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Modifying Link-Level Emissions Modeling Procedures for Applications within the MOVES Framework

Appendix B

Additional Drive Cycle Development Documentation

Figure B-1a. Square of the Length of T-C as Micro-Trips Are Added: Restricted 0-20 MPH Bin

figure showing, for the restricted roadway 0_20 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases approximately linearly from 0-1,800 seconds over 25 trips. Sum of squared difference decreases logarithmically from 0.65 to 0.06 over 5 trips, and flattens out at about 0.02 beyond 10 trips.

Figure B-1b. Square of the Length of T-C as Micro-Trips Are Added: Restricted 20-30 MPH Bin

figure showing, for the restricted roadway 20_30 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases approximately linearly from 0-2,100 seconds over 25 trips. Sum of squared difference decreases logarithmically from 0.42 to 0.08 over 5 trips, and flattens out at about 0.02 beyond 15 trips.

Figure B-1c. Square of the Length of T-C as Micro-Trips Are Added: Restricted 30-40 MPH Bin

figure showing, for the restricted roadway 30_40 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases approximately linearly from 0-4,500 seconds over 25 trips. Sum of squared difference decreases logarithmically from 0.44 to 0.04 over 5 trips, and flattens out at about 0.02 beyond 10 trips.

Figure B-1d. Square of the Length of T-C as Micro-Trips Are Added: Restricted 40-50 MPH Bin

figure showing, for the restricted roadway 40_50 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-6,500 seconds over 25 trips, with moderate jumps at trips 7 and 12. Sum of squared difference decreases markedly from 0.42 to 0.08 over 2 trips, with further decreases to 0.04 at 10 trips, eventually flattening out at about 0.02 beyond 15 trips.

Figure B-1e. Square of the Length of T-C as Micro-Trips Are Added: Restricted 50-60 MPH Bin

figure showing, for the restricted roadway 50_60 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases approximately linearly from 0-18,000 seconds over 25 trips. Sum of squared difference decreases markedly from 0.27 to 0.06 over 2 trips, with further decreases to 0.02 at 5 trips, further flattening out beyond that point.

Figure B-1f. Square of the Length of T-C as Micro-Trips Are Added: Restricted 60+ MPH Bin

figure showing, for the restricted roadway 60+ MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro_trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-23,000 seconds over 25 trips, with a moderate jump at trip 10. Sum of squared difference decreases markedly from 0.9 to 0.2 over 3 trips, then to 0.05 at trip 7, and flattens out at about 0.02 beyond 15 trips. Note that although there is a moderate increase at trips 8 and 9, the curve is approximately logarithmic.

Figure B-1g. Square of the Length of T-C as Micro-Trips Are Added: Unrestricted 0-15 MPH Bin

figure showing, for the unrestricted roadway 0_15 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-1,500 seconds over 25 trips. Sum of squared difference decreases markedly from 0.85 to 0.28 over 2 trips, then to 0.06 at trip 5, and flattens out at about 0.02 beyond 15 trips. Overall, the curve is approximately logarithmic.

Figure B-1h. Square of the Length of T-C as Micro-Trips Are Added: Unrestricted 15-20 MPH Bin

figure showing, for the unrestricted roadway 15_20 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-2,200 seconds over 25 trips. Sum of squared difference decreases logarithmically from 0.38 to 0.04 over 5 trips, further flattening out beyond that point to less than 0.02.

Figure B-1i. Square of the Length of T-C as Micro-Trips Are Added: Unrestricted 20-25 MPH Bin

figure showing, for the unrestricted roadway 20_25 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-2,700 seconds over 25 trips. Sum of squared difference decreases logarithmically from 0.32 to 0.03 over 5 trips, further flattening out beyond that point to about 0.02.

Figure B-1j. Square of the Length of T-C as Micro-Trips Are Added: Unrestricted 25-28 MPH Bin

figure showing, for the unrestricted roadway 25_28 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-4,600 seconds over 25 trips, with a bit of a steppingstone pattern starting to form. Sum of squared difference decreases markedly from 0.18 to 0.05 over 2 trips, further flattening out to about 0.02 at 10 trips.

Figure B-1k. Square of the Length of T-C as Micro-Trips Are Added: Unrestricted 28-32 MPH Bin

figure showing, for the unrestricted roadway 28_32 MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro-trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-5,000 seconds over 25 trips, with a bit of a steppingstone pattern starting to form. Sum of squared difference decreases markedly from 0.22 to 0.05 over 2 trips, further flattening out to less than 0.02 at 10 trips.

Figure B-1l. Square of the Length of T-C as Micro-Trips Are Added: Unrestricted 32+ MPH Bin

figure showing, for the unrestricted roadway 32+ MPH speed bin, both cumulative cycle length (dashed line, in seconds) versus number of micro_trips, and sum of the squared length of the T-C vector (red line) versus same. Cumulative cycle length increases roughly linearly from 0-4,700 seconds over 25 trips, with moderate jumps at trips 9, 20, and 25. Sum of squared difference decreases markedly from 0.8 to 0.28 over 3 trips, then to 0.12 at trip 6, and flattens out at about 0.04 beyond 15 trips. Overall, the curve, while noisy, is approximately logarithmic.

Figure B-2a. Speed Versus Time: Restricted 0-20 MPH

figure depicting, for the restricted roadway 0_20 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 1,120 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 40-100 seconds in length, with speeds ranging from 0-40 MPH.

Figure B-2b. Speed versus Time: Restricted 20-30 MPH

figure depicting, for the restricted roadway 20_30 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 1,300 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 60-100 seconds in length, with speeds ranging from 0-45 MPH.

Figure B-2c. Speed versus Time: Restricted 30-40 MPH

figure depicting, for the restricted roadway 30_40 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 2,850 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 80-350 seconds in length, with speeds ranging from 0-64 MPH.

Figure B-2d. Speed versus Time: Restricted 40-50 MPH

figure depicting, for the restricted roadway 40_50 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 4,800 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 150-850 seconds in length, with speeds ranging from 0-72 MPH.

Figure B-2e. Speed Versus Time: Restricted 50-60 MPH

figure depicting, for the restricted roadway 50_60 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 4,200 seconds, and consists of 5 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 750-1,000 seconds in length, with speeds ranging from 0-80 MPH.

Figure B-2f. Speed versus Time: Restricted 60+ MPH

figure depicting, for the restricted roadway 60+ MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 5,000 seconds, and consists of 7 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 100_1,200 seconds in length, with speeds ranging from 0-80 MPH.

Figure B-2g. Speed Versus Time: Unrestricted 0-15 MPH

Figure depicting, for the unrestricted roadway 0_15 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 910 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 20-105 seconds in length, with speeds ranging from 0-33 MPH.

Figure B-2h. Speed versus Time: Unrestricted 15-20 MPH

figure depicting, for the unrestricted roadway 15_20 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 1,400 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 60-200 seconds in length, with speeds ranging from 0-42 MPH.

Figure B-2i. Speed versus Time: Unrestricted 20-25 MPH

figure depicting, for the unrestricted roadway 20_25 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 1,620 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 60-180 seconds in length, with speeds ranging from 0-42 MPH.

Figure B-2j. Speed versus Time: Unrestricted 25-28 MPH

figure depicting, for the unrestricted roadway 25_28 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 2,700 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 100-400 seconds in length, with speeds ranging from 0-46 MPH.

Figure B-2k. Speed versus Time: Unrestricted 28-32 MPH

figure depicting, for the unrestricted roadway 28_32 MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 2,800 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 50-400 seconds in length, with speeds ranging from 0-48 MPH.

Figure B-2l. Speed versus Time: Unrestricted 32+ MPH

figure depicting, for the unrestricted roadway 32+ MPH speed bin, a plot of speed versus time representing the drive cycle. The length of the cycle is approximately 2,800 seconds, and consists of 15 microtrips (with the start of each microtrip represented with a red circle). Microtrips vary from 100_500 seconds in length, with speeds ranging from 0-74 MPH.

Figure B-3a. Acceleration versus Speed for Cycle: Restricted 50-60 MPH

figure depicting, for the restricted roadway 50_60 MPH cycle, a scatter plot of acceleration versus speed. Most of the observations are clustered between +/- 1 MPH/sec acceleration in the 55-75 MPH range. Data become less dense from 50 down to 0 MPH, and acceleration varies more widely, out to +/- 5 MPH/sec.

Figure B-3b. Acceleration versus Speed for Target: Restricted 50-60 MPH

figure depicting, for the restricted roadway 50_60 MPH target, a scatter plot of acceleration versus speed. Most of the observations are clustered between +/- 1 MPH/sec acceleration in the 30-80 MPH range. Data become less dense from 30 down to 0 MPH, and acceleration varies more widely, out to +/- 5 MPH/sec. This plot has many more observations relative to the previous figure, B-3a.

Figure B-3c. Acceleration versus Speed for Cycle: Unrestricted 25-28 MPH

figure depicting, for the unrestricted roadway 25_28 MPH cycle, a scatter plot of acceleration versus speed. Most of the observations are clustered between +/- 1 MPH/sec acceleration in the 25-40 MPH range. Data become less dense from 25 down to 0 MPH, and acceleration varies more widely, out to +/- 5 MPH/sec.

Figure B-3d. Acceleration versus Speed for Target: Unrestricted 25-28 MPH

figure depicting, for the unrestricted roadway 25_28 MPH target, a scatter plot of acceleration versus speed. Most of the observations are clustered between +/- 1 MPH/sec acceleration in the 20-45 MPH range. Data become less dense from 20 down to 0 MPH, and acceleration varies more widely, out to +/- 5 MPH/sec.

Figure B-4a. Frequency Distribution of Speeds in Cycle: Restricted 50-60 MPH

See Figure B-4a Table.

Figure B-4a Table

Figure B-4b. Frequency Distribution of Speeds in Target: Restricted 50-60 MPH

See Figure B-4b Table.

Figure B-4b Table

Figure B-4c. Frequency Distribution of Speeds in Cycle: Unrestricted 25-28 MPH

See Figure B-4c Table.

Figure B-4c Table

Figure B-4d. Frequency Distribution of Speeds in Target: Unrestricted 25-28 MPH

See Figure B-4d Table.

Figure B-4d Table

Updated: 07/06/2011
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