EPA-460/3-76-007 April 1976 DRIVING PATTERNS OF HEAVY DUTY VEHICLES OPERATING IN THE ST. LOUIS REGIONAL AREA U.S. ENVIRONMENTAL PROTECTION AGENCY Office of Air and Waste Management Office of Mobile Source Air Pollution Control Emission Control Technology Division Ann Arbor, Michigan 48105 ------- EPA-460/3-76-007 DRIVING PATTERNS OF HEAVY DUTY VEHICLES OPERATING IN THE ST. LOUIS REGIONAL AREA by Edward M. Sheehan § John T. Kretzer, Jr.,P.E. East-West Gateway Coordinating Council, Pierce Building Suite 1200, 112 North 4th Street St. Louis, Missouri 63102 Interagency Agreement No. IAG-D5-0731 EPA Project Officers Thomas R. Norman John Corcoran Prepared for U.S. ENVIRONMENTAL PROTECTION AGENCY Office of Air and Wattle Mangemenl Office of Mobile Source Air Pollution Control EmiHHion Control Technology Division Ann Arltor. Michigan 18105 April I*>76 ------- This report is issued by the Environmental Protection Agency to report technical data of interest to a limited number of readers. Copies are available free of charge to Federal employees, current contractors and grantees, and nonprofit organizations - as supplies permit - from the Air Pollution Technical Information Center, Environmental Protection Agency, Research Triangle Park, North Carolina 27711; or, for a fee, from the National Technical Information Service, 5285 Port Royal Road, Springfield, Virginia 22161. This report was furnished to the Environmental Protection Agency by East-West Gateway Coordinating Council, St. Louis, Missouri 63102, in fulfillment of Interagency Agreement No. IAG-D5-0731. The contents of this report are reproduced herein as received from East-West Gate- way Coordinating Council. 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-460/3-76-007 ii ------- TECHNICAL REPORT DATA (Please read Instructions on the reverse before completing) REPORT NO EPA-460/3-76-007 3 RECIPIENT'S ACCESSION NO. 4 TITLE AND SUBTITLE Driving Patterns of Heavy Duty Vehicles Operating in the St. Louis Regional Area. 5 REPORT DATE April 1976 6 PERFORMING ORGANIZATION CODE 7 AUTHORIS) Edward M. Sheehan, & John T. Kretzer, Jr., P.E. 8 PERFORMING ORGANIZATION REPORT NO 9 PERFORMING ORG 'VNIZATION NAME AND ADDRESS East-West Gateway Coordinating Council Pierce Building Suite 1200 112 N. 4th Street St. Louis, Missouri 63102 10 PROGRAM ELEMENT NO 2 AB 130 11 CONTRACT/GRANT NO IAG-D5-0731 12 SPONSORING AGENCY NAME AND ADDRESS Environmental Protection Agency Motor Vehicle Emission Laboratory 2565 Plymouth Rd. Ann Arbor, Michigan 48105 13 TYPE OF REPORT AND PERIOD COVERED Final 14. SPONSORING AGENCY CODE 15 SUPPLEMENTARY NOTES 16 ABSTRACT This survey was conducted in the St. Louis regional area and involved only those vehicles having a gross vehicle weight rating greater than 10,000 pounds. Seventy vehicles were selected for observation. Sixty-five of these vehicles were trucks and five were buses. The chase vehicle method of collecting vehicle operational data has proven to be an expedient and very useful tool in the development of vehicle driving cycles. The method utilizes a vehicle equipped to monitor and record its own operation (i.e., speed and time) while following ("chasing") the subject vehicle. In so doing it is unnecessary to equip the subject vehicle with instruments. The following information was recorded during each chase event: Day of the year, time of the day (hour-minute-second), truck I.D. number, area type (urban, non-urban), vehicle speed, manifold vacuum, road types (freeway, arterial, local) traffic conditions (free, stable, congested), weather type, driver—navigator I.D., catch-up mode indicator, and type of scheduled stop. 17 KEY WORDS AND DOCUMENT ANALYSIS DESCRIPTORS b IDENTIFIERS/OPEN ENDED TERMS c cosati Field/Group Highway Transportation Tractors Trailers Semitrailers Common Carriers Commercial Transportation St.Louis Trucks* Chase Car; Speed vs. Time-Truck Urban Trucks; Non-Urban Trucks; Diesel Trucks; Gas Trucks; Local Range of Operation; Short Range of Operation; Long Range of Operation 13 DISTRIBUTION STATEMENT U.S. Environmental Protection Agency Technical Publications Branch Research Triangle Park, N.C. 27711 19 SECURITY CLASS (This Report) 21 NO OF PAGES 43 20 SECURITY CLASS (This page) 22 PRICE EPA Form 2220-1 (9-73J ------- INSTRUCTIONS I REPORT NUMBER Insert the EPA report number as it appears on the cover of the publication. 2. 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KEY WORDS AND DOCUMENT ANALYSIS (a) DESCRIPTORS - Select from the Thesaurus of Engineering and Scientific Terms the proper authorized terms that identify the major concept of the research and are sufficiently specific and precise to be used as index entries for cataloging (b) IDLNTltiERS AND OPEN-ENDED TERMS - Use identifiers for project names, code names, equipment designators, etc Use open- ended terms written in descriptor form for those subjects for which no descriptor exists (c) COSATI I IELD GROUP - Field and group assignments are to be taken from the 1965 COSATI Subject Category List Since the ma- jority of documents are multidisciplinary in nature, the Primary Field/Group assignment(s) will be specific discipline, area of human endeavor, or type of physical object The application(s) will be cross-referenced with secondary Field/Group assignments that will follow the primary posting(s) 18. DISTRIBUTION STATEMENT Denote releasability to the public or limitation for reasons other than security for example "Release Unlimited." Cite any availability to the public, with address and price 19. & 20. SECURITY CLASSIFICATION DO NOT submit classified reports to the National Technical Information service 21 NUMBER OF PAGES Insert the total number of pages, including this one and unnumbered pages, but exclude distribution list, if any 22 PRICE Insert the price set by the N.itional Technical Information Service or the Government Printing Office, if known EPA Form 2220-1 (9-73) (Reverie) ------- TABLE OF CONTENTS CHAPTER PAGE Preface 1 Purpose of Report 2 Methodology 3 Scope of Work (1) Truck Selection 4 (2) Scheduling 7 (3) Data Acquisition 7 (4) Data Processing 10 Problems 12 Recommendations 14 APPENDIXES: A. Truck Sample Requirements B. Truck Owner Participation C. Truck Chases Completed by Category D. Recording Procedure and Coding E. Vehicle Data Information and Com- puter Card Lay-Out F. Photographs of Trucks Chased ------- PREFACE During Fiscal Year 1975, East-West Gateway Coordinating Council assisted the Federal Highway Administration (FHWA) as part of a cooperative effort with the U.S. Environmental Protection Agency (EPA) and other Federal agencies, by collecting highway characteristics and speed data in the Metropolitan St. Louis Area, using an instrumented vehicle with an on-board computer. The data collected was given to the Federal Highway Administration (FHWA) and has been made available for use in conjunction with elements of the Regional Air Pollution Study Program and other air pollution and transportation programs in the St. Louis Region. This effort is the second phase of this contract, DOT-FHWA-11-8563, with FHWA and has been made possible through an inter-agency agreement between the Environmental Protection Agency and the Federal Highway Administration. Data collected in this second phase of the study may be obtained from the Office of Mobile Source Air Pollution Con- trol in Ann Arbor, Michigan. 1 ------- PURPOSE OF REPORT The purpose of this report is to describe how truck operating characteristic data was collected from seventy heavy-duty vehicles operating in the St. Louis Region. The data is needed by the U.S. Environmental Protection Agency to evaluate and validate truck operating character- istic data previously collected in California and New York with special instruments installed in the trucks themselves. This data will provide the means to assimilate future heavy- duty vehicle driving cycles. 2 ------- METHODOLOGY The truck operating characteristic data of seventy (70) trucks and buses was collected with a specially instru- mented vehicle with an on-board seven-track computer recorder, leased to the Council by the U.S. Environmental Protection Agency, Ann Arbor, Michigan. The instrumented vehicle followed pre-selected trucks throughout the St. Louis Region duplicating and simulating the trucks'operation, while the on-board computer recorded the operating characteristics of the chase car. Descriptive information for each truck chased accompanied the operating data set sent to the U.S. Environmental Protection Agency, Ann Arbor, Michigan. In addition, photographs were taken and are included in this report. 3 ------- SCOPE OF WORK (1) Truck Selection; The U.S. Environmental Protection Agency supplied the Council with a computer tape regis- tration list of all heavy-duty vehicles registered in St. Louis City and St. Louis County. The contract specified the Council to randomly sample the registration list to obtain the types of truck prescribed in the contract and con- tained in Appendix A. The sample requirements basically fall into two categories, gasoline operated trucks and diesel operated trucks. These two basic categories are further stratified into two axle, three axle and tractor- trailer. Finally, these three sub-categories are further stratified by three vehicle operating ranges. The three ranges are: Local Local range is the local area in and around the city, suburbs, farm, factory, mine or place where the vehicle is stationed, or from where it operates. Short Short range is the area beyond the local area, over the road, but not more than 200 miles from the place the 4 ------- vehicle is stationed or from where it operates. Long Long range trips are over-the-road trips more than 200 miles from the place the vehicle is stationed or from where it operates. The Council's original plan was to sample the regis- tration list and to select trucks by the categories specified. However, the registration list did not con- tain sufficient data about the trucks to allow this type of selection. The License Bureau of the State of Missouri was contacted regarding the lack of complete information on the computer list. The Bureau indicated the informa- tion was not available and there was no way around the problem. After careful study, it was determined that a base random sample of six hundred would satisfy the sampling requirements of the contract, and produce the seventy trucks required. From a sampling technique standpoint, it also provides the same statistical re- sults as a sample by specific categories. A table of random numbers was used to manually select the six hundred truck owners from a printout of the computer tape registration list. Approximately 120 truck owners were contacted in the order of selection and asked to participate in the study. 5 ------- Appendix B contains a breakdown of participation. Of the 120 owners contacted, about 50 percent agreed to partici- pate. Only about 12 percent refused. Of these 12 percent, only a few owners objected vigorously; these individuals generally felt the study might interfere with their opera- tions or that the study Wasn't needed and was a waste of money. The rest of the refusals were due to policy deci- sions of the company. About 46 owners or 38 percent did not participate because of scheduling and operating problems. As the Truck Chase and scheduling progressed, specific categories of trucks were completed, additional truck owners had to be contacted until certain types of trucks were lo- cated. This necessitated going out of the order of selec- tion to obtain the right type of truck, but was still within the requirements of the contract and still provided the same statistical results. As the project progressed, it became necessary to contact three truck owners not identified in the sample to obtain the proper type of equipment. The U.S. Environmental Protection Agency Project Officer also gave approval to substitute long haul diesel tractor trailer runs for three difficult-to-fill categories. This was done for four truck chases. Attached as Appendix C is a compilation of com- pleted truck chases, by categories, compared to the Truck Chase Study sample requirements. 6 ------- (2) Scheduling. Many companies found it difficult to know precisely when and where a particular truck might be used, making it almost impossible to schedule truck chases more than a day or two in advance. For instance, many moving companies were identified in the sample, but could not be scheduled because of the uncertainty of the time reguired to load household goods. Also, many of the trucks operated at times other than our basic eight-to-five, Monday through Friday schedule. Other truck operators who were difficult to schedule were contractors, tradesmen, and construction workers. These owners used their trucks to transport themselves to job sites, businesses, or resi- dences. The trucks would then sit most of the day while work was performed. In general, the licensed trucking firms and business delivery truck owners proved to be the easiest to schedule. Trucks were scheduled for a complete day of monitoring whenever possible. In those situations where the trucks were operated for only part of a day, the truck was sche- duled for another day to complete data acquisition. (3) Data Acquisition. The data acquisition procedure consisted of following the scheduled trucks with the instru- mented vehicle, using a modified chase car technique and recording the chase vehicle's simulated truck or 7 ------- bus operating characteristics on seven track magnetic tape. This chase car driving technique duplicates or simulates the operation of the pre-selected trucks or buses through acceleration, deceleration, cruising, brake applications, etc. until the trip was completed. A constant distance was main- tained only during the chase mode; a catch-up mode was em- ployed during those time periods when the truck or bus operation could not be simulated. A time lag was employed when accelerating or decelerating. The following variables were recorded on the magnetic tape: 1. Day of the year 2. Time of the day 3. Truck identification number 4. Area type 5. Vehicle speed 6. Manifold vacuum 7. Road types 8. Traffic conditions 9. Weather type 10. Driver-Navigator identification 11. Flag (mode indicator) 12. Type of scheduled stop The time, speed, and manifold vacuum are recorded auto- matically. All other variables were input manually using auxiliary equipment channels operated by thumbwheel switches. The codes and procedure used to record the truck operating characteristics are outlined and contained in Appendix D. Prior to or after the chase, other information {shown in Table 1) about the truck equipment and chase event was obtained, key-punched on computer cards, merged on computer tape with the operating characteristics, and sent to EPA. 8 ------- TABLE 1 VEHICLE DATA INFORMATION 1. Model year 2. Chassis manufacturer 3. Axle configuration 4. Body style 5. Engine manufacturer 6. Number of engine cylinders 7. Engine serial numbers 8. Fuel type 9. Vehicle base location (zip code) 10. Vehicle operating range 11. Gross vehicle weight rating 12. Vehicle odometer reading 13. Listing license (from registration list) 14. Actual license 15. Owner's name, address and zip code 16. Major overhaul date 17. Minor overhaul date 18. Chase mileage Appendix E contains the computer card lay-out of the Vehicle Data Information which was stacked on the nine-track computer tape along with the Truck Chase Data which was forwarded to EPA. In many instances, the truck owners did not have all the vehicle data information and thus could not provide it. However, every effort was made to obtain the required data. The actual truck chase procedure provided for the driving crew to meet the truck driver to be chased, fifteen minutes prior to the driver's normal starting time. This was done so the driving team could review chase procedures with the truck driver and determine the driver's route, in case the chase car became separated from the truck. Prior to the chase, vehicle data information was also obtained 9 ------- from the driver and from the truck. Finally, two photographs of the truck or bus were taken. Photographs of trucks chased are included in Appendix F. Once the truck chase began, the driving crew, besides operating the on-board computer, also maintained a log of the truck's route. For about the first 30 chases, this was done with a voice tape recorder activated by a foot pedal. Later, the crew switched to a written log. The route log was kept to aid in editing any coding errors as well as to have a record of any other problems that arose. This pro- cedure proved invaluable during the study, not only for editing minor coding errors, but in diagnosing equipment problems. In addition to the voice log, the driving crew maintained a Daily-Trip-Log. This log contained such data as the truck operator's name, truck chase number, the meet- ing time and meeting place. It also contained the computer tape number, and starting and ending times. (4) Data Processing. The data was recorded on seven- track magnetic tape at 20 0 bytes per inch (BPI) and pro- cessed and stacked on nine-track magnetic tape at 1600 BPI. The vehicle information, which had been key-punched on computer cards, was also processed and stacked on the nine- track magnetic tape. The computer tape format appears in Appendix F. In some instances, minor editing was necessary to correct coding errors. 10 ------- Processed tapes were supplied to the U.S. Environmental Protection Agency Project Officer approximately every two weeks. 11 ------- PROBLEMS A number of problems developed during the course of the study, some minor, and several so serious the study had to be stopped while the equipment was checked or repaired. Early in the study, for example, the on-board computer tape recorder would not rewind. The driving crew, using a tech- nique suggested by the U.S. Environmental Protection Agency Project Officer, was able to remedy this problem. During the course of the study, four truck chase tape files were lost. On two separate occasions, during the third and fourth months of the study in extremely cold weather, recorded data was apparently not recorded, re- corded improperly, or erased during recording or data processing. The data from eleven truck chases was lost. The study was suspended for three days while the equipment and data processing procedures were checked. These eleven truck chases had to be rescheduled and redone. During the fifth month the computer equipment completely failed, and the study was officially suspended. The instrumented vehicle was returned to the EPA facility in Ann Arbor, Michigan, where the equipment was repaired and tested. 12 ------- In all, the data from fifteen truck chases was lost due to equipment failure. Minor problems with the instrumented vehicle plagued the study. Most of the problems involved engine performance. When the computer in the instrumented vehicle is shut-down, it can not be restarted again from that point; in order to maintain continual data recording, therefore, it was nec- essary to keep the motor idling in the instrumented vehicle for long periods of time to power the computer. This caused the engine to heat up, and the plugs and points to deter- iorate rapidly. Several engine tune-ups were necessary during the study. 13 ------- RECOMMENDATIONS Because of engine performance problems, it is recom- mended that in future studies of this nature, the computer equipment be modified to allow computer shut-down and re- starting during data acquisition. This should eliminate engine performance problems. According to paragraph 3-11, page 3-3 in Kennedy Company's "Operation and Maintenance Manual," such procedures can be developed. 14 ------- APPENDIX A TRUCK CHASE SAMPLE REQUIREMENTS TRUCKS GAS 2 Axle 3 Axle Tractor- Trailer TOTAL Area of Operation LOCAL 27 4 3 34 SHORT 5 2 3 10 LONG 2 0 0 2 TOTAL 34 6 6 46 DIESEL 2 Axle 3 Axle Tractor- Trailer TOTAL 3 3 3 9 0 0 5 5 0 0 5 5 3 3 13 19 BUSES CITY EXPRESS1 TOTAL *Non-Transit, Intercity, etc. A-l ------- APPENDIX B TRUCK OWNERS PARTICIPATION % of % of Those No. Owners Contacted Truck owners declining 15 2.8 12.5 Truck owners with schedule conflict 17 3.2 14.1 Truck owners—runs cancelled 5 1.0 4.1 Truck owners con- tacted—trucks not used much 24 4.5 20.0 Total Non-Participating 61 11.5 50.8 Truck owners partici- pating 59 11.2 49.2 Total Truck Owners Contacted 120 22.9 100.0 Truck Owners Not Contacted 407 77.0 TOTAL SAMPLE 527 100.0 100.0 B-l ------- APPENDIX C TRUCK CHASE COMPLETED BY CATEGORY LOCAL SHORT Required Number GAS 2 Axle 3 Axle Tractor-Trailer DIESEL 2 Axle 3 Axle Tractor-Trailer BUSES SUBSTITUTION RUNS1 Tractor-Trailer (Diesel) 27 4 _3 34 3 3 3 9 Completed 27 4 _3 34 2 9 Required Number 5 2 3 10 _5 5 Completed 41 2 21 8 5 Required Number LONG Completed _5 5 _5 5 Required Number 34 6 totat. 6 46 3 3 13 19 Completed 31 6 5 421 3 3 13 19 GRAND TOTAL 70 70 ^Four substituted truck chases replace four of the truck chases in the regular truck sample. ^One three axle truck chase was substituted for one of the two axle truck chases- C-l ------- APPENDIX D RECORDING PROCEDURE AND CODING The truck operating characteristic data was recorded on seven-track magnetic tape at 200 BPI using the first twenty- seven (27) bytes. The time, vehicle speed and manifold vac- uum are recorded automatically. All other data items were input manually using auxiliary equipment channels operated by thumbwheel switches. (See Figure 1 for graphic of display panel.) 'The following description shows the order for the truck chase operating characteristic data, as re- corded and coded on computer magnetic tape: Bytes Heading and Codes 1-3 Day of Year. A three-digit numeric code corres- ponding to the Julian Day Calendar was used. 4-9 Time of Day. Six-digit Uniform or Military Time was automatically recorded. 10 Type of Stop. A one-digit numeric code was used to record the type of each stop: 0—Bus Stop 1—Operating 2—Stop - truck motor running 3—Stop - truck motor stopped 4—Lunch/dinner 6--Coffee break 7-Comfort 8--Other D-l ------- During the normal truck chase operation, the code 1 (operating) was used. When a truck stopped for a prolonged period of time, the coding was handled in one of two ways depending on whether the truck engine was stopped or not. If the engine continued to run, the code 2 (Stop—truck motor running) was used. If the engine of the truck were stopped, the code 3 (Stop—truck motor stopped)was used. In both situations, the recorder was then stopped. The real time clock will account for the elapsed time during such occurances and provide continuity in the data acquisition. However, there were two general ways to handle either situation, where the engine is running or stopped. For most truck chases, when a truck was stopped for prolonged periods of time, the re- corder was stopped after the proper stop code was entered. This was done when the driving team could tell the truck would be stopped for a pro- longed period of time. A running recorder indi- cates that the truck or bus engine was running. If the recorder is turned off, this indicates that the truck engine was stopped. 11-12 Truck Number. Two-Digit study identification number assigned to each truck. 13-15 Vehicle Speed. The vehicle speed was recorded automatically using three digits to the tenth. 16-18 Manifold Vacuum. A three-digit value was auto- matically recorded by the computer. 19 Flacf. A one-digit numeric code was used to indicate the three recording modes: 0—Testing mode 1—Chase mode 2—Catch-up mode Prior to the actual chase event, when the re- cording equipment was being tested, a code 0 was used. During the actual chase, a code 1 was used. When the chase car was not in the chase mode or was not in a proper position to duplicate the operation of a truck, the code 2 was used to indicate that the data was not valid truck simula- tion information. D-2 ------- 20 Weather. A one-digit code was used to indicate weather conditions: 0—Clear: Hot 1—Clear: Warm 2—Clear: Cool 3—Cloudy: Hot 4—Cloudy: Warm 5—Cloudy: Cool 6—Light Rain 7—Moderate Rain 8—-Heavy Rain 9—Rain Stop: Wet Pavement 21 Road Types. A one-digit code was used to indi- cate the type of road on which the truck was traveling, (See Map 1 for Functional classification of highways/streets within the St. Louis metropolitan area): 1—Freeway. Facilities with medians and multi- lane pavements with controlled access typified by on-and-off ramps, grade separations, and no traffic control devices. 2—Arterials. Facilities where traffic flow has priority (few or no STOP signs),and which have the capacity to carry high traffic volumes. 3—Collector and Local. Facilities generally not included above, but typified by frequent STOP signs at intersections, low capacity design, low speed limits and less than three lanes of traffic. 22 Blank Field 23 Traffic Conditions. Three codes were used to indicate level of service: 1--Free (Level of Service A). Traffic flow where speeds are controlled by driver choice and desires, speed limits and physical roadway conditions. Speeds are relatively unaffected 'by presence of other vehicles. D-3 ------- 2—Stable (Levels of Service B and C). Traffic flow where speeds and maneuverability are re- stricted by traffic conditions; however, the increased traffic volumes permit satisfactory progress even though they somewhat restrict free choice of lane and speed. 3—Congested (Levels of Service D, E and F). Traffic flow characterized by driver dis- comfort, slow speeds with frequent stops and, at times, moderate lines of vehicles. 24 Area Type Codes. Four area codes were used: 1—Central Business District 2—Central City 3—Suburban 4—Rural Map 2 indicates the area boundaries in the St. Louis Metropolitan Region. When the truck chase went outside the region, the codes used were based on the judgment of the driving crew. 25 Turns. Three codes were used to indicate normal operating and turning movements: 0—Operating 1—Right 9—Left 26 Driver. A one-digit numeric code was used to indicate the driver of the chase: 0—Rook 1—Brown 2—Yandell 3—Sheehan 27 Navigator. A one-digit numeric code was used to indicate the navigator of the chase: 0—Rook 1—Brown 2—Yandell 3—Sheehan D-4 ------- FIGURE 1 CONTROL DISPLAY PANEL DAYS HOURS — MINUTES — — SECONDS —| 0 9 4 3 4 7 SPEED TRUCK TYPE STOP MANIFOLD VACUUM FLAG WEATHER ROAD TYPES TRAFFIC CONDI TIONS AREA TURNS DRIVER NAVIGA TYPES q,0R D-5 ------- MAP 1 FUNCTIONAL CLASSIFICATION ST LOUIS REGIONAL HIGHWAY SYSTEM r o ICTMTT contR EAST-WEST GATEWAY COORDINATING COUNCIL SAINT LOUS METROPOLITAN AREA D-6 ------- MAP 2 AREA TYPES r MADISON CO ST CLAIR CO LOUIS JEFFERSON 4 LEGEND 1 Central Business District 2 Central City 3 Suburban 4 Rural EAST-WEST GATEWAY COORDINATING COUNCIL D-7 ------- APPENDIX E COMPUTER CARD LAY-OUT Card I Column Numbers 1-2 Truck number—Two digit code from 01 to 70 for each truck or bus. Corresponds to truck chase number recorded on computer tape during chase. 3-6 Model Year—Four digits used for actual model year of truck or bus. 7-16 Chassis Manufacturer—Ten alpha spaces for name of manufacturer. 17-26 Body Type—10 spaces, alpha and numeric. See attached truck and bus nomenclature description and coding definitions. 27-38 Occupational Use—Twelve alpha characters 39-48 Body Style—Ten alpha characters. 49-58 Engine Manufacturer—Ten alpha characters. '59-60 Number of cylinders—Actual number of cylinders. 61-7 4 Engine Serial Number—Fourteen (14) alpha and numeric characters. 75 Fuel type—G for gas, D for diesel fuel. 76-80 Vehicle location zip code—Five digits, zip code of vehicle's location. E-l ------- Card II Column Numbers 1-5 Vehicle Operating Range—Local, short and long. 6-7 Gross Vehicle Weight—2 digit code used to indi- cate gross vehicle weight in thousands. 8-10 Odometer Reading—Three digit odometer reading of the truck or bus in thousands. 11-22 Registration license number. Twelve digits alpha and numeric. 23-28 Actual License Number—Six digit alpha and numeric 2 9-4 0 Owners Name—Twleve alpha characters. 41-50 Address--Ten alpha and numeric characters. Address of owner. 51-60 City--Ten alpha characters. 61-63 State—Three alpha characters. 64-68 Zip Code—Five digit zip code of owner. 69-72 Major Overhaul Date—Four digit code; 69 and 70 are the month, 71 and 72, the year. 7 3-7 6 Minor Overhaul Date--Same as major. 77-80 Chase Mileage. E-2 ------- Truck and Bus Nomenclature Description and Coding Definitions The coding is based on the use of the digit system of identifying combinations of axles. Each digit indicates the number of axles on a vehicle which is entirely supported its own wheels, such as a motor truck or full trailer. The first digit refers to the power unit and a secon single digit refers to a full trailer, while a second dig with an S prefix, refers to a semitrailer. For example: 2-Sl—2 axle tractor and 1 axle semitrailer 3-2 —3 axle truck with 2 axle full trailer 2-S1-2—2 axle tractor, 1 axle semitrailer, and 2 axle full trailer A semitrailer is a truck trailer equipped with one or more axles, and so constructed that the front end and a sub- stantial part of its own weight and that of its load rests upon a truck tractor. A full trailer is a truck trailer constructed so all of its own weight and that of its load rests upon its own wheels. E-3 ------- TRUCK & BUS NOMENCLATURE 2-S1 2-1 2-2 2-3 2-S1-2 2-S1-3 2-S2-2 3-S2-3 2-S2 3-S2 3-2 3-3 2-S2-3 3-S1-2 3S2-2 B-2 B-3 NOTE: See following page for definitions. E-4 ------- APPENDIX F PHOTOGRAPHS OF TRUCKS AND BUSSES Truck Chasis Truck KEY Chase Mfg. Nomenclature TO PHOTOS Fuel Operating Gross Type Range Vehicle Weight F-l ------- #1 International 3-S2 Diesel Local 72,00 3 GVW #2 GMC B-2 Diesel Short 26,000 GVW $3 Kack 3-S2 Diesel Local 72,000 GVJi #4 Ford 2 Gasoline Local 24,030 GW F #5 Chevrolet 2-S1 Gasoline Local 54,000 GVW #6 International S-l Diesel Local 54,000 GVW 17 International 2 Gasoline Local 24,000 GVW Its the #8 GMC B-2 Diesel Short 28,000 GVW 2 ------- #9 Ford 2 Gasoline Short 12,000 GVW #13 Ford 2 Gasoline Local 12,000 GVW #14 International 2 Gasoline Local 24,000 GVW #16 Chevrolet 2 Gasoline Local 18,000 GVW #10 Chevrolet 2 Gasoline Short 18,000 GVW #12 International 2-S1 Gasoline Local 48,000 GVW #15 Chevrolet 2 Gasoline Local 24,000 GVW 2-S2 30,000 GVW #11 International Gasoline Local ieitna ------- #21 Ford 2-S2 Gasoline Short 60,000 GVW #17 Chevrolet 2 Gasoline Local 30,000 GVW #18 Chevrolet 2 Gasoline Local 12,000 GVW 8§ #19 A.M. General B-2 Diesel Local 24,000 GVW #22 White 3-S2 Diesel Long 72,000 GVW #23 Ford 2 Gasoline Local 12,000 GVW #20 GMC 2-S1 #24 Ford 2 Diesel Short 60,000 GVW Gasoline Local 18,000 GVW F-4 Rolls ¦n ------- #25 International 2-S2 Diesel long 72,000 GVW #26 GMC 2-32 Diasel Local 72,000 GVW #27 Mack 3 Diesel Local 72,0C0 GVW #28 GMC B-2 Diesel Short 27,0C0 GVW F- #29 Ford 3-S2 Diesel Long 72,000 GVW #30 White 3-S2 Diesel Long 72,000 GVW #31 International 3-32 Diesel Short 72,000 GVW #32 Ford 2 Gasoline Local 12,000 GVW ------- #33 International 2 Gasoline Short 24,000 GVW Ford #35 International 2 Gasoline Local 30,000 GVW #36 Ford 2 Gasoline Local 24,000 GVW #37 White 3-S2 Diesel Short 72,000 GVW 'ast»T' - 1 * "*1 #39 International 2 Gasoline Local 24,000 GVW #40 International 3 Diesel Local 48,000 GVW F-6 ------- #41 Chevrolet 2 Gasoline Local 12,000 GVW #42 Ford 2 Gasoline Local 12,000 GVW #45 International 2 Gasoline Local 18,000 GVW #46 \White 3-S2 Diesel Long 72,000 GVW #44 Ford 2 #4 8 Chevrolet 2 Gasoline Local 18,000 GVW Gasoline Local 18,000 GVW F-7 #43 Ford 2 Gasoline Short 12,000 GVW #47 White 3-S2 Diesel Short 72,000 GVW ------- #54 International 3 Gasoline Local 48,000 GVW #53 Dodge 2 Gasoline Local 24,000 GVW Man #52 GMC 3 #56 Ford 2 Gasoline Local 42,000 GVK Gasoline Local 30,000 GVK F-8 #50 Pore AT Gasoline Luucu. 12,DOC GVW ------- #57 Ford 3 Diesel Local 54,000 GVW #59 International 3 Gasoline Short 42,000 GVW #60 Fcrd 2 Diesel Local 24,000 GVW #61 International 3 Gasoline Local 48,000 GVW #62 Ford 2^Sl-2 Diesel Long 72,000 GVW #63 White 2 Gasoline Local 30,000 GVW ]f #64 Ford 2-S1 Diesel Short 48,000 GVW F-9 ------- Ford Gasoline Local 3 24,000 GVW #68 GMC 3 Gasoline Short 30,000 GVW Hen'drickson Short Kenworth Long F-10 ------- |