DOCSLIB.ORG

Automobile Industry.Pdf

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Automobile Industry.Pdf Automobile Industry Hassan, Salman & Ahmad BA 630 - Spring 19 Introduction Truck Classification by the U.S. Department of Transportation’s GVWR and Vehicle Inventory Use Service (VIUS) Categories Class Weight Body Style Duty Class 1 6,000 lbs & less Minivan Cargo Van SUV Pickup truck Light Duty Full-Size Class 2 6,0001 to 10,000 lbs Van Cargo Van Step Van Pickup Heavy-duty Medium Class 3 10,001 to 14,000 lbs Walk-in Box Truck City Delivery Pickup Duty Source: energy.gov Producer's perspective Item Car Truck Frame Unibody Body On Frame Body small big Engine Light duty Heavy duty Channel of distribution Car dealers Truck dealers Manufacture More automation Less automation Customer’s perspective Price Economy luxury Sports cars Capacity Mid size Full size Pickup Truck Semi Truck Heavy Truck Med Truck Body Style Sedan Hatchback SUV Wagon Minivan Types of cars appropriate for passengers Geographic Scope Sales of passenger cars in selected countries Cars Imports by Country in 2018 worldwide from 2005 to 2017 (in million units) Country value worth of cars of total cars imports United States $178.5 billion 23.10% Germany $61.5 billion 8% China $49.6 billion 6.40% United Kingdom $43.9 billion 5.70% Car Exports by Country in 2018 Country value worth of cars of total cars exports Germany $154.7 billion 20.80% Japan $99.1 billion 13.30% United States $51.4 billion 6.90% Mexico $49.4 billion 6.60% Source: oica.net; worldstopexports.com Our Definition for The Industry Manufacturing passenger automobile or light duty trucks including transmission, engine, and bodies. copyright for frooition.com Compare to other Definitions Closer to our definition The most important classes of road vehicles include cars, commercial Statista vehicles and two-wheelers. NAICS ISIC Broader than our definition Old definition and we disagree with it Manufacture of motor vehicles, trailers Manufacturing truck, automobile and utility trailers, and semi-trailers for transporting truck trailer chassis, detachable trailer bodies, and passengers or freight. detachable trailer chassis. The value Chain Tier 1 suppliers: gearbox Tier 2 suppliers: pump units Tier 3-x suppliers: brackets, seals Source:edibasics.com Major Firms New Entrants Google Buyers Bommarito Automotive Group Apple CarMAX Bosch Individuals Suppliers Substitute/ complements Magna International Uber Rivalry Lear Lyft Ford/ Toyota Adient Used Car. Volkswagen/ GMC BMW/ Mercedes Rivalry Concentration Globally Global automotive market share in 2018, by brand 28% Concentration Rate Conclusion: • Low concentration. • High rivalry. Source: Focus2mov.com Concentration in the U.S Market share held by selected automobile manufacturers in the U.S in 2018 Market share 59% Concentration Rate Conclusion: ● Medium concentration. ● Medium rivalry. Source: GoodCarBadCar.net Growth Globally Worldwide car sales 1990-2019 (in million units) Conclusion: • The industry growth is flat. • High rivalry. Source: Scotiabank Growth in the U.S Passenger cars sales forecast ( in million units) Conclusion: • The industry has a slow growth. • High rivalry. Source: statista sarvey. Electric Vehicles Market Share Worldwide plug-in electric vehicle sales in 2018, by model (in 1,000 units) 68% Concentration Rate Conclusion: ● High concentration. ● Low rivalry. Source: ev-volumes Electric Vehicles Growth Globally Global Monthly PLUG-IN sales Conclusion: • The industry growth is going up. • Low rivalry. Source: ev-volumes Fixed and Marginal costs ● Same for one unit or more. Fixed Cost ● Expenses goes down when producing the second generation. Raw materials and 57% the prices of auto parts of the total price R&D, engineering, 16% Variable cost and running the facilities of the total price Conclusion: Average advertising charges $1,091 • Relatively low fixed cost. for each unit • High Variable cost. • Low Rivalry. Source: carfromjapan.com Product Differentiation Average Customer Manufacturer Reliability Safety Cost Service American $29,347 1.40 83 50% Honda Ford Motor $40,256 1.52 84 45% Company Hyundai - Kia $24,705 1.24 80 59% Subaru $29,636 1.67 84 65% Conclusion: Toyota Motor $34,143 0.99 85 77% Company ● 91% of companies differentiate Volkswagen based on features and product $42,322 1.57 82 47% Group excellence. ● Low Rivalry. Sources: Kelley Blue Book, Consumer Report Cost differences among firms Ievies a 2.5% tariff on USA European auto imports. Conclusion: The European Imposes a 10% duty on ● In the US: High Rivalry. Union the US auto imports. ● In the European Union: Low Rivalry. Source: dw.com Suppliers Suppliers Concentration Tires 45% Concentration Rate 28% CR for Car Industry Conclusion: Suppliers have high power. Source: Tire Business Suppliers Concentration Steel 15% Concentration Rate 28% CR for Car Industry Conclusion: Suppliers have low power. Source: World Steel Association Suppliers Concentration Electronics as a whole industry 44% Concentration Rate 28% CR for Car Industry Conclusion: Suppliers have high power. Source: Strategy Analytics; Infineon Suppliers Concentration Electronics (Automotive Semiconductor) 45% Concentration Rate 28% CR for Car Industry Conclusion: Suppliers have high power. Source: Strategy Analytics; Infineon Suppliers Concentration Glass 39% Concentration Rate 28% CR for Car Industry Conclusion: Suppliers have medium power. Source: Cision PR Newswire, Ci Suppliers Dependency on Automobile Industry Tires Global car sales in 2018 79 million units 24% 5 pieces each car 395 million tires Global tires sales in 2018 1.624 billion tires Conclusion: Tire suppliers have high power. Source:Bryan Garnier & Co & Scotiabankr Suppliers Dependency on Automobile Industry Steel Global steel production in 2018 1,808,6 (MT) million 4% Steel for each car 900 kg Global automobile sales in 2018 79 million units Total steel for automobile in 711 (MT) million 2018 Conclusion: Steel suppliers have high power. Source: worldsteel.org . Suppliers Dependency on Automobile Industry Glass Global production of flat glass in 10 billion sq.m 2018 5% Global OEM automotive glass market 528 million sq.m in 2018 Conclusion: Glass suppliers have high power. Source: freedoniagroup & prnewswire Suppliers Dependency on Automobile Industry Electronics Bosch's revenue in 2017 $89.30 billion 53% Bosch's global sales of OEM $47.40 billion automotive parts in 2017 Conclusion: Electronic suppliers have low power. Source: Berylls Strategy Advisors & Bosch Suppliers product as % of total spending for industry Steel The global steel production reached 1,808.6 million tons (Mt) Price of a ton of steel in 2018 $608.77 Percentage of steel the automobile Automobile industry worldwide 15% industry used paid $2,031 per car for steel in 2018. The total amount that the automobile $143,132,784,860 industry paid to buy steel Conclusion: Suppliers have high power. Source: worldsteel.org Suppliers product as % of total spending for industry Tires The global tire market reached a volume of in 3.1 billion units 2018 The global tire industry is valued in 2018 $229 billion 12.3% Automobile industry worldwide paid Percentage of tires the automobile industry used $400 per car for Tires in 2018. The total amount that the automobile industry $28,188,000,000 paid to buy tires Conclusion: Suppliers have high power. Source:expertmarketresearch.com Suppliers product as % of total spending for industry Electronics Automobile industry worldwide paid 35% of a car's cost for electronics in 2018. Conclusion: Suppliers have high power. * Source: Strategy Analytics Relative cost of suppliers product for industry The Labor Conclusion: Suppliers have low power in OECD countries. Source:autoalliance.org Buyers Buyers Concentration New-vehicle Retail 17% Concentration Rate 28% CR for Car Industry Conclusion: Buyers have low power. Source: Cision PR Newswire, Ci Buyers Concentration Fleet-car 14% Concentration Rate 28% CR for Car Industry Conclusion: Buyers have low power. Source: Cautomotive-fleet & autonews Dealership sources of income Conclusion: ● 74% of Dealers are dependent on new cars. ● Dealers have low power. Source: Edmunds Industry product as % of total spending for consumers $48,251.57 Average family income $35,258 Average new car price Average age of a vehicle 11.6 years Total Spending for a car per a year for an %6.30 average family income Conclusion: Dealers have high power. Source: KBB, SSA & IHS Markit Brand Loyalty Conclusion: ● High brand loyalty. ● Dealers have high power. Source:Edmunds Industry dependence on intermediary In the United States in 2018 The number of total cars sold 17.3 million The number of cars sold by 17.22 million dealerships Conclusion: Buyers have high power. Source:nada.org Substitutes Price Comparison Ownership of a vehicle vs. Ride Sharing ● Average cost per mile Car Ownership 60.8 Cents Conclusion: Ride Sharing 2 Dollars ● Ride Sharing is a low threat ● Annual Cost for owning and operating a vehicle is $9,122 for ● Ride Sharing is a good 15,000 mile. substitute for people ● Breakup point for ride sharing is 4,561 mile/year. who can drive less than 4,561 mile/year Source: AAA North West Price Comparison Ownership Cost New Cars vs. Used Cars Comparison Honda Accord 2019 Honda Accord 2016 True Cost To Own $33,296 $32,495 Total Cash Price $25,140 $17,303 * Based on a 5-year estimate with 15,000 miles driven per year. Conclusion: Used Car is a low threat Source: Edmunds Price Comparison Ownership cost: 5 years breakdown Honda Accord 2019 vs. Honda Accord 2016 Source: Edmunds Performance Comparison New Cars vs. Used Cars New car Used car Reliability
Load more

Recommended publications
  • UAW Ford Agreements Cvr 1Up.Indd 2 11/15/16 7:07 AM SKILLED TRADES AGREEMENTS and LETTERS of UNDERSTANDING
    SKILLED TRADES AGREEMENTS AND LETTERS OF UNDERSTANDING between UAW® and the FORD MOTOR COMPANY Agreements Dated November 5, 2015 133 MICHIGAN (Effective November 23, 2015) ♲ printed on recycled paper PRINTED IN U.S.A. 64353-UAW Ford Skilled Trades Cvr 1up.indd 1 10/26/16 8:24 AM National Ford Department Staff 2015 Negotiations Jimmy Settles Vice President and Director UAW Ford, Aerospace, Chaplaincy and Insurance Greg Drudi Roy Escandon Angelique Peterson- Don Godfrey Jeffrey Faber Mayberry Brett Fox Ford Motor Company and the UAW recognize Darryl Nolen Gregory Poet Kenneth Gafa their respective responsibilities under federal Bob Tiseo Reggie Ransom and state laws relating to fair employment Phil Argento Michael Gammella Lorenzo Robinson practices. Tracy Ausen Raenell Glenn Michael Robison Carol Bagdady R. Brian Goff Nick Rutovic The Company and the Union recognize the Matthew Barnett Ruth Golden Angelo Sacino Monica Bass moral principles involved in the area of civil Jane Granger Les Shaw David Berry rights and have reaffirmed in their Collective Andre Green Michael Shoemaker Carlo Bishop Bargaining Agreement their commitment not Joe Gucciardo Casandra Shortridge Shawn Campbell to discriminate because of race, religion, color, Dan Huddleston Larry Shrader Jerry Carson age, sex, sexual orientation, union activity, Michael Joseph Garry Sommerville Alfonzo Cash Thomas Kanitz national origin, or against any employee with Jeffrey Terry Tiffany Coger Brandon Keatts disabilities. Kevin Tolbert Gerard Coiffard Michael Kerr Vaughan Tolliver Sean
    [Show full text]
  • A New Heavy-Duty Vehicle Visual Classification and Activity Estimation Method for Regional Mobile Source Emissions Modeling
    A NEW HEAVY-DUTY VEHICLE VISUAL CLASSIFICATION AND ACTIVITY ESTIMATION METHOD FOR REGIONAL MOBILE SOURCE EMISSIONS MODELING A Thesis Presented to The Academic Faculty by Seungju Yoon In Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the School of Civil and Environmental Engineering Georgia Institute of Technology August 2005 A NEW HEAVY-DUTY VEHICLE VISUAL CLASSIFICATION AND ACTIVITY ESTIMATION METHOD FOR REGIONAL MOBILE SOURCE EMISSIONS MODELING Approved: Dr. Michael O. Rodgers, Advisor Dr. Randall L. Guensler Dr. Michael D. Meyer Dr. Michael P. Hunter Dr. Jennifer H. Ogle July 15, 2005 ACKNOWLEDGEMENTS Many people sacrificed time and energy allowing me to complete this thesis. Thanks to all of you. Most of all, my wife Juhyun and my son Taehyuan deserve much credit for encouragement and patience throughout this process. Two other people deserve special acknowledgment in helping me finish my degree and dissertation. Drs. Michael O. Rodgers and Randall L. Guensler have allowed and encouraged me to finish this research and guided me to see the bigger and important issues. To family, advisors, and fellow students, you all assisted in large and small ways for which I will always be indebted. iii TABLE OF CONTENTS ACKNOWLEDGEMENTS............................................................................................... iii LIST OF TABLES........................................................................................................... viii LIST OF FIGURES .............................................................................................................x
    [Show full text]
  • Registration Manual Issued by Nebraska Game and Parks
    Rhonda Lahm, Julie Maaske, Director Deputy Director NEBRASKA COUNTY TREASURER’S MANUAL R E G I S T R A T I O N Provided by Nebraska Department of Motor Vehicles Driver and Vehicle Records Division 301 Centennial Mall South P.O. Box 94789 Lincoln, NE 68509-4789 www.dmv.nebraska.gov Help Desk (402) 471-3918 Toll Free (800) 972-6299 Fax Number (402) 471-8694 Betty Johnson, Administrator Deb Sabata Program Manager Cindy Incontro, Sandy Wood, Business Applications Support Administrative Assistant Technician Supervisor TABLE OF CONTENTS Chapter 1 - Definitions Definitions............................................................................................................ 1-1 Chapter 2 - Registrations Motor Vehicles Exempt from Registration .......................................................... 2-1 Registration - Vehicle .......................................................................................... 2-2 Registration - Boat ............................................................................................... 2-4 Proof of Financial Responsibility ........................................................................ 2-5 Nebraska Insurance Database .............................................................................. 2-9 Registration Renewal ......................................................................................... 2-11 Registration Procedure – Owner Retains Salvage ............................................. 2-13 Passenger...........................................................................................................
    [Show full text]
  • Manual on Classification of Motor Vehicle Traffic Crashes Eighth Edition
    AMERICAN NATIONAL STANDARD ANSI D.16-2017 8th Edition 2017 - Manual on Classification of 16 . Motor Vehicle Traffic Crashes ANSI D American National Standard ANSI D.16 – 2017 ANSI D.16 – 2017 American National Standard Manual on Classification of Motor Vehicle Traffic Crashes Eighth Edition Secretariat Association of Transportation Safety Information Professionals Prepared by the D.16-2017 Committee on Classification of Motor Vehicle Traffic Crashes under the direction of the Association of Transportation Safety Information Professionals Approved December 18, 2017 American National Standards Institute, Inc. American National Standard ANSI D.16 – 2017 AMERICAN NATIONAL STANDARD Approval of an American National Standard requires verification by ANSI that the requirements for due process, consensus, and other criteria for approval have been met by the standards developer. Consensus is established when, in the judgment of the ANSI Board of Standards Review, substantial agreement has been reached by directly and materially affected interests. Substantial agreement means much more than a simple majority, but not necessarily unanimity. Consensus requires that all views and objections be considered, and that a concerted effort be made toward their resolution. The use of American National Standards is completely voluntary; their existence does not in any respect preclude anyone, whether he has approved the standards or not, from manufacturing, marketing, purchasing or using products, processes, or procedures not conforming to the standards. The American National Standards Institute does not develop standards and will in no circumstance give an interpretation of any American National Standard. Moreover, no person shall have the right or authority to issue an interpretation of an American National Standard in the name of the American National Standards Institute.
    [Show full text]
  • And Length-Based Vehicle Classi Cation, Federal Highway Administration – Pooled Fund Program [TPF-5(192)]
    Loop- and Length-Based Vehicle Classication, Federal Highway Administration – Pooled Fund Program [TPF-5(192)] Erik Minge, Primary Author SRF Consulting Group, Inc. Minneapolis, Minnesota November 2012 Research Project Final Report 2012-33 To request this document in an alternative format, please contact the Affirmative Action Office at 651-366-4723 or 1-800-657-3774 (Greater Minnesota); 711 or 1-800-627-3529 (Minnesota Relay). You may also send an e-mail to [email protected]. (Please request at least one week in advance). Technical Report Documentation Page 1. Report No. 2. 3. Recipients Accession No. MN/RC 2012-33 4. Title and Subtitle 5. Report Date Loop- and Length-Based Vehicle Classification, Federal November 2012 Highway Administration – Pooled Fund Program [TPF-5(192)] 6. 7. Author(s) 8. Performing Organization Report No. Erik Minge, Scott Petersen, Herbert Weinblatt, Benjamin Coifman, and Earl Hoekman 9. Performing Organization Name and Address 10. Project/Task/Work Unit No. SRF Consulting Group, Inc. One Carlson Parkway, Suite 150 11. Contract (C) or Grant (G) No. Minneapolis, MN 55416 (C) 95029 12. Sponsoring Organization Name and Address 13. Type of Report and Period Covered Minnesota Department of Transportation Final Report Research Services 14. Sponsoring Agency Code 395 John Ireland Boulevard, MS 330 St. Paul, MN 55155 15. Supplementary Notes http://www.lrrb.org/pdf/201233.pdf 16. Abstract (Limit: 250 words) While most vehicle classification currently conducted in the United States is axle-based, some applications could be supplemented or replaced by length-based data. Common length-based methods are more widespread and can be less expensive, including loop detectors and several types of non-loop sensors (both sidefire and in-road sensors).
    [Show full text]
  • 1 Bucket-Trucks and Buses 1. Introduction 2. E-Trucks
    Bucket-Trucks and Buses By John Benson January, 2019 1. Introduction It seemed like a no-brainer. Electric utilities have a huge number of trucks (at least my home electric utility, PG&E, does). Why don't they buy electric trucks, or perhaps range- extended hybrid trucks? So I searched, and discovered, (1) they could fairly easily do this, but (2) apparently they don't. Thus this paper started to take shape. Then I saw some really important information on electric buses. I covered these fairly thoroughly in the recent paper linked below, but this news came afterward, so I will cover the new information at the end of this paper. https://www.energycentral.com/c/cp/ev-update 2. E-Trucks The first electric trucks are just starting to roll to customers right now. In subsection 2.2 below we cover those manufacturers that make medium-duty trucks (suitable for utility trucks) that have started to deliver trucks or at least have orders. Immediately below, we lay some groundwork. 2.1. Truck Classifications Sometimes it's necessary to define terms before we can discuss a subject. Since we will be talking about trucks, the first step is to review the formal classification of these vehicles.1 Truck Duty classification Weight limit Examples class (GVWR)2 Class 1 Light truck 0–6,000 pounds Dodge Dakota, Chevrolet Colorado, Toyota Tacoma, Nissan Frontier, Class 2 Light truck 6,001–10,000 Ram 1500, Chevrolet Silverado 1500, Ford F-150 pounds Class 3 Medium truck 10,001–14,000 Ram 3500, GMC Sierra 3500, Ford F-350 pounds Class 4 Medium truck 14,001–16,000
    [Show full text]
  • Characteristics and Emissions of Heavy-Duty Vehicles in Tennessee Under the MOBILE6 Model
    Transportation Research Record 1842 I 99 Paper No. 03-3953 Characteristics and Emissions of Heavy-Duty Vehicles in Tennessee Under the MOBILE6 Model Terry L. Miller, Wayne T. Davis, Gregory D. Reed, Prakash Doraiswamy, and Joshua S. Fu Heavy-duty vehicle (HDV) classifications used for modeling emissions vehicles (HDGVs) and heavy-duty diesel vehicles (HDDVs). With in the MOBILE6 model have been expanded from 2 classifications in MOBILE6, the U.S. Environmental Protection Agency (EPA) has MOBILE5 to 16 classifications in MOBILE6. The new classifications are provided for much more sensitivity in modeling mobile-source emis- based on vehicle weight and fuel used (i.e., gasoline or diesel). The sions by expanding the number of vehicle types to 28—of which heavier vehicles have higher emissions, so it is important to use cor- 19 are HDV types. The HDVs include eight classes of HDGVs, eight rect vehicle weight distributions. Tennessee’s HDV registration data classes of HDDVs, and three classes of buses (gasoline and diesel). show a distribution very similar to the national defaults, but with Table 1 lists the class designations and definitions. more vehicles in the heaviest weight category (HDV8B). More than The bases for distinguishing different vehicles are the body type, 50% of Tennessee’s HDVs fall in the lightest vehicle category fuel used, and the gross vehicle weight rating (GVWR) based on the (HDV2B). The biggest difference in truck characteristics in Tennessee manufacturer’s specifications. GVWR is the maximum recommended versus national defaults in MOBILE6 is the higher HDV fraction on loaded-vehicle weight, including passengers and cargo.
    [Show full text]
  • Driver Shortage
    Driver Shortage Defining the Issue A critical concern raised by the American Trucking Association is the lack of qualified and certified tractor trailer drivers. Class 8 (heavy) tractor trailer drivers operate trucks with gross vehicle weight exceeding 26,000 pounds. They move freight along intercity routes, and can be away from home for a few days or for weeks at a time. This job requires endurance and many drivers have 11 hour shifts per day. Class 8 truck drivers are subject to drug testing and health screening to ensure safety. Most heavy truck drivers have a high school diploma and have attended professional truck driving school. A heavy truck driver must have a commercial driver’s license (CDL). A heavy truck driver must be 21 years old to apply for an interstate CDL. 18-21 years olds can hold a CDL for the purpose of intrastate trucking. In 2014 (according to Bureau of Transportation Statistics), median pay was $39,520 per year or approximately ($19.00/Hour). There were 1,797,700 heavy truck jobs in 2014. Outlook for heavy truck driving jobs from 2014-24 is estimated to grow by 5% (average growth). More than 98,800 drivers will be needed to fill the projected job openings over this period of time. Legislative Background Commercial truck classification is determined by the vehicle weight. The Department of Transportation’s Federal Highway Administration (FHWA) has established three weight classifications. Class 7-8 trucks are considered heavy duty. The Federal Motor Carrier Safety Administration (FMCSA) specifies the requirements for Commercial vehicle driver’s licenses in part 383.
    [Show full text]
  • Trucks and Heavy-Duty Vehicles Technical Requirements and Gaps for Lightweight and Propulsion Materials
    VEHICLE TECHNOLOGIES OFFICE WORKSHOP REPORT: Trucks and Heavy-Duty Vehicles Technical Requirements and Gaps for Lightweight and Propulsion Materials February 2013 FINAL REPORT This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. WORKSHOP REPORT: Trucks and Heavy-Duty Vehicles Technical Requirements and Gaps for Lightweight and Propulsion Materials EXECUTIVE SUMMARY The Vehicle Technologies Office (VTO) hosted a Lightweight and Propulsion Materials Workshop in March 2011 in Dearborn, Michigan. The Materials area of the Vehicle Technologies Office focuses on developing lightweight materials for structures and propulsion materials for more efficient powertrain systems. This meeting focused on gaining industry’s perspective on the out-year material requirements of trucks and heavy duty vehicles (HDVs) as well as current technology gaps that limit adoption of designs utilizing these lighter weight materials. The industry experts who participated in this workshop included original equipment manufacturers (OEMs) tier-one suppliers and materials suppliers to the light truck and HDV value chain.
    [Show full text]
  • Accurate Vehicle Classification Including Motorcycles Using Piezoelectric Sensors
    ECONOMIC ENHANCEMENT THROUGH INFRASTRUCTURE STEWARDSHIP ACCURATE VEHICLE CLASSIFICATION INCLUDING MOTORCYCLES USING PIEZOELECTRIC SENSORS HAZEM REFAI, PH.D. OTCREOS9.1-42-F Oklahoma Transportation Center Phone: 405.732.6580 2601 Liberty Parkway, Suite 110 Fax: 405.732.6586 Midwest City, Oklahoma 73110 www.oktc.org DISCLAIMER The contents of this report reflect the views of the authors, who are responsible for the facts and accuracy of the information presented herein. This document is disseminated under the sponsorship of the Department of Transportation University Transportation Centers Program, in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. i TECHNICAL REPORT DOCUMETATION PAGE 1. REPORT NO. 2. GOVERNMENT ACCESSION NO. 3. RECIPIENTS CATALOG NO. OTCREOS9.1-42-F 4. TITLE AND SUBTITLE 5. REPORT DATE Accurate Vehicle Classification Including Motorcycles using March 30, 2013 Piezoelectric Sensors. 6. PERFORMING ORGANIZATION CODE 7. AUTHOR(S) 8. PERFORMING ORGANIZATION REPORT Hazem Refai, Ph.D. 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NO. School of electrical and computer engineering University of Oklahoma-Tulsa 11. CONTRACT OR GRANT NO. 4502 E 41st St. Rm 4W139 DTRT06-G-0016 Tulsa, OK, 74135 12. SPONSORING AGENCY NAME AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED Oklahoma Transportation Center Final (Fiscal) 201 ATRC Stillwater, OK 74078 July 2009 – March 2013 (Technical) 2601 Liberty Parkway, Suite 110 14. SPONSORING AGENCY CODE Midwest City, OK 73110 15. SUPPLEMENTARY NOTES University Transportation Center 16. ABSTRACT State and federal departments of transportation are charged with classifying vehicles and monitoring mileage traveled. Accurate data reporting enables suitable roadway design for safety and capacity.
    [Show full text]
  • WHEREAS, the President in Homeland
    ORDINANCE 581 AN ORDINANCE AMENDING CHAPTER 225, SECTION 225-8 (I), OF THE CODE OF THE TOWN OF ELSMERE CONCERNING THE OVERNIGHT PARKING OF COMMERCIAL OR CONSTRUCTION VEHICLES. Sponsored by: 1st District Councilman John Jaremchuk First and Second Reading: July 10, 2014 Council Meeting Results: Passed 7 In Favor, 0 Opposed Third and Final Reading: August 14, 2014 Council Meeting Results: Passed 6 In Favor, 0 Opposed with 1 Absent Ordinance 581 An ordinance amending Chapter 225, Section 225-8 (I), of the Code of the Town of Elsmere concerning the overnight parking of commercial or construction vehicles. Page 1 of 5 ORDINANCE 581 AN ORDINANCE AMENDING CHAPTER 225, SECTION 225-8 (I), OF THE CODE OF THE TOWN OF ELSMERE CONCERNING THE OVERNIGHT PARKING OF COMMERCIAL OR CONSTRUCTION VEHICLES. WHEREAS, the current code of the Town of Elsmere prohibits the parking of any vehicle for commercial advertising purposes from being parked in any district at any time; and WHEREAS, the commercial advertisement of a business or the services a business offers, is commonly displayed on vehicles ranging from small two door passenger vehicles to pick-up trucks and larger vehicles; and WHEREAS, many times employees who are on call or serve in a management position for their company or business are assigned to take these vehicles home; and WHEREAS, it is likely that these vehicles could be determined to be a vehicle for commercial advertising purposes and therefore a violation of the existing code; and WHEREAS, the Mayor and Council do not believe this was the legislative intent of the original legislation.
    [Show full text]
  • To LDT Or Not to LDT: an Assessment of the Principal Impacts of Light-Duty Trucks
    Paper No. 00-1125 PREPRINT Duplication of this preprint for publication or sale is strictly prohibited without prior written permission of the Transportation Research Board. Title: To LDT or Not to LDT: An Assessment of the Principal Impacts of Light-Duty Trucks Author: Kara Kockelman The following paper is a pre-print and the final publication can be found in Transportation Research Record No. 1738: 3-10, 2000. Transportation Research Board 79th Annual Meeting January 9-13, 2000 Washington, D.C. To LDT or Not to LDT: An Assessment of the Principal Impacts of Light-Duty Trucks by Kara Maria Kockelman Assistant Professor of Civil Engineering The University of Texas at Austin 6.9 E. Cockrell Jr. Hall Austin, TX 78712-1076 [email protected] Phone: 512-471-0210 FAX: 512-475-8744 Paper Submitted to Transportation Research Board, July 1999 Paper Revised, November 1999 Word Count: 7,100 + 4 Tables + 1 Figure Abstract Light-duty truck classification allows manufacturers and owners to avoid a host of passenger-car regulations, including gas-guzzler taxes, safety standards, and more stringent emissions and fuel- economy standards. This paper describes the distinct policies that govern light duty trucks and passenger cars, evaluates the emissions, safety, and fuel economy differences that have resulted, and investigates the household use differences across such vehicles. The result is that when comparing the average new pickup truck or sports utility vehicle to a passenger car, there appears to be an implicit subsidy of roughly $4,400, favoring the light-duty truck. When comparing minivans to passenger cars, this subsidy is estimated to be around $2,800.
    [Show full text]