Transport Partnership U.S. ENVIRONMENTAL PROTECTION AGENCY Truck Carrier Partner 2.O.I2 Tool: Technical Documentation 2OI2 Data Year - United States Version &EPA United States Environmental Protection Agency ------- Transport Partnership U.S. ENVIRONMENTAL PROTECTION AGENCY Truck Carrier Partner 2.O.I2 Tool: Technical Documentation 2OI2 Data Year - United States Version Transportation and Climate Division Office of Transportation and Air Quality U.S. Environmental Protection Agency United States Office ofTransportation and Air Quality Environmental Protection EPA-420-B-13-003 Agency January 2013 ------- SmartWay2.0.12 Truck Tool Technical Documentation United States Version 1-7-2013 1.0 Overview This document provides detailed background information on the data sources, calculation methods, and assumptions used within the new SmartWay Truck Tool, version 2.0.12. The SmartWay Truck Tool utilizes the most up-to-date emission factors, in combination with detailed vehicle activity data, to estimate emissions and associated performance metrics. The primary purpose of the Tool is to help fleets calculate actual pollutant emissions for specific truck types and applications and track their emissions performance over time. Shippers can, in turn, use the data that truck carriers report using these Tools to develop more advanced emissions inventories associated with their freight activity and to track their emissions performance over time. The new Tool allows the user to evaluate fleet performance in terms of different mass- based performance metrics for C02, NOx, and PM (PM10 and PM25), including:1 • Grams per mile • Grams per average payload ton-mile • Grams per thousand cubic foot-miles • Grams per thousand utilized cubic foot-miles The Tool can also generate estimates of emissions associated with the total miles, loaded miles, and revenue miles traveled by a fleet. Fleet performance can then be assessed at the truck-class and/or fuel-type level, or on an aggregated basis across all classes and fuels. The Tool also collects extensive information on fleet operations and truck body types, allowing detailed segmentation of Partner fleets for more appropriate, equitable comparisons. For example, fleets that cube-out with low payloads (e.g., those hauling potato chips) will be able to compare themselves to similar fleets on a simple grams per mile basis, rather than a mix of fleets that includes fleets that routinely weigh-out. Similarly, fleets that operate in primarily short-haul, urban environments at relatively low average speeds will have fundamentally different emission rates and constraints than 1 At this time the Truck Tool does not calculate performance metrics for specialty fleets that track their activity in terms of hours of use rather than miles traveled or freight hauled (e.g., refuse haulers and utility fleets). Future modifications may be made to the current Tool to accommodate such fleets. 1 ------- long-haul fleets operating at highway speeds. By collecting detailed information on fleet operations (short vs. long, TL vs. LTL, urban vs. highway, etc), as well as truck class (2b through 8b) and body type (dry van, reefer, flatbeds, etc.), individual fleets can compare their performance to other, similar fleets, which can help them to better manage their emissions performance. ------- 2.0 Data Inputs and Sources The SmartWay Truck Tool user provides most vehicle characteristic, operational, and activity data needed for emissions performance estimation (see Section 3 for more information). The Tool calculates emissions by multiplying fleet activity data with EPA- approved emission rate factors that are stored in look-up tables within the Tool. The Tool contains different types of emission rate factors for different pollutants. C02 factors are expressed in grams of C02 per gallon of fuel.23 NOx and PM factors are expressed in grams of pollutant per mile traveled for operating emissions, and in grams per hour ior idle emissions. In general, C02 factors are independent of the truck types, classes, and operational practices in a fleet. NOx and PM factors, however, vary depending upon a number of parameters, including: • Truck class • Engine model year/emission certification standard • Vehicle speed • Vehicle driving pattern (referred to as "drive cycle") In addition, PM emissions will also vary with the application of PM control retrofits, including diesel oxidation catalysts (DOC), closed crankcase ventilation (CCV), and diesel particulate filters ("PM traps" or flow-through filters). In the Tool, PM control retrofits are assumed to have the same impact on operating and idle emission factors.4 2.1 CO2 Factors EPA populated the SmartWay Tuck Tool with C02 factors that are based on fuel consumption. These factors and their sources and are summarized below in Table 1. At this time other greenhouse gases such as methane (CH4), nitrous oxide (N2O) and black carbon are not included in the current Truck Tool. 3 The new Truck Tool also estimates emissions associated with battery-electric trucks. In this case pollutant emissions (CO2, NOx and PM) are determined based on the kWhrs used for charging. 4 Future versions of the Tool may account for differences in retrofit effectiveness for running versus idle emissions. ------- Table 1. CO2 Factors by Fuel Type* Gasoline Diesel Biodiesel (B100) Ethanol (E100) CNG LNG LPG g/gal 8,887 10,180 9,460 5,764 7,030 4,394 5,790 Source5 (i) (ii) (iii) (iv) (v) (vi) (vii) * 100% combustion (oxidation) assumed Note that the Tool calculates tailpipe emissions from biofuel blends (gasoline/ethanol, diesel/biodiesel) by applying separate emission factors to the user-specified volume of each blend component. The Tool then adds the emissions from each blend component together to determine total C02 emissions. Therefore emission factors for specific blend ratios are not needed for C02.6 Within the Tool, users may provide their CNG fuel use estimates in terms of gasoline- equivalent gallons (on a Btu basis), or in standard cubic feet (scf). If CNG consumption is expressed in scf, the Tool applies a fuel factor expressed in grams per scf (57.8), based on 983 Btu/scf and 58,819 g C02/mmBtu.7 5 i) Final Rule on Light-Duty Vehicle Greenhouse Gas Emissions Standards and Corporate Average Fuel Economy Standards (75 FR 25324, May 7, 2010). The gasoline factor used in this rule was sourced from the California Air Resources Board and is based on measurement of carbon from a gasoline test fuel (indolene). ii) Fuel economy calculations in 40 C.F.R 600.113 available at http://edocket.access.gpo.gov/cfr_2004/julqtr/pdf/40cfr600.113-93.pdf. iii) Tables IV.A.3-2 and 3-3 in A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions, available at http://www.epa.gov/oms/models/analvsis/biodsl/p02001.pdf iv) Final Rule on Mandatory Reporting of Greenhouse Gases (70 FR 56260, October 30, 2009). Full source documentation is available on pp. 31-32 in the Technical Support Document, Petroleum Products and Natural Gas Liquids: Definitions, Emission Factors, Methods and Assumptions, available at www.epa.gov/climatechange/emissions/downloads09/documents/SubpartMMProductDefinitions.pdf. v) Calculations of Lifecycle Greenhouse Gas Emissions for the 2005 Gasoline and Diesel Baselines in the Notice of Availability of Expert Peer Review Record supporting the proposed revisions to the Renewable Fuel Standard Program (74 FR 41359) available in Docket EPA-HQ-OAR-2005-0161-0925.1 (Spreadsheet "Emission Factors"). vi) Assuming 74,720 Btu/gal lower heating value (http://www.afdc.energv.gov/afdc/fuels/properties.html). and 0.059 g/Btu (from CNG calculation, source v). vii) Table C-l in the Final Rule on Mandatory Reporting of Greenhouse Gases (70 FR 56260, October 30, 2009). Full source documentation is available in Table A-39 and pg. A-60 of the Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2007 available at http://epa.gov/climatechange/emissions/do wnloads/US_GHG_Inv_Annexes_1990-2007.pdf 6 The Tool also estimates the barrels of petroleum required to make the reported gallons of diesel and gasoline based on national averages: 19 gallons of gasoline and 10 gallons of diesel assumed per barrel of petroleum - see htto://205.254.135.24/tools/faas/faa.cfm?id=24&t=10 and htto://205.254.135.24/tools/faas/faa.cfm?id=327&t=9. 7 See footnote 4. v. ------- 2.2 NOx and PM Factors The SmartWay Truck Tool contains NOx, PM10 and PM25 emission factor outputs for on- road operation from EPA's MOVES2010b model for gasoline, diesel, and E108 for all heavy truck classes (2b - 8b) under national default temperature and fuel conditions, for model years 1987 through 2013, for the 2013 calendar year (see Appendix A for a full list of factors, and Appendix G for a short discussion of differences between MOVES2010a and MOVES2010b emission estimates). The emission factors are broken out by general drive cycle type (urban or highway), and average speed range, as discussed below. Short-duration (less than 15 minutes) idle emission factors for NOx and PM were developed separately by model year, truck class, and fuel type (diesel and gasoline). MOVES2010b does not currently provide short duration idle factors in terms of grams per hour, so we ran MOVES2010b using the Project Level scale with a single link and with an average speed of zero. We performed runs for typical winter and summer conditions and took the average of outputs from those runs obtain g/hr factors. MOVES2010b does provide emission factors for long-duration idle for long-haul diesel trucks. These factors are applied separately to the long-duration idle hour estimates provided for Class 8b trucks within the Truck Tool.9 Short-duration factors are applied across the board for the remaining truck class types. Note that hybrid electric trucks are assumed to have no short-duration idle emissions (due to assumed engine auto-shut off), although long-duration idle (and regular exhaust10) emissions are assumed unchanged relative to their conventional vehicle counterparts. Finally, battery-electric trucks are assumed to have no idle emissions. The resulting idle factors are presented in Appendix B. The next section describes the process we followed to select the on-road emission factors from MOVES2010b for use in the Truck Tool. Emission factors in grams per mile were developed for gasoline, E10,11 and diesel fuel types for all MOVES source types that correspond to MOBILES heavy duty vehicle classes, 2b-8b inclusive. The MOVES source types modeled are shown in the table below. Of these, note school buses, refuse trucks and motor homes represent only a small fraction of total activity. 8 ERG identified an inconsistency associated with future year E10 emissions estimation within MOVES2010b. Therefore in order to estimate E10 emission factors for 2013, ERG used the ratio of emissions between gasoline and E10 from MOVES2010a, and applied this ratio to the gasoline emission factors from MOVES2010b for this assessment. 9 NOx factors for long-term extended idling are higher than short-duration factors (at least for late model engines), since engine operation temperatures and loads at idle are generally not high enough to activate late-model emission controls such as SCR and EGR. 10 While there is evidence that NOx emissions may be decreased through the use of hybrid electric technology, EPA has not performed emission testing to assess this effect. Therefore hybrid NOx and PM exhaust emission rates are assumed to equal conventional vehicle equivalents in the current Truck Tool. 11 E15 can be modeled as well, if the required fuel specifications are provided. ------- Table 2. MOVES Source Types Associated with Class 2b - 8b Vehicles Source Type ID 31 32 43 51 52 53 54 61 62 Source Type Name Passenger Truck Light Commercial Truck School Bus Refuse Truck Single Unit Short-haul Truck Single Unit Long-haul Truck Motor Home Combination Short-haul Truck Combination Long-haul Truck Separate factors were developed for "Urban" and "Highway/Rural" roadway types. These factors were apportioned according to MOVES operating mode groups, which correspond to speed ranges of 0-25 mph, 25-50 mph, and 50+ mph. Emission factors calculated by the model, output by MOVES source type, were then converted to a MOBILES vehicle class basis. In this way, the Truck Tool can select appropriate emission factors for use by: • weight class • model year • road type (urban vs. highway/rural) • speed distribution The following describes the methodology for the emission factor calculation. Calculation of MOVES emission factors by operating mode In calculating emission factors, the primary goal is to disaggregate factors by the percentage of time a given type of vehicle spends operating at certain speeds. The ranges of speeds analyzed include 0-25 mph, 25-50 mph, and greater than 50 mph. These speed ranges correspond to MOVES operating modes #11-16, 21-29, and 30-40 inclusive, where each operating mode is defined by both the speed of the vehicle and its vehicle specific power (VSP). First, for a given source type and model year, the fraction of emissions attributable to each range of speed was determined. Emissions for a vehicle can be expressed in Equation 1: Equation 1 +AE T ""- Where: ------- E' = unconnected12 mass emissions calculated based on operating mode and emissions contribution by speed bin A^ = the sum of activity fractions (in seconds) over speed range n. (A, and AB represent the activity associated with the individual operating modes for idling and braking, respectively.) E13' = the weighted average emissions over a given speed range n. (E, and EB represent the emissions associated with the individual operating modes for idling and braking, respectively.) The following figure shows a range of emissions and activity fractions for an example source type and model year. The operating mode (or VSP bin) are shown on the x-axis. The dashed red line presents the fraction of vehicle activity associated with a given operating mode, while the black circles present average HC emissions for each operating mode. Figure 1. Example Emissions and Activity Fractions by Operating Mode 0.0028- 0.0027- 0.0026 0.0026 0.0024 0.0023- 0.0022- 0.0021 - 0.0020 : 0.0019- 0.0018 : 0.0017 0.0016 0.0015- 0.0014- 0.0013 0.0012- 0.0011 - 0.0010: 0.0009 0.0008 0.0007- 0.0006: 0.0005 0.0004- 0.0003- 0.0002 0.0001- 0.0000 c A / i / \ / \ / I /' I 1 3 0 <25 o A '/\ V \ \ ° \ \ "\ / 0 "^- o 25 - 50 mph o /, / \ i \ i \ i \ i \ / \ i \ / ] / \ i \ ! '\ / \ \ o- o o o ° ^— 1 >50 A /I l\ 1 \ 1 \ i \ I \ I \ 1 \ 1 \ I \ 1 \ 1 \ I \ / \ / \ j \ / \ 1 \ ' \ J °\ / 0 \ o ^ o -600 -500 -400 -300 200 -100 -0 0! Q_ O _QJ y c/] o OJ CO 1 11 12 13 14 15 16 21 22 23 24 25 27 28 29 30 33 VSP Bin PLOTS hc_n PUOT ooo hcmean 37 38 39 40 For our purposes, An from Equation 1 is obtained by retaining the "opmodedistribution" table from the Operating Mode Distribution Generator (OMDG), which is created during a MOVES run. This table contains operating mode fractions by source type, roadway type, and pollutant/process. The sum of the operating mode fractions in each speed bin constitutes An. En' is derived from data obtained from the default MOVES "emissionratebyage" table. This table contains emission rates by pollutant process, operating mode, and age group 12 Subsequent adjustment factors are presented in Equation 3 below. 7 ------- for a wide variety of sourcebinlDs. For this analysis, a MySQL query was used to select sourcebinlDs corresponding to the source type, fuel type, and calendar year of interest, and limited our rate selection to the 4-5 year age group. The emissions obtained here were then converted to a source type basis (from their current sourcebinID basis); this was done by retaining the "sourcebindistribution" table from the Source Bin Distribution Generator (SBDG), which is created during each MOVES run, and weighting the activity fractions for each source type and model year combination in this table with the data from the "emissionratebyage" table described above. Having finished this mapping, an emission rate is generated, by source type and model year, for each operating mode (corresponding to the circles in the figure above). Since En' for each speed range represents the average emissions of the range weighted by the activity in that range, the weighted average emissions can be calculated from the 0-25 mph speed bin, E/, as follows in Equation 2: Equation 2 „ , RnTn + R^T^ + ./?,, 7! o +R,AT,A + ./?,, 7!, + R,f.T,f. 16 Where: Rn = The activity fraction for operating mode n, obtained from the OMDG table Tn = The emissions for operating mode n. Other speed bins will use different operating modes in their calculations; the equation above is merely an example illustrating the calculation method for the first speed bin. Having calculated an appropriate En' for each speed range for a given source type and model year, Equation 1 can be used, along with the appropriate activity fraction, to arrive at a total uncorrected emissions value. In and of itself, this emission factor has little value in estimating emissions. However, it can be used along with the modeled emission factor for a particular source type and model year to arrive at an overall adjustment factor, as shown in Equation 3: Equation 3 ~1F Where: E = The modeled emission, obtained from MOVES outputs, for an individual source type and model year E'= The uncorrected emissions for an individual source type and model year, calculated using operating mode distributions and emission factors from the "emissionratebyage" table ------- This overall adjustment factor, in turn, can be applied to each individual emissions component, En', as shown in Equation 4: Equation 4 En = ZE; The adjusted emissions, En, are subsequently used to calculate a total, corrected emission factor for a given source type and model year combination, as described by Equation 5: Equation 5 In this way, a representative emission factor is calculated by operating mode/speed group. This will allow the Truck Tool to adjust the default operating mode percentages (An) to more accurately represent a user-provided speed profile for the vehicles they are evaluating. Default operating mode percentages may also be used, as calculated above. Conversion of Emission Factors from Source Type to Weight Class Basis Ultimately, emission factor lookup tables are required for use in the Truck Tool by weight class, fuel type, and model year. However, modeled output from MOVES is aggregated by source type. Therefore a post-processing Tool was developed to convert vehicle emission factors from source types to weight class based on internal MOVES tables. The conversion methodology used in this Tool is described below. First, the adjusted emissions and activity output from MOVES are combined, by pollutantID, by joining the "movesoutput" and "movesactivityoutput" tables by calendar year, source type, fuel type and model year. The sourcetype and model year for each record are combined in a new field, sourcetypemodelyearlD. Next, the emissions and activity output from the first step are combined with the MOVES "sizeweightfraction" table by joining on the sourcetypemodelyearlD. The "sizeweightfraction" table contains, for a given combination of source type and model year, the fraction of vehicles apportioned across weightclasslD. Given the weightclassID, the portion of emissions and activity attributable to a given range of vehicle weights is determined, and subsequently, those weights (along with fuel type) are mapped back to MOBILES vehicle classes, which are based on GVWR. (This is achieved with a separate lookup table, "MSVehType", which is derived from Appendix B, Table 3 of the EPA's MOBILE6.2 User's Guide.) For each calendar year, sourcetypemodelyearlD and pollutantID, the sizeweightfraction is multiplied by the emissions (in grams) and activity (in miles) to obtain EmissionFrac and ActivityFrac, respectively. ------- Finally, the EmissionFrac and ActivityFrac calculated above are summed by yearlD, pollutantID, fueltypelD, and MOBILES vehicle type (e.g., HDDVSb). This provides total emissions and activity independent of the MOVES source type or vehicle model year. Finally, the aggregated emissions are divided by the activity to arrive at g/mi emission factors, presented in Appendix A. Modeling E10 Emission Rates In a MOVES run that uses nationwide defaults for fuel supply, the model includes many thousands of fuel formulations on a by-county basis in its calculations. In addition to diesel fuels, many counties in the model defaults are characterized by varying market shares of gasoline and E10. This intertwining of fuel mixtures by market share can make isolation of nationwide E10-based and gasoline-based emission factors from the model somewhat difficult. In order to isolate E10 emission factors, an external database Tool was used to alter the MOVES "fuelsupply" table for two scenarios: one in which market shares for E10 and gasoline fuels were set to 1 and 0, respectively, and the inverse case, in which market shares for E10 and gasoline fuels were set to 0 and 1. Importing the updated "fuelsupply" tables using external MySQL scripts, separate E10 and gasoline MOVES runs were then performed using the newly updated information. Sensitivity Analysis Results The relative emissions impact of different speed regimes were evaluated for four road types - urban arterial, urban freeway, rural arterial, and rural freeway. To simplify the sensitivity analysis, MOVES outputs were generated for diesel long-haul combination trucks, model year 2008, run for the 2011 calendar year, using national average defaults (e.g., fuel specifications, temperatures, etc). The results of the analysis are shown for NOx and PM25 below. 10 ------- Default NOx Contribution by Speed Bin Urban Art Urban Frwy Rural Art Road type Rural Frwy 0.04 Default PM2.5 Contribution by Speed Bin Urban Art Urban Frwy Rural Art Road type Rural Frwy Figure 2. Default NOx and PM25 Emission Contribution by Speed Bin As shown in the above charts, the emissions for urban freeways, rural arterials, and rural freeways are all heavily dominated by high speed (50 - 70 mph) operation.13 In addition, actual emission levels are relatively insensitive to road type across these three 13 This finding is consistent with the 2008 SmartWay Partner data submissions, wherein 87% of Partners selected the 50+ mph category as the most representative of their non-urban operations. 11 ------- types. However, speed distribution appears to have a significant bearing on emissions for urban arterial operation. Accordingly, the recommendation for Truck Tool application was to develop fully disaggregated emission factor look up tables (retaining all four road types), and then weight urban freeway, rural arterial, and rural freeway road type operations in order to aggregate emission lookup tables within the SmartWay Tool to reflect "urban" (i.e., urban arterial) and "other" road types. In addition, under this approach users can choose default speed distributions for these selections, or specify the percent of operation by major speed range (0 - 25, 25 - 50, 50 - 70). Given the relative insensitivity to speed for the "other" category, specifying speed distributions would only be permitted for urban arterial operation. Under this approach, the user is given the follow input options: • Specify % Highway/Rural ("other") operation fraction • Specify % urban operation distribution by speed bin, or select "default speed distribution" Data entry is handled through the addition of a popup screen for non-default data entry (see Truck Tool User Guide for details). 2.3 Alternative Fuels NOx and PM emission factors are not available from MOVES2010b for certain alternative fuels, including biodiesel, E85, natural gas, and LPG. Accordingly, EPA used adjustment factors from a number of sources described below to estimate NOx and PM factors for these other fuels. NOx and PM emission factors for biodiesel were based on the findings from an EPA study, A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions (EPA420- P-02-001, October 2002). This study developed regression equations to predict the percentage change in NOx and PM emission rates relative to conventional diesel fuel, as a function of biodiesel blend percentage, expressed in the following form: Equation 6 % change in emissions = {exp[a x (vol% biodiesel)] -1} x 100% Where: a = 0.0009794 for NOx, and a = -0.006384 for PM Using Equation 6, adjustment factors were developed for biodiesel blends based on the percentage of the biofuel component,14 and then these adjustment factors were applied 14 Biodiesel blend percentage is calculated by dividing B 100-equivalent gallons by total fuel gallons at the fleet level - see the Truck Tool User Guide for details regarding biodiesel use inputs. 12 ------- to the appropriate conventional diesel emission factors in Appendix A (see Section 2.2 for the sources of conventional diesel emission factors). Note that the fleet-average blend value is assumed to be the same for all truck classes, since the biofuel consumption data is not collected at the truck class level. (This assumption holds for ethanol consumption data inputs as well.) For gasoline-ethanol blends, the SmartWay Truck Tool only accepts fuel consumption estimates for E10 and E85 since, unlike biodiesel where the biofuel fraction can vary significantly, ethanol is generally blended with gasoline at two discrete levels: 10% (E10) and 85% (E85). As discussed in Section 2.2 above, NOx and PM factors for E10 were output directly from MOVES2010a. Given the lack of heavy-duty E85 test data, adjustment factors for E85 were based on emissions estimates for light-duty vehicles cited by the US DOE Alternative Fuels and Advanced Vehicles Data Center.15 These estimates come from a technical paper published in the Journal of Air & Waste Management.16 Relative to conventional gas vehicles, the authors of this paper estimate that vehicles running on E85 provide an average NOx reduction of 54% (based on 73 vehicle tests), and an average PM reduction of 34% (based on 3 vehicle tests). These adjustment factors are applied to the appropriate gasoline engine emission factors in Appendix A to develop emission factors for E85. If the consumption level of E10 is unknown, the Truck Tool user may also specify national average default blend levels for ethanol. National totals for gasoline use for 2009 were obtained from the Energy Information Administration's (EIA) Annual Energy Outlook Reference Case for 2010, Table 46 (Transportation Sector Energy Use by Fuel Type within a Mode). Summing the energy use values for light-duty gasoline vehicles, commercial light trucks, and freight trucks from the table yields an estimate of 16,234 TBtu (15,605 + 322 + 306) for 2009. National fuel ethanol consumption estimates for 2009 were also obtained from the EIA, totaling 894 TBtu (see Table 10.3, consumption minus denaturant in http://www.eia.doe.gov/aer/txt/ptb1003.html). Assuming 114,100 Btu/gallon of gasoline, and 76,100 Btu/gallon of E100,17 ethanol is estimated to constitute 7.7% of gasoline fuel consumption in the U.S., on a volumetric basis.18 Emission adjustment factors were used for gaseous fuels (LPG, CNG and LNG) that were cited by the Alternative Fuels and Advanced Vehicles Data Center, Table 2: NREL/UWV Field Tests of Natural Gas Vehicle Emissions.19. These factors were developed by the National Renewable Energy Lab and University of West Virginia based on field studies on natural gas vehicles. For this assessment, it was assumed that CNG and LNG emissions were identical. In addition, it was also assumed LPG 15 See http://www.afdc.energy.gov/afdc/vehicles/emissions e85.html. last validated December 22, 2011. 16 http://www.afdc.energy.gov/afdc/pdfs/tec hnical_paper_feb09.pdf 17 https://www.afdc.energv.gov/afdc/prep/popups/gges.html. last verified 12-22-11. 1816,234 TBtu gasoline x 1012 Btu/TBtu /114,100 Btu/gal= 1.42 x 1011 gallons of gasoline; 894 TBtu E100 x 1012 Btu/TBtu / 76,100 Btu/gal = 0.118 x 1011 gallons of E100; 0.118 / (1.42 + 0.118) = 7.7%. Note this methodology disregards the relatively small volumes of ethanol consumed asE85. 19 http://www.afdc.energv.gov/afdc/vehicles/emissions natural gas.html. last validated 12-22-11. 13 ------- vehicle emissions would be equal to natural gas vehicle emissions. To be conservative, the smallest emission reduction estimates were selected from Table 2 (86% for PM and 17% for NOx) relative to comparable diesel vehicles. These adjustment factors are then applied to the diesel emission factors in Appendix A for to develop emission factors for these fuels. The same adjustment factors are applied for all model years in the Truck Tool because model year-specific emissions data do not appear to be available at this time. Note, however, that the emissions from the combustion of alternative fuels may be different for older trucks (with minimal emission controls) and newer trucks (with extensive control systems in place) due to vehicle emission standards. Emission estimates for battery-electric trucks are based on national average electric generation mix profiles from USDOE's GREET model, as described in Appendix C. 2.4 PM Control Effectiveness The Truck Tool applies adjustment factors to the PM emission factors in Appendix A and B for any pre-2007 diesel truck for which Partners have installed a specific retrofit control device. The following adjustment factors were obtained from EPA OTAQ (presented as a % reduction in emissions; see Section 3.2 below for details): • Diesel oxidation catalyst (DOC) - 25% • Closed crankcase ventilation (CCV) - 5% • Diesel particulate filter (DPF) - 90% The Tool applies these adjustment factors to pre-2007 PM operating and idle emission estimates. The Tool also allows for situations where CCVs are applied in combination with either DOCs or DPFs. In such a case, the reduction effectiveness is calculated additively. For example, if pre-control operating emissions were 1.0 g/mile for a diesel truck, and a CCV and DOC were applied, the resulting emission rate would be: Equation 7 1.0 x [1 - (0.25 + 0.05)] = 0.07 g/mile, post-control However, the Truck Tool assumes that DOC and DPF application are mutually exclusive. 20 The PM and NOx estimates cited by this source for LPG vehicles were actually slightly lower than for natural gas vehicles - http://www.afdc.energy.gov/afdc/veMcles/emissionsjropane.html. However, based on engineering judgment it was assumed that LPG PM and NOx emissions would be similar to comparable CNG vehicles. 14 ------- 3.0 Emission and Activity Estimation The emission rates and adjustment factors discussed above are combined with appropriate activity data (provided by the Partners) to calculate mass emissions at the fleet and/or division level for C02, NOx and PM, as described below. 3.1 CO2 C02 is calculated within the Truck Tool utilizing emission factors expressed in grams per gallon of fuel, (with the exception of battery-electric trucks), as discussed in Section 2.1 above. The general equation for calculating C02 emissions using reported fuel consumption values is Equation 8 Ec02 = ((F-B)xEFF) + (BxEFB) Where: E002 = grams CO2 per year F = Fossil Fuel (Gallons per year) B = Biofuel (Gallons per year) EFF = Fossil Fuel Emissions Factor (g/gal based on fuel type) EFB = Biofuel Emissions Factor (g/gal based on biofuel type) Emissions for all pollutants for battery electric trucks are calculated by multiplying the reported kWhrs used for charging by the associated g/kWhr factor (see Appendix C). 3.2 NOx and PM Unlike C02 emissions which only vary with fuel type, NOx and PM emission rates also vary substantially depending upon model year and/or emission certification level, vehicle class, drive cycle, speed, and operation mode (running or idle). For this reason, EPA developed lookup tables in the Truck Tool with emission factors that correspond to user-supplied inputs regarding their fleet activity. The NOx and PM emission rates expressed in grams per mile were combined with the appropriate mileage metric (i.e., total miles) in order to estimate mass emissions. The general equation for calculating NOx emissions is as follows: Equation 9 ENO* = (Mc* ((GPMH x HDC)+ (GPM^ x UDC,) + (GPMU2 x UDC2) + (GPMU3 x UDC3) + (GPMU4 x UDC4))) x TCY/ TCT) + (GPH, xH,x TCY) Where: ENOx = grams NOx per year for a given truck class M0 = Miles driven for Truck Class C per year GPMH = Grams/mi (by truck class & engine yr) for Highway/Rural Driving 15 ------- HOC = Highway drive cycle % (% of miles under highway/rural driving) GPMu1/2/3/4 = Grams/mi (by truck class & engine yr) for Urban Driving by mode (1 0-25 mph; 2 = 25-50 mph; 3 = 50+ mph; 4 = deceleration) UDC1/2/3/4 = Urban drive cycle % (% of miles under urban driving conditions, by mode (1,2,3,4)) TOY = Number of trucks for a given Class/Year combination TOT = Number of trucks total for a given Class GPH, = Grams per hour (by truck class & engine year) for Idling21 H, = Hours of Idling per year (average per truck per year by class) PM emissions for non-diesel vehicles are calculated using an equation identical to that for NOx, utilizing PM emission factors. PM emission for diesel vehicles may be adjusted for PM control effectiveness, as shown below. Equation 10 U4 EpM = (((Mcx ((QPMH x HDC)+ (GPIVI^ x UDC,) + (GPMU2 x UDC2) + (GPMU3 x UDC3) + (GPM x UDC4))) x TCY/ TCT) + (GPH, xH| x TCY)) x (1 - ((0.25 x TDOC / TCT) + (0.05 x Tccv / TCT) + (0.9 x TDPF / TCT))) Where: EPM = grams PM per year for a given truck class TDOO = Number of trucks using Diesel Oxidation Catalysts by class Toov = Number of trucks using Closed Crankcase Ventilation by class TDPF = Number of trucks using Diesel Particulate Filters by class 0.25 = Effectiveness of DOCs (25%) at reducing particulate matter 0.05 = Effectiveness of CCVs (5%) at reducing particulate matter 0.9 = Effectiveness of DPFs (90%) at reducing particulate matter Note the above calculation methodology assumes that the same highway/urban drive cycle fractions apply across all model years of a given truck class. Similarly, the method assumes that estimated idle hours apply equally to all model years of a given truck class. The above methodology also utilizes estimates for the fraction of miles traveled associated with different road types and speed categories, as shown in the equations above. The Truck Tool user must provide an estimate of the percent of total miles associated with highway/rural driving for each truck class. The user may also provide percentages for the miles spent driving in urban conditions (e.g., unrestricted access, surface roads in well-traveled urban areas), for different speed categories (0-25 1 25- 50 / 50+ mph). This information may be obtained from analysis of truck ECM or possibly GPS data. If urban speed distribution data is not available, the user may select to use default distributions, obtained from the MOVES model. The default speed distributions for urban operation (as defined in Section 2.2 above) varies with vehicle 21 As discussed in Section 2 above, separate emission factors are applied for Class 8b diesel trucks to differentiate short- and long-duration idling. In addition, hybrid electric trucks are assumed to have no short-duration idling emissions, while battery-electric trucks have no idling emissions of any kind. 16 ------- class and model year. However, the variation over model years is very slight (typically with a range of 1 to 2 percent for the largest speed category), the percentages were averaged over all model years for a given speed category/vehicle type combination for use within the Truck Tool. Table 3 presents the resulting default urban speed distributions by speed category for each truck class, for both diesel and gasoline vehicles. Note that the Truck Tool utilizes the diesel default speed distributions for LPG, LNG, and CNG. Vehicle Class Speed Group Percent by Class Diesels HDDV2b HDDV3 HDDV4 HDDV5 HDDV6 HDDV7 HDDVSa HDDVSb 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 35% 38% 13% 15% 41% 36% 12% 11% 42% 35% 12% 11% 42% 35% 12% 11% 42% 35% 12% 10% 42% 35% 12% 10% 44% 35% 12% 9% 45% 34% 12% 8% Gasoline Vehicle Class HDGV2b HDGV3 HDGV4 HDGV5 HDGV6 HDGV7 HDGVSa HDGVSb Speed Group 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration 0-25 25-50 50+ Deceleration Percent by Class 43% 31% 10% 15% 45% 34% 11% 11% 45% 34% 11% 10% 46% 33% 10% 11% 46% 33% 10% 11% 45% 32% 10% 14% 45% 34% 11% 10% 43% 31% 10% 15% Table 3. Default Speed Category Distributions by Vehicle Class for Urban 17 ------- 22 Operation (MOVES2010a basis) As seen in the above table, the MOVES model assumes that some fraction of vehicle operation is associated with "deceleration" events, evaluated independently from other operation due to their unique emission rate patterns.23 However, it is assumed that most Truck Tool users will not know their fleet's deceleration fraction. As such, the Truck Tool will adjust any values input by the user to include a deceleration fraction based on MOVES model percentages. If the user selects the default urban speed distributions, the Truck Tool will adjust the urban values from Table 3 to account for the percentage of miles specified for Highway/Rural operation as well. The following provides an illustrative example for calculating PM emissions for diesels given a specific set of road type / speed category distributions. NOx emission calculations will follow the same procedure. 22 These values represent the urban component of driving only. If the user specifies a non-zero percentage for Highway/Rural driving, the values in the above table are automatically renormalized, so as to make the sum across urban and highway operation modes equal to 100%. 23 MOVES also assigns some fraction of emissions to idle operation. However, operating fractions and emission factors associated with idle in MOVES outputs are expressed in grams per mile rather than grams per hour. Thus, in order to utilize the grams per hour emission factors developed especially for use in the Truck Tool, MOVES outputs associated with idle operation were removed and the operating mode fractions for the four remaining categories were renormalized to equal 100%. 18 ------- User specifies 1 Class 8b diesel, model year 2011, traveling 100,000 mi/yr. User specifies the following Road type/speed category distributions: 40% highway/rural 30% 0-25 mph 20% 25-50 mph 10% 50+ mph For highway/rural operation, the lookup value from MOVES is 0.0195 g/mi for PM2.5 For urban operation, the lookup values are as follows: 0-25: 0.031 g/mi 25-50: 0.052 g/mi 50+: 0.012 g/mi deceleration: 0.002 g/mi Now the urban speed distribution percentage inputs must to account for deceleration, as follows: 0-25: 30% x sum of default percentages for the three speed bins (but excluding default deceleration fraction) = 30% x (45% + 34% + 12%) = 27.5% 25-50: 20% x sum of default percentages (45% + 34% + 12%) = 18.3% 50+: 10% x sum of default percentages (45% + 34% + 12%) = 9.2% deceleration: the remaining percentage, which equals 100% - 40% (highway) - 27.5% - 18.3%-9.2% = 5.1% Now apply these percentage weights to the total mileage, and then multiply by the corresponding emission factors to obtain mass, as follows: Highway/rural component: 0.40 x 100,000 x 0.0195 = 780 grams 0-25 urban component: 0.275 x 100,000 x 0.031 = 826 grams 25 - 50 urban component: 0.183 x 100,000 x 0.052 = 952 grams 50+ urban component: 0.092 x 100,000 x 0.012 = 110 grams Deceleration urban component: 0.51 x 100,000 x 0.002 = 10 grams Therefore total = 2,678 grams of PM2.5 (This value will then be summed with any other model year/vehicle class combinations and converted to short tons.) As discussed in Section 2.3, the Truck Tool assumes that BlOO-equivalent biodiesel volumes are distributed proportionately across all diesel vehicle classes. For example, if a fleet uses 100 B-100 equivalent gallons of biodiesel, and 1,000 gallons of fuel total, the Tool assumes that B10 (100 /1,000 = 10%) is the blend used by each truck class. Accordingly, emission rate adjustment factors are calculated for B10 using Equation 6, and applied to the diesel emission factors for each vehicle class. Emission calculations for ethanol blends follow a different methodology, however, applying discrete emission factors for gasoline and E10 from MOVES (and adjusted gasoline emission factors for E85) with the specific fuel volume estimates provided by 19 ------- the user. The following provides an example illustrating how the miles of travel are apportioned across different blend volumes, in order to estimate mass emissions. User specifies 1,000 gallons of fuel total, and 10,000 miles of travel total User inputs: 100 gallons of E10 100 gallons of E85 Therefore there are 800 gallons of pure gasoline (1,000 - 100 -100) Apportion the 10,000 miles of travel across the different blend levels using gasoline-gallon equivalent (gge) factors (from https://www.afdc.enerav.gov/afdc/DreD/DODUDS/QQes.html') as follows: 100 gallons of E10 is equivalent to 100/1.05 = 95 gallons of gasoline* 100 gallons of E85 is equivalent to 100/1.39 = 72 gallons of gasoline Therefore there are 800 + 95 + 72 = 967 gasoline equivalent gallons of fuel, total. Applying the energy-equivalent fuel volume ratios to the 10,000 miles of total travel: gasoline (EO) miles = 10,000 x 800/967 = 8,273 miles E10 miles = 10,000 x 95/967 = 982 miles E85 miles = 10,000 x 72/967 = 745 miles Finally, multiplying these mileage values by the appropriate EO and E10 gram/mile emission factors from MOVES results in the desired mass emission estimates. Similarly, multiplying the E85 miles by the E85 emission factors (adjusted from EO factors as discussed in Section 2.3, provides mass emissions associated with E85. * E10 gge factor developed from linear interpolation of E100 and gasoline Btu/gallon values In addition, if national default ethanol blend levels are specified for gasoline fuel use, the Truck Tool assumes that all ethanol consumed is in an E10 blend. For example, assuming 1,000 gallons of gasoline are specified by the user, there would be 770 gallons of E10 (1,000 x .077 - see Section 2.3), and 230 (1,000 - 770) gallons of gasoline. Mass emissions would then be calculated for the gasoline and E10 components of the fuel as in the above example, apportioning total miles across gasoline and E10 in order to apply the appropriate g/mi factors. Finally, note that the PM factors output by the MOVES model for use in the Truck Tool are expressed in terms of PM25. The MOVES model assumes a fixed ratio of PM10 / PM25 for a given fuel type, as summarized below: • Gasoline-1.086 • Diesel-1.031 • CNG-1.000 20 ------- These factors were applied directly to the PM25 emission factors to obtain mass emission and performance metrics for PM10 within the Truck Tool. In addition, it was assumed that LNG and LPG had PM ratios equivalent to the CNG value (1.00). Ethanol was assumed to have a ratio equal to that for gasoline, while the ratio for biodiesel was assumed to equal that for diesel. 3.3 Activity Calculations The Truck Tool requires users to provide specific activity information on fuel consumption, miles traveled, payload, capacity volume, capacity volume utilization, road type/speed, and idle hours at the vehicle class level for the emissions performance assessment (see Section 4.0 below). While the user may provide direct data inputs for any or all of these activity parameters, the Truck Tool also allows the user to select default values for payload and volume determination, in the absence of fleet-specific information. (Direct inputs for payload are highly preferred over the use of calculator defaults.) The data sources and assumptions used to develop these default values are discussed below. Default Payload Distributions Average payloads can vary widely among fleets, even within a given vehicle class, depending upon commodity type and body/trailer type. (While the Truck Tool does collect commodity information, this information is not used in determining payloads.) Exact data entries were used from the 2011 Truck Tool to obtain payload distributions for the new 2012 Tool. This data was categorized by fuel type, truck class, body-type, and operation bin category. Body-type refers to the categories presented in the Truck Tool payload calculator (e.g, Step Van, Beverage, Combination Flatbed, etc.). Operation bin category is based on the Fleet Characterization inputs (e.g., Truckload Dry Van, Dray, Mixed, etc.). 1,850 unique records were identified using this categorization of the 2011 Partner data. This data was then reviewed and four outliers were identified and removed from the data set.24 Next, the data was grouped by truck class and body type and examined for notable differences in payload values across bin categories. However, with the exception of certain Class 8 trucks, no truck class/body-type/bin category combination had greater than 20 observations. Therefore it was concluded that there was not an adequately large data set available for establishing bin-category specific payload distributions for Truck Classes 2b-7. In these cases payload data were aggregated across all bin categories for each truck class/body-type combination. The larger population of Class 8 trucks in the 2011 data set allowed for a differentiation of payload distributions across operation bin categories. Considering both available sample size and average payloads, the following unique truck class/body-type/bin category groupings were established. 24 Three Class 2b entries were removed due to suspiciously high payloads (16, 13, and 5 tons). One Class 8b truck was also removed (1 ton) due to an incongruous text explanation ("none used"). 21 ------- • Class 8a Dry Van Single body-types: differentiate LTL (9.9 tons average) and non-LTL (12.4 tons average) bin categories. No differentiation across bin categories for other body-types. • Class 8b Dry Van Single body-types: differentiate Heavy-bulk (24.1 tons), LTL/Moving/Package (15.0 tons), Tanker (24 tons), and all other bin categories (18.5 tons). • Class 8b Specialty body-types: differentiate Auto Carriers (16.2 tons), Heavy/Mixed (30.3 tons), Flatbed (21.6 tons), and all other bin categories (25.6 tons). • Class 8b Dry Van Double body-types: differentiate TL/Reefer/Mixed (27.7 tons) and all other bin categories (19.4 tons) • Class 8b Other body-types: differentiate Heavy/Flatbed/Mixed (27.4 tons) and all other bin categories (21.5 tons). Based on this data, Table 4 presents the payload averages, standard deviations, minimum and maximum values by truck class/body-type/and-or bin category.25 Note that the average values and standard deviations presented below are not weighted by fleet size. 25 Given the lack of data on non-diesel heavy-duty vehicles, payload ranges are assumed to apply to all fuel types. 22 ------- Table 4. Average Payload and Standard Deviation (short tons) by Vehicle Class/Body-Type/Bin Category (2011 SmartWay Partner Data - Exact Payload Entries) Body-Type (Bin Category) Avg Payload (tons) Std Dev Class 2b Flatbed Step Van Walk-In Van Conventional Van Other 1.19 1.14 1.05 0.77 0.58 0.69 0.48 0.48 0.41 0.49 Class 3 Step Van Walk-In Van Conventional Van Other 1.65 1.64 1.50 1.08 0.53 0.57 0.83 0.90 Class 4 Flatbed Step Van Walk-In Van Conventional Van Other 2.68 2.24 1.70 2.27 1.16 1.53 1.19 0.80 0.90 0.76 Class 5 Walk-In Van Conventional Van Other 1.99 3.39 2.91 1.08 0.99 1.19 Class 6 Flatbed Reefer Walk-In Van Single-Axle Van Other 4.67 4.84 4.01 3.78 4.17 1.71 1.80 1.68 1.19 1.48 Class 7 Beverage Flatbed Reefer Tanker Single-Axle Van Other- straight truck Combination Flatbed 6.10 7.05 6.03 7.45 5.53 8.30 5.22 2.22 0.85 1.27 0.92 1.83 4.63 0.41 23 ------- Body-Type (Bin Category) Combination Reefer Dry Van - Single Other - combo Avg Payload (tons) 3.58 5.44 5.90 Std Dev 1.01 2.57 1.15 Class 8a Flatbed Tanker Single-Axle Van Other- straight truck Beverage Combination Flatbed Dry Van - Single (LTL) Dry Van - Single (other than LTL) Other - combo 10.04 12.12 8.09 9.76 12.30 12.51 9.90 12.42 12.68 5.88 5.43 3.80 4.08 4.40 1.41 2.64 4.66 4.56 Class 8b Dry Van - Single (LTL-Moving-Package) Dry Van - Single (Heavy-Bulk) Dry Van - Single (other bins) Dry Van - Double (Tanker) Dry Van - Double (Mixed-TL-Reefer) Dry Van - Double (Other bins) Dry Van - Triple Combination Reefer Combination Flatbed Combination Tanker Chassis Speciality (Other bins) Other (Other bins) Speciality (Auto bin) Speciality (Heavy-Mixed bins) Speciality (Flatbed bin) Other (Heavy-Flatbed-Mixed bins) 15.03 24.1 18.46 24.06 27.74 19.39 27.10 20.10 22.50 24.90 21.80 25.62 21.50 16.18 30.25 21.56 27.41 4.07 2.98 3.97 2.96 13.33 3.82 3.20 2.82 4.23 2.89 5.28 2.72 8.41 5.22 13.78 2.58 6.36 The values above serve as the basis for the default payload ranges provided in the Truck Tool payload calculator. For most vehicle class/body-type/bin category combinations,26 five default ranges are offered for Partner selection: • Range 1: from 0 tons to (Average payload - 2 x standard deviation); In a few instances, the calculated lower bound value for Range 2 was less than zero. . In these cases the lower bound value for Range 2 was set to zero and the Payload Calculator indicates Range 1 as "N/A". 24 ------- • Range 2: from (Average payload - 2 x standard deviation) to (Average payload - 1 x standard deviation); • Range 3: from (Average payload - 1 x standard deviation) to (Average payload + 1 x standard deviation); • Range 4: from (Average payload + 1 x standard deviation) to (Average payload + 2 x standard deviation); and, • Range 5: from (Average payload + 2 x standard deviation) to(Average payload + 3 x standard deviation). Once a particular range is selected, the payload calculator estimates the midpoint of the range in order to estimate class level average payloads. The estimated midpoint payload values for each body type are weighted by one of the four allocation methods specified by the user in the payload calculator: # miles, # trips, % operation, and # vehicles by body type. The weighted sum is then used as the class level average payload, which in turn is used directly in determining grams per ton-mile performance metrics for the fleet. Payload data based on bills of lading and entered directly into the payload calculator are validated using the same data described above (see Section 3.4). Default Capacity Volumes" The Truck Tool also provides a volume calculator to estimate the cubic feet associated with the common straight truck body types (classes 2b through 7) identified using the 2011 Partner dataset, as well as typical trailer, container, carrier, and tanker sizes, for combination trucks (classes 8a and b).28 Capacity volumes in cubic feet are relatively easy to estimate for many combination trucks. Per unit interior volume defaults are assumed for standard dry vans - no high cubes, reefers, etc.), and containers. Trailer calculations assume an 8' x 9' cross-section, and the exterior length less 1/2 foot. 20 and 40 foot container dimensions are referenced in many places, such as http://www.mussonfreight.com/containers/containers.html.- Table 5 summarizes the default volumes assumed for a number of standard trailers, containers, tankers, and bulk carriers. 27 The Truck Tool allows users to enter capacity volume in either cubic feet or TEUs, with one TEU assumed equal to 1,360 cubic feet- see http://www.dimensionsinfo.com/20ft-container-size/. 28 Default capacity volumes for Class 7 combination vehicles were not available, and were set equal to the average volume for Class 8 combination trucks in the 2010 SmartWay database. 29 53 foot containers are assumed to have interior dimensions of 52' 5" x 7' 8" x 7' 10" 25 ------- Table 5. Default Average Cubic Feet (Class 8a - 8b trucks) Type Trailers Containers Tankers Bulk Carriers Size 28ft 40ft 42ft 45ft 48ft 53ft 57ft 28x28 48x28 40x40 48x48 28x28x28 20ft 40ft 45ftJU 48ft 53ft Small (3,000 gal) Medium (5,250 gal) Large (7,500 gal) Small (22'x8'1 0.25') Medium (32'x8'x1 1 ') Large (42'x8.5'x1 1 .5') Cubic Feet 1,980 2,844 2,988 3,204 3,420 3,780 4,068 3,960 4,824 5,688 6,840 5,940 1,159 2,347 3,031 3,454 3,148 401 702 1,003 1,804 2,816 4,106 Cargo volume capacity data is often not readily available for straight trucks, however. Such trucks are highly variable in their configuration and when volume estimates are found, the data often do not permit cross-referencing with vehicle class. Most highway infrastructure and operating agencies, including enforcement, are concerned about weight (e.g., pavement and structure damage), but not cubic capacity. The operating agencies are also concerned about maximum dimensions, of length, height and width (for, respectively, turning radii, vertical clearance, and lane width) but the shape of the box and its relation to the truck superstructure, not these maximums, dictates cubic capacity. Little public research on the cubic capacity of the box has been done, and thus little information is published. A relatively small number of volume estimates were compiled from the 2011 Partner data (218 unique observations for truck class/body-type combinations). Of these observations 13 were identified as outliers and removed from the data set (11 observations of less than 100 cu ft; one Class 3 truck at 1,360 cu ft; and one Class 2b truck at 3,600 cu ft). Given the overall "thinness" of the dataset, those truck class/body- type combinations with three or more observations were used to estimate average 30 45 and 48 foot container references from http://www.shippingcontainers24.com/dimensions/45-foot/. and http://www.containertech.com/container-sales/48ft-high-cube-container-domestic/ 26 ------- capacity volumes. The following truck class/body-type combinations had fewer than three observations in the Partner dataset. • Class 2b Flatbed • Class 3 Other • Class 4 Flatbed, Step Van, Other • Class 6 Flatbed, Walk-In Van • Class 7 Flatbed, Tanker • Class 8a Beverage For these remaining truck class/body-type combinations available information was compiled as it relates to cargo volume capacity for the common straight truck body types. Without a comprehensive data source, such as the Partner data, other strategies needed to be employed to develop examples, or ranges, of volume capacity for the remaining body type/truck class combinations of interest. A literature review and vendor interviews were performed to determine appropriate values for cargo volume capacity. The first step in the literature review involved preparing a list of vendors responsible for designing, manufacturing, or operating all the different truck types identified. Cubic capacity is also dependent upon a variety of factors and is not uniform for even the same make and model, as many truck manufactures will design to specifications based on a client's unique needs for their cargo. For example, a client may request a manufacturer to design a truck interior to best accommodate the delivery of a certain size of parcel, and install shelving or otherwise compartmentalize to that end. Consideration was given to these factors during the review. The literature review encompassed Internet searches of vendors of the truck types described above. Sources explored included truck manufacturers, dealers, and fleet lessors of vehicles such as Budget/U-haul/Enterprise/Ryder/E-Dart). Additionally, validation searches were performed on websites outlining current truck sales to help identify the appropriate size/class of the vehicles and applicable specifications. The following information was collected from these searches for over 40 different vehicles currently available on the market: • Length, width, height of the cargo hold • Reported cargo space (cubic feet) • Gross Vehicle Weight • Payload • Manufacturer • Make/Model • Reference website Outreach to key stakeholders in the commercial vehicle industry was also performed to further validate the information collected from the literature and resource review. 27 ------- Contact was made with representatives from Volvo Trucks North America; the American Transportation Research Institute (ATRI); the Commercial Vehicle Safety Alliance (CVSA); the Truck Manufacturers Association (TMA); Federal Highway Administration (FHWA) Truck Size and Weight; and a wide variety of trucking manufactures and other vendors. The results of this review are combined with the averages from the Partner data and are provided in Table 6 below for straight trucks, classes 2b through 7. In those instances where multiple vehicle models were identified for a given body type/vehicle class combination, simple averages were calculated across models. Table 6. Estimated Capacity Volumes (cubic feet) for Straight Truck Body Types, by Vehicle Class Body- type Average Capacity Volume (Cubic Feet) Class 2b Flatbed* Step Van Walk-In Van Conventional Van Other 336 479 580 357 303 Class 3 Step Van Walk-In Van Conventional Van Other* 468 706 538 599 Class 4 Flatbed* Step Van* Walk-In Van Conventional Van Other* 448 700 667 699 830 Class 5 Walk-In Van Conventional Van Other 655 1,010 691 Class 6 Flatbed* Reefer Walk-In Van* Single-Axle Van Other 672 1,146 1,496 1,583 1,257 28 ------- Body- type Average Capacity Volume (Cubic Feet) Class 7 Beverage Flatbed* Reefer Tanker* Single-Axle Van Other 1,576 728 1,413 267 1,476 1,486 *From literature/web review Once a default capacity volume is selected, the volume calculator weights the volume estimates for each body type by one of the four allocation methods: # miles, # trips, % operation, and # vehicles by body type. The weighted sum is then used as the class level average capacity volume, which in turn is used directly in determining grams per volume-mile performance metrics for the fleet. A list of websites utilized in the literature review is provided below. Truck manufacturers: www.gmc.com www. Chevrolet, com www.ford.com www.freightlinersprinterusa.com www.silvercrowncoach.com Fleet operators: www.uhaul.com www.pensketruckrental.com www. budgettruck. com www. hendersonrentals. co. nz www.hackneybeverage.com www.hackneyusa.com www.fedex.com www.grummanolson.com Other sources: www. usedtruckdepot. com www. usedtrucks. ryder. com www.truckingauctions.com www.truckpaper.com www.motortrend.com files.harc.edu/Projects/Transportation/FedExReportTask3.pdf The detailed findings of the literature/web review are presented in Appendix D. 29 ------- 3.4 Data Validation The SmartWay Truck Tool has a number of standard logical, range and value checks that must be passed before Partners can submit their data to EPA. Many of these checks simply confirm the presence of required data (e.g., total miles for each truck class selected), or the accuracy of logical relationships (e.g., revenue miles < = total miles). The list of these basic checks is provided below. Partners will not be able to finalize their fleet files until all associated errors have been resolved. Table 7. Basic Range and Logical Checks - Conditions Resulting in Error or Warning Messages Contact Information Fleet Characterization Fleet Characterization Fleet Characterization Fleet Characterization Fleet Characterization Fleet Characterization Fleet Characterization Fleet Characterization Fleet Characterization Fleet Characterization General Information General Information General Information General Information General User must enter at least two distinct contacts User must include a Partner Name. If entered, SCACs must be between 2 and 4 characters in length, and at least one character must be a letter. Multiple SCACs must be separated by commas. If entered, MCNs must be between 6 and 7 digits. If entered, DOT numbers must be 7 digits or less. User must select a Fleet Type. User must indicate operational control over at least 95% of the fleet. (If Partner does not have at least 95% operational control, Truck Tool may not be used for the fleet.) User must include a Fleet Contact name for each fleet. The Operation Category totals must add up to 100%. The Body Type totals must add up to 100%. Warnings are issued for any of the following Operation Type/Body Type combinations. NOTE: This validation will only be invoked if there is a single selection made for either Operation or Body Type - otherwise combinations can't be determined with certainty. LTL/Chassis; LTL/Moving; LTL/Heavy; LTL/Specialized; Dray/Flatbed; Dray/Moving; Dray/Utility; Package/Flatbed; Package/Chassis; Package/Heavy; Package/Auto; Package/Moving; Package/Utility; Package/Specialized. User must designate the Short-haul vs. Long-haul split. User must select at least one fuel type. User must designate the percentage of truckloads that utilize 100% of available cargo capacity. User must indicate the commodities that are carried by each fleet. If participating in the Port Dray Program, user must indicate the number of trucks 30 ------- Information General Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Activity Information Model Year & Class equipped with APUs and SmartWay tires. (If none of the trucks in the fleet are equipped with these, a zero must be entered into the field.) If participating in the Port Dray Program, the number of trucks equipped with APUs or SmartWay tires cannot exceed the number of trucks in the fleet. All fields are required, so no field can be left blank. (If appropriate, a zero can be placed in certain fields.) For all numeric fields except Empty Miles, Biofuel gallons, and Idle Hours, the value must be greater than zero. (An explanation must be provided for zero Empty Miles). For mileage and gallons fields, enter exact rather than rounded values, (warning) For Revenue Miles, the amount cannot exceed the number of Total Miles Driven. For Revenue Miles, if the Data Source Detail "Equal to total miles" is selected, the amount must equal the Total Miles Driven. For Revenue Miles, if the Data Source Detail "Total miles less empty miles" is selected, the amount must equal the Total Miles Driven minus Empty Miles Driven. For Empty Miles, the amount must be less than the number of Total Miles. For Empty Miles, if the Data Source Detail "Total miles less revenue miles " is selected, the amount must equal the Total Miles Driven minus Revenue Miles Driven. On the Biofuel Blend Worksheet, the total gallons of biofuel cannot exceed the amount entered for Total Fuel on the Activity Information screen. For each row of data, user must specify a Data Source. For Capacity Utilization, the value cannot exceed 100%. For Capacity Utilization, the value must be less than 100% if user indicated that the fleet is 100% Less-Than-Truckload (LTL). (By definition, LTL fleets cannot have 100% capacity utilization.) The implicit commodity density derived from the payload, volume, and capacity utilization inputs must be between 0.001 and 0.65 tons/cubic foot.31 For Idle Hours, the value cannot exceed 8,760. For Idle Hours, values significantly outside the expected range must be explained. If company no idle policy is specified under Idle Data Source, then a warning is displayed if idle hours/yr are > 100. MPG must be greater than zero. MPG that is significantly outside the expected range for the given truck class (based on a lookup table) must be explained. Total truck count for each fleet cannot be zero. 31 The upper bound density range was based on gold (~0.6 tons/cubic foot) and the lower bound range on potato chips (-0.003 tons/cubic foot) - see http://www.aqua-calc.com/paqe/density-table/substance/Snacks-coma- and-blank-potato-blank-chips-coma-and-blank-white-coma-and-blank-restructured-coma-and-blank- baked. ------- Model Year & Class PM Reduction PM Reduction PM Reduction PM Reduction Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Payload & Volume Calculators Total truck counts for each selected truck class (those with a check mark) cannot be zero. The number of trucks using any particular PM reduction strategy cannot be greater than the number of trucks for the given class and model year. The sum of the trucks using either DOC or Particulate Matter Traps cannot be greater than the number of trucks for the given class and model year. If participating in the Port Dray Program, the sum of the trucks using either DOC/CCV, Flow Through Filters, or Particulate Matter Traps cannot be greater than the number of trucks for the given class and model year. If user indicates that the company uses PM reduction equipment, there must be at least one truck included on the PM Reduction sub-tab. User must provide a Data Source and preferred allocation method for the information entered on the calculators. The sum of the total miles or total trucks entered in the calculator must equal the number entered on the Activity Information screen. The calculated average cannot be equal to zero. For percentages, the total must equal 100%. For each body type for which some information has been entered, all of the visible field must be completed (including the explanation field if shown). Zero is not a valid value for any payload or volume. Values that are significantly outside the expected range for the given body type and class must be explained. The body types indicated in the Volume Calculator must agree with those used in the Payload Calculator. Ensure consistency between body-type selections in the Fleet Characterization section with those from the Payload and Volume Calculators. For example, if 100% is specified for Dry Van under Fleet Characterization, only Dry Vans (single, double, triple) may be selected within the calculators. See Table 8. If "# of Vehicles in this class" is selected for both the Payload and Volume calculators for a given truck class, the number of trucks entered into each calculator must agree. If "# of Vehicles in this class" is selected for either the Payload or Volume calculator, the number of body-types selected cannot exceed the number of vehicles specified. If "# of miles in this class" is selected for both the Payload and Volume calculators for a given truck class, the number of miles entered into each calculator must agree. If "# of Trips done by this class" is selected for both the Payload and Volume calculators for a given truck class, the number of trips entered into each calculator must agree. Ensure consistency between the body-type selections in the Class 8a/b payload calculator and the corresponding Volume calculator - i.e., issue warnings for any type of dry van, reefer or beverage selected in payload calc but no Trailers specified in volume calculator; If flatbed, auto or specialty is selected in payload, "Other Trailers" should be selected in volume calculator 32 ------- Also note that there is an implicit validation check on all numeric fields because the system will not accept any non-numeric characters (including minus signs) within these fields. As noted in Table 7 above, a warning is issued if an inconsistency is identified between body-types specified within the Fleet Characterization Section and those within the Payload/Volume Calculators. Warning conditions (associated with 100% body-type entries under Fleet Characterization) are presented in Table 8 below. 33 ------- Table 8. Consistent Body-Types Resulting in No Warning Messages Acceptable selections - Body Type (100%) Dry Van Refrigerated Flatbed Tanker Chassis Hvy-Bulk Auto Carrier Moving Spec Hauler Utility 2b all except flatbed other flatbed other N/A N/A N/A all except flatbed other all 3 all other other other N/A N/A N/A all other all 4 all except flatbed other flatbed other N/A N/A N/A all except flatbed other all 5 all other other other N/A N/A N/A all other all 6 walk-in, single axle van reefer, other flatbed other N/A N/A N/A all except reefer, flatbed other all except reefer 7 single axle van, dry van single reefer, beverage, combination reefer, other flatbed, combination flatbed tanker other other other single axle van, dry van-single, other other flatbed, combination flatbed, other 8a single axle van, dry van single beverage, other flatbed, combination flatbed tanker other other other single axle van, dry van-single, other other flatbed, combination flatbed, other 8b dry van (single, double, tripple) combination reefer, other combination flatbed combination tanker chassis other other dry van single, specialty, other speciality combination flatbed, specialty, other 34 ------- Additional, rigorous validation checks of key data inputs are also needed to ensure the overall quality of the performance metrics calculated by the Truck Tool. Validation checks serve three purposes to this end. First, unusually high or low values can be identified and flagged for the user's attention before finalizing inputs. For example, a user may misplace a decimal, inadvertently add an extra zero, or utilize the wrong units (e.g. reporting pounds instead of tons for payload) upon data entry. By comparing these data entries to reliable industry averages and distributions, these values can be flagged allowing users to quickly correct such errors. Second, under certain circumstances Partners may operate their fleets under atypical conditions, resulting in extreme (outlier) data values. For example, permitted heavy- haul operations may routinely exceed industry-average payload values by 10 or more tons. By flagging such data entries Partners have the opportunity to provide additional information regarding their unique operating conditions through use of the Truck Tool comment fields. Finally, independent criteria can be established to ensure that data inputs are never allowed to exceed certain physically-constrained absolute limits. For example, a truck cannot exceed roughly 500,000 miles per year, even with dual drivers and minimal maintenance time, simply due to the available hours per year and highway speed limits. Data values above these absolute maximum levels are not allowed by the Truck Tool, and users are required to modify the associated inputs before proceeding. The following presents the updates to the Truck Tool validation ranges for all parameters but payload and volume, which were discussed above. Validation ranges are of three types: 1. "Yellow" values indicating that the input or derived performance value is notably lower/higher than the expected value. Partners may enter an explanation backing up such entries, but this is not mandatory. 2. "Red" values indicating that the input or derived performance value differs greatly from the expected value. In this case the partner must enter text explaining why this value is accurate. Once entered, the value will change from "Red" to "Orange" on the data entry screen. 3. "Absolute errors" exceed values deemed physically possible and must be changed in order to be accepted by the tool. Data Processing The validation range recommendations are based upon a distributional analysis performed on the 2011 Truck Partner input and performance data. Fleet level data was input into SAS and grouped by truck class, bin category, and fuel type combinations. If a particular combination had less than 20 fleets, it was aggregated to the next "higher" level until at least 20 fleets were included. This process resulted in 26 groupings, as shown in Table 9. Note these groupings are mutually exclusive - e.g. "Class 6_Mixed" (Group 6) includes all Class 6 vehicles with the exception of TL/Dry Van, LTL/Dry Van, Moving, Package, (Groups 5, 7, 8, and 9). 35 ------- Table 9. Truck Fleet Groupings Used for Distributional Analysis Group # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Sum # Fleets 90 67 59 49 52 98 24 29 29 56 129 31 57 164 24 70 22 84 150 29 95 463 408 61 719 74 3,133 ERG then performed a distributional assessment for each of the above groupings for the following parameters. Miles per vehicle Miles per gallon Revenue Miles (as a percent of total miles) Empty Miles (as a percent of total miles) Percent Biofuel Percent Capacity Utilization Percent Miles Traveled, Urban Percent Miles Traveled, Highway Average Idle Hours per year 36 ------- ERG then identified suspected outliers and erroneous data entry values for each parameter/group combination, based on the criteria presented in Table 10. Table 10. Outlier Definition Metric Miles per Vehicle MPG Percent Revenue Miles Percent Empty Miles Percent Biofuel Percent Capacity Utilization Percent Urban Operation Percent Highway Operation Average Idle Hours Unreasonably Low Mean - 3*Std.dev 0 <40 0 0 0 0 0 0 Unreasonably High Mean + 3*std.dev Mean + 3*std.dev 100 >60 >20 100 100 100 Mean + 3*std.dev Using these criteria ERG identified 49 values, which were subsequently dropped from the data set in order to develop "yellow" and "red" validation ranges for generalized distributions. The dropped values are shown below in Table 11. Table 11. Values Flagged as Outliers Group 1 1 3 7 9 10 12 14 14 15 16 18 20 20 32 32 32 3 4 19 Value 121,133 121,108 86,827 111,401 124,685 115,287 118,006 166,342 143,660 184,305 113,448 157,713 185,244 186,529 228,151 209,269 205,840 18.9 30 8 Mean 30,058 30,058 25,894 31,584 33,782 38,540 37,498 38,957 38,957 45,563 38,336 54,525 54,430 54,430 94,557 94,557 94,557 10.0 11.5 6.3 Parameter Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh Mi/Veh MPG MPG MPG 37 ------- Group 20 20 32 32 32 1 1 3 7 8 8 10 10 12 14 14 14 15 16 16 18 19 19 20 20 20 32 32 33 Value 8.7 9 7.8 7.9 7.9 1,560 1,785 1,267 1,462 1,825 1,680 1,500 1,505 1,615 1,835 1,825 2,077 1,440 1,400 1,505 2,574 2,071 2,050 2,100 2,000 1,986 3,024 3,410 2,816 Mean 6.3 6.3 6.0 6.0 6.0 345 345 328 441 414 414 473 473 350 494 494 494 346 430 430 694 443 443 525 525 525 918 918 853 Parameter MPG MPG MPG MPG MPG Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr Avg Idle hrs/yr 38 ------- Once values were defined as outliers and excluded from the data set, the mean and standard deviation of the distribution for each truck fleet grouping were then re- calculated for each metric. Each fleet was treated equally in the distributional assessment, independent of the number of vehicles in the fleet. Histograms presenting the distributions for each truck fleet grouping/metric combination are available electronically from SmartWay. For groupings with large numbers of fleets (e.g., Class 8b diesel TL/Dry Van, Refrigerated, and Mixed), the data for miles per vehicle and MPG appear normally distributed. Examples for Class 8b TL/Dry Van Diesel fleets are shown in Figures 3 and 4. 39 ------- Figure 3. Annual Miles Per Vehicle Distribution, Class 8b TL/Dry Van Diesel Fleets Miles Per Vehicle Any Outlyers Have Been Removed Group ID Number=25 TruckClass_BinCategory_FuelType=8B_TL/DryVan_DSL Number in Group=719 60- 50- 40- c : bo ^ i_ ^30: E 3 Z ; 20- 10 o- nil | ,,l Ijll in 40000 60000 80000 100000 120000 140000 160000 180000 200000 Bin Value /proj1/EPA_TruckToolVal/validate.sas 04OCT12 11:58 40 ------- Figure 4. Miles per Gallon Distribution, Class 8b TL/Dry Van Diesel Fleets Miles Per Gallon Any Outlyers Have Been Removed Group ID Number=25 TruckClass_BinCategory_FuelType=8B_TL/DryVan_DSL Number in Group=719 130- 120" 110- 100- 90- .^ 80- CQ •— 70- 0> |eo- Z 50- 40- 30- 20- 10- o- 1 I Illlll II 1 1 II 1 III Bin Value /proj l/EPA_TrucKToolValA/alidate.sas 04OCT12 11:58 Other fleet group/metric combinations displayed sharp drop offs at certain discrete levels. For example, % Revenue Miles were seldom less than 50% of total miles, and conversely, % Empty Miles were seldom greater than 50% of total miles. % Biofuel also displayed a discrete maximum value with no fleets using blends higher than 20% biodiesel.32 Finally, % Urban and % Highway Operation data showed no clear distributions, with values ranging from 0 % to 100 %. Based on this preliminary assessment, red and yellow flag areas were defined for each fleet group/metric combination as shown in Table 12. 32 As such, a yellow warning is issued for any biodiesel blend > 20%, with no red warning. 41 ------- Table 12. "Red" and "Yellow" Flag Criteria Metric Miles per Vehicle MPG % Revenue Miles % Empty Miles % Biofuel % Capacity Utilization % Urban Operation % Highway Operation Average Idle Hours Low Red Flag Mean - 2StDA Mean - 2StD variableAA 1 None Mean - 2StD None None Mean - 2StDA Low Yellow Flag Mean-1.5StDA Mean-1.5StD variableAA 5 None Mean-1 .5StD None None Mean-1 .5StDA High Yellow Flag Mean+1 .5StD Mean+1 .5StD None variableAA None variable* None None Mean+1 .5StD High Red Flag Mean+2StD Mean+2StD None variableAA None variable* None None Mean+2StD A If the calculated values are < 0 for a particular fleet category/metric combination, an alternate cutoff is applied based on expert judgment. * Cutoffs developed based on expert judgment. AA Values selected in consultation with SmartWay support staff. For six of the metrics,33 yellow flag criteria were set at ± 1.5 times the standard deviation (StD), and the red flag criteria at ± 2.0 times the standard deviation of the distribution for each truck fleet grouping. In most cases these criteria result in roughly 10-15% of the values for these metrics being flagged as either red or yellow for partner attention (although the flag rates associated with % Revenue and % Empty Miles is substantially higher). Selecting cutoffs at this level of stringency is intended to identify likely input errors without unduly burdening the large majority of Truck Tool users with unnecessary data checks and text explanations. Tables 13-18 present the actual yellow and red flag values for each fleet group/metric combination, given the decision criteria presented in Table 12. Tables 19-24 present the number of observations that would be flagged with yellow and red warnings for these combinations. 33 Standard deviations are only used on the low end to determine red/yellow cutoffs for the % Capacity Utilization metric, due to a number of carriers utilizing 100% of available space. Upper end cutoffs are based on expert judgment for LTL categories. 42 ------- Table 13. Yellow/Red Criteria by Fleet Group/Metric Combination Annual Miles per Vehicle Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7 TL/DryVan Diesel 8A LTL/DryVan Diesel 8A Mixed 8A Refrigerated Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B LTL/DryVan Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Low Red 2,000 6,000 2,000 2,000 3,000 5,000 3,000 7,376 5,000 5,000 4,000 2,000 4,000 4,000 10,000 4,000 39,712 4,000 34,715 7,717 16,801 12,171 38,363 1,705 27,591 32,467 Low Yellow 4,000 8,000 6,000 4,000 9,000 10,000 8,000 14,188 10,000 10,000 8,000 6,000 10,000 8,000 20,000 7,433 49,944 12,344 47,250 23,515 30,898 29,882 55,515 23,589 44,207 44,793 Mean 28,884 30,479 27,133 29,922 32,000 35,838 33,908 34,622 33,738 43,040 36,778 31,764 49,990 52,847 66,376 74,532 80,640 56,782 84,858 70,909 73,188 83,016 106,968 89,242 94,054 81,769 High Yellow 62,834 62,193 55,662 60,351 61,481 68,836 68,107 55,057 69,723 85,533 69,979 65,241 94,443 102,878 120,026 141,631 111,335 101,219 122,465 118,303 115,477 136,150 158,422 154,895 143,902 118,745 High Red 74,151 72,764 65,171 70,494 71,308 79,835 79,506 61,869 81,718 99,697 81,046 76,399 109,260 119,555 137,909 163,997 121,567 116,032 135,001 134,101 129,574 153,861 175,573 176,780 160,518 131,071 43 ------- Table 14. Yellow/Red Criteria by Fleet Group/Metric Combination Miles per Gallon34 Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7 TL/DryVan Diesel 8A LTL/DryVan Diesel 8A Mixed 8A_Refrigerated_Diesel 8A_TL/Dry Van_Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B LTL/DryVan Diesel 8B Mixed 8B_Refrigerated_Diesel 8B_Specialized_Diesel 8B_TL/Dry Van_Diesel 8B Tanker Diesel Low Red 4.6 5.0 5.4 4.5 5.7 5.2 5.8 6.1 4.9 5.6 4.5 5.3 5.3 4.4 4.8 5.0 4.2 4.9 4.4 3.4 5.1 4.8 4.8 3.8 5.0 4.8 Low Yellow 6.7 6.3 6.4 5.5 6.3 5.8 6.2 6.7 5.6 6.1 5.2 5.9 5.5 4.8 5.0 5.3 4.5 5.1 4.7 3.8 5.4 5.0 5.1 4.3 5.2 5.0 Mean 12.9 10.2 9.3 8.4 8.0 7.8 7.3 8.7 7.7 7.6 7.3 7.7 6.3 6.2 5.9 6.3 5.2 5.8 5.7 5.0 6.0 5.8 5.7 5.5 5.9 5.8 High Yellow 19.1 14.1 12.2 11.4 9.7 9.7 8.5 10.6 9.8 9.1 9.4 9.4 7.0 7.6 6.7 7.3 5.8 6.5 6.6 6.3 6.7 6.6 6.4 6.8 6.7 6.6 High Red 21.1 15.4 13.1 12.4 10.3 10.3 8.9 11.3 10.5 9.6 10.1 10.0 7.2 8.1 7.0 7.6 6.1 6.7 6.9 6.7 6.9 6.9 6.6 7.2 6.9 6.9 34 Equivalent MPG cutoffs can be found by dividing these values by 1.26 for gasoline and CNG vehicles; dividing by 1.35 for LPG vehicles; and dividing by 1.52 for LNG vehicles-see "Non-Diesel MPG" section below for details. 44 ------- Table 15. Yellow/Red Criteria by Fleet Group/Metric Combination % Revenue Miles Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6_LTL/Dry Van_Diesel 6 Mixed 6_Moving 6_Package_Diesel 6 TL/DryVan Diesel 7_LTL/Dry Van_Diesel 7 Mixed 7 TL/DryVan Diesel 8A LTL/DryVan Diesel 8A Mixed 8A Refrigerated_Diesel 8A TL/Dry Van_Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk_Diesel 8B LTL/DryVan Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/Dry Van Diesel 8B Tanker Diesel Low Red 55 50 50 50 50 55 55 55 55 55 55 55 55 55 55 55 50 55 60 50 60 50 60 55 55 45 Low Yellow 60 60 60 60 60 65 65 65 65 65 65 65 60 60 60 60 55 60 65 55 70 60 70 60 65 50 Mean 84.9 84.4 87.8 85.7 89.7 82.8 84.5 95.5 86.1 90.4 83.6 84.4 90.5 82.6 81.8 87.1 70.6 84.9 81.6 65.1 90.3 85.6 87.7 64.5 87.4 66.8 High Yellow N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A High Red N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 45 ------- Table 16. Yellow/Red Criteria by Fleet Group/Metric Combination % Empty Miles Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6 Moving 6_Package_Diesel 6 TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/Dry Van Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B Specialized Diesel 8B TL/Dry Van Diesel 8B Tanker Diesel Low Red 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 30 Low Yellow 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 40 Mean 14.3 18.9 13.4 24.0 9.6 19.0 15.0 18.5 12.1 17.0 15.4 4.5 17.1 18.5 12.0 15.5 18.2 21.2 11.3 16.8 20.7 14.2 11.3 32.0 22.4 18.6 High Yellow 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 45 40 40 50 35 45 40 45 45 65 High Red 45 50 50 50 50 50 50 50 50 45 45 45 45 45 45 45 50 45 45 60 45 50 45 50 50 75 46 ------- Table 17. Yellow/Red Criteria by Fleet Group/Metric Combination % Capacity Utilization Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Low Red 30 37 37 39 48 46 36 53 40 52 43 49 55 48 40 50 69 55 62 60 58 55 58 61 59 63 Low Yellow 40 47 47 48 54 54 42 60 49 58 51 56 61 56 50 58 75 63 69 67 64 62 65 69 65 69 Mean 69.7 74.8 75.7 77.1 74.0 77.3 59.8 83.1 76.3 77.1 75.0 80.1 79.5 80.5 77.5 81.0 91.4 85.7 87.2 88.4 81.3 82.6 85.0 90.1 85.2 89.1 High YellowA N/A N/A N/A N/A 90 N/A 80 N/A N/A 90 N/A N/A 90 N/A N/A N/A N/A N/A N/A N/A 90 N/A N/A N/A N/A N/A High RedA N/A N/A N/A N/A 95 N/A 90 N/A N/A 95 N/A N/A 95 N/A N/A N/A N/A N/A N/A N/A 95 N/A N/A N/A N/A N/A A "N/A" indicates calculated group/metric combinations. flag value > 100. Any value < 100 is acceptable for these Other values based on expert judgment. 47 ------- Table 18. Yellow/Red Criteria by Fleet Group/Metric Combination Annual Average Idle Hours per Truck Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6 Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B LTL/Dry Van_Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Low Red 50 40 50 50 50 50 20 10 20 70 60 20 50 40 100 40 300 100 100 100 100 100 100 100 100 100 Low Yellow 100 100 100 100 80 80 40 20 50 100 100 70 100 100 200 80 400 200 200 200 200 200 200 220 200 150 Mean 323 371 364 420 311 425 275 305 514 326 413 288 384 574 713 629 1,154 672 911 601 518 782 843 760 912 826 High Yellow 693 778 695 808 574 875 519 741 1,217 578 825 523 762 1,268 1,538 1,391 2,278 1,377 1,735 1,102 1,048 1,636 1,705 1,613 1,786 1,745 High Red 817 914 806 937 662 1,025 601 887 1,451 662 963 601 888 1,499 1,813 1,645 2,653 1,612 2,010 1,270 1,225 1,921 1,993 1,897 2,077 2,051 48 ------- Table 19. Number of Values Flagged by Fleet Group/Metric Combination Annual Miles per Vehicle Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B_Specialized_Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Sum # Low Red 4 6 1 3 0 6 1 0 2 1 4 2 0 4 0 1 1 0 4 0 2 4 14 0 19 2 81 2.6% # Low Yellow 3 2 5 0 0 5 1 0 2 2 1 0 1 3 1 1 1 2 7 2 2 27 19 3 31 2 123 3.9% # High Yellow 7 1 2 1 3 4 0 0 1 0 3 1 1 11 1 6 0 4 6 3 5 20 10 2 20 3 115 3.7% # High Red 2 4 3 2 3 3 1 2 1 4 5 0 4 3 0 1 0 4 3 0 3 13 11 4 22 2 100 3.2% 49 ------- Table 20. Number of Values Flagged by Fleet Group/Metric Combination Miles per Gallon Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Sum # Low Red 1 0 3 0 0 4 0 1 1 2 3 0 1 3 0 2 0 3 2 1 3 15 13 3 22 3 86 2.7% # Low Yellow 2 3 0 2 4 0 0 1 0 4 2 2 5 5 2 1 0 4 4 3 2 15 10 1 14 2 88 2.8% # High Yellow 4 1 0 1 3 5 3 1 1 0 3 1 0 4 0 2 0 5 3 2 0 7 29 1 20 2 99 3.2% # High Red 3 2 1 1 0 1 0 0 1 1 1 1 1 8 2 2 1 0 1 0 2 7 5 0 21 1 63 2.0% 50 ------- Table 21. Number of Values Flagged by Fleet Group/Metric Combination Revenue Miles Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Sum # Low Red 6 1 0 0 0 7 1 0 2 2 11 2 1 16 2 4 1 7 4 1 2 1 13 25 10 1 120 3.8% # Low Yellow 3 5 2 1 1 9 2 1 2 3 9 2 0 4 1 1 2 6 8 7 5 19 14 5 21 5 138 4.4% # High Yellow N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 0 0.0% # High Red N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 0 0.0% 51 ------- Table 22. Number of Values Flagged by Fleet Group/Metric Combination Empty Miles Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A LTL/DryVan Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Sum # Low Red 21 19 18 13 14 23 6 18 7 15 26 8 16 27 3 13 1 12 6 1 10 60 27 2 43 4 413 13.2% # Low Yellow 14 4 8 1 12 10 0 4 5 12 15 2 11 17 1 6 1 13 5 1 24 59 51 2 103 0 381 12.2% # High Yellow 3 5 2 1 1 9 0 0 2 1 1 1 0 2 1 2 2 7 1 0 3 15 7 5 9 0 80 2.6% # High Red 6 1 0 0 0 0 0 0 0 2 11 3 1 18 3 4 0 16 3 0 1 1 11 0 3 0 84 2.7% 52 ------- Table 23. Number of Values Flagged by Fleet Group/Metric Combination % Capacity Utilization Group 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Sum # Low Red 2 2 2 0 1 5 0 1 0 3 3 0 3 6 1 1 2 7 7 3 5 28 22 4 35 6 149 4.8% # Low Yellow 4 4 1 5 4 3 0 3 1 2 14 2 4 9 2 7 0 5 9 0 4 12 10 2 30 1 138 4.4% # High Yellow N/A N/A N/A N/A 3 N/A 3 N/A N/A 4 N/A N/A 10 N/A N/A N/A N/A N/A N/A N/A 5 N/A N/A N/A N/A N/A 25 0.8% # High Red N/A N/A N/A N/A 3 N/A 0 N/A N/A 6 N/A N/A 5 N/A N/A N/A N/A N/A N/A N/A 11 N/A N/A N/A N/A N/A 25 0.8% 53 ------- Table 24. Number of Values Flagged by Fleet Group/Metric Combination Average Annual Idle Hours per Truck Group # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6_LTL/Dry Van_Diesel 6 Mixed 6_Moving 6_Package_Diesel 6 TL/DryVan Diesel 7_LTL/Dry Van_Diesel 7 Mixed 7 TL/DryVan Diesel 8A LTL/DryVan Diesel 8A Mixed 8A Refrigerated Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B LTL/DryVan Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Sum # Low Red 3 2 0 1 0 6 0 1 1 0 2 1 0 3 0 1 1 1 0 0 3 15 8 0 8 2 59 1.9% # Low Yellow 4 7 1 2 2 2 2 1 1 4 2 1 5 3 2 4 0 5 1 1 6 10 15 2 6 1 90 2.9% # High Yellow 2 7 3 2 3 3 1 2 0 2 1 3 1 3 1 4 1 9 15 1 3 21 29 0 72 7 196 6.3% # High Red 5 2 4 1 3 6 0 1 2 2 8 0 3 13 2 5 1 2 6 2 7 31 21 6 23 3 159 5.1% Absolute errors were also developed for each fleet category/metric combination. Cutoffs for absolute errors are intended to prevent users from inadvertently entering data with incorrect units and typos. For this reason we have defined absolute errors to ensure an adequate "safety" interval between the highest values observed in the cleaned (no outlier) dataset. The recommended values for absolute errors and their associated justifications are discussed below for each metric. Annual Miles per Vehicle The maximum number of miles a vehicle can accumulate in a year are constrained by truck highway speed limits (typically 65 mph or less) and the number of hours in a 54 ------- year.35 Excluding engine down-time associated with maintenance and repairs, the absolute maximum annual mileage possible for a truck is estimated to be -500,000 miles per year. This estimate is more than twice the highest observed value of 228,151 miles per year (for Class 8b TL/Dry Van diesels). Therefore 500,000 miles per year value is set as the absolute maximum for all vehicle classes. Values greater than 0 and less than 500,000 are permissible. Miles per Gallon The maximum and minimum miles per gallon from the dataset (prior to cleaning) are presented in Table 25. Table 25. Maximum and Minimum Miles per Gallon Group # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A_Refrigerated_Diesel 8A TL/Dry Van Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/Dry Van Diesel 8B Tanker Diesel Min 2.0 5.4 5.0 4.8 5.7 4.2 6.4 5.7 4.4 5.6 1.2 5.8 4.9 2.8 4.9 4.4 4.5 4.7 0.6 3.4 4.4 3.0 4.3 2.8 3.1 3.8 Mean 12.9 10.2 9.3 8.4 8.0 7.8 7.3 8.7 7.7 7.6 7.3 7.7 6.3 6.2 5.9 6.3 5.2 5.8 5.7 5.0 6.0 5.8 5.7 5.5 5.9 5.8 Max 21.6 30. 036 14.9 13.7 10.3 10.4 8.9 10.8 11.6 9.8 11.9 10.8 8.0 9.0 7.1 8.3 6.3 6.6 7.0 6.4 7.1 7.3 7.1 6.8 7.9 7.0 35 While DOT regulations limit drivers' daily hours, some companies utilize driver teams to maximize on-road time. 36 Value for a hybrid electric truck. Hybrids are subject to separate validation ranges for the 2013 version of the Truck Tool as discussed below. The maximum value for non-hybrid Class 3 diesel trucks was 14.4 mpg. 55 ------- [Note: Unlike the other parameters discussed above, miles per gallon values are derived from other inputs (total miles and gallons). Therefore any changes to address absolute limits on MPG (as well as red and yellow warnings) must be handled through updates to one or both of these primary inputs.] As seen from the above table, fuel efficiency estimates can be very low (<1.0) and for this reason no absolute lower bound is used for miles per gallon. To establish absolute upper bounds for miles per gallon estimates the results from the PERE modeling analysis previously developed for the 2010 Truck Model were used. Background on the PERE modeling exercise is provided in Appendix E. Absolute maximum miles per gallon estimates were developed for conventional diesel trucks using the PERE model, and are shown in Table 26 by truck class. Table 26. Maximum Diesel Miles per Gallon Estimates (PERE Model Basis) Class 2b 3 4 5 6 7 8a 8b Maximum MPG 25.0 23.3 20.2 18.7 18.0 14.5 11.2 11.2 Note that the maximum MPG estimates obtained from the PERE model are all substantially higher than the maximum value observed for non-hybrid diesel trucks in the 2011 Truck Tool data. Non-Diesel MPG The 2011 data submissions from SmartWay Truck partners did not include enough information on non-diesel trucks in order to develop a robust distribution of mpg values specific to non-diesels for validation purposes. Accordingly, engineering judgment was used to adjust the diesel mpg values for other fuel types, accounting for general, relative vehicle and/or fuel efficiency differences. First, a ratio was developed for adjusting diesel mpg values to comparable gasoline mpg values, based upon simulated modeling performed by Argonne National Laboratory.37 The Argonne data for gas and diesel trucks was based on PSAT simulations of a typical pickup in the Class 2b or Class 3 range. The fuel consumption was reported for the same truck equipped with 37 Delorme, A. et. al., Impact of Advanced Technologies on Medium-Duty Trucks Fuel Efficiency, Argonne National Laboratory, 2010-01-1929. 56 ------- both gasoline and diesel engines over the various EPA emissions and fuel economy driving cycles. Using this data, a combined fuel economy was calculated using the method from EPA's pre-2008 combined 2-cycle fuel economy using the FTP and Highway cycles as given in 40 CFR Part 600. This method uses a weighted harmonic average of the two values, with the FTP weighted at 55% and the Highway weighted at 45%. The difference in the calculated combined fuel economies for the gas- and diesel- powered model results showed that the diesel had a 25.9% greater fuel economy than gasoline. These results are a direct volumetric comparison rather than in terms of gasoline-equivalent gallons. As such, the diesel mpg values shown in Table 26 above can be divided by 1.259 to obtain comparable mpg ranges for gasoline vehicles. Since CNG vehicle fuel consumption is reported in terms of gasoline-equivalent gallons, the mpg validation ranges for CNG vehicles can be set equal to those for comparable gasoline vehicles. Validation ranges for LPG and LNG vehicles can be developed from the gasoline ranges, dividing the gasoline values by the appropriate gasoline gallon-equivalent factor for these fuels (1.35 for LPG and 1.52 for LNG),38 thereby adjusting mpg values for volumetric energy density. Table 27 presents the corresponding upper bound MPG values for non-diesel vehicles by truck class. Table 27. Maximum Miles per Gallon Estimates - Non-Diesel Vehicles Class 2b 3 4 5 6 7 8a 8b Gasoline/CNG 19.9 18.5 16.0 14.9 14.3 11.5 8.9 8.9 LPG 18.5 17.3 15.0 13.9 13.3 10.7 8.3 8.3 LNG 16.4 15.3 13.3 12.3 11.8 9.5 7.4 7.4 Hybrid MPG EPA's Physical Emission Rate Estimator (PERE) model was used in order to establish estimates of the fuel economy benefit of hybridization of medium- and heavy-duty trucks. The details of the modeling are presented in Appendix E. However, the in-use fuel economy of hybrid vehicles is highly dependent upon drive cycle. Specifically the expected hybrid truck fuel economy will vary depending upon the relative fraction of highway versus urban driving. Therefore the MPG ranges used for validation of hybrid fuel economy are calculated using the following steps. 38 https://www.afdc.energy.gov/afdc/prep/popups/gges.html 57 ------- Step 1 - Weight the following GALLON PER MILE (Not MPG) values based on the Highway/Urban split. Gal/Mi - Urban Group # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6_LTL/Dry Van_Diesel 6 Mixed 6_Moving 6_Package_Diesel 6 TL/DryVan Diesel 7_LTL/Dry Van_Diesel 7 Mixed 7 TL/DryVan Diesel 8A LTL/DryVan Diesel 8A Mixed 8A Refrigerated Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B LTL/DryVan Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Low Red 0.2641 0.2340 0.2090 0.2599 0.1951 0.2200 0.1906 0.1788 0.2350 0.1968 0.2506 0.2131 0.2184 0.2747 0.2502 0.2477 0.2980 0.2434 0.2912 0.3768 0.2383 0.2597 0.2656 0.3389 0.2534 0.2596 Low Yellow 0.1813 0.1857 0.1763 0.2127 0.1765 0.1972 0.1783 0.1628 0.2056 0.1806 0.2169 0.1915 0.2104 0.2519 0.2402 0.2337 0.2781 0.2338 0.2727 0.3371 0.2250 0.2493 0.2500 0.2995 0.2436 0.2492 Mean 0.0942 0.1147 0.1213 0.1392 0.1390 0.1467 0.1514 0.1254 0.1495 0.1450 0.1545 0.1467 0.1837 0.1950 0.2036 0.1966 0.2407 0.2056 0.2248 0.2562 0.2025 0.2149 0.2236 0.2342 0.2147 0.2149 High Yellow 0.0636 0.0830 0.0925 0.1026 0.1147 0.1179 0.1301 0.1029 0.1175 0.1211 0.1200 0.1202 0.1653 0.1591 0.1793 0.1697 0.2158 0.1835 0.1942 0.2033 0.1814 0.1889 0.1992 0.1894 0.1891 0.1888 High Red 0.0576 0.0760 0.0861 0.0943 0.1080 0.1111 0.1242 0.0965 0.1097 0.1148 0.1117 0.1130 0.1607 0.1492 0.1716 0.1630 0.2052 0.1780 0.1857 0.1912 0.1761 0.1807 0.1931 0.1789 0.1836 0.1806 Gal/Mi - Highway Group # 1 2 3 Name 2B Mixed 3 Mixed 4 Mixed Low Red 0.1759 0.1594 0.1482 Low Yellow 0.1208 0.1265 0.1250 Mean 0.0627 0.0781 0.0860 High Yellow 0.0424 0.0565 0.0656 High Red 0.0383 0.0518 0.0611 58 ------- Gal/Mi - Highway Group # 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 5 Mixed 6_LTL/Dry Van_Diesel 6 Mixed 6_Moving 6_Package_Diesel 6 TL/DryVan Diesel 7_LTL/Dry Van_Diesel 7 Mixed 7 TL/DryVan Diesel 8A LTL/DryVan Diesel 8A Mixed 8A Refrigerated Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B LTL/DryVan Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Low Red 0.1805 0.1470 0.1657 0.1436 0.1347 0.1770 0.1513 0.1928 0.1640 0.1558 0.1960 0.1785 0.1767 0.2126 0.1736 0.2078 0.2688 0.1700 0.1853 0.1894 0.2418 0.1807 0.1852 Low Yellow 0.1477 0.1330 0.1486 0.1343 0.1226 0.1549 0.1389 0.1668 0.1473 0.1501 0.1796 0.1714 0.1667 0.1984 0.1668 0.1945 0.2405 0.1605 0.1779 0.1783 0.2137 0.1738 0.1778 Mean 0.0967 0.1047 0.1105 0.1141 0.0944 0.1127 0.1115 0.1188 0.1128 0.1310 0.1391 0.1452 0.1402 0.1717 0.1467 0.1604 0.1828 0.1445 0.1533 0.1595 0.1670 0.1532 0.1533 High Yellow 0.0713 0.0864 0.0889 0.0980 0.0775 0.0885 0.0931 0.0923 0.0924 0.1179 0.1135 0.1279 0.1210 0.1539 0.1309 0.1385 0.1450 0.1294 0.1347 0.1421 0.1351 0.1349 0.1347 High Red 0.0655 0.0813 0.0837 0.0936 0.0727 0.0826 0.0883 0.0859 0.0869 0.1147 0.1065 0.1224 0.1163 0.1464 0.1270 0.1325 0.1364 0.1256 0.1289 0.1378 0.1276 0.1310 0.1288 Example - Truck Class 2b has 40% urban, 60% highway. The Low Red Gallon/Mile value is therefore 0.2641 x 0.40 + 0.1759 x 0.60 = 0.2112 Step 2: Convert the weighted gallon per mile values back to MPG Example: 0.2112 gal/mi = 4.74 MPG Step 3: Use these final, weighted, converted MPG values for validation. Electric Truck Efficiency Mi/kWhr estimates for battery electric trucks were developed based on available data sources and engineering judgment. The average value for Class 2b trucks was assumed to equal the mi/kWhr value estimates for large SUVs in EPA's MARKAL model (3.01). The values for Class 4 and 6 electric trucks (1.43 and 1.00 respectively) were 59 ------- taken from Calstart's E-Truck Task Force Business Case Calculator. Values for Class 3 and 5 trucks were based on simple averages of the Class 2b, 4, and 6 values. Given the lack of available data for the heavier truck classes, values for Class 7 (0.75), Class 8a (0.5) and Class 8b (0.4) were based on engineering judgment. Once average mi/kWhr estimates were derived, "red" and "yellow" ranges were established based on simple multiplicative factors applied to the averages - Low red from 0 to 0.5 x average; low yellow from 0.5 x average to 0.75 x average; high yellow from 1.25 x average to 1.5 x average; and high red from 1.5 x average to 10 x average (absolute max). Percent Revenue Miles Revenue miles were frequently equal to total miles in the dataset. Accordingly, no absolute upper (or lower) bound was set for this field, beyond requiring all values to be > Oand <100. Percent Empty Miles Empty miles were occasionally equal to 0 in the dataset. Accordingly, no absolute lower (or upper) bound was set for this field, beyond requiring all values to be >0 and <100. Percent Biodiesel While the maximum observed blend level for biodiesel was 20 percent, B100 use is possible. Therefore no absolute upper (or lower) bound was set for this field, beyond requiring all values to be >0 and <100. Average Payload The maximum and minimum payloads from the dataset (prior to cleaning) are presented in Table 28. Table 28. Maximum and Minimum Observed Payloads (Short Tons) Group # 1 2 3 4 5 6 7 8 9 10 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6_LTL/Dry Van_Diesel 6 Mixed 6_Moving 6_Package_Diesel 6_TL/Dry Van_Diesel 7_LTL/Dry Van_Diesel Min 0.1 0.1 0.5 1.3 0.9 0.9 2.5 2.0 0.9 1.8 Mean 1.0 1.7 2.4 3.1 4.6 4.5 3.6 4.2 4.1 6.0 Max 1.939 3.0 4.0 5.3 6.3 6.5 4.9 6.0 6.9 8.7 Three extreme outliers for Class 2b trucks were dropped for the purposes of establishing maximum upper bounds: 16.0, 13.0 and 5.0 tons. 60 ------- Group # 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 7 Mixed 7_TL/Dry Van_Diesel 8A_LTL/Dry Van_Diesel 8A Mixed 8A Refrigerated Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B LTL/DryVan Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Min 1.1 4.5 6.0 1.9 6.3 3.8 9.3 15.0 14.8 20.0 7.8 7.5 13.2 7.3 6.5 17.5 Mean 6.0 6.4 10.6 11.3 13.3 11.4 19.6 20.5 23.2 27.6 18.2 20.3 20.9 24.4 18.9 24.6 Max 20.0 12.7 15.0 24.0 21.0 20.0 24.5 24.5 33.3 40.0 27.9 33.1 27.5 37.0 50.0 34.6 Based on a review of previous out of range values, unit conversion problems are the most common source of data entry errors for payload. One type of error results from data being entered in pounds instead of short tons, resulting in overestimates by a factor of 2,000. Such errors should be easy to prevent using a reasonable upper bound ton level. Another possible source of error could be reporting metric or long tons instead of short tons, although detecting these errors will be extremely difficult, due to the small difference in units (roughly 10 percent difference). Finally, note that standard payload limitations can be waived by obtaining permits for heavy loads, or by avoiding over-the-road operation.40 Accordingly, the absolute upper bound payload levels were set equal to 3 times the maximum observed values shown in Table 28. However, no absolute lower-bound payload value was set, to allow for light package and specialty deliveries. Therefore the only low end constraint is the requirement that payloads be > 0. Average Volume The maximum and minimum observed volumes from the dataset (prior to cleaning) are presented in Table 29. One SmartWay Truck Partner indicated unusually high payloads for their Class 2b truck fleet, but noted they only use their trucks in terminal operations. 61 ------- Table 29. Maximum and Minimum Observed Volumes (cubic feet) Group # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6 Package Diesel 6_TL/Dry Van_Diesel 7_LTL/Dry Van_Diesel 7 Mixed 7 TL/DryVan Diesel 8A LTL/DryVan Diesel 8A Mixed 8A Refrigerated Diesel 8A_TL/Dry Van_Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B_Heavy/Bulk_Diesel 8B LTL/DryVan Diesel 8B Mixed 8B Refrigerated Diesel 8B Specialized_Diesel 8B_TL/Dry Van_Diesel 8B Tanker Diesel Min 1 1 54 141 693 336 141 300 693 693 267 728 1,000 1 1 1,454 2,844 1,516 2,341 1,000 2,205 1,991 3,171 450 1,159 702 Mean 343 498 659 1,215 1,375 1,324 1,382 1,398 1,255 1,687 1,601 1,581 3,272 2,862 2,759 3,410 4,424 2,387 3,485 3,114 3,615 3,565 3,721 2,604 3,740 1,210 Max 1,000 940 1,185 1,894 1,115 878 1,894 1,800 1,52141 3,765 3,521 3,521 3,852 6,302 3,780 3,848 8,350 3,892 5,000 4,824 4,925 4,896 4,068 5,843 6,316 4,004 Maximum volumes are extremely difficult to define given the presence of non-uniform body styles, oversized loads, etc. Accordingly a simple upper bound was set at 3 times the maximum observed values shown above. However, no absolute lower-bound volume value was set, to allow for small package and specialty deliveries. Therefore the only low end constraint is the requirement that volumes be > 0. 41 One Class 6 LTL fleet with an extreme outlier volume of 12,000 cubic feet was dropped for the purposes of this analysis. 62 ------- Percent Capacity Utilization Capacity utilization was frequently equal to 100 in the dataset. Accordingly, no upper bound was set for this field. In addition, no absolute lower-bound was set for utilization either, to allow for small package and LTL/specialty deliveries. The only requirement is that all values be >0 and <100. Percent Urban/Highway Miles There is no clear distributional pattern associated with these data fields, with values frequently ranging from 0 to 100. Therefore no lower or upper bound values are set. Average Annual Idle Hours per Truck The maximum and minimum observed idle hours from the dataset (prior to cleaning) are presented in Table 30. Table 30. Maximum and Minimum Observed Idle Hours per Truck Group # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Name 2B Mixed 3 Mixed 4 Mixed 5 Mixed 6 LTL/DryVan Diesel 6 Mixed 6_Moving 6 Package Diesel 6_TL/Dry Van_Diesel 7 LTL/DryVan Diesel 7 Mixed 7_TL/Dry Van_Diesel 8A LTL/Dry Van_Diesel 8A Mixed 8A Refrigerated Diesel 8A TL/DryVan Diesel 8B AutoCarrier Diesel 8B Dray Diesel 8B Flatbed Diesel 8B Heavy/Bulk Diesel 8B_LTL/Dry Van_Diesel 8B Mixed 8B_Refrigerated_Diesel 8B_Specialized_Diesel 8B TL/DryVan Diesel 8B Tanker Diesel Min 0 20 50 30 0 2 22 8 0 75 55 3 61 0 130 25 240 78 100 161 61 0 41 140 17 54 Mean 323 371 364 420 311 425 275 305 514 326 413 288 384 574 713 629 1,154 672 911 601 518 782 843 760 912 826 Max 1,785 1,267 1,524 1,462 720 1,825 576 1,196 1,820 1,440 2,077 598 2,071 2,574 2,000 2,016 3,380 2,080 2,100 1,401 1,675 2,475 2,349 2,200 3,410 2,816 63 ------- Absolute bounds on idle hours are based on simple operational constraints: a truck can idle no more than 24 hours per day, 7 days a week, or 8,760 hours per year. Zero hours are also acceptable values with explanations. 64 ------- 4.0 Performance Metrics The Truck Tool allows the user to calculate their emissions performance using a number of different metrics, at different levels of aggregation. Available performance metrics include: • Grams per mile • Grams per Payload Ton-Mile • Grams per Thousand Cubic Foot-Miles • Grams per Thousand Utilized Cubic Foot-Miles The Internal Metrics report within the Truck Tool presents the results of 36 calculations (4x4x3 = 48), which represent the following four calculations for each of the three pollutants (C02, NOx, PM10 and PM25) and for each of three different mileage types (total, payload, and loaded). Note that all capitalized fields represent fields in the user interface: 1. g/mile: £E / M where E = Emissions, M = Miles Driven 2. g/avg payload ton-mile: £E / (M x AP) where E = Emissions, M = Miles Driven, AP = Average Payload 3. g/avg cubic foot volume: £E / (M x ACV) where E = Emissions, M = Miles Driven, ACV = Average Capacity Volume 4. g/avg utilized cubic foot: £E / (M x ACV) / CU where E = Emissions, M = Miles Driven, ACV = Average Capacity Volume, CU = % Cube Utilization For all four calculations: Emissions = grams of pollutant (as specified above) Miles Driven = Total Miles, Payload Miles, or Loaded Miles (Total Miles minus Empty Miles) As shown in the equations above, summations are performed for the different metrics. Each of the metrics is automatically aggregated across model years (for NOx and PM) for all reporting purposes. Additional aggregation may be reported across truck classes, fuel types, divisions, and at the company level, as specified by the user. 65 ------- 5.0 Port Dray Program Inputs and Calculations Those fleets with 75% or more of their operation in the Dray Operation Type category are eligible to participate in SmartWay's Port Drayage Program. This voluntary program recognizes Partners for reducing diesel emissions from port drayage trucks. Participating Partners must provide information on their drayage fleet's model year distribution, use of PM control equipment, auxiliary power units (APUs), SmartWay tires, and LNG trucks in order to obtain an Environmental Performance Rating for the program. The following summarizes the calculations used in the Truck Tool to calculate Port Dray Program Environmental Performance Rating. Baseline COi Emissions from Average Dray Truck Fleet To calculate baseline C02 emissions from the average dray truck fleet, the total number of trucks within a single model year group, as supplied by the user, is multiplied by an average model year distribution factor, as seen in Table 31. Table 31. Average Model Year Distribution Factors by Model Year Group Model Year Group Pre-1988 1988-1993 1994-2002 2003 - 2006 2007 - 2009 Post 2009 Average Model Year Distribution Factor 0.061 0.190 0.632 0.083 0.033 0.000 Then, the fuel consumption is calculated by dividing the average miles per truck, also supplied by the user, by an assumed 5.47 miles per gallon.42 This calculated fuel consumption is then multiplied by the C02 emission factor of 0.01015. C02 emissions across all model year groups are summed to obtain the total baseline C02 emissions. Untreated and Controlled COi Emissions To calculate C02 emissions from untreated trucks (e.g., without PM retrofits), as well as trucks with diesel oxidation catalysts (DOCs), closed crankcase ventilation (CCVs), flow through filters, and diesel particulate filters in the fleet, the fuel consumption is This and other calculation elements used to derive the Dray Program Environmental Performance Score are completely independent of the performance metric calculations in other portions of the Truck Tool. For example, the truck fleet gram per mile and gram per ton-mile performance metrics are calculated using the fleet's actual fuel efficiency, not the 5.47 value used for the Dray Program calculations. 66 ------- calculated by dividing the average miles per truck, supplied by the user, by the assumed value of 5.47 miles per gallon. This calculated fuel consumption is then multiplied by the C02 emission factor of 0.01015. C02 emissions across all model year bins are summed to obtain the total untreated plus controlled vehicle C02 emissions. Baseline PM Emissions from Average Dray Truck Fleet To calculate baseline PM emissions from the average dray truck fleet, the total number of trucks within a single model year group, as supplied by the user, is multiplied by an average model year distribution factor, as shown in Table 31. The resulting value is then multiplied by the average miles per truck, as supplied by the user, as well as the specified PM emission factor, as shown in Table 32. PM emissions across all model year bins are summed to obtain the total baseline PM emissions. Table 32. PM Emission Factors by Model Year Group Model Year Group Pre '88 88-93 94-'02 03-06 07-09 post 2009 PM Emission Factor 3.428E-06 2.535E-06 1.157E-06 6.834E-07 9.921E-08 7.716E-08 PM Emissions from Untreated Trucks To calculate PM emissions from untreated trucks, the total number of untreated trucks within a single model year bin, as supplied by the user, is multiplied by the average miles per truck, also supplied by the user, as well as an appropriate PM emission factor, as shown in Table 32. PM emissions across all model year groups are summed to obtain the total PM emissions from untreated trucks within the fleet. PM Emissions from Controlled Trucks To calculate PM emissions from controlled trucks, the total number of controlled trucks within a single model year group, as supplied by the user, is multiplied by the average miles per truck, also supplied by the user, as well as an appropriate PM emission factor, as shown in Table 32. This value is then multiplied by a control factor, as shown in Table 33. PM emissions across all model year groups are summed to obtain the total PM emissions from untreated trucks within the fleet. 67 ------- Table 33. PM Control Factors by Control Type Control Type DOC & CCVs Flow Through Filter Diesel Participate PM Control Factor 70% 50% 10% Baseline NOx Emissions from Average Dray Truck Fleet To calculate baseline NOX emissions from the average dray truck fleet, the total number of trucks within a single model year group, as supplied by the user, is multiplied by an average model year distribution factor, as seen in Table 31. The resulting value is then multiplied by the average miles per truck, as supplied by the user, as well as an appropriate NOX emission factor, as shown in Table 134. NOX emissions across all model year groups are summed to obtain the total baseline NOX emissions. Table 34. NOX Emission Factors by Model Year Group Model Year Group Pre '88 88-'93 94-02 03-'06 07-'09 post 2009 PM Emission Factor 2.65E-05 2.51 E-05 2.38E-05 1 .68E-05 1.01 E-05 3E-06 NOx Emissions from Untreated and Controlled Trucks To calculate NOX emissions from untreated trucks, the total number of untreated trucks within a single model year group, as supplied by the user, is multiplied by the average miles per truck, also supplied by the user, as well as an appropriate NOX emission factor, as seen in Table 34. NOX emissions across all model year groups are summed to obtain the total NOX emissions from untreated trucks within the fleet. Reductions in COi Emissions from Auxiliary Power Units (APUs), SmartWay Approved Tires, and LNG Vehicles The user-supplied number of vehicles with each control is divided by the total number of trucks in the fleet and multiplied by a control factor, as shown in Table 35. 68 ------- Table 135. Control Strategy Control Factors Control Type APUs SmartWay Tires LNG PM Control Factor 11% 2% 21% The reductions are then summed across all control types and multiplied by the sum of C02 emissions for untreated trucks, and trucks with DOCs & CCVs, flow through filters, and diesel particulate traps installed. This value is then multiplied by -1 to indicate a reduction in emissions. Reductions in PM Emissions from Auxiliary Power Units (APUs) The user-supplied number of trucks with APUs installed is divided by the total number of trucks in the fleet and multiplied by a control factor of 8%. The reductions are then multiplied by the sum of PM emissions for untreated trucks, and trucks with DOCs & CCVs, flow through filters, and diesel particulate traps installed. This value is then multiplied by -1 to indicate a reduction in emissions. Reductions in NOx Emissions from Auxiliary Power Units (APUs) and SmartWay Tires The user-supplied number of trucks with APUs and SmartWay Tires installed is divided by the total number of trucks in the fleet and multiplied by a control factor of 11 % and 2% for APUs and SmartWay tires, respectively. The reductions are then multiplied by the sum of NOX emissions for untreated trucks, and trucks with DOCs & CCVs, flow through filters, and diesel particulate traps installed. This value is then multiplied by -1 to indicate a reduction in emissions. Total Fleet Emissions The total fleet emissions are calculated by subtracting the reductions that were calculated for each pollutant from the sum of the emissions, by pollutant, for untreated trucks and trucks equipped with DOCs & CCVs, flow through filters, and diesel particulate traps. Change in Emissions from Baseline Total fleet emissions are subtracted from the baseline emissions for each pollutant to determine the change in emissions from baseline. 69 ------- Percent Change in Emissions The change in emissions from baseline is divided by the baseline emissions, by pollutant. Fleet Composite Score and Environmental Performance Rating The fleet composite score determines the dray fleet's Environmental Performance Rating, which is used by shippers to assess their status in the Port Dray Program. The fleet composite score is determined by the formula: [C02% Change in Emissions , NOX % Chang3 in Emissions , PM % Change in Emissions-, _ 1 ~ 1 * —luu 40 80 80 The Environmental Performance Rating is assigned based on the value of the fleet composite score, as shown in Table 36. Table 36. Environmental Performance Rating Assignments Fleet Composite Score <0.05 >0.05 and <0.499 >0.499and £1.00 >1.00and <1.8 >1.8 Environmental Performance Rating No Rating Average Good Very Good Outstanding Appendix F shows a detailed breakdown of all equations in EPA's Drayage Calculator, which is used as the basis of the drayage calculations within the SmartWay Truck Tool. 70 ------- Appendix A: MOVES2010b NOx/PM25 Emission Factors (g/mi) ------- Year& Class 1987-2b 1987-3 1987-4 1987-5 1987-6 1987-7 1987-8a 1987-8b 1988-2b 1988-3 1988-4 1988-5 1988-6 1988-7 1988-8a 1988-8b 1989-2b 1989-3 1989-4 1989-5 1989-6 1989-7 1989-8a 1989-8b 1990-2b 1990-3 1990-4 1990-5 1990-6 1990-7 1990-8a 1990-8b 1991-2b 1991-3 1991-4 1991-5 1991-6 1991-7 1991-8a 1991-8b 1992-2b 1992-3 1992-4 1992-5 1992-6 Diesel NOx Decel 3.245 3.243 3.250 3.237 3.175 3.004 2.864 2.743 2.610 3.217 3.249 3.187 3.167 3.098 2.907 2.725 2.827 3.161 3.249 3.207 3.153 3.158 2.964 2.718 2.442 2.511 2.507 2.494 2.418 2.412 2.205 2.068 2.074 2.313 2.185 2.206 2.244 2.170 1.987 1.899 2.012 2.218 2.318 2.316 2.249 Diesel NOx Oto25 29.722 29.766 29.716 29.971 32.362 38.309 42.181 45.659 21.790 30.741 29.674 31.955 32.664 35.129 41.045 46.404 28.462 28.711 29.662 31.155 33.192 33.094 39.515 46.565 14.962 19.896 22.848 23.363 26.232 26.398 32.918 36.694 12.660 21.288 26.073 17.505 23.990 26.471 31.598 34.188 11.223 18.716 21.158 21.260 23.799 Diesel NOx 25 to 50 39.332 39.418 39.714 39.926 44.066 55.060 62.740 69.864 26.090 41.096 39.529 43.331 44.589 49.132 60.625 71.629 36.343 37.343 39.492 41.867 45.529 45.437 57.568 71.963 18.568 25.119 30.191 31.142 36.237 36.557 49.275 57.153 15.614 28.217 36.839 21.942 33.091 37.723 47.980 53.479 14.030 23.632 27.955 28.321 32.668 Diesel NOx 50 + 10.774 10.829 10.846 11.107 13.539 19.895 24.358 28.288 7.700 11.810 10.777 13.081 13.797 16.438 23.011 29.046 11.873 10.280 10.760 12.237 14.342 14.218 21.213 29.238 5.822 7.473 8.201 8.746 11.703 11.908 19.119 23.470 4.963 7.782 12.766 6.527 10.556 13.262 19.119 22.023 4.547 6.748 7.618 7.780 10.357 Diesel NOx Highway 16.543 16.607 17.522 17.149 22.427 31.991 36.194 39.286 12.419 19.075 17.236 21.878 23.138 27.484 35.108 40.000 21.460 15.956 17.198 20.172 24.201 24.010 33.448 40.116 8.823 12.106 12.761 14.057 19.775 20.041 28.378 31.523 7.548 11.930 21.263 10.450 17.838 21.786 27.423 29.509 6.780 10.566 1 1 .742 12.293 17.526 Diesel PM2.5 Decel 0.146 0.147 0.122 0.142 0.159 0.193 0.223 0.255 0.161 0.097 0.100 0.100 0.101 0.105 0.116 0.130 0.147 0.108 0.100 0.100 0.103 0.103 0.114 0.131 0.204 0.160 0.099 0.100 0.105 0.106 0.122 0.136 0.113 0.071 0.087 0.097 0.080 0.089 0.112 0.128 0.113 0.086 0.071 0.070 0.080 Diesel PM2.5 Oto25 1.727 1.733 1.441 1.690 2.069 2.854 3.405 3.935 1.035 1.183 1.173 1.255 1.281 1.409 1.705 1.988 1.255 1.135 1.180 1.227 1.326 1.322 1.644 2.005 1.040 1.143 1.162 1.199 1.380 1.390 1.822 2.087 0.620 0.839 1.247 0.741 1.071 1.278 1.724 1.968 0.576 0.778 0.840 0.828 1.058 Diesel PM2.5 25 to 50 2.238 2.243 1.898 2.180 2.444 2.927 3.313 3.677 1.304 1.489 1.544 1.533 1.532 1.592 1.724 1.860 1.465 1.470 1.554 1.532 1.566 1.567 1.705 1.873 1.316 1.439 1.518 1.538 1.599 1.606 1.798 1.928 0.755 1.084 1.325 0.920 1.221 1.348 1.642 1.806 0.702 0.973 1.092 1.081 1.217 Diesel PM2.5 50 + 0.682 0.684 0.568 0.661 0.730 0.842 0.936 1.023 0.355 0.451 0.463 0.459 0.459 0.469 0.493 0.518 0.412 0.442 0.466 0.461 0.467 0.467 0.492 0.521 0.326 0.400 0.461 0.464 0.475 0.476 0.510 0.534 0.192 0.330 0.386 0.259 0.362 0.390 0.460 0.499 0.173 0.287 0.333 0.326 0.362 Diesel PM2.5 Highway 1.200 1.203 1.008 1.170 1.456 1.881 2.095 2.277 0.639 0.734 0.749 0.773 0.782 0.833 0.919 0.979 0.765 0.709 0.754 0.762 0.804 0.803 0.907 0.984 0.633 0.706 0.732 0.753 0.829 0.832 0.956 1.007 0.376 0.454 0.755 0.419 0.648 0.771 0.964 1.044 0.363 0.449 0.475 0.460 0.646 A-l ------- Year& Class 1992-7 1992-8a 1992-8b 1993-2b 1993-3 1993-4 1993-5 1993-6 1993-7 1993-8a 1993-8b 1994-2b 1994-3 1994-4 1994-5 1994-6 1994-7 1994-8a 1994-8b 1995-2b 1995-3 1995-4 1995-5 1995-6 1995-7 1995-8a 1995-8b 1996-2b 1996-3 1996-4 1996-5 1996-6 1996-7 1996-8a 1996-8b 1997-2b 1997-3 1997-4 1997-5 1997-6 1997-7 1997-8a 1997-8b 1998-2b 1998-3 Diesel NOx Decel 2.206 1.992 1.897 2.126 2.246 2.292 2.313 2.255 2.225 1.990 1.898 2.067 2.156 2.326 2.324 2.287 2.218 1.996 1.917 2.033 2.269 2.257 2.294 2.257 2.208 1.985 1.917 2.038 2.277 2.297 2.250 2.248 2.193 1.993 1.917 1.854 2.125 2.326 2.311 2.270 2.232 1.999 1.921 1.672 2.028 Diesel NOx Oto25 25.348 31.888 34.313 14.161 19.791 22.077 21.217 23.463 24.559 31.775 34.334 12.947 12.985 21.192 21.330 22.718 25.309 32.017 34.288 10.539 19.963 20.363 22.565 23.894 25.645 32.395 34.332 12.277 20.088 22.450 21.845 24.350 26.092 32.190 34.381 8.907 19.104 21.159 21.889 23.368 24.796 32.183 34.250 8.877 18.200 Diesel NOx 25 to 50 35.614 48.634 53.785 17.329 25.413 29.530 28.113 32.085 34.151 48.429 53.869 15.880 16.056 27.939 28.329 30.738 35.497 48.829 53.683 13.410 25.699 26.315 30.493 32.820 36.107 49.674 53.813 15.133 25.917 30.165 29.029 33.769 36.972 49.282 53.947 11.591 24.092 27.862 29.341 31.814 34.487 49.221 53.637 11.186 23.652 Diesel NOx 50 + 12.008 19.277 22.140 5.345 7.106 8.539 7.708 10.017 11.176 19.204 22.141 4.999 5.074 7.582 7.778 9.200 11.883 19.393 21.984 4.410 7.215 7.690 9.031 10.415 12.274 19.808 22.016 4.822 7.258 8.865 8.892 10.837 12.783 19.559 22.055 3.895 7.396 7.543 8.339 9.826 11.331 19.487 21.907 3.683 6.475 Diesel NOx Highway 20.246 27.753 29.622 8.272 11.078 14.080 11.982 16.973 18.845 27.661 29.667 7.659 7.700 11.714 12.180 15.286 20.014 27.826 29.628 6.443 11.213 12.681 15.082 17.559 20.493 28.183 29.685 7.329 11.271 14.730 15.205 18.433 21.140 28.034 29.741 5.560 12.764 11.671 13.765 16.685 19.217 28.019 29.629 5.577 10.639 Diesel PM2.5 Decel 0.084 0.115 0.128 0.110 0.078 0.073 0.070 0.078 0.082 0.114 0.129 0.201 0.213 0.105 0.108 0.110 0.117 0.142 0.154 0.213 0.126 0.131 0.111 0.113 0.118 0.144 0.154 0.198 0.125 0.110 0.127 0.115 0.120 0.144 0.155 0.199 0.142 0.107 0.111 0.113 0.117 0.143 0.153 0.087 0.053 Diesel PM2.5 Oto25 1.184 1.762 1.975 0.661 0.794 0.911 0.830 1.025 1.122 1.749 1.976 1.040 1.067 1.240 1.272 1.376 1.589 2.154 2.361 0.963 1.214 1.260 1.372 1.465 1.610 2.181 2.361 1.003 1.224 1.355 1.376 1.518 1.655 2.174 2.379 0.863 1.239 1.261 1.343 1.438 1.553 2.168 2.348 0.409 0.572 Diesel PM2.5 25 to 50 1.292 1.666 1.810 0.809 1.009 1.126 1.080 1.195 1.255 1.659 1.809 1.298 1.342 1.616 1.661 1.693 1.782 2.059 2.172 1.207 1.551 1.566 1.701 1.721 1.789 2.072 2.170 1.244 1.567 1.674 1.669 1.756 1.817 2.072 2.185 1.076 1.483 1.645 1.719 1.724 1.775 2.067 2.162 0.505 0.739 Diesel PM2.5 50 + 0.377 0.466 0.500 0.214 0.302 0.339 0.327 0.354 0.369 0.465 0.500 0.323 0.331 0.492 0.501 0.507 0.524 0.578 0.601 0.281 0.461 0.461 0.509 0.512 0.525 0.580 0.601 0.307 0.467 0.505 0.490 0.521 0.531 0.582 0.605 0.243 0.427 0.501 0.514 0.515 0.524 0.580 0.599 0.118 0.223 Diesel PM2.5 Highway 0.724 0.982 1.043 0.395 0.443 0.533 0.456 0.622 0.686 0.977 1.043 0.520 0.529 0.623 0.643 0.712 0.826 1.019 1.068 0.473 0.608 0.644 0.710 0.763 0.835 1.030 1.070 0.495 0.612 0.697 0.713 0.792 0.851 1.027 1.073 0.425 0.639 0.628 0.687 0.746 0.807 1.027 1.069 0.257 0.348 A-2 ------- Year& Class 1998-4 1998-5 1998-6 1998-7 1998-8a 1998-8b 1999-2b 1999-3 1999-4 1999-5 1999-6 1999-7 1999-8a 1999-8b 2000-2b 2000-3 2000-4 2000-5 2000-6 2000-7 2000-8a 2000-8b 2001 -2b 2001-3 2001-4 2001-5 2001-6 2001-7 2001 -8a 2001-8b 2002-2b 2002-3 2002-4 2002-5 2002-6 2002-7 2002-8a 2002-8b 2003-2b 2003-3 2003-4 2003-5 2003-6 2003-7 2003-8a Diesel NOx Decel 2.060 2.062 2.059 2.022 1.782 1.655 1.544 1.280 1.212 1.212 1.197 1.204 1.236 1.249 1.466 1.278 1.219 1.219 1.203 1.214 1.236 1.255 1.460 1.253 1.207 1.207 1.195 1.201 1.242 1.253 1.508 1.305 1.235 1.235 1.220 1.226 1.238 1.242 1.646 1.137 1.002 1.002 0.998 0.981 0.841 Diesel NOx Oto25 18.746 18.774 18.782 20.048 26.593 29.429 6.554 10.441 11.028 11.059 11.338 12.435 20.269 22.686 6.171 10.397 11.132 11.186 11.199 12.791 19.379 22.626 5.801 10.367 10.982 11.008 1 1 .462 11.987 20.135 22.579 6.189 10.414 1 1 .242 1 1 .242 11.318 12.404 18.749 22.316 6.583 8.772 9.117 9.117 9.184 9.482 11.480 Diesel NOx 25 to 50 24.686 24.813 24.776 27.065 39.927 46.067 8.998 13.528 14.524 14.579 15.100 16.880 30.856 35.628 8.505 13.424 14.682 14.776 14.864 17.460 29.108 35.456 8.162 13.405 14.466 14.511 15.320 16.139 30.572 35.358 8.591 13.411 14.810 14.810 15.003 16.778 28.001 34.935 9.294 11.501 12.010 12.010 12.161 12.744 16.962 Diesel NOx 50 + 6.684 6.729 6.733 8.070 15.422 18.807 3.050 3.789 3.934 3.963 4.276 5.196 12.297 14.618 2.902 3.773 3.997 4.048 4.136 5.439 11.416 14.507 2.817 3.759 3.919 3.943 4.377 4.813 12.093 14.478 2.939 3.797 4.013 4.013 4.157 5.041 10.797 14.297 3.176 3.242 3.254 3.254 3.343 3.701 6.327 Diesel NOx Highway 10.928 11.150 11.030 14.258 24.013 26.524 4.262 6.464 6.787 6.821 7.691 9.579 18.243 19.921 4.040 6.436 6.864 6.922 7.299 10.118 17.559 19.920 3.816 6.433 6.766 6.794 7.977 8.862 18.215 19.875 4.041 6.441 6.894 6.894 7.316 9.361 17.021 19.646 4.191 5.228 5.385 5.385 5.557 6.146 8.687 Diesel PM2.5 Decel 0.049 0.048 0.049 0.052 0.077 0.091 0.088 0.056 0.048 0.048 0.049 0.052 0.081 0.093 0.084 0.057 0.049 0.049 0.049 0.053 0.077 0.093 0.084 0.055 0.048 0.048 0.049 0.051 0.081 0.093 0.086 0.058 0.049 0.049 0.049 0.052 0.074 0.091 0.074 0.051 0.044 0.044 0.044 0.047 0.066 Diesel PM2.5 Oto25 0.581 0.571 0.581 0.668 1.178 1.405 0.383 0.543 0.567 0.569 0.593 0.669 1.246 1.437 0.362 0.541 0.572 0.576 0.581 0.697 1.180 1.437 0.345 0.539 0.565 0.567 0.604 0.640 1.243 1.431 0.365 0.542 0.576 0.576 0.585 0.665 1.130 1.403 0.323 0.494 0.520 0.520 0.527 0.590 0.994 Diesel PM2.5 25 to 50 0.759 0.747 0.757 0.806 1.134 1.290 0.478 0.693 0.740 0.741 0.752 0.800 1.181 1.315 0.450 0.687 0.745 0.748 0.747 0.819 1.135 1.317 0.433 0.686 0.737 0.739 0.759 0.781 1.181 1.313 0.456 0.685 0.752 0.752 0.754 0.802 1.102 1.288 0.402 0.627 0.678 0.678 0.680 0.718 0.977 Diesel PM2.5 50 + 0.231 0.226 0.230 0.241 0.320 0.357 0.108 0.206 0.225 0.226 0.227 0.239 0.331 0.363 0.101 0.204 0.227 0.228 0.226 0.244 0.320 0.364 0.095 0.205 0.224 0.225 0.229 0.234 0.331 0.363 0.101 0.203 0.229 0.229 0.228 0.240 0.312 0.356 0.091 0.187 0.207 0.207 0.206 0.215 0.277 Diesel PM2.5 Highway 0.353 0.351 0.353 0.406 0.587 0.637 0.243 0.335 0.348 0.349 0.367 0.407 0.604 0.646 0.231 0.333 0.350 0.351 0.359 0.423 0.589 0.650 0.221 0.333 0.347 0.348 0.375 0.393 0.608 0.647 0.232 0.332 0.351 0.351 0.359 0.405 0.575 0.636 0.206 0.302 0.317 0.317 0.323 0.360 0.513 A-3 ------- Year& Class 2003-8b 2004-2b 2004-3 2004-4 2004-5 2004-6 2004-7 2004-8a 2004-8b 2005-2b 2005-3 2005-4 2005-5 2005-6 2005-7 2005-8a 2005-8b 2006-2b 2006-3 2006-4 2006-5 2006-6 2006-7 2006-8a 2006-8b 2007-2b 2007-3 2007-4 2007-5 2007-6 2007-7 2007-8a 2007-8b 2008-2b 2008-3 2008-4 2008-5 2008-6 2008-7 2008-8a 2008-8b 2009-2b 2009-3 2009-4 2009-5 Diesel NOx Decel 0.728 1.646 1.140 1.002 1.002 0.998 0.979 0.834 0.726 1.652 1.148 1.002 1.002 0.997 0.979 0.834 0.727 1.275 1.062 1.002 1.002 0.997 0.977 0.826 0.724 0.587 0.520 0.501 0.501 0.499 0.493 0.432 0.368 0.585 0.515 0.501 0.501 0.499 0.493 0.432 0.368 0.583 0.513 0.501 0.501 Diesel NOx Oto25 12.771 6.584 8.765 9.117 9.117 9.191 9.514 11.556 12.787 6.541 8.743 9.118 9.118 9.192 9.515 11.557 12.785 5.225 8.570 9.118 9.118 9.202 9.558 11.649 12.804 2.451 4.267 4.559 4.559 4.586 4.699 5.600 6.345 2.562 4.341 4.560 4.560 4.586 4.696 5.589 6.341 2.637 4.378 4.560 4.560 Diesel NOx 25 to 50 19.946 9.292 1 1 .492 12.011 12.011 12.174 12.806 17.132 19.983 9.266 1 1 .463 12.013 12.013 12.176 12.810 17.132 19.979 7.276 11.092 12.015 12.015 12.194 12.894 17.340 20.022 3.384 5.505 6.008 6.008 6.067 6.287 8.171 9.875 3.479 5.627 6.009 6.009 6.067 6.282 8.146 9.865 3.545 5.689 6.010 6.010 Diesel NOx 50 + 8.124 3.172 3.242 3.255 3.255 3.352 3.740 6.434 8.148 3.178 3.244 3.256 3.256 3.354 3.743 6.436 8.147 2.497 3.125 3.257 3.257 3.366 3.795 6.566 8.176 1.158 1.548 1.629 1.629 1.664 1.799 2.973 4.004 1.177 1.568 1.629 1.629 1.664 1.796 2.958 3.999 1.190 1.579 1.630 1.630 Diesel NOx Highway 9.652 4.188 5.224 5.385 5.385 5.570 6.203 8.754 9.661 4.174 5.215 5.386 5.386 5.571 6.205 8.754 9.660 3.257 5.096 5.387 5.387 5.589 6.281 8.833 9.670 1.527 2.537 2.694 2.694 2.762 2.990 4.213 4.800 1.589 2.577 2.694 2.694 2.761 2.984 4.201 4.797 1.632 2.597 2.694 2.694 Diesel PM2.5 Decel 0.082 0.069 0.050 0.044 0.044 0.044 0.047 0.066 0.082 0.069 0.050 0.044 0.044 0.044 0.047 0.066 0.082 0.069 0.050 0.044 0.044 0.044 0.047 0.067 0.082 0.004 0.003 0.002 0.002 0.002 0.002 0.003 0.004 0.004 0.003 0.002 0.002 0.002 0.002 0.003 0.004 0.004 0.002 0.002 0.002 Diesel PM2.5 Oto25 1.261 0.306 0.491 0.520 0.520 0.528 0.596 1.009 1.264 0.302 0.489 0.520 0.520 0.529 0.597 1.009 1.263 0.298 0.490 0.520 0.520 0.531 0.605 1.027 1.267 0.018 0.026 0.027 0.027 0.027 0.030 0.051 0.069 0.018 0.025 0.026 0.026 0.026 0.029 0.050 0.068 0.018 0.025 0.026 0.026 Diesel PM2.5 25 to 50 1.159 0.378 0.621 0.678 0.678 0.681 0.722 0.987 1.161 0.373 0.618 0.679 0.679 0.681 0.722 0.987 1.161 0.369 0.618 0.679 0.679 0.683 0.727 1.000 1.163 0.023 0.033 0.035 0.035 0.035 0.037 0.051 0.063 0.023 0.032 0.034 0.034 0.034 0.035 0.050 0.063 0.023 0.032 0.034 0.034 Diesel PM2.5 50 + 0.321 0.086 0.186 0.207 0.207 0.206 0.216 0.280 0.321 0.084 0.184 0.207 0.207 0.206 0.216 0.280 0.321 0.082 0.185 0.207 0.207 0.207 0.218 0.283 0.322 0.005 0.010 0.011 0.011 0.011 0.011 0.015 0.018 0.005 0.010 0.010 0.010 0.010 0.011 0.014 0.017 0.005 0.010 0.010 0.010 Diesel PM2.5 Highway 0.574 0.192 0.300 0.317 0.317 0.324 0.363 0.516 0.574 0.189 0.299 0.317 0.317 0.324 0.364 0.516 0.574 0.187 0.299 0.317 0.317 0.325 0.368 0.521 0.574 0.011 0.016 0.016 0.016 0.017 0.018 0.027 0.032 0.011 0.015 0.016 0.016 0.016 0.018 0.027 0.031 0.011 0.015 0.016 0.016 A-4 ------- Year& Class 2009-6 2009-7 2009-8a 2009-8b 2010-2b 2010-3 2010-4 2010-5 2010-6 2010-7 2010-8a 2010-8b 2011-2b 2011-3 2011-4 2011-5 2011-6 2011-7 2011-8a 2011-8b 2012-2b 2012-3 2012-4 2012-5 2012-6 2012-7 2012-8a 2012-8b 2013-2b 2013-3 2013-4 2013-5 2013-6 2013-7 2013-8a 2013-8b Diesel NOx Decel 0.499 0.493 0.433 0.369 0.154 0.118 0.110 0.110 0.110 0.109 0.098 0.086 0.154 0.118 0.110 0.110 0.110 0.109 0.098 0.086 0.153 0.117 0.110 0.110 0.110 0.109 0.098 0.086 0.153 0.114 0.108 0.108 0.107 0.106 0.095 0.083 Diesel NOx Oto25 4.586 4.695 5.584 6.339 0.644 0.962 1.003 1.003 1.008 1.038 1.278 1.487 0.648 0.964 1.003 1.003 1.008 1.037 1.274 1.486 0.655 0.968 1.003 1.003 1.008 1.036 1.272 1.485 0.656 0.950 0.980 0.980 0.986 1.012 1.231 1.430 Diesel NOx 25 to 50 6.067 6.280 8.135 9.858 0.894 1.255 1.322 1.322 1.333 1.388 1.862 2.313 0.897 1.258 1.322 1.322 1.333 1.386 1.854 2.309 0.903 1.264 1.322 1.322 1.334 1.386 1.850 2.307 0.903 1.242 1.293 1.293 1.304 1.353 1.790 2.221 Diesel NOx 50 + 1.664 1.795 2.951 3.996 0.304 0.351 0.359 0.359 0.366 0.397 0.678 0.938 0.305 0.351 0.359 0.359 0.366 0.396 0.673 0.936 0.305 0.352 0.359 0.359 0.366 0.396 0.671 0.935 0.305 0.346 0.351 0.351 0.358 0.386 0.648 0.900 Diesel NOx Highway 2.760 2.982 4.196 4.795 0.407 0.571 0.591 0.591 0.606 0.662 0.970 1.128 0.409 0.572 0.591 0.591 0.606 0.660 0.966 1.126 0.412 0.574 0.592 0.592 0.606 0.659 0.965 1.126 0.413 0.563 0.579 0.579 0.592 0.643 0.931 1.084 Diesel PM2.5 Decel 0.002 0.002 0.003 0.004 0.002 0.001 0.001 0.001 0.001 0.001 0.002 0.003 0.002 0.001 0.001 0.001 0.001 0.001 0.002 0.003 0.002 0.001 0.001 0.001 0.001 0.001 0.002 0.003 0.002 0.001 0.001 0.001 0.001 0.001 0.002 0.003 Diesel PM2.5 Oto25 0.026 0.029 0.050 0.068 0.010 0.015 0.016 0.016 0.016 0.017 0.031 0.042 0.010 0.015 0.016 0.016 0.016 0.017 0.030 0.042 0.010 0.015 0.016 0.016 0.016 0.017 0.030 0.042 0.010 0.015 0.015 0.015 0.015 0.017 0.029 0.040 Diesel PM2.5 25 to 50 0.034 0.035 0.050 0.063 0.012 0.019 0.020 0.020 0.020 0.021 0.030 0.039 0.012 0.019 0.020 0.020 0.020 0.021 0.030 0.039 0.012 0.019 0.020 0.020 0.020 0.021 0.030 0.039 0.012 0.019 0.020 0.020 0.020 0.021 0.029 0.037 Diesel PM2.5 50 + 0.010 0.011 0.014 0.017 0.003 0.006 0.006 0.006 0.006 0.006 0.009 0.011 0.003 0.006 0.006 0.006 0.006 0.006 0.009 0.011 0.003 0.006 0.006 0.006 0.006 0.006 0.009 0.011 0.003 0.006 0.006 0.006 0.006 0.006 0.008 0.010 Diesel PM2.5 Highway 0.016 0.018 0.027 0.031 0.006 0.009 0.009 0.009 0.010 0.011 0.017 0.020 0.006 0.009 0.009 0.009 0.010 0.011 0.016 0.020 0.006 0.009 0.009 0.009 0.010 0.011 0.016 0.020 0.006 0.009 0.009 0.009 0.009 0.010 0.016 0.019 Year& Class 1987-2b 1987-3 1987-4 1987-5 Gasoline NOx Decel 0.341 0.542 0.537 0.567 Gasoline NOx Oto25 3.719 8.636 8.539 9.149 Gasoline NOx 25 to 50 7.901 13.216 13.238 12.874 Gasoline NOx 50 + 4.026 7.382 7.404 7.170 Gasoline NOx Highway 4.544 8.499 8.515 8.161 Gasoline PM2.5 Decel 0.010 0.010 0.010 0.009 Gasoline PM2.5 Oto25 0.045 0.044 0.044 0.042 Gasoline PM2.5 25 to 50 0.115 0.052 0.052 0.050 Gasoline PM2.5 50 + 0.067 0.073 0.073 0.071 Gasoline PM2.5 Highway 0.077 0.060 0.060 0.057 A-5 ------- Year& Class 1987-6 1987-7 1987-8a 1987-8b 1988-2b 1988-3 1988-4 1988-5 1988-6 1988-7 1988-8a 1988-8b 1989-2b 1989-3 1989-4 1989-5 1989-6 1989-7 1989-8a 1989-8b 1990-2b 1990-3 1990-4 1990-5 1990-6 1990-7 1990-8a 1990-8b 1991-2b 1991-3 1991-4 1991-5 1991-6 1991-7 1991-8a 1991-8b 1992-2b 1992-3 1992-4 1992-5 1992-6 1992-7 1992-8a 1992-8b 1993-2b Gasoline NOx Decel 0.551 0.561 0.562 0.562 0.363 0.542 0.538 0.554 0.560 0.577 0.584 0.584 0.363 0.540 0.538 0.568 0.555 0.564 0.755 0.755 0.370 0.382 0.380 0.392 0.395 0.415 0.557 0.557 0.385 0.381 0.380 0.385 0.389 0.386 0.415 0.415 0.370 0.379 0.379 0.379 0.379 0.379 0.381 0.381 0.370 Gasoline NOx Oto25 8.974 9.087 10.922 10.922 4.034 8.734 8.537 9.548 9.551 9.378 11.858 11.858 4.268 8.573 8.452 9.106 8.956 9.064 12.369 12.369 4.320 6.083 5.990 6.319 6.351 6.586 9.123 9.123 3.772 6.087 6.042 6.202 6.333 6.310 6.631 6.631 3.759 6.014 5.984 6.084 6.232 6.223 6.245 6.245 4.126 Gasoline NOx 25 to 50 12.998 12.918 14.484 14.484 8.098 13.267 13.341 13.412 13.317 12.869 14.982 14.982 8.259 13.182 13.272 12.798 12.902 12.827 9.134 9.134 8.164 9.290 9.363 9.124 9.108 8.980 6.737 6.737 7.932 9.332 9.355 9.277 9.213 9.225 9.045 9.045 7.986 9.364 9.380 9.329 9.255 9.260 9.248 9.248 8.098 Gasoline NOx 50 + 7.253 7.200 7.588 7.588 4.153 7.394 7.444 7.352 7.310 7.138 7.651 7.651 4.274 7.382 7.427 7.157 7.228 7.177 1.936 1.936 4.237 5.205 5.241 5.113 5.101 5.004 1.428 1.428 4.017 5.218 5.232 5.182 5.141 5.150 5.017 5.017 4.056 5.239 5.248 5.219 5.175 5.178 5.170 5.170 4.174 Gasoline NOx Highway 8.230 8.185 9.791 9.791 4.774 8.583 8.668 8.789 8.696 8.255 10.112 10.112 4.953 8.472 8.579 8.137 8.193 8.152 7.522 7.522 4.518 5.398 5.486 5.241 5.236 5.203 5.022 5.022 4.277 5.422 5.450 5.351 5.269 5.273 5.222 5.222 4.295 5.468 5.496 5.404 5.284 5.285 5.281 5.281 4.442 Gasoline PM2.5 Decel 0.009 0.009 0.009 0.009 0.010 0.011 0.011 0.011 0.011 0.011 0.011 0.011 0.010 0.011 0.011 0.011 0.011 0.011 0.011 0.011 0.007 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.007 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.007 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.008 Gasoline PM2.5 Oto25 0.043 0.043 0.047 0.047 0.043 0.051 0.051 0.051 0.051 0.050 0.052 0.052 0.043 0.051 0.051 0.050 0.050 0.050 0.036 0.036 0.029 0.018 0.018 0.018 0.018 0.018 0.012 0.012 0.033 0.043 0.043 0.043 0.043 0.043 0.041 0.041 0.034 0.043 0.043 0.043 0.043 0.043 0.043 0.043 0.035 Gasoline PM2.5 25 to 50 0.051 0.051 0.068 0.068 0.103 0.061 0.061 0.063 0.062 0.059 0.076 0.076 0.102 0.060 0.060 0.058 0.059 0.059 0.026 0.026 0.071 0.022 0.022 0.022 0.021 0.021 0.008 0.008 0.078 0.050 0.050 0.050 0.050 0.050 0.048 0.048 0.078 0.050 0.050 0.051 0.051 0.051 0.051 0.051 0.075 Gasoline PM2.5 50 + 0.072 0.072 0.073 0.073 0.063 0.084 0.084 0.083 0.082 0.082 0.077 0.077 0.064 0.084 0.084 0.082 0.083 0.083 0.015 0.015 0.045 0.031 0.031 0.030 0.030 0.030 0.005 0.005 0.049 0.071 0.071 0.071 0.071 0.071 0.069 0.069 0.050 0.071 0.071 0.071 0.071 0.071 0.071 0.071 0.052 Gasoline PM2.5 Highway 0.058 0.057 0.062 0.062 0.062 0.061 0.062 0.060 0.060 0.058 0.062 0.062 0.062 0.061 0.061 0.058 0.059 0.058 0.049 0.049 0.061 0.040 0.041 0.038 0.038 0.037 0.031 0.031 0.036 0.032 0.032 0.032 0.031 0.031 0.030 0.030 0.036 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.036 A-6 ------- Year& Class 1993-3 1993-4 1993-5 1993-6 1993-7 1993-8a 1993-8b 1994-2b 1994-3 1994-4 1994-5 1994-6 1994-7 1994-8a 1994-8b 1995-2b 1995-3 1995-4 1995-5 1995-6 1995-7 1995-8a 1995-8b 1996-2b 1996-3 1996-4 1996-5 1996-6 1996-7 1996-8a 1996-8b 1997-2b 1997-3 1997-4 1997-5 1997-6 1997-7 1997-8a 1997-8b 1998-2b 1998-3 1998-4 1998-5 1998-6 1998-7 Gasoline NOx Decel 0.381 0.380 0.392 0.390 0.407 0.414 0.414 0.354 0.373 0.373 0.377 0.377 0.397 0.547 0.547 0.351 0.373 0.374 0.375 0.386 0.384 0.547 0.547 0.213 0.373 0.373 0.374 0.373 0.381 0.547 0.547 0.179 0.372 0.373 0.373 0.375 0.380 0.547 0.547 0.169 0.246 0.245 0.246 0.248 0.251 Gasoline NOx Oto25 6.060 6.004 6.181 6.296 6.483 6.572 6.572 3.515 5.963 5.893 5.934 6.116 6.333 8.957 8.957 3.546 5.998 5.923 5.962 6.245 6.214 8.957 8.957 2.270 5.955 5.895 5.906 6.102 6.181 8.957 8.957 2.008 5.957 5.868 5.897 6.066 6.124 8.957 8.957 1.789 3.956 3.872 3.956 4.018 4.046 Gasoline NOx 25 to 50 9.301 9.346 9.241 9.126 9.027 8.978 8.978 7.148 9.119 9.179 9.160 9.000 8.886 6.615 6.615 7.171 9.125 9.174 9.151 8.982 8.998 6.615 6.615 4.321 9.146 9.187 9.182 9.046 9.005 6.615 6.615 3.986 9.086 9.191 9.158 8.975 8.947 6.615 6.615 3.758 5.995 6.037 5.995 5.964 5.949 Gasoline NOx 50 + 5.212 5.235 5.169 5.118 5.044 5.006 5.006 3.649 5.112 5.140 5.127 5.052 4.967 1.402 1.402 3.664 5.109 5.134 5.121 5.020 5.032 1.402 1.402 2.241 5.122 5.143 5.139 5.070 5.041 1.402 1.402 2.067 5.104 5.148 5.134 5.053 5.032 1.402 1.402 1.925 3.371 3.383 3.371 3.359 3.348 Gasoline NOx Highway 5.412 5.465 5.386 5.241 5.214 5.202 5.202 3.922 5.291 5.366 5.359 5.158 5.125 4.931 4.931 3.941 5.278 5.353 5.327 5.153 5.158 4.931 4.931 2.424 5.311 5.370 5.368 5.174 5.160 4.931 4.931 2.249 5.266 5.388 5.350 5.150 5.141 4.931 4.931 2.100 3.784 3.821 3.784 3.756 3.742 Gasoline PM2.5 Decel 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.005 0.008 0.008 0.008 0.008 0.007 0.004 0.004 0.004 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.004 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.002 0.002 Gasoline PM2.5 Oto25 0.043 0.043 0.042 0.043 0.042 0.041 0.041 0.022 0.035 0.036 0.035 0.035 0.033 0.012 0.012 0.016 0.014 0.014 0.014 0.014 0.014 0.008 0.008 0.016 0.013 0.013 0.013 0.013 0.013 0.009 0.009 0.015 0.013 0.013 0.013 0.013 0.013 0.008 0.008 0.013 0.011 0.011 0.011 0.011 0.011 Gasoline PM2.5 25 to 50 0.050 0.050 0.050 0.050 0.049 0.048 0.048 0.048 0.042 0.042 0.042 0.041 0.040 0.008 0.008 0.038 0.017 0.017 0.017 0.017 0.017 0.006 0.006 0.040 0.015 0.015 0.015 0.015 0.015 0.007 0.007 0.038 0.015 0.015 0.015 0.015 0.015 0.006 0.006 0.034 0.013 0.013 0.013 0.013 0.013 Gasoline PM2.5 50 + 0.071 0.071 0.070 0.070 0.069 0.069 0.069 0.033 0.059 0.059 0.058 0.058 0.057 0.005 0.005 0.023 0.024 0.024 0.024 0.024 0.024 0.003 0.003 0.024 0.021 0.021 0.021 0.021 0.021 0.004 0.004 0.022 0.022 0.022 0.022 0.022 0.022 0.003 0.003 0.020 0.018 0.018 0.018 0.018 0.018 Gasoline PM2.5 Highway 0.032 0.032 0.032 0.031 0.031 0.031 0.031 0.044 0.063 0.063 0.063 0.063 0.060 0.045 0.045 0.028 0.022 0.022 0.022 0.021 0.021 0.017 0.017 0.021 0.017 0.017 0.017 0.016 0.016 0.014 0.014 0.026 0.023 0.023 0.023 0.023 0.022 0.018 0.018 0.021 0.016 0.016 0.016 0.016 0.016 A-7 ------- Year& Class 1998-8a 1998-8b 1999-2b 1999-3 1999-4 1999-5 1999-6 1999-7 1999-8a 1999-8b 2000-2b 2000-3 2000-4 2000-5 2000-6 2000-7 2000-8a 2000-8b 2001 -2b 2001-3 2001-4 2001-5 2001-6 2001-7 2001 -8a 2001-8b 2002-2b 2002-3 2002-4 2002-5 2002-6 2002-7 2002-8a 2002-8b 2003-2b 2003-3 2003-4 2003-5 2003-6 2003-7 2003-8a 2003-8b 2004-2b 2004-3 2004-4 Gasoline NOx Decel 0.360 0.360 0.163 0.246 0.245 0.246 0.246 0.247 0.248 0.248 0.158 0.246 0.245 0.246 0.246 0.247 0.248 0.248 0.108 0.246 0.246 0.246 0.246 0.248 0.248 0.248 0.100 0.246 0.246 0.246 0.246 0.247 0.248 0.248 0.106 0.246 0.246 0.246 0.246 0.247 0.248 0.248 0.061 0.227 0.227 Gasoline NOx Oto25 5.897 5.897 1.679 3.983 3.947 3.937 3.940 4.013 4.018 4.018 1.627 3.984 3.951 3.941 3.944 4.012 4.017 4.017 1.183 3.995 3.963 3.954 3.957 4.021 4.025 4.025 1.107 3.996 3.967 3.958 3.962 4.020 4.024 4.024 1.171 3.998 3.970 3.962 3.965 4.020 4.023 4.023 0.817 3.691 3.668 Gasoline NOx 25 to 50 4.355 4.355 3.478 5.983 6.001 6.006 6.004 5.968 5.966 5.966 3.425 5.984 6.000 6.005 6.003 5.970 5.967 5.967 2.360 5.997 6.012 6.016 6.014 5.984 5.982 5.982 2.245 5.997 6.011 6.015 6.013 5.986 5.984 5.984 2.369 5.998 6.011 6.014 6.013 5.987 5.985 5.985 1.419 5.536 5.547 Gasoline NOx 50 + 0.923 0.923 1.784 3.369 3.374 3.374 3.373 3.361 3.359 3.359 1.753 3.369 3.374 3.374 3.373 3.361 3.360 3.360 1.222 3.376 3.380 3.381 3.379 3.369 3.367 3.367 1.160 3.376 3.380 3.380 3.379 3.369 3.368 3.368 1.224 3.376 3.380 3.380 3.378 3.370 3.368 3.368 0.760 3.115 3.119 Gasoline NOx Highway 3.287 3.287 1.956 3.774 3.790 3.793 3.791 3.760 3.757 3.757 1.913 3.774 3.788 3.792 3.790 3.761 3.758 3.758 1.445 3.782 3.795 3.799 3.797 3.769 3.767 3.767 1.368 3.782 3.794 3.797 3.795 3.770 3.768 3.768 1.441 3.782 3.793 3.796 3.794 3.771 3.769 3.769 0.927 3.490 3.500 Gasoline PM2.5 Decel 0.002 0.002 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 Gasoline PM2.5 Oto25 0.007 0.007 0.008 0.004 0.004 0.003 0.003 0.004 0.004 0.004 0.008 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.008 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.007 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.007 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.006 0.006 0.006 Gasoline PM2.5 25 to 50 0.005 0.005 0.022 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.020 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.020 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.019 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.019 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.016 0.007 0.007 Gasoline PM2.5 50 + 0.003 0.003 0.012 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.012 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.011 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.011 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.011 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.009 0.009 0.009 Gasoline PM2.5 Highway 0.012 0.012 0.016 0.010 0.010 0.010 0.010 0.010 0.010 0.010 0.016 0.009 0.009 0.009 0.009 0.008 0.008 0.008 0.014 0.014 0.014 0.014 0.014 0.014 0.014 0.014 0.011 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.012 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.009 0.007 0.007 A-8 ------- Year& Class 2004-5 2004-6 2004-7 2004-8a 2004-8b 2005-2b 2005-3 2005-4 2005-5 2005-6 2005-7 2005-8a 2005-8b 2006-2b 2006-3 2006-4 2006-5 2006-6 2006-7 2006-8a 2006-8b 2007-2b 2007-3 2007-4 2007-5 2007-6 2007-7 2007-8a 2007-8b 2008-2b 2008-3 2008-4 2008-5 2008-6 2008-7 2008-8a 2008-8b 2009-2b 2009-3 2009-4 2009-5 2009-6 2009-7 2009-8a 2009-8b Gasoline NOx Decel 0.227 0.227 0.228 0.228 0.228 0.049 0.227 0.227 0.227 0.227 0.228 0.228 0.228 0.042 0.227 0.227 0.227 0.228 0.228 0.228 0.228 0.041 0.225 0.225 0.225 0.226 0.226 0.226 0.226 0.034 0.182 0.182 0.182 0.182 0.182 0.182 0.182 0.036 0.182 0.182 0.182 0.182 0.182 0.182 0.182 Gasoline NOx Oto25 3.660 3.663 3.709 3.712 3.712 0.618 3.692 3.671 3.664 3.667 3.709 3.711 3.711 0.567 3.700 3.681 3.675 3.677 3.715 3.718 3.718 0.569 3.671 3.654 3.648 3.650 3.685 3.687 3.687 0.547 2.962 2.949 2.945 2.947 2.971 2.973 2.973 0.608 2.962 2.951 2.947 2.949 2.971 2.973 2.973 Gasoline NOx 25 to 50 5.550 5.548 5.527 5.526 5.526 1.127 5.537 5.546 5.549 5.548 5.529 5.528 5.528 0.970 5.548 5.556 5.559 5.558 5.541 5.540 5.540 0.948 5.504 5.511 5.514 5.512 5.497 5.496 5.496 0.817 4.439 4.444 4.446 4.445 4.434 4.433 4.433 0.873 4.439 4.445 4.446 4.445 4.435 4.434 4.434 Gasoline NOx 50 + 3.119 3.118 3.110 3.109 3.109 0.596 3.115 3.118 3.118 3.117 3.111 3.110 3.110 0.521 3.121 3.124 3.124 3.123 3.117 3.116 3.116 0.513 3.096 3.098 3.098 3.098 3.092 3.091 3.091 0.455 2.496 2.498 2.498 2.498 2.494 2.493 2.493 0.492 2.496 2.498 2.498 2.498 2.494 2.493 2.493 Gasoline NOx Highway 3.502 3.501 3.481 3.480 3.480 0.717 3.490 3.499 3.501 3.500 3.482 3.481 3.481 0.640 3.497 3.505 3.507 3.505 3.490 3.488 3.488 0.636 3.469 3.476 3.478 3.476 3.462 3.461 3.461 0.582 2.744 2.751 2.753 2.752 2.739 2.739 2.739 0.637 2.744 2.750 2.752 2.752 2.740 2.739 2.739 Gasoline PM2.5 Decel 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 Gasoline PM2.5 Oto25 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.006 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 Gasoline PM2.5 25 to 50 0.007 0.007 0.007 0.007 0.007 0.016 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.015 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.015 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.013 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.013 0.005 0.005 0.005 0.005 0.005 0.005 0.005 Gasoline PM2.5 50 + 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 Gasoline PM2.5 Highway 0.007 0.007 0.007 0.007 0.007 0.009 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.008 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.008 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.007 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.007 0.006 0.006 0.006 0.006 0.006 0.006 0.006 A-9 ------- Year& Class 2010-2b 2010-3 2010-4 2010-5 2010-6 2010-7 2010-8a 2010-8b 2011-2b 2011-3 2011-4 2011-5 2011-6 2011-7 2011-8a 2011-8b 2012-2b 2012-3 2012-4 2012-5 2012-6 2012-7 2012-8a 2012-8b 2013-2b 2013-3 2013-4 2013-5 2013-6 2013-7 2013-8a 2013-8b Gasoline NOx Decel 0.031 0.182 0.182 0.182 0.182 0.182 0.182 0.182 0.031 0.182 0.182 0.182 0.182 0.182 0.182 0.182 0.033 0.182 0.182 0.182 0.182 0.182 0.182 0.182 0.034 0.182 0.182 0.182 0.182 0.182 0.182 0.182 Gasoline NOx Oto25 0.506 2.963 2.953 2.949 2.950 2.971 2.972 2.972 0.523 2.964 2.954 2.951 2.952 2.971 2.972 2.972 0.559 2.965 2.956 2.953 2.954 2.971 2.972 2.972 0.586 2.965 2.957 2.954 2.955 2.971 2.972 2.972 Gasoline NOx 25 to 50 0.738 4.440 4.445 4.446 4.445 4.436 4.436 4.436 0.756 4.441 4.445 4.446 4.446 4.437 4.437 4.437 0.793 4.441 4.445 4.446 4.446 4.438 4.438 4.438 0.820 4.442 4.446 4.447 4.446 4.439 4.439 4.439 Gasoline NOx 50 + 0.414 2.496 2.498 2.498 2.498 2.494 2.494 2.494 0.425 2.496 2.498 2.498 2.498 2.494 2.494 2.494 0.448 2.496 2.498 2.498 2.497 2.495 2.494 2.494 0.466 2.496 2.498 2.498 2.497 2.495 2.494 2.494 Gasoline NOx Highway 0.528 2.744 2.750 2.752 2.751 2.740 2.740 2.740 0.543 2.744 2.749 2.751 2.751 2.741 2.740 2.740 0.577 2.744 2.749 2.751 2.750 2.741 2.741 2.741 0.601 2.744 2.749 2.750 2.750 2.742 2.741 2.741 Gasoline PM2.5 Decel 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 Gasoline PM2.5 Oto25 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 Gasoline PM2.5 25 to 50 0.008 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.008 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.008 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.008 0.003 0.003 0.003 0.003 0.003 0.003 0.003 Gasoline PM2.5 50 + 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 Gasoline PM2.5 Highway 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004 Note - highlighted cells are set equal to the row above (MOVES does not provide consistent outputs for Class 8b gasoline vehicles; therefore 8bs are set equal to 8as). Year& Class 1987-2b 1987-3 1987-4 1987-5 1987-6 1987-7 E10 NOx Decel 0.372 0.591 0.586 0.618 0.601 0.612 E10 NOx Oto25 4.057 9.420 9.314 9.979 9.789 9.912 E10 NOx 25 to 50 8.618 14.415 14.439 14.042 14.177 14.090 E10 NOx 50 + 4.391 8.052 8.076 7.821 7.911 7.853 ElONOx Highway 4.956 9.270 9.287 8.902 8.976 8.927 E10 PM2.5 Decel 0.010 0.010 0.010 0.009 0.009 0.009 E10 PM2.5 Oto25 0.045 0.044 0.045 0.043 0.044 0.043 E10 PM2.5 25 to 50 0.115 0.052 0.053 0.050 0.052 0.051 E10 PM2.5 50 + 0.067 0.073 0.074 0.072 0.073 0.072 E10 PM2.5 Highway 0.077 0.060 0.061 0.057 0.058 0.057 A-10 ------- Year& Class 1987-8a 1987-8b 1988-2b 1988-3 1988-4 1988-5 1988-6 1988-7 1988-8a 1988-8b 1989-2b 1989-3 1989-4 1989-5 1989-6 1989-7 1989-8a 1989-8b 1990-2b 1990-3 1990-4 1990-5 1990-6 1990-7 1990-8a 1990-8b 1991-2b 1991-3 1991-4 1991-5 1991-6 1991-7 1991-8a 1991-8b 1992-2b 1992-3 1992-4 1992-5 1992-6 1992-7 1992-8a 1992-8b 1993-2b 1993-3 1993-4 E10 NOx Decel 0.613 0.613 0.396 0.591 0.586 0.604 0.610 0.629 0.636 0.636 0.396 0.589 0.587 0.619 0.605 0.615 0.824 0.824 0.403 0.417 0.415 0.428 0.431 0.453 0.608 0.608 0.420 0.416 0.414 0.420 0.424 0.421 0.453 0.453 0.404 0.414 0.414 0.413 0.414 0.413 0.415 0.415 0.404 0.416 0.414 E10 NOx Oto25 11.912 11.912 4.400 9.526 9.312 10.415 10.417 10.229 12.934 12.934 4.655 9.351 9.218 9.932 9.768 9.887 13.491 13.491 4.712 6.635 6.534 6.893 6.927 7.183 9.950 9.950 4.115 6.640 6.590 6.764 6.908 6.883 7.233 7.233 4.100 6.560 6.526 6.636 6.797 6.787 6.812 6.812 4.500 6.610 6.548 E10 NOx 25 to 50 15.798 15.798 8.832 14.471 14.551 14.629 14.526 14.036 16.341 16.341 9.008 14.377 14.476 13.959 14.072 13.991 9.963 9.963 8.905 10.133 10.212 9.952 9.934 9.795 7.348 7.348 8.652 10.179 10.203 10.119 10.049 10.062 9.866 9.866 8.710 10.214 10.231 10.176 10.095 10.100 10.087 10.087 8.832 10.145 10.195 E10 NOx 50 + 8.276 8.276 4.530 8.065 8.120 8.019 7.973 7.786 8.345 8.345 4.662 8.051 8.101 7.807 7.883 7.828 2.112 2.112 4.621 5.677 5.717 5.577 5.563 5.458 1.557 1.557 4.381 5.691 5.707 5.653 5.607 5.617 5.472 5.472 4.425 5.714 5.724 5.692 5.644 5.648 5.639 5.639 4.553 5.685 5.710 ElONOx Highway 10.679 10.679 5.207 9.362 9.454 9.586 9.485 9.004 11.029 11.029 5.402 9.240 9.357 8.875 8.936 8.892 8.204 8.204 4.928 5.888 5.984 5.716 5.711 5.675 5.478 5.478 4.665 5.914 5.945 5.836 5.747 5.752 5.695 5.695 4.685 5.964 5.995 5.894 5.763 5.765 5.760 5.760 4.845 5.903 5.961 E10 PM2.5 Decel 0.009 0.009 0.010 0.011 0.011 0.011 0.011 0.011 0.011 0.011 0.010 0.011 0.011 0.011 0.011 0.011 0.011 0.011 0.007 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.007 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.007 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.008 0.009 0.009 E10 PM2.5 Oto25 0.047 0.047 0.043 0.051 0.051 0.051 0.051 0.050 0.052 0.052 0.043 0.051 0.051 0.050 0.051 0.050 0.036 0.036 0.029 0.019 0.019 0.018 0.018 0.018 0.012 0.012 0.034 0.043 0.043 0.043 0.043 0.043 0.042 0.042 0.034 0.043 0.043 0.043 0.043 0.043 0.043 0.043 0.035 0.043 0.043 E10 PM2.5 25 to 50 0.069 0.069 0.103 0.061 0.061 0.063 0.063 0.059 0.076 0.076 0.102 0.060 0.060 0.059 0.059 0.059 0.026 0.026 0.072 0.022 0.022 0.022 0.022 0.021 0.008 0.008 0.078 0.051 0.051 0.051 0.051 0.051 0.049 0.049 0.078 0.051 0.051 0.051 0.051 0.051 0.051 0.051 0.075 0.051 0.051 E10 PM2.5 50 + 0.073 0.073 0.063 0.084 0.085 0.083 0.083 0.082 0.077 0.077 0.064 0.085 0.085 0.083 0.084 0.083 0.015 0.015 0.045 0.031 0.031 0.031 0.030 0.030 0.005 0.005 0.050 0.071 0.071 0.071 0.071 0.071 0.069 0.069 0.050 0.071 0.071 0.071 0.072 0.072 0.071 0.071 0.052 0.071 0.071 E10 PM2.5 Highway 0.063 0.063 0.062 0.061 0.062 0.061 0.060 0.058 0.062 0.062 0.062 0.061 0.062 0.059 0.059 0.059 0.049 0.049 0.061 0.040 0.041 0.038 0.038 0.037 0.031 0.031 0.036 0.032 0.032 0.032 0.031 0.032 0.031 0.031 0.037 0.032 0.032 0.032 0.032 0.032 0.032 0.032 0.036 0.032 0.032 A-ll ------- Year& Class 1993-5 1993-6 1993-7 1993-8a 1993-8b 1994-2b 1994-3 1994-4 1994-5 1994-6 1994-7 1994-8a 1994-8b 1995-2b 1995-3 1995-4 1995-5 1995-6 1995-7 1995-8a 1995-8b 1996-2b 1996-3 1996-4 1996-5 1996-6 1996-7 1996-8a 1996-8b 1997-2b 1997-3 1997-4 1997-5 1997-6 1997-7 1997-8a 1997-8b 1998-2b 1998-3 1998-4 1998-5 1998-6 1998-7 1998-8a 1998-8b E10 NOx Decel 0.428 0.426 0.444 0.452 0.452 0.386 0.407 0.406 0.411 0.411 0.432 0.597 0.597 0.383 0.407 0.407 0.409 0.422 0.418 0.597 0.597 0.232 0.406 0.406 0.408 0.407 0.416 0.597 0.597 0.196 0.406 0.406 0.407 0.409 0.414 0.597 0.597 0.184 0.268 0.267 0.269 0.270 0.273 0.393 0.393 E10 NOx Oto25 6.742 6.868 7.071 7.168 7.168 3.834 6.504 6.428 6.473 6.671 6.908 9.770 9.770 3.867 6.542 6.460 6.503 6.812 6.778 9.770 9.770 2.476 6.496 6.430 6.442 6.656 6.742 9.770 9.770 2.191 6.497 6.400 6.432 6.616 6.679 9.770 9.770 1.951 4.315 4.223 4.315 4.383 4.414 6.432 6.432 E10 NOx 25 to 50 10.080 9.954 9.846 9.793 9.793 7.797 9.946 10.011 9.991 9.817 9.692 7.215 7.215 7.822 9.952 10.006 9.981 9.796 9.815 7.215 7.215 4.713 9.976 10.021 10.016 9.867 9.822 7.215 7.215 4.348 9.911 10.025 9.989 9.789 9.758 7.215 7.215 4.099 6.539 6.585 6.539 6.505 6.489 4.750 4.750 E10 NOx 50 + 5.638 5.582 5.502 5.460 5.460 3.980 5.576 5.607 5.592 5.510 5.418 1.529 1.529 3.996 5.572 5.600 5.586 5.475 5.488 1.529 1.529 2.445 5.587 5.610 5.606 5.530 5.498 1.529 1.529 2.255 5.567 5.615 5.600 5.511 5.488 1.529 1.529 2.100 3.677 3.690 3.677 3.664 3.652 1.007 1.007 ElONOx Highway 5.874 5.717 5.687 5.675 5.675 4.278 5.771 5.853 5.845 5.626 5.590 5.379 5.379 4.299 5.757 5.838 5.810 5.621 5.626 5.379 5.379 2.644 5.793 5.857 5.855 5.643 5.628 5.379 5.379 2.453 5.744 5.877 5.836 5.617 5.607 5.379 5.379 2.291 4.127 4.167 4.127 4.097 4.081 3.585 3.585 E10 PM2.5 Decel 0.009 0.009 0.009 0.009 0.009 0.005 0.008 0.008 0.008 0.008 0.007 0.004 0.004 0.004 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.004 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.002 0.002 0.002 0.002 0.002 0.002 0.002 E10 PM2.5 Oto25 0.042 0.043 0.042 0.042 0.042 0.022 0.036 0.036 0.035 0.035 0.033 0.012 0.012 0.016 0.014 0.014 0.014 0.014 0.014 0.008 0.008 0.016 0.013 0.013 0.013 0.013 0.013 0.009 0.009 0.015 0.013 0.013 0.013 0.013 0.013 0.008 0.008 0.013 0.011 0.011 0.011 0.011 0.011 0.007 0.007 E10 PM2.5 25 to 50 0.050 0.050 0.049 0.049 0.049 0.049 0.042 0.042 0.042 0.041 0.040 0.008 0.008 0.038 0.017 0.017 0.017 0.017 0.017 0.006 0.006 0.040 0.015 0.015 0.015 0.015 0.015 0.007 0.007 0.038 0.016 0.016 0.016 0.016 0.015 0.006 0.006 0.034 0.013 0.013 0.013 0.013 0.013 0.005 0.005 E10 PM2.5 50 + 0.070 0.071 0.070 0.069 0.069 0.033 0.059 0.059 0.059 0.058 0.057 0.005 0.005 0.024 0.024 0.024 0.024 0.024 0.024 0.003 0.003 0.024 0.021 0.021 0.021 0.021 0.021 0.004 0.004 0.022 0.022 0.022 0.022 0.022 0.022 0.003 0.003 0.020 0.018 0.018 0.018 0.018 0.018 0.003 0.003 E10 PM2.5 Highway 0.032 0.031 0.031 0.031 0.031 0.045 0.063 0.064 0.063 0.063 0.060 0.045 0.045 0.028 0.022 0.022 0.022 0.021 0.021 0.017 0.017 0.022 0.017 0.017 0.017 0.016 0.016 0.014 0.014 0.026 0.023 0.023 0.023 0.023 0.023 0.018 0.018 0.022 0.016 0.016 0.016 0.016 0.016 0.013 0.013 A-12 ------- Year& Class 1999-2b 1999-3 1999-4 1999-5 1999-6 1999-7 1999-8a 1999-8b 2000-2b 2000-3 2000-4 2000-5 2000-6 2000-7 2000-8a 2000-8b 2001 -2b 2001-3 2001-4 2001-5 2001-6 2001-7 2001 -8a 2001-8b 2002-2b 2002-3 2002-4 2002-5 2002-6 2002-7 2002-8a 2002-8b 2003-2b 2003-3 2003-4 2003-5 2003-6 2003-7 2003-8a 2003-8b 2004-2b 2004-3 2004-4 2004-5 2004-6 E10 NOx Decel 0.178 0.268 0.267 0.268 0.268 0.270 0.270 0.270 0.172 0.268 0.267 0.268 0.268 0.270 0.270 0.270 0.118 0.268 0.268 0.268 0.269 0.270 0.270 0.270 0.109 0.268 0.268 0.268 0.269 0.270 0.270 0.270 0.115 0.268 0.268 0.268 0.269 0.270 0.270 0.270 0.062 0.228 0.228 0.228 0.228 E10 NOx Oto25 1.831 4.344 4.305 4.294 4.298 4.377 4.382 4.382 1.775 4.346 4.309 4.298 4.302 4.377 4.381 4.381 1.290 4.357 4.323 4.312 4.316 4.385 4.390 4.390 1.207 4.359 4.327 4.317 4.321 4.385 4.389 4.389 1.277 4.360 4.330 4.321 4.325 4.384 4.388 4.388 0.821 3.708 3.685 3.678 3.681 E10 NOx 25 to 50 3.793 6.526 6.545 6.551 6.549 6.510 6.507 6.507 3.736 6.527 6.544 6.549 6.547 6.511 6.509 6.509 2.575 6.541 6.557 6.562 6.560 6.527 6.525 6.525 2.449 6.541 6.556 6.561 6.559 6.529 6.527 6.527 2.584 6.542 6.556 6.560 6.558 6.530 6.528 6.528 1.426 5.563 5.573 5.576 5.575 E10 NOx 50 + 1.946 3.675 3.680 3.681 3.679 3.666 3.664 3.664 1.912 3.674 3.680 3.680 3.679 3.666 3.665 3.665 1.333 3.682 3.687 3.687 3.686 3.675 3.673 3.673 1.265 3.682 3.687 3.687 3.685 3.675 3.674 3.674 1.335 3.682 3.686 3.686 3.685 3.675 3.674 3.674 0.763 3.130 3.134 3.134 3.133 ElONOx Highway 2.134 4.117 4.133 4.137 4.135 4.101 4.098 4.098 2.086 4.116 4.132 4.136 4.134 4.102 4.099 4.099 1.576 4.125 4.139 4.143 4.141 4.111 4.109 4.109 1.492 4.125 4.138 4.142 4.139 4.112 4.110 4.110 1.572 4.125 4.137 4.140 4.138 4.113 4.111 4.111 0.931 3.507 3.517 3.519 3.517 E10 PM2.5 Decel 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.002 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 E10 PM2.5 Oto25 0.008 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.008 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.008 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.007 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.007 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.006 0.006 0.006 0.006 0.006 E10 PM2.5 25 to 50 0.022 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.021 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.020 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.019 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.019 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.016 0.007 0.007 0.007 0.007 E10 PM2.5 50 + 0.012 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.012 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.012 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.011 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.011 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.010 0.009 0.009 0.009 0.009 E10 PM2.5 Highway 0.016 0.010 0.010 0.010 0.010 0.010 0.010 0.010 0.016 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.014 0.014 0.014 0.014 0.014 0.014 0.014 0.014 0.011 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.012 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.009 0.007 0.007 0.007 0.007 A-13 ------- Year& Class 2004-7 2004-8a 2004-8b 2005-2b 2005-3 2005-4 2005-5 2005-6 2005-7 2005-8a 2005-8b 2006-2b 2006-3 2006-4 2006-5 2006-6 2006-7 2006-8a 2006-8b 2007-2b 2007-3 2007-4 2007-5 2007-6 2007-7 2007-8a 2007-8b 2008-2b 2008-3 2008-4 2008-5 2008-6 2008-7 2008-8a 2008-8b 2009-2b 2009-3 2009-4 2009-5 2009-6 2009-7 2009-8a 2009-8b 2010-2b 2010-3 E10 NOx Decel 0.229 0.229 0.229 0.050 0.228 0.228 0.228 0.228 0.229 0.229 0.229 0.042 0.228 0.228 0.228 0.229 0.229 0.230 0.230 0.041 0.226 0.226 0.227 0.227 0.227 0.228 0.228 0.034 0.183 0.182 0.183 0.183 0.183 0.183 0.183 0.036 0.183 0.182 0.183 0.183 0.183 0.183 0.183 0.031 0.183 E10 NOx Oto25 3.727 3.730 3.730 0.621 3.710 3.689 3.682 3.684 3.727 3.729 3.729 0.570 3.718 3.699 3.692 3.695 3.733 3.736 3.736 0.572 3.689 3.672 3.666 3.668 3.703 3.705 3.705 0.549 2.976 2.963 2.959 2.961 2.985 2.987 2.987 0.611 2.977 2.965 2.961 2.963 2.985 2.987 2.987 0.509 2.977 E10 NOx 25 to 50 5.554 5.552 5.552 1.133 5.564 5.573 5.576 5.575 5.556 5.554 5.554 0.974 5.575 5.583 5.586 5.584 5.568 5.566 5.566 0.953 5.530 5.538 5.540 5.539 5.524 5.523 5.523 0.821 4.460 4.466 4.468 4.467 4.455 4.455 4.455 0.878 4.461 4.466 4.468 4.467 4.457 4.456 4.456 0.742 4.462 E10 NOx 50 + 3.125 3.124 3.124 0.599 3.130 3.133 3.134 3.132 3.126 3.125 3.125 0.524 3.136 3.139 3.139 3.138 3.132 3.131 3.131 0.515 3.111 3.113 3.113 3.112 3.107 3.106 3.106 0.457 2.508 2.510 2.510 2.510 2.506 2.505 2.505 0.495 2.508 2.510 2.510 2.510 2.506 2.505 2.505 0.416 2.508 ElONOx Highway 3.498 3.497 3.497 0.721 3.507 3.516 3.518 3.517 3.499 3.498 3.498 0.643 3.514 3.522 3.524 3.522 3.507 3.505 3.505 0.639 3.485 3.492 3.494 3.493 3.479 3.478 3.478 0.584 2.757 2.764 2.766 2.766 2.753 2.752 2.752 0.640 2.757 2.763 2.766 2.765 2.753 2.753 2.753 0.530 2.757 E10 PM2.5 Decel 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 E10 PM2.5 Oto25 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.006 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.003 0.003 E10 PM2.5 25 to 50 0.007 0.007 0.007 0.016 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.015 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.015 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.013 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.013 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.008 0.004 E10 PM2.5 50 + 0.009 0.009 0.009 0.010 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.009 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.009 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.008 0.005 0.005 E10 PM2.5 Highway 0.007 0.007 0.007 0.009 0.007 0.007 0.007 0.007 0.007 0.007 0.007 0.008 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.008 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.007 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.007 0.006 0.006 0.006 0.006 0.006 0.006 0.006 0.005 0.004 A-14 ------- Year& Class 2010-4 2010-5 2010-6 2010-7 2010-8a 2010-8b 2011-2b 2011-3 2011-4 2011-5 2011-6 2011-7 2011-8a 2011-8b 2012-2b 2012-3 2012-4 2012-5 2012-6 2012-7 2012-8a 2012-8b 2013-2b 2013-3 2013-4 2013-5 2013-6 2013-7 2013-8a 2013-8b E10 NOx Decel 0.182 0.183 0.183 0.183 0.183 0.183 0.031 0.183 0.182 0.183 0.183 0.183 0.183 0.183 0.033 0.183 0.182 0.183 0.183 0.183 0.183 0.183 0.034 0.182 0.182 0.183 0.183 0.183 0.183 0.183 E10 NOx Oto25 2.967 2.963 2.965 2.985 2.987 2.987 0.526 2.978 2.969 2.965 2.966 2.985 2.987 2.987 0.562 2.979 2.970 2.967 2.968 2.985 2.987 2.987 0.588 2.980 2.971 2.968 2.969 2.986 2.987 2.987 E10 NOx 25 to 50 4.466 4.468 4.467 4.458 4.457 4.457 0.760 4.462 4.466 4.468 4.467 4.459 4.458 4.458 0.797 4.463 4.467 4.468 4.467 4.460 4.459 4.459 0.824 4.464 4.467 4.468 4.468 4.461 4.460 4.460 E10 NOx 50 + 2.510 2.510 2.510 2.506 2.506 2.506 0.427 2.508 2.510 2.510 2.510 2.506 2.506 2.506 0.450 2.508 2.510 2.510 2.509 2.507 2.506 2.506 0.468 2.509 2.510 2.510 2.509 2.507 2.506 2.506 ElONOx Highway 2.763 2.765 2.764 2.754 2.753 2.753 0.546 2.757 2.763 2.764 2.764 2.754 2.754 2.754 0.579 2.758 2.762 2.764 2.764 2.755 2.754 2.754 0.604 2.758 2.762 2.764 2.763 2.755 2.754 2.754 E10 PM2.5 Decel 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 0.001 E10 PM2.5 Oto25 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 0.003 E10 PM2.5 25 to 50 0.004 0.004 0.004 0.004 0.004 0.004 0.008 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.008 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.008 0.004 0.004 0.004 0.004 0.004 0.004 0.004 E10 PM2.5 50 + 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 E10 PM2.5 Highway 0.004 0.004 0.004 0.004 0.004 0.004 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004 0.005 0.004 0.004 0.004 0.004 0.004 0.004 0.004 Note - highlighted cells are set equal to the row above (MOVES does not provide consistent outputs for Class 8b gasoline vehicles; therefore 8bs are set equal to 8as). A-15 ------- Appendix B - NOx and PM Idle Factors - g/hr (MOVES2010b, 2013 Calendar Year, ULSD) ------- Short-duration Idle factors (g/hr) from MOVES2010b average of Jan and July factors Month Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Pollutant NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX NOX Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Model Year 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 Source: David Brz, OTAQ, 12-21-12 Truck Class HDGV 15.39 15.42 15.45 7.79 7.81 7.80 7.84 7.81 7.88 7.60 7.38 14.79 14.42 14.61 14.00 14.32 14.11 12.38 12.07 12.02 12.17 6.64 6.68 6.69 6.93 7.06 6.87 0.33 1.02 1.02 0.32 0.36 0.36 0.36 0.09 0.11 0.24 0.26 0.15 0.06 0.03 0.02 0.10 LHDDV 142.96 131.91 146.29 178.05 143.79 140.09 151.56 151.33 148.06 147.89 129.61 129.00 121.78 119.90 108.09 117.06 74.26 74.26 74.26 54.31 25.14 25.15 25.15 6.48 6.48 6.48 6.48 4.38 4.41 4.39 4.37 4.11 3.96 4.19 7.29 6.67 6.58 5.80 6.58 6.23 6.15 5.55 5.97 MHDDV 192.01 192.01 192.01 148.28 139.42 139.42 139.42 139.42 139.42 139.42 139.42 117.07 118.77 113.99 112.63 115.52 49.19 48.95 48.97 48.92 24.50 24.50 24.49 5.42 5.42 5.42 5.29 4.34 4.34 4.34 4.34 4.34 4.34 4.34 7.06 7.16 7.15 7.22 6.78 6.83 6.89 6.91 6.87 HHDDV 192.01 192.01 192.01 148.28 139.42 139.42 139.42 139.42 139.42 139.42 139.42 117.07 145.21 144.56 146.70 144.41 54.81 54.70 54.72 54.70 27.38 27.39 27.39 6.43 6.42 6.42 6.19 4.34 4.34 4.34 4.34 4.34 4.34 4.34 6.85 6.81 6.83 6.79 6.48 6.47 6.48 6.45 6.48 B-l ------- Short-duration Idle factors (g/hr) from MOVES2010b average of Jan and July factors Month Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Annual Av Pollutant Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Total PM 10 Model Year 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Truck Class Definitions HDGV LHDDV MHDDV HHDDV Source: David Brz, OTAQ, 12-21-12 Truck Class HDGV 0.06 0.11 0.11 0.10 0.10 0.09 0.09 0.06 0.06 0.06 0.06 gasoline trucks - all classes diesel classes 2b - 5 diesel classes 6 and 7 diesel classes 8a and 8b LHDDV 5.14 4.74 4.74 4.72 0.36 0.35 0.35 0.18 0.18 0.18 0.18 MHDDV 6.21 6.23 6.22 6.23 0.32 0.30 0.30 0.18 0.18 0.18 0.17 HHDDV 5.86 5.87 5.87 5.87 0.32 0.31 0.31 0.19 0.19 0.19 0.18 Model Year 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 Long-duration Idle NOx g/hr 126.64 126.15 124.40 115.16 249.51 249.90 238.64 251.65 251.73 247.95 252.72 250.60 255.27 257.84 254.96 253.88 253.88 253.88 253.88 253.88 Long-duration Idle PM2.5 g/hr 8.71 7.77 7.74 7.61 6.95 6.96 6.83 3.92 3.92 3.97 3.90 4.18 4.19 4.19 4.19 4.18 4.18 4.18 4.18 4.18 B-2 ------- Model Year 2007 2008 2009 2010 2011 2012 2013 Long-duration Idle NOx g/hr 224.80 224.69 224.69 224.69 224.69 224.69 224.69 Long-duration Idle PM2.5 g/hr 0.42 0.36 0.36 0.36 0.36 0.36 0.36 B-3 ------- Appendix C - Derivation of National Average g/kW-hr Emission Factors From Argonne GREET Model Version 1 2011. http://greet.es.anl.gov/ 1. Electric Generation Mix (From Annual Energy Outlook 2010) Residual oil Natural gas Coal Nuclear power Biomass Others U.S. Mix 1.0% 22.9% 46.4% 20.3% 0.2% 9.2% Biomass Type assumed = 100% forest residue Others = Hydro, Wind, Geothermal, Solar PV etc. 2. Electric Transmission and Distribution Loss = 8.0% 3. Power Plant Emissions: in Grams per kWh of Electricity Available at Power Plant Gate NOx PM10 PM2.5 CO2 GREET-Calculated Emission Factors By Fuel-Type Plants (Stationary and Transportation) Biomass- Biomass- Coal- Fired: Fired: Oil-Fired NG-Fired Fired Woody Herbaceous 0.833 0.578 1.058 0.157 0.023 0.100 0.118 0.023 0.050 834 505 1,083 1,086 1,016 CO2 in burnt biomass from atmosphere -1,086 -1,016 Biomass- Fired: Forest Residue 1.169 0.135 0.067 1,379 -1,379 TOTAL based on US Mix 0.634 0.054 0.030 627 Assumes no emissions from nuclear power plants or "Others" 4. Power Plant Emissions: Grams per kWh of Electricity Available at User Sites (wall outlets) Total power plant gate emissions/(l-electric transmission and distribution loss) NOx PM10 PM2.5 CO2 Total delivered based on US electric generation mix 0.690 0.058 0.033 682 C-l ------- Appendix D Cargo Volume Literature Review Summary ------- Clas s 2b 2b 2b 2b 2b 2b 2b 2b 3 3 3 3 4 4 Application Full Size Pick-up Full Size Pick-up Step Van Step Van Utility Van Utility Van Utility Van Stake Truck Pickup Step Van Conventiona IVan City Delivery Conventiona IVan Conventiona Body Type Pick-up Pick-up Budget Cargo Van Step Van Utility/ cargo van Uhaul 10' Truck Budget 10' Moving Truck Stake/ platform Pick-up Step Van Penske 12' Cargo Van Budget 16' Moving Truck Uhaul 14' Truck Uhaul 17 VIUS Category step/walk- in step/walk- in van (basic enclosed) van (basic enclosed) van (basic enclosed) flatbed/stak e/ platform step/walk- in van (basic enclosed) Manuf Chevy Ford Ford Freightliner -Sprinter Ford GMC Supreme GMC Freightliner -Sprinter Ford Ford Model Silverado 2500HD F250 2500 Standard Roof E350 Sierra 3500 3500 Standard Roof Cargo Space (cubic feet) 309 318 237 402 380 336 547 450 800 733 865 Unit Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Max Payload 3,644 2,900 3,116 3,469 4,239 2,810 3,100 4,566 4,845 2,600 3,400 6,190 5,930 GVW 9,200 9,400 8,600 8,550 9,500 8,600 8,600 10,700 11,030 11,500 14,050 14,050 Notes or Comments URL http://www.chevrolet.com/vehicles/201 0/silverado2500hd/features.do http : //www. fordfl 5 0 .net/specs/0 5 sd_sp ecs.pdf http://www.budgettruck.com/Moving- Trucks.aspx http : //www. freightlinersprinterusa. com/ vehicles/cargo- van/models/specifications.php http://www.motortrend.com/cars/2008/ ford/e 350/specifications/index.html http://www.uhaul.com/Reservations/Eq uipmentDetail . aspx?model=EL http://www.budgettruck.com/Moving- Trucks.aspx http://www.gmc.com/sierra/3500/specs Standard.] sp http : //www. freightlinersprinterusa. com/ vehicles/cargo- van/models/3500-hi gh- roof-170-wb-6-SDecs.DhD http://www.pensketruckrental.com/com mercial-truck-rentals/moving-vans/12- ft.html http://www.budgettruck.com/Moving- Trucks.aspx http://www.uhaul.com/Reservations/Eq uipmentDetail . aspx?model=EL http://www.uhaul.com/Reservations/EQ ------- o to Clas s 4 4 4 4 4 4 5 5 5 5 6 6 6 Application IVan Conventiona IVan City Delivery Large Walk- In Large Walk- In UPS Stake Truck Bucket Truck City Delivery City Delivery Large Walk- In Beverage Single Axle Van Stake Truck Body Type Truck Penske 16' Economy Van Penske 16' Cargo Van Walk-in Walk-in Walk-in Stake/plat form Bucket truck Uhaul 24' Truck Uhaul 26' Truck Large Walk-in Beverage Budget 24' Truck 24' Stake Truck VIUS Category flatbed/stak e/platform van (basic enclosed) van (basic enclosed) step/walk- in van (basic enclosed) flatbed/stak e/platform Manuf Eaton Hybrid Grumman GMC Hackney Intemation al/ Supreme Model W700 Step Van W700 Step Van W4500 6-Bay 52" Performer 24' Cargo Space (cubic feet) 826 1,536 700 700 448 1,418 1,611 670 588/case capacity = 531 @ 120z cans 1,380 672 Unit Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft/cases cans Cu. Ft Cu. Ft Max Payload 4,300 5,100 5,720 5,390 6,500 7,400 11,601 12,000 GVW 15,000 16,000 16,000 14,500 18,000 18,000 16,000 21,150 25,500 25,900 Notes or Comments URL http://www.pensketruckrental.com/com mercial-truck-rentals/moving-cargo- vans/16-ft.html http://www.pensketruckrental.com/com mercial-truck-rentals/moving-cargo- vans/16-ft.html http://files.harc.edu/Proiects/Transporta tion/FedExReportTask3 .pdf http : //files, hare . edu/Proj ects/Transporta tion/FedExReportTask3 .pdf http://www.grummanolson.com/index2 .htm http : //www.usedtrucksdepot. com/brow se_listdetails.php?manf=GMC&scate= Stake+Truck&catname=Medium+Duty +Trucks&main id=208 http://www.uhaul.com/Reservations/Eq uipmentDetail . aspx?model=EL http://www.uhaul.com/Reservations/Eq uipmentDetail . aspx?model=EL http://news.van.fedex.com/node/7379 http : //www.hackneybe verage .com/bo d ycad5.htm http://www.budgettruck.com/Moving- Trucks.aspx http://www.usedtrucks.ryder.com/Vehi cle/VehicleSearch.aspx?VehicleTypeId = 1 & VehicleGroupId=5 ------- Clas s 6 6 7 7 7 7 7 7 7 Application Refrigerated /Reefer Landscape Van Refuse Furniture Beverage Stake Truck Refrigerated /Reefer Tanker Truck Single Axle Van Body Type 24' Kold King Refrigera ted Vanscape r Landscap e Van Refuse Truck Furniture Truck Beverage (delivery body) flatbed/st ake/platfo rm 28' Kold King Refrigera ted tank (fluid) Freightlin er Truck VIUS Category reefer step/walk- in flatbed/stak e/platform reefer tank (fluid) van (basic enclosed) Manuf Supreme Supreme Hackney Supreme Supreme Ford Freightliner Business Class (24') Model 24' 22' Hackney 10- Bay-48" Aluminum SH20096 28' F750 XL Business Class M2 112 Cargo Space (cubic feet) 1,521 1,496 2,013 12517 case capacity = 1,100 12 oz cans 728 1,774 267 1,552 Unit Cu. Ft Cu. Ft Cu. Ft Cu. Ft Cu. Ft/case cans Cu. Ft Cu. Ft Max Payload 23,700 2,000- 4000 GAL GVW 37,733 33,000 26,000 33,000 Notes or Comments Note: typical step/walk- ins do not reach this size. This is a speciality vehicle Note: front axle Ibs 12,000/rear axle 2 1,000 URL http://www.silvercrowncoach.com/supr eme.php?page=product&bodv=refriger ated&product=2 1 §ion=specs http://www.silvercrowncoach.com/supr eme.php?page=product&body=landsca ping&product= 3 0 http://www.hendersonrentals.co.nz/?t= 38 http : //hackneyusa. com/ http://www.usedtrucks.ryder.com/Vehi cle/VehicleSearch.aspx?VehicleTypeId = 1 & VehicleGroupId=5 http://www.silvercrowncoach.com/supr eme.php?page=product&body=refriger ated&product=2 1 §ion=specs http : //www. truckingauctions .com/brow se listdetails.php?scate=Water%20Tan k%20Truck&manf=GMC&catname=H eavy%20Duty%20Trucks http://www.truckpaper.com/listingsdeta il/detail.aspx?OHID=2379362 ------- Clas s Application Body Type VIUS Category Manuf Model Cargo Space (cubic feet) Unit Max Payload GVW Notes or Comments Ibs (each add'l axle approx 12,000 Ibs) URL ------- Appendix E PERE Efficiency Modeling Methodology ------- The PERE model is not specifically designed for modeling heavy duty hybrid trucks, but as it is a physical model that is primarily dependent upon input values, its use was considered appropriate for the estimation of the fuel economy effects of truck hybridization. The model calculates second-by-second fuel consumption for user- defined drive cycles based on a physical model. The model takes a number of user- specified parameters, along with some of its own defaults, to perform these calculations for a variety of vehicle and powertrain types. The assumptions and data sources for the model inputs that were used are presented below. The defaults for some parameters, such as hybrid regeneration efficiency and hybrid battery efficiency, were assumed to remain unchanged when scaling from light-duty to heavy-duty vehicles. Many vehicle parameters, such as road load and transmission data, were used from work already done with the PERE model for the SmartWay program. Many of the parameters for that previous work were taken from findings of internet searches for specifications of various trucks in new "as-delivered" condition, prior to the addition of various vocational or cargo equipment installations that would increase drag and vehicle weight. To establish the test weights for each truck class in this modeling effort, the original estimate of minimum weight was averaged with the maximum possible weight for each truck class. This was done with the intent of modeling an average or medium payload for each truck class. An important source of information was an EPA draft document discussing the use of the PERE model by Nam and Gianelli43. This document contained equations that could be used for estimates of some of the input parameters, along with information describing the use of the model. The two foremost inputs to the model include the vehicle weight and engine size. Vehicle empty weights and engine sizes were taken from manufacturer supplied truck specifications where possible. For example, Ford published a .pdf file titled F-250/F- 350/F-450/F-550 Specifications44 that contains base curb weights and engine sizes for some of their offerings in the light and medium duty market. Another useful source of manufacturer data was in the Kenworth T170/T270/T370 Body Builders Manual45. The T170-T370 range consists of medium duty trucks that can be delivered with a cab-only chassis. The manual describes all of the dimensions relevant to the builder of a body or cargo area on the rear of the chassis. As such, it includes curb weights, length and width dimensions, and gross vehicle weight ratings that were instrumental in creating many of the inputs for the Class 5, 6, and 7 fuel economy models. Where specifications of multiple trucks in a class were found, values were taken that would result in maximum fuel economy unless they seemed noticeably atypical of in-use vehicles. Variations in weight and engine size over the ranges found in literature did not have as large an effect on fuel economy as some of the other inputs to the PERE model. For hybrid modeling, the engine size reduction due to hybridization ranged from 1 liter for 43 Nam, Edward and Gianelli, Robert, Fuel Consumption Modeling of Conventional and Advanced Technology Vehicles in the Physical Emission Rate Estimator (PERE). US EPA Publication EPA420-P-05-001, February 2005. 44 FordF150.net. F-250/F-350/F-450/F-550 Specifications. Retrieved from http://www.fordfl50.net/specs/05sd_specs.pdf 45 Kenworth. Kenworth T170/T270/T370 Body Builders Manual. Retrieved from http://www.kenworth.com/brochures/2009_Hybrid_Body _Builders_Manual.pdf E-l ------- the Class 2b and 3 trucks, up to 4 liters for the Class 8 trucks. This range was chosen based on the nature of hybrid trucks currently available on the market. Class 2 hybrid trucks on the market typically have very little engine downsizing from hybridization, however larger trucks were found to have more engine downsizing. The number of transmission gears in each truck class was also based on specifications found on manufacturers' web sites, but there is a wide range of the number of gears in the different available transmissions. While it is very likely that the most efficient setup for Class 2b through 4 would be a 6 speed manual transmission, there are a variety of options for Classes 5 through 8. It is also typical for a modern Class 8 truck to have 10 gears, so the model input for Class 6 was taken to be 8 as a representation of typical trucks in that class, and all trucks were modeled with manual transmissions. The PERE model also requires shift speeds as an input to the model, and examples of these were not found in literature or internet searches. ERG has previously logged on-road data from Class 8 trucks with 10-speed manual transmissions, and this data was analyzed briefly to create an estimate of typical upshift speeds for this type of truck. Using this speed/gear curve, two other curves were created by scaling for the 6 and 8 speed trucks modeled in the study. Unfortunately, the shift speed chart has a very strong effect on the model's predicted fuel economy, but using carefully scaled shift point curves hopefully mitigated this source of error. The hybrid trucks were modeled with exactly the same transmissions as the conventional trucks. The model did not readily include a provision for changing the transmission characteristics when changing from conventional to hybrid powertrains. All transmission parameters were kept the same when making this change with the intent of ensuring the resulting fuel economy effects were only due to hybridization, not due to transmission effects. There were three other values regarding the driveline that were input for this study. The engine efficiency was taken to be 40% over the cycle. The maximum engine speeds and highway cruise speeds were adjusted together as well, to account for the larger displacement heavy duty engines turning more slowly than typical Class 2b truck engines. The effects of the engine speed parameters on fuel economy were fairly small. The road load estimation required assumptions and calculations as road load curves are not generally a part of manufacturers' literature. The method of road load calculation used for this PERE modeling was based on the coefficient of rolling resistance (CR), the aerodynamic drag coefficient (Cd), and the vehicle frontal area (AF) in a physical equation of the truck's road load, given in Equation 1 from Nam and Gianelli (2005). Coefficients of drag were based on values in literature, such as manufacturers' specifications for Class 2b and in a report publication by Argonne National Laboratory46. Values for Cd ranged from .45 for the Class 2b and the smaller medium duty trucks, to .5 for the class 8 long-haul trucks. The heavier medium duty trucks were assumed to have a Cd of .55 as they were assumed to be vocational trucks with less streamlined aerodynamics. Frontal area was taken from manufacturer specifications where available. As given in Nam and Gianelli, the product of truck height and width was 46 Delorme, A., Karbowski, D., and Sharer, P. Evaluation of Fuel Consumption Potential of Medium and Heavy Duty Vehicles through Modeling and Simulation. Argonne National Laboratory, DEPS-BEES-001, October 2009. E-2 ------- multiplied by a factor of 0.93 to get an estimate of effective AF. Engineering judgment was applied to the dimensions found in literature to ensure a representative increase in frontal area from the smaller to larger trucks. The rolling resistance values were estimated using the trends observed by both Nam and Gianelli (2005) along with Delorme Karbowski, and Sharer (2009), ranging from 0.01 for the light and medium duty trucks, down to 0.008 for the class 8 trucks. The final input to the PERE model was the driving cycle. In order to get a representative range of fuel economy benefit, two drive cycles were modeled. The first was the Heavy- Duty Urban Dynamometer Driving Schedule (HDUDDS), and the second was the EPA Highway Fuel Economy Test (HwFET). The HDUDDS can be thought of as a city-type cycle with frequent stops and starts. The HwFET simulates rural driving with varying speeds but no stops. Even though the HwFET is designed only for light duty vehicles, it was still used as it was the best representation available for in-use highway driving. The key values used as the inputs for the PERE model fuel economy calculations are given by truck class in Table E-1. Table E-1. PERE Model Inputs for Fuel Economy Estimation Class 2b 3 4 5 6 7 8 Modeled Test Weight, Ibs 7,875 10,000 12,250 14,500 19,500 24,000 52,500 Conventional Engine Disp., L 6.0 6.0 6.4 6.7 6.7 8.3 13 Hybrid Engine Disp., L 5 5 5.4 5.7 5.7 6.3 9 Number of Gears 6 6 6 6 8 10 10 Effective Gear Ratio, RPM/mph 35 35 33 33 33 31 30 For modeling hybrid vehicles in the PERE model, the user must adjust the hybrid threshold for each different vehicle and drive cycle combination. This variable represents the amount of power demand during acceleration that is required to cause the engine to start up to assist the electric motor. The user must adjust this value such that the amount of energy taken from the battery is approximately equal to the amount of energy charged back into the battery during regenerative braking. If this is not done, the fuel economy will be misrepresented due to the battery ending up with a different state of charge at the end of the cycle compared to the beginning of the cycle. For the HwFET cycle in the lower truck classes, there were not enough deceleration events charge the battery back to its initial charge level, even with the hybrid threshold variable at its minimum value. This meant that the battery was ending at a lower level of charge at the end of the cycle than the beginning, which has the effect of overestimating E-3 ------- the trucks actual fuel economy. For this reason, ERG added an extra calculation to the model in order to account for the net change in battery power. This calculation used the various efficiencies of the hybrid system to estimate the fuel required to make up the change in battery charge over the cycle, and add that number to the modeled fuel consumption. This calculation was needed for the trucks in Classes 2b through 5. E-4 ------- Appendix F EPA Drayage Calculator Equations ------- Drayage Fleet Score and Emission Reductions for Generic Port Company Name Year 2008 Baseline Emissions From Average Dray Truck Fleet Untreated DOC & CCVS Flow Through Filter Diesel Particulate Filter/LNG Total Trucks Equipped with: California Cartage Express Pre- 1988 1 APUs 1988- 1993 0 0 1994- 2002 0 0 2003- 2006 0 0 SW Tires 2007- 2009 0 0 Post 2009 0 LNG Total Trucks 1 1 0 0 0 0 CO2 Grams 2008 Total Fleet Emissions Change in Emissions from Baseline % Change in Emissions Avg. Miles Per Truck 60000 Fuel Consumed (gal) 10000 SmartWay FLEET Score and Environmental Performance for: 2008 CO2 Short tons 111 111 0 0 0 0 111 0.0 0% PM Short tons 0.1 0.2 0.0 0.0 0.0 0.0 0.2 0.1 131% NOx Short tons 1.4 1.6 0.0 0.0 0.0 0.0 1.6 0.2 14% SmartWay SIF Score No Rating Environmental Performance No Rating I. CO2 Short Tons A. CO2 (Short tons) - Baseline Emissions From Average Dray Truck Fleet Aco2 = (((BaselineEmissionsFromAverageDrayTruckFleetprei988 + BaselineEmissionsFromAverageDrayTruckFleeti988toi993 + BaselineEmissionsFromAverageDrayTruckFleeti994to2002) * AvgMilesPerTruck/5.47) + ((BaselineEmissionsFromAverageDrayTruckFleetioostoiooe + BaselineEmissionsFromAverageDrayTruckFleet2oo7to2009 + BaselineEmissionsFromAverageDrayTruckFleetpost2009) * AvgMilesPerTruck 75.47)) * 0.01015 NOTE: AvgMilesPerTruck =60000 B. CO? (Short tons) - Untreated ------- BC02 = (((Untreatedprei988 + Untreatedi988toi993 + Untreatedi994to2002) * AvgMilesPerTruck 75.47) + ((Untreated2oo3to2006 + Untreated20o7to2009 + UntreatedPost2oo9 ) * AvgMilesPerTruck 75.47)) * 0.01015 NOTE: AvgMilesPerTruck =60000 C. CO? (Short tons) - DOCs & CCVs CC02 = (((DOCs&CCVsprei988 + DOCs&CCVs1988toi993 + DOCs&CCVs1994to2002) * AvgMilesPerTruck 75.47)+ (( DOCs&CCVs2oo3to2006 + DOCs&CCVs2oo7to2009 + DOCs&CCVsPost2009) * AvgMilesPerTruck 75.47)) * 0.01015 NOTE: AvgMilesPerTruck =60000 D. CO? (Short tons) - Flow Through Filter Dco2 = (((FlowThroughFilterprei988 + FlowThroughFilteri988toi993 + FlowThroughFilteri994t02oo2) * AvgMilesPerTruck 75.47) + (( FlowThroughFilter2oo3to2006 + FlowThroughFilter2oo7to2009 + FlowThroughFilterPost2oo9) * AvgMilesPerTruck 75.47)) * 0.01015 NOTE: AvgMilesPerTruck =60000 E. CO? (Short tons) - Diesel Particulate Eco2 = (((DieselParticulateprei988 + DieselParticulatei988toi993 + DieselParticulatei994to2oo2) * AvgMilesPerTruck 75.47) + ((DieselParticulate2oo3to2oo6 + DieselParticulate2oo7to2oo9 + DieselParticulatepost2oo9) * AvgMilesPerTruck 75.47)) * 0.01015 NOTE: AvgMilesPerTruck =60000 F. CO? (Short tons) - Total Trucks Equipped with APU/SWTires/LNG Fco2 = ((TotalTruckEquippedApu/BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks* 0.11) + ( TotalTruckEquippedswTires / BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks * 0.02) + ( TotalTruckEquippedLNG /BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks * 0.21)) * (B 002 + Cco2 + Dco2 + £002) * -1 Where BaselineEmissionsFromAverageDrayTruckFleetTotaiTrucks = BaselineEmissionsFromAverageDrayTruckFleetprei988 + BaselineEmissionsFromAverageDrayTruckFleeti988toi993 + BaselineEmissionsFromAverageDrayTruckFleeti994t02oo2 + BaselineEmissionsFromAverageDrayTruckFleet2oo3to2006 + BaselineEmissionsFromAverageDrayTruckFleet2oo7to2009 + BaselineEmissionsFromAverageDrayTruckFleetpost2009 B co2 = CO2 (Short tons) - Untreated C co2 = CO2 (Short tons) - DOCs & CCVs ------- D co2 = CO2 (Short tons) - Flow Through Filter E co2 = CO2 (Short tons) - Diesel Particulate G. COg (Short tons) - Total Fleet Emissions G CO2 = B CO2 + C CO2 + D CO2 + E CO2 + F CO2 Where B co2 = CO2 (Short tons) - Untreated C co2 = CO2 (Short tons) - DOCs & CCVs D co2 = CO2 (Short tons) - Flow Through Filter E co2 = CO2 (Short tons) - Diesel Particulate F co2 = CO2 (Short tons) - CO2 (Short tons) - Total Trucks Equipped with APU/SWTires/LNG H. CO2 (Short tons) - Change in Emissions from Baseline H CO2 = G CO2 - A CO2 Where GC02 = CO2 (Short tons) - Total Fleet Emissions A co2 = CO2 (Short tons) - Baseline Emissions From Average Dray Truck Fleet I. CO2 (Short tons) - Percent Change in Emissions from Baseline IcO2 = (GcO2 - AcO2)/AcO2 Where GC02 = CO2 (Short tons) - Total Fleet Emissions A co2 = CO2 (Short tons) - Baseline Emissions From Average Dray Truck Fleet J. CO2 (Short tons) - SmartWay Fleet Score and Environmental Performance ~ JC02 = (IC02/40)*-100 Where I co2 = CO2 (Short tons) - Percent Change in Emissions from Baseline II. PM Short Tons A. PM (Short tons) - Baseline Emissions From Average Dray Truck Fleet ------- APM = ((( BaselineEmissionsFromAverageDrayTruckFleetprei988 * PMGramsPerMileprei988 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleeti988toi993 * PMGramsPerMilei988toi993 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleeti994to2002 * PMGramsPerMilei994t02002 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleet2oo3to2006 * PMGramsPerMile2oo3to2006 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleet2oo7to2009 * PMGramsPerMileprei988 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleetpost2009 * PMGramsPerMilepreiggg * 1.10E-06)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 Where = 3.11 B. PM (Short tons) - Untreated BPM = (((Untreatedprei988* PMGramsPerMileprei988 * 1.10E-06) + (Untreatedi988toi993 * PMGramsPerMilei988toi993 * 1.10E-06) + (Untreatedi994to2oo2 * PMGramsPerMilei994to2oo2 * 1.10E-06) + (Untreated2oo3to2006 * PMGramsPerMile2oo3to2006 * 1.10E-06) + (Untreated2oo7to2009 * PMGramsPerMilepreiggg * 1.10E-06) + (Untreatedpost2009 * PMGramsPerMileprei988 * 1.10E-06)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 C. PM (Short tons) - DOCs & CCVs CPM = (((DOCs&CCVsprei988 * PMGramsPerMileprei988 * 1.10E-06* 0.7) + (DOCs&CCVs1988toi993 * PMGramsPerMilei988toi993 * 1.10E-06 * 0.7) + (DOCs&CCVsi994to2002 * PMGramsPerMilei994to2002 * 1.10E-06 * 0.7) + (DOCs&CCVs20o3to2006 * PMGramsPerMile2oo3to2006 * 1.10E-06 * 0.7) + (DOCs&CCVs2oo7to2009 * PMGramsPerMileprei988 * 1.10E-06 * 0.7) + (DOCs&CCVsPost2009 * PMGramsPerMileprei988 * 1.10E-06 * 0.7)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 D. PM (Short tons) - Flow Through Filter DPM = (((FlowThroughFilterPrei988 * PMGramsPerMilepreiggg * 1.10E-06* 0.5) + (FlowThroughFilteri988toi993 * PMGramsPerMilei988toi993 * 1.10E-06 * 0.5) + (FlowThroughFilter1994to2oo2 * PMGramsPerMilei994to2002 * 1.10E-06 * 0.5) + (FlowThroughFilter20o3to2006 * PMGramsPerMile2oo3to2006 * 1.10E-06 * 0.5) + (FlowThroughFilter20o7to2009 * PMGramsPerMilepreiggg * 1.10E-06 * 0.5) + (FlowThroughFilterpost2oo9 * PMGramsPerMilepreiggg * 1.10E-06 * 0.5)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 ------- E. PM (Short tons) - Diesel Particulate EPM = (((DieselParticulatePrei988 * PMGramsPerMileprei988 * 1.10E-06* 0.1) + (DieselParticulatei988toi993 * PMGramsPerMilei988toi993 * 1.10E-06 * 0.1) + (DieselParticulatei994to2oo2 * PMGramsPerMilei994to2oo2 * 1.10E-06 * 0.1) + (DieselParticulate2oo3to2oo6 * PMGramsPerMile2oo3to2oo6 * 1.10E-06 * 0.1) + (DieselParticulate2oo7to2oo9 * PMGramsPerMilepreiggg * 1.10E-06) + (DieselParticulatePost2oo9 * PMGramsPerMilepreiggg * 1.10E-06)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 F. PM (Short tons) - Total Trucks Equipped with APU/SWTires/LNG FPM = ((TotalTruckEquippedApu/BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks * 0.08) * (BPM + CPM + DPM H EPM) * -1) Where BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks = BaselineEmissionsFromAverageDrayTruckFleetprei988 + BaselineEmissionsFromAverageDrayTruckFleeti988toi993 + BaselineEmissionsFromAverageDrayTruckFleeti994to2002 + BaselineEmissionsFromAverageDrayTruckFleet2oo3to2006 + BaselineEmissionsFromAverageDrayTruckFleet2oo7to2009 + BaselineEmissionsFromAverageDrayTruckFleetpost2009 BPM = PM (Short tons) - Untreated CPM = PM (Short tons) - DOCs & CCVs DpM = PM (Short tons) - Flow Through Filter EPM = PM (Short tons) - Diesel Particulate G. PM (Short tons) - Total Fleet Emissions GPM = BPM + CPM + DPM + EPM + FPM Where BPM = PM (Short tons) - Untreated CPM = PM (Short tons) - DOCs & CCVs DpM = PM (Short tons) - Flow Through Filter EPM = PM (Short tons) - Diesel Particulate = PM (Short tons) - Total Trucks Equipped with APU/SWTires/LNG H. PM (Short tons) - Change in Emissions from Baseline ------- - GPM - Where GPM = PM (Short tons) - Total Fleet Emissions APM = PM (Short tons) - Baseline Emissions From Average Dray Truck Fleet I. PM (Short tons) - Percent Change in Emissions from Baseline IPM = (GpM - APM ) / APM Where GPM = PM (Short tons) - Total Fleet Emissions APM = PM (Short tons) - Baseline Emissions From Average Dray Truck Fleet J. PM (Short tons) - SmartWay Fleet Score and Environmental Performance JPM = (IPM/80)*-100 Where IPM = PM (Short tons) - Percent Change in Emissions from Baseline & III. NOx Short Tons A. NOx (Short tons) - Baseline Emissions From Average Dray Truck Fleet ANOX = ((( BaselineEmissionsFromAverageDrayTruckFleetprei988 * PMGramsPerMileprei988 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleeti988toi993 * PMGramsPerMilei988toi993 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleeti994to2002 * PMGramsPerMilei994to2002 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleet2oo3to2006 * PMGramsPerMile2oo3to2006 * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleet2oo7to2009 * PMGramsPerMilepreiggg * 1.10E-06) + (BaselineEmissionsFromAverageDrayTruckFleetpost2009 * PMGramsPerMilepreiggg * 1.10E-06)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 B. NOx (Short tons) - Untreated BNOX = (((Untreatedprei988 * PMGramsPerMilepreiggg * 1.10E-06) + (Untreatedi988toi993 * PMGramsPerMilei9ggtoi993 * 1.10E-06) + (Untreatedi994to2002 * PMGramsPerMilei994to2002 * 1.10E-06) + (Untreated2oo3to2006 * PMGramsPerMile2oo3to2006 * 1.10E-06) + (Untreated2oo7to2009 * PMGramsPerMilepreiggg * 1.10E-06) + (Untreatedpost2009 * PMGramsPerMilepreiggg * 1.10E-06)) * AvgMilesPerTruck) ------- NOTE: AvgMilesPerTruck =60000 C. NOx (Short tons) - DOCs & CCVs CNOX = (((DOCs&CCVsprei988 * PMGramsPerMilepreiggg * 1.10E-06) + (DOCs&CCVsi988toi993 * PMGramsPerMilei988toi993 * 1.10E-06) + (DOCs&CCVsi994to2002 * PMGramsPerMilei994to2002 * 1.10E-06) + (DOCs&CCVs20o3to2006 * PMGramsPerMile2003to2006 * 1.10E-06) + (DOCs&CCVs20o7to2009 * PMGramsPerMilepreiggg * 1.10E-06) + (DOCs&CCVsPost2009 * PMGramsPerMileprei988 * 1.10E-06)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 D. NOx (Short tons) - Flow Through Filter DNOX = (((FlowThroughFilterPrei988 * PMGramsPerMilepreiggg * 1.10E-06) + (FlowThroughFilteri988toi993 * PMGramsPerMilei988toi993 * 1.10E-06) + (FlowThroughFilter1994to2oo2 * PMGramsPerMilei994to2oo2 * 1.10E-06) + (FlowThroughFilter2oo3to2006 * PMGramsPerMile2oo3to2006 * 1.10E-06) + (FlowThroughFilter2oo7to2009 * PMGramsPerMilepreiggg * 1.10E-06) + (FlowThroughFilterPost2oo9 * PMGramsPerMilepreiggg * 1.10E-06)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 ------- E. NOx (Short tons) - Diesel Particulate ENOX = (((DieselParticulateprei988 * PMGramsPerMilepreiggg * 1.10E-06) + (DieselParticulatei988toi993 * PMGramsPerMilei988toi993 * 1.10E-06) + (DieselParticulatei994t02002 * PMGramsPerMilei994t02002 * 1.10E-06) + (DieselParticulate2oo3to2oo6 * PMGramsPerMile2oo3to2oo6 * 1.10E-06) + (DieselParticulate2oo7to2oo9 * * 1.10E-06) + (DieselParticulatePost2oo9 * PMGramsPerMileprei988 * 1.10E-06)) * AvgMilesPerTruck) NOTE: AvgMilesPerTruck =60000 F. NOy (Short tons) - Total Trucks Equipped with APU/SWTires/LNG FNOX = ((TotalTruckEquippedApu/BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks* 0.11) + ( TotalTruckEquippedswiires / BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks * 0.02) *(BNOX + CNOX + DNOX + ENOX) * -1 Where BaselineEmissionsFromAverageDrayTruckFleetTotaiTracks = BaselineEmissionsFromAverageDrayTruckFleetprei988 + BaselineEmissionsFromAverageDrayTruckFleeti988toi993 + BaselineEmissionsFromAverageDrayTruckFleeti994t02oo2 + BaselineEmissionsFromAverageDrayTruckFleet2oo3to2006 + BaselineEmissionsFromAverageDrayTruckFleet2oo7to2009 + ^ BaselineEmissionsFromAverageDrayTruckFleetpost2009 oo BNOX = NOx (Short tons) - Untreated CNOX = NOX (Short tons) - DOCs & CCVs DNOX = NOX (Short tons) - Flow Through Filter ENOX = NOx (Short tons) - Diesel Particulate G. NOx (Short tons) - Total Fleet Emissions GNOX = BNOX + CNOX + DNOX + ENOX + FNOX Where BNOX = NOx (Short tons) - Untreated CNOX = NOX (Short tons) - DOCs & CCVs DNOX = NOX (Short tons) - Flow Through Filter ENOX = NOx (Short tons) - Diesel Particulate FNOX = NOX (Short tons) - Total Trucks Equipped with APU/SWTires/LNG H. NOx (Short tons) - Change in Emissions from Baseline HNOX = GNOX - ANOX ------- Where GNOX = NOx (Short tons) - Total Fleet Emissions ANOX = NOx (Short tons) - Baseline Emissions From Average Dray Truck Fleet I. NOx (Short tons) - Percent Change in Emissions from Baseline INOX = (GNOX - ANOX ) / ANOX Where GNOX = NOX (Short tons) - Total Fleet Emissions ANOX = NOx (Short tons) - Baseline Emissions From Average Dray Truck Fleet J. NOx (Short tons) - SmartWay Fleet Score and Environmental Performance JNOX = (INOX/80)*-100 Where INOX = NOx (Short tons) - Percent Change in Emissions from Baseline IV. SmartWay SIF Score and Environmental Performance A. Score Calculation ASCORE = Ico2 + IPM + INOX Where I co2 = COi (Short tons) - Percent Change in Emissions from Baseline IPM = PM (Short tons) - Percent Change in Emissions from Baseline INOX = NOx (Short tons) - Percent Change in Emissions from Baseline B. SmartWay SIF Ranking Brank = If ASCORE < 0.498, then "No Rating" Brank = If ASCORE > 0.499 and ASCORE < 1, then "0.75" Brank = If ASCORE > 1 and ASCORE < 1.8, then "1.00" Brank = If ASCORE >1.8, then "1.25" Where ASCORE = Score Calculation ------- C. Environmental Performance CEnvPerf = If ASCoRE<0.05, then "No Rating" CEnvPerf = If ASCORE > 0.05 and ASCORE < 0.499, then "Average' CEnvPerf = If ASCORE > 0.499 and ASCORE < 1, then "Good" CEnvPerf = If ASCORE > 1 and ASCORE < 1.8, then "Very Good" CEnvPerf = If ASCORE >1.8, then "Outstanding" Where ASCORE = Score Calculation ------- Appendix G Emission Estimates: MOVES2010a vs MOVES2010b ------- The 2012 Truck Tool uses NOx and PM emission factors derived from U.S. EPA's MOVES2010b emission factor model, while the 2011 Truck Tool relied upon emission factors from MOVES2010a. For this reason certain differences in NOx and PM emission estimates may be observed using the current tool compared to the 2011 Tool. Assuming the same mileage, road type/speed, idle hours, fuel type, model year, and truck class are used in both tools, the emission differences will be relatively small. For example, differences in diesel truck emission estimates are generally less than 1%. Estimates for gasoline truck emissions are somewhat more significant, but still typically close at approximately 10%, with the MOVES2010b estimates higher than the MOVES2010a estimates. As discussed in Section 2.2, MOVES2010b provides estimates for extended idle emissions for long-haul combination trucks (assumed to apply to Class 8b diesels only in the 2012 Truck Tool). Extended idle NOx emissions are considerably higher than short-duration idle emissions, as engine loads and exhaust temperatures at extended idle are not high enough to engage the NOx controls associated with 2007 and later model year trucks. Accordingly, extended idle NOx emission rates for late model diesels are much higher than corresponding short-duration idle rates. (PM control effectiveness in diesel trucks is largely unaffected by the duration of idle events.) As the MOVES2010a model did not provide emission estimates for extended idle emissions, NOx emission estimates from the 2012 Truck Tool can be significantly higher than those from the 2011 Truck Tool, in those cases where substantial extended idle hours are entered for Class 8b diesel trucks in the 2012 Tool. For example, a 2007 Class 8b diesel truck travelling 100,000 miles per year and having 400 extended idle hours per year results in a 10% increase in NOx emissions relative to estimates from the 2011 Truck Tool. Therefore fleets with significant extended idle hours for Class 8b diesel trucks are likely to see a substantial increase in NOx emissions relative to prior year estimates, all other factors being equal. G-l ------- |