EPA-460/3-77-01]
August 1977
DEVELOPMENT OF REVISED
LIGHT-DITY- VEHICLE
EMISSION - AVERAGE SPEED
RELATIONSHIPS
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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
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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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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.
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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
-------
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.
-------
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.
-------
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
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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
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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
-------
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)
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