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
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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
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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
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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.
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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.
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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.
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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.
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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:
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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
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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
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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.
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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
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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
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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
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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
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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
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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
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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.
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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
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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%.
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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
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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
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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").
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• 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
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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
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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".
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• 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"
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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
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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
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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
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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
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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
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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
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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
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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
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[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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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Appendix G
Emission Estimates: MOVES2010a vs MOVES2010b
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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
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