45
2.52
2.45
% TIME
IN CRUISE
72.59
72.07
74.72
70.74
74.44
72.63
74.38
72.06
70.89
73.69
% TIME
IN ACCEL.
13.48
14.10
13.12
14.32
12.10
14.26
12.23
13.61
14.20
12.69
% TIME
IN DECEL.
11.68
11.31
9.91
12.36
10.86
10.50
11.10
11.88
12.39
11.16
AVERAGE
SPEED
50.94
50.86
50.80
50.77
50.62
50.54
50.93
50.94
50.96
50.95

-------
                                  STATISTICS FOR CYCLES GENERATED
                                 WITH 55-MPH NOMINAL AVERAGE SPEED
KJ
o
STARTING RANDOM
NUMBER
797604965
1182910927
1471256527
1569851863
1499493989
202541159
465620869
1185764879
1800594799
2090343975
% TIME
AT IDLE
2.03
1.86
1.38
1.89
2.08
2.32
2.23
2.10
2.16
2.22
% TIME
IN CRUISE
78.86
79.13
82.71
79.99
78.98
78.69
78.06
79.46
77.85
78.36
% TIME
IN ACCEL.
9.70
9.62
8.25
9.87
10.38
10.43
10.18
9.89
10.07
9.85
% TIME
IN DECEL.
9.40
9.39
7.66
8.25
8.56
8.56
9.53
8.55
9.91
9.56
AVERAGE
SPEED
54.62
54.70
55.57
54.52
54.50
54.62
54.48
54.49
54.60
54.38

-------
                                  Appendix E

                             REGRESSIONS BY GROUP


     This appendix gives the regression equations for HC, CO, NO ,  and FE
versus speed.  The standard error of the estimate, in grams per mile for
emissions and miles per gallon for fuel economy and the square of the multiple
correction coefficient are also given.
                                     203

-------
GROUP 1
VAR.
In HC
In CO
NO
X
FE
A0
4.41269EOO
6.71606EOO
Al
-2.90973E-01
-2.54663E-01
5.21966EOO -5.34103E-01
3.14595E-OJ 1.57904EOO
A.,
1.58890E-02
1.52347E-02
2.95325E-02
-5.74284E-02
A3
-4.72494E-04
-4.87397E-04
-6.12941E-04
1.00371E-03
A4
6.94077E-06
7.58207E-06
4.43296E-06
-6.81351E-06
A5
-3.92798E-08
-4.49514E-08


S.E.E.
.2244
3.6820
.0553
.1851
R2
.9992
.9970
.9913
.9977
GROUP 2
VAR.
In HC
In CO
NO
X
FE
A0
4.33704EOO
• 6.70051EOO
6.42703EOO

Al
-2.89572E-01
-2.96978E-01
-4.50877E-01

4.78551E-01J 1.36404EOO
*2
U52990E-02
1.60071E-02
2.49624E-02

-4.37883E-02
A3
-4.46689E-04
-4.77396E-04
-5.22665E-04

7.25078E-04
A4
6.48183E-06
7.06752E-06
3.84355E-06

-4.85636E-06
A5
-3.63456E-08
-4.03978E-08



S.E.E.
.1783
1.8075
.0865

,1668
R2
.9993
.9991
.9738

.9985
 GROUP 3
VAR.
In HC
In CO
NO
X
FE
Ao
3.86093EOO
6.32701EOO
4.13593EOO
2.65385E-01
Al
-2.69992E-01
-2.91473E-01
-1.44444E-01
1.27663EOO
A2
1.44221E-02
1.42949E-02
9.86336E-03
-3.77342E-02
A3
-4.33638E-04
-3.87852E-04
-2.23244E-04
5.97166E-04
A4
6.50735E-06
5.29781E-06
1.75242E-06
-3.91049E-06
A5
-3.78100E-08
-2.82441E-08

S.E.E.
.1017
1.0585
.0943
.1233
R2
.9995
.9996
.9591
.9993

-------
GROUP 4
VAR.
In HC
In CO
NOX
FE
A,
4.02722EOO
6.63236EOO
5.79617EOO
3.11582E-0:
Ai
-2.99985E-01
-3.05023E-01
-2.10240E-01
1.22364EOO
A2
1.61351E-02
1.604.97E-02
1.24013E-02
-3.56595E-02
A3
-4.87491E-04
-4.73969E-04
-2.67963E-04
5.65687E-04
A4
7.29093E-06
6.99075E-06
2.05192E-06
-3.76048E-06
A5
-4.19769E-08
-3.99758E-08


S.E.E.
.1256
1.8662
.1128
.1610
R2
.9993
.9993
.9262
.9988
GROUP 5
VAR.
In HC
In CO
FE
A0
3.94796EOO
6.71513EOO
6.46023EOO
5.95170E-OJ
Al
-3.08187E-01
-3.19130E-01
-7.55328E-02
1.25782EOO
A2
1.68168E-02
1.53183E-Q2
5.80579E-03
-3.79929E-02
A3
-5.06843E-04
-4.22327E-04
-1.36985E-04
6.14226E-04
A4
7.53855E-06
5.84948E-06
1.15752E-06
-4.10309E-06
A5
-4.31596E-08
-3.14969E-08

S.E.E.
.1212
1.2267
.1514
.1521
R2
.9992
.9997
.9072
.9989
GROUP 6
VAR.
In HC
In CO
NOX
Ft
A0
3.48543EOO
6.52603EOO
5. 70831 EDO
1.05747E-0:
Al
-2.84985E-01
-3.27107E-01
-1.13099E-01
1.21662EOO
A2
1.53833E-02
1.62943E-02
9.80543E-03
-3.49709E-02
A3
-4.56738E-04
-4.67573E-04
-2.33511E-04
5.53173E-04
A4
6.73486E-06
6.71906E-06
1.89584E-06
-3.68781E-06
A5
-3.83798E-08
-3.74401E-08


S.E.E.
.0776
1.0521
.1421
.1516
R2
.9991
.9994
.9658
.9990

-------
                                                        GROUP 7
VAR.
In HC
In CO
N0x
FE
A0
3.34680EOO
6.47431EOO
6.09245EOO
1.71050E-01
Al
-2.87778E-01
-3.31038E-01
-2.33642E-01
1.19930EOO
**
1.56820E-02
1.76179E-02
1.55797E-02
-3.44781E-02
A3
-4.73179E-04
-5.38583E-04
-3.51612E-04
5.49666E-04
A4
7.07954E-06
8.17402E-06
2.74548E-06
-3.69986E-06
A5
-4.08456E-08
-4.77803E-08


S.E.E.
.0674
1.1105
.1319
.1584
R2
.9990
.9989
.9578
.9989
                                                        GROUP 8
VAR.
In HC
In CO
N0y
X
FE
A0
3.73630EOO
6.60705EOO
4.65886EOO
Al
-2.73049E-01
-2.76679E-01
-3.98303E-01
2.56281E-oJ 1.67662EOO
*2
1.53577E-02
1.72335E-02
2.23489E-02
-6.28727E-02
A3
-4.60304E-04
-5.58279E-04
-4.58363E-04
1.11629E-03
A4
6.78527E-06
8.71678E-06
3.27345E-06
-7.61951E-06
A5
-3.84880E-08
-5.16980E-08


S.E.E.
.1418
3.9033
.0707
.1991
R2
.9983
.9943
.9845
.9973
ro
O
                                                       GROUP 9
VAR.
In HC
In CO
NOX
FE
Ao
3.59621EOO
6.21586EOO
4.49788EOO
-2.23778E-01
Al
-2.83620E-01
-2.72054E-01
-3.26366E-01
1.77169EOO
A2
1.53836E-02
1.70304E-02
1.93983E-02
-6.36204E-02
A3
-4.42136E-04
-5.52021E-04
-4.14076E-04
1.09416E-03
A4
6.28732E-06
8.62543E-06
3.06289E-06
-7.31982E-06
A5
-3.46311E-08
-5.11440E-08


S.E.E.
.0932
3.1396
.0624
.2103
R2
.9990
.9907
.9859
.9977

-------
GROUP 10
VAR.
In HC
In CO
N0x
FE
A0
3.88993EOO
6.G5254EOO
6.28350EOO
4.10257E-02
Al
-2.93648E-01
-2.95188E-01
-5.96082E-01
1.55074EOO
A2
1.62356E-02
1.86353E-02
3.40221E-02
-5.54787E-02
A3
-4.84148E-04
-6.21606E-04
-7.12033E-04
9.68831E-04
A4
7.11591E-06
9.93657E-06
5.17301E-06
-6.61287E-06
A5
-4.02861E-08
-5.99779E-08


S.E.E.
.1368
4.0137
.0729
.1984
R2
.9988
.9943
.9915
.9976
GROUP 11
VAR.
In HC
In CO
NO
FEX
A0
3.64334EOO
6.70697EOO
5.25942EOO
4.70690E-0:
Al
-2.91072E-01
-3.10618E-01
-3.92569E-01
1.17877EOO
*2
1.69089E-02
2.04852E-02
2.26475E-02
-3.72074E-02
A3
-5.26148E-04
-7.08527E-04
-4.71276E-04
6.36953E-04
A4
8.02705E-06
1.16215E-05
3.41930E-06
-4.45778E-06
A5
-4.70117E-08
-7.15690E-08


S.E.E.
.1126
4.4093
.0757
.2042
R2
.9981
.9932
.9865
.9976
GROUP 12
VAR.
In HC
In CO
N0v
X
FE
A0
3.74176EOO
6.87927EOO
4.38870EOO

-2.13454E-0:
Al
-2.83451E-01
-3.41147E-01
-3.71046E-01

1.39958EOO
A2
1.56948E-02
2.09446E-02
2.40919E-02

-4.70246E-02
A3
-4.69759E-04
-6.65891E-04
-5.18425E-04

8.12185E-04
A4
6.93832E-06
1.02225E-05
3.81148E-06

-5.54867E-06
A5
-3.94707E-08
-5.98265E-08



S.E.E.
.1238
3.7772
.0749

.1581
R2
.9986
.9961
.9940

.9987

-------
                                                         GROUP  13
VAR.
In HC
In CO
NO
FEX
Ao
3.18313EOO
6.18761EOO
1.18084EOO
9.68329E-01
Al
-2.89353E-01
-3.28888E-01
4.04203E-01
1.06147EOO
A2
1.73042E-02
1.89747E-02
-1.63630E-02
-2.68648E-02
A3
-5.54707E-04
-6.28263E-04
3.02391E-04
4.29095E-04
A4
8.64204E-06
1.00924E-05
-1.98740E-06
-3.09349E-06
A5
-5.13107E-08
-6.12727E-08


S.E.E.
.0887
1.3753
.1387
.2370
R2
.9972
.9967
.9800
.9979
                                                        GROUP  14
VAR.
In HC
In CO
NO
FE
A0
3.64655EOO
6.53829EOO
5.36873EOO
1.46920E-01
Al
-3.04959E-01
-3.32817E-01
-3.37145E-01
1.21411EOO
*2
1.68416E-02
1.76277E-02
2.24408E-02
-3.68640E-02
A3
-5.09623E-04
-5.24123E-04
-4.98008E-04
6.12047E-04
A4
7.59516E-06
7.72221E-06
3.77435E-06
-4.18479E-06
A5
-4.34963E-08
-4.37025E-08


S.E.E.
.1015
1.4710
.0907
.1476
R2
.9989
.9987
.9887
.9989
to
O
                                                        GROUP 15
VAR.
In HC
In CO
N0x
FE
Ao
3.53239EOO
6.60045EOO
2.96598EOO
1.48064E-02
Al
-2.85676E-01
-3.29116E-01
-2.42909E-01
1.39589EOO
"z
1.63180E-02
2.10112E-02
1.51910E-02
-4.89727E-02
A3
-5.00793E-04
-6.89057E-04
-3.27486E-04
8.60057E-04
*4
7.55067E-06
1.08390E-05
2.42566E-06
-5.90967E-06
A5
-4.37187E-08
-6.47125E-08


S.E.E.
.1105
3.3149
.0426
.1732
R2
.9981
.9943
.9928
.9981

-------
GROUP 16
VAR.
In HC
In CO
N0x
FE
A0
3.19966EOO
6.00592EOO
2.47505EOO
1.03821EOO
Al
-2.98632E-01
-3.62954E-01
1.33980E-01
9.83122E-01
A,
1.84473E-02
2.32775E-02
-6.10707E-03
-2.63471E-02
A3
-6.16544E-04
-8.15039E-04
1.14530E-04
4.27556E-04
A4
9.92062E-06
1.36261E-05
-7.15847E-07
-3.04676E-06
A5
-6.04021E-08
-8.55909E-08


S.E.E.
.2167
1.4033
.1013
.2210
R2
.9968
.9930
.8475
.9976
GROUP 17
VAR.
In HC
In CO
N0v
X
FE
A0
2.59720EOO
5.88037EOO
2.32457EOO

5.61201E-01
Al
-3.44633E-01
-3.68756E-01
9.74352E-04

1.26436EOO
A2
1.95417E-02
2.10782E-02
3.14443E-03

-4.04759E-02
A3
-6.25720E-04
-6.76438E-04
-9.47071E-05

6.81069E-04
A4
9.78442E-06
1.06267E-05
8.61185E-07

-4.65505E-06
A5
-5.83369E-08
-6.36405E-08



S.E.E.
.0287
.8023
.0893

.1871
R2
.9984
.9961
.9691

.9980
GROUP 18
VAR.
In HC
In CO
N0v
X
FE
Ao
2.10492EOO
5.35385EOO
1.99784EOO

6.44604E-01
Al
-3.35781E-01
-3.91562E-01
-8.97504E-02

1.20566EOO
A2
2.11609E-02
2.70721E-02
8.19070E-03

-3.92697E-02
A3
-7.31550E-04
-9.76178E-04
-1.99301E-04

6.63151E-04
A4
1.20715E-05
1.65270E-05
1.59865E-06

-4.50934E-06
A5
-7.48567E-08
-1.04317E-07



S.E.E.
.0280
1.0787
.0668

.1740
R2
.9957
.9837
.9841

.9980

-------
                                  Appendix F

                           REGRESSION PLOTS BY ORDER
     This appendix shows plots of the second-order through fifth-order regres-
sions for HC and CO and the second-order through fourth-order regressions for
NO  and fuel economy all for Model-Year Group 4.  In each case, the order of
regression is indicated by the last power of speed.  For example, the title of
a third-order plot would be:  Group 4* S,S2,S3.
                                      211

-------
  o
  o
  CO
GROUP
  O
   n
  ID'
UJ
_l
I — I
21
  OJ
  CXI
  o

 > CD "
LJ
  o
  o-
  o

  CD
  O

  CVI
   0
                     28
                SPEED (MPH)
63

-------
CJ
             GROUP U*   S.S2.S3
 0
T
14
21       28      3r,
   SPEED (MPH)
                                                                     63

-------
     l-J
m
GROUP
                                S. 52. S3
     ID
     C\l
     rj
     CM
     o

    •CO
NJ
M
in
   LJ
   ni
     CJ
      tf

     CJ
     a
     o
     IV)
                                  SPEED (MPH)

-------
K)
t->
o
     CJ
     o
     ro
     o
     o?
     C\J
   UJ-
     rj
     OJ
     o

     >CD
   LJ
     o
     o

     to
     o

     (M
                   GROUP U*    S.S2.S3.SH.S5
                               ?\       20
                                  SPEFi'D (MPH)

-------
CJ
             GROUP
s.
   Jrr.
                 i
                 14
21       28
   SPEED (MPH)
                                49
                                       bfi
63

-------
    CJ
to
H
CO
GROUP
                            S.S2.S3
                                  28
                              SPEED (MPH)

-------
CJ
 *
in
CO
  in
  ID
  o
  in-
 :£
LD
 .in
  rt*
LJ
  o
  un-
  o
 LD
 iO
Cj
 •
L.V
   0
                GROUP  M*   5.52.53,54
                                                                                63
                                SPELTJ (MPH)

-------
K>
O
     in-
     o
     Cj

     in-
     to
     r\j
     CJ
     ru
     .in-
._!
i—i
   CO
     . in-
     to-
     o
     ^ j
      •
     LD"
                      GROUP  UK    S. 52. 5-3, SU
                                                       3'j
                                                                                —(--

                                                                                 'Jh
fil
                                       r. p
                                     ITf I) (MPHJ

-------
                      S.Sc1
o
                        SPEED (MPH)

-------
  LT)


  ID
               GROUP  4*   S.S2.S3
  O

  to
 in

 in
CO
X
 o
 ui

 CD
                  —i—
                   14
                             SPEED (MPH)
3'J
63

-------
GROUP UK   S.
                  28
             SPEEID (MPH)

-------
    to
    o
    to
    LT>
    in
K)
  LU.
  cn
                  GROUP  UK   S.52.S3.SU
  X
  CD
    m
    C3
    in
     o
                                SPEED fMPH)
3'j
56

-------
o
LTJ
f\l
GROUP
                           S.S2.S3
CJ
C\J
o

O)"
a
ID
o -
o
 a
                             SPEFi'D (MPH)

-------
 rj
GROUP
               S.E.t.
                                   0.11  GMS/MI
R-SQUflRE  =   0.923G
UJo
a:
  r"

  o
 o
 CJ
—I—
 7
                  14
                  28
              SPEED (MPH)
     49

-------
                                  Appendix G


                        NORMALIZED REGRESSIONS BY GROUP
     This appendix gives the normalized regression equations for HC, CO, NO ,
and FE versus speed.  The standard error of the estimate is given in correction-
factor units.
                                     227

-------
                                                          GROUP  1
VAR.
InHC
in CO
NOY
FEX
A0
2.24612
1.81978
2.44424
+1.99692E-02
Al
-2.90973E-01
-2.54663E-01
-2.50107E-01
1.00231E-01
A2
1.58890E-02
1.52347E-02
1.38293E-02
-3.64532E-03
A3
-4.72494E-04
-4.87397E-04
-2.87025E-04
6.37113E-05
A4
6.94077E-06
7.58207E-06
2.07585E-06
-4.32493E-07
A5
-3.92798E-08
-4.49514E-08


S.E.E.
.0257
.0275
.0259
.0117
R2
.9992
.9970
.9913
.9977
                                                          GROUP 2
VAR.
in HC
in CO
NO
FEX
A0
2.31026
2.33989
1.68635
3.16192E-02
Al
-2.89572E-01
-2.96978E-01
-1.18303E-01
9.01259E-02
A2
1.52990E-02
1.6007 IE -02
6.54975E-03
-2.89321E-03
A3
-4.46689E-04
-4.77396E-04
-1.37139E-04
4.79079E-05
A4
6.48183E-06
7.06752E-06
1.00849E-06
-3.20873E-07
A5
-3.63456E-08
-4.03978E-08


S.E.E.
.0235
.0231
.0227
.0110
R2
.9993
.9991
.9738
.9985
to
to
VD
                                                         GROUP 3
VAR.
in HC
in co
N0y
FEX
Ao
2.16556
2.44154
1.12646
1.80403E-02
Al
-2.69992E-01
-2.91473E-01
-3.93405E-02
8.67828E-02
A2
1.44221E-02
1.42949E-02
2.68637E-03
-2.56510E-03
A3
-4.33638E-04
-3.87852E-04
-6.08024E-05
4.05942E-05
A4
6.50735E-06
5.29781E-06
4.77286E-07
-2.65827E-07
A5
-3.78100E-08
-2.82441E-08


S.E.E.
.0187
.0217
.0257
.0084
R2
.9995
.9996
.9591
.9993

-------
GROUP 4
VAR.
In HC
In CO
N0x
FEX
A0
2.39726
2.46551
1.22677
2.17884E-02
Al
-2.99985E-01
-3.05023E-01
-4.44978E-02
8.55670E-02
A2
1.61351E-02
1.60497E-02
2.62476E-03
-2.49361E-03
A3
-4.87491E-04
-4.73969E-04
-5.67150E-05
3.95575E-05
A4
7.29093E-06
6.99075E-06
4.34293E-07
-2.62964E-07
A5
-4.19769E-08
-3.99758E-08


S.E.E.
.0246
.0218
.0239
.0113
R2
.9993
.9993
.9262
.9988
GROUP 5
VAR.
In HC
In CO
NO
FEX
A0
2.40873
2.77804
1.01743
4.21009E-03
Al
-3.08187E-01
-3.19130E-01
-1.18958E-02
8.89752E-02
A2
1.68168E-02
1.53183E-02
9.14365E-04
-2.68753E-03
A3
-5.06843E-04
-4.22327E-04
-2.15740E-05
4.34489E-05
A4
7.53855E-06
5.84948E-06
1.82300E-07
-2.90243E-07
A5
-4.31596E-08
-3.14969E-08


S.E.E.
.0260
.0239
.0238
.0108
R2
.9992
.9997
.9072
.9989
GROUP 6
VAR.
in HC
in CO
N0x
FEX
A0
2.23217
2.78899
9.87600E-01
7.47964E-03
Al
-2.84985E-01
-3.27107E-01
-1.95674E-02
8.60534E-02
A2
1.53833E-02
1.62943E-02
1.69645E-03
-2.47354E-03
A3
-4.56738E-04
-4.67573E-04
-4.04000E-05
3.91268E-05
A4
6.73486E-06
6.71906E-06
3.28001E-07
-2.60344E-07
A5
-3.83798E-08
-3.74401E-08


S.E.E.
.0222
.0251
.0244
.0107
R2
.9991
.9994
.9658
.9990

-------
                                                       GROUP 7
VAR.
In HC
In CO
NO
FE*
Ao
2.25223
2.70743
1.15917
1.21961E-02
Al
-2.87778E-01
-3.31038E-01
-4.44536E-02
8.55120E-02
A2
1.56820E-02
1.76179E-02
2.96425E-03
-2.45834E-03
A3
-4.73179E-04
-5.38583E-04
-6.68990E-05
3.91921E-05
A4
7.07954E-06
8.17402E-06
5.22365E-07
-2.63806E-07
A5
-4.08456E-08
-4.77803E-08


S.E.E.
.0226
.0257
.0251
.0113
R2
.9990
.9989
.9578
.9989
                                                       GROUP 8
VAR.
In HC
In CO
NO
X
FEX
A0
2.02779
1 .86919
1.88656
1.57755E-02
Al
-2.73049E-01
-2.76679E-01
-1.61289E-01
1.03205E-01
A2
1.53577E-02
1 .72335E-02
9.04995E-03
-3.87016E-03
A3
-4.60304E-04
-5.58279E-04
-1.85609E-04
6.87137E-05
A4
6.78527E-06
8.71678E-06
1.32555E-06
-4.69022E-07
A5
-3.84880E-08
-5.16980E-08


S.E.E.
.0257
.0342
.0286
.0122
R2
.9983
.9943
.9845
.9973
to
                                                       GROUP 9
VAR.
In HC
in CO
NO
FE*
A0
2.15056
1.82133
1.55777
-1.29958E-02
Al
-2.83620E-01
-2.72054E-01
-1.13032E-01
1.02890E-01
A2
1.53836E-02
1.70304E-02
6.71832E-03
-3.69474E-03
A3
-4.42136E-04
-5.52021E-04
-1.43409E-04
6.35430E-05
A4
6.28732E-06
8.62543E-06
1.06079E-06
-4.25096E-07
A5
-3.46311E-08
-5.11440E-08


S.E.E.
.0220
.0388
.0216
.0122
R2
.9990
.9907
.9859
.9977

-------
GROUP 10
VAR.
in HC
In CO
NOV
FE<
A0
2.23021
2.01421
2.04516
2.65680E-03
Al
-2.93648E-01
-2.95188E-01
-1.94014E-01
1.00425E-01
A2
1.62356E-02
1.86353E-02
1.10736E-02
-3.59277E-03
A3
-4.84148E-04
-6.21606E-04
-2.31754E-04
6.27410E-05
A4
7.11591E-06
9.93657E-06
1.68372E-06
-4.28246E-07
A5
-4.02861E-08
-5.99779E-08


S.E.E.
.0260
.0388
.0237
.0128
R2
.9988
.9943
.9915
.9976
GROUP 11
VAR.
In HC
In CO
NO
FEX
A0
2.12230
2.04533
1.63262
3.50762E-02
Ai
-2.91072E-01
-3.10618E-01
-1.21861E-01
8.78429E-02
A2
1.69089E-02
2.04852E-02
7.03020E-03
-2.77272E-03
A3
-5.26148E-04
-7.08527E-04
-1.46293E-04
4.74662E-05
A4
8.02705E-06
1.16215E-05
1.06141E-06
-3.32197E-07
A5
-4.70117E-08
-7.15690E-08


S.E.E.
.0246
.0417
.0235
.0152
R2
.9981
.9932
.9865
.9976
GROUP 12
VAR.
in HC
In CO
NOV
FEX
A0
2.15361
2.31868
1.44825
-1.47721E-02
Al
-2.83451E-01
-3.41147E-01
-1.22444E-01
9.68577E-02
A2
1.56948E-02
2.09446E-02
7.95024E-03
-3.25433E-03
A3
-4.69759E-04
-6.65891E-04
-1.71078E-04
5.62071E-05
A4
6.93832E-06
1.02225E-05
1.25777E-06
-3.83995E-07
A5
-3.94707E-08
-5.98265E-08


S.E.E.
.0253
.0395
.0247
.0109
R2
.9986
.9961
.9940
.9987

-------
                                                          GROUP 13
VAR.
In HC
In CO
NO
FEX
Ao
2.07346
2.57522
2.45969E-01
6.80622E-02
Al
-2.89353E-01
-3.28888E-01
8.41954E-02
7.46090E-02
A2
1.73042E-02
1.89747E-02
-3.40841E-03
-1.88828E-03
A3
-5.54707E-04
-6.28263E-04
6.29880E-05
3.01604E-05
A4
8.64204E-06
1.00924E-05
-4.13975E-07
-2.17436E-07
A5
-5.13107E-08
-6.12727E-08


S.E.E.
.0292
.0371
.0289
.0167
R2
.9972
.9967
.9800
.9979
                                                         GROUP 14
VAR.
In HC
In CO
NO
FEX
A0
2.34948
2.68454
1.28169
1.06675E-02
Al
-3.04959E-01
-3.32817E-01
-8.04874E-02
8.81537E-02
A2
1.68416E-02
1.76277E-02
5.35735E-03
-2.67661E-03
A3
-5.09623E-04
-5.24123E-04
-1.18891E-04
4.44393E-05
A4
7.59516E-06
7.72221E-06
9.01060E-07
-3.03848E-07
A5
-4.34963E-08
-4.37025E-08


S.E.E.
.0277
.0312
.0217
.0172
R2
.9989
.9987
.9887
.9989
N)
CJ
U)
                                                         GROUP  15
VAR.
In HC
In CO
NO
FEX
Ao
2.11340
2.15487
1.53447
1.04531E-03
Al
-2.85676E-01
-3.29116E-01
-1.25671E-01
9.85479E-02
A,
1.63180E-02
2.10112E-02
7.85919E-03
-3.45740E-03
A3
-5.00793E-04
-6.89057E-04
-1.69428E-04
6.07188E-05
A4
7.55067E-06
1. 08390 E-05
1.25494E-06
-4.17214E-07
A5
-4.37187E-08
-6.47125E-08


S.E.E.
.0267
.0389
.0220
.0122
R2
.9981
.9943
.9928
.9981

-------
GROUP
VAR.
InHC
In CO
Nt)x
FEX
A0
2.11940
2.54557
7.04805E-01
8.01363E-02
Al
-2.98632E-01
-3.62954E-01
3.81527E-02
7.58842E-02
A2
1.84473E-02
2.32775E-02
-1.73907E-03
-2.03365E-03
A3
-6.16544E-04
-8.15039E-04
3.26140E-05
3.30017E-05
A4
9.92062E-06
1.36231E-05
-2.03847E-07
-2.35170E-07
A5
-6.04021E-08
-8.55909E-08


S.E.E.
.0736
.0441
.0288
.0171
R2
.9968
.9930
.8475
.9976
GROUP 17
VAR.
In HC
In CO
NO
FE*
Ao
2.68382
2.83929
7.83838E-01
3.94252E-02
Al
-3.44633E-01
-3.68756E-01
3.28549E-04
8.88231E-02
A2
1.95417E-02
2.10782E-02
1.06029E-03
-2.84349E-03
A3
-6.25720E-04
-6. 76438E-04
-3.19350E-05
4.78461E-05
A4
9. 78442E-06
1.06267E-05
2.90389E-07
-3.27024E-07
A5
-5.83369E-08
-6.36405E-08


S.E.E.
.0313
.0383
.0301
.0131
R2
.9984
.9961
.9691
.9980
GROUP 18
VAR.
in HC
in CO
NO
FEX
A0
2.39540
2.48747
9.42131E-01
4.76869E-02
Al
-3.35781E-01
-3.91562E-01
-4.23240E-02
8.91930E-02
A2
2.11609E-02
2.70721E-02
3.86253E-03
-2.90512E-03
A3
-7.31550E-04
-9.76178E-04
-9.39853E-05
4.90590E-05
A4
1.20715E-05
1.65270E-05
7.53883E-07
-3.33595E-07
A5
-7.48567E-08
-1.04317E-07


S.E.E.
.0374
.0246
.0315
.0129
R2
.9957
.9837
.9841
.9980

-------
    Appendix H
NO  PLOTS BY GROUP
      235

-------
r\J
                                                               0.9010
  in
0.06  GMS/MI   R-SQUHRE
cr
 o
                         21
                            SPEED IMPH)
                                                                      63

-------
   rvi
                GROUP  2    <).F..F:.  =  0.09   GMS/MI    R-SQUflRE  =   0.9728
   en
oo
 IX)
 (T.
 5".
 or'
   o
                              5PEE:'D (MPH)

-------
              GROUP  3   S.F..E.  -  0.09  GMS/MI    R-SQUflRE =  0.9576
  CJ
CT.
CD a
 en
  • •

 o
uo
                                28
                           SPEED (MPH)
63

-------
  
IXI
i—i
_l
CT
                -GROUP
3.F..F:.
         0. 11   GMS/MI    R-')GURR[:  -
 CJ
r, p
                                PfifiD (MPH)

-------
  C\J
               GROUP fo
S.E.E.  =   0.15  GMS/MI
R-SQUflRE  =  0.9040
  OJ
.X
  o
CF.
                          ?i
                             SPF.Fi'D (MPH)
            S6i

-------
 rj
X
LU
  o
cr.
  10.
  CO
  r j
              GROUP 6    S.E.E.  =  0.14  GMS/MI   'R-SQUflRE  -   0.9646
                         21       20
                            5PEED (MPH)

-------
  C\J
  CO
X
o
QCI)
LUo
cr.
cc"?
(fjCJ
  en
   *
  o
o
QQ
GRilUP  /    S.E.E.  -  0.13  CMS/MI    R-SQUfiRf:  -   0.9562
                                   28
                              SPEED WPN)
                                                                   56
                                                           63

-------
   LiT
KJ X
 cr
 o=u;
   CJ
   O
                GROUP 8    S.E.F..  -  0.07  GMS/MI   R-SQUflRE =  0.98110
    o
14
     28
SPEED IMPH)
49
—I
63

-------
                                0.06  GMS/MI    R-SQUflRE  =   0.9854
o
C J
                         SPEED (MPM)

-------
                       R-SQURRF:  =  0.9312
0.07  GMS/MI
SPFifiD (MPM)

-------
  r\j
  OJ

  T—*



O
2L


QCD
CE
 CO
  • •

 CD
 CJ
            GROUP  11    S.E.E.  =   0.08  GMS/MI    R-SQUflRE  =   0.9860
0
                         21      29      3'.
                            SPEED (MPH)
                                                             56
63

-------
                GROUP
S.F.FJ.  =  0.07  CMS/MI    R-SQUflRE -  0.9^38
oo
  X
  f im
  cr
   CJ
                             SPEED (MPH)

-------
 C\J
              GROUP  13   S.E.F:.'=  o.m  CMS/MI    R-SQURRE =  0.9792
 CO
 Lf)
 OJ

QfTJ
 :
 C3
 o
                                28      35
                            SPEED (MPH)
56
63

-------
    rj
in
O
   X
   cr
    O
    V .J



    CJ)
      a
                  GROUP  14
3.F.. t.  -  0.09  GM°)/MI    R-SQUflRfi
                                          0.3B33
21       2FJ       3'

   fjPEf-JD (MPM)
                                               61

-------
   CD
   OJ
K)
UI
  z:
 l.U0
GROUP  15    S.E.E.  =
                                             GMS/MI    R-SQUflRE -   0.996
 CT
   CD
                           21      28
                              SPEED (MPH)
                                  42
                                                                  56

-------
   r\j
GROUP  16    S.E.E. =  0.10   GM5/MI   R-SQURRE =  0.81422
   CD
   t\l
in
  (X
   CJ
0
                    14
           21       28
              SPEED (MPH)
                                                                          63

-------
  r\j
 <£>
X
O
z

CD en

IXI
i—•
_J
cr

*•*— ^O
cc. .
  a
c j

CM)
             GROUP 17   S.E.E. =  0.09  GM3/MI    R-SQUfiRE  -  0.9679
                                  28
                                                                          63
                                    IMPHJ

-------
               GROUP  IB   S.E.E.  =   0.07 CMS/MI    R-SQUflRE =  0.983S
   QO
in
44.
 LUo
 cr.
   o
   CJ
                             5PEED (MPHJ
                                                                       63

-------
                                   TECHNICAL REPORT DATA
                            (Please read Insiructions on the reverse before completing)
1. REPORT NO.
 EPA-460/3-77-011
                                                           3. RECIPIENT'S ACCESSIOI»NO.
4. TITLE AND SUBTITLE
 Development of  Revised Light-Duty-Vehicle  Emission
 Average Speed Relationships
                                                           5. REPORT DATE

                                                              Auust-  1Q77
                                                           6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
 Malcolm Smith  and Tom Aldrich
                                                           8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
 Olson Laboratories,  Inc.
 421 East Cerritos  Avenue
 Anaheim, California  92805
                                                           10. PROGRAM ELEMENT NO.
                                                           11. CONTRACT/GRANT NO.
12. SPONSORING AGENCY NAME AND ADDRESS
 Environmental Protection Agency
 Office of Air and  Waste Management
 Office of Mobile Source Air Pollution Control
 Emission Control Technology Division
^^^^J^^^^^M^^^^^^^H^^^^^^livCU^^^^H^^^l^U^^^^^^^M^^^^^MB^^M^^^^^^^B^^^^^^^^^BH
15. s u PP'LE M"E N'T A RY~NOTMS
                                                           13. TYPE OF REPORT AND PERIOD COVERED
                                                           14. SPONSORING AGENCY CODE


                                                             EPA-ORD
16; ABSTRACT
      This report presents  the results of Contract  No.  68-03-2222, entitled  "Deve-
 lopment of Revised Light-Duty Vehicle Emission Average Speed Relationships. "   The
 two-fold purpose of the program was (1) to perform a  statistical analysis of  the GM
 chase-car data, and  (2) to establish regressions of fuel consumption and emissions
 on  average speed over driving cycles generated from combined GM and CAPE-10 data.

      Ten cycles were selected at each of 11 nominal speeds ranging from 5 mph to
 55  mph.  Hot-start estimates  of HC, CO, NO  (all in units of grams per mile),  and
 fuel  consumption (in units of miles per gallon) over  each of the cycles were  obtained
 for each of 18 model-year  groups.  The emissions and  fuel consumption estimates  were
 regressed on average speed to yield the desired emission-average speed relationship
 for each model-year group.  The equations were then normalized to 19.6 mph, the
 average speed over the FTP cycle, to yield correction-factor equations.  Groups  were
 combined to give composite correction-factor equations for 1975 vehicle population
 in  low-altitude cities and for 1974 vehicle population in high-altitude cities.
17.
                                KEY WORDS AND DOCUMENT ANALYSIS
                  DESCRIPTORS
                                              b.lDENTIFIERS/OPEN ENDED TERMS  C.  COSATI Field/Group
13. DISTRIBUTION STATEMENT
 Release to Public
                                              19. SECURITY CLASS (This Report)
                                                Unclassified
21. NO. OF PAGES
     255
                                              20. SECURITY CLASS (This page)

                                                Unclassi
                                                                         22. PRICE
EPA rorm 2220-1 (9-73)

-------