Greenhouse Gas and Energy
Consumption Rates for Onroad
Vehicles in MOVES3
gPk	United States
Environmental Protection
^1	Agency

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Greenhouse Gas and Energy
Consumption Rates for Onroad
Vehicles in MOVES3
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
NOTICE
This technical report does not necessarily represent final EPA decisions
or positions. It is intended to present technical analysis of issues using
data that are currently available. The purpose in the release of such
reports is to facilitate the exchange of technical information and to
inform the public of technical developments.
£%	United States
Environmental Protection
^1	Agency
EPA-420-R-20-015
November 2020

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Contents
1	Introduction	3
2	Energy Rate	5
2.1	Light-Duty Vehicles	5
2.1.1	Light-Duty GHG and CAFE Regulations	5
2.1.2	Light-Duty Running Energy Rates	9
2.1.3	Light-Duty Start Energy Rates	12
2.2	Heavy-Duty Vehicles	14
3	Nitrous Oxide (N2O) Emission Rates	16
3.1	Gasoline and Diesel-Fueled Vehicles	16
3.2	Alternative-Fueled Vehicles	20
4	Carbon Dioxide (CO2) Emission Rates	21
4.1	Carbon Dioxide Calculations	21
4.2	Carbon Dioxide Equivalent Emissions	22
5	Fuel Consumption Calculations	23
Appendix A. Timeline of Energy and GHG emissions in MOVES	24
Appendix B. Emission Control Technology Phase-In used for N2O Emission Rate Calculations.
	26
6	References	31
2

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1 Introduction
This report describes the energy and greenhouse gas (GHG) rates in MOVES3 and documents
the data sources and analyses we used to develop the energy and greenhouse gas emission rates.
A timeline of the development of the energy and greenhouse gas emission rates in MOVES is
presented in Appendix A.
This report is divided into four major sections:
1.	Energy Rates
2.	Nitrous Oxide (N2O) Emission Rates
3.	Carbon Dioxide (CO2) Emission Rates
4.	Fuel Consumption Calculations
The energy rates for light-duty vehicles are based on the work conducted for MOVES2004,1
however, they have been significantly updated in subsequent versions of MOVES, including
MOVES2009, MOVES2010, MOVES2014, and MOVES3. This report documents the changes
in energy rates that were made between MOVES2010, MOVES2014, and MOVES3. We point
the reader to the earlier reports that document the development of the energy rates prior to
MOVES2010.1'2 The energy rates were updates in MOVES3 to incorporate the Safer Affordable
Fuel Efficient (SAFE) Vehicles standards3 for light-duty passenger cars and trucks.
MOVES2014 incorporated the light-duty greenhouse gas emission standards affecting model
years 2017 and later cars and light trucks.4 MOVES2014 also incorporated the Heavy-Duty
GHG Phase 1 emissions standards for model years 2014 and later.5 In this report, we briefly
discuss the impact of the HD GHG Phase 1 and Phase 2 standards implemented in MOVES2014
and MOVES3 respectively, however, the details of the energy rates for heavy-duty are
documented in the MOVES3 heavy-duty emissions rates report.6
The nitrous oxide emission rates have not been updated since MOVES2010. However, this
report includes summary tables and figures to provide greater detail and clarify their original
derivation.
The carbon dioxide (CO2) emission rates in MOVES are calculated using the energy emission
rates. The values used to convert energy to carbon dioxide emissions are presented here, along
with the equation and values used to calculate carbon dioxide equivalent emission rates. The
methods and data used to calculate nonroad fuel consumption and CO2 emission rates for
nonroad equipment are documented in the nonroad emission rate reports.7'8
We also present the values that MOVES uses to calculate fuel consumption in volume (gallons).
MOVES currently reports fuel usage in terms of energy (e.g., KiloJoules), but calculates gallons
for use in internal calculators as well. The values are presented in this report, so that users can
calculate fuel volumes using MOVES output in a manner consistent with the MOVES
calculators.
Lastly, although methane is considered one of the major greenhouse gases, the development of
methane emission rates is not documented in this report. The methane emissions in MOVES are
calculated as a fraction of the total hydrocarbon emissions. Both the methane fractions and total
3

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hydrocarbon emission rates were updated in MOVES3 and are documented in the following
reports: MOVES3 speciation report9 and MOVES3 light-duty10 and heavy-duty6 exhaust
emission rate reports.

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2 Energy Rate
A full suite of energy rates (energy use per time) were first released in MOVES2004 and were
developed by binning second-by-second (1 Hz) data from test programs, including 16 EPA-
sponsored test programs and multiple non-EPA test programs. Details about the data and
programs are documented in MOVES2004 Energy and Emission Inputs report1. Since then, the
energy rates in MOVES were updated to incorporate a number of GHG and Corporate Average
Fuel Economy (CAFE) regulations.
In this chapter, we discuss the energy rates for both light-duty and heavy-duty vehicles. In each
section, relevant regulations are briefly introduced, and the modeling approaches used to
incorporate them into MOVES are explained or referenced.
2.1 Light-Duty Vehicles
In MOVES, light-duty vehicle category includes passenger cars, passenger trucks, and light
commercial trucks. For details about corresponding vehicle weight and HPMS classes, please
refer to section 2 of the population and activity of on-road vehicles technical report16.
2.1.1 Light-Bui	1 CAFE Regulations
2.1.1.1 I P Hi, Kule Phase I and Phase 2
Light Duty GHG Phase 1 rule11 covers model years 2012 through 2016, while the Phase 2 rule4
covers model years 2017 through 2025. Both Phase 1 and 2 rules apply to passenger cars and
light trucks. A summary of source types and regulatory class combination that are covered under
LD GHG rules is in Table 2-1. Projected fleet average emission targets are shown in Table 2-2
and Table 2-3.
Table 2-1 A summary of source type and regulatory class combinations covered under LP GHG rules
Source Type (sourceTypelD)
Regulatory Class (regClassID)
passenger cars (21)
Light-duty vehicles (LDV) (20)
passenger trucks (31)
Light-duty Trucks (LDT) (30),
Light Heavy-duty Class 2b and
3 Trucks (LHD2b3) (41)a
light commercial trucks (32)
LDT (30), LHD2b3 (41)a
a The LD GHG rules only applies to the Medium-Duty Passenger Vehicles (MDPV, GVWR 8,500 to 10,000 lbs)
portion of LHD2b3 vehicles (GVWR 8,500 to 14,000 lbs). The CO2 emission rates for MDPV were previously
updated based on HD GHG rule, thus are not updated with LD GHG rules nor SAFE rules.
5

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Table 2-2 Projected fleet-wide emissions compliance levels under the footprint-based CO2 standards (g/mi)
I I) GHG Phase l11

2012
2013
2014
2015
2016
Passenger Cars 	
Light Trucks 	
Combined Cars & Trucks 	
263
346
256
337
247
326
236
312
225
298
295
286
276
263
250
Table 2-3 Projected fleet-wide emissions compliance levels under the footprint-based CO2 standards (g/mi) -
LD GHG Phase 24

2016
base
2017
2018
2019
2020
2021
2022
2023
2024
2025
Passenger Cars 	
225
212
202
191
182
172
164
157
150
143
Light Trucks	
298
295
285
277
269
249
237
225
214
203
Combined Cars and Trucks 	
89 250
243
232
222
213
199
190
180
171
163
The footprint-based methodology was used for both LD GHG Phase 1 and Phase 2 rules to
generate the projected fleet average emission. Each vehicle has a projected CO2 emission based
on its footprint, and this relationship is captured by footprint curves. Figure 2-1 is an example of
the footprint curve for passenger cars for passenger cars under LD GHG Phase 2 rule. The
footprint-based CO2 emission rates were then weighted by the historical and projected vehicle
sales to generate the fleet average emissions shown in Table 2-2 and Table 2-3.
350
footprint (sfl
Figure 2-1. CO2 (g/mile) passenger car standards4
Air conditioning (A/C) system contributes to vehicle GHG emissions in two ways. First, when
the compressor pumps the refrigerant around the system loop, it adds an extra load to the
powertrain, resulting in an increase in tailpipe CO2 emissions. Second, it contributes directly to
GHG emissions via refrigerant leakage (for example, hydrofluorocarbons (FIFCs) leakage).
6

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Accordingly, there are two types of A/C credits in the LD GHG rules - A/C efficiency credits
and A/C refrigerant credits (aka. leakage credits). Both types of credits are used when
converting projected CO2 compliance target to projected 2-cycle CO2. Projected CO2
compliance targets represent the curve standard numbers, while projected 2-cycle CO2 represent
the actual standards that manufactures need to comply with. The projected 2-cycle CO2 is the
sum of projected CO2 compliance targets, incentives, and credits, where incentives include
advanced technology multipliers and intermediate volume provisions, and credits include off
cycle credit, A/C refrigerant credit, and A/C efficiency credit. Table 2-4 shows the values for
projected CO2 compliance targets, incentives, credits, and projected 2-cycle CO2 emissions for
passenger cars for model years 2016 to 2025. There are similar tables for passenger trucks and
the combined passenger cars and trucks fleet in the LD GHG Phase 1 and 2 rules4'11.
Table 2-4 Projections for fleetwide tailpipe emissions compliance with CO2 standards for passenger cars
(g/mile) - LD GHG Phase 24
Model year
Projected
CO; compli-
ance target
Incentives402
Projected
achieved
CO;
Credits
Projected 2-
cycle C02
Advanced
technology
multiplier
Intermediate
volume pro-
visions
Off cycle
credit
A/C refrig-
erant
A/C efficiency
2016 (base) 	
225 403
0
0
225
0.4
5.4
4.8
235
2017 	
212
0.6
0.1
213
0.5
7.8
5.0
226
2018 	
202
1.1
0.3
203
0.6
9.3
5.0
218
2019 	
191
1.6
0.1
193
0.7
10.8
5.0
210
2020 	
182
1.5
0.1
183
0.8
12.3
5.0
201
2021 				
172
1.2
0.0
173
0.8
13.8
5.0
193
2022 	
164
0.0
0.0
164
0.9
13.8
5.0
184
2023 	
157
0.0
0.0
157
1.0
13.8
5.0
177
2024 	
150
0.0
0.0
150
1.1
13.8
5.0
170
2025 			
143
0.0
0.0
143
1.4
13.8
5.0
163
However, in MOVES, we used the real-world tailpipe CO2, which is defined in LD GHG rule
Regulatory Impact Analysis (RIA)12, to represent on-road fleet average CO2 emissions (see
Table 2-5). The real-world tailpipe CO2 was calculated using Equation 2-1 shown below. 1.25 in
Equation 2-1 is a multiplying factor derived from a 20% gap between test and on-road MPG for
liquid fueled vehicles12. The test refers to NHTSA's CAFE 2 Cycle test (FTP and HFET), while
the on-road MPG refers to EPA's 5 cycle test that is used for fuel economy label (FTP, HFET,
US06, SC03, UDDS). We believe that the EPA 5 cycle test is more representative of real-world
driving, and therefore, we converted the 2 cycle CO2 emission to the real-world CO2 by dividing
by 0.8 (a factor of 1.25).
Real World Tailpipe C02 = (Projected 2 Cylce C02 — Off Cycle Credit — A/C Efficiency Credits) * 1.25
Equation 2-1
7

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Table 2-5 Projections for the average, real-world fleetwide tailpipe CO2 emissions and fuel economy
associated with the CO2 standards (g/mile)4

Fteal world tailpipe CO-
Rea> World Fuel Economy
Model year

igt.inis per mil^i

(pules p£t gallon)


Cars
Tturks
C are + trucks
Cars
Ttucks
Care -i- trucks
2018 (base) 				
287
381
320
30.9
23 3
2" 8
2017 						
276
378
3'3
32.2
23-
28 4
2018 									
268
373
304
33,5
23 9
29 2
2019 					
£55
383
294
34.8
24 6
30 2
2020 								
244
357
L84
36.4
24 9
31 3
2021 											
234
334
269
38.0
26 b
331
2022 										
223
318
256
39.9
27 Q
34 7
2023 							
215
304
244
41.3
2^3
36 4
2024 							
205
289
233
43 4
30?
38 1
2025 								
196
277
223
45.4
32 1
40 0
2.1.1.2 SAFE Rule
The Safer Affordable Fuel Efficient (SAFE) Vehicles Proposed Rule was issued in August 2018
for model years 2021-2026 to amend existing CAFE and GHG standards for passenger cars and
light trucks. The SAFE "Part 1" Final Rule (One National Program) was released in September
201913. EPA withdrew the Clean Air Act preemption waiver for LD vehicles it granted to
California.
The SAFE final rule3 was released in March 2020, effective on June 29, 2020. The fleet average
targets for light-duty passenger cars and trucks in the SAFE rule are shown separately in the
tables below. We updated energy rates based on the SAFE rule in MOVES3, and details are in
section 2.1.2. (running energy rates) and in section 2.1.3 (start energy rates).
Table 2-6 Average fleet estimate of CO2 emission for passenger cars in SAFE3

\vu. of
OF Ms" Bst.
Model
Ui-quiriMiients
Year
CAM;
I'O:

fmpg)
(g/rni)
2017
39.0
219
20 i 8
40.4
208
20I4)
41.9
197
' 2020
43.6

2021
44.2
183
2022
44.9

2023
45.6
177
2024
46.3
174
2025
47.0
171
202ft
47.7
¦
8

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Table 2-7 Average fleet estimate of CO2 emission for passenger trucks in SAFE3

Avg. of

OEMs* Est.
Model
Requirements
! Year
CAFT
CO

(mpfii
tji/mi)
2017
29,4
295
1 2018
30.0
285
2019
30.5
278
2020
3i.i
270
2021
31.6
264
i 21)22
32.1
259
^ 2023
32.6
255
2024
33.1
251
2025
33.6
247
2026
34.1
243
2.1.2 Light-Duty Running Energy Rates
In MOVES3, the energy rates for motorcycles (MC) and pre-2017 model year light-duty vehicles
(LDV) and light-duty trucks (LDT) are unchanged from MOVES2014. In MOVES, source bins
are used for groupings of parameters which distinguish differences in energy and emission rates
according to physical differences in the source. The energy rates for MC, LDV and LDT are
grouped by fuel types, engine technologies, regulatory classes, and model years.
Earlier MOVES versions contained significantly more detail in the energy rates, which varied by
engine technologies, engine size and more refined loaded weight classes. For MOVES2010a, the
energy rates were simplified to be single energy rates for each regulatory class, fuel type and
model year combination. This was done by removing advanced technology energy rates, and
aggregating the MOVES2010 energy rates across engine size and vehicle weight classes
according to the default population in the MOVES2010 sample vehicle population table.
Because this approach uses highly detailed energy consumption data, coupled with information
on engine size and vehicle weight for the vehicle fleet that varies for each model year, year-by-
year variability was introduced into the aggregated energy rates used in MOVES2010a and now
in MOVES3.
LD GHG Phase 1 and Phase 2 rules were used to update the energy rates in previous MOVES
versions, as documented in MOVES2010 and MOVES2014 GHG and Energy Consumption
Rates report2'14. In MOVES3, we made updates to energy rates based on the SAFE final rule3.
The methodology is the same as what we used to incorporate LD GHG rules in MOVES2014,
where the real-world CO2 (or on-road CO2) values were used as input to update MOVES3.
The real-world CO2 calculation uses fleet target, A/C refrigerant credits, and incentives from the
SAFE rule, and followed the Equation 2-2 shown below. Equation 2-2 is the same as Equation
2-1 mathematically, because the projected 2-cycle CO2 is the sum of projected CO2 compliance
target, A/C credits, off cycle credits and incentives.
9

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Real World Tailpipe C02
= ( Projected CO2 compliance target + Incentives + A/C Refrigerant Credits) * 1.25
Equation 2-2
Adjustment ratios based on real-world CO2 from LD GHG and SAFE rules were applied to
running energy rates for all light-duty vehicles (regulatory classes 20 and 30). Adjustment ratios
vary by model year from 2017 to 2025. The adjustment ratio for MY2025 were applied to model
years 2026 and beyond. These adjustment ratios are stored in EmissionRateAdjustment table in
the default MOVES database.
The updates to reflect the SAFE rule resulted in moderate (-15%) increases in future year LD
energy consumption and CO2 emission, which translates to about a 10% increase in total onroad
(LD+HD). There are small (<1%) increases in VOC and toxic emissions due to refueling, but
we expect no impact on NOx or direct PM.
Figure 2-2 and Figure 2-3 plot the MOVES3 average C02 emission rates for motorcycles (MC),
light-duty vehicles (LDV), and light-duty trucks (LDT) across all running operating modes for
model year 1970 to model year 2030. 1960-1969 MY have the same CO2 emission rates as MY
1970, and the MY 2031-2060 have the same CO2 emission rates as MY 2030.
Reg Class
—	LDV
—	LDT
—	MC
0-
1970
1980
1990
2000
Model Year
2010
2020
2030
Figure 2-2. Average atmospheric CO2 emission rates in MOVES3 for gasoline motorcycle, light-duty vehicles,
and light-duty trucks across all running operating modes.
10

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800
1970	1980	1990	2000	2010	2020	2030
Model Year
Figure 2-3. Average atmospheric CO2 emission rates in MOVES3 for diesel light-duty vehicles and light-duty
trucks across all running operating modes.
jy
|
3
.$ 600-
ro
cr
E400-
CN
O
o
¦ 200-
Reg Class
LDV
¦»- LDT
4e+05-
3e+05-
2e+05-
1e+05-
o 0e+00-
-C
t|
4e+05-
(D
H 3e+05-
c
S 2e+Q5"
(/)
E 1e+05-
>>
£? 0e+00-
a;
c
Lil
4e+05-
2e+05
0e+00
0 1 11 12 13 14 15 16 21 22 23 24 25 27 28 29 30 33 35 37 38 39 40
opModelD
fuelTypeDesc * Diesel Fuel * Gasoline
Figure 2-4. Running energy rates by operating mode (opModelD) for motorcycles (MC), light-duty vehicles
(LDV) and light-duty trucks (LDT) for model year 2020.
• •
• •
• •
• •
• • • . •
• • •
•
o
•
•
•
•
• •
. •
. . • ' . • •
• • •
r~
?
1 •
1
t
• •
• •
... • •
r~
5
Figure 2-4 plots the MOVE S3 running energy rates by operating mode for motorcycles (MC),
light-duty vehicles (LDV), and light-duty trucks (LDT) for model year 2020. In MOVES3,
running energy rates for both gasoline and diesel LDV and LDT vehicles are adjusted based on
SAFE rule for model year 2017 and forward.
11

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For gasoline LDV, MOVES uses the same relative trend between energy rates and operating
modes shown in Figure 2-4 starting in 1999 model year going forward. For gasoline LDT, the
relative trend between energy rates and operating modes is constant starting in MY 2001 going
forward to MY 2060. However, as shown in Figure 2-2, the absolute magnitude of gasoline LDV
and LDT CO2 emission rates across all operating modes decreases sharply beginning in MY
2012.
Diesel LDV and LDT vehicles, starting in model year 2012, have the same relative energy rate
(for start and running) and operating mode trend as the corresponding MY gasoline vehicles. The
diesel energy rates are 2.9% lower than the gasoline running energy rates. The 2.9% difference
accounts for the higher carbon content in diesel fuel (Table 4-1.) compared to gasoline fuel, such
that the CO2 emission rates are equivalent for 2012 MY+ gasoline and diesel vehicles. The
model year trends for diesel LDV and LDT CO2 emission rates are similar to gasoline vehicles
beginning in MY 2012 (as shown in Figure 2-3).
The energy rates for ethanol (E-85) and electricity continue to have equivalent energy
consumption as gasoline vehicles. Although the energy rates are the same for these alternative
fuels, the carbon content is different, resulting in different CO2 emission rates as discussed in
Section 4.1.
The motorcycle running energy rates stay the same as in MOVES2014. The energy rates were
developed initially for MOVES20041 for three weight categories (<500 lbs, 500-700 lbs, and
>700 lbs), and three engine size categories (<170 cc, 170-280 cc, and > 280 cc). When the
energy rates were consolidated to a single energy rate by model year for all motorcycles in
MOVES2010a2, this resulted in an average increase in energy motorcycle rates between MY
1991 and MY 2000 due to an accompanying shift to larger motorcycles15. We assumed the same
distributions of motorcycles starting in MY 2000 going forward to MY 2060 (2.9% <170cc,
4.3% 170-280cc, and 92.8%>280 cc, with 30% between 500-700 lbs, and 70% > 700 lbs), thus
the motorcycle energy running rates for MY 2000 through MY 2060 remain constant.
2.1.3 Light-Duty Start Energy Rates
Figure 2-5 displays the energy rates of motorcycles (MC), light-duty vehicles (LDV), and light-
duty trucks (LDT) for starts by operating mode for model year 2020 in MOVES3. As shown,
start energy rates increase for operating modes with longer soak times as defined in Table 2-8.
These fractions are used for all model years and fuel types of light-duty vehicles and
motorcycles. Additionally, the start energy rates were adjusted in MOVES for increased fuel
consumption required to start a vehicle at cold ambient temperatures. The temperature effects are
documented in the 2004 Energy Report.1
Adjustment ratios based on real-world CO2 from LD GHG and SAFE rules were also applied to
start energy rates for all light-duty vehicles (regclasses 20 and 30). Adjustment ratios vary by
model year from 2017 to 2025. The adjustment ratio for MY2025 were applied to model years
2026 and beyond. These adjustment ratios for start energy rates are the same as for running
energy rates for each model year, and are stored in EmissionRateAdjustment table in the default
MOVES database.
12

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2000-
1500-
"£ iooo
CD
500
—3
^ 0
CD
as
2000-
J1500-
¦2 1000
¦— 500
a3 0-
>,3000 -f
O)
£ 2000
LU
1000
o-l
o
101 102 103 104 105 106 107 108
opModelD
fuelTypeDesc Diesel Fuel Gasoline
Figure 2-5. Start energy rates by operating mode (opModelD) for motorcycles (MC), light-duty vehicles
(LDV) and light-duty trucks (LDT) for model year 2020.
Table 2-8. Fraction of energy consumed at start of varying soak lengths compared to the energy consumed at
		a full cold start (operating mode 108).	
Operating
Mode
Description
Fraction of energy
consumption
compared to cold
start
101
Soak Time < 6 minutes
0.013
102
6 minutes <= Soak Time < 30 minutes
0.0773
103
30 minutes <= Soak Time < 60 minutes
0.1903
104
60 minutes <= Soak Time < 90 minutes
0.3118
105
90 minutes <= Soak Time < 120 minutes
0.4078
106
120 minutes <= Soak Time < 360 minutes
0.5786
107
360 minutes <= Soak Time < 720 minutes
0.8751
108
720 minutes <= Soak Time
1
Figure 2-6 and Figure 2-7 depict the start CO2 emission rates for a cold start (opModel08) across
model years for light-duty vehicles. Motorcycles have a sharp decrease in CO2 emission starts in
1991 because MOVES assumes 'controlled' energy starts starting with MY 1991 as documented
in the MOVES2004 energy report1. The start rates for LDV and LDT have a large decrease
starting in MY 2012 that follows the same trend as the running rates.
13

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0
1980
2000
Model Year
2020
Figure 2-6. Cold start CO2 emission rates (opMode 108) for gasoline motorcycle, light-duty vehicles, and
light-duty trucks
400-
Reg Class
—	LDV
—	LDT
: 100
o
E
<
1980
2000
Model Year
2020
Figure 2-7. Cold start CO2 emission rates (opMode 108) for diesel motorcycle, light-duty vehicles, and light-
duty trucks
2.2 Heavy-Duty Vehicles
MOVES has heavy-duty energy rates for three fuel types in MOVES: diesel, gasoline, and
compressed natural gas (CNG). In MOVES3, we expanded the use of CNG to all heavy heavy-
duty (HHD) regulatory class instead of limiting it just to the Urban Bus regulatory class,
allowing the users to model CNG vehicles in other source types in MOVES (including refuse
trucks).The development of the heavy-duty energy rates by regulatory class, fuel type, and model
year are documented in the heavy-duty exhaust emision rate report.6 These rates include the
reductions from the HD GHG Phase 1 and Phase 2 standards which are summarized here, and
discussed in more detail in the heavy-duty exhaust emission rate report.
14

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The HD GHG Phase 1 standards5 began with the 2014 model year and increase in stringency
through 2018. The standards were set to continue indefinitely after 2018. The program divides
the diverse truck sector into 3 distinct categories:
•	Line haul tractors (largest heavy-duty tractors used to pull trailers, i.e., semi-trucks)
•	Heavy-duty pickups and vans (3/4 and 1 ton trucks and vans)
•	Vocational trucks (buses, refuse trucks, concrete mixers, etc)
The program set separate standards for engines and vehicles, and set separate standards for fuel
consumption, CO2, N2O, CH4 and HFCs.b
The HD GHG Phase 1 rule was incorporated into MOVES through three key elements. These
include (a) revised running emission rates for total energy, (b) new aerodynamic coefficients and
weights, (c) auxiliary Power Units (APUs) largely replace extended idle in long haul trucks and
are added as a new process. The Phase 1 reductions vary by fuel type, regulatory class, and
model year. The same reductions are applied to CNG vehicles as diesel vehicles because they
have the same standards. The effect of the HD GHG Phase 1 rule on running emissions rates for
total energy and auxiliary energy and criteria emission rates are documented in the MOVES3
heavy-duty emissions rates report.6 The revised aerodynamic coefficients for MY 2014 and later
heavy-duty trucks are documented in the MOVES Population and Activity Report.16
In MOVES3, we updated the heavy-duty vehicle energy rates to incorporate the HD GHG Phase
2 rule.17 The Phase 2 reductions in energy rates vary by fuel type, regulatory class, and model
year like the Phase 1 rule, but also by source type. Because energy rates are stored by regulatory
class in the EmissionRate table, the energy reductions by source type and regulatory class are
implemented using the EmissionRateAdjustment table. We also updated the 2010-2060 baseline
energy rates for diesel and CNG vehicles from the manufacturer-run heavy-duty in-use testing
(HDIUT) program. Baseline heavy-duty gasoline energy rates for 2010-2060 were updated from
an EPA conducted in-use measurement program. For details regarding these updates, please
refer to MOVES3 heavy-duty exhaust emission rate report.6
b HFCs are not modeled in MOVES, and the N20 and CH4 standards are not considered forcing on emissions.
15

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3 Nitrous Oxide (N2O) Emission Mates
* > asoline and Piesel-Fuelr.l \ < hides
As detailed in the MOVES2010a energy and greenhouse gas emission rate report2, the
nitrous oxide (N2O) emission rates are derived from emission tests measured on the
Federal Test Procedure (FTP)18 and supplemented with N2O emission rates from the
Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2006 report23.
In MOVES3, we duplicated the N2O emission rates from one single operating mode
(opModelD 300 = all running) into all the normal running operating modes (0-40).° The
N2O emission rates are stored in the EmissionRate table, and, unlike most pollutants, the
emission rates do not vary by vehicle age.
The running and start emissions are derived from the composite FTP emission rates by
using bag 2 of the FTP to estimate the average running emission rates (in grams per
hour), and then estimating the start emissions as the remainder of the composite
emissions. Table 3-1 and Table 3-2 list the FTP composite N2O emission rates, the
calculated running rates (in grams per hour), and start rates (in grams per start).
0 This is done to enable MOVES to output all running N20 emissions from the code design perspective.
16

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Table 3-1 Composite FTP N2O emissions, running and start for gasoline vehicles
Vehicle Type /
FTP Comp
Running
Start
Control Technology
(e / mile)
(g / hour)
(el start)
Motorcycles



Non-Catalyst Control
0.0069
0.0854
0.0189
Uncontrolled
0.0087
0.1076
0.0238
Gasoline Passenger Cars



EPA Tier 2
0.0050
0.0399
0.0221
LEVs
0.0101
0.0148
0.0697
EPA Tier 1
0.0283
0.2316
0.1228
EPA Tier 0
0.0538
0.6650
0.1470
Oxidation Catalyst
0.0504
0.6235
0.1379
Non-Catalyst Control
0.0197
0.2437
0.0539
Uncontrolled
0.0197
0.2437
0.0539
Gasoline Light-Duty Trucks



EPA Tier 2
0.0066
0.0436
0.0325
LEVs
0.0148
0.0975
0.0728
EPA Tier 1
0.0674
0.6500
0.2546
EPA Tier 0
0.0370
0.2323
0.1869
Oxidation Catalyst
0.0906
0.8492
0.3513
Non-Catalyst Control
0.0218
0.2044
0.0845
Uncontrolled
0.0220
0.2062
0.0853
Gasoline Heavy-Duty Vehicles



EPA Tier 2
0.0134
0.1345
0.0486
LEVs
0.0320
0.3213
0.1160
EPA Tier 1
0.1750
1.7569
0.6342
EPA Tier 0
0.0814
0.8172
0.2950
Oxidation Catalyst
0.1317
1.3222
0.4773
Non-Catalyst Control
0.0473
0.4749
0.1714
Uncontrolled
0.0497
0.4990
0.1801
17

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Table 3-2 Composite FTP N2O emissions, composite, running and start for diesel vehicles
Vehicle Type /
FTP Comp
Running
Start
Control Technology3
(e / mile)
(g / hour)
(el start)
Diesel Passenger Cars



Advanced
0.0010
0.0168
0.0010
Moderate
0.0010
0.0168
0.0010
Uncontrolled
0.0012
0.0202
0.0012
Diesel Light-Duty Trucks



Advanced
0.0015
0.0253
0.0015
Moderate
0.0014
0.0236
0.0014
Uncontrolled
0.0017
0.0286
0.0018
Diesel Heavy-Duty Vehicles



Advanced
0.0049
0.0828
0.0051
Moderate
0.0048
0.0809
0.0049
Uncontrolled
0.0048
0.0809
0.0049
a Table B-5 defines the model year group definitions of the diesel control technologies groups
The N2O emission rates are applied in MOVES using model year group ranges that map to
technology distinctions. Table B-l through Table B-5 in Appendix B provide the distribution of
vehicles types/technology types by model year. The running and start emission rates in Table 3-1
and Table 3-2 are multiplied by the model-year specific technology penetrations to provide
model year specific emission rates in MOVES. The values in Table B-l through Table B-5 are
taken directly from the Inventory of the US GHG emissions and sinks, Annex Tables A-84
through A-8723, except for the few instances as noted in the footnotes of the tables.
Figure 3-1 displays the model year-specific N2O emission rates used in MOVES3 for gasoline
and diesel-fueled vehicles that are calculated as the product of the technology-specific rates
provided in Table 3-1 and Table 3-2 and the model-year/technology penetrations provided in the
Appendix. In general, MOVES uses the model-year specific rates. The spike in N2O observed in
Figure 3-1 for heavy-duty gasoline for model years 1996-1999 model years is because the EPA
Tier 1 values shown in Table 3-1 are elevated over the other technology groups, and the model
years 1996-1999 have over 65% technology penetration of the Tier 1 emission rates (Table B-4).
However, For model years 2001-2010, MOVES has a single N2O emission rate to represent the
range of model year groups, and the emission rate for these model year groups in MOVES is the
average of the model-year specific rates. MOVES3 uses the same N2O emission rate within
vehicle class and fuel type for 2011 through 2060 model year vehicles.
18

-------
0.08
0.06
0.04
0.02
CO
c
o
C7) 0.00
CO
E
LU
running, Diesel Fuel



1111111111
1111111111


1111































1.5
1.0
0.5
0.0
running, Gasoline
1970 1980 1990 2000 2010 2020 1970 1980 1990 2000 2010 2020
O 0.005
CM
z
0.004
0.003
0.002
0.001
0.000
start, Diesel Fuel


..., j 1111
11111111111
n 11111111




































1

¦
J1
0.6
0.4
0.2
0.0
start, Gasoline
Veh.Type
Motorcycle
—- LDV
— LOT
HD
i	1	1	1	1	1—
1970 1980 1990 2000 2010 2020 1970 19S0 1990 2000 2010 2020
modelYearlD
Figure 3-1. N2O emission rates for running and start processes for gasoline and diesel vehicles in MOVES3.
The N2O emission rates are constant from 1960-1970 model year and are constant from 2011-2060 model
years
19

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3.2 Alter native-Fueled Vehicles
MOVES includes N2O emission rates for alternative fuels, including E85 and compressed-
natural gas fueled vehicles. The N2O emission rates were based on limited data from the Sources
and Sinks report23. In MOVES, the N2O emission rates for E85-fueled vehicles are assumed to
be the same as gasoline vehicles. We will revisit the N2O E85 rates as more data becomes
available.
Compressed natural gas (CNG) transit buses use the emission rates reported in Table 3-3. These
rates remain unchanged from the numbers reported for MOVES2010a2. The composite emission
rate was obtained from the Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-
200623, and disaggregated into running and starts using the same relative running and start splits
as heavy-gasoline vehicles.
Table 3-3: Nitrous oxide emission Rates for CNG-fueled transit buses
FTP Comp
(2 / mile)
Running
(2 / hour)
Starts
(2/ start)
0.175
1.6797
0.6636
20

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4 Carbon Dioxide (CO2) Emission Mates
4,1 Carbon Dioxide Calculations
MOVES does not store carbon dioxide emission rates in the emission rate tables (e.g., CCh/mile
or CCh/hour operation), but calculates carbon dioxide emissions from total energy consumption
as shown in Equation 4-1.
/44\
C02 = Total Energy Consumed x Carbon Content x Oxidation Fraction x I — I Equation 4-1
Carbon content is expressed in units grams of carbon/KJ of energy consumed. Oxidation fraction
is the fraction of carbon that is oxidized to form CO2 in the atmosphere. A small mass percentage
of fuel is emitted as carbon monoxide, organic gases and organic carbon. Currently, MOVES
assumes an oxidation fraction of 1 for all the hydrocarbon-based fuels. The value (44/12) is the
molecular mass of CO2 divided by the atomic mass of carbon.
The carbon content and oxidation fractions used to calculate CO2 emissions are provided in
Table 4-1.. The carbon content values used in MOVES were developed for MOVES20041 based
on values derived from the life-cycle model GREET.
Table 4-1. Carbon content, oxidation fraction and energy content by fuel subtype
fuelSubtypelD
fuelTypelD
Fuel Subtype
Carbon
Content
(g/KJ)
Oxidation
Fraction
10
1
Conventional Gasoline
0.0196
1
11
1
Reformulated Gasoline (RFG)
0.0196
1
12
1
Gasohol (E10)
0.0196
1
13
1
Gasohol (E8)
0.0196
1
14
1
Gasohol (E5)
0.0196
1
15
1
Gasohol (El5)
0.0196
1
20
2
Conventional Diesel Fuel
0.0202
1
21
2
Biodiesel
0.0201
1
22
2
Fischer-Tropsch Diesel
(FTD100)
0.0207
1
30
3
Compressed Natural Gas (CNG)
0.0161
1
40
4
Liquefied Petroleum Gas (LPG)
0.0161
1
50
5
Ethanol
0.0194
1
51
5
Ethanol (E85)
0.0194
1
52
5
Ethanol (E70)
0.0194
1
90
9
Electricity
0
0
21

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4.2 Carbon Dioxide Equivalent Emissions
CO2 equivalent is a combined measure of greenhouse gas emissions weighted according to the
global warming potential of each gas, relative to CO2. Although the mass emissions of CH4 and
N2O are much smaller than CO2, the global warming potential is higher, which increases the
contribution of these gases to the overall greenhouse effect. CO2 equivalent is calculated from
CO2, N2O and CH4 mass emissions according to Equation 4-2.
C02 equivalent = C02 x GWPCC,2 + CH4 x GWPCHi + N20 x GWPn.i0	Equation 4-2
MOVES uses 100-year Global Warming Potentials (GWP) for a 100-year timescale, listed in
Table 4-2. and stored in the pollutant table of the MOVES default database. The GWP values for
methane and nitrous oxide were updated in MOVES2014 with the values used in the 2007 IPCC
Fourth Assessment Report (AR4)19, which is consistent with values used in the LD GHG Phase 2
rule4 and the HD GHG Phase 2 rule17.
Table 4-2.100-year Global Warming Potentials used in MOVES
Pollutant
Global Warming Potential (GWP)
Methane (CH4)
25
Nitrous Oxide (N20)
298
Atmospheric CO2
1
22

-------
5 Fuel Consumption Calculations
MOVES reports fuel consumption in terms of energy use, but not in terms of volume or mass in
the output run results. However, MOVES calculates fuel usage in terms of volume and mass
within the refueling20 and sulfur dioxide emission calculators, respectively.9
MOVES uses energy content and the density of the fuel to calculate fuel volume, as presented in
Equation 5-1 and the values in Table 5-1.
Fuel (gallons) = Energy (KJ) x (__L_) (A) x (fuJensity)	Ration 5-1
The fuel density and the energy content values are stored in the fuelType and fuelSubType
tables, respectively. Fuel density is classified according to the more general fuel types, and
energy content varies according to fuel subtype. Because MOVES reports energy content by
fueltype, rather than fuelsubtype, the average of the energy content can be calculated for each
fueltype using the energy content of each fuel subtype using the respective fuel subtype market
share stored in the fuelSupply table. The derivation of the fuelSupply table is documented in the
MOVES technical report on fuel supply defaults21.
Table 5-1. Fuel density and energy content by fuel type in MOVES3
fuelTypelD
fuelSubtypelD
fuelSubtypeDesc
Fuel Density
(g/gallons)
Energy Content (KJ/g)
1
10
Conventional Gasoline
2839
43.488
1
11
Reformulated Gasoline (RFG)
2839
42.358
1
12
Gasohol (E10)
2839
41.762
1
13
Gasohol (E8)
2839
42.1
1
14
Gasohol (E5)
2839
42.605
1
15
Gasohol (El5)
2839
40.92
2
20
Conventional Diesel Fuel
3167
43.717
2
21
Biodiesel
3167
43.061
2
22
Fischer-Tropsch Diesel
(FTD100)
3167
43.247
3
30
Compressed Natural Gas (CNG)
NULL
48.632
4
40
Liquefied Petroleum Gas (LPG)
1923
46.607
5
50
Ethanol
2944
26.592
5
51
Ethanol (E85)
2944
29.12
5
52
Ethanol (E70)
2944
31.649
9
90
Electricity
NULL
NULL
23

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Appendix A. Timeline of Energy and GIIG emissions in MOVES
•	MOVES20041
o Released with a full suite of energy, methane, rates to allow estimation of fuel
consumption and GHG emissions,
o Energy rates developed at a fine level of detail by vehicle attributes including
classes for engine technologies, engine sizes, and loaded weight classes. The
emission rates were created by analyzing second by second (1 Hz) resolution
data from 16 EPA test programs covering approximately 500 vehicles and 26
non-EPA test programs covering approximately 10,760 vehicles,
o "Holes" in the data were filled using either the Physical Emission Rate
Estimator (PERE)22 or interpolation,
o Energy consumption at starts increases at temperatures < 75F
•	MOVES2009
o Updates of Nitrous Oxide (N2O) and methane (CH4) emission rates
¦	Based on an enlarged database of Federal Test Procedure (FTP)
emission tests and the Inventory of U.S. Greenhouse Gas Emissions
and Sinks: 1990-200623
o Energy start rates adjusted for soak time
•	MOVES2010
o Heavy-duty energy rates replaced based on new data and analysis using scaled
tractive power (STP) methodology6
o Light-duty rates updated to include 2008-2011 model year Corporate Average
Fuel Economy (CAFE) Standards for light trucks
•	MOVE S2010a2
o Updates to the MOVES database to reflect new data and projections for 2008
and newer light-duty energy rates
¦	Model year 2008-2010 vehicle data
¦	Model year 2011 Fuel Economy (FE) final rule projections
¦	Model year 2012-2016 LD GHG Phase 1 rule11
¦	Corrections to model year 2000+ light-duty diesel energy start rates
o Modifications to the organization of energy rates in MOVES database (DB)
¦	Improved consistency between energy rates and other MOVES
emission rates.
¦	Redefined energy rate structure
¦	Removed engine size classes, and consolidated the loaded weight
classes to a single weight class for each regulatory class
¦	Removed unused engine technologies and emission rates from the
MOVES DB
o Updates to the methane algorithm such that methane is calculated as a fraction
of total hydrocarbons (THC)
¦	MOVES2010 methane and THC emission rates used to derive
methane/THC ratios
•	MOVES2014
o Medium- and heavy-duty energy rates for model year 2014 and later updated
to account for the Phase 1 of the Greenhouse Gas Emissions Standards and
24

-------
Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and
Vehicles5
o Light-duty energy rates for model year 2017 and later updated to account for
the Light-duty EPA and NHTSA greenhouse gas and fuel economy standards
(LD GHG Phase 2 FRM)4
• MOVE S3
o The Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Years
2021-2026 Passenger Cars and Light Trucks3 was incorporated for MY 2017-
2026 and forward
o Updates to heavy-duty vehicle energy rates to account for the HD GHG
Phase2 rule
o Updated the 2010-2060 HD baseline energy rates
¦	HD diesel and CNG vehicles rates were updated based on the
manufacturer-run heavy-duty in-use testing (HDIUT) program
¦	Baseline heavy-duty gasoline energy rates for 2010-2060 were updated
from an EPA conducted in-use measurement program6
25

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Appendix B. Emission Control Technology Phase-In used for N2O
Emission Rate Calculations.
Table B-l Control Technology Assignments for Gasoline Passenger Cars (Percent of VMT). Reproduced with
Model
Years
Non-Catalyst
Control
Oxidation
Catalyst
EPA Tier 0
EPA Tier 1
LEVs
EPA Tier 2
1973-1974
100%





1975
20%
80%




1976-1977
15%
85%




1978-1979
10%
90%




1980
5%
88%
7%



1981

15%
85%



1982

14%
86%



1983

12%
88%



1984-1993


100%



1994


60%
40%


1995


20%
80%


1996


1%
97%
2%

1997


1%
97%
3%

1998


0%
87%
13%

1999


0%
67%
33%

2000



44%
56%

2001



3%
97%

2002



1%
99%

2003



0%
87%
13%
2004



0%
41%
59%
2005




38%
62%
2006+




0%
100%a
a We assume 100% EPA Tier 2 emission rates for model years 2006 and forward which differs from the US GHG
Emissions and Sinks.
26

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Table B-2 Control Technology Assignments for Gasoline Light-Duty Trucks (Percent of VMT) Reproduced
with exceptions from Table A-85 from Inventory of US GHG Emissions and Sinks: 1990-2006.
Model
Years
Not
Controlled
Non-
Catalyst
Control
Oxidation
Catalyst
EPA
TierO
EPA
Tier 1
LEVs
EPA
Tier 2
1973-1974
0%
100%





1975

30%
70%




1976

20%
80%




1977-1978

25%
75%




1979-1980

20%
80%




1981


95%
5%



1982


90%
10%



1983


80%
20%



1984


70%
30%



1985


60%
40%



1986


50%
50%



1987-1993


5%
95%



1994



60%
40%


1995



20%
80%


1996




100%


1997




100%


1998




80%
20%

1999




57%
43%

2000




65%
35%

2001




1%
99%

2002




10%
90%

2003




<1%
53%
47%
2004





72%
28%
2005





38%
62%
2006+






100%a
a We assume 100% EPA Tier 2 emission rates for model years 2006+, which differs from the US GHG Emissions
and Sinks.
27

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Table B-3 Control Technology Assignments for Gasoline Light-Duty Trucks (Percent of VMT) Reproduced
with exceptions from Table A-85 from Inventory of US GHG Emissions and Sinks: 1990-2006.
Model
Years
Not
Controlled
Non-
Catalyst
Control
Oxidation
Catalyst
EPA
TierO
EPA
Tier 1
LEVs
EPA
Tier 2
1973-1974
0%
100%





1975

30%
70%




1976

20%
80%




1977-1978

25%
75%




1979-1980

20%
80%




1981


95%
5%



1982


90%
10%



1983


80%
20%



1984


70%
30%



1985


60%
40%



1986


50%
50%



1987-1993


5%
95%



1994



60%
40%


1995



20%
80%


1996




100%


1997




100%


1998




80%
20%

1999




57%
43%

2000




65%
35%

2001




1%
99%

2002




10%
90%

2003




<1%
53%
47%
2004





72%
28%
2005





38%
62%
2006+






100%a
a We assume 100% EPA Tier 2 emission rates for model years 2006+, which differs from the US GHG Emissions
and Sinks.
28

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Table B-4 Control Technology Assignments for Gasoline Heavy-Duty Vehicles (Percent of VMT) Reproduced
Model
Years
Not
Controlled
Non-
Catalyst
Control
Oxidation
Catalyst
EPA
TierO
EPA
Tier 1
LEVs
EPA
Tier 2
Pre-1982
100%






1982-
1984
95%

5%




1985-
1986

95%
5%




1987

70%
15%
15%



1988-
1989

60%
25%
15%



1990-
1995

45%
30%
25%



1996


25%
10%
65%


1997


10%
5%
85%


1998




96%
4%
_
1999




78%
22%
_
2000




54%
46%
_
2001




64%
36%
_
2002




69%
31%
_
2003




65%
30%
5%
2004




5%
37%
59%
2005





23%
77%
2006+






100%a
aWe assume 100% EPA Tier 2 emission rates for model years 2006+, which differs from the US GHG Emissions
and Sinks.
29

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Table B-5 Control Technology Assignments for Diesel Highway Vehicles and Motorcycles. Reproduced with
Vehicle Type/Control Technology
Model
Years
Diesel Passenger Cars and Light-Duty Trucks

Uncontrolled
1960-1982
Moderate control
1983-1995
Advanced control
1996-
2006+a
Diesel Medium- and Heavy-Duty Trucks and Buses

Uncontrolled
1960-1982
Moderate control
1983-1995
Advanced control
1996-2006+
Motorcycles

Uncontrolled
1960-1995
Non-catalyst controls
1996-2006+
In MOVES we continue using the 1996-2006 rates for all model years beyond 2006. The 2013 US GHG Emissions
and Sinks updates the Advanced Control to up to 2011 model year vehicles, and adds a new category of diesel
(aftertreatment diesel). However, the N20 emission rates of aftertreatment diesel are unchanged from advanced
control.24
30

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6 References
1	USEPA (2005). Energy and Emissions Inputs. EPA-420-P-05-003. Office of Transportation and Air Quality. US
Environmental Protection Agency. Ann Arbor, MI. March, 2005. http://www.epa.gov/otaq/models/moves/moves-
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Standards; Final Rule (75 FR No. 88, May 7, 2010)
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31

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20	USEPA (2020). Evaporative Emissions from On-road Vehicles in MOVES3. EPA-420-R-20-012. Office of
Transportation and Air Quality. US Environmental Protection Agency. "Ann Arbor, MI". November 2020.
https://www.epa.gov/moves/moves-technical-reports.
21	USEPA (2020). Fuel Supply Defaults: Regional Fuels and the Fuel Wizard in MOVES3. EPA-420-R-20-017.
Office of Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, MI. November 2020.
https://www.epa.gov/moves/moves-technical-reports.
22	USEPA (2005). Fuel Consumption Modeling of Conventional and Advanced Technology Vehicles in the Physical
Emission Rate Estimator (PERE). EPA420-P-05-001. Office of Transportation and Air Quality. US Environmental
Protection Agency. Ann Arbor, MI. February, 2005. http://www.epa.gov/otaq/models/moves/moves-reports.htm.
23	USEPA (2008). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2006. U.S. Environmental
Protection Agency. 1200 Pennsylvania Avenue, N.W. Washington, DC 20460. April 15, 2008.
24	USEPA (2013). Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2013. U.S. Environmental
Protection Agency. 1200 Pennsylvania Avenue, N.W. Washington, DC 20460. April 15, 2015.
http://www.epa.gov/climatechange/Downloads/ghgemissions/US-GHG-Inventory-2013-Annex-3-Additional-
Source-or-Sink-Categories.pdf
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