-
Characterization of
Drayage Truck Duty
Cycles at the Port of
Long Beach and Port
of Los Angeles
Report
FINAL
(Revised)
Prepared for:
Port of Long Beach/ Contract
HD-7188
Port of Los Angeles/ Tetra Tech
March 2011
Prepared by
Patrick Couch
Jon Leonard
TIAX LLC
1 Park Plaza
6th
Floor
Irvine, CA 92614
Tel 949-833-7130
Fax 949-833-7134
TIAX Case D0529
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1
1.0 Introduction Approximately 11,000 heavy-duty diesel trucks
currently perform drayage work at the Port of
Long Beach and Port of Los Angeles, moving the majority of cargo
that passes through the ports.
Based on a 2009 emissions inventory of the ports, the drayage
truck fleet is the second largest
source of diesel particulate matter (DPM) and largest source of
NOx emissions at the combined
port complex. Increasingly tighter federal emissions
regulations, accelerated fleet turnover via
the Clean Trucks Program1, and new state rules continue to
reduce the contribution of diesel
drayage trucks to the overall emissions inventory at the ports.
The introduction of hybrid-electric
or other advanced drive train technologies into the drayage
fleet has the potential to further
reduce emissions, while also decreasing petroleum consumption
and lowering operating and
maintenance (O&M) costs for fleet owners.
To successfully develop advanced vehicles for port drayage,
equipment manufacturers must
understand the typical duty cycles associated with drayage
service. Superficially, drayage
operations can be grouped into three categories based on the
distance of the first move of the
cargo: near-dock, local, and regional operation. However,
optimized vehicle system designs
will require significantly more detailed information regarding
vehicle speed, engine power, and
operating time in drayage service. The goal of this project is
to collect detailed duty cycle
information for drayage truck operations in near-dock, local,
and regional operation. This duty
cycle information can then be provided to equipment
manufacturers to help accelerate and
improve the development of advanced drayage trucks.
2.0 Project Overview Nearly 40% of all containerized goods
entering the U.S. move through the Port of Long Beach
and/or Port of Los Angeles. The majority of these containers
move by drayage truck to a variety
of businesses, terminals, warehouses, trans-loading facilities,
and container yards in Southern
California. Once at these facilities, these goods may then be
sent out for delivery to local
businesses, loaded onto rail cars, repacked into dry vans, etc.
While these facilities are spread
out around Southern California, drayage operations are often
grouped into three categories based
on the first-move distance2.
Near-dock Operation: This type of operation involves very short
cargo moves from two to six
miles in length, generally originating at the marine terminal.
Cargo moves to the Intermodal
Container Transfer Facility (ICTF), which functions as the Union
Pacific rail terminal, or nearby
container yards are included within this category.
Local Operation: A high concentration of warehouses and truck
terminals, as well as a major
rail yard (Hobart), exist within 20 miles of the ports. These
terminals include distribution centers
in downtown Los Angeles, Compton, and Rancho Dominguez. For the
purposes of the current
project, local operation is defined as cargo moves originating
or terminating at the ports and
having the other end point of the move between six and twenty
miles distant from the ports.
1 http://portoflosangeles.org/ctp/idx_ctp.asp
http://www.polb.com/cleantrucks 2 First-move distance represents
the distance the cargo is moved from the port terminal to another
facility or terminal
before the cargo is loaded or unloaded from the truck.
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2
Regional Operation: At distances greater than twenty miles from
the ports, large warehouse
facilities are common and may be used to transfer goods for
interstate delivery. Under the
current project, regional operation is described as cargo moves
between 20 and 120 miles in
length. This effectively covers drayage operations to the Mexico
border to the south, Coachella
Valley to the east, and Bakersfield to the north.
This project characterizes the duty cycle of drayage trucks
operating in each of the three regions
mentioned above. The typical duty cycle in these three regions
differ significantly, primarily due
to differences in relative amount of steady state and transient
operation (e.g., highway cruise vs.
stop-and-go).
3.0 Test Plan and Data Collection
Test Plan Overview
Driver behavior, in addition to day-to-day variations in route,
workload and traffic can
significantly affect the operation of a drayage truck. To
account for these variations, the project
test plan required the collection of vehicle operational data
for multiple trucks over a period of
several weeks. Specifically, a minimum of three trucks were
required to be data logged and
produce one week of data in each operating region, per truck.
Based on conversations with the
participating licensed motor carrier (LMC), K&R
Transportation, it was assumed that each
monitored truck could be dedicated to a particular operating
region for a period of one week. At
the end of the one week period, the truck would be reassigned to
a new operating region for
another one week test, until the three trucks had each gathered
one week of data in each region of
operation. However, rapid changes in the workload of the motor
carrier due to seasonal
increases in cargo flows required the LMC to alter the
deployment of its drayage fleet.
Specifically, the LMC began employing each truck in all
operating regions (near-dock, local, and
regional). Based on these changes, TIAX adopted the following
approach to verify data was
collected in all operating regions.
Data loggers were installed in three drayage trucks identified
by the participating LMC. During
the monitoring period, the LMC was expected to ensure that the
trucks performed cargo moves
within each of the three operating regions. TIAX periodically
retrieved and reviewed data from
the trucks to verify that data were being collected for each
truck in each operating region. While
each truck changed the region in which it operated from
day-to-day, or operated in several
regions during the same day, all three trucks did perform
near-dock, local, and regional
operations. As data was being collected in each region, it was
determined to be sufficient to
collect data from these three trucks over a period of at least
three weeks. In total, ten weeks of
data were collected; two trucks recording three weeks of data
each while a third truck recorded
four weeks of data.
Operating Parameters
Duty cycle information is typically represented by plotting
vehicle speed versus time on a
second-by-second basis. However, several other parameters are
used to construct typical duty
cycles from the numerous trips recorded during the data
collection effort. In addition, it is
anticipated that information related to engine load, fuel use,
and engine revolutions per minute
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3
(RPM) may be of significant benefit to a vehicle manufacturer
during the design and
optimization phases of product development. Therefore, the
parameters given in Table 1 were
collected to provide a more robust data set. In addition to the
parameters recorded in Table 1,
the vehicle specific information shown in Table 2 was also
recorded.
Table 1. Logged Parameters Parameter Units
Speed MPH
Distance miles
Position latitude/longitude
Idle Time seconds
Operating Time seconds
Acceleration MPH/second
Engine Load horsepower
Idle Fuel Use gallons per hour
Fuel Use gallons per hour
Throttle Position %
Engine Speed RPM
Table 2. Vehicle-specific Data
Parameter Units
GVWR lbs
Engine Power HP
Truck Make None
Truck Model None
VIN None
Engine Make None
Engine Model None
Transmission Type Auto/Manual
Number of Gears None
Data Collection Equipment and Operation
Under a previous demonstration program, the Port of Long Beach
purchased a J19393-capable
AVIT4 data logger with analog inputs and the associated DAWN
software package from HEM
Data5. This logger has the ability to collect data directly from
a drayage trucks engine control
unit (ECU). In addition, the logger can collect GPS data and
analog signals; providing a
complete data logging package. Based on the need to collect data
from multiple trucks, the Port
of Los Angeles purchased two additional, identical AVIT data
loggers for this project.
Because the data collection system was installed on trucks
performing actual drayage work for a
period of several weeks, a series of custom cables and
interfaces were created to allow the
equipment to be placed out of the way of the drivers. Figure 1
depicts the location of the key
components of the data collection system identified in Table 3
below.
3 J1939 is part of a set of standards defining communication of
vehicle data over the on-board data bus.
4 http://www.drewtech.com/products/avit.html
5 http://hemdata.com/products/dawn
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4
Table 3. Key components of the data collection system
Equipment Manufacturer Model Purpose
Data logger HEM Data AVIT Records data from the vehicle
controller and other sensors (GPS, accelerometer, ignition
GPS receiver Garmin 16X HVS Reports the location, speed and
direction of the truck
Ignition Sense Interface
Custom assembly using modified ATC fuse
None Monitors the state of the ignition switch for use in
determining key-on/key-off events
J1939 Interface HEM Data None Interfaces data logger to the
vehicle controller
Accelerometer Custom assembly using Analog Devices sensor
ADXL335 Monitors vehicle incline and accelerations
Figure 1. Location of key components of the data collection
system (Image of cab courtesy of Freightliner)
The data collection system described above simultaneously
collected data from the truck ECU,
GPS receiver, and accelerometer. Data were recorded at 1 Hz (one
sample per second), while
the truck ignition was in the run or on position. When the truck
was turned off, the logger
saved the current data file and entered a low-power sleep mode.
This resulted in the recording of
a new file for each key-on event. Data were saved to a
CompactFlash memory card internal to
each logger. Files saved to the internal memory card were then
transferred to a computer for
further analysis using an Ethernet connection. This allowed TIAX
to periodically collect data
stored on the loggers without removing any equipment from the
truck.
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5
4.0 Data Analysis
Approaches to development of duty cycles have varied over the
years, depending on the intended
use and other factors like equipment type and available data.
Under this test effort, TIAX
selected a modal analysis approach similar to that used to
create the Heavy-Duty Diesel Truck
Test Schedule6, albeit without the use of microtrips. The
approach for the current test effort
consisted of the following key steps. These steps and their
associated terminology and concepts
are discussed in greater detail below.
1. Segment vehicle operating data into trips, where trips are
defined as the period between key-on and key-off events.
2. Characterize each trip using several statistical measures,
including average speed, distance, and time.
3. Identify common modes of vehicle operation and associate each
trip with a mode of operation.
4. Determine the statistical average profile for each operating
mode. Then select actual trip data for each mode of operation that
are statistically the most representative of the
average data set for each mode.
5. Assemble modal trip data (creep, low speed transient, etc.)
to create a duty cycle (speed v. time plot) that represents a cargo
move for each region of operation identified in
Section 2.
Segmentation of Trip Data The segmentation of data into trips as
described in step 1, above,
was accomplished by the operation of the data collection system.
Because the system saves
discrete files every time the truck ignition is turned off, each
file represents a trip and no further
separation is required.
Characterization of Trips - Due to the number of trips and
amount of data recorded
(approximately 1,258 trips and 1.65 million data points in
total), data were loaded into a SQL
database for processing. The database calculates ten statistical
measures for each trip, as shown
in Table 4 below. All parameters other than total duration,
non-idle duration, and percentage of
time at idle were calculated after removing data points with
zero vehicle speed (idling).
Table 4. Statistical Parameters Calculated for each Trip.
Trip Parameter Units
Average Vehicle Speed MPH
Maximum Vehicle Speed MPH
Total Duration Seconds
Non-idle Duration Seconds
Percentage of Time at Idle %
Total Engine Output Energy HP-hr
Average Engine Speed RPM
Number of Stops None
Total Distance Miles
Engine Output Energy per Mile HP-hr/mile
6 Gautam et. al. Development and Initial Use of a Heavy-Duty
Diesel Truck Test Schedule for Emissions
Characterization, SAE Technical Paper 2002-01-1753, 2002
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6
Identification of Common Operating Modes A mode of operation is
a characterized by
certain driving behaviors, usually as a result of similar
driving conditions. For example, Creep
mode is typically considered to be associated with vehicle
operation in queue lanes. This mode
is typified by long periods of idle, interrupted by brief
accelerations and decelerations as the
truck moves forward in a queue lane. The most common modes of
operation and their
characteristics vary between vocations; e.g. common operating
modes in a vocation like long-
haul trucking are likely to be different from the common modes
of operation in drayage.
Therefore, the trip data must be analyzed to identify modes of
operation specific to drayage
operation and each trip associated with a particular mode of
operation.
In this testing effort, trip modes were identified by comparing
the various statistical parameters
identified in Table 4, above. After comparing the relationship
of each parameter, it was
determined that plotting maximum speed versus average speed for
each trip tended to separate
trips into one of four regions, as shown in Figure 2. Each
region was then associated with a
particular mode of operation and named based on the type of
operation the mode appears to
represent. The threshold speeds indicated were determined by
identifying the natural breaks in
the data using engineering judgment.
Creep Very low speed operation, typical of operation in truck
queues.
Low Speed Transient Low speed operation, typical of on-dock
movement.
High Speed Transient Operation that achieves high peak speeds
but does not sustain these
speeds. This operation is typical of travel on regional roads,
driving in traffic or brief travel on
freeways.
High Speed Cruise High speed operation with sustained high
speeds, typical of travel on
freeways.
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7
Figure 2. Visualizing the relationship between parameters to
identify common operating modes.
Using the metrics of average vehicle speed and maximum trip
speed, as described above, each
trip was associated with a particular mode of operation. Figure
3 shows the distribution of trips
by their associated mode. A subset of trips, those beginning
within port boundaries, was then
examined. It was determined that the vast majority of Creep and
Low Speed Transient data
represented queuing or on-dock movements (see Figure 4).
Therefore, all cargo moves that
represented near-dock, local, or regional drayage operation must
be High Speed Transient or
High Speed Cruise mode trips. Further, nearly all trips greater
than 20 miles in length were
identified as High Speed Cruise trips. This meant that while
most operating modes could be
associated with a particular region of operation, the High Speed
Transient mode represented trips
from two to twenty miles in length; essentially spanning the
near-dock and local haul regions of
operation. In order to better characterize near-dock and local
haul operations, the High Speed
Transient trips were further segmented by trip distance,
creating two distinct modes of operation;
Short High Speed Transient and Long High Speed Transient. These
two modes represent High
Speed Transient trips of less than six miles and greater than
six miles in length, respectively.
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8
176
342
107 103
182
0
50
100
150
200
250
300
350
400
Creep Low Speed Transient High Speed Transient High Speed
Cruise
Mode
Nu
mb
er
of
Tri
ps
Long High
Speed Transient
Short High
Speed Transient
Figure 3. Distribution of trips by associated mode of
operation
Figure 4. Locations of Creep and Low Speed Transient
operation.
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9
Determining Average Profiles and Selecting Typical Trips Once
each trip is identified as
belonging to a particular mode of operation, an average profile
of each mode is calculated. This
profile is simply a list of the average value of each parameter
(e.g., distance, engine speed, etc).
This is done by calculating the average of the parameter for all
trips in a particular mode. For
example, the average distance of High Speed Cruise operation was
determined by averaging the
distances of all trips identified as High Speed Cruise trips.
Table 5 summarizes the average
value of key parameters for each operating mode.
Table 5. Average Values for Key Trip Parameters by Mode of
Operation
Mode Units Creep Low Speed Transient
Short High Speed
Transient
Long High Speed
Transient
High Speed Cruise
Avg. Vehicle Speed MPH 2.7 7.6 17.1 18.7 37.9
Max. Vehicle Speed MPH 4.8 16.5 41.3 47.7 58.6
Non-idle Duration seconds 44 268 890 2,117 4,767
PercentageTime at Idle
none 66% 40% 29% 27% 13%
Stops none 3.2 8.5 16.2 29 22.7
Distance miles 0.034 0.58 4.2 11.3 50.6
Energy per Mile HP-hr/mile 8.4 4.8 3.7 3.8 3.9
Having defined the average parameters for each mode of
operation, trips may be ranked by how
closely they match the mode averages. Because each mode is
described by several parameters, a
weighted mean system error was calculated for each trip as
compared to the mode averages.
Mean system error (MSE) is described by the following
equations:
i
n i
iiw
p
ppMSE
=)(
i
i
i
ipp
w max
=
A small mean system error indicates that the selected trip is
close to the average profile of the
mode. While there is no limit on the number of parameters that
can be used to create the mode
profiles, judicious selection of parameters is still important.
First, because the MSE sums the
errors of each parameter from the mode average, increasing the
number of parameters in the
profile will generally increase the MSE. Second, using
parameters that duplicate certain physical
measures of the profile (e.g. Percentage of Idle, Total
Duration, and Non-Idle Time) will result in
overly weighting the impact of these physical measures.
Therefore, it is best to select a few
parameters that represent different physical characteristics of
the vehicle operation. Based on
weightingparametertheisw
parametersofnumbertheisn
parametertheofvaluetriptheisp
valueaverageparametertheisp
where
i
i
i
:
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10
these considerations, MSE was calculated for each trip using
Average Vehicle Speed, Maximum
Vehicle Speed, Energy per Mile, Distance, and Stops. The trip
with the smallest MSE in each
mode of operation was then selected at the most representative
trip for that mode of operation.
Table 6 summarizes the average profiles for each trip mode and
the profile of the trip that best
fits each mode. The relative percentage of the Best Fit Trip
parameters compared to the mode
profile parameters is presented graphically in Figure 5.
Table 6. Average Mode Profiles and Best Fit Trip Statistics for
each Operating Mode.
Mode
Avgerage Speed (MPH)
Maximum Speed (MPH)
Energy per Mile
(HP-hr/mile)
Distance (miles)
Stops
Creep 2.65 4.81 8.41 0.03 3.24
Best Fit Trip 2.5 4.9 9.1 0.03 3
percentage of mode profile parameter
96% 102% 109% 84% 92%
Low Speed Transient 7.64 16.47 4.79 0.58 8.54
Best Fit Trip 6.7 17 4.9 0.59 10
percentage of mode profile parameter
88% 103% 102% 102% 117%
Short High Speed Transient 17.09 41.33 3.75 4.18 16.18
Best Fit Trip 15.3 40.6 3.7 4.99 16
percentage of mode profile parameter
90% 98% 99% 119% 99%
Long High Speed Transient 18.74 47.67 3.83 11.29 29.00
Best Fit Trip 19.6 46.5 4.2 8.09 27
percentage of mode profile parameter
105% 98% 110% 72% 93%
High Speed Cruise 37.93 58.59 3.91 50.59 22.71
Best Fit Trip 38.9 58.5 3.5 48.40 19
percentage of mode profile parameter
102% 100% 89% 96% 84%
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0%
100%
Average Speed
Maximum Speed
Energy per MileDistance
Stops
Perfect Fit
Creep
Low Speed Transient
Short High Speed Transient
Long High Speed Transient
High Speed Cruise
Figure 5. Comparison of "best fit" trip parameters by mode
Assemble Modal Data In determining the typical duty cycle for
drayage operations, it is
important to recognize that a drayage move is distinct from a
trip in this analysis. A trip is a
single block of truck activity between key-on and key-off
events. A complete drayage move
may, and usually does, involve more than one trip
(key-on/key-off event). Conceptually, a
drayage move can be separated into 1) on-dock activity followed
by 2) transport of the cargo to
an off-dock location, a cargo transport trip. As described
previously in this report, an analysis
of trips originating within port boundaries shows that nearly
all creep and low-speed transient
trips are confined to on-dock movement. They are also
predominantly less than two miles in
length. Figure 6 summarizes the distribution of trips by length
and mode; as shown, each region
of operation is dominated by a single mode of operation.
Specifically, near-dock, local, and
regional operations are predominately Short High Speed
Transient, Long High Speed Transient,
and High Speed Cruise modes respectively. Therefore, when
constructing a typical duty cycle
for a drayage move, the duty cycle should consist of some Creep
and Low Speed Transient
operation prior to the High Speed Transient or Cruise operation
that is responsible for the
majority of the distance of the cargo move.
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12
Cre
ep
Lo
w S
peed
Tra
nsie
nt
Sh
ort
Hig
h S
pee
d T
ran
sie
nt
Lo
ng
Hig
h S
peed
Tra
nsie
nt
Hig
h S
peed
Cru
ise
0%
20%
40%
60%
80%
100%
0 to 0.1 0.1 to 2 2 to 6 6 to 20 20+
Trip Length (miles)
% o
f T
rip
s o
f In
dic
ate
d L
en
gth
Creep Low Speed Transient Short High Speed Transient
Long High Speed Transient High Speed Cruise
Figure 6. Distribution of modes of operation by trip length for
trips originating within port boundaries.
Table 7 provides the number of trips by mode, for trips
originating within port boundaries. As
shown, there is approximately 1.2 Low Speed Transient trips for
each cargo transport trip. This
implies that, on average, each trip of two miles or greater in
length that originates from the ports
is preceded by a Low Speed Transient trip. Similarly,
approximately 0.6 Creep trips precede a
cargo transport trip. Note that, in practice, it is not possible
to have a fraction of a trip.
Therefore, when assembling modal data, an entire Creep and Low
Speed Transient trips should
be incorporated into the duty cycle. Figure 7 illustrates the
precedence of a High Speed Cruise
trip by Creep and Low Speed Transient trips.
Table 7. Number of Trips Originating within Port Boundaries by
Mode
On-dock Maneuvers Cargo Transport
Mode Creep Low Speed Transient
Short High Speed
Transient
Long High Speed
Transient
High Speed Cruise
76 58 30 Number of Trips 120 203
Total Cargo Transport trips: 164
On-dock Trip/ Cargo Transport Trip
0.7 1.2
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13
Figure 7. High Speed Cruise trip preceded by a Low Speed
Transient trip.
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14
5.0 Results
Using the data analysis method described above, three duty
cycles are constructed. Each duty
cycle consists of a high speed mode (either Transient or Cruise)
preceded by one Creep-mode
and one Low Speed Transient mode trip. In all cases, the same
Creep and Low Speed Transient
trips are used and these are the best-fit trips identified
previously. Based on the distribution of
trips by trip length and mode, as shown in Figure 6, duty cycles
are constructed using the
following best-fit trip data:
1. Near-dock (2 to 6 miles) Creep Low Speed Transient Short High
Speed Transient 2. Local (6 to 20 miles) - Creep Low Speed
Transient Long High Speed Transient 3. Regional (20+ miles) - Creep
Low Speed Transient High Speed Cruise
Figure 10, Figure 11, and Figure 12 depict the resulting duty
cycles for near-dock, local, and
regional operations respectively. Table 8 summarizes key
statistics for each of the synthesized
duty cycles. In addition to the statistics for the synthesized
duty cycles, statistics for modes of
operation are provided. Note that Table 6 provides average
values for each mode of operation as
well as the best fit trip data with idle data filtered out.
While this information is useful to
identify best-fit trip data, idle is an inherent part of drayage
operation and should be included in
aggregate statistics. Table 9 provides statistical measures for
all trips in each mode, as well as
the data set as a whole.
Table 8. Duty cycle statistics
Statistic Units Near Dock Local Regional
Duration seconds 3,049 4,643 6,167
Average Speed MPH 6.6 6.8 28.6
Maximum Speed MPH 40.6 46.5 58.5
Distance miles 5.61 8.71 49.02
Stops 30 40 34
Miles/Stop 0.19 0.22 1.44
Max. Acceleration MPH/sec 4.45 3.45 6.65
Max. Deceleration MPH/sec -5.35 -4.10 -7.30
% Idle % 50% 60% 22%
Port Bridge Crossings
Three key bridges within the port complex are heavily utilized
by drayage trucks. These are the
Gerald Desmond, Heim, and Vincent Thomas bridges. Each bridge
has approach grades of 5-
6.5% that vary in overall length. The Gerald Desmond Bridge has
been identified as having a
particularly challenging combination of approach grade and
length when travelling eastbound.
Therefore, an analysis of vehicle speed and horsepower data was
conducted for eastbound
transits across the Gerald Desmond Bridge to serve as a high-end
estimate of the engine power
typically used to transit the port bridges. Figure 8 shows an
example of the engine horsepower
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15
versus time for a truck making an eastbound crossing of the
Gerald Desmond Bridge. The figure
clearly shows the high power demand required as the truck climbs
the bridge. The power
demand then rapidly decreases to zero as the truck crests the
bridge and travels downhill. A
typical transit across the bridge takes approximately 60
seconds, with more than half the time
associated with climbing the bridge.
Figure 9 provides a distribution of the recorded engine power
data for all data points associated
with eastbound crossings of the Gerald Desmond Bridge where the
truck was travelling at greater
than 20 miles per hour. Data were filtered based on vehicle
speed to remove data points
associated truck activity near, but not on, the bridge. For
example, trucks operating on Pier T, D,
and E that may pass under the bridge will register GPS locations
that appear to be on the bridge.
0
100
200
300
400
500
0 10 20 30 40 50 60 70
Time (seconds)
En
gin
e P
ow
er
(HP
)
Figure 8. Example of engine power during an eastbound crossing
of the Gerald Desmond Bridge.
0%
5%
10%
15%
20%
25%
100 150 200 250 300 350 400 450 500 More
Engine Power (HP)
% o
f D
ata
Po
ints
Figure 9. Distribution of engine power data for eastbound
crossings of the Gerald Desmond Bridge.
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16
Usage of Duty Cycles in Dynamometer Testing
One anticipated use of the duty cycles presented in this report
is the production of emissions and
fuel economy estimates for advanced technology vehicles through
dynamometer testing. While
the data used to create the duty cycles are real world truck
activity data, there are several
potential issues to consider when attempting to replicate these
duty cycles in dynamometer tests.
1. Vehicle weight The combined weight of the truck, container
chassis, and container, known as the gross combined weight (GCW),
was not available in the data collected
during the testing. Therefore, the actual GCW for each mode of
operation cannot be
determined. It is recommended that an average GCW be estimated
for dynamometer
testing. Most drayage trucks are Class 8 vehicles registered to
haul a GCW of 80,000 lbs.
However, due to a variety of issues with loading a truck safely
to its maximum weight,
most drayage trucks are loaded to less than 80,000 lbs. The
Federal Highway
Administration estimates that a typical 5-axle semi-truck is
loaded to approximately
65,000 lbs GCW7. Therefore, it is recommended that a test weight
of 65,000 lbs be used
as an average loaded weight. A weight of 80,000 lbs should be
used as a maximum test
weight.
2. Trace gradients As previously mentioned, the vehicle speed
data used to construct the duty cycles are real world data.
Therefore it is not beyond the capability of a test truck to
replicate the vehicle speed traces (vehicle speed vs. time
charts in the figures below) on a
dynamometer. In practice however, it can be very difficult to
replicate sections of the
speed trace that change rapidly (high gradient regions). In
part, this is simply a limitation
of the human drivers ability to follow a trace with such rapid
changes in vehicle speed.
Additionally, rapid accelerations and decelerations can be
difficult or impossible to
reproduce on many dynamometers because they may damage the
dynamometer. The
duty cycles presented in this report may need to be filtered or
smoothed to reduce trace
gradients to acceptable levels for the dynamometer facility
conducting the testing.
3. Test duration The duty cycles presented in this report range
in duration from 2,300 to 7,200 seconds. While this is
representative of actual drayage operation, long tests
increase the chance for dynamometer testing errors due to driver
fatigue and greater
aggregation of emissions data from small deviations from the
test cycle. Somewhat more
practical duty cycles may be created by reducing periods of
significant idle and, in the
case of the Regional Haul duty cycle, reducing the duration of
the cruise portion of the
test.
7 Table III-4, Comprehensive Truck Size and Weight Study, 2000.
Federal Highway Administration.
-
17
6.0 Recommendations
The Port of Long Beach and Port of Los Angeles continue to
support the development and
deployment of clean, advanced drayage trucks through their
Technology Advancement Program.
Based on the ports joint goal to support the development of
these advanced vehicles, TIAX
makes the following recommendations:
1. Make available the results of this report, including the
detailed drive cycle data, to interested developers of low emission
vehicle technologies.
2. Produce useable dynamometer test cycles for near-dock, local,
and regional drayage operations by:
a. Performing a statistical analysis of existing chassis test
cycles to identify any test cycles that may be sufficiently similar
to the five modes of operation identified in
this report, that the existing test cycles could be used in
place of the real world
data presented here.
b. Filter and scale the real-world duty cycle data to produce
dynamometer test cycles that comply with the limitations of current
chassis dynamometer laboratories.
c. Examine average loaded and empty cargo container weights to
determine reasonable dynamometer test weights.
Best Match - Creep
idTime(seconds)Vehicle Speed(MPH)
104010400.00
104010510.00
104010620.00
104010730.00
104010840.00
104010950.00
104011060.00
104011170.00
104011280.00
104011390.00
1040114100.00
1040115110.00
1040116120.00
1040117130.00
1040118140.00
1040119150.00
1040120160.00
1040121170.00
1040122180.00
1040123190.00
1040124200.00
1040125210.00
1040126220.00
1040127230.00
1040128240.00
1040129250.70
1040130261.80
1040131271.90
1040132281.70
1040133291.80
1040134301.80
1040135311.80
1040136321.80
1040137331.80
1040138341.80
1040139351.80
1040140361.80
1040141371.80
1040142381.80
1040143391.20
1040144400.00
1040145410.00
1040146420.00
1040147430.00
1040148440.00
1040149450.00
1040150460.00
1040151470.00
1040152480.00
1040153490.00
1040154500.00
1040155510.00
1040156520.00
1040157530.00
1040158540.00
1040159550.00
1040160560.00
1040161570.00
1040162580.00
1040163590.00
1040164600.00
1040165610.00
1040166620.00
1040167630.00
1040168640.00
1040169650.00
1040170660.00
1040171670.00
1040172680.00
1040173690.00
1040174700.00
1040175710.00
1040176720.00
1040177730.00
1040178740.00
1040179750.00
1040180760.00
1040181770.00
1040182780.00
1040183790.00
1040184800.00
1040185810.00
1040186820.00
1040187830.00
1040188840.00
1040189850.00
1040190861.30
1040191872.40
1040192882.70
1040193892.70
1040194902.80
1040195913.20
1040196923.70
1040197933.80
1040198943.80
1040199953.40
1040200962.90
1040201971.70
1040202981.00
1040203990.00
10402041000.00
10402051010.00
10402061020.00
10402071030.00
10402081040.00
10402091050.00
10402101060.00
10402111070.00
10402121080.00
10402131090.00
10402141100.00
10402151110.00
10402161120.00
10402171130.00
10402181140.00
10402191150.00
10402201160.00
10402211170.00
10402221180.00
10402231190.00
10402241200.00
10402251210.00
10402261220.00
10402271230.00
10402281240.00
10402291250.00
10402301260.00
10402311270.00
10402321280.00
10402331290.00
10402341300.00
10402351310.00
10402361320.00
10402371330.00
10402381340.00
10402391350.00
10402401360.00
10402411370.00
10402421380.00
10402431390.00
10402441400.00
10402451410.00
10402461420.00
10402471430.00
10402481440.00
10402491450.00
10402501460.00
10402511470.00
10402521480.00
10402531490.00
10402541500.00
10402551510.00
10402561520.00
10402571530.00
10402581540.00
10402591550.00
10402601560.00
10402611570.00
10402621580.00
10402631590.00
10402641600.00
10402651610.00
10402661620.00
10402671630.00
10402681640.00
10402691650.00
10402701660.00
10402711670.00
10402721680.00
10402731690.00
10402741700.00
10402751710.00
10402761720.00
10402771730.00
10402781740.00
10402791750.00
10402801760.00
10402811770.00
10402821780.00
10402831790.00
10402841800.00
10402851810.00
10402861820.00
10402871830.00
10402881840.00
10402891850.00
10402901860.00
10402911870.00
10402921880.00
10402931890.00
10402941900.00
10402951910.00
10402961920.00
10402971930.00
10402981940.00
10402991950.00
10403001960.00
10403011970.00
10403021980.00
10403031990.00
10403042000.00
10403052010.00
10403062020.00
10403072030.00
10403082040.00
10403092050.00
10403102060.00
10403112070.00
10403122080.00
10403132090.00
10403142100.00
10403152110.00
10403162120.00
10403172130.00
10403182140.00
10403192150.00
10403202160.00
10403212170.00
10403222180.00
10403232190.00
10403242200.00
10403252210.00
10403262220.00
10403272230.00
10403282240.00
10403292250.00
10403302260.00
10403312273.10
10403322284.20
10403332293.70
10403342304.80
10403352314.90
10403362324.70
10403372334.20
10403382343.50
10403392352.10
10403402362.10
10403412370.00
10403422380.00
10403432390.00
10403442400.00
10403452410.00
10403462420.00
10403472430.00
10403482440.00
10403492450.00
10403502460.00
10403512470.00
10403522480.00
10403532490.00
10403542500.00
10403552510.00
10403562520.00
10403572530.00
10403582540.00
10403592550.00
10403602560.00
10403612570.00
10403622580.00
10403632590.00
10403642600.00
10403652610.00
10403662620.00
10403672630.00
10403682640.00
10403692650.00
10403702660.00
10403712670.00
10403722680.00
10403732690.00
10403742700.00
10403752710.00
10403762720.00
10403772730.00
10403782740.00
10403792750.00
10403802760.00
10403812770.00
10403822780.00
10403832790.00
10403842800.00
10403852810.00
10403862820.00
10403872830.00
10403882840.00
10403892850.00
10403902860.00
10403912870.00
10403922880.00
10403932890.00
10403942900.00
10403952910.00
10403962920.00
10403972930.00
10403982940.00
10403992950.00
10404002960.00
10404012970.00
10404022980.00
10404032990.00
10404043000.00
10404053010.00
10404063020.00
10404073030.00
10404083040.00
10404093050.00
10404103060.00
10404113070.00
10404123080.00
10404133090.00
10404143100.00
10404153110.00
10404163120.00
10404173130.00
10404183140.00
10404193150.00
10404203160.00
10404213170.00
10404223180.00
10404233190.00
10404243200.00
10404253210.00
10404263220.00
10404273230.00
10404283240.00
10404293250.00
10404303260.00
10404313270.00
10404323280.00
10404333290.00
10404343300.00
10404353310.00
10404363320.00
10404373330.00
10404383340.00
Best Match - Low Speed Trans
idTime(seconds)Vehicle Speed(MPH)
159594300.00
159594410.00
159594520.00
159594630.00
159594740.00
159594850.00
159594960.00
159595070.00
159595180.00
159595290.00
1595953100.00
1595954110.00
1595955120.00
1595956130.00
1595957140.00
1595958150.00
1595959160.00
1595960170.00
1595961180.00
1595962190.00
1595963200.00
1595964210.00
1595965220.00
1595966230.00
1595967240.00
1595968250.00
1595969260.00
1595970270.00
1595971280.00
1595972290.00
1595973300.00
1595974310.00
1595975320.00
1595976330.00
1595977340.00
1595978350.00
1595979360.00
1595980370.00
1595981380.00
1595982390.00
1595983400.00
1595984410.00
1595985420.00
1595986430.00
1595987440.00
1595988450.00
1595989460.00
1595990470.00
1595991480.00
1595992490.00
1595993500.00
1595994510.00
1595995520.00
1595996530.00
1595997540.00
1595998550.00
1595999560.00
1596000570.00
1596001580.00
1596002590.00
1596003600.00
1596004610.00
1596005620.00
1596006630.00
1596007640.00
1596008650.00
1596009660.00
1596010670.00
1596011680.00
1596012690.00
1596013700.00
1596014710.00
1596015720.00
1596016730.00
1596017740.00
1596018750.00
1596019760.00
1596020770.00
1596021780.00
1596022790.00
1596023800.00
1596024810.00
1596025820.00
1596026830.00
1596027840.00
1596028850.00
1596029860.00
1596030870.00
1596031880.00
1596032890.00
1596033900.00
1596034910.00
1596035920.00
1596036930.00
1596037940.00
1596038950.00
1596039960.00
1596040970.00
1596041980.00
1596042990.00
15960431000.00
15960441010.00
15960451020.00
15960461030.00
15960471040.00
15960481050.00
15960491060.00
15960501070.00
15960511080.00
15960521090.00
15960531100.00
15960541110.00
15960551120.00
15960561130.00
15960571140.00
15960581150.00
15960591160.00
15960601170.00
15960611180.00
15960621190.00
15960631200.00
15960641210.00
15960651220.00
15960661230.00
15960671240.00
15960681250.00
15960691260.00
15960701270.00
15960711280.00
15960721290.00
15960731300.00
15960741310.00
15960751320.00
15960761330.00
15960771340.00
15960781350.00
15960791360.00
15960801370.00
15960811380.00
15960821390.00
15960831400.00
15960841410.00
15960851420.00
15960861430.00
15960871440.00
15960881450.00
15960891460.00
15960901470.00
15960911480.00
15960921490.00
15960931500.00
15960941510.00
15960951520.00
15960961530.00
15960971540.00
15960981550.00
15960991560.00
15961001570.00
15961011580.00
15961021590.00
15961031600.00
15961041610.00
15961051620.00
15961061630.00
15961071640.00
15961081650.00
15961091660.00
15961101670.00
15961111680.00
15961121690.00
15961131700.00
15961141710.00
15961151720.00
15961161730.00
15961171740.00
15961181750.00
15961191760.00
15961201770.00
15961211780.00
15961221790.00
15961231800.00
15961241810.00
15961251820.00
15961261830.00
15961271840.00
15961281850.00
15961291860.00
15961301870.00
15961311880.00
15961321890.00
15961331900.00
15961341910.00
15961351920.00
15961361930.00
15961371940.00
15961381950.00
15961391960.00
15961401970.00
15961411980.00
15961421990.00
15961432002.60
15961442013.40
15961452023.30
15961462032.90
15961472041.60
15961482050.00
15961492060.00
15961502070.00
15961512080.00
15961522090.00
15961532100.00
15961542110.00
15961552120.00
15961562130.00
15961572140.00
15961582150.00
15961592160.00
15961602170.00
15961612180.00
15961622190.00
15961632200.00
15961642210.00
15961652220.00
15961662232.10
15961672244.00
15961682255.70
15961692266.40
15961702276.50
15961712288.40
15961722298.30
15961732308.40
15961742319.00
15961752329.90
159617623310.40
159617723410.20
159617823510.20
159617923610.10
15961802379.80
15961812389.60
159618223910.30
159618324010.10
15961842419.90
15961852429.20
15961862438.00
15961872446.70
15961882456.60
15961892466.70
15961902476.10
15961912485.50
15961922493.50
15961932502.70
15961942512.30
15961952521.90
15961962532.70
15961972543.70
15961982554.80
15961992564.10
15962002574.10
15962012585.10
15962022595.30
15962032606.30
15962042617.50
15962052628.40
15962062638.10
15962072647.50
15962082658.10
15962092668.50
15962102679.20
15962112688.90
15962122698.60
15962132708.80
15962142718.90
15962152728.80
15962162738.00
15962172748.00
15962182757.50
15962192767.10
15962202776.20
15962212785.60
15962222794.40
15962232803.80
15962242812.50
15962252820.00
15962262830.00
15962272840.00
15962282850.00
15962292860.00
15962302870.00
15962312880.00
15962322890.00
15962332900.00
15962342910.00
15962352920.00
15962362930.00
15962372940.00
15962382950.00
15962392961.10
15962402971.80
15962412982.90
15962422992.70
15962433002.30
15962443012.60
15962453023.10
15962463033.20
15962473043.40
15962483052.20
15962493062.80
15962503073.00
15962513083.30
15962523092.90
15962533102.90
15962543112.50
15962553122.50
15962563132.50
15962573142.50
15962583152.50
15962593162.80
15962603172.80
15962613182.20
15962623194.50
15962633204.80
15962643216.40
15962653226.50
15962663236.20
15962673246.20
15962683255.50
15962693264.50
15962703272.60
15962713281.60
15962723290.00
15962733300.00
15962743310.00
15962753320.00
15962763330.00
15962773340.00
15962783350.00
15962793360.00
15962803370.00
15962813380.00
15962823390.00
15962833400.00
15962843410.00
15962853420.00
15962863430.00
15962873440.00
15962883450.00
15962893460.00
15962903470.00
15962913482.80
15962923493.40
15962933503.10
15962943514.90
15962953525.00
15962963533.70
15962973546.00
15962983556.00
15962993565.90
15963003577.00
15963013586.70
15963023598.40
15963033608.40
15963043618.40
15963053629.40
15963063639.40
159630736411.20
159630836512.30
159630936612.30
159631036712.40
159631136812.30
159631236912.10
159631337012.10
159631437112.10
159631537212.10
159631637312.10
159631737412.10
159631837512.10
159631937612.30
159632037712.40
159632137812.30
159632237912.30
159632338012.40
159632438112.50
159632538212.50
159632638312.50
159632738412.50
159632838512.50
159632938612.50
159633038712.70
159633138812.90
159633238913.00
159633339013.10
159633439113.10
159633539213.00
159633639313.00
159633739413.10
159633839513.10
159633939613.40
159634039713.40
159634139813.70
159634239913.70
159634340013.80
159634440113.60
159634540213.70
159634640313.80
159634740413.80
159634840513.60
159634940613.50
159635040713.10
159635140812.90
159635240912.70
159635341012.70
159635441113.20
159635541213.90
159635641314.40
159635741414.70
159635841514.50
159635941614.60
159636041714.10
159636141814.30
159636241914.90
159636342015.50
159636442115.90
159636542216.40
159636642316.50
159636742416.60
159636842516.60
159636942617.00
159637042716.50
159637142816.20
159637242915.50
159637343013.30
159637443114.70
159637543214.10
159637643313.10
159637743413.10
159637843511.50
159637943610.30
15963804379.80
159638143810.10
159638243910.00
15963834409.80
15963844419.70
15963854429.00
15963864438.80
15963874447.10
15963884455.40
15963894464.10
15963904470.00
15963914480.00
15963924491.90
15963934503.00
15963944510.00
15963954520.00
15963964531.20
15963974543.20
15963984554.50
15963994563.60
15964004574.00
15964014584.90
15964024594.60
15964034604.20
15964044613.60
15964054622.80
15964064630.00
15964074640.00
15964084650.00
15964094660.00
15964104670.00
15964114680.00
15964124690.00
15964134701.60
15964144714.30
15964154722.50
15964164734.30
15964174741.80
15964184753.30
15964194765.30
15964204773.10
15964214786.60
15964224796.90
15964234807.80
15964244818.40
15964254828.80
15964264836.90
15964274843.10
15964284856.00
15964294867.10
15964304878.30
15964314888.90
15964324898.90
15964334909.10
15964344918.70
15964354929.10
15964364937.20
15964374947.80
15964384958.40
15964394967.70
15964404977.80
15964414987.60
15964424996.40
15964435005.80
15964445015.40
15964455025.50
15964465035.40
15964475044.70
15964485055.40
15964495064.10
15964505070.00
15964515080.00
15964525090.00
15964535100.00
15964545110.00
15964555120.00
15964565130.00
15964575140.00
15964585150.00
15964595160.00
15964605170.00
15964615180.00
15964625190.00
15964635200.00
15964645210.00
15964655220.00
15964665230.00
15964675240.00
15964685250.00
15964695260.00
15964705270.00
15964715280.00
15964725290.00
15964735301.30
15964745311.50
15964755321.60
15964765331.80
15964775341.60
15964785351.80
15964795361.20
15964805370.80
15964815380.90
15964825391.20
15964835401.70
15964845411.40
15964855421.70
15964865431.20
15964875442.10
15964885452.50
15964895462.80
15964905472.60
15964915482.40
15964925491.50
15964935501.50
15964945510.90
15964955521.20
15964965530.90
15964975540.00
15964985550.00
15964995560.00
15965005570.00
15965015580.00
15965025590.00
15965035600.00
15965045610.00
15965055620.00
15965065630.00
15965075640.00
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Best Match - Short HST
idTime(seconds)Vehicle Speed(MPH)
57804200.00
57804310.00
57804420.00
57804530.00
57804640.00
57804750.00
57804860.00
57804970.00
57805080.00
57805190.00
578052100.00
578053110.00
578054120.00
578055130.00
578056140.00
578057150.00
578058160.00
578059170.00
578060180.00
578061190.00
578062200.00
578063210.00
578064220.00
578065230.00
578066240.00
578067250.00
578068260.00
578069270.00
578070280.00
578071290.00
578072300.00
578073310.00
578074320.00
578075330.00
578076340.00
578077350.00
578078360.00
578079370.00
578080380.00
578081390.00
578082400.00
578083410.00
578084420.00
578085430.00
578086440.00
578087450.00
578088460.00
578089470.00
578090480.00
578091490.00
578092500.00
578093510.00
578094520.00
578095530.00
578096540.00
578097550.00
578098560.00
578099570.00
578100580.00
578101590.00
578102600.00
578103610.00
578104620.00
578105630.00
578106640.00
578107650.00
578108660.00
578109670.00
578110680.00
578111690.00
578112700.00
578113710.00
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578119770.00
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578122800.00
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5782121709.50
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5783503080.90
5783513091.10
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5783543120.00
5783553131.10
5783563141.00
5783573150.90
5783583160.00
5783593171.80
5783603180.00
5783613190.00
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5784023600.00
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