'^vSmartWay
Transport Partnership
U.S. Environmental Protection Agency
2017 SmartWay Truck Carrier
Partner Tool:
Technical Documentation
U. S. Version 2.0.16 (Data Year 2016)
urn. epa.gov/smartway
United States
Environmental Protection
Agency
®oasQ0
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"^^SmartWay
Transport Partnership
U.S. Environmental Protection Agency
2017 SmartWay Truck Carrier
Partner Tool:
Technical Documentation
U. S. Version 2.0.16 (Data Year 2016)
Transportation and Climate Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
United States
Environmental Protection
^1 ** Agency
Office ofTransportation and Air Quality
EPA-420-B-17-003
January 2017

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2017 SmartWay Truck Carrier Partner Tool
Technical Documentation
Version 2.0.16 (Data Year 2016)
United States Version
1-13-2017
1.0 Overview
This document provides detailed background information on the data sources, calculation
methods, and assumptions used within the SmartWay Truck Tool, version 2.0.16. 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 Tool allows the user to evaluate fleet performance in terms of different mass-based
performance metrics for CO2, NOx, and PM (PM10 and PM2.5), 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
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.
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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 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. CO2 factors
are expressed in grams of CO2 per gallon of fuel.2,3 NOx and PM factors are expressed in grams
of pollutant per mile traveled for operating emissions, and in grams per hour for idle emissions.
In general, CO2 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 C02 Factors
EPA populated the SmartWay Truck Tool with CO2 factors that are based on fuel consumption.
These factors and their sources and are summarized below in Table 1.
2	At this time other greenhouse gases such as methane (CH4), nitrous oxide (N20) and black carbon are not included
in the current Truck Tool.
3	The 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*

g/gal
Source5
Gasoline
8,887
(0
Diesel
10,180
(ii)
Biodiesel (B100)
9,460
(iii)
Ethanol (E100)
5,764
(iv)
CNG
7,030
(v)
LNG
4,394
(vi)
LPG
5,790
(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 CO2 emissions. Therefore, emission factors for specific blend ratios are not
needed for CO2.6
Within the Tool, users may provide their CNG fuel use estimates in terms of gasoline-gallon
equivalent (GGE) (on a Btu basis), diesel-gallon equivalent (DGE), or in standard cubic feet (scf).
If CNG consumption is expressed in DGE or scf, the Tool uses the following factors to convert
the CNG fuel estimates to GGE.
For CNG:
Diesel-Gallon Equivalent (DGE) to Gasoline-Gallon Equivalent (GGE)
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/downloads/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
http://205.254.135.24/tools/faas/faa.cfm?id=24&t=10 and http://205.254.135,24/tools/faas/faa,cfm?id=327&t=9.
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•	1 DGE = 1.112 GGE7
•	Note: 1 GGE = 125,000 BTU and 1 DGE = 139,000 BTU, so 1 DGE = 1.112 GGE
(139,000/125,000).
Cubic Feet (cuft) to Gasoline-Gallon Equivalent (GGE)
•	123.57 cuft = 1 GGE8
For LNG, users may provide their fuel use estimates in terms of physical gallons, gasoline-gallon
equivalent (GGE) (on a Btu basis), diesel-gallon equivalent (DGE), or in pounds (lbs). If LNG
consumption is expressed in GGE, DGE, or pounds, the Tool uses the following factors to
convert the LNG fuel estimates to physical gallons.
For LNG:
Diesel-Gallon Equivalent (DGE) to Physical Gallon
•	1 DGE = 1.7 Gallons LNG9
Gasoline-Gallon Equivalent (GGE) to Physical Gallon
•	1 GGE = 1.5 Gallons LNG10
Pounds (lbs) to Physical Gallon
•	3.49 lbs LNG = 1 LNG Gallons11
2.2 NOx and PM Factors
The SmartWay Truck Tool contains NOx, PMio and PM2.5 emission factor outputs for on-road
operation from EPA's MOVES2014a model for gasoline, diesel, and E10 for all heavy truck
classes (2b - 8b) under national default temperature and fuel conditions, for model years 1987
through 2018, for the 2017 calendar year (see Appendix A for a full list of factors). 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 60 minutes) idle emission factors for NOx and PM were developed
separately by model year, truck class, and fuel type (diesel and gasoline). MOVES2014a does
not currently provide short duration idle factors in terms of grams per hour, so MOVES2014a
7	Midwest Energy Solutions. Energy Volume & Weight, http://www.midwestenergysolutions.net/cng-
resources/energy-volume-weight
8	Alternative Fuels Data Center. Gasoline and Diesel Gallon Equivalency Methodology.
http://www.afdc.energv.gov/fuels/equivalencv methodology.html
9	Midwest Energy Solutions. Energy Volume & Weight, http://www.midwestenergysolutions.net/cng-
resources/energy-volume-weight
10	Midwest Energy Solutions. Energy Volume & Weight, http://www.midwestenergysolutions.net/cng-
resources/energy-volume-weight
11	Midwest Energy Solutions. Energy Volume & Weight, http://www.midwestenergysolutions.net/cng-
resources/energy-volume-weight
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was run using the Project Level scale with a single link and with an average speed of zero. Runs
were performed for typical winter and summer conditions, taking the average of outputs from
those runs to obtain g/hr factors.
MOVES2014a 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.12 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 exhaust13) 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.
Version 2.0.16 of the Truck Tool also calculates the NOx and PM emissions associated with use
of transportation refrigeration (reefer) units. EPA's NONROAD2008a emissions model was used
to develop emission rates for these units for the 2014 calendar year, following these steps:
•	The A/C refrigeration (reefer) unit standard classification codes (SCCs) were identified
within the NONROAD model - 2265003060 (gasoline) and 2270003060 (diesel);
•	A national average model run was performed for these three fuel types for 2014;
•	Tons per year outputs were converted to grams per year for each horsepower (hp) bin
grouping, for each fuel type, for NOx, PMio and PM2.5;
•	Grams/gallon factors were calculated for each hp bin by dividing grams/year by
gallons/year, for each fuel type, for NOx, PM10 and PM2.5;
•	Weighting factors were applied to the gram per gallon factors for each hp bin. These
weighting factors reflected relative emission impacts across the different hp bins,
accounting for differences in equipment population, hours of use, and engine load
factors. For a given hp bin, the weighting factor is expressed as:
weighting factor = pop x avg hp x hrs/year x engine load factor
•	Weighted g/gal factors were summed across hp bins for each fuel type and pollutant to
obtain the final, national fleet-average fuel factors for reefers.
Table 2 provides the NOx and PM fuel factors used in the latest Truck Tool.
12	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.
13	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.
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Table 2. Weighted Average Reefer Fuel Factors (g/gallon)
Fuel
NOx
PMio
PM2.5
Diesel
62.026
4.044
3.922
Gasoline
16.369
1.010
0.929
The next section describes the process followed to select the on-road emission factors from
MOVES2014a for use in the Truck Tool. Emission factors in grams per mile were developed for
gasoline, E10, and diesel fuel types for all MOVES source types that correspond to MOBILE6
heavy duty vehicle classes, 2b-8b inclusive. The MOVES source types modeled are shown in the
table below. Of these, school buses, refuse trucks and motor homes represent only a small
fraction of total activity.
Table 3. MOVES Source Types Associated with Class 2b - 8b Vehicles
Source Type ID
Source Type Name
31
Passenger Truck
32
Light Commercial Truck
43
School Bus
51
Refuse Truck
52
Single Unit Short-haul Truck
53
Single Unit Long-haul Truck
54
Motor Home
61
Combination Short-haul Truck
62
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 MOBILE6 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.
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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
E = AiEi + A2E2 + A3E3 + A1E1 + AbEb
Where:
E* = uncorrected14 mass emissions calculated based on operating mode and emissions
contribution by speed bin
A1-3 = the sum of activity fractions (in seconds) over speed range n. (Ai and Ab represent the
activity associated with the individual operating modes for idling and braking,
respectively.)
E1-3* = the weighted average emissions over a given speed range n. (Ei 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.
14 Subsequent adjustment factors are presented in Equation 3 below.
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Figure 1. Example Emissions arid Activity Fractions by Operating Mode
CD
O
0)
>
<
0.0027
0.0026
0.0025
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
0.0006
0.0007
0.0006
0.0005
0.0004
0.0003
0.0002
0.0001
0.0000
h
i
3 O
< 25
1/ \
\ o
CK
25 - 50 mph
A
/
/

> 50
A
M
I I
I I
I I
I I
I \
I \
I I
o \
—I	1	1	1	1	1—
11 12 13 14 15 16
21 22 23 24 25 27 28 29 30 33 35 37 38 39 40
VSP Bin
o o o hcmean
CD
Q_
O
V
CJ
-C
CD
>
V)
u
CD
CO
)le
:ion
source
ble are
n of
En" is derived from data obtained from the default MOVES "emissioriratebyage" table. This
table contains emission rates by pollutant process, operating mode, and age group 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 sourcebirilD basis); this was done by retaining the
"sourcebindistribution" table from the MOVESExecution database, which is created by the
Source Bin Distribution Generator (SBDG) 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, Ei\ as follows in Equation 2:
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Equation 2
F ^ RnTU + ^12^12 + ^13^13 + R\J\4 + Rl5T15 + R\J\6
^1	16
ZRn
11
Where:
Rn = The activity fraction for operating mode n, obtained from the "opmodedist2" 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
Where:
E = The modeled emission, obtained from MOVES outputs, for an individual source type and
model year
E*= The uncorrected emissions for an individual source type and model year, calculated
using operating mode distributions and emission factors from the "emissionratebyage"
table
This overall adjustment factor, in turn, can be applied to each individual emissions component,
En", as shown in Equation 4:
Equation 4
En = ZEn*
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
E = AiEi + A2E2 + A3E3 + A1E1 + AbEb
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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 MOBILE6 vehicle classes, which are based on
GVWR. (This is achieved with a separate lookup table, "M6VehType", which is derived from
Appendix B, Table 3 of the EPA's MOBILE6.2 User's Guide.) For each calendar year,
sourcetypemodelyearlD and pollutantID, the sizeweightfraction is multiplied by the emissions
(in grams) and activity (in miles) to obtain EmissionFrac and ActivityFrac, respectively.
Finally, the EmissionFrac and ActivityFrac calculated above are summed by yearlD, pollutantID,
fueltypelD, and MOBILE6 vehicle type (e.g., HDDV8b). 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 dozens of fuel
formulations on a by-fuel region basis in its calculations. In addition to diesel fuels, many
counties in the model defaults are characterized by varying market shares of and E10 and
E15.15
15 Only 2001+ model year light-duty vehicles may use E15 fuel, and it is only sold at a handful of stations in
Midwest states. See http://www.afdc.energv.gov/fuels/ethanol el5.html.
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In order to isolate Gasoline emission factors, the new Fuels Wizard included in MOVES2014a
was used to alter the ethanol percentage of fuels nationwide to zero. Thus, 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
2012, run for the 2014 calendar year, using national average defaults (e.g., fuel specifications,
temperatures, etc.). The results of the analysis are shown for NOx and PM2.5 below.
Figure 1
Default NOx Contribution by Speed Bin
16
1.4
12
I
0 8
0 6
04
0 2
0
Urban Art
Urban Frwy	Rural Art
Road type
Rural Frwy
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Figure 2
Default PM2.5 Contribution by Speed Bin
0.02 -i
0.018		
0.016			
0.014				
0.012	
1 0.01	1 	 	 	
o>
0.008 							
0.006 						
0.004 						
0.002 						
0 -I			T		T		T	-
Urban Art	Urban Frwy	Rural Art	Rural Frwy
Road type
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.16 In addition, actual
emission levels are relatively insensitive to road type across these three 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 selections (see
the Truck Tool User Guides for details).
16 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.
IDLE
~	BRAK
~	5070
¦ 2550
~	0025
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2.3 Alternative Fuels
NOx and PM emission factors are not available from MOVES2014a for certain alternative fuels,
including 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 are 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,17 and then these adjustment factors were applied 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.)
MOVES2014a now incorporates specific modeling assumptions for biodiesel, including options
for modeling 5 and 20 percent biodiesel (B5 and B20). While the pre-2007 vehicle estimates are
consistent with EPA's 2002 study findings, MOVES does not estimate an emissions effect on
2007+ model year diesel trucks because the literature does not show observed consistent or
significant biodiesel effects on theses engines.18,19 Accordingly, the Truck Tool only applies
adjustment factors for diesel engine model years prior to 2007.
17 Biodiesel blend percentage is calculated by dividing B100-equivalent gallons by total fuel gallons at the fleet level
- see the Truck Tool User Guides for details regarding biodiesel use inputs.
1 R
McCormick, R. and A. Williams, 2011. Impact of Biodiesel on Modem Diesel Engine Emissions. Project ID:
FT011. National Renewable Energy Laboratory, Golden, CO. May 9, 2011.
http://energv.gov/eere/vehicles/downloads/impact-biodiesel-modern-diesel-engine-emissions.
19 CARB 2011. Final Report for the CE-CERT Engine Testing Portion for the CARB Assessment of the Emissions
from the Use of Biodiesel as a Motor Vehicle Fuel in California Biodiesel Characterization and NOx Mitigation
Study. Final Report Prepared for CARB. October.
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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 MOVES2014a.
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.20 These estimates come from a technical paper published in the Journal of Air &
Waste Management.21 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 2012 were
obtained from the Energy Information Administration's (EIA) Annual Energy Outlook Reference
Case for 2013, Table 37 (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 16,040 TBtu (15,315 + 336 + 389) for 2012.
National fuel ethanol consumption estimates for 2012 were also obtained from the EIA, totaling
1,064 TBtu (see Table 10.3, consumption minus denaturant in
http://www.eia.gov/totalenergy/data/monthlv/pdf/seclO 7.pdf). Assuming 114,100 Btu/gallon
of gasoline, and 76,100 Btu/gallon of E100,22 ethanol is estimated to constitute 9.33% of
gasoline/ethanol blend consumption in the U.S., on a volumetric basis.23
Emission adjustment factors were used for gaseous fuels (LPG, CNG and LNG), developed by the
National Renewable Energy Lab and University of West Virginia based on field studies on
natural gas vehicles.24 For this assessment, it was assumed that CNG and LNG emissions were
identical. In addition, it was also assumed LPG vehicle emissions would be equal to natural gas
vehicle emissions.25 To be conservative, the smallest emission reduction estimates were
selected from the natural gas vehicle field test data (86% for PM and 17% for NOx) relative to
comparable diesel vehicles. These adjustment factors are applied to the diesel emission factors
in Appendix A and B to develop emission factors for these fuels.
Note, however, that emissions from the emissions associated with alternative fuels may be
different for older trucks (with minimal emission controls) and newer trucks (with extensive
20	See http://www.afdc.energy.gov/afdc/vehicles/emissions e85.html. last validated December 22, 2011.
21	http://www.afdc.energy.gov/afdc/pdfs/technical paper feb09.pdf.
22	https://www.afdc.energy.gov/afdc/prep/popups/gges.html. last verified 12-22-11.
23	http://www.afdc.energy.gov/fuels/fuel comparison chart.pdf. last verified 12-2016.
Note this methodology disregards the relatively small volumes of ethanol consumed as E85.
24	http://www.conaturalgascoalition.com/clean.html. last validated 3-4-16.
25	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/vehicles/emissions propane.html. However, based on engineering
judgment it was assumed that LPG PM and NOx emissions would be similar to comparable CNG vehicles.
15

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control systems in place) due to recent vehicle emission standards. Newer studies suggest
there are differences by model year in the emission rates of gaseous fuel vehicles. A 2014
study performed by West Virginia University26 using Class 8 trucks found that a model year
2011 dual-fuel (5% diesel, 95% LNG) high-pressure direct injection (HDPI) truck emitted 63%
and 48% less NOx and PM, respectively compared to a MY 2011 diesel truck equipped with an
SCR and DPF. Both vehicles operated on the urban dynamometer driving schedule (UDDS). The
same WVU study found that a MY 2011 natural gas engine equipped with a three-way catalyst
(TWC) emitted 79% and 56% less NOx and PM compared to the MY 2011 diesel truck, also on
the UDDS.
Based on this new information, the Tool uses a simple average across the two engines tested in
the WVU study, resulting in a 71% reduction for NOx and a 52% reduction for PM, and applies
these new reduction values to comparable diesel emission factors for 2010 and later model
year gaseous fuel trucks. For model years prior to 2010, the adjustment factors of 17% for NOx
and 86% for PM are retained.
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%
References from EPA's Clean Diesel Program are generally consistent with the DOC and DPF
effectiveness estimates above (20 - 40% for DOCs, and 85% or more for DPFs).27,28 Note that an
independent estimate of CCV effectiveness was not identified, as EPA and CARB only verify
CCVs when packaged with DOCs.29
The Tool applies the above adjustment factors to pre-2007 PM operating and idle emission
estimates. The Tool also allows for situations where CCVs are applied in combination with
26	Carder, D.K., M. Gautam, A. Thiruvengadam, M. Besch. In-Use Emissions Testing and Demonstration of
Retrofit Technology for Control of On-Road Heavy-Duty Engines. Prepared for the South Coast Air Quality
Management District. July.
27	EPA 2010a, National Clean Diesel Campaign Technical Bulletin: Diesel Oxidation Catalyst General Information.
See https://www.epa.gov/sites/production/files/2016-03/documents/420f 10031 .pdf.
28	EPA 2010b, National Clean Diesel Campaign Technical Bulletin: Diesel Particulate Filter General Information.
See https://www.epa.gov/sites/production/files/2016-03/documents/420flQ029.pdf.
29	See https://www.epa. gov/sites/production/files/2015 -09/documents/420b 13025 .pdf.
16

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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.
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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 partner
level for CO2, NOx and PM, as described below.
3.1	C02
CO2 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 CO2 emissions using reported fuel consumption values is
Equation 8
Eco2 = ((F-B)xEFf) + (BxEFb)
Where:
Eco2 = grams C02 per year
F = Total 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).
In most instances reefer fuel is aggregated with vehicle fuel inputs in the Truck Tool, with the
reefer fuel type assumed to be the same as the vehicle fuel type. However, reefer units
associated with LPG and electric trucks are assumed to use diesel fuel (by far the most common
type of reefer engine). Accordingly, any reefer fuel use reported for LPG and electric trucks is
included in the total CO2 calculation using the diesel fuel factors in Equation 8.
Fuel Allocator
The Truck Carrier Tool asks users to enter Gallons of Diesel Used by truck class in order to
estimate CO2 emissions. This information may be entered directly if available. However, if the
user does not have this information but does know total fuel use and MPG by truck class, the
Truck Tool's Fuel Allocator can be used to apportion fuel use across truck classes.
In the Fuel Allocator, the user enters total fuel consumption and truck class MPG estimates.
The allocator then calculates the fuel used for each class based on the total fuel and class MPG.
If the total fuel calculated matches the total fuel entered to within 2%, the allocator indicates a
"Match". However, instead of writing the exact calculated value seen in the Fuel Allocator to
the Activity screen, the Tool adjusts the class fuel amounts (and therefore MPG) so the sum
18

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matches the Total Fuel entered exactly, and then writes these values on the Activity screen.
That means, the MPG entered into the Fuel Allocator, and the calculated fuel used seen on the
Fuel Allocator, are not necessarily equal to the MPG and the fuel used that is written to the
Activity Screen.
If the user re-opens the Fuel Allocator at this point, the Allocator brings in the MPGs listed on
the Activity Screen, NOT the MPGs the user input into the calculator the first time (although it
doesn't overwrite the saved MPGs entered on the worksheet, if the user presses Cancel). For
remaining calculations in the Tool, the values shown on the Activity Screen are used. The
Allocator values the user entered are saved for the XML file, but aren't used for further
calculations. Separately in the XML, the MPG and fuel totals that were put onto the Activity
Screen are also written.
3.2 NOxandPM
Unlike CO2 emissions which only vary with fuel type, NOx and PM emission rates also vary
substantially depending upon engine 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
Enox = I [(MCX ((GPMh X HDC) + (GPMui x UDCi) + (GPMuz x UDC2) + (GPMU3 x UDC3) + (GPMU4 x UDC4)))
x Tcy/ Tct) + (GPH, xH, x TCY) + (GPH, xH, x TCY)]
Where:
Enox = grams NOx per year for a given truck class
£ = summation across model years
Mc = Miles driven for Truck Class C per year
GPMh = Grams/mi (by truck class & engine yr) for Highway/Rural Driving
HDC = Highway drive cycle % (% of miles under highway/rural driving)
GPMui/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)
UDCi/2/3/4 = Urban drive cycle % (% of miles under urban driving conditions, by mode (1,
2, 3, 4))
TCy = Number of trucks for a given Class/Year combination
Tct = Number of trucks total for a given Class
GPH sdi — Grams per hour (by truck class & engine year) for short-duration Idling30
Hsdi = Hours of short duration Idling per year (average per truck per year by class)
30 The idle calculation for Class 8a and lighter tracks does not distinguish between short and long duration idling,
and all idle hours are multiplied by the short duration idle factor for these trucks. Hybrid electric tracks are assumed
to have no short-duration idling emissions, while battery-electric tracks have no idling emissions of any kind.
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GPH ldi — Grams pGr hour (by truck class & engine year) for long-duration Idling
Hldi = Hours of long duration 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
Erm = I [(((Mc X ((GPMh X HDC) + (GPMui x UDCi) + (GPMuz x UDC2) + (GPMU3 x UDC3) + (GPMU4 x
UDC4))) x Tcy/ Tct) + (GPHsdi xHsdi x Tcy) + (GPHldi xHldi 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
Tdoc = Number of trucks using Diesel Oxidation Catalysts by class
Tccv = 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 / 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
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 4 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.
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Percent
Vehicle Class
Speed Group
by Class*
Diesels

0-25
35%
HDDV2b
25-50
38%
50+
13%

Deceleration
15%

0-25
41%
HDDV3
25-50
36%
50+
12%

Deceleration
11%

0-25
42%
HDDV4
25-50
35%
50+
12%

Deceleration
11%

0-25
42%
HDDV5
25-50
35%
50+
12%

Deceleration
11%

0-25
42%
HDDV6
25-50
35%
50+
12%

Deceleration
10%

0-25
42%
HDDV7
25-50
35%
50+
12%

Deceleration
10%

0-25
44%
HDDV8a
25-50
35%
50+
12%

Deceleration
9%

0-25
45%
HDDV8b
25-50
34%
50+
12%

Deceleration
8%


Percent
Vehicle Class
Speed Group
by Class*
Gasoline

0-25
43%
HDGV2b
25-50
31%
50+
10%

Deceleration
15%

0-25
45%
HDGV3
25-50
34%
50+
11%

Deceleration
11%

0-25
45%
HDGV4
25-50
34%
50+
11%

Deceleration
10%

0-25
46%
HDGV5
25-50
33%
50+
10%

Deceleration
11%

0-25
46%
HDGV6
25-50
33%
50+
10%

Deceleration
11%

0-25
45%
HDGV7
25-50
32%
50+
10%

Deceleration
14%

0-25
45%
HDGV8a
25-50
34%
50+
11%

Deceleration
10%

0-25
43%
HDGV8b
25-50
31%
50+
10%

Deceleration
15%
* May not sum to 100 due to rounding error
Table 4. Default Speed Category Distributions by Vehicle Class for Urban Operation
(MOVES2010a basis)31
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.32 However, it is assumed that most Truck Tool users will
31	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%.
32	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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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 4 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 follow the
same procedure.
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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 0.0187 g/mi for PM2.5
For urban operation, the lookup values are as follows (2016 calendar year basis):
0-25: 0.0272 g/mi
25-50: 0.0463 g/mi
50+: 0.0233 g/mi
deceleration: 0.0015 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%) = 27.3%
25-50: 20% x sum of default percentages (45% + 34% + 12%) = 18.2%
50+: 10% x sum of default percentages (45% + 34% + 12%) = 9.1%
deceleration: the remaining percentage, which equals 100% - 40% (highway) - 27.3% -18.2% - 9.1% = 5.4%
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 0.0187 = 748 grams
0-25 urban component: 0.273 x 100,000 x 0.0272 = 743 grams
25 - 50 urban component: 0.182 x 100,000 x 0.0463 = 843 grams
50+ urban component: 0.091 x 100,000 x 0.0233 = 212 grams
Deceleration urban component: 0.54 x 100,000 x 0.0015 = 81 grams
Therefore total = 2,627 grams of PM2.5 (This value will then be summed with any other model year/vehicle class combinations and converted to short tons.)
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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 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.energy.gov/afdc/prep/popups/gges.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 (E0) 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 E0 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 E0 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 93.3 gallons of E10 (1,000 x 0.0933
- see Section 2.3), and 906.7 (1,000 - 93.3) 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.
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Finally, note that the PM factors output by the MOVES model for use in the Truck Tool are
expressed in terms of PM2.5. The MOVES2014a model assumes a fixed ratio of PM10 / PM2.5 for
a given fuel type, as summarized below:
•	Gasoline -1.1304
•	Diesel -1.087
•	CNG-1.1304
These factors were applied directly to the PM2.5 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. 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, cargo volume, average used cargo volume %, 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. With the exception of LTL and Package carriers,
exact data entries were used from the 2011 Truck Tool submissions to obtain payload
distributions for the 2016 Tool.33 This data was categorized by fuel type, truck class, body-type,
and SmartWay ranking category. Body-type refers to the categories presented in the Truck Tool
payload calculator (e.g., Step Van, Beverage, Combination Flatbed, etc.). Ranking category is
based on the Fleet Description 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.34
Next, the data was grouped by truck class and body type and examined for notable differences
in payload values across ranking categories. However, with the exception of certain Class 8
trucks, no truck class/body-type/ranking category combination had greater than 20
33	An evaluation of carrier payload data in 2016 found the vast majority of fleets selected from the tool's default
ranges rather than providing exact values. Accordingly the available 2016 data was not robust enough to use as the
basis for an update to the existing ranges provided in the tool.
34	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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observations. Therefore, it was concluded that there was not an adequately large data set
available for establishing ranking-category specific payload distributions for Truck Classes 2b-7.
In these cases, payload data were aggregated across all ranking 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 ranking categories. Considering both available sample size and
average payloads, the following unique truck class/body-type/SmartWay ranking category
groupings were established.
•	Class 8a Dry Van Single body-types: differentiate LTL (9.9 tons average) and non-LTL
(12.4 tons average) categories. No differentiation across 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 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 categories (25.6 tons).
•	Class 8b Dry Van Double body-types: differentiate TL/Reefer/Mixed (27.7 tons) and all
other categories (19.4 tons)
•	Class 8b Other body-types: differentiate Heavy/Flatbed/Mixed (27.4 tons) and all other
categories (21.5 tons).
Based on this data, Table 5 presents the payload averages, standard deviations, minimum and
maximum values by truck class/body-type/and-or ranking category.35 Note that the average
values and standard deviations presented below are not weighted by fleet size.
35 Given the lack of data on non-diesel heavy-duty vehicles, payload ranges are assumed to apply to all fuel types.
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Table 5. Average Payload and Standard Deviation (short tons) by Vehicle Class/Body-
Type/Ranking Category (2011 SmartWay Partner Data - Exact Payload Entries)
Body-Type (Bin Category)
Avg Payload (tons)
Std Dev
Class 2
b
Flatbed
1.19
0.69
Step Van
1.14
0.48
Walk-In Van
1.05
0.48
Conventional Van
0.77
0.41
Other
0.58
0.49
Class:

Step Van
1.65
0.53
Walk-In Van
1.64
0.57
Conventional Van
1.50
0.83
Other
1.08
0.90
Class 4
Flatbed
2.68
1.53
Step Van
2.24
1.19
Walk-In Van
1.70
0.80
Conventional Van
2.27
0.90
Other
1.16
0.76
Class 5
Walk-In Van
1.99
1.08
Conventional Van
3.39
0.99
Other
2.91
1.19
Class 6
Flatbed
4.67
1.71
Reefer
4.84
1.80
Walk-In Van
4.01
1.68
Single-Axle Van
3.78
1.19
Other
4.17
1.48
Class 7
Beverage
6.10
2.22
Flatbed
7.05
0.85
Reefer
6.03
1.27
Tanker
7.45
0.92
Single-Axle Van
5.53
1.83
Other - straight truck
8.30
4.63
Combination Flatbed
5.22
0.41
Combination Reefer
3.58
1.01
Dry Van - Single
5.44
2.57
Other - combo
5.90
1.15
Class 8a
Flatbed
10.04
5.88
Tanker
12.12
5.43
Single-Axle Van
8.09
3.80
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Body-Type (Bin Category)
Avg Payload (tons)
Std Dev
Other - straight truck
9.76
4.08
Beverage
12.30
4.40
Combination Flatbed
12.51
1.41
Dry Van - Single (other than LTL)
12.42
4.66
Other - combo
12.68
4.56
Class 8b
Dry Van - Single (Fleavy-Bulk)
24.1
2.98
Dry Van - Single (other bins)
18.46
3.97
Dry Van - Double (Tanker)
24.06
2.96
Dry Van - Double (Mixed-TL-Reefer)
27.74
13.33
Dry Van - Double (Other bins)
19.39
3.82
Dry Van -Triple
27.10
3.20
Combination Reefer
20.10
2.82
Combination Flatbed
22.50
4.23
Combination Tanker
24.90
2.89
Chassis
21.80
5.28
Specialty (Other bins)
25.62
2.72
Other(Other bins)
21.50
8.41
Specialty (Auto bin)*
18.22
5.29
Specialty (Fleavy-bulk bin)*
29.23
7.15
Specialty (Moving bin)*
14.57
2.70
Specialty (Flatbed bin)
21.56
2.58
Other (Fleavy-Flatbed-Mixed bins)
27.41
6.36
* calculated using 2014 calendar year data, for new body type additions to the
payload calculator.
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/ranking category combinations,36 seven
default ranges are offered for Partner selection:
•	Range 1: from 0 tons to (Average payload - 2 x standard deviation);
•	Range 2: from (Average payload - 2 x standard deviation) to (Average payload -
1	x standard deviation);
•	Ranges 3-5: evenly split in three sections, from (Average payload - 1 x standard
deviation) to (Average payload + 1 x standard deviation);
•	Range 6: from (Average payload + 1 x standard deviation) to (Average payload +
2	x standard deviation); and,
•	Range 7: from (Average payload + 2 x standard deviation) to (Average payload +
3	x standard deviation).
36 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".
28

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Once a particular range is selected, the payload calculator determines the midpoint of the
range in order to estimate class level average payloads. The 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).
LTL and Package Fleet Payloads
For most payload validations in the Tool, ranges are calculated by class and by body type as
described above. LTL and package delivery payload validation ranges were updated using data
from the 2015 tools, and are calculated on a simple truck class basis, as there is not enough LTL
and Package Delivery Partner information to break payload out by body type. Therefore, each
body type in a class is validated using the same range, as shown in Table 6 below.
29

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Table 6. Payload Validation Ranges (Short Tons) for LTL and Package Delivery Fleets
Truck Class
Avg Payload
#Obs
Standard Dev
R1 Min
R2 Min
R3 Min
R4 Min
R5 Min
R6 Min
R7 Min
2B
0.96
12
0.195
>0
0.565
0.761
0.891
1.021
1.151
1.249
3
1.57
19
0.303
>0
0.967
1.270
1.472
1.674
1.876
2.027
4
1.92
11
0.679
>0
0.562
1.241
1.693
2.146
2.598
2.937
5
2.79
10
0.790
>0
1.212
2.002
2.529
3.055
3.582
3.977
6
3.72
70
0.678
>0
2.362
3.040
3.492
3.945
4.397
4.736
7
5.44
64
0.981
>0
3.481
4.462
5.116
5.770
6.424
6.914
8A
9.78
63
2.170
>0
5.437
7.607
9.054
10.501
11.948
13.033
8B
15.79
110
3.532
>0
8.729
12.261
14.615
16.970
19.324
21.090
30

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The lower payload ranges (for "Rl" and "R2") were set so as to identify less than 20% of the
observed LTL/package fleets during validation. The middle R3-R5 ranges extend from one
standard deviation less than the average payload to one standard deviation greater than the
average. The upper payload values for "R6" range from the payload average plus one standard
deviation to the average plus 1.5 standard deviations. The range for "R7" extends above the
"R6" maximum value. The maximum R7 range values are taken directly from the original R7
maximum values described above by class and by body type.37
Starting with the 2015 Truck Tool fleets with a SmartWay Category designation of LTL must also
provide estimates for the average weight per shipment and the average number of shipments
per truck. These values will be used to help refine the payload validation ranges for Shippers
using LTL carriers. As a validation check, the Truck Tool will compare the average payload per
truck derived from these inputs (i.e., average weight per shipment x average shipments per
truck) with the average payload calculated from the Activity screen. If the difference is greater
than +/- 20% a validation warning will be provided.
Default Cargo Volumes38
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).39 Cargo 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.40 Table 7
summarizes the default volumes assumed for a number of standard trailers, containers,
tankers, and bulk carriers.
37	For two body types under Class 7 trucks (Combination Flatbed and Combination Reefer), the original Range 7
max value is less than the new Range 6 max value. (R7 max is 6.45 and 6.61 respectively, while the new R6 max
value for all class 7 body types is 6.914). Therefore, for just these two body types within Class 7, instead of using
the original Range 7 max, we use the Range 7 max that would be calculated from the new table values. This is
calculated as Avg + 2.5 x standard deviation, based on the table above (7.896 in this case). [Note it is Avg + 2.5 x
standard deviation instead of Avg + 3 x standard deviation because of the 1.5 sigma rule for Range 6. Therefore the
Range 7 max value is simply 1 standard deviation larger than the Range 6 max.]
38	The Truck Tool allows users to enter cargo 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/.
39	Default cargo 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.
40	5 3 foot containers are assumed to have interior dimensions of 52' 5" x 7' 8" x 7' 10"
31

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Table 7. Default Average Cubic Feet (Class 8a - 8b trucks)
Type
Size
Cubic Feet

28ft
1,980

40ft
2,844

42ft
2,988

45ft
3,204

48ft
3,420
Trailers
53ft
3,780
57ft
4,068

28x28
3,960

48x28
4,824

40x40
5,688

48x48
6,840

28x28x28
5,940

20ft
1,159

40ft
2,347
Containers
45 ft41
3,031

48 ft
3,454

53ft
3,148

Small (3,000 gal)
401
Tankers
Medium (5,250 gal)
702

Large (7,500 gal)
1,003
Bulk
Carriers
Small (22'x8'10.25')
1,804
Medium (32'x8'xll')
2,816
Large (42'x8.5'xll.5')
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 cargo volumes. The following truck class/body-type combinations
had fewer than three observations in the Partner dataset.
41 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/
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•	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. Contact was made
with representatives from Volvo Trucks North America; the American Transportation Research
33

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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 8 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 8. Estimated Cargo Volumes (cubic feet) for Straight Truck Body Types, by Vehicle Class
Body- type
Average Cargo Volume (Cubic Feet)
Class 2b
Flatbed*
336
Step Van
479
Walk-In Van
580
Conventional Van
357
Other
303
Class 3
Step Van
468
Walk-In Van
706
Conventional Van
538
Other*
599
Class 4
Flatbed*
448
Step Van*
700
Walk-In Van
667
Conventional Van
699
Other*
830
Class 5
Walk-In Van
655
Conventional Van
1,010
Other
691
Class 6
Flatbed*
672
Reefer
1,146
Walk-In Van*
1,496
Single-Axle Van
1,583
Other
1,257
Class 7
Beverage
1,576
Flatbed*
728
34

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Body- type
Average Cargo Volume (Cubic Feet)
Reefer
1,413
Tanker*
267
Single-Axle Van
1,476
Other
1,486
*From literature/web review
Once a default cargo 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 cargo 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.
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
35

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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. 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.
Table 9. Basic Range and Logical Checks - Conditions Resulting in Error or Warning Messages
Contact Information
User must enter at least two distinct contacts
Fleet Description
User must include a Partner Name.
Fleet Description
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.
Fleet Description
If entered, MCNs must be between 6 and 7 digits.
Fleet Description
If entered, DOT numbers must be 7 digits or less.
Fleet Description
User must select a Fleet Type.
Fleet Description
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.)
Fleet Description
The Operation Category totals must add up to 100%.
Fleet Description
The Body Type totals must add up to 100%.
Fleet Description
If a value for the Special Hauler body type is entered, a description must be provided.
Fleet Description
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.
General Information
User must designate the operations split between U.S. and Canadian operations.
General Information
User must designate the Short-haul vs. Long-haul split.
General Information
User must select at least one fuel type.
General Information
User indicate if they broker-out some portion of the company's total freight volume,
and if so, what percent.
General Information
User indicate if they broker-out some portion of the company's total freight volume,
and if so, what percent.
General Information
For percent of total freight volume brokered-out, the percent must be less than or
equal to 5 percent, (warning)
Activity Information
All fields are required, so no field can be left blank. (If appropriate, a zero can be
placed in certain fields.)
Activity Information
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
and idle hours).
Activity Information
For mileage and gallons fields, enter exact rather than rounded values, (warning)
Activity Information
For Revenue Miles, the amount cannot exceed the number of Total Miles Driven.
Activity Information
Revenue Miles that are significantly outside the expected range for percent of total
36

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miles for the given truck class (based on a lookup table) must be explained.
Activity Information
For Empty Miles, the amount must be less than the number of Total Miles.
Activity Information
Empty Miles that are significantly outside the expected range for the given truck class
(based on a lookup table) must be explained.
Activity Information
Distance per truck that is significantly outside the expected range for the given truck
class (based on a lookup table) must be explained.
Activity Information
On the Biofuel Blend Worksheet, the total gallons of biofuel cannot exceed the
amount entered for Total Fuel on the Activity Information screen.
Activity Information
For Average used cargo volume percent, the value cannot exceed 100%.
Activity Information
For Average Used Cargo Volume Percent, 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% average used cargo volume.)
Activity Information
Average Used Cargo Volume Percent that is significantly outside the expected range
for the given truck class (based on a lookup table) must be explained.
Activity Information
The implicit commodity density derived from the payload, volume, and average used
cargo volume inputs must be between 0.001 and 0.65 tons/cubic foot.42
Activity Information
For Idle Hours, the value cannot exceed 8,760.
Activity Information
For Idle Hours, values significantly outside the expected range for daily short
duration idle hours, daily long duration idle hours, and average number of days on
the road must be explained.
Activity Information
MPG must be greater than zero.
Activity Information
MPG that is significantly outside the expected range for the given truck class (based
on a lookup table) must be explained.
Activity Information
Reefer fuel inputs for each fuel type must be less than the total vehicle fuel volume
input.
Activity Information
Reefer fuel as a percent of total fuel that is significantly outside the expected range
for a given fleet (based on lookup table) must be explained.
Model Year & Class
Total truck count for each fleet cannot be zero.
Model Year & Class
Total truck counts for each selected truck class (those with a check mark) cannot be
zero.
PM Reduction
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.
PM Reduction
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.
PM Reduction
If user indicates that the company uses PM reduction equipment, there must be at
least one truck included on the PM Reduction sub-tab.
Payload & Volume
Calculators
User must provide a preferred allocation method for the information entered on the
calculators.
Payload & Volume
Calculators
The sum of the total miles or total trucks entered in the calculator must equal the
number entered on the Activity Information screen.
Payload & Volume
Calculators
The calculated average cannot be equal to zero.
42 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/densitv-table/substance/Snacks-coma-
and-blank-potato-blank-chips-coma-and-blank-white-coma-and-blank-restructured-coma-and-blank-
baked.
37

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Payload & Volume
Calculators
For percentages, the total must equal 100%.
Payload & Volume
Calculators
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).
Payload & Volume
Calculators
Zero is not a valid value for any payload or volume.
Payload & Volume
Calculators
Values that are significantly outside the expected range for the given body type and
class must be explained.
Payload & Volume
Calculators
The body types indicated in the Volume Calculator must agree with those used in the
Payload Calculator.
Payload & Volume
Calculators
Ensure consistency between body-type selections in the Fleet Description section
with those from the Payload and Volume Calculators. For example, if 100% is
specified for Dry Van under Fleet Description, only Dry Vans (single, double, triple)
may be selected within the calculators. See Table 9.
Payload & Volume
Calculators
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.
Payload & Volume
Calculators
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.
Payload & Volume
Calculators
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.
Payload & Volume
Calculators
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.
Payload & Volume
Calculators
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 the payload calculator but no Trailers
specified in volume calculator.
Data Sources
Data sources for Total Miles Driven, Gallons of Fuel Used, Average Payload, and
Other Data must be specified.
Validations have been added to the Truck Tool to ensure the selections in the 8a/8b volume
calculator are consistent with the selections in the payload calculator for those classes:
RED errors (must address):
If the user has values for 8a body type "Beverage" or "Dry Van - Single" in the Payload
calculator, they must have a value in the "Trailer" section of the volume calculator.
If the user has values for 8b body type "Dry Van - Single" or "Dry Van - Double" or "Dry
Van -Triple" in the Payload calculator, they must have a value in the "Trailer" section of
the volume calculator.
YELLOW warnings (comments/changes not mandatory):
If the user has values for 8a body type "Flatbed" or "Combination Flatbed" in the
Payload calculator, they must have a "Flatbed" checkbox checked in the "Trailer"
section of the volume calculator.
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If the user has values for 8a body type "Single-Axle Van" or "Dry Van - Single" in the
Payload calculator, they must have a "Box" checkbox checked in the "Trailer" section of
the volume calculator.
If the user has values for 8a body type "Beverage" in the Payload calculator, they must
have a "Box" or "Reefer" checkbox checked in the "Trailer" section of the volume
calculator.
If the user has values for 8a body type "Tanker" in the Payload calculator, they must
have a value in the "Tanker" section of the volume calculator.
If the user has values for 8a body type "Other (straight truck)" or "Other (combo)" in the
Payload calculator, they must have a value in the "Bulk", "Auto Carrier", or "Other"
section of the volume calculator.
If the user has values for 8b body type "Dry Van - Single" or "Dry Van - Double" or "Dry
Van - Triple" in the Payload calculator, they must have a "Box" checkbox checked in the
"Trailer" section of the volume calculator.
If the user has values for 8b body type "Combination Reefer" in the Payload calculator,
they must have a "Reefer" checkbox checked in the "Trailer" section of the volume
calculator.
If the user has values for 8b body type "Combination Flatbed" in the Payload calculator,
they must have a "Flatbed" checkbox checked in the "Trailer" section of the volume
calculator.
If the user has values for 8b body type "Combination Tanker" in the Payload calculator,
they must have a value in the "Tanker" section of the volume calculator.
If the user has values for 8b body type "Chassis" in the Payload calculator, they must
have a value in the "Chassis" section of the volume calculator.
If the user has values for 8b body type "Specialty" or "Other" in the Payload calculator,
they must have a value in the "Bulk", "Auto Carrier", or "Other" section of the volume
calculator.
As noted in Table 9 above, a warning is issued if an inconsistency is identified between body-
types specified within the Fleet Description Section and those within the Payload/Volume
Calculators. Warning conditions (associated with 100% body-type entries under Fleet
Description) are presented in Table 10 below. Warnings are also issued if a body type is
specified in the Fleet Description section that does not appear in the payload and volume
calculators.
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Table 10. Consistent Body-Types Resulting in No Warning Messages
Acceptable selections -







Body Type
(100%)
2b
3
4
5
6
7
8a
8b
Dry Van
all except
flatbed
all
all except
flatbed
all
walk-in, single
axle van
beverage,
single axle van,
dry van single
single axle van,
beverage, dry
van single
dry van (single,
double, triple)
Refrigerated
other
other
other
other
reefer, other
reefer,
beverage,
combination
reefer, other
beverage,
other
combination
reefer, dry van
double, dry van
triple
Flatbed
flatbed
other
flatbed
other
flatbed
flatbed,
combination
flatbed
flatbed,
combination
flatbed
combination
flatbed
Tanker
other
other
other
other
other
tanker
Tanker
combination
tanker
Chassis
N/A
N/A
N/A
N/A
N/A
other
Other
chassis
Heavy-Bulk
N/A
N/A
N/A
N/A
N/A
other
Other
heavy-bulk
Auto Carrier
N/A
N/A
N/A
N/A
N/A
other
Other
auto carrier
Moving
all except
flatbed
all
all except
flatbed
all
all except
reefer, flatbed
single axle van,
dry van-single,
other
single axle van,
dry van-single,
other
moving, dry
van single, dry
van double, dry
van triple,
other
Specialty
Hauler
other
other
other
other
other
other
Other
Specialty, other
Utility
all
all
all
all
all except
reefer
single axle van,
combination
flatbed, other
single axle van,
combination
flatbed, other
dry van single,
combination
flatbed, other
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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 TruckTool validation ranges for all parameters but
payload and volume, which are 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 "Yellow" 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.
Reefer Fuel Validation
507 diesel fleets designated as "Reefer" for the 2013 calendar year were evaluated to
determine the distribution of the fraction of reefer fuel consumption to total fuel consumption.
Ten of these observations were dropped from the analysis data set, having either 0 gallons of
reefer fuel entered, or reefer fuel consumption was greater than total consumption.43 As
shown in Figure 3 below, the distribution for the remaining reefer fleets was highly skewed
toward low fractions (reefer consumption / total consumption). For this reason, EPA simply
43 Additional validation rules have been implemented, so such data entries are no longer possible.
41

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used 5% increments for the Range 1 and 2 validation values, but used the average plus 1 to 2
standard deviations for Range 4, and > 2 standard deviations for Range 5. The resulting values
are shown in Table 11 below.
Figure 3
# Obervations vs Fraction of Fuel
used by Reefers
200
150
100
50
0
0
0.2
0.4
0.6
0.8
1
Table 11. Reefer Fuel Consumption Validation Ranges

Min
Max
% of Obs
Comments
Range 1A
>0
0.18%
4.8%
Set to include ~5% of obs
Range 2
0.18%
1.45%
5.2%
Set to include ~5% of obs
Range 3
1.45%
24.25%
81.1%
Max value set at average + 1 sigma
Range 4
24.25%
36.90%
4.8%
between 1 and 2 sigma from average
Range 5*
36.90%
<100%
4.0%
2+ sigma from avg
A Note - reefer fuel consumption cannot = 0 - absolute error
* Note - reefer fuel consumption cannot = 100% - absolute error
Basis - all diesel reefer fleets, 2013 reporting year
The percentages shown above are multiplied by the total fuel value entered on the Activity
screen to determine the Reefer fuel validation ranges for a given fleet. If the percentage
designated as "Reefer" in the Body Types section of the Truck Tool is less than 100%, then the
fuel validation ranges are scaled downward by the reported percentage.
OTC Fleet Validation
If the user indicates their fleet operates within the Ozone Transport Commission (OTC) region
on the General Information screen, they may provide estimates for the portion of fuel
42

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consumed or miles travelled in OTC states. If so, the Truck Tool will perform a validation check
to ensure that the gallons or miles entered here do not exceed the total gallons or miles
provided on the Activity screen.
Data Processing
Except as noted above, the validation range recommendations are based upon a distributional
analysis performed on the 2015 Truck Partner input and performance data. Fleet level data
was input into SAS and grouped by truck class and bin category. 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 29 groupings, as shown in Table 12. 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, and Package (Groups 8,10, and 11).
Table 12. Truck Fleet Groupings Used for Distributional Analysis
Group #
Name
# Fleets
1
2B_Expedited
35
2
2B_Mixed
96
3
2B_Package
34
4
2B_TL/Dry Van
42
5
3_Mixed
85
6
4_Mixed
71
7
5_Mixed
59
8
6_LTL/Dry Van
55
9
6_Mixed
124
10
6_Package
25
11
6_TL/Dry Van
51
12
7_LTL/Dry Van
61
13
7_Mixed
144
14
7_TL/Dry Van
44
15
8A_LTL/Dry Van
54
16
8A_Mixed
106
17
8A_Refrigerated
21
18
8A_TL/Dry Van
61
19
8B_AutoCarrier
36
20
8B_Dray
109
21
8B_Expedited
26
22
8B_Flatbed
159
23
8B_Heavy/Bulk
22
24
8B_LTL/Dry Van
106
43

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Group #
Name
# Fleets
25
8B_Mixed
470
26
8B_Refrigerated
574
27
8B_Specialized
60
28
8B_TL/Dry Van
912
29
8B_Tanker
84
A distributional assessment was then performed for each of the above groupings for the
following parameters.
•	Miles per vehicle	• Empty Miles (as a percent of total
•	Miles per gallon	miles)
•	Revenue Miles (as a percent of total	• Percent Average Used Cargo Volume
miles)
The following parameters were not updated based on 2015 data due to one of two reasons: (1)
the data set for 2015 was too thin, or (2) the majority of the data relied on default values.
•	Percent Biofuel	• Percent Miles Traveled, Highway
•	Percent Miles Traveled, Urban	• Average Idle Hours per Year
ERG then identified suspected outliers and erroneous data entry values for each
parameter/group combination, based on the criteria presented in Table 13.
Table 13. Outlier Definition
Metric
Unreasonably Low
Unreasonably High
Miles per Vehicle
Mean - 3*Std dev
Mean + 3*std dev
MPG
0
Mean + 3*std dev
Percent Revenue Miles
<40
100
Percent Empty Miles
0
>60
Percent Biofuel
0
>20
Percent Average Used Cargo
Volume
0
100
Percent Urban Operation
0
100
Percent Highway Operation
0
100
Average Idle Hours
0
Mean + 3*std dev
Using these criteria ERG identified 132 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 14.
44

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Table 14. Values Flagged as Outliers
Parameter
Class/Category
Value
Mean
gallons per year
2B_Expedited
412,514
53,503
gallons per year
2B_Mixed
1,118,423
97,172
gallons per year
2B_Mixed
2,575,025
97,172
gallons per year
2B_Mixed
1,155,575
97,172
gallons per year
2B_Package
16,598,790
1,573,156
gallons per year
2B_Package
18,812,438
1,573,156
gallons per year
2B_TL/Dry Van
9,561,432
297,320
gallons per year
3_Mixed
7,488,083
566,721
gallons per year
3_Mixed
6,000,532
566,721
gallons per year
3_Mixed
10,025,500
566,721
gallons per year
3_Mixed
6,895,410
566,721
gallons per year
4_Mixed
32,131,244
1,287,415
gallons per year
4_Mixed
23,340,749
1,287,415
gallons per year
5_Mixed
5,886,948
526,173
gallons per year
5_Mixed
8,195,008
526,173
gallons per year
5_Mixed
5,391,967
526,173
gallons per year
6_LTL/Dry Van
3,981,088
229,194
gallons per year
6_LTL/Dry Van
2,229,735
229,194
gallons per year
6_Mixed
971,878
64,977
gallons per year
6_Mixed
434,514
64,977
gallons per year
6_Mixed
655,144
64,977
gallons per year
6_Package
42,086,822
5,063,945
gallons per year
6_TL/Dry Van
4,063,283
202,354
gallons per year
7_LTL/Dry Van
2,027,074
251,393
gallons per year
7_LTL/Dry Van
2,991,399
251,393
gallons per year
7_LTL/Dry Van
2,241,644
251,393
gallons per year
7_Mixed
6,172,258
273,971
gallons per year
7_Mixed
3,374,633
273,971
gallons per year
7_Mixed
5,989,442
273,971
gallons per year
7_Mixed
3,559,828
273,971
gallons per year
7_TL/Dry Van
4,950,320
262,592
gallons per year
8A_LTL/Dry Van
36,116,464
3,648,512
gallons per year
8A_LTL/Dry Van
53,625,048
3,648,512
gallons per year
8A_Mixed
57,351,694
986,765
gallons per year
8A_Refrigerated
5,643,067
443,374
gallons per year
8A_TL/Dry Van
70,846,629
2,760,796
gallons per year
8B_AutoCarrier
25,533,283
3,748,093
45

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Parameter
Class/Category
Value
Mean
gallons per year
8B_Dray
14,150,069
1,604,817
gallons per year
8B_Dray
34,766,125
1,604,817
gallons per year
8B_Dray
13,354,331
1,604,817
gallons per year
8B_Expedited
1,424,076
218,990
gallons per year
8B_Flatbed
36,752,966
2,361,101
gallons per year
8B_Flatbed
34,640,701
2,361,101
gallons per year
8B_Flatbed
17,704,415
2,361,101
gallons per year
8B_Flatbed
17,023,256
2,361,101
gallons per year
8B_Heavy/Bulk
9,404,277
1,037,619
gallons per year
8B_LTL/Dry Van
92,200,872
7,616,076
gallons per year
8B_LTL/Dry Van
124,000,000
7,616,076
gallons per year
8B_LTL/Dry Van
89,849,912
7,616,076
gallons per year
8B_Mixed
66,558,332
2,535,432
gallons per year
8B_Mixed
37,456,768
2,535,432
gallons per year
8B_Mixed
59,418,064
2,535,432
gallons per year
8B_Mixed
48,225,936
2,535,432
gallons per year
8B_Mixed
180,000,000
2,535,432
gallons per year
8B_Mixed
119,000,000
2,535,432
gallons per year
8B_Refr
gerated
33,225,674
1,941,435
gallons per year
8B_Refr
gerated
42,919,799
1,941,435
gallons per year
8B_Refr
gerated
28,773,217
1,941,435
gallons per year
8B_Refr
gerated
37,152,519
1,941,435
gallons per year
8B_Refr
gerated
20,502,480
1,941,435
gallons per year
8B_Refr
gerated
53,869,408
1,941,435
gallons per year
8B_Refr
gerated
18,295,369
1,941,435
gallons per year
8B_Refr
gerated
18,899,380
1,941,435
gallons per year
8B_Refr
gerated
31,452,760
1,941,435
gallons per year
8B_Refr
gerated
67,708,438
1,941,435
gallons per year
8B_Specialized
109,000,000
3,815,822
gallons per year
8B_TL/Dry Van
39,566,042
3,015,269
gallons per year
8B_TL/Dry Van
86,776,622
3,015,269
gallons per year
8B_TL/Dry Van
41,147,713
3,015,269
gallons per year
8B_TL/Dry Van
40,502,655
3,015,269
gallons per year
8B_TL/Dry Van
102,000,000
3,015,269
gallons per year
8B_TL/Dry Van
47,825,507
3,015,269
gallons per year
8B_TL/Dry Van
131,000,000
3,015,269
gallons per year
8B_TL/Dry Van
55,482,608
3,015,269
gallons per year
8B_TL/Dry Van
72,226,731
3,015,269
gallons per year
8B_TL/Dry Van
182,000,000
3,015,269
46

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Parameter
Class/Category
Value
Mean
gallons per year
8B_TL/Dry Van
61,329,730
3,015,269
gallons per year
8B_TL/Dry Van
99,023,569
3,015,269
gallons per year
8B_Tanker
63,833,642
2,691,859
annual miles/vehicle
2B_Mixed
116,299
28,854
annual miles/vehicle
3_Mixed
85,788
22,873
annual miles/vehicle
3_Mixed
81,697
22,873
annual miles/vehicle
4_Mixed
87,149
23,285
annual miles/vehicle
5_Mixed
93,600
18,865
annual miles/vehicle
5_Mixed
77,510
18,865
annual miles/vehicle
6_Mixed
343,740
34,199
annual miles/vehicle
6_Package
103,854
24,362
annual miles/vehicle
6_TL/Dry Van
116,000
36,656
annual miles/vehicle
7_Mixed
135,356
35,442
annual miles/vehicle
7_Mixed
117,865
35,442
annual miles/vehicle
7_TL/Dry Van
166,021
37,351
annual miles/vehicle
8B_Flatbed
5,000
78,258
annual miles/vehicle
8B_Flatbed
7,500
78,258
annual miles/vehicle
8B_LTL/Dry Van
271,366
69,987
annual miles/vehicle
8B_Mixed
203,275
74,314
annual miles/vehicle
8B_Mixed
175,555
74,314
annual miles/vehicle
8B_Refrigerated
215,350
101,711
annual miles/vehicle
8B_Refrigerated
211,217
101,711
annual miles/vehicle
8B_Refrigerated
248,360
101,711
annual miles/vehicle
8B_Refrigerated
221,995
101,711
annual miles/vehicle
8B_Refrigerated
225,974
101,711
annual miles/vehicle
8B_Refrigerated
262,511
101,711
annual miles/vehicle
8B_Refrigerated
208,809
101,711
annual miles/vehicle
8B_Specialized
189,507
73,838
annual miles/vehicle
8B_TL/Dry Van
195,768
90,012
annual miles/vehicle
8B_TL/Dry Van
193,195
90,012
annual miles/vehicle
8B_TL/Dry Van
189,257
90,012
annual miles/vehicle
8B_TL/Dry Van
250,391
90,012
annual miles/vehicle
8B_TL/Dry Van
194,704
90,012
annual miles/vehicle
8B_TL/Dry Van
191,012
90,012
annual miles/vehicle
8B_TL/Dry Van
215,143
90,012
annual miles/vehicle
8B_Tanker
148,721
79,629
MPG
3_Mixed
23.29
9.98
MPG
4_Mixed
18.55
9.11
MPG
5_Mixed
18.30
7.95
47

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Parameter
Class/Category
Value
Mean
MPG
8A_LTL/Dry Van
9.50
6.37
MPG
8A_Refrigerated
10.86
6.60
MPG
8A_TL/Dry Van
9.50
6.48
MPG
8B_Dray
8.44
5.85
MPG
8B_Refrigerated
8.23
5.97
MPG
8B_Refrigerated
8.39
5.97
MPG
8B_Refrigerated
8.05
5.97
MPG
8B_TL/Dry Van
8.47
6.20
MPG
8B_TL/Dry Van
10.54
6.20
MPG
8B_TL/Dry Van
8.49
6.20
MPG
8B_TL/Dry Van
8.71
6.20
MPG
8B_TL/Dry Van
8.81
6.20
MPG
8B_Tanker
10.97
6.01
% Empty Miles
3_Mixed
90.19
13.39
% Empty Miles
8B_Specialized
99.38
30.34
% Empty Miles
2B_Mixed
0.02
82.54
% Empty Miles
8B_TL/Dry Van
35.17
87.37
48

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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 4 and 5.
Figure 4. Annual Miles per Vehicle Distribution, Class 8b TL/Dry Van Diesel Fleets
C
m
c
-------
Figure 5. Miles per Gallon Distribution, Class 8b TL/Dry Van Diesel Fleets
C
CD
c
0 30-
_Q
E
Miles Per Gallon - CALCULATED from TotalMiles and GalFuelUsed
Any Outlyers Have Been Removed
Group ID Number=28 TruckClass_BlnCategory=8B_TL/DryVan Number in Group=9l2
III
iilh nil
3	4	5
Bin Value
/p roj 1 /E PA_T rnckT oo I Va l/U pd ate2016/va I3.sas 14DEC16 12:41
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.44
Based on this preliminary assessment, red and yellow flag areas were defined for each fleet
group/metric combination as shown in Table 15.
44 As such, a yellow warning is issued for any biodiesel blend > 20%, with no red warning.
50
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Table 15. "Red" and "Yellow" Flag Criteria
Class_Category
Count
Variable
Low Red
Low Yellow
High Yellow
High Red
2B_Expedited
35
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
2B_Mixed
96
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
2B_Package
34
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
2B_TL/DryVan
42
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
3_Mixed
85
M
les Per Veh
cle
NONE
5,000
Mean+1.5StD
Mean+2StD
4_Mixed
71
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
5_Mixed
59
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
6_LTL/DryVan
55
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
6_Mixed
124
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
6_Package
25
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
6_TL/DryVan
51
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
7_LTL/DryVan
61
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
7_Mixed
144
M
les Per Veh
cle
NONE
5,000
Mean+1.5StD
Mean+2StD
7_TL/DryVan
44
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8A_LTL/DryVan
54
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8A_Mixed
106
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8A_Refrigerated
21
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8A_TL/DryVan
61
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8B_AutoCarrier
36
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Dray
109
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Expedited
26
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8B_Flatbed
159
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Heavy/Bulk
22
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8B_LTL/DryVan
106
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Mixed
470
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Refrigerated
574
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Specialized
60
M
les Per Veh
cle
5.0%
15.0%
85.0%
95.0%
8B_TL/DryVan
912
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Tanker
84
M
les Per Veh
cle
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
2B_Expedited
35
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
2B_Mixed
96
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
2B_Package
34
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
2B_TL/DryVan
42
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
3_Mixed
85
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
4_Mixed
71
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
5_Mixed
59
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
6_LTL/DryVan
55
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
6_Mixed
124
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
6_Package
25
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
6_TL/DryVan
51
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
51
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Class_Category
Count
Variable
Low Red
Low Yellow
High Yellow
High Red
7_LTL/DryVan
61
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
7_Mixed
144
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
7_TL/DryVan
44
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
8A_LTL/DryVan
54
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8A_Mixed
106
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8A_Refrigerated
21
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
8A_TL/DryVan
61
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_AutoCarrier
36
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
8B_Dray
109
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Expedited
26
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
8B_Flatbed
159
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Heavy/Bulk
22
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
8B_LTL/DryVan
106
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Mixed
470
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Refrigerated
574
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Specialized
60
Miles Per Gallon
5.0%
15.0%
85.0%
95.0%
8B_TL/DryVan
912
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_Tanker
84
Miles Per Gallon
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
2B_Expedited
35
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
2B_Mixed
96
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
2B_Package
34
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
2B_TL/DryVan
42
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
3_Mixed
85
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
4_Mixed
71
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
5_Mixed
59
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
6_LTL/DryVan
55
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
6_Mixed
124
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
6_Package
25
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
6_TL/DryVan
51
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
7_LTL/DryVan
61
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
7_Mixed
144
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
7_TL/DryVan
44
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8A_LTL/DryVan
54
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8A_Mixed
106
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8A_Refrigerated
21
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8A_TL/DryVan
61
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8B_AutoCarrier
36
Percent Revenue Miles
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Dray
109
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8B_Expedited
26
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8B_Flatbed
159
Percent Revenue Miles
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Heavy/Bulk
22
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8B_LTL/DryVan
106
Percent Revenue Miles
Mean - 2StD
Mean-1.5StD
NONE
NONE
52
-------
Class_Category
Count
Variable
Low Red
Low Yellow
High Yellow
High Red
8B_Mixed
470
Percent Revenue Miles
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Refrigerated
574
Percent Revenue Miles
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Specialized
60
Percent Revenue Miles
5.0%
15.0%
NONE
NONE
8B_TL/DryVan
912
Percent Revenue Miles
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Tanker
84
Percent Revenue Miles
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
2B_Expedited
35
Percent Empty Miles
NONE
NONE
85.0%
95.0%
2B_Mixed
96
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
2B_Package
34
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
2B_TL/DryVan
42
Percent Empty Miles
5.0%
15.0%
Mean+1.5StD
Mean+2StD
3_Mixed
85
Percent Empty Miles
NONE
NONE
85.0%
95.0%
4_Mixed
71
Percent Empty Miles
NONE
NONE
85.0%
95.0%
5_Mixed
59
Percent Empty Miles
NONE
NONE
85.0%
95.0%
6_LTL/DryVan
55
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
6_Mixed
124
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
6_Package
25
Percent Empty Miles
NONE
NONE
85.0%
95.0%
6_TL/DryVan
51
Percent Empty Miles
NONE
NONE
85.0%
95.0%
7_LTL/DryVan
61
Percent Empty Miles
NONE
NONE
85.0%
95.0%
7_Mixed
144
Percent Empty Miles
NONE
NONE
85.0%
95.0%
7_TL/DryVan
44
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8A_LTL/DryVan
54
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8A_Mixed
106
Percent Empty Miles
NONE
NONE
85.0%
95.0%
8A_Refrigerated
21
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8A_TL/DryVan
61
Percent Empty Miles
Mean - 2StD
Mean-1.5StD
Mean+1.5StD
Mean+2StD
8B_AutoCarrier
36
Percent Empty Miles
5.0%
15.0%
85.0%
95.0%
8B_Dray
109
Percent Empty Miles
5.0%
15.0%
85.0%
95.0%
8B_Expedited
26
Percent Empty Miles
5.0%
15.0%
85.0%
95.0%
8B_Flatbed
159
Percent Empty Miles
5.0%
15.0%
85.0%
95.0%
8B_Heavy/Bulk
22
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8B_LTL/DryVan
106
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8B_Mixed
470
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8B_Refrigerated
574
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8B_Specialized
60
Percent Empty Miles
5.0%
15.0%
85.0%
95.0%
8B_TL/DryVan
912
Percent Empty Miles
NONE
NONE
Mean+1.5StD
Mean+2StD
8B_Tanker
84
Percent Empty Miles
5.0%
15.0%
NONE
50.0%
2B_Expedited
35
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
2B_Mixed
96
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
2B_Package
34
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
2B_TL/DryVan
42
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
3_Mixed
85
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
4_Mixed
71
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
5_Mixed
59
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
6_LTL/DryVan
55
Percent Biofuel
5.0%
15.0%
85.0%
95.0%
53
-------
Class_Category
Count
Variable
Low Red
Low Yellow
High Yellow
High Red
6_Mixed
124
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
6_Package
25
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
6_TL/DryVan
51
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
7_LTL/DryVan
61
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
7_Mixed
144
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
7_TL/DryVan
44
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8A_LTL/DryVan
54
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8A_Mixed
106
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8A_Refrigerated
21
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8A_TL/DryVan
61
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_AutoCarrier
36
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Dray
109
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Expedited
26
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Flatbed
159
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Heavy/Bulk
22
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_LTL/DryVan
106
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Mixed
470
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Refrigerated
574
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Specialized
60
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_TL/DryVan
912
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
8B_Tanker
84
Percent B
ofuel
5.0%
15.0%
85.0%
95.0%
2B_Expedited
35
Capac
ty Ut
lization
5.0%
15.0%
85.0%
95.0%
2B_Mixed
96
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
2B_Package
34
Capac
ty Ut
lization
5.0%
15.0%
85.0%
95.0%
2B_TL/DryVan
42
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
3_Mixed
85
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
4_Mixed
71
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
5_Mixed
59
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
6_LTL/DryVan
55
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
6_Mixed
124
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
6_Package
25
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
6_TL/DryVan
51
Capac
ty Ut
lization
50.0%
NONE
NONE
NONE
7_LTL/DryVan
61
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
7_Mixed
144
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
7_TL/DryVan
44
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8A_LTL/DryVan
54
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8A_Mixed
106
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8A_Refrigerated
21
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8A_TL/DryVan
61
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_AutoCarrier
36
Capac
ty Ut
lization
5.0%
15.0%
NONE
NONE
8B_Dray
109
Capac
ty Ut
lization
5.0%
15.0%
NONE
NONE
8B_Expedited
26
Capac
ty Ut
lization
5.0%
15.0%
NONE
NONE
54
-------
Class_Category
Count
Variable
Low Red
Low Yellow
High Yellow
High Red
8B_Flatbed
159
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Heavy/Bulk
22
Capac
ty Ut
lization
5.0%
15.0%
NONE
NONE
8B_LTL/DryVan
106
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Mixed
470
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Refrigerated
574
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Specialized
60
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_TL/DryVan
912
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
8B_Tanker
84
Capac
ty Ut
lization
Mean - 2StD
Mean-1.5StD
NONE
NONE
For distributions that appeared to have a relatively normal distribution on the low and/or high
end, 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 10-20% of the values for these metrics being flagged
as either red or yellow for partner attention. For several variables with a clearly skewed
distribution yellow cutoffs were set to include approximately 15% of observations, and red
cutoffs were selected to include approximately 5% of observations. Selecting cutoffs at these
levels 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.
Finally, certain distributions showed common values up to and including the absolute min/max
values. For example, a substantial number of truck carriers reported revenue miles equal to
100% of total miles. In these instances no yellow/red flags are assigned for that variable.
Tables 16-21 present the actual yellow and red flag values for each fleet group/metric
combination, given the decision criteria presented in Table 15. Tables 22-26 present the
number of observations that would be flagged with yellow and red warnings for these
combinations. The complete set of histograms associated with the distributional analysis of the
2016 data is available upon request from SmartWay.
55
-------
Table 16. Yellow/Red Criteria by Fleet Group/Metric Combination
Annual Miles per Vehicle
Class-Category
Absolute Min
Low Red
Low Yellow
High Yellow
High Red
Absolute Max
2B-Expedited
>0
9,698
16,183
63,029
90,800
500,000
2B-Mixed
>0
2,046
7,741
53,432
71,391
500,000
2B-PD
>0
5,247
11,565
47,936
65,500
500,000
2B-TL/Dry van
>0
6,799
18,007
52,984
58,368
500,000
3-Mixed
>0
0
5,000
45,712
53,814
500,000
4-Mixed
>0
1,402
6,556
40,071
51,362
500,000
5-Mixed
>0
306
3,470
40,000
49,485
500,000
6-LTL/Dry van
>0
9,631
11,696
49,080
60,950
500,000
6-Mixed
>0
2,036
10,931
51,916
67,014
500,000
6-Moving
>0
3,000
8,000
68,107
79,506
500,000
6-PD
>0
5,921
9,073
65,000
72,065
500,000
6-TL/Dry van
>0
8,632
14,133
56,713
68,836
500,000
7-LTL/Dry van
>0
12,488
15,654
54,122
72,666
500,000
7-Mixed
>0
0
5,000
67,560
78,694
500,000
7-TL/Dry van
>0
2,326
10,312
57,249
79,650
500,000
8A-LTL/.Dry van
>0
10,558
15,625
68,215
88,352
500,000
8A-Mixed
>0
6,271
13,039
85,890
102,000
500,000
8A-Reefer
>0
15,505
26,162
70,000
79,308
500,000
8A-TL/Dry van
>0
10,069
13,877
97,567
128,406
500,000
8B-Auto
>0
43,112
51,769
103,710
112,367
500,000
8B-Dray
>0
6,985
18,413
86,984
98,413
500,000
8B-Expedited
>0
23,226
27,112
92,857
140,232
500,000
8B-Flatbed
>0
36,935
47,495
110,856
121,416
500,000
8B-Heavy
>0
44,171
48,663
101,118
108,168
500,000
8B-LTL/Dry van
>0
13,983
27,504
108,634
122,156
500,000
8B-Mixed
>0
12,029
27,477
120,168
135,616
500,000
8B-Reefer
>0
36,939
52,743
147,566
163,370
500,000
8B-Special
>0
20,765
39,854
105,338
117,433
500,000
8B-TL/Dry van
>0
29,853
44,672
133,586
148,405
500,000
8B-Tanker
>0
36,503
47,076
110,517
121,090
500,000
56
-------
Table 17. Yellow/Red Criteria by Fleet Group/Metric Combination
Miles per Gallon45
Class-Category
Absolute Min
Low Red
Low Yellow
High Yellow
High Red
Absolute Max
2B-Expedited
>0
10.2
11.1
17.9
22.9
37.5
2B-Mixed
>0
6.9
8.2
17.6
19.9
34.4
2B-PD
>0
5.7
6.9
15.6
18.6
31.1
2B-TL/Dry van
>0
5.4
6.8
15.4
17.3
29.2
3-Mixed
>0
4.4
5.8
13.9
15.2
28.5
4-Mixed
>0
3.6
6.7
11.7
12.2
24.4
5-Mixed
>0
2.4
3.7
11.8
13.2
21.4
6-LTL/Dry van
>0
5.7
6.5
9.4
10.2
16.8
6-Mixed
>0
5.0
5.7
10.1
10.9
18.1
6-Moving
>0
5.8
6.2
8.5
8.9
18
6-PD
>0
3.0
5.4
9.8
10.6
17.1
6-TL/Dry van
>0
4.9
5.6
10.1
10.8
15
7-LTL/Dry van
>0
5.4
6.0
9.6
10.2
15.8
7-Mixed
>0
4.4
5.2
9.9
10.7
16.9
7-TL/Dry van
>0
6.0
6.5
9.0
9.4
14.6
8A-LTL/.Dry van
>0
5.0
5.3
7.3
7.6
12.2
8A-Mixed
>0
4.3
4.9
8.2
8.8
13.4
8A-Reefer
>0
5.3
5.8
6.8
7.6
12.5
8A-TL/Dry van
>0
4.6
5.0
7.8
8.3
13
8B-Auto
>0
4.0
4.5
5.4
5.9
9.3
8B-Dray
>0
4.6
4.9
6.8
7.1
10.5
8B-Expedited
>0
4.9
5.4
6.6
6.6
10.2
8B-Flatbed
>0
4.5
4.9
6.7
7.1
10.8
8B-Heavy
>0
4.2
4.7
5.8
6.1
9.9
8B-LTL/Dry van
>0
5.0
5.3
7.2
7.6
11.8
8B-Mixed
>0
4.5
4.9
7.0
7.3
11.8
8 B-Reefer
>0
4.7
5.0
6.9
7.3
11.9
8B-Special
>0
2.8
4.2
6.1
6.5
10.1
8B-TL/Dry van
>0
4.8
5.2
7.2
7.5
12.4
8B-Tanker
>0
4.4
4.8
7.1
7.5
10.8
45 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.
57
-------
Table 18. Yellow/Red Criteria by Fleet Group/Metric Combination
% Revenue Miles
Class-Category
Absolute Min
Low Red
Low Yellow
High Yellow
High Red
Absolute Max
2B-Expedited
N/A
52
59
N/A
N/A
N/A
2B-Mixed
N/A
53
61
N/A
N/A
N/A
2B-PD
N/A
66
72
N/A
N/A
N/A
2B-TL/Dry van
N/A
69
74
N/A
N/A
N/A
3-Mixed
N/A
65
71
N/A
N/A
N/A
4-Mixed
N/A
65
71
N/A
N/A
N/A
5-Mixed
N/A
59
67
N/A
N/A
N/A
6-LTL/Dry van
N/A
61
68
N/A
N/A
N/A
6-Mixed
N/A
55
63
N/A
N/A
N/A
6-Moving
N/A
55
65
N/A
N/A
N/A
6-PD
N/A
75
80
N/A
N/A
N/A
6-TL/Dry van
N/A
56
64
N/A
N/A
N/A
7-LTL/Dry van
N/A
64
71
N/A
N/A
N/A
7-Mixed
N/A
57
64
N/A
N/A
N/A
7-TL/Dry van
N/A
64
70
N/A
N/A
N/A
8A-LTL/.Dry van
N/A
67
73
N/A
N/A
N/A
8A-Mixed
N/A
52
59
N/A
N/A
N/A
8A-Reefer
N/A
59
65
N/A
N/A
N/A
8A-TL/Dry van
N/A
69
74
N/A
N/A
N/A
8B-Auto
N/A
43
50
N/A
N/A
N/A
8B-Dray
N/A
46
54
N/A
N/A
N/A
8B-Expedited
N/A
57
63
N/A
N/A
N/A
8B-Flatbed
N/A
62
67
N/A
N/A
N/A
8B-Heavy
N/A
34
43
N/A
N/A
N/A
8B-LTL/Dry van
N/A
68
73
N/A
N/A
N/A
8B-Mixed
N/A
62
68
N/A
N/A
N/A
8B-Reefer
N/A
72
76
N/A
N/A
N/A
8B-Special
N/A
40
49
N/A
N/A
N/A
8B-TL/Dry van
N/A
68
73
N/A
N/A
N/A
8B-Tanker
N/A
48
50
N/A
N/A
N/A
58
-------
Table 19. Yellow/Red Criteria by Fleet Group/Metric Combination
% Empty Miles
Class-Category
Absolute Min
Low Red
Low Yellow
High Yellow
High Red
Absolute Max
2B-Expedited
N/A
1
5
38
44
N/A
2B-Mixed
N/A
1
5
41
48
N/A
2B-PD
N/A
1
5
31
37
N/A
2B-TL/Dry van
N/A
1
5
28
33
N/A
3-Mixed
N/A
1
5
28
34
N/A
4-Mixed
N/A
1
5
30
35
N/A
5-Mixed
N/A
1
5
33
40
N/A
6-LTL/Dry van
N/A
1
5
36
44
N/A
6-Mixed
N/A
1
5
38
45
N/A
6-Moving
N/A
1
5
40
50
N/A
6-PD
N/A
1
5
15
31
N/A
6-TL/Dry van
N/A
1
5
35
47
N/A
7-LTL/Dry van
N/A
1
5
32
35
N/A
7-Mixed
N/A
1
5
33
44
N/A
7-TL/Dry van
N/A
1
5
33
39
N/A
8A-LTL/.Dry van
N/A
1
5
30
36
N/A
8A-Mixed
N/A
1
5
36
47
N/A
8A-Reefer
N/A
1
5
35
41
N/A
8A-TL/Dry van
N/A
1
5
31
36
N/A
8B-Auto
N/A
5
15
40
49
N/A
8B-Dray
N/A
5
7
40
50
N/A
8B-Expedited
N/A
5
6
33
37
N/A
8B-Flatbed
N/A
5
7
27
37
N/A
8B-Heavy
N/A
1
5
56
64
N/A
8B-LTL/Dry van
N/A
1
5
29
34
N/A
8B-Mixed
N/A
1
5
34
40
N/A
8B-Reefer
N/A
1
5
25
29
N/A
8B-Special
N/A
1
5
49
50
N/A
8B-TL/Dry van
N/A
1
5
28
32
N/A
8B-Tanker
N/A
20
36
50
50
N/A
59
-------
Table 20. Yellow/Red Criteria by Fleet Group/Metric Combination
Average Used Cargo Volume %
Class-Category
Absolute Min
Low Red
Low Yellow
High Yellow
High Red
Absolute Max
2B-Expedited
N/A
25
50
90
100
N/A
2B-Mixed
N/A
26.1
36.4
100
100
N/A
2B-PD
N/A
40
70
87
100
N/A
2B-TL/Dry van
N/A
47.5
54.7
100
100
N/A
3-Mixed
N/A
38.8
47.8
100
100
N/A
4-Mixed
N/A
41.8
50
100
100
N/A
5-Mixed
N/A
47.8
54.5
100
100
N/A
6-LTL/Dry van
N/A
40.7
49.1
90
95
N/A
6-Mixed
N/A
43.8
52.2
100
100
N/A
6-Moving
N/A
36
42
80
90
N/A
6-PD
N/A
44.8
53.1
100
100
N/A
6-TL/Dry van
N/A
50
50
100
100
N/A
7-LTL/Dry van
N/A
44.4
52.2
90
95
N/A
7-Mixed
N/A
46
54.2
100
100
N/A
7-TL/Dry van
N/A
56.3
62.3
100
100
N/A
8A-LTL/.Dry van
N/A
48.4
55.6
90
95
N/A
8A-Mixed
N/A
56.2
62.4
100
100
N/A
8A-Reefer
N/A
37
46.1
100
100
N/A
8A-TL/Dry van
N/A
56.7
63.5
100
100
N/A
8B-Auto
N/A
76
80
100
100
N/A
8B-Dray
N/A
66
76
100
100
N/A
8B-Expedited
N/A
62
67
100
100
N/A
8B-Flatbed
N/A
67.9
73
100
100
N/A
8B-Heavy
N/A
70
80
100
100
N/A
8B-LTL/Dry van
N/A
53.2
59.8
90
95
N/A
8B-Mixed
N/A
65.5
70.6
100
100
N/A
8B-Reefer
N/A
68.2
73.1
100
100
N/A
8B-Special
N/A
63.4
69.7
100
100
N/A
8B-TL/Dry van
N/A
66
71.3
100
100
N/A
8B-Tanker
N/A
74.7
78.9
100
100
N/A
60
-------
Table 21. Yellow/Red Criteria by Fleet Group/Metric Combination
Idle Hours and Days of Use per Year
Class-Category
Low Red
Low Yellow
High Yellow
High Red

Average Service Days/Year
Non-Class 8b (less Package/Specialty)
96
171
320
-
Non-Class 8b (Package/Specialty)
142
200
315
-
Class 8b (less LTL/Package)
157
213
325
-
Class 8b (LTL/Package)
135
193
309
-

Average Hours Long Duration Idle/Day
Non-Class 8b (less Package/Specialty)
-
1.00
1.73
2.81
Non-Class 8b (Package/Specialty)
-
1.00
24.00
-
Class 8b (less LTL/Package)
-
1.00
4.11
6.10
Class 8b (LTL/Package)
-
1.00
2.53
4.18

Average Hours Short Duration Idle/Day
Non-Class 8b (less Package/Specialty)
-
0
1.87
2.81
Non-Class 8b (Package/Specialty)
-
0
1.42
1.99
Class 8b (less LTL/Package)
-
0
2.36
3.60
Class 8b (LTL/Package)
-
0
2.63
4.15
Table 22. Number of Values Flagged by Fleet Group/Metric Combination
Annual Miles per Vehicle
Class/Category
N
Minimum
Low
Low
Mean
High
High
Maximum


Value
Red
Flags
Yellow
Flags
Value
Yellow
Flags
Red
Flags
Value
2B_Expedited
35
6,001
1
3
40,870
3
1
95,938
2B Mixed
96
720
4
9
27,933
9
4
76,590
2B_Package
34
4,144
1
3
30,012
3
1
70,685
2B_TL/Dry Van
42
505
2
3
31,821
3
2
59,203
3 Mixed
85
581
0
6
21,406
6
4
76,320
4 Mixed
71
117
3
6
22,373
6
3
53,172
5 Mixed
59
83
2
5
16,525
5
2
54,486
6_LTL/Dry Van
55
1,429
2
5
29,919
5
2
70,391
6 Mixed
124
53
6
11
31,682
11
6
79,858
6_Package
25
814
1
1
21,050
1
1
90,196
6_TL/Dry Van
51
3,179
2
4
35,069
4
2
93,498
7_LTL/Dry Van
61
5,701
3
5
34,379
5
3
87,534
7 Mixed
144
100
0
10
34,158
7
6
106,615
7_TL/Dry Van
44
1,693
2
3
34,359
3
2
109,287
8A_LTL/Dry Van
54
3,458
2
5
45,351
5
2
108,183
8A Mixed
106
155
5
9
47,086
9
5
124,901
8A_Refrigerated
21
1,738
1
1
45,741
1
1
79,469
8A_TL/Dry Van
61
7,460
3
5
59,438
5
3
155,136
61
-------
Class/Category
N
Minimum
Low
Low
Mean
High
High
Maximum


Value
Red
Yellow
Value
Yellow
Red
Value



Flags
Flags

Flags
Flags

8B_AutoCarrier
36
47,525
0
2
77,740
1
1
120,671
8B_Dray
109
3,165
1
9
52,699
4
4
102,164
8B_Expedited
26
22,697
1
1
63,362
1
1
150,415
8B_Flatbed
159
15,680
3
5
79,175
8
2
130,597
8B_Heavy/Bulk
22
40,305
1
1
73,132
1
1
116,004
8B_LTL/Dry Van
106
14,096
0
5
68,069
3
3
146,016
8B_Mixed
470
3,658
7
20
73,822
22
11
151,353
8B_Refrigerated
574
9,171
20
20
100,155
22
10
203,947
8B_Specialized
60
4,568
2
5
71,877
5
2
178,303
8B_TL/Dry Van
912
2,072
27
33
89,129
39
19
176,478
8B_Tanker
84
28,055
4
3
78,796
0
3
136,449
Table 23. Number of Values Flagged by Fleet Group/Metric Combination
Miles per Gallon
Class/Category
N
Minimum
Low
Low
Mean
High
High
Maximum


Value
Red
Flags
Yellow
Flags
Value
Yellow
Flags
Red
Flags
Value
2B_Expedited
35
10.00
1
3
14.47
3
1
25.00
2B Mixed
96
2.00
4
9
12.93
9
4
22.91
2B_Package
34
3.51
1
3
11.68
3
1
20.74
2B_TL/Dry Van
42
2.50
2
3
10.68
3
2
19.50
3 Mixed
85
1.07
2
3
9.82
6
1
18.99
4 Mixed
71
1.34
3
6
8.98
6
3
16.27
5 Mixed
59
0.96
3
1
7.77
2
1
14.25
6_LTL/Dry Van
55
0.68
2
5
8.01
5
2
11.17
6 Mixed
124
4.02
1
6
7.93
2
2
12.06
6_Package
25
0.91
1
1
7.39
1
1
11.37
6_TL/Dry Van
51
0.76
1
0
7.86
0
0
10.00
7_LTL/Dry Van
61
5.48
0
2
7.82
2
2
10.50
7_Mixed
144
3.69
4
4
7.55
3
4
11.25
7_TL/Dry Van
44
4.60
2
3
7.76
3
2
9.76
8A_LTL/Dry Van
54
4.25
1
0
6.31
1
1
8.13
8A_Mixed
106
3.38
3
3
6.57
5
3
8.97
8A_Refrigerated
21
5.19
1
2
6.38
2
1
8.34
8A_TL/Dry Van
61
1.84
1
1
6.43
0
1
8.69
8B_AutoCarrier
36
4.29
1
3
4.96
3
1
6.22
8B_Dray
109
3.35
5
2
5.83
3
0
7.00
8B_Expedited
26
4.79
1
1
6.04
1
1
6.80
8B_Flatbed
159
3.10
5
4
5.80
6
2
7.20
8B_Heavy/Bulk
22
4.11
1
1
5.32
1
1
6.63
8B_LTL/Dry Van
106
4.08
5
3
6.27
1
1
7.87
62
-------
Class/Category
N
Minimum
Low
Low
Mean
High
High
Maximum


Value
Red
Yellow
Value
Yellow
Red
Value



Flags
Flags

Flags
Flags

8B_Mixed
470
3.18
17
11
5.94
17
6
7.88
8B_Refrigerated
574
1.11
12
15
5.96
19
15
7.96
8B_Specialized
60
0.50
3
6
5.07
6
3
6.72
8B_TL/Dry Van
912
2.30
26
21
6.18
36
16
8.26
8B_Tanker
84
2.66
2
4
5.95
4
0
7.21
Table 24. Number of Values Flagged by Fleet Group/Metric Combination
% Revenue Miles
Class/Category
N
Minimum
Low
Low
Mean
High
High
Maximum


Value
Red
Flags
Yellow
Flags
Value
Yellow
Flags
Red
Flags
Value
2B_Expedited
35
54.2
0
3
80.9
0
0
100
2B_Mixed
96
50.0
3
9
83.4
0
0
100
2B_Package
34
60.1
3
1
88.6
0
0
100
2B_TL/Dry Van
42
63.3
1
2
89.7
0
0
100
3_Mixed
85
57.0
3
7
89.7
0
0
100
4_Mixed
71
65.0
3
9
90.4
0
0
100
5_Mixed
59
50.0
2
5
88.5
0
0
100
6_LTL/Dry Van
55
50.0
3
4
88.4
0
0
100
6_Mixed
124
47.0
8
2
84.4
0
0
100
6_Package
25
64.0
2
0
94.2
0
0
100
6_TL/Dry Van
51
45.2
3
1
87.3
0
0
100
7_LTL/Dry Van
61
65.0
0
10
89.2
0
0
100
7_Mixed
144
50.0
6
2
84.4
0
0
100
7_TL/Dry Van
44
41.1
2
2
89.5
0
0
100
8A_LTL/Dry Van
54
55.0
5
2
90.5
0
0
100
8A_Mixed
106
46.1
5
4
82.3
0
0
100
8A_Refrigerated
21
60.0
0
2
85.0
0
0
100
8A_TL/Dry Van
61
49.1
3
3
91.3
0
0
100
8B_AutoCarrier
36
50.0
0
0
71.8
0
0
100
8B_Dray
109
49.5
0
7
79.2
0
0
100
8B_Expedited
26
56.2
1
2
82.8
0
0
100
8B_Flatbed
159
50.0
6
5
82.8
0
0
100
8B_Heavy/Bulk
22
46.0
0
0
70.9
0
0
100
8B_LTL/Dry Van
106
55.0
4
5
89.0
0
0
100
8B_Mixed
470
50.0
18
30
85.4
0
0
100
8B_Refrigerated
574
50.0
25
25
88.4
0
0
100
8B_Specialized
60
49.4
0
0
74.6
0
0
100
8B_TL/Dry Van
912
50.0
49
34
87.4
0
0
100
8B_Tanker
84
44.9
4
2
61.9
1
1
100
63
-------
Table 25. Number of Values Flagged by Fleet Group/Metric Combination
% Empty Miles
Class/Category
N
Minimum
Low
Low
Mean
High
High
Maximum


Value
Red
Flags
Yellow
Flags
Value
Yellow
Flags
Red
Flags
Value
2B_Expedited
35
2.96
0
0
20.65
3
1
45.75
2B_Mixed
96
0.00
0
0
18.10
8
3
50.00
2B_Package
34
0.00
0
0
12.26
1
4
39.91
2B_TL/Dry Van
42
0.00
0
3
14.00
0
2
39.60
3_Mixed
85
0.00
0
0
12.47
7
4
42.23
4_Mixed
71
0.00
0
0
12.55
6
3
40.00
5 Mixed
59
0.00
0
0
16.01
5
2
50.00
6_LTL/Dry Van
55
0.00
0
0
14.99
3
2
50.00
6 Mixed
124
0.00
0
0
16.57
2
9
52.99
6_Package
25
0.00
0
0
6.27
1
1
35.98
6_TL/Dry Van
51
0.00
0
0
17.42
4
2
54.76
7_LTL/Dry Van
61
0.00
0
0
13.09
5
3
40.00
7 Mixed
144
0.00
0
0
17.54
13
7
50.00
7_TL/Dry Van
44
0.00
0
0
15.42
4
1
45.00
8A_LTL/Dry Van
54
0.00
0
0
11.35
5
2
45.00
8A Mixed
106
0.00
0
0
19.51
9
5
53.91
8A_Refrigerated
21
0.00
0
0
14.93
2
0
40.00
8A_TL/Dry Van
61
0.00
0
0
13.44
3
2
50.94
8B AutoCarrier
36
0.00
0
3
29.68
3
1
50.00
8B_Dray
109
0.00
3
10
25.36
10
5
50.45
8B_Expedited
26
5.00
1
1
18.12
1
1
43.83
8B Flatbed
159
0.00
3
15
18.12
15
7
50.00
8B_Heavy/Bulk
22
0.00
0
0
31.51
0
0
50.81
8B_LTL/Dry Van
106
0.00
0
0
12.65
4
6
50.00
8B_Mixed
470
0.00
0
0
16.49
28
22
50.00
8B_Refrigerated
574
0.00
0
0
12.91
20
25
50.00
8B_Specialized
60
0.00
0
4
29.17
4
2
50.61
8B_TL/Dry Van
912
0.00
0
0
13.71
39
51
50.00
8B_Tanker
84
3.00
4
7
43.51
0
9
55.12
64
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Table 26. Number of Values Flagged by Fleet Group/Metric Combination
Average Used Cargo Volume %
Class/Category
N
Minimum
Low
Low
Mean
High
High
Maximum


Value
Red
Flags
Yellow
Flags
Value
Yellow
Flags
Red
Flags
Value
2B_Expedited
35
24.00
1
3
67.80
3
0
100.00
2B_Mixed
96
1.00
3
6
67.39
0
0
100.00
2B_Package
34
38.00
1
3
74.50
2
0
100.00
2B_TL/Dry Van
42
20.00
1
1
76.24
0
0
100.00
3_Mixed
85
10.00
4
2
74.89
0
0
100.00
4_Mixed
71
20.00
5
4
74.58
0
0
100.00
5 Mixed
59
32.00
2
3
74.64
0
0
100.00
6_LTL/Dry Van
55
5.00
3
0
74.38
0
0
95.00
6 Mixed
124
25.00
7
4
77.10
0
0
100.00
6_Package
25
31.00
2
0
77.84
0
0
100.00
6_TL/Dry Van
51
50.00
0
0
76.59
0
0
100.00
7_LTL/Dry Van
61
24.00
4
2
75.69
0
0
98.00
7 Mixed
144
10.00
7
3
78.78
0
0
100.00
7_TL/Dry Van
44
50.00
1
3
80.18
0
0
100.00
8A_LTL/Dry Van
54
26.00
3
1
77.28
0
0
96.00
8A Mixed
106
49.00
2
9
81.18
0
0
100.00
8A_Refrigerated
21
22.00
2
0
73.43
0
0
100.00
8A_TL/Dry Van
61
25.00
1
3
84.07
0
0
100.00
8B AutoCarrier
36
75.00
1
0
92.47
0
0
100.00
8B_Dray
109
65.00
5
0
89.03
0
0
100.00
8B_Expedited
26
49.00
1
1
82.50
0
0
100.00
8B Flatbed
159
30.00
2
8
88.50
0
0
100.00
8B_Heavy/Bulk
22
70.00
0
1
90.14
0
0
100.00
8B_LTL/Dry Van
106
5.00
4
0
79.54
0
0
95.00
8B_Mixed
470
40.00
20
25
85.95
0
0
100.00
8B_Refrigerated
574
40.00
23
17
87.69
0
0
100.00
8B_Specialized
60
43.00
2
2
88.65
0
0
100.00
8B_TL/Dry Van
912
38.00
36
51
87.06
0
0
100.00
8B_Tanker
84
52.00
2
2
91.55
0
0
100.00
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.
65
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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 year.46 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 diesel dataset (prior to cleaning) are
presented in Table 27.
Table 27. Maximum and Minimum Observed Miles per Gallon
Class/Category
N
Minimum Value
Maximum Value
2B_Expedited
35
10.0
25.0
2B_Mixed
96
2.0
22.9
2B_Package
34
3.5
20.7
2B_TL/Dry Van
42
2.5
19.5
3_Mixed
85
1.1
19.0
4_Mixed
71
1.3
16.3
5_Mixed
59
1.0
14.2
6_LTL/Dry Van
55
0.7
11.2
6_Mixed
124
4.0
12.1
6_Package
25
0.9
11.4
6_TL/Dry Van
51
0.8
10.0
7_LTL/Dry Van
61
5.5
10.5
7_Mixed
144
3.7
11.3
7_TL/Dry Van
44
4.6
9.8
8A_LTL/Dry Van
54
4.3
8.1
8A_Mixed
106
3.4
9.0
8A_Refrigerated
21
5.2
8.3
8A_TL/Dry Van
61
1.8
8.7
8B_AutoCarrier
36
4.3
6.2
8B_Dray
109
3.4
7.0
8B_Expedited
26
4.8
6.8
8B_Flatbed
159
3.1
7.2
8B_Heavy/Bulk
22
4.1
6.6
8B_LTL/Dry Van
106
4.1
7.9
8B_Mixed
470
3.2
7.9
8B_Refrigerated
574
1.1
8.0
46 While DOT regulations limit drivers' daily hours, some companies utilize driver teams to maximize on-road time.
66
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Class/Category
N
Minimum Value
Maximum Value
8B_Specialized
60
0.5
6.7
8B_TL/Dry Van
912
2.3
8.3
8B_Tanker
84
2.7
7.2
[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 28 by truck class.
Table 28. Maximum Diesel Miles per Gallon Estimates (PERE Model Basis)
Class
Maximum MPG
2b
25.0
3
23.3
4
20.2
5
18.7
6
18.0
7
14.5
8a
11.2
8b
11.2
Note that the maximum MPG estimates obtained from the PERE model are substantially higher
than almost all of the maximum value observed for diesel trucks in the 2016 Truck Tool data.
Non-Diesel MPG
The 2016 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
67
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National Laboratory.47 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 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 28 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),48 thereby adjusting mpg values for volumetric energy density. Table 29
presents the corresponding upper bound MPG values for non-diesel vehicles by truck class.
Table 29. Maximum Miles per Gallon Estimates - Non-Diesel Vehicles
Class
Gasoline/CNG
LPG
LNG
2b
19.9
18.5
16.4
3
18.5
17.3
15.3
4
16.0
15.0
13.3
5
14.9
13.9
12.3
6
14.3
13.3
11.8
7
11.5
10.7
9.5
8a
8.9
8.3
7.4
8b
8.9
8.3
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.
47
Delorme, A. et. al., Impact of Advanced Technologies on Medium-Duty Trucks Fuel Efficiency, Argonne National
Laboratory, 2010-01-1929.
48	https://www.afdc.energv.gov/afdc/prep/popups/gges.html
68
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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.
Step 1 - Weight the following GALLON PER MILE (Not MPG) values based on the
Highway/Urban split.
Gal/Mi - Urban
Group #
Name
Low Red
Low Yellow
Mean
High Yellow
High Red
1
2B_Mixed
0.2641
0.1813
0.0942
0.0636
0.0576
2
3_Mixed
0.2340
0.1857
0.1147
0.0830
0.0760
3
4_Mixed
0.2090
0.1763
0.1213
0.0925
0.0861
4
5_Mixed
0.2599
0.2127
0.1392
0.1026
0.0943
5
6_LTL/Dry Van_Diesel
0.1951
0.1765
0.1390
0.1147
0.1080
6
6_Mixed
0.2200
0.1972
0.1467
0.1179
0.1111
7
6_Moving
0.1906
0.1783
0.1514
0.1301
0.1242
8
6_Package_Diesel
0.1788
0.1628
0.1254
0.1029
0.0965
9
6_TL/Dry Van_Diesel
0.2350
0.2056
0.1495
0.1175
0.1097
10
7_LTL/Dry Van_Diesel
0.1968
0.1806
0.1450
0.1211
0.1148
11
7_Mixed
0.2506
0.2169
0.1545
0.1200
0.1117
12
7_TL/Dry Van_Diesel
0.2131
0.1915
0.1467
0.1202
0.1130
13
8A_LTL/Dry Van_Diesel
0.2184
0.2104
0.1837
0.1653
0.1607
14
8A_Mixed
0.2747
0.2519
0.1950
0.1591
0.1492
15
8A_Refrigerated_Diesel
0.2502
0.2402
0.2036
0.1793
0.1716
16
8A_TL/Dry Van_Diesel
0.2477
0.2337
0.1966
0.1697
0.1630
17
8B_AutoCarrier_Diesel
0.2980
0.2781
0.2407
0.2158
0.2052
18
8B_Dray_Diesel
0.2434
0.2338
0.2056
0.1835
0.1780
19
8B_Flatbed_Diesel
0.2912
0.2727
0.2248
0.1942
0.1857
20
8B_Heavy/Bulk_Diesel
0.3768
0.3371
0.2562
0.2033
0.1912
21
8B_LTL/Dry Van_Diesel
0.2383
0.2250
0.2025
0.1814
0.1761
22
8B_Mixed
0.2597
0.2493
0.2149
0.1889
0.1807
23
8B_Refrigerated_Diesel
0.2656
0.2500
0.2236
0.1992
0.1931
24
8B_Specialized_Diesel
0.3389
0.2995
0.2342
0.1894
0.1789
25
8B_TL/Dry Van_Diesel
0.2534
0.2436
0.2147
0.1891
0.1836
26
8B_Tanker_Diesel
0.2596
0.2492
0.2149
0.1888
0.1806
69
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Gal/Mi - Highway
Group #
Name
Low Red
Low Yellow
Mean
High Yellow
High Red
1
2B_Mixed
0.1759
0.1208
0.0627
0.0424
0.0383
2
3_Mixed
0.1594
0.1265
0.0781
0.0565
0.0518
3
4_Mixed
0.1482
0.1250
0.0860
0.0656
0.0611
4
5_Mixed
0.1805
0.1477
0.0967
0.0713
0.0655
5
6_LTL/Dry Van_Diesel
0.1470
0.1330
0.1047
0.0864
0.0813
6
6_Mixed
0.1657
0.1486
0.1105
0.0889
0.0837
7
6_Moving
0.1436
0.1343
0.1141
0.0980
0.0936
8
6_Package_Diesel
0.1347
0.1226
0.0944
0.0775
0.0727
9
6_TL/Dry Van_Diesel
0.1770
0.1549
0.1127
0.0885
0.0826
10
7_LTL/Dry Van_Diesel
0.1513
0.1389
0.1115
0.0931
0.0883
11
7_Mixed
0.1928
0.1668
0.1188
0.0923
0.0859
12
7_TL/Dry Van_Diesel
0.1640
0.1473
0.1128
0.0924
0.0869
13
8A_LTL/Dry Van_Diesel
0.1558
0.1501
0.1310
0.1179
0.1147
14
8A_Mixed
0.1960
0.1796
0.1391
0.1135
0.1065
15
8A_Refrigerated_Diesel
0.1785
0.1714
0.1452
0.1279
0.1224
16
8A_TL/Dry Van_Diesel
0.1767
0.1667
0.1402
0.1210
0.1163
17
8B_AutoCarrier_Diesel
0.2126
0.1984
0.1717
0.1539
0.1464
18
8B_Dray_Diesel
0.1736
0.1668
0.1467
0.1309
0.1270
19
8B_Flatbed_Diesel
0.2078
0.1945
0.1604
0.1385
0.1325
20
8B_Heavy/Bulk_Diesel
0.2688
0.2405
0.1828
0.1450
0.1364
21
8B_LTL/Dry Van_Diesel
0.1700
0.1605
0.1445
0.1294
0.1256
22
8B_Mixed
0.1853
0.1779
0.1533
0.1347
0.1289
23
8B_Refrigerated_Diesel
0.1894
0.1783
0.1595
0.1421
0.1378
24
8B_Specialized_Diesel
0.2418
0.2137
0.1670
0.1351
0.1276
25
8B_TL/Dry Van_Diesel
0.1807
0.1738
0.1532
0.1349
0.1310
26
8B_Tanker_Diesel
0.1852
0.1778
0.1533
0.1347
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.
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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 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 > 0 and < 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 2011 dataset (prior to cleaning) are presented
in Table 30.49
Table 30. Maximum and Minimum Observed Payloads (Short Tons)
Group #
Name
Min
Mean
Max
1
2B_Mixed
0.1
1.0
1.950
2
3 Mixed
0.1
1.7
3.0
3
4_Mixed
0.5
2.4
4.0
4
5 Mixed
1.3
3.1
5.3
5
6_LTL/Dry Van_Diesel
0.9
4.6
6.3
49	As noted above, the 2016 dataset did not have an adequate number of exact payload estimates to allow for a
robust distributional analysis. Accordingly the 2011 payload analysis results are retained in the current Truck Tool.
50	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.
71
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Group #
Name
Min
Mean
Max
6
6 Mixed
0.9
4.5
6.5
7
6_Moving
2.5
3.6
4.9
8
6_Package_Diesel
2.0
4.2
6.0
9
6_TL/Dry Van_Diesel
0.9
4.1
6.9
10
7_LTL/Dry Van_Diesel
1.8
6.0
8.7
11
7 Mixed
1.1
6.0
20.0
12
7_TL/Dry Van_Diesel
4.5
6.4
12.7
13
8A_LTL/Dry Van_Diesel
6.0
10.6
15.0
14
8A_Mixed
1.9
11.3
24.0
15
8A_Refrigerated_Diesel
6.3
13.3
21.0
16
8A_TL/Dry Van_Diesel
3.8
11.4
20.0
17
8B AutoCarrier Diesel
9.3
19.6
24.5
18
8B_Dray_Diesel
15.0
20.5
24.5
19
8B_Flatbed_Diesel
14.8
23.2
33.3
20
8B_Heavy/Bulk_Diesel
20.0
27.6
40.0
21
8B_LTL/Dry Van_Diesel
7.8
18.2
27.9
22
8B Mixed
7.5
20.3
33.1
23
8B_Refrigerated_Diesel
13.2
20.9
27.5
24
8B_Specialized_Diesel
7.3
24.4
37.0
25
8B_TL/Dry Van_Diesel
6.5
18.9
50.0
26
8B_Tanker_Diesel
17.5
24.6
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.51 Accordingly, the absolute upper
bound payload levels were set equal to 3 times the maximum observed values shown in Table
30.
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.
51 One SmartWay Truck Partner indicated unusually high payloads for their Class 2b truck fleet, but noted they only
use their trucks in terminal operations.
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Average Volume
The maximum and minimum observed volumes from the 2011 dataset (prior to cleaning) are
presented in Table 31.52
Table 31. Maximum and Minimum Observed Volumes (cubic feet)
Group #
Name
Min
Mean
Max
1
2B Mixed
1
343
1,000
2
3_Mixed
1
498
940
3
4 Mixed
54
659
1,185
4
5 Mixed
141
1,215
1,894
5
6_LTL/Dry Van_Diesel
693
1,375
1,115
6
6 Mixed
336
1,324
878
7
6_Moving
141
1,382
1,894
8
6_Package_Diesel
300
1,398
1,800
9
6_TL/Dry Van_Diesel
693
1,255
1,52153
10
7_LTL/Dry Van_Diesel
693
1,687
3,765
11
7 Mixed
267
1,601
3,521
12
7_TL/Dry Van_Diesel
728
1,581
3,521
13
8A_LTL/Dry Van_Diesel
1,000
3,272
3,852
14
8A_Mixed
1
2,862
6,302
15
8A_Refrigerated_Diesel
1
2,759
3,780
16
8A_TL/Dry Van_Diesel
1,454
3,410
3,848
17
8B_AutoCarrier_Diesel
2,844
4,424
8,350
18
8B_Dray_Diesel
1,516
2,387
3,892
19
8B_Flatbed_Diesel
2,341
3,485
5,000
20
8B_Heavy/Bulk_Diesel
1,000
3,114
4,824
21
8B_LTL/Dry Van_Diesel
2,205
3,615
4,925
22
8B Mixed
1,991
3,565
4,896
23
8B_Refrigerated_Diesel
3,171
3,721
4,068
24
8B_Specialized_Diesel
450
2,604
5,843
25
8B_TL/Dry Van_Diesel
1,159
3,740
6,316
26
8B_Tanker_Diesel
702
1,210
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.
52	As with the 2016 payload dataset, the 2016 volume data set did not allow for a distributional analysis.
53	One Class 6 LTL fleet with an extreme outlier volume of 12,000 cubic feet was dropped for the purposes of this
analysis.
73
-------
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.
Average Used Cargo Volume %
Average used cargo volume % 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.
The Truck Tool provides an option for Dray carriers allowing them to select an industry average
used cargo volume % factor, since these carriers may not know how their containers are
loaded. To calculate the industry average value the following calculation steps were
performed:
1)	All truck carriers with a Dray Operation tag were identified from the 2012 Truck Tool
submittals -109 dray carriers with 20,774 trucks. 75.9% of these trucks had a Chassis Body
Type tag, 23.2% had a Dry Van tag, and 0.9% had a Mixed tag. No other body type tags were
reported for dray carriers. Essentially all of these trucks were Class 8b diesels.
2)	All non-dray carriers with Chassis, Dry Van, and Mixed Body Type tags were selected, and the
average used cargo volume % was calculated for Body Type tag, weighted by the number of
trucks. (This approach assumes that none of the average used cargo volume % values reported
for Dray carriers were reliable, regardless of their Data Source selection.) There were 229,349
trucks in this data set. The weighted average used cargo volume % values for non-dray carriers
were as follows.
Chassis	90.5%
Dry Van	84.8%
Mixed	85.4%
3)	The weighted average used cargo volume % values from Step 2 were combined with the
body type percentage distribution from Step 1 to obtain a single, industry average for used
cargo volume % value for use by Dray carriers of 89.13%. This estimate applies for all truck
classes and fuel types, as the data set is very thin for anything other than class 8b diesels. Note
that this value will only be used if a Dray Carrier selects the "Industry Average" button on the
Activity screen. Also note that the default option is only available to carriers that specified a
non-zero Dray operations percentage in the Fleet Description section - otherwise the Industry
Average button will not appear.
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.
74
-------
Idle Hours per Day and Days of Use per Year
Absolute limits are placed on the number of hours per day (short plus long duration idle hours
less than or equal to 24) and days of use per year (less than or equal to 365). In addition, since
extended idling is defined as sustained idling events an hour or more in duration, warnings are
issued for extended idle hour per day entries less than an hour.
75
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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 (4 x 4 x
3 = 48), which represent the following four calculations for each of the three pollutants (CO2,
NOx, PM 10 and PM2.5) 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 Cargo Volume
4.	g/avg utilized cubic foot: £ E / (M x ACV) / CU
where E = Emissions, M = Miles Driven, ACV = Average Cargo 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, fleets, and
at the company level, as specified by the user.
76
-------
Appendix A - MOVES2014a NOx & PM Emission Factors (g/mi), 2016
Calendar Year
77
-------
ssel
Ox
king
.054
.054
.062
.056
.026
.939
.865
.786
.701
.039
.060
.025
.019
.983
.898
.786
.934
.041
.059
.033
.007
.018
.923
.777
.294
.589
.587
.582
.547
.544
.449
.357
.318
.457
.395
.472
.428
.394
.311
.240
.228
.408
.457
.460
.420
.400
I PM
5
way
.175
.176
.966
.131
.306
.617
.853
.065
.574
.653
.680
.677
.673
.706
.760
.805
.679
.639
.678
.670
.690
.686
.757
.811
.573
.650
.652
.664
.696
.701
.781
.826
.390
.446
.610
.431
.540
.630
.803
.886
.358
.438
.445
.443
.557
.614
Diesel
NOx
25 to 50
37.647
37.680
38.205
37.986
40.437
47.702
53.808
59.218
32.021
38.911
37.998
40.551
40.956
44.338
52.001
59.018
41.323
37.361
37.935
39.822
42.456
41.893
51.094
59.850
24.566
29.075
29.138
29.786
32.943
33.319
41.675
47.228
21.796
27.263
32.477
25.750
30.131
33.431
41.260
44.815
19.558
26.431
27.113
27.610
30.801
32.920
Diesel
NOx
50 +
18.368
18.407
19.688
18.949
22.273
32.558
41.046
48.776
16.344
20.201
19.316
22.589
23.048
27.795
38.372
48.509
24.764
18.258
19.222
21.515
25.079
24.241
36.881
49.654
12.882
14.635
14.321
15.250
19.584
20.101
31.722
39.766
11.580
13.256
20.580
13.454
17.217
21.764
32.358
37.693
10.842
12.942
13.051
13.859
18.126
21.089
Diesel
NOx
Highway
17.033
17.065
18.866
17.665
20.155
27.149
31.703
35.329
15.475
18.538
18.347
20.559
20.735
24.137
30.304
35.196
22.035
16.972
18.232
19.672
22.220
21.655
29.481
35.694
11.999
13.524
13.320
14.136
17.298
17.684
24.490
28.162
10.746
12.336
17.742
12.660
15.444
18.582
24.204
26.567
10.048
12.073
12.159
13.044
16.068
18.240
Diesel PM
2.5
Braking
0.024
0.024
0.028
0.025
0.023
0.020
0.017
0.014
0.021
0.025
0.028
0.025
0.024
0.022
0.018
0.014
0.022
0.026
0.028
0.025
0.023
0.024
0.019
0.013
0.021
0.026
0.026
0.026
0.023
0.023
0.017
0.013
0.031
0.024
0.021
0.031
0.023
0.021
0.015
0.011
0.029
0.023
0.024
0.025
0.022
0.021
Diesel
PM 2.5
0 to 25
1.270
1.270
1.086
1.223
1.350
1.576
1.785
1.985
0.801
0.911
0.967
0.929
0.917
0.930
0.944
0.960
0.906
0.908
0.965
0.927
0.927
0.927
0.950
0.967
0.801
0.924
0.936
0.943
0.941
0.945
0.970
0.989
0.662
0.816
0.845
0.774
0.831
0.850
0.888
0.907
0.582
0.792
0.814
0.823
0.835
0.849
Diesel PM
2.5
25 to 50
A-l
-------
ssel
Ox
king
.300
.236
.403
.439
.444
.457
.427
.418
.305
.237
.176
.383
.457
.459
.437
.402
.298
.241
.320
.449
.444
.444
.428
.408
.304
.246
.320
.459
.444
.437
.425
.395
.302
.246
.186
.424
.463
.460
.447
.435
.325
.258
.994
.691
.730
.732
I PM
5
way
.813
.882
.412
.438
.483
.445
.541
.577
.814
.887
.487
.540
.564
.588
.630
.691
.827
.862
.482
.568
.580
.615
.638
.680
.823
.860
.497
.567
.603
.639
.660
.711
.830
.865
.433
.579
.569
.603
.609
.642
.804
.854
.210
.321
.324
.323
Diesel
NOx
25 to 50
41.489
44.970
23.501
26.266
28.130
27.242
30.084
31.297
41.339
44.999
22.299
25.072
27.135
27.694
29.869
33.157
42.292
44.834
19.992
27.003
27.438
28.918
30.413
32.544
42.012
44.733
20.437
27.091
28.746
29.671
31.360
34.275
42.407
44.907
16.171
26.837
27.090
27.908
28.833
30.479
40.449
44.200
11.095
22.975
23.523
23.614
Diesel
NOx
50 +
32.861
37.931
11.956
12.801
14.553
13.320
17.241
18.822
32.610
37.969
11.720
12.647
13.071
13.876
16.783
21.284
33.827
37.725
11.040
13.255
13.980
15.563
17.521
20.422
33.429
37.568
11.054
13.352
15.506
17.020
19.052
23.024
34.292
38.139
9.325
14.049
13.156
14.418
15.569
17.770
31.619
37.143
7.789
13.820
14.084
14.341
Diesel
NOx
Highway
24.483
26.665
11.201
11.968
13.407
12.457
15.527
16.611
24.357
26.686
10.982
11.826
12.172
12.974
15.200
18.261
24.896
26.590
10.253
12.317
12.926
14.308
15.652
17.670
24.731
26.536
10.351
12.383
14.117
15.513
16.792
19.320
25.100
26.746
8.751
12.992
12.220
13.462
14.186
15.836
23.906
26.352
6.806
11.428
11.585
11.887
Diesel PM
2.5
Braking
0.015
0.011
0.030
0.025
0.024
0.025
0.023
0.022
0.015
0.011
0.033
0.040
0.042
0.043
0.040
0.036
0.023
0.018
0.039
0.042
0.042
0.042
0.039
0.037
0.023
0.018
0.040
0.042
0.040
0.041
0.038
0.034
0.022
0.018
0.036
0.041
0.043
0.044
0.041
0.039
0.025
0.019
0.031
0.041
0.041
0.043
Diesel
PM 2.5
0 to 25
0.892
0.911
0.716
0.792
0.819
0.816
0.831
0.836
0.888
0.910
1.038
1.164
1.231
1.273
1.221
1.159
1.020
0.972
1.064
1.247
1.237
1.260
1.215
1.182
1.021
0.965
1.081
1.220
1.202
1.233
1.173
1.134
1.004
0.965
0.963
1.227
1.272
1.304
1.244
1.216
1.025
0.954
0.271
0.468
0.476
0.464
Diesel PM
2.5
25 to 50
A-2
-------
:sel
Ox
king
.730
.711
.562
.468
.913
.930
.929
.930
.925
.930
.945
.931
.855
.926
.930
.932
.926
.929
.936
.932
.913
.935
.931
.932
.924
.928
.938
.928
.906
.903
.905
.905
.901
.903
.927
.921
.414
.284
.415
.415
.412
.396
.316
.245
.418
.293
I PM
5
way
.327
.353
.513
.560
.225
.314
.319
.321
.325
.344
.520
.568
.237
.316
.321
.324
.324
.363
.502
.568
.194
.314
.319
.321
.344
.341
.533
.566
.195
.304
.313
.313
.317
.353
.504
.561
.170
.276
.284
.284
.288
.324
.462
.510
.173
.276
Diesel
NOx
25 to 50
23.714
24.982
34.895
38.416
8.325
12.464
12.747
12.871
12.959
13.947
24.507
27.863
8.802
12.586
12.917
13.079
12.943
14.751
23.029
27.787
7.113
12.464
12.804
12.915
13.700
13.706
25.254
27.785
7.094
11.667
12.228
12.228
12.312
13.896
23.180
27.542
5.651
9.430
9.874
9.874
9.969
10.525
13.697
15.001
5.417
9.443
Diesel
NOx
50 +
14.378
16.468
32.106
38.095
6.412
8.916
9.076
9.211
9.444
10.557
23.403
27.819
6.704
8.983
9.238
9.415
9.378
11.543
21.676
27.730
5.548
8.948
9.106
9.228
10.366
10.291
24.452
27.735
5.564
8.515
8.831
8.831
9.040
10.930
22.006
27.498
4.519
7.178
7.462
7.462
7.586
8.166
11.423
12.880
4.286
7.210
Diesel
NOx
Highway
11.835
13.498
22.405
24.910
4.999
7.025
7.126
7.238
7.477
8.397
16.508
18.567
5.372
7.073
7.260
7.406
7.409
9.229
15.665
18.542
4.131
7.068
7.150
7.252
8.315
8.196
17.044
18.508
4.152
6.727
6.916
6.916
7.134
8.777
15.811
18.366
3.178
5.251
5.407
5.407
5.522
6.072
8.268
9.021
3.058
5.266
Diesel PM
2.5
Braking
0.041
0.040
0.024
0.018
0.037
0.043
0.043
0.043
0.044
0.042
0.024
0.017
0.035
0.043
0.043
0.043
0.043
0.041
0.027
0.017
0.037
0.043
0.043
0.043
0.042
0.042
0.023
0.017
0.037
0.044
0.046
0.046
0.046
0.043
0.027
0.018
0.031
0.039
0.041
0.041
0.041
0.038
0.024
0.016
0.032
0.040
Diesel
PM 2.5
0 to 25
0.474
0.489
0.639
0.696
0.290
0.451
0.460
0.461
0.459
0.474
0.645
0.705
0.314
0.454
0.462
0.463
0.459
0.490
0.623
0.705
0.240
0.450
0.461
0.462
0.472
0.471
0.660
0.703
0.241
0.427
0.444
0.444
0.442
0.471
0.621
0.696
0.211
0.389
0.405
0.405
0.404
0.432
0.570
0.633
0.216
0.387
Diesel PM
2.5
25 to 50
A-3
-------
:sel
Ox
king
.411
.411
.409
.394
.316
.242
.374
.238
.418
.418
.415
.397
.312
.242
.390
.238
.416
.416
.414
.397
.315
.244
.624
.589
.585
.585
.585
.545
.346
.254
.655
.646
.646
.646
.646
.625
.448
.283
.512
.557
.569
.569
.573
.529
.330
.245
I PM
5
way
.283
.283
.286
.317
.452
.504
.171
.275
.285
.285
.289
.327
.462
.508
.180
.275
.285
.285
.289
.324
.460
.508
.011
.011
.011
.011
.011
.013
.018
.020
.010
.010
.010
.010
.010
.011
.016
.020
.010
.011
.011
.011
.011
.013
.019
.020
Diesel
NOx
25 to 50
9.872
9.872
9.960
10.451
13.517
14.955
5.296
9.235
9.873
9.873
9.973
10.571
13.754
14.997
5.555
9.268
9.874
9.874
9.966
10.527
13.664
14.980
2.976
5.313
5.592
5.592
5.669
6.415
9.812
11.002
2.843
4.817
5.192
5.192
5.235
5.598
8.502
10.661
2.475
5.261
5.698
5.698
5.758
6.557
10.005
11.110
Diesel
NOx
50 +
7.494
7.494
7.604
8.117
11.267
12.854
4.158
7.016
7.436
7.436
7.557
8.191
11.486
12.885
4.346
7.049
7.449
7.449
7.558
8.152
11.391
12.861
2.197
4.104
4.313
4.313
4.379
4.982
7.690
8.680
2.062
3.741
4.031
4.031
4.069
4.360
6.672
8.429
1.846
4.069
4.388
4.388
4.444
5.086
7.823
8.745
Diesel
NOx
Highway
5.419
5.419
5.523
6.012
8.179
9.007
2.849
5.160
5.396
5.396
5.507
6.101
8.302
9.022
2.949
5.173
5.402
5.402
5.501
6.061
8.251
9.012
1.631
2.971
3.071
3.071
3.147
3.743
5.640
6.195
1.475
2.726
2.875
2.875
2.919
3.218
5.031
6.057
1.383
2.968
3.123
3.123
3.200
3.830
5.725
6.241
Diesel PM
2.5
Braking
0.041
0.041
0.041
0.039
0.025
0.016
0.034
0.039
0.040
0.040
0.040
0.038
0.023
0.016
0.036
0.040
0.040
0.040
0.040
0.038
0.024
0.016
0.005
0.002
0.002
0.002
0.002
0.002
0.002
0.002
0.005
0.003
0.002
0.002
0.002
0.002
0.002
0.002
0.004
0.002
0.002
0.002
0.002
0.002
0.002
0.002
Diesel
PM 2.5
0 to 25
0.401
0.401
0.400
0.425
0.557
0.625
0.210
0.387
0.408
0.408
0.408
0.437
0.571
0.630
0.222
0.387
0.407
0.407
0.407
0.435
0.568
0.631
0.013
0.017
0.018
0.018
0.018
0.019
0.027
0.030
0.013
0.016
0.016
0.016
0.017
0.017
0.024
0.029
0.012
0.017
0.018
0.018
0.018
0.020
0.027
0.030
Diesel PM
2.5
25 to 50
A-4
-------
:sel
Ox
king
.208
.237
.245
.245
.245
.242
.230
.220
.269
.247
.242
.242
.242
.239
.230
.219
.265
.242
.238
.238
.237
.236
.229
.218
.263
.226
.220
.220
.219
.218
.209
.195
.170
.149
.146
.146
.146
.145
.143
.135
.170
.149
.146
.146
.146
.145
I PM
5
way
.008
.010
.010
.010
.010
.012
.017
.019
.009
.009
.009
.009
.010
.011
.017
.019
.009
.009
.009
.009
.009
.010
.016
.018
.008
.009
.009
.009
.009
.009
.014
.016
.005
.005
.005
.005
.006
.006
.009
.011
.005
.005
.005
.005
.006
.006
Diesel
NOx
25 to 50
0.951
1.576
1.699
1.699
1.720
1.838
2.436
2.648
1.153
1.596
1.685
1.685
1.703
1.797
2.372
2.636
1.151
1.583
1.653
1.653
1.671
1.731
2.260
2.578
1.139
1.478
1.530
1.530
1.544
1.591
2.029
2.302
0.740
0.981
1.016
1.016
1.026
1.062
1.400
1.601
0.740
0.981
1.016
1.016
1.026
1.063
Diesel
NOx
50 +
0.724
1.184
1.266
1.266
1.294
1.417
2.033
2.272
0.845
1.206
1.271
1.271
1.291
1.390
1.974
2.262
0.845
1.195
1.246
1.246
1.266
1.328
1.860
2.206
0.835
1.116
1.155
1.155
1.171
1.220
1.666
1.969
0.543
0.741
0.766
0.766
0.778
0.815
1.151
1.370
0.543
0.741
0.766
0.766
0.778
0.816
Diesel
NOx
Highway
0.516
0.879
0.924
0.924
0.948
1.064
1.470
1.592
0.589
0.885
0.922
0.922
0.941
1.034
1.437
1.587
0.587
0.875
0.904
0.904
0.922
0.982
1.366
1.557
0.577
0.814
0.837
0.837
0.852
0.900
1.222
1.390
0.376
0.539
0.554
0.554
0.565
0.599
0.835
0.948
0.376
0.540
0.554
0.554
0.565
0.600
Diesel PM
2.5
Braking
0.003
0.002
0.002
0.002
0.002
0.002
0.002
0.002
0.004
0.002
0.002
0.002
0.002
0.002
0.002
0.002
0.004
0.002
0.002
0.002
0.002
0.002
0.002
0.002
0.004
0.002
0.002
0.002
0.002
0.002
0.002
0.001
0.003
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.003
0.001
0.001
0.001
0.001
0.001
Diesel
PM 2.5
0 to 25
0.009
0.015
0.016
0.016
0.016
0.018
0.025
0.028
0.011
0.015
0.016
0.016
0.016
0.017
0.024
0.028
0.011
0.015
0.015
0.015
0.015
0.016
0.023
0.027
0.011
0.014
0.014
0.014
0.014
0.015
0.020
0.024
0.007
0.009
0.009
0.009
0.009
0.010
0.013
0.016
0.007
0.009
0.009
0.009
0.009
0.010
Diesel PM
2.5
25 to 50
A-5
-------
Year&
Class
Diesel
NOx
Braking
Diesel
NOx
0 to 25
Diesel
NOx
25 to 50
Diesel
NOx
50 +
Diesel
NOx
Highway
Diesel PM
2.5
Braking
Diesel
PM 2.5
0 to 25
Diesel PM
2.5
25 to 50
Diesel
PM 2.5
50 +
Diesel PM
2.5
Highway
2015-8a
0.142
1.216
1.402
1.153
0.836
0.001
0.013
0.021
0.012
0.009
2015-8b
0.135
1.350
1.602
1.371
0.948
0.001
0.016
0.027
0.014
0.011
2016-2b
0.170
0.569
0.739
0.542
0.375
0.003
0.007
0.009
0.009
0.005
2016-3
0.149
0.958
0.980
0.740
0.539
0.001
0.009
0.010
0.009
0.005
2016-4
0.146
1.000
1.016
0.766
0.554
0.001
0.009
0.010
0.009
0.005
2016-5
0.146
1.000
1.016
0.766
0.554
0.001
0.009
0.010
0.009
0.005
2016-6
0.146
1.005
1.026
0.778
0.565
0.001
0.009
0.010
0.009
0.006
2016-7
0.145
1.029
1.063
0.816
0.600
0.001
0.010
0.012
0.009
0.006
2016-8a
0.142
1.215
1.402
1.153
0.836
0.001
0.013
0.021
0.012
0.009
2016-8b
0.135
1.350
1.602
1.371
0.948
0.001
0.016
0.027
0.014
0.011
2017-2b
0.170
0.567
0.731
0.532
0.369
0.003
0.007
0.008
0.009
0.005
2017-3
0.149
0.957
0.979
0.739
0.538
0.001
0.009
0.010
0.009
0.005
2017-4
0.146
1.000
1.016
0.766
0.554
0.001
0.009
0.010
0.009
0.005
2017-5
0.146
1.000
1.016
0.766
0.554
0.001
0.009
0.010
0.009
0.005
2017-6
0.146
1.005
1.026
0.778
0.565
0.001
0.009
0.010
0.009
0.006
2017-7
0.145
1.029
1.063
0.816
0.600
0.001
0.010
0.012
0.009
0.006
2017-8a
0.142
1.216
1.402
1.153
0.836
0.001
0.013
0.021
0.012
0.009
2017-8b
0.135
1.350
1.602
1.371
0.948
0.001
0.016
0.027
0.014
0.011
2018-2b
0.170
0.567
0.731
0.532
0.369
0.003
0.007
0.008
0.009
0.005
2018-3
0.149
0.957
0.979
0.739
0.538
0.001
0.009
0.010
0.009
0.005
2018-4
0.146
1.000
1.016
0.766
0.554
0.001
0.009
0.010
0.009
0.005
2018-5
0.146
1.000
1.016
0.766
0.554
0.001
0.009
0.010
0.009
0.005
2018-6
0.146
1.005
1.026
0.778
0.565
0.001
0.009
0.010
0.009
0.006
2018-7
0.145
1.029
1.063
0.816
0.600
0.001
0.010
0.012
0.009
0.006
2018-8a
0.142
1.216
1.402
1.153
0.836
0.001
0.013
0.021
0.012
0.009
2018-8b
0.135
1.350
1.602
1.371
0.948
0.001
0.016
0.027
0.014
0.011
Year & Class
Gasoline
NOx
Braking
Gasoline
NOx
0 to 25
Gasoline
NOx
25 to 50
Gasoline
NOx
50 +
Gasoline
NOx
Highway
Gasoline
PM 2.5
Braking
Gasoline
PM 2.5
0 to 25
Gasoline
PM 2.5
25 to 50
Gasoline
PM 2.5
50 +
Gasoline
PM 2.5
Highway
1987-2b
0.197
3.807
7.193
7.423
4.851
0.003
0.033
0.086
0.076
0.086
1987-3
0.239
7.866
11.559
11.939
8.198
0.003
0.054
0.110
0.094
0.183
1987-4
0.239
7.861
11.579
11.967
8.230
0.003
0.054
0.111
0.094
0.185
1987-5
0.238
8.009
11.432
11.648
7.874
0.003
0.057
0.110
0.086
0.172
1987-6
0.238
8.009
11.432
11.648
7.874
0.003
0.057
0.110
0.086
0.172
1987-7
0.238
8.009
11.432
11.648
7.874
0.003
0.057
0.110
0.086
0.172
1987-8a
0.233
8.635
12.222
12.465
8.690
0.003
0.071
0.166
0.128
0.207
1987-8b
0.179
13.125
17.879
18.382
12.847
0.003
0.169
0.572
0.432
0.380
1988-2b
0.198
3.645
7.064
7.278
4.708
0.004
0.051
0.063
0.083
0.063
1988-3
0.239
7.889
11.574
11.946
8.201
0.005
0.116
0.090
0.135
0.149
1988-4
0.239
7.852
11.640
12.060
8.350
0.005
0.115
0.091
0.141
0.156
1988-5
0.238
8.078
11.513
11.744
7.974
0.005
0.122
0.095
0.127
0.138
1988-6
0.238
8.071
11.504
11.735
7.964
0.005
0.122
0.094
0.126
0.137
1988-7
0.238
8.021
11.444
11.672
7.898
0.005
0.120
0.091
0.123
0.134
1988-8a
0.233
8.677
12.394
12.620
8.797
0.004
0.137
0.138
0.173
0.175
1988-8b
0.179
13.125
17.879
18.383
12.847
0.004
0.247
0.433
0.495
0.356
A-6
-------
•line
2.5
way
071
146
155
130
130
130
362
362
127
174
188
164
164
164
396
396
056
101
106
097
096
096
109
109
065
102
108
098
096
096
114
114
069
099
101
098
095
095
098
098
071
115
128
117
105
105
255
255
Gasoline
NOx
Braking
0.201
0.240
0.240
0.240
0.240
0.240
0.215
0.215
0.130
0.126
0.126
0.126
0.126
0.126
0.115
0.115
0.130
0.126
0.126
0.126
0.126
0.126
0.125
0.125
0.127
0.126
0.126
0.126
0.126
0.126
0.124
0.124
0.125
0.126
0.126
0.126
0.126
0.126
0.126
0.126
0.103
0.124
0.124
0.124
0.124
0.124
0.113
0.113
Gasoline
NOx
0 to 25
4.078
7.827
7.827
7.857
7.857
7.857
13.053
13.053
4.876
5.988
6.031
6.019
6.019
6.019
9.954
9.954
4.274
5.988
6.083
5.985
6.024
6.024
6.386
6.386
4.627
5.994
6.098
5.973
6.026
6.026
6.508
6.508
4.750
5.912
5.930
5.904
5.914
5.914
5.988
5.988
4.242
5.909
5.998
5.828
5.920
5.920
9.792
9.792
Gasoline
NOx
25 to 50
7.382
11.468
11.598
11.207
11.207
11.207
19.448
19.448
7.586
8.396
8.602
8.260
8.260
8.260
14.982
14.982
7.327
8.413
8.643
8.307
8.270
8.270
9.029
9.029
7.511
8.472
8.732
8.321
8.273
8.273
9.277
9.277
7.502
8.251
8.356
8.243
8.073
8.073
8.232
8.232
7.018
8.272
8.559
8.223
8.124
8.124
14.739
14.739
Gasoline
NOx
50 +
7.662
11.886
12.030
11.588
11.588
11.588
19.301
19.301
6.312
6.735
6.952
6.535
6.535
6.535
12.053
12.053
6.232
6.754
6.953
6.624
6.538
6.538
7.154
7.154
6.313
6.822
7.051
6.652
6.539
6.539
7.354
7.354
6.316
6.666
6.764
6.661
6.485
6.485
6.611
6.611
6.196
6.624
6.899
6.638
6.429
6.429
11.857
11.857
Gasoline
NOx
Highway
5.070
8.124
8.312
7.793
7.793
7.793
12.764
12.764
4.619
5.220
5.482
4.995
4.995
4.995
8.613
8.613
4.415
5.245
5.458
5.094
4.998
4.998
5.555
5.555
4.553
5.327
5.581
5.128
4.999
4.999
5.725
5.725
4.579
5.142
5.264
5.139
4.935
4.935
5.055
5.055
4.337
5.129
5.439
5.172
4.913
4.913
8.473
8.473
Gasoline
PM 2.5
Braking
0.004
0.005
0.005
0.005
0.005
0.005
0.004
0.004
0.001
0.002
0.002
0.002
0.002
0.002
0.001
0.001
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.003
0.003
0.003
0.003
0.003
0.002
0.002
Gasoline
PM 2.5
0 to 25
0.057
0.114
0.114
0.116
0.116
0.116
0.248
0.248
0.017
0.020
0.020
0.020
0.020
0.020
0.046
0.046
0.074
0.112
0.114
0.112
0.113
0.113
0.122
0.122
0.081
0.112
0.114
0.112
0.114
0.114
0.124
0.124
0.084
0.111
0.111
0.110
0.111
0.111
0.113
0.113
0.016
0.022
0.023
0.022
0.023
0.023
0.050
0.050
Gasoline
PM 2.5
25 to 50
0.065
0.088
0.089
0.086
0.086
0.086
0.459
0.459
0.047
0.038
0.050
0.035
0.035
0.035
0.532
0.532
0.032
0.038
0.046
0.035
0.035
0.035
0.065
0.065
0.032
0.039
0.049
0.035
0.035
0.035
0.074
0.074
0.031
0.035
0.037
0.034
0.034
0.034
0.040
0.040
0.049
0.084
0.090
0.083
0.082
0.082
0.231
0.231
A-7
-------
iline
2.5
way
.069
.111
.115
.112
.109
.109
.211
.211
.059
.110
.113
.111
.107
.107
.174
.174
.047
.083
.088
.085
.081
.081
.181
.181
.029
.079
.089
.069
.068
.068
.112
.112
.039
.091
.094
.091
.091
.090
.095
.095
.033
.074
.074
.075
.075
.074
.074
.074
Gasoline
NOx
Braking
0.106
0.124
0.124
0.124
0.124
0.124
0.113
0.113
0.091
0.124
0.124
0.124
0.124
0.124
0.113
0.113
0.097
0.124
0.124
0.124
0.124
0.124
0.113
0.113
0.099
0.236
0.232
0.241
0.241
0.241
0.208
0.208
0.116
0.241
0.240
0.242
0.242
0.242
0.239
0.239
0.117
0.242
0.242
0.242
0.242
0.242
0.242
0.242
Gasoline
NOx
0 to 25
4.225
5.879
5.881
5.852
5.910
5.910
9.792
9.792
3.082
5.875
5.875
5.834
5.928
5.928
9.792
9.792
2.708
5.904
5.858
5.857
5.929
5.929
9.792
9.792
1.497
3.712
3.889
3.466
3.504
3.504
5.177
5.177
1.690
3.498
3.532
3.454
3.453
3.478
3.596
3.596
1.621
3.460
3.450
3.445
3.445
3.463
3.464
3.464
Gasoline
NOx
25 to 50
6.975
8.162
8.278
8.184
8.106
8.106
14.739
14.739
4.689
8.215
8.306
8.223
8.138
8.138
14.739
14.739
4.346
8.189
8.273
8.204
8.141
8.141
14.739
14.739
3.129
5.721
6.273
5.047
5.047
5.047
8.927
8.927
3.294
5.087
5.225
5.024
5.025
5.015
5.351
5.351
3.255
5.000
5.008
5.010
5.010
4.996
4.999
4.999
Gasoline
NOx
50 +
6.153
6.520
6.661
6.571
6.424
6.424
11.857
11.857
4.534
6.581
6.696
6.632
6.432
6.432
11.857
11.857
4.058
6.519
6.671
6.585
6.433
6.433
11.857
11.857
3.396
5.991
6.278
5.678
5.648
5.648
7.510
7.510
3.597
5.686
5.762
5.673
5.674
5.649
5.807
5.807
3.544
5.653
5.666
5.672
5.672
5.649
5.650
5.650
Gasoline
NOx
Highway
4.313
5.014
5.180
5.079
4.907
4.907
8.473
8.473
3.182
5.089
5.229
5.162
4.917
4.917
8.473
8.473
2.934
5.012
5.205
5.097
4.918
4.918
8.473
8.473
2.082
3.854
4.148
3.520
3.494
3.494
4.899
4.899
2.235
3.526
3.608
3.509
3.509
3.486
3.653
3.653
2.183
3.485
3.498
3.503
3.503
3.481
3.482
3.482
Gasoline
PM 2.5
Braking
0.002
0.003
0.003
0.003
0.003
0.003
0.002
0.002
0.003
0.003
0.003
0.003
0.003
0.003
0.003
0.003
0.001
0.002
0.002
0.002
0.002
0.002
0.001
0.001
0.001
0.002
0.002
0.002
0.002
0.002
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
Gasoline
PM 2.5
0 to 25
0.022
0.031
0.031
0.031
0.031
0.031
0.056
0.056
0.017
0.025
0.025
0.025
0.025
0.025
0.042
0.042
0.012
0.017
0.017
0.017
0.017
0.017
0.035
0.035
0.010
0.020
0.022
0.017
0.018
0.018
0.036
0.036
0.006
0.009
0.010
0.009
0.009
0.009
0.010
0.010
0.004
0.006
0.006
0.006
0.006
0.006
0.006
0.006
Gasoline
PM 2.5
25 to 50
0.030
0.028
0.031
0.028
0.028
0.028
0.331
0.331
0.046
0.042
0.045
0.040
0.041
0.041
0.419
0.419
0.037
0.035
0.035
0.033
0.035
0.035
0.306
0.306
0.026
0.047
0.069
0.020
0.020
0.020
0.176
0.176
0.023
0.013
0.020
0.009
0.009
0.009
0.027
0.027
0.022
0.009
0.009
0.009
0.009
0.009
0.009
0.009
A-8
-------
iline
2.5
way
.023
.084
.085
.085
.085
.084
.084
.084
.016
.039
.040
.040
.040
.039
.039
.039
.014
.042
.043
.043
.043
.042
.042
.042
.009
.022
.022
.023
.023
.022
.022
.022
.007
.022
.022
.023
.023
.022
.022
.022
.008
.022
.022
.022
.022
.022
.022
.022
Gasoline
NOx
Braking
0.051
0.113
0.113
0.113
0.113
0.113
0.113
0.113
0.047
0.113
0.113
0.113
0.113
0.113
0.113
0.113
0.046
0.113
0.113
0.113
0.113
0.113
0.113
0.113
0.035
0.113
0.113
0.113
0.113
0.113
0.113
0.113
0.026
0.113
0.113
0.113
0.113
0.113
0.113
0.113
0.027
0.113
0.113
0.113
0.113
0.113
0.113
0.113
Gasoline
NOx
0 to 25
0.610
1.638
1.628
1.622
1.622
1.642
1.644
1.644
0.613
1.643
1.634
1.629
1.629
1.646
1.648
1.648
0.602
1.643
1.635
1.630
1.630
1.646
1.648
1.648
0.452
1.644
1.637
1.633
1.632
1.646
1.648
1.648
0.283
1.644
1.636
1.631
1.631
1.646
1.648
1.648
0.287
1.645
1.639
1.635
1.635
1.646
1.648
1.648
Gasoline
NOx
25 to 50
1.375
2.367
2.370
2.367
2.367
2.366
2.372
2.372
1.338
2.372
2.373
2.370
2.370
2.371
2.375
2.375
1.295
2.372
2.373
2.370
2.370
2.371
2.375
2.375
0.837
2.372
2.373
2.371
2.371
2.371
2.375
2.375
0.592
2.372
2.373
2.370
2.370
2.371
2.375
2.375
0.554
2.372
2.373
2.371
2.371
2.371
2.375
2.375
Gasoline
NOx
50 +
1.504
2.654
2.664
2.667
2.667
2.650
2.653
2.653
1.468
2.653
2.661
2.663
2.663
2.650
2.652
2.652
1.415
2.653
2.660
2.662
2.662
2.650
2.652
2.652
0.929
2.652
2.659
2.660
2.661
2.650
2.652
2.652
0.659
2.653
2.659
2.661
2.662
2.650
2.652
2.652
0.632
2.652
2.657
2.658
2.658
2.650
2.652
2.652
Gasoline
NOx
Highway
0.942
1.643
1.652
1.653
1.654
1.639
1.642
1.642
0.930
1.643
1.649
1.651
1.651
1.640
1.642
1.642
0.897
1.643
1.649
1.650
1.651
1.640
1.642
1.642
0.620
1.642
1.648
1.649
1.649
1.640
1.642
1.642
0.427
1.642
1.648
1.650
1.650
1.640
1.642
1.642
0.421
1.642
1.646
1.647
1.647
1.640
1.642
1.642
Gasoline
PM 2.5
Braking
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
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
PM 2.5
0 to 25
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.008
0.013
0.013
0.013
0.013
0.013
0.013
0.013
0.004
0.007
0.007
0.007
0.007
0.007
0.007
0.007
0.004
0.009
0.009
0.009
0.009
0.009
0.009
0.009
0.004
0.009
0.009
0.009
0.009
0.009
0.009
0.009
0.004
0.009
0.009
0.009
0.009
0.009
0.009
0.009
Gasoline
PM 2.5
25 to 50
0.021
0.009
0.009
0.009
0.009
0.009
0.010
0.010
0.017
0.014
0.014
0.014
0.014
0.014
0.014
0.014
0.014
0.006
0.006
0.006
0.006
0.006
0.006
0.006
0.010
0.008
0.008
0.008
0.008
0.008
0.008
0.008
0.010
0.008
0.008
0.008
0.008
0.008
0.008
0.008
0.010
0.008
0.008
0.008
0.008
0.008
0.008
0.008
A-9
-------
iline
2.5
way
.007
.022
.022
.023
.023
.022
.022
.022
.006
.018
.018
.018
.018
.018
.018
.018
.006
.018
.018
.018
.018
.018
.018
.018
.005
.016
.016
.017
.017
.016
.016
.016
.006
.016
.016
.016
.016
.016
.016
.016
.005
.015
.015
.015
.015
.015
.015
.015
Gasoline
NOx
Braking
0.021
0.113
0.113
0.113
0.113
0.113
0.113
0.113
0.011
0.034
0.034
0.034
0.034
0.034
0.034
0.034
0.004
0.034
0.034
0.034
0.034
0.034
0.034
0.034
0.003
0.034
0.034
0.034
0.034
0.034
0.034
0.034
0.004
0.034
0.034
0.034
0.034
0.034
0.034
0.034
0.004
0.027
0.027
0.027
0.027
0.027
0.027
0.027
Gasoline
NOx
0 to 25
0.230
1.644
1.638
1.633
1.633
1.646
1.647
1.647
0.117
0.494
0.492
0.491
0.491
0.494
0.494
0.494
0.085
0.493
0.492
0.491
0.490
0.494
0.494
0.494
0.067
0.493
0.492
0.491
0.490
0.494
0.494
0.494
0.084
0.494
0.492
0.491
0.491
0.494
0.494
0.494
0.076
0.397
0.396
0.396
0.396
0.397
0.398
0.398
Gasoline
NOx
25 to 50
0.451
2.372
2.373
2.371
2.371
2.371
2.374
2.374
0.286
0.712
0.712
0.711
0.711
0.711
0.712
0.712
0.206
0.711
0.712
0.711
0.711
0.711
0.712
0.712
0.158
0.711
0.712
0.711
0.711
0.711
0.712
0.712
0.179
0.712
0.712
0.711
0.711
0.711
0.712
0.712
0.151
0.572
0.573
0.572
0.572
0.572
0.573
0.573
Gasoline
NOx
50 +
0.525
2.652
2.658
2.660
2.660
2.650
2.651
2.651
0.339
0.795
0.797
0.797
0.797
0.795
0.795
0.795
0.262
0.796
0.797
0.798
0.798
0.795
0.795
0.795
0.204
0.796
0.797
0.798
0.798
0.795
0.795
0.795
0.228
0.795
0.797
0.797
0.797
0.795
0.795
0.795
0.192
0.640
0.641
0.641
0.641
0.640
0.640
0.640
Gasoline
NOx
Highway
0.354
1.642
1.647
1.648
1.648
1.640
1.642
1.642
0.213
0.492
0.494
0.494
0.494
0.492
0.493
0.493
0.174
0.493
0.494
0.494
0.494
0.492
0.492
0.492
0.138
0.493
0.494
0.494
0.494
0.492
0.492
0.492
0.156
0.492
0.493
0.494
0.494
0.492
0.492
0.492
0.132
0.392
0.393
0.393
0.393
0.392
0.392
0.392
Gasoline
PM 2.5
Braking
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.000
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.000
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.000
0.000
0.001
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
Gasoline
PM 2.5
0 to 25
0.004
0.009
0.009
0.009
0.009
0.009
0.009
0.009
0.003
0.007
0.007
0.007
0.007
0.007
0.007
0.007
0.003
0.007
0.007
0.007
0.007
0.007
0.007
0.007
0.003
0.007
0.007
0.007
0.007
0.007
0.007
0.007
0.003
0.007
0.007
0.007
0.007
0.007
0.007
0.007
0.003
0.006
0.006
0.006
0.006
0.006
0.006
0.006
Gasoline
PM 2.5
25 to 50
0.010
0.008
0.008
0.008
0.008
0.008
0.008
0.008
0.008
0.006
0.006
0.006
0.006
0.006
0.007
0.007
0.008
0.006
0.006
0.006
0.006
0.006
0.007
0.007
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
0.006
0.005
0.005
0.005
0.005
0.005
0.005
0.005
A-10
-------
iline
2.5
way
.005
.015
.015
.015
.015
.015
.015
.015
.004
.009
.009
.009
.009
.009
.009
.009
.003
.009
.009
.009
.009
.009
.009
.009
.003
.009
.009
.009
.009
.009
.009
.009
.003
.009
.009
.009
.009
.009
.009
.009
.003
.009
.009
.009
.009
.009
.009
.009
Gasoline
NOx
Braking
0.004
0.027
0.027
0.027
0.027
0.027
0.027
0.027
0.003
0.027
0.027
0.027
0.027
0.027
0.027
0.027
0.003
0.027
0.027
0.027
0.027
0.027
0.027
0.027
0.003
0.027
0.027
0.027
0.027
0.027
0.027
0.027
0.003
0.027
0.027
0.027
0.027
0.027
0.027
0.027
0.003
0.027
0.027
0.027
0.027
0.027
0.027
0.027
Gasoline
NOx
0 to 25
0.075
0.397
0.397
0.396
0.396
0.397
0.398
0.398
0.067
0.396
0.396
0.395
0.395
0.397
0.397
0.397
0.067
0.396
0.396
0.395
0.395
0.397
0.397
0.397
0.065
0.396
0.396
0.395
0.395
0.397
0.397
0.397
0.072
0.396
0.396
0.395
0.395
0.397
0.397
0.397
0.072
0.396
0.396
0.395
0.395
0.397
0.397
0.397
Gasoline
NOx
25 to 50
0.149
0.572
0.573
0.572
0.572
0.572
0.573
0.573
0.112
0.571
0.571
0.571
0.571
0.571
0.572
0.572
0.112
0.571
0.571
0.571
0.571
0.571
0.572
0.572
0.111
0.571
0.571
0.571
0.571
0.571
0.572
0.572
0.137
0.571
0.571
0.571
0.571
0.571
0.572
0.572
0.137
0.571
0.571
0.571
0.571
0.571
0.572
0.572
Gasoline
NOx
50 +
0.189
0.640
0.641
0.641
0.641
0.640
0.640
0.640
0.141
0.638
0.639
0.639
0.639
0.638
0.639
0.639
0.141
0.638
0.639
0.639
0.639
0.638
0.639
0.639
0.140
0.638
0.639
0.639
0.639
0.638
0.639
0.639
0.173
0.638
0.639
0.639
0.639
0.638
0.639
0.639
0.173
0.638
0.639
0.639
0.639
0.638
0.639
0.639
Gasoline
NOx
Highway
0.131
0.392
0.393
0.393
0.393
0.392
0.392
0.392
0.103
0.391
0.392
0.392
0.392
0.391
0.391
0.391
0.102
0.391
0.392
0.392
0.392
0.391
0.391
0.391
0.102
0.391
0.392
0.392
0.392
0.391
0.391
0.391
0.121
0.391
0.392
0.392
0.392
0.391
0.391
0.391
0.121
0.391
0.392
0.392
0.392
0.391
0.391
0.391
Gasoline
PM 2.5
Braking
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
Gasoline
PM 2.5
0 to 25
0.003
0.006
0.006
0.006
0.006
0.006
0.006
0.006
0.002
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.004
0.004
0.004
0.004
0.004
0.004
0.004
Gasoline
PM 2.5
25 to 50
0.006
0.005
0.005
0.005
0.005
0.005
0.005
0.005
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
0.004
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
0.004
0.003
0.003
0.003
0.003
0.003
0.003
0.003
A-ll
-------
Note -MOVES does not provide consistent outputs for Class 8b gasoline vehicles; therefore 8bs
are set equal to 8as.
Year & Class
E10 NOx
Braking
E10 NOx
0 to 25
E10 NOx
25 to 50
E10 NOx
50 +
E10 NOx
Highway
E10
PM 2.5
Braking
E10
PM 2.5
0 to 25
E10
PM 2.5
25 to 50
E10
PM 2.5
50 +
E10
PM 2.5
Highway
1987-2b
0.215
4.151
7.842
7.842
5.289
0.003
0.033
0.086
0.086
0.086
1987-3
0.261
8.576
12.603
12.603
8.938
0.003
0.054
0.110
0.110
0.183
1987-4
0.261
8.571
12.624
12.624
8.973
0.003
0.054
0.111
0.111
0.185
1987-5
0.260
8.732
12.464
12.464
8.585
0.003
0.057
0.110
0.110
0.172
1987-6
0.260
8.732
12.464
12.464
8.585
0.003
0.057
0.110
0.110
0.172
1987-7
0.260
8.732
12.464
12.464
8.585
0.003
0.057
0.110
0.110
0.172
1987-8a
0.254
9.415
13.326
13.326
9.474
0.003
0.071
0.166
0.166
0.207
1987-8b
0.195
14.310
19.493
19.493
14.007
0.003
0.169
0.572
0.572
0.380
1988-2b
0.216
3.974
7.702
7.702
5.133
0.004
0.051
0.063
0.063
0.063
1988-3
0.261
8.601
12.619
12.619
8.941
0.005
0.116
0.090
0.090
0.149
1988-4
0.261
8.561
12.690
12.690
9.104
0.005
0.115
0.091
0.091
0.156
1988-5
0.259
8.808
12.553
12.553
8.694
0.005
0.122
0.095
0.095
0.138
1988-6
0.259
8.800
12.543
12.543
8.683
0.005
0.122
0.094
0.094
0.137
1988-7
0.260
8.745
12.477
12.477
8.611
0.005
0.120
0.091
0.091
0.134
1988-8a
0.254
9.460
13.513
13.513
9.592
0.004
0.137
0.138
0.138
0.175
1988-8b
0.195
14.310
19.493
19.493
14.007
0.004
0.247
0.433
0.433
0.356
1989-2b
0.219
4.446
8.049
8.049
5.528
0.004
0.057
0.065
0.065
0.071
1989-3
0.261
8.534
12.503
12.503
8.857
0.005
0.114
0.088
0.088
0.146
1989-4
0.261
8.534
12.645
12.645
9.063
0.005
0.114
0.089
0.089
0.155
1989-5
0.261
8.566
12.218
12.218
8.496
0.005
0.116
0.086
0.086
0.130
1989-6
0.261
8.566
12.218
12.218
8.496
0.005
0.116
0.086
0.086
0.130
1989-7
0.261
8.566
12.218
12.218
8.496
0.005
0.116
0.086
0.086
0.130
1989-8a
0.234
14.231
21.204
21.204
13.917
0.004
0.248
0.459
0.459
0.362
1989-8b
0.234
14.231
21.204
21.204
13.917
0.004
0.248
0.459
0.459
0.362
1990-2b
0.142
5.316
8.271
8.271
5.036
0.001
0.017
0.047
0.047
0.127
1990-3
0.137
6.529
9.154
9.154
5.691
0.002
0.020
0.038
0.038
0.174
1990-4
0.137
6.575
9.379
9.379
5.977
0.002
0.020
0.050
0.050
0.188
1990-5
0.137
6.562
9.006
9.006
5.446
0.002
0.020
0.035
0.035
0.164
1990-6
0.137
6.562
9.006
9.006
5.446
0.002
0.020
0.035
0.035
0.164
1990-7
0.137
6.562
9.006
9.006
5.446
0.002
0.020
0.035
0.035
0.164
1990-8a
0.126
10.853
16.335
16.335
9.390
0.001
0.046
0.532
0.532
0.396
1990-8b
0.126
10.853
16.335
16.335
9.390
0.001
0.046
0.532
0.532
0.396
1991-2b
0.142
4.660
7.988
7.988
4.813
0.004
0.074
0.032
0.032
0.056
1991-3
0.137
6.528
9.173
9.173
5.719
0.004
0.112
0.038
0.038
0.101
1991-4
0.137
6.632
9.423
9.423
5.950
0.004
0.114
0.046
0.046
0.106
1991-5
0.137
6.525
9.057
9.057
5.554
0.004
0.112
0.035
0.035
0.097
1991-6
0.137
6.568
9.017
9.017
5.449
0.004
0.113
0.035
0.035
0.096
1991-7
0.137
6.568
9.017
9.017
5.449
0.004
0.113
0.035
0.035
0.096
1991-8a
0.136
6.963
9.844
9.844
6.057
0.004
0.122
0.065
0.065
0.109
1991-8b
0.136
6.963
9.844
9.844
6.057
0.004
0.122
0.065
0.065
0.109
1992-2b
0.139
5.045
8.189
8.189
4.964
0.004
0.081
0.032
0.032
0.065
1992-3
0.137
6.536
9.237
9.237
5.808
0.004
0.112
0.039
0.039
0.102
1992-4
0.137
6.648
9.520
9.520
6.084
0.004
0.114
0.049
0.049
0.108
1992-5
0.137
6.512
9.072
9.072
5.591
0.004
0.112
0.035
0.035
0.098
1992-6
0.137
6.570
9.020
9.020
5.450
0.004
0.114
0.035
0.035
0.096
A-12
-------
LO
2.5
iway
.096
.114
.114
.069
.099
.101
.098
.095
.095
.098
.098
.071
.115
.128
.117
.105
.105
.255
.255
.069
.111
.115
.112
.109
.109
.211
.211
.059
.110
.113
.111
.107
.107
.174
.174
.047
.083
.088
.085
.081
.081
.181
.181
.029
.079
.089
.069
.068
E10 NOx
Braking
0.137
0.136
0.136
0.137
0.138
0.138
0.138
0.138
0.138
0.137
0.137
0.112
0.135
0.135
0.136
0.135
0.135
0.124
0.124
0.116
0.135
0.135
0.135
0.135
0.135
0.124
0.124
0.099
0.135
0.135
0.135
0.135
0.135
0.124
0.124
0.106
0.135
0.135
0.135
0.135
0.135
0.124
0.124
0.108
0.257
0.253
0.263
0.263
E10 NOx
0 to 25
6.570
7.096
7.096
5.179
6.445
6.465
6.437
6.448
6.448
6.529
6.529
4.625
6.442
6.539
6.355
6.454
6.454
10.676
10.676
4.606
6.410
6.412
6.380
6.443
6.443
10.676
10.676
3.360
6.405
6.406
6.361
6.463
6.463
10.676
10.676
2.953
6.437
6.386
6.386
6.465
6.465
10.676
10.676
1.632
4.047
4.240
3.779
3.820
E10 NOx
25 to 50
9.020
10.114
10.114
8.179
8.996
9.110
8.987
8.802
8.802
8.975
8.975
7.652
9.019
9.332
8.965
8.858
8.858
16.069
16.069
7.605
8.899
9.026
8.923
8.838
8.838
16.069
16.069
5.112
8.957
9.055
8.965
8.872
8.872
16.069
16.069
4.738
8.928
9.020
8.945
8.876
8.876
16.069
16.069
3.411
6.237
6.840
5.503
5.503
E10 NOx
50 +
9.020
10.114
10.114
8.179
8.996
9.110
8.987
8.802
8.802
8.975
8.975
7.652
9.019
9.332
8.965
8.858
8.858
16.069
16.069
7.605
8.899
9.026
8.923
8.838
8.838
16.069
16.069
5.112
8.957
9.055
8.965
8.872
8.872
16.069
16.069
4.738
8.928
9.020
8.945
8.876
8.876
16.069
16.069
3.411
6.237
6.840
5.503
5.503
E10 NOx
Highway
5.450
6.242
6.242
4.993
5.606
5.739
5.603
5.381
5.381
5.511
5.511
4.729
5.592
5.930
5.639
5.357
5.357
9.238
9.238
4.703
5.466
5.648
5.538
5.350
5.350
9.238
9.238
3.470
5.548
5.701
5.628
5.361
5.361
9.238
9.238
3.199
5.464
5.675
5.558
5.362
5.362
9.238
9.238
2.270
4.202
4.522
3.837
3.810
E10
PM 2.5
Braking
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.003
0.003
0.003
0.003
0.003
0.002
0.002
0.002
0.003
0.003
0.003
0.003
0.003
0.002
0.002
0.003
0.003
0.003
0.003
0.003
0.003
0.003
0.003
0.001
0.002
0.002
0.002
0.002
0.002
0.001
0.001
0.001
0.002
0.002
0.002
0.002
E10
PM 2.5
0 to 25
0.114
0.124
0.124
0.084
0.111
0.111
0.110
0.111
0.111
0.113
0.113
0.016
0.022
0.023
0.022
0.023
0.023
0.050
0.050
0.022
0.031
0.031
0.031
0.031
0.031
0.056
0.056
0.017
0.025
0.025
0.025
0.025
0.025
0.042
0.042
0.012
0.017
0.017
0.017
0.017
0.017
0.035
0.035
0.010
0.020
0.022
0.017
0.018
A-13
-------
LO
2.5
iway
.068
.112
.112
.039
.091
.094
.091
.091
.090
.095
.095
.033
.074
.074
.075
.075
.074
.074
.074
.025
.092
.092
.093
.093
.091
.091
.091
.017
.043
.043
.043
.043
.043
.043
.043
.016
.046
.046
.046
.046
.046
.046
.046
.009
.024
.024
.024
.024
E10 NOx
Braking
0.263
0.226
0.226
0.127
0.263
0.262
0.263
0.263
0.263
0.261
0.261
0.128
0.264
0.264
0.264
0.264
0.264
0.264
0.264
0.055
0.121
0.121
0.121
0.121
0.121
0.121
0.121
0.050
0.121
0.121
0.121
0.121
0.121
0.121
0.121
0.049
0.121
0.121
0.121
0.121
0.121
0.121
0.121
0.037
0.121
0.121
0.121
0.121
E10 NOx
0 to 25
3.820
5.644
5.644
1.842
3.813
3.851
3.766
3.765
3.792
3.921
3.921
1.767
3.772
3.762
3.756
3.755
3.776
3.777
3.777
0.653
1.753
1.742
1.736
1.736
1.758
1.760
1.760
0.656
1.759
1.749
1.744
1.743
1.762
1.764
1.764
0.644
1.759
1.750
1.745
1.745
1.762
1.764
1.764
0.484
1.760
1.752
1.748
1.747
E10 NOx
25 to 50
5.503
9.733
9.733
3.591
5.546
5.697
5.478
5.478
5.468
5.834
5.834
3.549
5.451
5.460
5.462
5.463
5.447
5.451
5.451
1.472
2.534
2.537
2.534
2.534
2.532
2.539
2.539
1.432
2.539
2.540
2.537
2.537
2.538
2.542
2.542
1.386
2.539
2.540
2.537
2.537
2.538
2.542
2.542
0.896
2.539
2.540
2.537
2.537
E10 NOx
50 +
5.503
9.733
9.733
3.591
5.546
5.697
5.478
5.478
5.468
5.834
5.834
3.549
5.451
5.460
5.462
5.463
5.447
5.451
5.451
1.472
2.534
2.537
2.534
2.534
2.532
2.539
2.539
1.432
2.539
2.540
2.537
2.537
2.538
2.542
2.542
1.386
2.539
2.540
2.537
2.537
2.538
2.542
2.542
0.896
2.539
2.540
2.537
2.537
E10 NOx
Highway
3.810
5.342
5.342
2.437
3.844
3.934
3.826
3.826
3.800
3.983
3.983
2.380
3.800
3.814
3.819
3.820
3.795
3.797
3.797
1.008
1.758
1.768
1.770
1.770
1.754
1.758
1.758
0.995
1.758
1.766
1.767
1.768
1.756
1.758
1.758
0.960
1.758
1.765
1.767
1.767
1.756
1.758
1.758
0.663
1.758
1.764
1.765
1.765
E10
PM 2.5
Braking
0.002
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.001
0.001
0.001
0.001
0.001
E10
PM 2.5
0 to 25
0.018
0.036
0.036
0.006
0.009
0.010
0.009
0.009
0.009
0.010
0.010
0.004
0.006
0.006
0.006
0.006
0.006
0.006
0.006
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.009
0.014
0.014
0.014
0.014
0.014
0.015
0.015
0.004
0.007
0.007
0.007
0.007
0.007
0.007
0.007
0.005
0.010
0.010
0.010
0.010
A-14
-------
LO
2.5
iway
.024
.024
.024
.008
.024
.024
.025
.025
.024
.024
.024
.008
.024
.024
.024
.024
.024
.024
.024
.008
.024
.024
.024
.024
.024
.024
.024
.007
.020
.020
.020
.020
.020
.020
.020
.007
.020
.020
.020
.020
.020
.020
.020
.006
.018
.018
.018
.018
E10 NOx
Braking
0.121
0.121
0.121
0.028
0.121
0.121
0.121
0.121
0.121
0.121
0.121
0.029
0.121
0.121
0.121
0.121
0.121
0.121
0.121
0.022
0.121
0.121
0.121
0.121
0.121
0.121
0.121
0.012
0.036
0.036
0.036
0.036
0.036
0.036
0.036
0.005
0.036
0.036
0.036
0.036
0.036
0.036
0.036
0.004
0.036
0.036
0.036
0.036
E10 NOx
0 to 25
1.762
1.764
1.764
0.303
1.760
1.751
1.746
1.746
1.762
1.764
1.764
0.308
1.760
1.755
1.751
1.750
1.762
1.764
1.764
0.246
1.760
1.753
1.748
1.748
1.762
1.763
1.763
0.125
0.528
0.527
0.526
0.526
0.529
0.529
0.529
0.091
0.528
0.526
0.525
0.525
0.529
0.529
0.529
0.072
0.528
0.526
0.525
0.525
E10 NOx
25 to 50
2.538
2.542
2.542
0.634
2.539
2.540
2.537
2.537
2.538
2.542
2.542
0.593
2.539
2.540
2.538
2.538
2.538
2.542
2.542
0.483
2.539
2.540
2.537
2.537
2.538
2.541
2.541
0.306
0.762
0.762
0.761
0.761
0.761
0.762
0.762
0.221
0.762
0.762
0.761
0.761
0.761
0.762
0.762
0.169
0.762
0.762
0.761
0.761
E10 NOx
50 +
2.538
2.542
2.542
0.634
2.539
2.540
2.537
2.537
2.538
2.542
2.542
0.593
2.539
2.540
2.538
2.538
2.538
2.542
2.542
0.483
2.539
2.540
2.537
2.537
2.538
2.541
2.541
0.306
0.762
0.762
0.761
0.761
0.761
0.762
0.762
0.221
0.762
0.762
0.761
0.761
0.761
0.762
0.762
0.169
0.762
0.762
0.761
0.761
E10 NOx
Highway
1.756
1.758
1.758
0.458
1.758
1.764
1.766
1.766
1.756
1.758
1.758
0.451
1.757
1.762
1.763
1.763
1.756
1.758
1.758
0.379
1.758
1.763
1.764
1.765
1.756
1.757
1.757
0.228
0.527
0.528
0.528
0.529
0.527
0.527
0.527
0.186
0.527
0.529
0.529
0.529
0.527
0.527
0.527
0.147
0.527
0.529
0.529
0.529
E10
PM 2.5
Braking
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
0.000
0.001
0.001
0.001
0.001
E10
PM 2.5
0 to 25
0.010
0.010
0.010
0.004
0.010
0.010
0.010
0.010
0.010
0.010
0.010
0.004
0.010
0.010
0.010
0.010
0.010
0.010
0.010
0.004
0.010
0.010
0.010
0.010
0.010
0.010
0.010
0.004
0.008
0.008
0.008
0.008
0.008
0.008
0.008
0.004
0.008
0.008
0.008
0.008
0.008
0.008
0.008
0.003
0.007
0.007
0.007
0.007
A-15
-------
LO
2.5
iway
.018
.018
.018
.006
.018
.018
.018
.018
.018
.018
.018
.006
.016
.016
.016
.016
.016
.016
.016
.006
.016
.016
.016
.016
.016
.016
.016
.004
.010
.010
.010
.010
.010
.010
.010
.004
.010
.010
.010
.010
.010
.010
.010
.004
.010
.010
.010
.010
E10 NOx
Braking
0.036
0.036
0.036
0.004
0.036
0.036
0.036
0.036
0.036
0.036
0.036
0.004
0.029
0.029
0.029
0.029
0.029
0.029
0.029
0.004
0.029
0.029
0.029
0.029
0.029
0.029
0.029
0.003
0.029
0.029
0.029
0.029
0.029
0.029
0.029
0.003
0.029
0.029
0.029
0.029
0.029
0.029
0.029
0.003
0.029
0.029
0.029
0.029
E10 NOx
0 to 25
0.529
0.529
0.529
0.090
0.528
0.527
0.526
0.526
0.529
0.529
0.529
0.082
0.425
0.424
0.424
0.424
0.425
0.426
0.426
0.080
0.425
0.424
0.424
0.424
0.425
0.426
0.426
0.072
0.424
0.424
0.423
0.423
0.424
0.425
0.425
0.071
0.424
0.424
0.423
0.423
0.424
0.425
0.425
0.070
0.424
0.424
0.423
0.423
E10 NOx
25 to 50
0.761
0.762
0.762
0.192
0.762
0.762
0.761
0.761
0.761
0.762
0.762
0.162
0.613
0.613
0.613
0.613
0.613
0.613
0.613
0.160
0.613
0.613
0.613
0.613
0.613
0.613
0.613
0.120
0.611
0.612
0.611
0.611
0.611
0.612
0.612
0.120
0.611
0.612
0.611
0.611
0.611
0.612
0.612
0.119
0.611
0.612
0.611
0.611
E10 NOx
50 +
0.761
0.762
0.762
0.192
0.762
0.762
0.761
0.761
0.761
0.762
0.762
0.162
0.613
0.613
0.613
0.613
0.613
0.613
0.613
0.160
0.613
0.613
0.613
0.613
0.613
0.613
0.613
0.120
0.611
0.612
0.611
0.611
0.611
0.612
0.612
0.120
0.611
0.612
0.611
0.611
0.611
0.612
0.612
0.119
0.611
0.612
0.611
0.611
E10 NOx
Highway
0.527
0.527
0.527
0.167
0.527
0.528
0.528
0.528
0.527
0.527
0.527
0.142
0.419
0.420
0.420
0.420
0.419
0.419
0.419
0.140
0.419
0.420
0.420
0.420
0.419
0.419
0.419
0.110
0.418
0.419
0.419
0.419
0.418
0.419
0.419
0.110
0.418
0.419
0.419
0.419
0.418
0.419
0.419
0.109
0.418
0.419
0.419
0.419
E10
PM 2.5
Braking
0.001
0.001
0.001
0.000
0.001
0.001
0.001
0.001
0.001
0.001
0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
E10
PM 2.5
0 to 25
0.007
0.007
0.007
0.003
0.007
0.007
0.007
0.007
0.007
0.007
0.007
0.003
0.006
0.006
0.006
0.006
0.006
0.006
0.006
0.003
0.006
0.006
0.006
0.006
0.006
0.006
0.006
0.002
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.004
0.004
0.004
0.004
0.004
0.004
0.004
0.002
0.004
0.004
0.004
0.004
A-16
-------
Year & Class
E10 NOx
Braking
E10 NOx
0 to 25
E10 NOx
25 to 50
E10 NOx
50 +
E10 NOx
Highway
E10
PM 2.5
Braking
E10
PM 2.5
0 to 25
E10
PM 2.5
25 to 50
E10
PM 2.5
50 +
E10
PM 2.5
Highway
2016-7
0.029
0.424
0.611
0.611
0.418
0.000
0.004
0.004
0.004
0.010
2016-8a
0.029
0.425
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
2016-8b
0.029
0.425
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
2017-2b
0.004
0.077
0.147
0.147
0.130
0.000
0.002
0.004
0.004
0.004
2017-3
0.029
0.424
0.611
0.611
0.418
0.000
0.004
0.004
0.004
0.010
2017-4
0.029
0.424
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
2017-5
0.029
0.423
0.611
0.611
0.419
0.000
0.004
0.004
0.004
0.010
2017-6
0.029
0.423
0.611
0.611
0.419
0.000
0.004
0.004
0.004
0.010
2017-7
0.029
0.424
0.611
0.611
0.418
0.000
0.004
0.004
0.004
0.010
2017-8a
0.029
0.425
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
2017-8b
0.029
0.425
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
2018-2b
0.004
0.077
0.147
0.147
0.130
0.000
0.002
0.004
0.004
0.004
2018-3
0.029
0.424
0.611
0.611
0.418
0.000
0.004
0.004
0.004
0.010
2018-4
0.029
0.424
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
2018-5
0.029
0.423
0.611
0.611
0.419
0.000
0.004
0.004
0.004
0.010
2018-6
0.029
0.423
0.611
0.611
0.419
0.000
0.004
0.004
0.004
0.010
2018-7
0.029
0.424
0.611
0.611
0.418
0.000
0.004
0.004
0.004
0.010
2018-8a
0.029
0.425
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
2018-8b
0.029
0.425
0.612
0.612
0.419
0.000
0.004
0.004
0.004
0.010
Note -MOVES does not provide consistent outputs for Class 8b gasoline vehicles; therefore 8bs
are set equal to 8as.
A-17
-------
Appendix B - NOx and PM Idle Factors - g^ir (MOVES 2014a, 2017 Calendar Year,
ULSD)
-------
Short Duration Idle Emission Factors (< 60 minutes per idle event)
Pollutant
Fuel
Model Year
Class 2b
Class 3
Classes 4-5
Classes 6-7
Classes 8a/b
NOx
Gasoline
1987
23.905
15.015
15.014
15.015
15.015
NOx
Gasoline
1988
24.691
15.015
15.015
15.015
15.015
NOx
Gasoline
1989
25.886
15.015
15.015
15.015
15.015
NOx
Gasoline
1990
13.200
7.460
7.460
7.460
7.460
NOx
Gasoline
1991
13.252
7.460
7.460
7.460
7.460
NOx
Gasoline
1992
13.553
7.460
7.460
7.460
7.460
NOx
Gasoline
1993
13.748
7.460
7.460
7.460
7.460
NOx
Gasoline
1994
13.583
7.327
7.327
7.327
7.327
NOx
Gasoline
1995
13.834
7.327
7.327
7.327
7.327
NOx
Gasoline
1996
14.008
7.327
7.327
7.327
7.327
NOx
Gasoline
1997
14.183
7.327
7.327
7.327
7.327
NOx
Gasoline
1998
29.706
15.182
15.182
15.182
15.182
NOx
Gasoline
1999
29.706
15.182
15.182
15.182
15.182
NOx
Gasoline
2000
29.859
15.182
15.182
15.182
15.182
NOx
Gasoline
2001
30.493
15.245
15.245
15.245
15.245
NOx
Gasoline
2002
30.493
15.245
15.245
15.245
15.245
NOx
Gasoline
2003
30.493
15.245
15.245
15.245
15.245
NOx
Gasoline
2004
30.493
15.245
15.245
15.245
15.245
NOx
Gasoline
2005
30.811
15.245
15.245
15.245
15.245
NOx
Gasoline
2006
30.811
15.245
15.245
15.245
15.245
NOx
Gasoline
2007
30.811
15.245
15.245
15.245
15.245
NOx
Gasoline
2008
15.600
4.573
4.573
4.573
4.573
NOx
Gasoline
2009
0.389
4.573
4.573
4.573
4.573
NOx
Gasoline
2010
0.312
4.573
4.573
4.573
4.573
NOx
Gasoline
2011
0.312
4.573
4.573
4.573
4.573
NOx
Gasoline
2012
0.245
2.473
2.473
2.473
2.473
NOx
Gasoline
2013
0.245
2.473
2.473
2.473
2.473
NOx
Gasoline
2014
0.142
2.473
2.473
2.473
2.473
NOx
Gasoline
2015
0.142
2.473
2.473
2.473
2.473
NOx
Gasoline
2016
0.142
2.473
2.473
2.473
2.473
NOx
Gasoline
2017
0.204
2.473
2.473
2.473
2.473
NOx
Gasoline
2018
0.204
2.473
2.473
2.473
2.473
NOx
Diesel
1987
194.959
192.468
192.467
192.468
192.468
NOx
Diesel
1988
201.627
192.468
192.468
192.467
192.467
NOx
Diesel
1989
211.756
192.468
192.468
192.468
192.468
NOx
Diesel
1990
243.088
148.641
148.642
148.642
148.642
B-l
-------
Pollutant
Fuel
Model Year
Class 2b
Class 3
Classes 4-5
Classes 6-7
Classes 8a/b
NOx
Diesel
1991
220.437
139.754
139.754
139.753
139.753
NOx
Diesel
1992
225.613
139.753
139.754
139.753
139.753
NOx
Diesel
1993
228.977
139.754
139.753
139.753
139.753
NOx
Diesel
1994
230.401
139.754
139.754
139.754
139.753
NOx
Diesel
1995
234.800
139.754
139.753
139.753
139.753
NOx
Diesel
1996
237.853
139.753
139.754
139.753
139.754
NOx
Diesel
1997
240.907
139.754
139.753
139.753
139.753
NOx
Diesel
1998
194.878
117.349
117.350
117.349
117.349
NOx
Diesel
1999
194.878
96.534
96.535
96.535
154.804
NOx
Diesel
2000
195.914
96.535
96.535
96.535
154.804
NOx
Diesel
2001
195.914
96.535
96.535
96.535
154.804
NOx
Diesel
2002
195.914
96.534
96.535
96.535
154.804
NOx
Diesel
2003
44.534
45.811
45.811
45.811
56.945
NOx
Diesel
2004
44.534
45.811
45.811
45.811
56.945
NOx
Diesel
2005
45.005
45.811
45.811
45.811
56.945
NOx
Diesel
2006
45.004
45.811
45.811
45.811
56.945
NOx
Diesel
2007
41.620
22.780
22.780
22.780
53.190
NOx
Diesel
2008
41.620
22.780
22.780
22.780
53.190
NOx
Diesel
2009
41.620
22.780
22.780
22.780
53.190
NOx
Diesel
2010
17.765
7.212
8.088
8.088
10.054
NOx
Diesel
2011
17.765
7.212
8.088
8.088
10.054
NOx
Diesel
2012
17.765
7.212
8.088
7.498
10.054
NOx
Diesel
2013
17.765
7.212
7.212
6.768
8.964
NOx
Diesel
2014
11.566
4.564
4.564
4.777
6.489
NOx
Diesel
2015
11.566
4.564
4.564
4.777
6.489
NOx
Diesel
2016
11.566
4.564
4.564
4.777
6.489
NOx
Diesel
2017
11.566
4.564
4.564
4.777
6.489
NOx
Diesel
2018
11.566
4.564
4.564
4.777
6.489
PM10
Gasoline
1987
0.361
0.361
0.361
0.361
0.361
PM10
Gasoline
1988
1.118
1.118
1.118
1.118
1.118
PM10
Gasoline
1989
1.118
1.118
1.118
1.118
1.118
PM10
Gasoline
1990
0.353
0.353
0.353
0.353
0.353
PM10
Gasoline
1991
0.392
0.392
0.392
0.392
0.392
PM10
Gasoline
1992
0.392
0.392
0.392
0.392
0.392
PM10
Gasoline
1993
0.392
0.392
0.392
0.392
0.392
PM10
Gasoline
1994
0.128
0.128
0.128
0.128
0.128
PM10
Gasoline
1995
0.153
0.153
0.153
0.153
0.153
PM10
Gasoline
1996
0.356
0.356
0.356
0.356
0.356
B-2
-------
Pollutant
Fuel
Model Year
Class 2b
Class 3
Classes 4-5
Classes 6-7
Classes 8a/b
PM10
Gasoline
1997
0.374
0.374
0.374
0.374
0.374
PM10
Gasoline
1998
0.169
0.169
0.169
0.169
0.169
PM10
Gasoline
1999
0.082
0.082
0.082
0.082
0.082
PMIO
Gasoline
2000
0.036
0.036
0.036
0.036
0.036
PMIO
Gasoline
2001
0.030
0.030
0.030
0.030
0.030
PMIO
Gasoline
2002
0.126
0.126
0.126
0.126
0.126
PMIO
Gasoline
2003
0.056
0.056
0.056
0.056
0.056
PMIO
Gasoline
2004
0.058
0.058
0.058
0.058
0.058
PMIO
Gasoline
2005
0.058
0.058
0.058
0.058
0.058
PMIO
Gasoline
2006
0.058
0.058
0.058
0.058
0.058
PMIO
Gasoline
2007
0.058
0.058
0.058
0.058
0.058
PMIO
Gasoline
2008
0.047
0.047
0.047
0.047
0.047
PMIO
Gasoline
2009
0.047
0.047
0.047
0.047
0.047
PMIO
Gasoline
2010
0.042
0.042
0.042
0.042
0.042
PMIO
Gasoline
2011
0.042
0.042
0.042
0.042
0.042
PMIO
Gasoline
2012
0.038
0.038
0.038
0.038
0.038
PMIO
Gasoline
2013
0.038
0.038
0.038
0.038
0.038
PMIO
Gasoline
2014
0.024
0.024
0.024
0.024
0.024
PMIO
Gasoline
2015
0.024
0.024
0.024
0.024
0.024
PMIO
Gasoline
2016
0.024
0.024
0.024
0.024
0.024
PMIO
Gasoline
2017
0.024
0.024
0.024
0.024
0.024
PMIO
Gasoline
2018
0.024
0.024
0.024
0.024
0.024
PMIO
Diesel
1987
4.314
4.314
4.314
4.314
4.291
PMIO
Diesel
1988
4.314
4.314
4.314
4.314
4.291
PMIO
Diesel
1989
4.314
4.314
4.314
4.314
4.291
PMIO
Diesel
1990
4.314
4.314
4.314
4.314
4.291
PMIO
Diesel
1991
3.801
4.314
4.314
4.314
4.291
PMIO
Diesel
1992
3.801
4.314
4.314
4.314
4.291
PMIO
Diesel
1993
3.801
4.314
4.314
4.314
4.291
PMIO
Diesel
1994
7.981
7.459
7.459
7.459
6.560
PMIO
Diesel
1995
7.981
7.459
7.459
7.459
6.560
PMIO
Diesel
1996
7.981
7.459
7.459
7.459
6.560
PMIO
Diesel
1997
7.981
7.459
7.459
7.459
6.560
PMIO
Diesel
1998
7.506
7.082
7.082
7.082
6.274
PMIO
Diesel
1999
7.506
7.082
7.082
7.082
6.274
PMIO
Diesel
2000
7.506
7.082
7.082
7.082
6.274
PMIO
Diesel
2001
7.506
7.082
7.082
7.082
6.274
PMIO
Diesel
2002
7.506
7.082
7.082
7.082
6.274
B-3
-------
Pollutant
Fuel
Model Year
Class 2b
Class 3
Classes 4-5
Classes 6-7
Classes 8a/b
PM10
Diesel
2003
6.385
6.385
6.385
6.385
5.670
PM10
Diesel
2004
6.385
6.385
6.385
6.385
5.670
PM10
Diesel
2005
6.385
6.385
6.385
6.385
5.670
PMIO
Diesel
2006
6.385
6.385
6.385
6.385
5.670
PMIO
Diesel
2007
0.552
0.229
0.229
0.229
0.229
PMIO
Diesel
2008
0.552
0.229
0.229
0.229
0.229
PMIO
Diesel
2009
0.552
0.229
0.229
0.229
0.229
PMIO
Diesel
2010
0.461
0.191
0.216
0.216
0.216
PMIO
Diesel
2011
0.461
0.191
0.216
0.216
0.216
PMIO
Diesel
2012
0.461
0.191
0.216
0.200
0.216
PMIO
Diesel
2013
0.461
0.191
0.191
0.178
0.191
PMIO
Diesel
2014
0.276
0.115
0.115
0.120
0.134
PMIO
Diesel
2015
0.276
0.115
0.115
0.120
0.134
PMIO
Diesel
2016
0.276
0.115
0.115
0.120
0.134
PMIO
Diesel
2017
0.276
0.115
0.115
0.120
0.134
PMIO
Diesel
2018
0.276
0.115
0.115
0.120
0.134
PM2.5
Gasoline
1987
0.319
0.319
0.319
0.319
0.319
PM2.5
Gasoline
1988
0.989
0.989
0.989
0.989
0.989
PM2.5
Gasoline
1989
0.989
0.989
0.989
0.989
0.989
PM2.5
Gasoline
1990
0.312
0.312
0.312
0.312
0.312
PM2.5
Gasoline
1991
0.347
0.347
0.347
0.347
0.347
PM2.5
Gasoline
1992
0.347
0.347
0.347
0.347
0.347
PM2.5
Gasoline
1993
0.347
0.347
0.347
0.347
0.347
PM2.5
Gasoline
1994
0.113
0.113
0.113
0.113
0.113
PM2.5
Gasoline
1995
0.135
0.135
0.135
0.135
0.135
PM2.5
Gasoline
1996
0.315
0.315
0.315
0.315
0.315
PM2.5
Gasoline
1997
0.331
0.331
0.331
0.331
0.331
PM2.5
Gasoline
1998
0.150
0.150
0.150
0.150
0.150
PM2.5
Gasoline
1999
0.073
0.073
0.073
0.073
0.073
PM2.5
Gasoline
2000
0.032
0.032
0.032
0.032
0.032
PM2.5
Gasoline
2001
0.026
0.026
0.026
0.026
0.026
PM2.5
Gasoline
2002
0.112
0.112
0.112
0.112
0.112
PM2.5
Gasoline
2003
0.050
0.050
0.050
0.050
0.050
PM2.5
Gasoline
2004
0.051
0.051
0.051
0.051
0.051
PM2.5
Gasoline
2005
0.051
0.051
0.051
0.051
0.051
PM2.5
Gasoline
2006
0.051
0.051
0.051
0.051
0.051
PM2.5
Gasoline
2007
0.051
0.051
0.051
0.051
0.051
PM2.5
Gasoline
2008
0.042
0.042
0.042
0.042
0.042
B-4
-------
Pollutant
Fuel
Model Year
Class 2b
Class 3
Classes 4-5
Classes 6-7
Classes 8a/b
PM2.5
Gasoline
2009
0.042
0.042
0.042
0.042
0.042
PM2.5
Gasoline
2010
0.038
0.038
0.038
0.038
0.038
PM2.5
Gasoline
2011
0.038
0.038
0.038
0.038
0.038
PM2.5
Gasoline
2012
0.034
0.034
0.034
0.034
0.034
PM2.5
Gasoline
2013
0.034
0.034
0.034
0.034
0.034
PM2.5
Gasoline
2014
0.021
0.021
0.021
0.021
0.021
PM2.5
Gasoline
2015
0.021
0.021
0.021
0.021
0.021
PM2.5
Gasoline
2016
0.021
0.021
0.021
0.021
0.021
PM2.5
Gasoline
2017
0.021
0.021
0.021
0.021
0.021
PM2.5
Gasoline
2018
0.021
0.021
0.021
0.021
0.021
PM2.5
Diesel
1987
3.816
3.816
3.816
3.816
3.796
PM2.5
Diesel
1988
3.816
3.816
3.816
3.816
3.796
PM2.5
Diesel
1989
3.816
3.816
3.816
3.816
3.796
PM2.5
Diesel
1990
3.816
3.816
3.816
3.816
3.796
PM2.5
Diesel
1991
3.363
3.816
3.816
3.816
3.796
PM2.5
Diesel
1992
3.363
3.816
3.816
3.816
3.796
PM2.5
Diesel
1993
3.363
3.816
3.816
3.816
3.796
PM2.5
Diesel
1994
7.060
6.598
6.598
6.598
5.803
PM2.5
Diesel
1995
7.060
6.598
6.598
6.598
5.803
PM2.5
Diesel
1996
7.060
6.598
6.598
6.598
5.803
PM2.5
Diesel
1997
7.060
6.598
6.598
6.598
5.803
PM2.5
Diesel
1998
6.641
6.265
6.265
6.265
5.550
PM2.5
Diesel
1999
6.641
6.265
6.265
6.265
5.550
PM2.5
Diesel
2000
6.641
6.265
6.265
6.265
5.550
PM2.5
Diesel
2001
6.641
6.265
6.265
6.265
5.550
PM2.5
Diesel
2002
6.641
6.265
6.265
6.265
5.550
PM2.5
Diesel
2003
5.648
5.648
5.648
5.648
5.016
PM2.5
Diesel
2004
5.648
5.648
5.648
5.648
5.016
PM2.5
Diesel
2005
5.648
5.648
5.648
5.648
5.016
PM2.5
Diesel
2006
5.648
5.648
5.648
5.648
5.016
PM2.5
Diesel
2007
0.488
0.202
0.202
0.202
0.202
PM2.5
Diesel
2008
0.488
0.202
0.202
0.202
0.202
PM2.5
Diesel
2009
0.488
0.202
0.202
0.202
0.202
PM2.5
Diesel
2010
0.408
0.169
0.191
0.191
0.191
PM2.5
Diesel
2011
0.408
0.169
0.191
0.191
0.191
PM2.5
Diesel
2012
0.408
0.169
0.191
0.177
0.191
PM2.5
Diesel
2013
0.408
0.169
0.169
0.158
0.169
PM2.5
Diesel
2014
0.244
0.101
0.101
0.107
0.119
B-5
-------
Pollutant
Fuel
Model Year
Class 2b
Class 3
Classes 4-5
Classes 6-7
Classes 8a/b
PM2.5
Diesel
2015
0.244
0.101
0.101
0.107
0.119
PM2.5
Diesel
2016
0.244
0.101
0.101
0.107
0.119
PM2.5
Diesel
2017
0.244
0.101
0.101
0.107
0.119
PM2.5
Diesel
2018
0.244
0.101
0.101
0.107
0.119
Extended Idle Emission Factors - Class 8b Diesels Only
Model Year
NOx
PM10
PM2.5
1987
119.147
5.013
4.612
1988
119.599
5.014
4.613
1989
117.933
5.011
4.610
1990
113.640
5.002
4.602
1991
240.243
5.012
4.611
1992
240.636
5.013
4.612
1993
233.770
5.006
4.605
1994
239.541
7.697
7.081
1995
239.103
7.700
7.084
1996
237.156
7.712
7.095
1997
239.506
7.697
7.081
1998
237.408
7.371
6.781
1999
241.362
7.349
6.761
2000
241.989
7.345
6.757
2001
239.293
7.360
6.771
2002
237.722
7.369
6.780
2003
239.341
6.651
6.119
2004
237.077
6.662
6.129
2005
238.327
6.656
6.123
2006
239.046
6.652
6.120
2007
210.121
0.418
0.385
2008
208.658
0.418
0.384
2009
211.704
0.419
0.385
2010
211.266
0.417
0.383
2011
210.133
0.416
0.383
2012
210.132
0.416
0.383
2013
210.132
0.413
0.380
2014
210.133
0.413
0.380
2015
210.133
0.413
0.380
2016
210.132
0.413
0.380
2017
210.132
0.413
0.380
2018
210.132
0.413
0.380
B-6
-------
Appendix C - Derivation of National Average g/kW-hr Emission
Factors
-------
From Argonne GREET Model Version 2016.
http://greet.es.anl.gov/
1. Electric Generation Mix (From Annual Energy Outlook 2016)

U.S. Mix
Residual oil
0.7%
Natural gas
32.9%
Coal
33.5%
Nuclear power
19.7%
Biomass
1.0%
Others
12.2%
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

GREET-Calculated Emission Factors


By Fuel-Type Plants (Stationary and Transportation)


Oil-Fired
NG-Fired
Coal-Fired
Biomass-Fired
TOTAL based on US Mix
NOx
4.3
0.41
0.49

1.06
0.366
PM10
0.18
0.01379
0.16

2.08
0.083
PM2.5
0.13
0.01344
0.062

0.61
0.034
C02
950
440
960

1,530
559
C02 in burnt biomass from atmosphere
-750

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)

Total delivered based on US electric generation mix
NOx
0.40
PMio
0.091
PM2.5
0.037
CO2
607
C-l
-------
Appendix D - Cargo Volume Literature Review Summary
c-i
-------






Cargo











Space







Body
VIUS


(cubic

Max

Notes or

Class
Application
Type
Category
Manuf
Model
feet)
Unit
Payload
GVW
Comments
URL

Full Size



Silverado





httD://www.chevrolet.com/vehicles/2
2b
Pick-up
Pick-up

Chevy
2500HD

Cu. Ft
3,644
9,200

010/silverado2500hd/features.do

Full Size









http://www.fordfl50.net/specs/05sd_
2b
Pick-up
Pick-up

Ford
F250

Cu. Ft
2,900
9,400

specs.pdf


Budget











Cargo
step/walk-







http://www.budgettruck.com/Moving-
2b
Step Van
Van
in
Ford

309
Cu. Ft
3,116
8,600

Trucks.aspx





2500





http://www.freightlinersprinterusa.co



step/walk-
Freightliner
Standard





m/vehicles/cargo-
2b
Step Van
Step Van
in
-Sprinter
Roof
318
Cu. Ft
3,469
8,550

van/models/specifications.php











http://www.motortrend.com/cars/200


Utility/
van (basic







8/ford/e_350/specifications/index.htm
2b
Utility Van
cargo van
enclosed)
Ford
E350
237
Cu. Ft
4,239
9,500

1


Uhaul 10'
van (basic







http://www.uhaul.eom/Reservations/E
2b
Utility Van
Truck
enclosed)
GMC

402
Cu. Ft
2,810
8,600

quipmentDetail.aspx?model=EL


Budget
10'











Moving
van (basic







http://www.budgettruck.com/Moving-
2b
Utility Van
Truck
enclosed)


380
Cu. Ft
3,100
8,600

Trucks.aspx



flatbed/sta










Stake/
ke/








2b
Stake Truck
platform
platform
Supreme

336
Cu. Ft



























http://www.gmc.com/sierra/3500/spe
3
Pickup
Pick-up

GMC
Sierra 3500

Cu. Ft
4,566
10,700

csStandard.jsp





3500





httD://www.freishtlinersDrinterusa.co



step/walk-
Freightliner
Standard





m/vehicles/carso-van/models/3500-
3
Step Van
Step Van
in
-Sprinter
Roof
547
Cu. Ft
4,845
11,030

high-roof-170-wb-6-specs.php


Penske








http://www.pensketruckrental.com/co

Conventiona
12' Cargo
van (basic







mmercial-truck-rentals/movins-
3
1 Van
Van
enclosed)


450
Cu. Ft
2,600


vans/12-ft.html


Budget
16'











Moving








http://www.budgettruck.com/Moving-
3
City Delivery
Truck



800
Cu. Ft
3,400
11,500

Trucks.aspx
-------






Cargo











Space







Body
VIUS


(cubic

Max

Notes or

Class
Application
Type
Category
Manuf
Model
feet)
Unit
Payload
GVW
Comments
URL













Conventiona
Uhaul 14'








http://www.uhaul.eom/Reservations/E
4
1 Van
Truck

Ford

733
Cu. Ft
6,190
14,050

quipmentDetail.aspx?model=EL

Conventiona
Uhaul 17'








htto://www. uhaul. com/Reservations/E
4
1 Van
Truck

Ford

865
Cu. Ft
5,930
14,050

quipmentDetail.aspx?model=EL


Penske











16'








htto://www. oensketruckrental.com/co

Conventiona
Economy








mmercial-truck-rentals/movins-carso-
4
1 Van
Van



826
Cu. Ft
4,300
15,000

vans/16-ft.html


Penske








http://www.pensketruckrental.com/co


16' Cargo








mmercial-truck-rentals/moving-cargo-
4
City Delivery
Van



1,536
Cu. Ft
5,100


vans/16-ft.html

Large Walk-



W700 Step





htto://files. harc.edu/Proiects/Transoor
4
In
Walk-in


Van
700
Cu. Ft
5,720
16,000

tation/FedExReoortTask3.Ddf

Large Walk-


Eaton
W700 Step





http://files.harc.edu/Projects/Transpor
4
In
Walk-in

Hybrid
Van
700
Cu. Ft
5,390
16,000

tation/FedExReportTask3.pdf











http://www.grummanolson.com/index
4
UPS
Walk-in

Grumman






2.htm











http://www.usedtrucksdepot.com/bro



flatbed/sta







wse_listdetails.php?manf=GMC&scate


Stake/pla
ke/platfor







=Stake+Truck&catname=Medium+Dut
4
Stake Truck
tform
m
GMC
W4500
448
Cu. Ft

14,500

y+Trucks&main_id=208













Bucket
Bucket









5
Truck
truck




Cu. Ft






Uhaul 24'
van (basic







http://www.uhaul.eom/Reservations/E
5
City Delivery
Truck
enclosed)


1,418
Cu. Ft
6,500
18,000

quipmentDetail.aspx?model=EL


Uhaul 26'
van (basic







http://www.uhaul.eom/Reservations/E
5
City Delivery
Truck
enclosed)


1,611
Cu. Ft
7,400
18,000

quipmentDetail.aspx?model=EL

Large Walk-
Large
step/walk-







htto://news. van.fedex.com/node/737
5
In
Walk-in
in


670
Cu. Ft

16,000

9


















588/cas











e
Cu.









6-Bay 52"
capacity
Ft/cases



http://www.hackneybeverage.com/bo
6
Beverage
Beverage

Hackney
Performer
= 531 @
cans
11,601
21,150

dycad5.htm
-------






Cargo











Space







Body
VIUS


(cubic

Max

Notes or

Class
Application
Type
Category
Manuf
Model
feet)
Unit
Payload
GVW
Comments
URL






120z











cans






Single Axle
Budget
van (basic







http://www.budgettruck.com/Moving-
6
Van
24' Truck
enclosed)


1,380
Cu. Ft
12,000
25,500

Trucks.aspx



flatbed/sta
Internation






http://www.usedtrucks.ryder.com/Ve


24' Stake
ke/platfor
al /






hicle/VehicleSearch.aspx?VehicleTypel
6
Stake Truck
Truck
m
Supreme
24'
672
Cu. Ft

25,900

d=l&VehicleGroupld=5


24' Kold











King








http://www.silvercrowncoach.com/su

Refrigerated
Refrigera








preme.php?page=product&bodv=refri
6
/Reefer
ted
reefer
Supreme
24'
1,521
Cu. Ft



gerated&product=21§ion=specs










Note:











typical











step/walk-











ins do not



Vanscape







reach this



r







size. This is
http://www.silvercrowncoach.com/su

Landscape
Landscap
step/walk-






a speciality
preme.php?page=product&body=land
6
Van
e Van
in
Supreme
22'
1,496
Cu. Ft


vehicle
scaping&product=30














Refuse









7
Refuse
Truck




Cu. Ft






Furniture








http://www.hendersonrentals.co.nz/Pt
7
Furniture
Truck



2,013
Cu. Ft



=38






1251/











case











capacity







Beverage


Hackney 10-
= 1,100
Cu.






(delivery


Bay-48"
12 oz
Ft/case




7
Beverage
body)

Hackney
Aluminum
cans
cans
23,700
37,733

http://hackneyusa.com/


flatbed/st
flatbed/sta







http://www.usedtrucks.ryder.com/Ve


ake/platf
ke/platfor







hicle/VehicleSearch.aspx?VehicleTypel
7
Stake Truck
orm
m
Supreme
SH20096
728


33,000

d=l&VehicleGroupld=5


28' Kold








http://www.silvercrowncoach.com/su

Refrigerated
King








preme.php?page=product&body=refri
7
/Reefer
Refrigera
reefer
Supreme
28'
1,774
Cu. Ft



gerated&product=21§ion=specs
-------
Class
Application
Body
Type
VIUS
Category
Manuf
Model
Cargo
Space
(cubic
feet)
Unit
Max
Payload
GVW
Notes or
Comments
URL


ted









7
Tanker
Truck
tank
(fluid)
tank (fluid)
Ford
F750 XL
267
Cu. Ft
2,000-
4000
GAL
26,000

http://www.truckingauctions.com/bro
wse_listdetails.php?scate=Water%20T
ank%20Truck&manf=GMC&catname=
Heavy%20Duty%20Trucks
7
Single Axle
Van
Freightlin
er Truck
van (basic
enclosed)
Freightliner
Business
Class (24')
Business
Class M2 112
1,552


33,000
Note: front
axle lbs
12,000/rea
r axle
21,000 lbs
(each add'l
axle approx
12,000 lbs)
http://www.truckpaper.com/listingsde
tail/detail.aspx?OHID=2379362
o
-------
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 Gianelli54. 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
Specifications55 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 Manual56. 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
54	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.
55	FordF150.net. F-250/F-350/F-450/F-550 Specifications. Retrieved from
http://www.fordfl50.net/specs/05sd_specs.pdf
56	Kenworth. Kenworth T170/T270/T370 Body Builders Manual. Retrieved from
http://www.kenworth.com/brochures/2009_Hybrid_Body_Builders_Manual.pdf
E-l
-------
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 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 Laboratory57. Values for Cd ranged from .45 for the
57 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.
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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 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-l.
Table E-l. PERE Model Inputs for Fuel Economy Estimation
Class
Modeled Test
Weight, lbs
Conventional
Engine Disp., L
Hybrid Engine
Disp., L
Number
of Gears
Effective Gear Ratio,
RPM/mph
2b
7,875
6.0
5
6
35
3
10,000
6.0
5
6
35
4
12,250
6.4
5.4
6
33
5
14,500
6.7
5.7
6
33
6
19,500
6.7
5.7
8
33
7
24,000
8.3
6.3
10
31
8
52,500
13
9
10
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.
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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 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.
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