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.	LEAVE BLANK
3.	RECIPIENTS ACCESSION NUMBER
Reserved for use by each report recipient.
4.	TITLE AND SUBTITLE
Title should indicate clearly and briefly the subject coverage of the report, and be displayed prominently. Set subtitle, if used, in smaller
type or otherwise subordinate it to main title When a report is prepared in more than one volume, repeat the primary title, add volume
number and include subtitle for the specific title
5.	REPORT DATE
Each report shall carry a date indicating at least month and year Indicate the basis on which it was selected (e g, date of issue, date of
approve!, date of preparation, etc j
6.	PERFORMING ORGANIZATION CODE
Leave blank
7.	AUTHOR(S)
Give name(s) in conventional order (John R Doe, J Robert Doe, etc j List author's affiliation if it differs from the performing organi-
zation.
8.	PERFORMING ORGANIZATION REPORT NUMBER
Insert if performing organization wishes to assign this number
9.	PERFORMING ORGANIZATION NAME AND ADDRESS
Give name, street, city, state, and ZIP code List no more than two levels of an organizational hirearchy
10.	PROGRAM ELEMENT NUMBER
Use the program element number under which the report was prepared Subordinate numbers may be included in parentheses.
II	CONTRACT/GRANT NUMBER
Insert contract or grant number under which report was prepared
12.	SPONSORING AGENCY NAME AND ADDRESS
Include ZIP code
13.	TYPE OF REPORT AND PERIOD COVERED
Indicate interim final, etc , and if applicable, dates covered.
14.	SPONSORING AGENCY CODE
Leave blank
15.	SUPPLEMENTARY NOTES
Enter information not included elsewhere but useful, such as Prepared in cooperation with, Translation of, Presented at conference of,
To be published in, Supersedes, Supplements, etc
16.	ABSTRACT
Include a brief (200 words or less) factual summary of the most significant information contained in the report If the report contains a
significant bibliography or literature survey, mention it here.
17.	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

-------