Overview of EPA's MOtor Vehicle
Emission Simulator (MOVES3)
£% United States
Environmental Protect
Agency
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Overview of EPA's MOtor Vehicle
Emission Simulator (MOVES3)
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.
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
NOTICE
4>EPA
United States
Environmental Protection
Agency
EPA-420-R-21-004
March 2021
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Table of Contents
1. Introduction 3
1.1 MOVES Scope 3
1.2 MOVES Versions 6
1.3 MOVES Uses 8
2. Updates for MOVES3 9
2.1 New Regulations 9
2.2 New Features 9
2.3 Updates to Emission Rates 9
2.4 Updates to Fuel Characteristics, Vehicle Populations and Activity 10
2.5 Updates to User Interface and User Inputs 12
3. MOVES Onroad Algorithms 15
3.1 Running Exhaust 15
3.2 Start Exhaust 16
3.3 Hotelling Emissions (Extended Idle Exhaust and Auxiliary Power Exhaust) 16
3.4 Crankcase (Running, Start & Extended Idle) 17
3.5 Brake Wear 17
3.6 Tire Wear 17
3.7 Evaporative Permeation 17
3.8 Evaporative Fuel Vapor Venting 18
3.9 Evaporative Fuel Leaks (Liquid Leaks) 18
3.10 Refueling Displacement Vapor and Spillage Loss 18
4. MOVES Nonroad Algorithms 19
4.1 Running Exhaust 19
4.2 Crankcase Exhaust 19
4.3 Refueling Displacement Vapor and Spillage Loss 19
4.4 Fuel Vapor Venting (Diurnal, HotSoak and Running Loss) 20
4.5 Permeation: Tank, Hose, Neck, Supply/Return and Vent Hose 20
5. MOVES Software Structure 21
5.1 MOVES Software Components 22
5.2 MOVES Databases 23
6. MOVES3.0 Results 25
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6.1 Onroad 25
6.2 Nonroad 32
7. MOVES3 Evaluation 34
7.1 Peer Review 34
7.2 MOVES Review Work Group 34
7.3 Beta Testing 34
7.4 Evaluation by Industry-Funded Research Group 34
7.5 Comparisons to Independent Data 35
8. Considerations When Using MOVES 37
9. MOVES3 Documentation 40
10. Acronyms 46
11. References 48
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1. Introduction
EPA's MOtor Vehicle Emission Simulator (MOVES) is a state-of-the-science emissions modeling system
that estimates air pollution emissions for criteria air pollutants, greenhouse gases and air toxics. MOVES
covers onroad vehicles such as cars, trucks and buses, and nonroad equipment such as bulldozers and
lawnmowers. MOVES does not cover aircraft, locomotives, and commercial marine vessels. MOVES
accounts for the phase-in of federal emissions standards, vehicle and equipment activity, fuels,
temperatures, humidity, and emission control activities such as inspection and maintenance (l/M)
programs.
MOVES models calendar year 1990 and 1999 through 2060. Emissions from onroad and nonroad
sources can be modeled at the national or county scale using either model defaults or user-supplied
inputs. Emissions from onroad sources can also be modeled at a more detailed "project" scale if the user
supplies detailed inputs describing project parameters. The onroad module uses operating mode-
specific emission rates to create a consistent approach across all three scales.
MOVES is a bottom-up emissions model that is designed to estimate emissions from separate physical
emission processes depending on the source. MOVES models "fleet average" emissions, rather than
emissions from individual vehicles or equipment types. And MOVES adjusts emission rates to represent
real-world conditions.
This document provides a high-level overview of MOVES3, the latest official version of the MOVES
model. The model and supporting materials are available for free download on the EPA MOVES website,
https://www.epa.gov/moves.
1.1 MOVES Scope
The functional scope of MOVES3 is detailed in Table 1-1 below.
Table 1-1 MOVES Scope
Onroad
Nonroad
Geographic
Scope
U.S. including Puerto Rico and U.S.
Virgin Islands with option to
aggregate to county, state or nation3
Same
Scale
Default (national), county or project
National allocated to state and county
Mode
Inventory (grams) or Rates (grams per
activity)
Inventory (although rates can be
generated with integrated post-
processing scripts)
aNote, California uses the California Air Resources Board EMFAC and nonroad models for regulatory purposes.
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Onroad
Nonroad
Time Span
MOVES estimates hourly emissions
for weekdays and weekends by
month and year for calendar years
1990 and 1999 through 2060, with
options to run at more aggregate
levels - day, month or year.
MOVES estimates daily emissions for
weekdays and weekends by month and
year for calendar years 1990 and 1999
through 2060.b
Vehicles and
Equipment
MOVES covers all highway vehicles,
divided into 13 source use types
(source types): motorcycles,
passenger cars, passenger trucks,
light commercial trucks, other buses,
transit buses, school buses, refuse
trucks, single-unit short-haul trucks,
single-unit long-haul trucks,
motorhomes, short-haul combination
trucks and long-haul combination
trucks.
MOVES covers nonroad equipment in 12
broad economic sectors: construction,
agriculture, industrial, lawn & garden
(commercial and residential),
commercial, logging, railroad support
(excluding locomotives), recreational
vehicles, recreational marine (pleasure
craft; excluding commercial marine
vessels), airport service (excluding
aircraft), oil field, and underground
mining.
Regulatory
Classes
MOVES covers all onroad regulatory
classes (groups of vehicles with
similar emission standards) ranging
from motorcycles to heavy heavy-
duty vehicles.
Most nonroad equipment is classified by
horsepower bin and engine type-
compression ignition (CI), 2-stroke spark
ignition (SI) and 4-stroke SI. Small SI
equipment is further classified by engine
use (handheld and non-handheld) and
engine displacement.
Fuels
MOVES models emissions from
onroad vehicles using gasoline/
diesel, compressed natural gas (CNG),
electricity and ethanol (E85). Fuels
are further characterized by fuel
subtype and fuel formulation.1,2
MOVES models emissions from nonroad
equipment using gasoline,d nonroad
diesel, marine diesel, CNG, and liquid
propane gas (LPG). Fuels are further
characterized by fuel subtype and fuel
formulation.3
Road Type
MOVES models onroad vehicles on
rural and urban restricted access and
unrestricted access roads. MOVES
also models vehicle emissions
associated with non-driving operation
as "off-network."
MOVES assigns nonroad emissions to the
"nonroad"road type.
b MOVES3.0.0 models nonroad only through 2050. This has been fixed in MOVES3.0.1.
c Including ethanol/gasoline blends of up to 15% ethanol.
d Including ethanol/gasoline blends of up to 10% ethanol.
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Onroad
Nonroad
Pollutants and
Energy
Outputs
MOVES models a long list of criteria
pollutants and their precursor
emissions,® air toxics,4 greenhouse
gases, and energy use for onroad
vehicles. These include total
hydrocarbons (THC), volatile organic
compounds (VOC), carbon monoxide
(CO), nitrogen oxides (NOx),
particulate matter (PM2.5& PM10),
elemental carbon (EC)f, carbon
dioxide (C02), methane (CH4), nitrous
oxide (N20), sulfur dioxide (S02),
ammonia, benzene, ethanol, 1,3
butadiene, formaldehyde,
acetaldehyde, acrolein, polycyclic
aromatic hydrocarbons, metals,
dioxins and furans. Organic gas
emissions can be output at various
detail - including the CB05,
CB6CMAQ, SAPRC07T and CB6AE7
"chemical mechanisms" used in air
quality modeling.5
MOVES models many criteria pollutants
and precursors, air toxics and greenhouse
gases, as well as energy use for nonroad
equipment. These include fuel
consumption, THC, VOC, CO, NOx, PM2.5,
PM10, C02, CH4, S02, ammonia, benzene,
ethanol, 1,3 butadiene, formaldehyde,
acetaldehyde, acrolein, polycyclic
aromatic hydrocarbons, metals, dioxins
and furans. Organic gas emissions can be
output in various aggregations (e.g., total
organic gases and volatile organic
compounds), but "chemical mechanism
species" and PM species such as
elemental carbon from nonroad
equipment must be generated in post-
processing. Note, MOVES does not model
N20 for nonroad equipment.
Activity
Outputs
MOVES can output vehicle miles
travelled (VMT), source hours, source
hours operating, source hours
parked, vehicle population, starts,
extended idle hours, hotelling diesel
auxiliary hours, hotelling battery or
plug-in hours, and hours spent
hotelling with all engines off.
MOVES can output equipment source
hours, equipment population, average
horsepower, and load factors.
Emission
Processes
MOVES calculates emissions for
running, start, extended idle (e.g.,
heavy-duty truck hotelling), brake
wear, tire wear, evaporative
permeation, evaporative fuel vapor
venting, evaporative fuel leaks,
crankcase venting, and refueling
vapor and spillage.8
MOVES calculates emissions from running
exhaust, crankcase venting, refueling
vapor and spillage, evaporative tank
permeation, evaporative hose
permeation, and fuel vapor venting from
diurnal, hot soak and running activity.
e The Clean Air Act identifies six criteria pollutants: ground-level ozone, particulate matter, carbon monoxide, lead,
sulfur dioxide, and nitrogen dioxide.
f While not exactly equivalent, elemental carbon is often used as a surrogate for black carbon in GHG estimates.
g MOVES does not include the capability to estimate emissions of re-entrained road dust. To estimate emissions
from re-entrained road dust, practitioners should continue to use the latest approved methodologies.
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1.2 MOVES Versions
EPA's official public versions of MOVES are characterized as "major" releases when they include
substantial changes to onroad criteria pollutant emissions. "Minor" releases include no substantial
changes to onroad criteria emissions - for example, they may include updates to user interface, changes
to toxic or GHG emissions or updates to nonroad emission rates.
EPA may also develop internal versions of the model for regulatory and analytic support. These versions
typically lack some features required for a public release, but they are made available in relevant
rulemaking dockets and their updates are generally incorporated into the next official public version.
Table 1-2 summarizes the public release history of MOVES and its predecessors, MOBILE and NONROAD.
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Table 1-2: MOVES Version History
Public Releases
Release Date
Key Features
M0BILE1-
MOBILE6.2
1978-2004
• Predecessor to MOVES
• Estimated g/mi onroad emissions
• Increased scope and complexity over time
NONROAD
1998-2010
• Predecessor to MOVES
• Estimated emissions for nonroad sources
MOVES2010
2010
• New structure for onroad only
• Incorporated vehicle activity
• Designed to model at project, county and national scales
MOVES2010a
2010
• Modeled 2012+ LD GHG rule
MOVES2010b
2012
• Performance improvements
• Improved vapor venting calculations
MOVES2014
2014
• Modeled Tier 3 and 2017+ LD GHG rules
• Updated gasoline fuel effects
• Improved evaporative emissions
• Improved air toxics
• Updated onroad activity, vehicle populations and fuels
• Incorporated NONROAD model
MOVES2014a
2015
• Added nonroad VOC and toxics
• Updated default nonroad fuels
• Added new options for user VMT input
MOVES2014b
2018
• Improved emission estimates for nonroad mobile sources
• Updated outputs used in air quality modeling
M0VES3h
2020
• Updated onroad exhaust emission rates, including HD GHG Phase
2 and Safer Affordable Fuel Efficiency (SAFE) rules
• Updated onroad activity, vehicle populations and fuels
• Added gliders and off-network idle
• Revised inputs for hotelling and starts
MOVES3.0.1
2021
• Fixed several small issues with processing and aggregation,
making it easier to use the model for variety of applications.
• Includes scripts to assist with checking MOVES3 submissions for
the 2020 National Emission Inventory.
h M0VES3 and subsequent minor releases and "patches", are documented at
https://www.epa.gov/moves/moves3-update-log and https://github.com/USEPA/EPA MOVES Model.
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1.3 MOVES Uses
MOVES is used by the U.S. EPA to estimate emission impacts of mobile source regulations and policies,
and to generate mobile sector information for national inventories of air pollutants such as the National
Emissions Inventory and the National Air Toxics Assessment.
U.S. state and local agencies outside of California use MOVES to develop emission inventories for a
variety of regulatory purposes, including the development of state implementation plans (SIPs),
transportation conformity determinations, general conformity evaluations, and analyses required under
the National Environmental Policy Act (NEPA), among others.6 EPA provides training and technical
guidance on using MOVES for SIP and conformity modeling7 and PM hot-spot analyses,8 including
information on how to choose appropriate model inputs. MOVES is also used for state and local
greenhouse gas emission planning.9
Others, including academics and interest groups, may also use MOVES to model the effects of policy
choices and various mobile source scenarios.
When determining if MOVES is appropriate for a given use, modelers should be aware of both EPA
guidance6,7,9 and the limitations discussed in Section 8 below.
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2. Updates for M0VES3
Updates to MOVES3 are detailed in the MOVES3 technical reports for onroad. The most important are
summarized here. The only change made to nonroad was a change to fuel properties.1
2.1 New Regulations
Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and
Vehicles—Phase 2
M0VES3 accounts for the Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and
Heavy-Duty Engines and Vehicles—Phase 2 Rule ("HD GHG2") published in 2016.10 This rule set stricter
fuel economy standards for HD vehicles which reduce C02 emissions,14 but also impact other pollutants
through changes in glider sales, hotelling activity, vehicle mass and road load coefficients.13
Safer Affordable Fuel Efficient (SAFE) Vehicles Rule
MOVES3 also accounts for the March 2020 SAFE standards for light-duty passenger cars and trucks.11
These standards were less stringent than the preceding fuel economy standards, and thus increased fuel
consumption and C02 emissions.12
2.2 New Features
Off-network Idle
MOVES3 now accounts for "off-network idle" (ONI) activity beyond the idling at traffic signals and in
traffic that is part of the MOVES drive cycles. ONI includes activity such as idling during pick-up and
drop-off of passengers and idling during deliveries. It does not include extended idling (>1 hour) that
occurs during long-haul hotelling (see Section 3.3 below.)
ONI emission rates are the same as other idle mode running emissions. ONI activity is based on
telematics data for LD and HD sources.13 ONI activity is used only to calculate running exhaust
emissions. It is not relevant for starts, brake wear or tire wear. MOVES3 evaporative emission
calculations have not been updated to account for ONI activity and thus model this idle time as hours
parked.
Glider Trucks
MOVES3 accounts for "glider" vehicles that incorporate older engines into new vehicle chassis. These
gliders emit significantly more NOx and PM than trucks meeting newer emission standards.14 This
change was implemented by assigning some combination trucks to a new glider "regulatory class." They
are assumed to travel the miles typical of the vehicle age, but with emission rates equivalent to vehicles
subject to model year 2000 standards. The fraction of glider vehicles in the fleet accounts for the
number permitted under the HD GHG2 rule.13
Increased Detail for HD vehicles
With incorporation of the HD GHG2 rule, MOVES3 allows modeling of road load coefficients, including
vehicle mass, by source type and regulatory class, and modeling of fuel economy by source type. This
allows finer distinctions among heavy-duty vehicles.13
2.3 Updates to Emission Rates
MOVES3 includes improvements to HD diesel running emission rates based on manufacturer-run in-use
testing data from hundreds of HD trucks. The model also includes updated emission rates for HD
gasoline and CNG trucks.14
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M0VES3 also includes updated LD emission rates for HC, CO and NOx based on millions of test results
from in-use testing data, and inspection and maintenance (l/M) data from the State of Colorado.
Updates to LD PM rates for MY 2004+ incorporate data on gasoline direct injection (GDI) vehicles.15
For a more complete list of emission rate updates, see Table 2-1.
2.4 Updates to Fuel Characteristics, Vehicle Populations and Activity
Gasoline fuel properties have been updated using data from EPA fuel compliance submissions and a new
algorithm for estimating the relationship between E200 and T50 distillation parameters.1 Updates to
fuel effect calculations better characterize the base fuel used to develop LD base emission rates.2
Updates to default vehicle start and idling activity patterns were based on real-world data from millions
of trips from Verizon for light-duty vehicles and over 120,000 hours of activity from the National
Renewable Energy Lab (NREL) for HD vehicles. Default hotelling activity was substantially reduced from
MOVES2014 based on the NREL instrumented truck data. Updates to national VMT and vehicle
population inputs were based on newer historical data from the Federal Highway Administration
(FHWA) and updated forecasts from the Department of Energy. Updates to national default fuel,
regulatory class, and age distributions were based on newer vehicle registration data. 13
For a more complete list, see Table 2-1.
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Table 2-1: Summary of Major Algorithm and Data Updates for M0VES3
Area
Description of Change
LD PM rates15
Included new data from GDI (Gasoline Direct Injection) vehicles,
and updated PM temperature adjustments.
LD THC/CO/NOx rates15
Updated LD running rates based on new data from inspection and
maintenance (l/M) program, Portable Emission Measurement
System (PEMS) and remote sensing. Updated running and start
rates. Reduced high-power emission rates.
LD Fuel consumptions and C0212
Increased fuel consumption and thus C02 to account for the Safer
Affordable Fuel Efficiency (SAFE) rule.
LD start emission rates vs. parked
time15
Updated the relationship between starts and soak time based on
data from EPA and the California Air Resources Board.
Fuel effects2
Updated fuel effect calculations to better characterize the base
fuel used to develop LD gasoline base emission rates
HD Fuel consumption and C0214
Incorporated the effects of the HD GHG Phase 2 rule.
HD diesel running rates14
Updated the heavy-duty (HD) diesel running emission rates based
on manufacturer-run in-use testing data from hundreds of HD
trucks.
HD CNG and gasoline emission
rates14
Updated MY 2007+ CNG and 2008+ gasoline emission rates.
Updated data on onboard refueling vapor recovery systems used
in HD gasoline vehicles
HD start emission rates14
Updated MY 2010+ diesel and MY2008+ gasoline starts based on
compliance data. Updated relationship of starts and soak time.
HD extended idle rates14
Updated HD diesel emission rates for extended idling and
auxiliary power units.
Hotelling activity13
Updated HD hotelling assumptions (extended idling for diesel
long-haul combination trucks at truck stops) based on new
information.
HD vehicle masses13
Increased resolution in vehicle masses using weigh-in-motion and
other data.
Gliders1314
Accounted for gliders (new vehicles using older engines) in vehicle
fleet.
HD crankcase emissions14
Updated rates for MY 2010+ HD crankcase.
Improved speciation5
Updated organic gas speciation profiles, including methane
emissions, and incorporated new chemical mechanism—
CB6AE7.
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Area
Description of Change
LD and HD off-network idle
time13
Accounted for off-network and work-day idling (idling in parking
lots, distribution centers, etc), based on detailed trip data for LD
and HD vehicles.
LD and HD start activity13
Updated start activity based on detailed trip data for LD and HD
vehicles.
Accounted for fewer starts by vehicle age.
Road type categories13
Removed "ramps" as a separate road type. Ramp driving activity
is now incorporated in rural and urban freeway driving.
LD and HD VMT, activity and
vehicle characteristics13
Updated historic and projected VMT based on 2019 Highway
Statistics and Annual Energy Outlook (AEO). Updated vehicle age
distributions. Updated default speed distributions.
Fuel properties1
Updated information on gasoline and diesel fuel properties based
on the latest fuel compliance data. These updates affect nonroad
and onroad emissions.
2.5 Updates to User Interface and User Inputs
The structure of MOVES3 is fundamentally the same as MOVES2014, with some minor changes,
including changes in the MOVES graphical user interface (GUI), run specifications, input and output
databases.
Additional information is also included in the MOVES3 technical guidance7 and the MOVES3 code
documentation at https://github.com/USEPA/EPA MOVES Model. A converter tool is included in the
M0VES3 model to assist in converting databases from MOVES2014to M0VES3 format.
The most important interface and user input changes are summarized Table 2-2.
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Table 2-2: Changes in MOVES user interface from MOVES2014b to M0VES3
Description
Notes
New RunSpec Requirements
All roadtypes are required for onroad County
Scale and Default Inputs (formerly "National
Scale") runs where the running process is
selected
Needed to accurately estimate the emissions
from off-network idle
New Input Tables
Start activity input tables have different
names and structures
More details are available in the County
database (CDB) converter help file and the
technical guidance
Hotelling activity input tables have different
names and structures
More details are available in the CDB
converter help file and the technical guidance
Changed Definitions
SourceTypelD 41, "Intercity Bus" is now
called "Other Bus"
The previous definition only included diesel
Class 8 buses on long distance routes. The
new definition includes any kind of bus that is
not owned or operated by a transit agency
and is not a school bus.
Changes to regulatory classes
RegClassID 40 & 41 were combined into
RegClassID 41 that includes all 'Class 2b and 3
Trucks (8,500 lbs < GVWR <= 14,000 lbs)';
RegClassID 40 no longer exists;
RegClassID 49 was added for "Glider Vehicles"
New Capabilities and Output
Off-network idle emissions
Running emissions on the "off-network"
roadtype
Ability to model calendar years up to 2060
MOVES2014 modeled only through 2050.
Ability to model CNG vehicles for all heavy-
duty source types
MOVES2014 modeled only CNG transit buses.
Users can now set CNG fractions for all HD
source types using the Alternative Vehicle
Fuels & Technologies (AVFT) importer.
Changes in GUI
Renamed "National Scale" as "Default
Inputs"
Reflects that the distinction between Default
and County Scales is based on the source of
the inputs rather than the geographic area
that can be modeled.
Reorganized panels
To improve logical flow of activity and to
better separate "typical" and "advanced"
features
Better keyboard-only navigation
To improve accessibility
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Description
Notes
Software Changes
MariaDB
MariaDB replaces MySQL as the database
server for MOVES since the latest versions of
MySQL have removed features that MOVES
relies on, but MariaDB continues to support
these features. MariaDB is a drop-in
replacement for MySQL. It is also easier to
install.
JAVA
JAVA is embedded in MOVES3 so users will
not need to install a separate version of JAVA
on their computers.
No Longer Available
Custom Domain (an option within the
County Scale) is no longer available
Users who have used custom domain to
model partial counties or multiple counties
will need to run at County Scale instead.
Ramps are no longer a separate road type;
their emissions are included in the restricted
access road types
Ramps can still be modeled separately in the
Project Scale.
MOVES no longer accepts input of fuel with
MTBE, TAME or ETBE content >0.
Use of these oxygenates in U.S. gasoline is
now negligible.
The "Rate of Progress" strategy, also
referred to as the "No Clean Air Act
Amendments" strategy, is no longer
available.
The ozone NAAQS implementation rules no
longer require states to exclude emission
reductions from pre-1990 motor vehicle
control programs; therefore, it is no longer
necessary to include this capability in MOVES.
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3. MOVES On road Algorithms
The way MOVES calculates emissions varies depending on the processes and pollutants being modeled,
and the vehicle or equipment type. This section provides a brief general overview of the algorithms used
to model emissions from cars, trucks and other onroad sources. The MOVES onroad technical reports,
available at https://www.epa.gov/moves/moves-onroad-technical-reports. provide detailed information
on algorithms and default inputs for all onroad source types and pollutant process combinations.
For all onroad processes, the emissions of detailed organic gas and PM species are calculated by
applying appropriate speciation factors.5
3.1 Running Exhaust
Running emissions are the archetypal mobile source emissions—exhaust emissions from a running
vehicle. Running operation is defined as operation of internal-combustion engines after the engine and
emission control systems have stabilized at operating temperature, i.e., "hot-stabilized" operation.15
The general flow of information to calculate running emissions for onroad sources is summarized in
Figure 3-1, below. The model uses vehicle population information to sort the vehicle population into
source bins defined by vehicle source type, fuel type (gas, diesel, etc.), regulatory class, model year and
age. Regulatory classes define vehicles with similar emission standards, such as heavy heavy-duty
regulatory classes, which may occur in vehicles classified in several different source types, such as long-
haul combination, short-haul single-unit and refuse trucks.13
For each source bin, the model uses vehicle characteristics and activity data (vehicle miles traveled
(VMT), speed, idle fractions and driving cycles) to estimate the source hours in each running operating
mode. The running operating modes are defined by the vehicle's instantaneous vehicle speed,
acceleration and estimated vehicle power.14,15
Each source bin and operating mode is associated with an emission rate and these are multiplied by
source hours, adjusted as needed, and summed to estimate the total running emissions. Depending on
the vehicle characteristics, MOVES may adjust the running emissions to account for local fuel
parameters,2 air conditioning effects, humidity, LD inspection and maintenance programs16 and fuel
economy adjustments.12
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Vehicle
Miles
Traveled
Average
¦
Driving
Speed
¦
Cycle
Source Hours
Operating
\
Emissions Test Data
Vehicle Activity
Vehicle Characteristics
Results
Operating Mode
Distribution
Emission Rates (g/hr)
Emissions
Adjustments:
Fuel Parameters
Temperature
Humidity
Air Conditioning
Etc.
Adjusted Emissions
Repeat & sum over
vehicles by model year,
regulatory class & fuel
type
Figure 3-1: Calculating Running Emissions for Onroad Vehicles
3.2 Start Exhaust
Onroad "start" emissions are the instantaneous exhaust emissions occur at the engine start (e.g., due to
the fuel rich conditions in the cylinder to initiate combustion) as well as the additional running exhaust
emissions that occur because the engine and emission control systems have not yet stabilized at the
running operating temperature. Operationally, start emissions are defined as the difference in emissions
between an exhaust emissions test with an ambient temperature start and the same test with the
engine and emission control systems already at operating temperature. As such, the units for start
emission rates are instantaneous grams/start.
The model uses vehicle population information to sort the vehicle population into source bins defined
by vehicle source type, fuel type (gas, diesel, etc.), regulatory class, model year and age. The model uses
default data from instrumented vehicles (or user-provided values) to estimate the number of starts for
each source bin and to allocate them among eight operating mode bins defined by the amount of time
parked ("soak time") prior to the start. Thus, the model accounts for different amounts of cooling of the
engine and emission control systems. Each source bin and operating mode has an associated g/start
emission rate. Start emissions are also adjusted to account for fuel characteristics, LD inspection and
maintenance programs, and ambient temperatures..14,15
3.3 Hotelling Emissions (Extended Idle Exhaust and Auxiliary Power Exhaust)
MOVES defines "hotelling" as any long period of time (e.g., > 1 hour) that drivers spend in their long-
haul combination truck vehicles (source type 62) during mandated rest times. Hotelling is differentiated
from off-network idling because the engines are often idling under load while hotelling (e.g., to maintain
cabin climate or run accessories).
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MOVES computes hotelling emissions only for diesel long-haul combination trucks. The default MOVES
hotelling hours are computed as a fixed ratio to the miles these trucks travel on restricted access roads.
Hotelling activity is allocated among four operating modes: engine idle ("extended idle"), diesel auxiliary
power unit (APU) use, battery or plug-in, and "All Engines and Accessories Off." This allocation varies by
model year.13 MOVES computes emissions for the first two modes based on the hours and source-bin
specific emission rates. Hotelling NOx emissions are adjusted for ambient humidity. In MOVES output,
the extended idle and APU emissions are assigned separate emission processes.14
3.4 Crankcase (Running, Start & Extended Idle)
Crankcase emissions include combustion products that pass by the piston rings of a compression ignition
engine as well as oil droplets from the engine components and engine crankcase that are vented to the
atmosphere.17
In MOVES, onroad crankcase emissions are computed as a ratio to the exhaust emissions, with separate
values for running, start and hotelling (extended idle mode only). The crankcase ratio varies by
pollutant, source type, fuel type, model year and exhaust process.14
3.5 Brake Wear
Brake pads lose material during braking. A portion of this lost material becomes airborne particulate
matter. This "brake wear" differs from exhaust PM in its size and chemical composition.
MOVES estimates brake wear from onroad vehicles using weighted average g/hour rates that consider
brake pad composition, number and type of brakes and braking intensity. The emission rates in MOVES3
vary by vehicle regulatory class to account for average vehicle weight. Braking activity is modeled as a
portion of running activity. In MOVES, the running operating modes for braking, idling and coasting are
all modeled as including some amount of braking. The operating mode "brakewear; stopped" can be
used at the project scale to model emissions of an idling vehicle with no braking.18
3.6 Tire Wear
Contact between tires and the road surface causes tires to wear, and a portion of this material becomes
airborne. This "tire wear" differs from exhaust PM in its size and chemical composition.
MOVES tire wear rates in g/hr are based on analysis of LD tire wear rates as a function of vehicle speed,
extrapolated to other vehicles based on the number and size of tires. The analysis also considers the
fraction of tire wear that becomes airborne. The tire wear operating mode bins differ from those used
for running emissions and brake wear because they account only for speed and not for acceleration.18
3.7 Evaporative Permeation
Permeation is the migration of hydrocarbons through materials in the fuel system. Permeation
emissions are strongly influenced by the materials used for fuel tank walls, hoses and seals, and by the
temperature, vapor pressure and ethanol content of the fuel.
In MOVES, permeation is estimated only for vehicles using gasoline-based fuels (including E-85).
Permeation is estimated for every hour of the day, regardless of activity. Permeation rates in g/hour
vary by model year to account for the phase-in of tighter standards. Permeation emissions are adjusted
to account for gasoline fuel properties and ambient temperatures.19
17
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3.8 Evaporative Fuel Vapor Venting
When gasoline fuel tank temperatures rise due to vehicle operation or increased ambient temperatures,
hydrocarbon vapors are generated within the fuel tank. The escape of these vapors is called Tank Vapor
Venting (TVV) or Evaporative Fuel Vapor Venting. This vapor venting may be eliminated with a fully
sealed metal fuel tank. More commonly, venting is reduced by using an activated charcoal canister to
adsorb the vapors as they are generated; vapors from the canister are later consumed during vehicle
operation. However, to prevent pressure build-up, canisters are open to the atmosphere, and after
several days without operating, fuel vapors can diffuse through the charcoal or pass freely through a
completely saturated canister. Tampering, mal-maintenance, vapor leaks and system failure can also
result in excess vapor venting.
MOVES calculates vapor venting only for vehicles using gasoline-based fuels (including E-85). The tank
vapor generated depends on the rise in fuel tank temperature, fuel vapor pressure, ethanol content and
altitude. Fuel tank temperature changes are modeled as a function of 24-hour temperature patterns and
default vehicle activity, with different vapor generation rates for vehicles that are operating, "hot
soaking" (parked, but still warm) and "cold soaking" (parked at ambient temperature). MOVES3
evaporative emission calculations have not been updated for off-network idle and thus model this idle
time as hours parked. Vapor venting is modeled as a function of vapor generated, days cold soaking,
model-year specific vehicle fuel system characteristics, and age and model year related vapor leak rates,
inspection and maintenance (l/M) programs can also impact leak prevalence rates.19
3.9 Evaporative Fuel Leaks (Liquid Leaks)
Liquid leaks are fuels escaping the gasoline fuel system in a non-vapor form. In MOVES, they are referred
to as evaporative fuel leaks because they subsequently evaporate into the atmosphere after escaping
the vehicle. These leaks may occur due to failures with fuel system materials, or due to tampering or
mal-maintenance. Liquid spillage during refueling is modeled separately as part of the refueling process.
In MOVES, fuel leak frequency is estimated as a function of vehicle age and vehicle emission standards.
Fuel leak size (g/hour) is a function of age and vehicle operating mode (cold soaking, hot soaking or
operating).19
3.10 Refueling Displacement Vapor and Spillage Loss
Refueling emissions are the displaced fuel vapors when liquid fuel is added to the vehicle tank. Refueling
spillage is the vapor emissions from any liquid fuel that is spilled during refueling and subsequently
evaporates. Diesel vehicles are assumed to have negligible vapor displacement, but MOVES does
compute emissions for onroad diesel fuel spillage.
Refueling vapor and spillage emissions are estimated from the total volume of fuel dispensed (gallons).
This volume is based on previously calculated fuel consumption. In addition, refueling emissions are a
function of gasoline vapor pressure, ambient temperatures, the presence of an on-board refueling vapor
recovery system (ORVR) on the vehicles, and the use of Stage II vapor recovery controls at the refueling
pump.19
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4. MOVES Nonroad Algorithms
This section provides a brief general overview of the algorithms used to model emissions from nonroad
equipment types. These calculations vary depending on the processes and pollutants being modeled and
the equipment type. They also depend on whether the equipment uses a spark-ignition (SI) or
compression-ignition (CI) engine, and the engine horsepower (hp) size class. The MOVES nonroad
technical reports at https://www.epa.gov/moves/nonroad-technical-reports provide detailed
information on algorithms and inputs for the nonroad calculations.
The MOVES nonroad module estimates emissions as the product of an adjusted emission factor
multiplied by rated power, load factor, engine population and activity. Starting with base-year
equipment populations by technology type and model year, the model uses growth factors to estimate
the population in the analysis year. Estimates of median life at full load, load factors, activity and age
distributions are then combined to generate estimates of nonroad emissions by equipment type, fuel
type and age. Equipment populations are also allocated to county and season; national equipment
populations are allocated to the county level using surrogate data.
The nonroad module has importers for user information on meteorology and fuels, and a "generic"
importer that can be used to enter data on retrofit programs. We recommend accounting for custom
population and activity using post-processing scripts as explained in the training and technical guidance.
For all nonroad processes, toxics are estimated in the nonroad portion of the model, but detailed TOG
speciation and speciation of PM2.5 must be post-processed.20
4.1 Running Exhaust
For nonroad, "running exhaust" emissions include exhaust emissions both at start and during running
operation.
The MOVES nonroad module calculates an adjusted emission factor for THC, CO, N0X, PM and BSFC as
the product of a steady-state emission factor for new ("zero-hour") engines, a transient adjustment
factor if needed to represent typical operation, and a deterioration factor to account for wear and aging.
Gasoline THC, CO and N0X emissions are adjusted to account for gasoline oxygenate content. S02
emissions from all nonroad equipment is a function of BSFC and fuel sulfur level. Diesel PM emissions
are adjusted to account for diesel fuel sulfur levels.21 Temperature effects are applied to THC, CO and
N0X exhaust emissions from 4-stroke SI engines.22
4.2 Crankcase Exhaust
Crankcase emissions are those emissions that escape from the combustion chamber past the piston
rings into the crankcase and out to the atmosphere.
The MOVES nonroad module models THC crankcase emissions for four-stroke SI engines that have open
crankcases23 and for all CI engines prior to implementation of the Tier 4 NR diesel standard.24
4.3 Refueling Displacement Vapor and Spillage Loss
Refueling emissions are the displaced fuel vapors when liquid fuel is added to the equipment fuel tank.
Refueling spillage is the vapor emissions from any liquid fuel that is spilled during refueling and
subsequently evaporates.25
19
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For both spillage and vapor displacement, the MOVES nonroad module initially calculates an THC
emission factor in terms of grams of emissions per gallon of gasoline fuel consumed. Fuel consumption
is then used to calculate total emissions. The g/gal emission factor varies as a function of fuel tank
volume, gasoline RVP, ambient and dispensed fuel temperatures, and whether the equipment is more
likely fueled using a portable container or at the pump, and the use of Stage II vapor recovery controls at
the refueling pump.
No refueling emissions are reported for diesel, CNG or LPG nonroad equipment.
4.4 Fuel Vapor Venting (Diurnal, HotSoak and Running Loss)
Fuel vapor venting emissions for nonroad equipment are analogous to the evaporative vapor venting
emissions for onroad vehicles. Diurnal emissions are vapors generated due to temperature changes
throughout the day; running emissions are generated by heating caused by engine operation, and hot
soak emissions are generated from residual heat from the equipment just after the engine is shut off.
In general, diurnal emissions are calculated based on equipment standards, percent tank fill, percent
headspace, tank size, vapor pressure of the fuel and the minimum and maximum ambient temperature.
Diurnal emissions for recreational marine emissions are calculated slightly differently. Running loss
emissions are calculated as a function of operating time and are not affected by ambient temperatures.
Hot soak emissions are a function of default equipment starts/hour and gram/start rates.
No fuel vapor venting emissions are reported for diesel, CNG or LPG nonroad equipment.26
4.5 Permeation: Tank, Hose, Neck, Supply/Return and Vent Hose
Permeation is the migration of hydrocarbons through materials in the fuel system. Permeation
emissions are strongly influenced by the materials used for fuel tank walls, hoses and seals—and are
also affected by the temperature, vapor pressure and ethanol content of the fuel.
The MOVES nonroad module calculates various types of permeation. No permeation is calculated for SI
engines larger than 25 hp because they usually have impermeable metal fuel tanks and lines.
Fuel tank permeation is calculated as the product of the inside area of the fuel tank, a tank permeation
emission factor that varies with equipment emission standard and a temperature adjustment. The
permeation is also adjusted to account for the market share of ethanol blend gasolines.
Fuel hose permeation is calculated as the product of the surface area of non-metal hoses, a hose
permeation emission factor that varies with equipment size category and emission standard, and a
temperature adjustment. For recreational marine equipment, separate fuel hose emissions are
calculated for the supply/return, fill neck, and vent lines.
No permeation emissions are reported for diesel, CNG or LPG nonroad equipment.26
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5. M OVES Softwa re Structu re
MOVES is written in Java (compiled with AdoptOpenJDK), MariaDB, and the Go programming language.
The Nonroad model component is written in Fortran. The principal user inputs, outputs and most of the
model's internal working storage are held in MariaDB databases. The model includes a default database
with emission rates, adjustment factors, and relevant information for all U.S. counties that supports
model runs for calendar years 1990 and 1999-2060.
The MOVES architecture was originally designed to model only onroad vehicles. In 2014, the existing
NONROAD2008 model was integrated into MOVES as the "MOVES nonroad module". The nonroad
module uses the same interface as the rest of MOVES, but the calculations are handled by a separate
Fortran program.
MOVES uses a master-worker program architecture that enables multiple computers to work together
on a single model run. A single computer can be used to execute MOVES runs by running both the
master and worker components on the same computer.
The following diagram illustrates the overall flow of processing in MOVES highlighting the division of
work between the MOVES Master and Worker programs.
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MOVES GUI
MOVES Woiker
Input Databases
Worker Database
MOVES Database
Domain Database
runspec
MOVES Mastei
Calculators
Generator I
i .
Done File
Execution Database
Calculators
ToQo file
Output Database
Figure 5-1— Diagram of MOVES information flow
5.1 MOVES Software Components
Looking at this architecture in greater detail, the MOVES software application consists of several
components, introduced briefly in this chapter. More information is available in the documentation at
the MOVES3 GitHub site, https://github.com/USEPA/EPA MOVES Model/tree/master/docs.
MOVES Graphical User Interface (GUI)
The MOVES GUI is a Java program that may be used to create, save, load, and modify a run specification
or "RunSpec", and to initiate and monitor the status of a model run. The MOVES GUI also includes data
managers that assist users in building the input databases required for county and project scale runs and
includes error-checking code to help assure that the RunSpec and inputs are consistent with MOVES
algorithms and capabilities.
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MOVES Master Program
When the run is started, MOVES Master uses information in the RunSpec, the default database, and the
user input domain database to generate the execution database specific to the MOVES run. This is done
using "Generator" modules. The Master program then bundles data and calculation instructions into
ToDo files to be processed by MOVES Workers. The MOVES Master also compiles the results returned
from the MOVES Workers via Done files into the MOVES output database and performs final
aggregation steps. During the MOVES run, both the ToDo and Done files are stored in the SharedWork
directory which must be accessible to both the Master and Worker programs.
Note that only one executing MOVES Master program can be used during a MOVES run.
MOVES Worker Program
The MOVES Worker program processes the ToDo files created by the MOVES Master program and
returns the results as Done files. This processing is done by various "Calculator" modules.
At least one executing copy of this program is needed to complete a MOVES run. Running multiple
MOVES Worker programs during a MOVES run enables ToDo files to be processed in parallel. While this
capability may reduce the duration of a MOVES run, the improvement in performance strongly depends
on the contents of the RunSpec and the computing environment. The MOVES Worker program may be
executed on the same computer as the MOVES Master program, or on other computer(s) having access
to the SharedWork file directory.
MOVES Nonroad Code
The code used to model nonroad emissions in MOVES predates the MOVES model. Beginning with
MOVES2014, the standalone NONROAD model was incorporated into MOVES such that the NONROAD
Fortran program is called by the MOVES Worker program. MOVES supplies the Fortran program with the
appropriate flat file inputs based on values from the MOVES default database and any optional user
input databases. Note that nonroad and onroad share the same default meteorology and fuel inputs.
After the MOVES Worker executes the NONROAD Fortran program, it post-processes the Fortran output
flat files and saves the results in the MOVES output database.
Later minor releases of MOVES2014 improved population growth estimates and diesel emission factors,
in addition to new features including Go-based calculators that compute nonroad fuel subtype splits,
some nonroad THC species, and nonroad air toxics.
5.2 MOVES Databases
The MOVES model stores and accesses data for its calculations in a series of MariaDB databases. This
section introduces the different types of MOVES databases, and how they are used by the program. A
detailed description of MOVES input and output table is available at MOVES Database Tables.
Default Database
The default database is included in the MOVES Installation Package and is required for MOVES to run.
This database contains the required emission factors, adjustment factors, fuel data, and default vehicle
population and activity data for all U.S. counties to support model runs for calendar years 1990 and
1999-2060.
23
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User Input Databases
User databases may contain any of the tables that are in the default input database and are used to add
or replace records as input by the user; EPA's MOVES3 Technical Guidance7 describes which data inputs
must be updated by the user for SIP and conformity purposes. These databases typically contain region-
specific fuels, vehicle populations, age distributions, activity, and where applicable, l/M program
characteristics. These databases are optional for a default run, but user input is required for runs at the
County or Project Scale. The MOVES GUI includes a County Data Manager and a Project Data Manager
that assist the user in creating an input database that contains all of the necessary data for a MOVES
run.
The MOVESExecution Database
This database is created by the MOVES Master program. It is used for temporary working storage during
the MOVES run. Users typically do not interact with this database; however, it may be saved for
troubleshooting purposes.
MOVES Output Databases
These databases are the final outputs of MOVES runs. The output database name is specified by the user
in the RunSpec. Output for Emission Inventory mode runs is contained in the movesOutput table.
Emission Rates mode produces output in multiple tables. The output databases also include tables that
describe each run in the output, activity data, information on errors during the run and other tables
used for diagnostics and troubleshooting.
MOVESWorker Database
This temporary database is used as working storage by the MOVES Worker Program. When running with
multiple MOVES Workers, each Worker program creates its own MOVESWorker database. The user does
not interact directly with this database.
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6. MOVES3.0 Results
Vehicle and equipment emissions vary by location and time. This section shows MOVES3 results for the
United States as a whole, based on national defaults. For brevity, the graphs here show only a few of the
pollutants calculated by MOVES and are aggregated by fuel type. These graphs were prepared with
MOVES3.0.0, but results with MOVES3.0.1 are interchangeable at this scale.
However, for the most accurate results for a given time and location, it is important to run MOVES for
the specific case using accurate local inputs. In contrast, the national results shared in this document are
calculated based on average inputs that do not fully capture the variation in emissions from time to time
and place to place. For selected pollutants, we also show onroad results for two sample urban counties
as modeled at County Scale with county-specific inputs. While the two counties shown here differ in
their traffic mix, fuels and meteorology, they are not intended to represent the full range of local trends.
To understand mobile source emissions in a particular county, one must model that county.
These caveats are also true for the average emission rates EPA has provided to the Bureau of
Transportation Statistics (https://www.bts.gov/content/estimated-national-average-vehicle-emissions-
rates-vehicle-vehicle-type-using-gasoline-and).
Additional emission summaries for selected past years are available from the National Emissions
Inventory (https://www.epa.gov/air-emissions-inventories/national-emissions-inventory-nei). The NEI
emissions are calculated with county-level inputs; NEI mobile source inventories through 2017 were
generated with previous versions of MOVES and thus lack M0VES3 updates.
6.1 Onroad
The following plots summarize key results for onroad vehicles from running M0VES3 at the national,
annual level using default inputs as compared to runs using the previous model, MOVES2014b. Because
results for specific times and locations will vary, for some pollutants, we also show results for two
sample urban counties with county-specific fleet, fuel and meteorological conditions. The percentages
shown in these figures represent the change in total emissions between MOVES2014b and M0VES3 for
each analysis year.
Figure 6-1 shows a gradual increase in VMT overtime. Shifts between MOVES2014b and M0VES3 reflect
changes to the MOVES default inputs of historical VMT and future year activity projections.
25
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2016
+ 2%
¦ Gasoline ¦ Diesel ¦ CNG ~ Ethanol (E-85)
2023
+ 3%
2028
+ 1%
2035
3%
2045
¦4%
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-1—National onroad vehicle miles travelled (VMT) in MOVES3 as compared to MOVES2014b
While VMT increases over time, for C02 (Figure 6-2), the MOVES model projects short-term increases,
followed by decreases that reflect both the changes in activity and the phase-in of the HD GHG2 rule
and the SAFE rule.
¦ Gasoline ¦ Diesel ¦ CNG H Ethanol (E-85)
2016
2023
2028
2035
2045
2.0
O)
+ 7%
CN|
R 0.5
0.0
-2%
+ 6%
+ 8%
+ 2%
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-2—National onroad carbon dioxide in MOVES3 as compared to MOVES2014b
As shown in Figure 6-3, MOVES3 predicts a decline and subsequent increase in methane emissions from
onroad vehicles. The change between model versions reflects updates in the way MOVES speciates
hydrocarbons into methane and non-methane fractions as well as a predicted increase in the use of CNG
HD vehicles, which have relatively high CH4 emissions. Note the different units used for Figure 6-2 and
Figure 6-3; the CH4 increases are small compared to C02 when considered as C02 equivalents.
26
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¦ Gasoline H Diesel ¦ CNG ~ Ethanol (E-85)
CD
<
O
2016
2023
2028
2035
2045
tr>
c
c
o
> 2]
3
O"
-------
¦ Gasoline B Diesel ¦ CNG ~ Ethanol (E-85)
-------
2016
¦ 20%
Gasoline
Diesel
2023
- 22%
CNG
_| Ethanol (E-85)
Brakewear
Tirewear
2028
-17%
2035
- 14%
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
2045
-18%
MOVES2014 MOVES3
Figure 6-6—National PM2.5in MOVES3 as compared to MOVES2014b
2016
-6%
-20%
Gasoline
Diesel
CNG
Ethanol (E-85)
Brakewear
Tirewear
2023
-12%
-21%
2028
-12%
-16%
2040
-11%
-18%
2050
-11%
-20%
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-7—Onroad PM from two sample urban counties in MOVES3 as compared to MOVES2014b
Onroad VOC emissions are dominated by emissions from gasoline vehicles, which decline with the
phase-in of Tier 3 regulations. Diesel VOC is lower in MOVES3 than in MOVES2014b because of
decreased emission rates and hotelling activity. As illustrated in Figure 6-9, gasoline start emissions are
lower in MOVES3 and gasoline running emissions are higher compared to MOVES2014b based mostly on
new deterioration trends from vehicle test results. Also, evaporative emissions are a growing fraction of
future onroad VOC, especially emissions from vapor venting and liquid fuel leaks. The VOC trend
observed in select urban counties as shown in Figure 6-10 is similar to the national VOC trend, but other
areas may see different results depending on their local inputs.
29
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~ Gasoline ~ Diesel ~ CNG ~ Ethanol (E-85)
2.0
O 1.5
-4-'
M-
0
(/>
1 1.0
I
O 0.5
O
>
0.0
2016
- 24%
2023
- 13% _
2028
-17%
2035
- 22%
2045
- 27%
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-8—National onroad VOC in MOVES3 as compared to MOVES2014b
2016
in
£
O
.1.5-
1.0
E0.5
O
O
>
0.0i
Vapor Venting
Permeation
2023
Fuel Leaks
Refueling
2028
J
Other
Starts
Running
2035
2045
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-9—National onroad VOC from gasoline vehicles by emission process in MOVES3 as compared to
MOVES2014b
30
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H Gasoline D Diesel Q CNG Q Ethanol (E-85)
7500
in 5000
c
o
2500
CO
s 0
o
§ 7500
2 5000
2500
0
2016
-18%
-24%
2023
-21%
-21%
2028
-11%
-19%
2040
-8%
-7%
2050
-4%
-4%
MOVES2014 MOVES3
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-lO—Onroad VOCfrom two sample urban counties in MOVES3 as compared to MOVES2014b
Like VOC, onroad CO emissions are heavily dominated by emissions from gasoline vehicles. The CO
emissions decline over time with the phase-in of Tier 3 regulations and improved technology. However,
the rates in MOVES3 are higher than in MOVES2014b based on changes to running emissions from in-
use light-duty and heavy-duty vehicles, as shown in Figure 6-11.1415 The CO trend observed in select
urban counties in Figure 6-12 is similar to the national CO trend for most years, but County B shows a
decline in 2016 due to a decrease in CO start emissions from gasoline vehicles. Other areas may see
different trends depending on their local inputs.
~ Gasoline ¦ Diesel ¦ CNG ~ Ethanol (E-85)
20
o 15
o
(/>
c
o
£
O
o
10
5
0
2016
7%
2023
12%
2028
15%
2035
10%
2045
0.2%
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-11—National onroad CO in MOVES3 as compared to MOVES2014b
31
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I Gasoline D Diesel D CNG D Ethanol (E-85)
2016
¦ H ¦¦
8%
-3%
2023
1%
2028
16%
II
-1%
5%
2040
12%
18%
2050
13%
24%
MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3 MOVES2014 MOVES3
Figure 6-12—Onroad CO from two sample urban counties in MOVES3 as compared to MOVES2014b
6.2 Nonroad
The only nonroad input that was changed for MOVE3 was the sulfur level of nonroad diesel fuel. This
leads to very small decreases in exhaust PM2.5 as shown below in Figure 6-13 and in S02 (not shown).
~ Gasoline D Nonroad Diesel Fuel | CNG H LPG D Marine Diesel Fuel
o 125
o
¦g 100
ro
3
2 75
I 50
U)
CO
E 25
UJ
2016
-0.2%
2023
-0.8%
2028
-1.1%
2035
-1.4%
2045
-1.6%
5 MOVES2014b MOVES3 MOVES2014b MOVES3 MOVES2014b MOVES3 MOVES2014b MOVES3 MOVES2014b MOVES3
Figure 6-13 Nonroad exhaust PM2.5 total in MOVES3 as compared to MOVES2014b
Emissions of other nonroad pollutants are the same in MOVES3 as in MOVES2014b. Figure 6-14
summarizes annual nonroad emissions for key pollutants from running MOVES3 at the national level
using default inputs. Because nonroad activity varies substantially with season and geography, results
for specific times and locations will differ from these national results. As noted previously, MOVES does
not cover aircraft, locomotives, and commercial marine vessels.
32
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O Gasoline Q Nonroad Diesel Fuel Q LPG ID CNG ~ Marine Diesel Fuel
Atmospheric C02
Oxides of Nitrogen (NOx)
Volatile Organic Compounds
Methane (CH4)
Primary Exhaust PM2.5 - Total
Carbon Monoxide (CO)
2016 2023 2028 2035 2045
2016 2023 2028 2035 2045
Figure 6-14 MOVES3 Nonroad emissions by calendar year
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7. M0VES3 Evaluation
To assure that the MOVES model does the best possible job estimating emissions from mobile sources,
the model is subject to review and evaluation in several different ways.
7.1 Peer Review
Since MOVES2014b, we have conducted three rounds of peer review for the updates to MOVES3 data
and algorithms, following EPA's peer review policies and procedures.29
• In 2017, the updates to the following topics were peer reviewed: onroad vehicle population and
activity, heavy-duty exhaust emission rates, fuel supply defaults, speciation and toxic emissions
from on-road vehicles, and particulate matter emissions from light-duty gasoline vehicles.
• In 2019, we conducted a peer review of additional updates to the modeling of heavy-duty
vehicles, including updates to heavy-duty exhaust emission rates, incorporation of glider trucks
to MOVES, and updated start, hotelling and idling activity data from instrumented vehicle
studies.
• In 2020, we conducted peer review of updates to the light-duty exhaust emission rates, updates
to heavy-duty crankcase emission rates, and updated fuel supply and fuel wizard factors.
Reviewer comments and EPA's responses are documented online at https://cfpub.epa.gov/si/index.cfm
(search for "Motor Vehicle Emission Simulator"). Peer review documents for previous versions of
MOVES are also available at this location.
7.2 MOVES Review Work Group
The MOVES Review Work Group provides MOVES-related recommendations to EPA via the Mobile
Source Technical Review Subcommittee (MSTRS) of the Clean Air Act Advisory Committee. Members of
the work group represent a variety of stakeholders, including vehicle and engine manufacturers, fuel
producers, state and local emission modelers, academic researchers, environmental advocates, and
affected federal agencies. Throughout the development of MOVES3, the EPA presented ongoing
analyses, model evaluation, and MOVES updates to the MOVES Review Work Group, starting in
September 2016 and ending in 2020. In addition, several MOVES Review Work Members presented
issues that informed the MOVES Review Work Group recommendations to MSTRS.30,31,32 Notes and
presentations from past workgroup meetings are available at https://www.epa.gov/moves/moves-
model-review-work-group.
7.3 Beta Testing
A draft version of MOVES3 was tested by a small group of experienced MOVES users who alerted EPA to
potential errors in the code and provided comments on the new features, including the updated
interface and new installer.
7.4 Evaluation by Industry-Funded Research Group
The MOVES2014 model that preceded MOVES3 was reviewed by the Coordinating Research Council, a
non-profit corporation supported by the energy and mobility industries. The review (CRC project E-101)
included three distinct task elements: (1) a critical evaluation of modeling methods, (2) inventory
analyses applied to three locations, and (3) a validation of the fuel methodology using independent data
sources.33 The report provided detailed recommendations in 10 areas. EPA used these
recommendations to help prioritize efforts for MOVES3 and published a detailed response.34
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An additional review (CRC project E-116) investigated MOVES2014 evaporative inputs.35 While the
feedback was valuable, most of the issues pointed out in this CRC report are expected to have very little
impact on the magnitude of the evaporative emissions computed by MOVES.
7.5 Comparisons to Independent Data
Evaluating the performance of the MOVES model in comparison to other measures is useful for
assessing the model's performance in accurately estimating current emission inventories and
forecasting emission trends. It also helps identify areas in need of improvement, guiding future work
and research. However, it is not appropriate to evaluate MOVES with comparisons against
measurements based only on a few vehicles, or without sufficiently customizing MOVES inputs to
account for the measurement conditions (e.g., fleet composition, vehicle activity, meteorology).
In our past efforts to evaluate MOVES, we have prioritized comparisons for the major sources of
emissions (e.g., light-duty gasoline, heavy-duty diesel) and areas where significant independent data is
available. In assessing our results, we consider systematic bias observed across multiple data sources as
indicative of model underperformance. On the other hand, if the model predictions are generally within
the variability of independent measurements, it gives confidence that the model is predicting real-world
emissions reasonably well.
Evaluating MOVES emission rates may include comparisons to data from sources such as dynamometer
tests, remote sensing devices (RSD) and portable emission monitoring systems (PEMS). To capture rare
(but influential) high emitters, it is important that the data samples are large and diverse, and it is useful
when the comparison data represent known operating conditions (e.g., a pre-conditioned IM240 drive
cycle). Such comparisons are particularly valuable because the emission rates from the study can be
compared with MOVES emission rates using the same activity and fleet variables such as vehicle mix,
vehicle age, and vehicle operating mode.36
Other studies compare "localized composite" emissions, using composite emission measurements from
many vehicles by tunnel37 or roadside emission monitors38 where vehicle emissions are predominant
and vehicle activity and fleet mix can be accounted for to some degree. A strength of tunnel and
roadside measurements is that they can capture the large sample sizes of vehicles operating in real-
world conditions needed to measure 'fleet-average' emission rates. However, such comparisons only
assess the operating conditions represented at the specific location. The heavy-duty exhaust technical
report includes comparisons of MOVES heavy-duty emission rates to tunnel and roadside
measurements.14
At a more general level, some MOVES evaluations compare regional air quality model results from
models such as the Community Multiscale Air Quality Modeling System (CMAQ) with air quality monitor
and deposition data and satellite data. These "top-down studies" are useful to assess the overall
emissions contribution from all relevant emission sources to air quality measurements. Discrepancies
between air quality modeling predictions and measurements can point to deficiencies in the emissions
inventory but may be confounded with deficiencies in the air quality model (e.g., modeling transport,
boundary layer, deposition, transformation, and other physical and chemical processes). In addition,
top-down studies on their own cannot identify the individual sources in the emissions inventory that are
responsible for the modeling discrepancy.39,40
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Like air quality studies, "macro-scale" fuel consumption studies are also useful, comparing "bottom-up"
fuel consumption as estimated by MOVES to "top-down" fuel tax data. These studies can help assess
MOVES large-scale vehicle activity estimates and fuel economy values.
Start, Evap Emissions
o1
Regional Onroad
Emissions
m m
VMT, population,
activity estimates
Localized Composite
Emissions
operating mode & fleet
mix estimates
AIR QUALITY MONITOR
DATA
0
CMAQ
Other Sector Emissions
TUNNEL, ROADSIDE
MONITOR DATA
Emission
Rates
DYNO, RSD, PEMS DATA
Figure 7-1—MOVES evaluation opportunities at rising levels of generalization and uncertainty
NOx Evaluation Work
Several studies using emissions generated with previous versions of MOVES have shown differences
between air quality model estimates and monitored values for nitrogen oxides. Researchers suggested
that air quality models appear to overestimate NOx ambient values due to an overestimate in NOx
emissions41,42 particularly from LD gasoline vehicles.43 Other studies have questioned some of these
conclusions39,44 and more recent work has demonstrated significant impact on modeled summer NOx
caused by improvements in meteorology assumptions related to vertical mixing in CMAQv5.1.40
Nonetheless, as part of MOVES3 development efforts, we evaluated the MOVES2014 light-duty emission
rates against in-use measurements and, based on the comparisons,36,15 we updated the emission rates
in MOVES3, generally decreasing light-duty NOx emissions in MOVES3 (see Figure 6-4). However,
detailed analysis shows gasoline NOx emissions can be higher in MOVES3 than MOVES2014 for some
calendar years and scenarios (e.g., calendar year 2023 in Figure 6-4). EPA is currently investigating the
net impact of MOVES3 on modeled air quality.
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si derations When Using MOVES
The task of keeping MOVES current with manufacturers' ever-changing vehicle and equipment products,
activity data that reflect how these vehicles and equipment are used, and the evolving scientific
understanding of emissions can be daunting. We must prioritize our efforts on updates that will affect
emissions results the most,are of the most value for our users and have the largest impact on the overall
accuracy of the model.
So, while the functional scope of MOVES is large, the model is not designed to answer every possible
question about mobile source emissions. While there are areas of the model that rely on assumptions
or limited data, in many cases, these areas either have a small contribution to the total emissions
inventory or represent cases where no data was available (e.g., deterioration of 2010+ heavy-duty diesel
emissions beyond 10 years of age).
When deciding whether to use MOVES for a given purpose, it is important to note the following features
of the MOVES design:
• MOVES is designed to model fleet-average emissions rather than the emissions of any specific
vehicle or piece of equipment.
• MOVES models the emissions from vehicles and equipment designed to meet emission standards in
the United States. There are considerable challenges to adapting the MOVES framework to other
nations, primarily related to the need for specific information about the emission performance and
activity of vehicles.45,46
• While MOVES models onroad and nonroad emissions in California, the MOVES defaults do not
capture all the details of California emission standards and control programs. Instead, California uses
California-specific models for modeling mobile sources.47
• MOVES allows users to "pre-aggregate" location and time-specific input data when modeling
emissions at the national and state level and overtime periods longer than one hour. Pre-
aggregating inputs to these larger scales is faster but reduces the model accuracy and precision
compared to modeling at a more detailed level and aggregating the results at the end.
• MOVES defaults generally characterize fleet characteristics and activity at the national level. To
accurately model emissions in a specific location, accurate local inputs must be used.
• MOVES allows user input of many parameters, and therefore, the quality of model output will
depend on the quality of these inputs, as well as the appropriateness of the model defaults relied
on.
• MOVES algorithms calculate emissions based on physical and chemical principles, statistical
relationships, and use of good engineering judgement. We develop MOVES algorithms based on the
best available knowledge at the time, and emission relationships inferred from present emission
databases. MOVES algorithms have and will continue to be updated in future MOVES versions as our
knowledge of emission processes is updated.
• MOVES does not separately model hybrids or plug-in hybrids with a conventional gas or diesel
engine. Onroad hybrid vehicles meet the same emissions standards as conventional gasoline or
diesel vehicles and are incorporated into the fleet average criteria pollutant, energy and C02
emissions for each model year in MOVES.
• MOVES models electric vehicles by allowing users to enter electric vehicle fractions in their fleet.
However, MOVES assumes that the energy consumption rates for electric vehicles are the same as
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gasoline and diesel vehicles. In addition, MOVES does not account for the manufacturer fleet
averaging allowed under fuel economy and Tier 3 regulations, in which manufacturers may offset
electric vehicles by producing more high emission gasoline and diesel vehicles, thus potentially
increasing the average emissions allowed from gasoline and diesel vehicles.
• MOVES uses the same estimates of vehicle activity regardless of fuel type, i.e., activity for vehicles
fueled by electricity and compressed natural gas are the same for vehicles fueled by gasoline and
diesel.
• MOVES3 includes default tampering and mal-maintenance rates that are used to derive heavy-duty
diesel emission rates, which cannot be updated by users. These rates were last updated for
MOVES2014 with many of the data and assumptions from studies conducted between 1988 and
2007.14 MOVES3 does not explicitly account for tampering and mal-maintenance of light-duty
onroad vehicles or nonroad equipment.
• MOVES is not designed to model the impact of grade at national or county levels. MOVES does allow
grade to be included at the project scale. The project scale allows modeling of a wide variety of
onroad drive cycles and grades; users should assess whether the modeled drive cycle is realistic at a
given grade for the project-scale analysis.
In addition, it is useful to understand the sources and process used to update the MOVES default data.
While the MOVES3 updates are based on millions of emission test results, coverage varies depending on
data availability. MOVES3 forecasts emissions up to calendar year 2060; these estimates are necessarily
based on forecasts and extrapolation from data available at the time of analysis, generally 2018 or
earlier. Consistent with MOVES purpose and design, MOVES relies on multiple datasets and analysis
methods to estimate emissions across model years, fuel types, vehicle and engine types, and emission
processes. Thus, fleet-average emission estimates and overall trends are generally more robust than
emission rates from individual vehicle types, model years, fuel types and emission processes that may
be based on a single data set or analysis.
Furthermore, due to MOVES priorities and data availability, some onroad inputs have not been updated
recently or have other notable limitations. For example, due to the small number of light-duty diesel
vehicles in the U.S. fleet, MOVES uses the same exhaust emission rates for light-duty diesel vehicles as
for light-duty gasoline vehicles.15 MOVES motorcycle emissions rates were last analyzed in 2010.48 Light-
duty gasoline running emission rates were updated for MOVES3 based on millions of test results from
in-use testing data, and inspection and maintenance (l/M) data from the State of Colorado, but
differences between "with l/M" and "non l/M" rates for THC, CO and NOx emission rates are based on
previous analysis, and LD gasoline start deterioration with age is derived from information on running
emissions.15 Evaporative emissions also were not updated for MOVES3, and while we updated the
vehicle activity patterns used to estimate exhaust emissions, MOVES evaporative emission calculations
rely on older, more limited, trip pattern data.13
We have updated MOVES3 with analysis of a substantial database of running emissions data from well-
maintained heavy-duty diesel trucks, but the values used to estimate heavy-duty emission deterioration
with age were last updated for MOVES2014. We also have fewer data on start and crankcase emissions.
In addition, while we also updated rates for heavy-duty gasoline and heavy-duty CNG vehicles, data are
sparse for these vehicles.14
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M0VES3 brake and tire wear emission rates are based primarily on a literature review from 2006 and
2007.18 Some MOVES adjustment factors are based on testing of older vehicle technologies.2,16
Nonroad emissions estimates are generally based on more limited data than onroad emissions for both
emission factors and population and activity. Many of the onroad emissions factors are applied to the
nonroad emission factors due to a lack of nonroad data; therefore, several of the previously mentioned
limitations for onroad also apply to nonroad, with the added uncertainty of applying onroad factors to
nonroad engines. Since many of the source data and algorithms used to model nonroad equipment date
from the first release of EPA's NONROAD model in 1998, we are currently working on acquiring nonroad
emissions and activity data to improve the emissions characterization of the nonroad sector.
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9. M0VES3 Documentation
There is extensive documentation for MOVES, including guidance documents to help explain regulatory
requirements, user instructions, training materials, and technical reports.
MOVES documentation is available on the web at https://www.epa.gov/moves. In addition, user help is
built into the MOVES GUI. Information on installing and using M0VES3 is available at
https://www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-moves.
The MOVES source code is available at https://github.com/USEPA/EPA MOVES Model and
documentation relating to the code and the computer technology aspects of using MOVES are at
https://github.com/USEPA/EPA MOVES Model/tree/master/docs.
To cite MOVES3.0.0 in general:
USEPA (2020) Motor Vehicle Emission Simulator: MOVES3.0.0. Office of Transportation and Air
Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves
To cite MOVES3.0.1:
USEPA (2021) Motor Vehicle Emission Simulator: MOVES3.0.1. Office of Transportation and Air
Quality. US Environmental Protection Agency. Ann Arbor, Ml. March 2021.
https://www.epa.gov/moves
Table 9-1 lists the various documentation currently available for M0VES3 and provides information on
accessing each document.
Table 9-1 MOVES Documentation
General:
EPA Releases M0VES3
Mobile Source
Emissions Model:
Questions and Answers
1 !
Highlights the difference I https://www.epa.gov/moves/latestl
between M0VES3 and earlier 1 -version-motor-vehicle-emission-
versions of MOVES and explains! simulator-moves#guidance
EPA policy on using M0VES3 in |
state implementation plans and |
transportation conformity |
analyses |
Frequently Asked
Questions
Answers to frequently asked
questions on MOVES
installation, use, terminology
and output
https://www.epa.gov/moves/freau 1
ent-questions-about-moves-and-
related-models
M0VES3 Introduction
and Overview
j 1
December 8, 2020 webinar that I https://www.epa.gov/moves/move I
introduces M0VES3 and I s-training-sessions#moves3
summarizes guidance on its use. |
40
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Using MOVES for Regulatory and Other Purposes:
Federal Register Notice
of Availability
Announced the official release I https://www.govinfo.gOv/content/p
of M0VES3 for use in SIP I kg/FR-2021-01-07/pdf/2021-
development and I00023.pdf
transportation conformity
purposes in states other than
California.
1 MOVES3 Technical
| Guidance: Using
| MOVES to Prepare
| Emission Inventories for
| State Implementation
| Plans and
| Transportation
| Conformity
|
Guidance on appropriate input ! https://www.epa.gov/state-and-
assumptions and sources of 1 local-transportation/policv-and-
data for the use of M0VES3 in 1 technical-guidance-state-and-local-
SIP submissions and regional 1 transportation#emission
emissions analyses for
transportation conformity
purposes.
Policy Guidance on the
Use of MOVES3 and
Subsequent Minor
Revisions for State
Implementation Plan
Development,
Transportation
Conformity, and Other
Purposes
I
How and when to use the ! https://www.epa.gov/state-and-
M0VES3 for SIP development, I local-transportation/policv-and-
transportation conformity, 1 technical-guidance-state-and-local-
general conformity, and other I transportation#emission
purposes.
I
Additional Guidance
Other guidance covers MOVES Until updated, existing guidance is
at the Project Scale (used for generally applicable to M0VES3
hot-spot analyses), using _ , „ ,, , . . ,
1 See https://www.epa.gov/state-and-
MOVES to model specific . . ...
1 local-transportation
control programs (e.g., diesel
retrofits/replacements), and
using MOVES to estimate GHGs
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Training & Cheat Sheets:
Onroad Cheat Sheet
Summarizes common tables
and values used to create
onroad MOVES runs and
interpret their outputs.
https://github.com/USEPA/EPA MO
VES Model/blob/master/docs/MOV
ES3CheatsheetOnroad.pdf
Nonroad Cheat Sheet
Summarizes common tables
and values used to create
nonroad MOVES runs and
interpret their outputs.
https://github.com/USEPA/EPA MO
VES Model/blob/master/docs/MOV
ES3CheatsheetNonroad.pdf
MOVES3 Webinar for
Experienced Modelers
Instruction for experienced
MOVES2014 users on what has
changed in MOVES3
Will be posted at
https://www.epa.gov/moves/moves-
training-sessions
MOVES2014b Hands-
On Training for new
Users
A detailed hands-on course for
state and local agency staff who
will use MOVES3 for developing
emissions inventories for SIP
and conformity analyses. The
course is designed to be self-
taught in periods where no
classes are scheduled, or
constraints prevent attending
an in-person course. Users can
work through the modules and
hands-on exercises at their
convenience
Most of the MOVES2014b
material is still relevant for
MOVES3.
https://www.epa.gov/moves/moves-
training-sessions#hands-on-training
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Project-Level Training
for Quantitative PM
Hot-Spot Analyses
EPA and DOT have developed a
multi-day training course in
accordance with EPA's
"Transportation Conformity
Guidance for Quantitative Hot-
spot Analyses in PM2.5 and PM10
Nonattainment and
Maintenance Areas". This
technical, hands-on course is
geared toward state and local
agency staff and focuses on
using emission models
(including EPA's MOVES model)
and air quality models
(AERMOD) for quantitative PM
hot-spot analyses.
Most of the MOVES2014b
material is still relevant for
MOVES3.
https://www.epa.gov/moves/moves-
training-sessions#hotspot
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J Installation and Computer-Related Aspects of Using MOVES
Installation Suite
Executable program to install
MOVES3 and all required
databases and tools.
Instructions are embedded in
the installer
https://www. eDa.gov/moves/latest
-version-motor-vehicle-emission-
simulator-moves#download
MOVES3 Installation
Troubleshooting
How to resolve common
installation issues
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/ln
stallationTroubleshooting.pdf
Quick Start Guide to
Accessing MariaDB
Data
Hints on how to access data in
new MariaDB installation
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/Q
uickStartGuideToAccessingMariaDB
Data.pdf
MOVES3 Database
Conversion Tool Help
Explains use of tool to convert
MOVES2014 databases for use
with MOVES3
https://github.com/USEPA/EPA M
OVES Model/blob/master/databas
e/ConversionScripts/lnputDatabase
ConverstionHelp.pdf
Anatomy of a RunSpec
An overview of all of the fields
contained in a MOVES RunSpec
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/An
atomvOfARunspec.md
Command Line MOVES
A brief guide on how to run
MOVES and MOVES tools from
the command line
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/Co
mmandLineMOVES.md
Debugging MOVES
Tips for troubleshooting and
debugging unexpected behavior
in MOVES runs
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/De
buggingMOVES.md
MOVES Code: Folder by
Folder
Descriptions of the contents
within the folders in the MOVES
source code directory
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/Fo
IderBvFolder.md
Input Database
Changes in MOVES3
Description of the schema
changes to MOVES County Scale
and Project Scale input
databases
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/in
putDBchanges.md
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MOVES Database
Glossary
Glossary of the column names
used in the MOVES default
database
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/M
OVESGIossarv.md
MOVES Database
Tables
Schema descriptions for each
table in the MOVES default
database
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/M
OVESDatabaseTables.md
1 Tips for faster MOVES
runs
Suggestions for how to
structure MOVES runs to be as
efficient as possible
https://github.com/USEPA/EPA M
OVES Model/blob/master/docs/Ti
psForFasterMOVESRuns.md
M0VES3 Update Log
Chronological listing of updates
to M0VES3
https://www.epa.gov/moves/move
s3-update-log
MOVES Algorithms and Default Inputs
I Onroad Technical 1 Link to MOVES technical reports! https://www.epa.gov/moves/move
1 Reports 1 describing the default inputs I s-onroad-technical-reports
and algorithms for the onroad
functions of M0VES3 and
earlier MOVES versions
Nonroad Technical I Link to MOVES technical reports' https://www.epa.gov/moves/nonro
Reports I describing the default inputs I ad-technical-reports
and algorithms for the nonroad
functions of M0VES3 and
earlier versions Although the
stand-alone NONROAD model is
now incorporated into MOVES,
many of the NONROAD
technical reports still apply to
the nonroad inputs and
algorithms used in MOVES.
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10.Acronyms
Acronym Meaning
AVFT Alternative vehicle fuels and technologies
AEO Department of Energy Annual Energy Outlook
BSFC Brake-specific fuel consumption
CH4 Methane
CI Compression ignition
CMAQ Community Multiscale Air Quality Modeling System
CO Carbon monoxide
C02 Carbon dioxide
DOE Department of Energy
EPA Environmental Protection Agency
FHWA Federal Highway Administration
HD Heavy duty
HDGHG2 Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium-
and Heavy-Duty Engines and Vehicles—Phase 2
l/M Inspection and maintenance
LD Light duty
MOVES Motor Vehicle Emission Simulator
NMHC Non-methane hydrocarbons
NMOG Non-methane organic gases
NonHAPTOG Residual total organic gases
NOx Oxides of nitrogen
NREL National Renewable Energy Laboratory
PEMS Portable Emission Measurement Systems
PM10 Particulate matter <= 10 pim
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PMz.s Particulate matter <= 2.5 pirn
SAFE Safer Affordable Fuel Efficient Vehicles standard
SI Spark ignition
THC Total hydrocarbons
TOG Total organic gases
VMT Vehicle Miles Travelled
VOC Volatile organic compounds
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11. References
1 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, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
2 USEPA (2020). Fuel Effects on Exhaust Emissions from Onroad Vehicles in MOVES3. EPA-420-R-20-016. Office of
Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
3 USEPA (2005). Exhaust Emission Effects of Fuel Sulfur and Oxygen on Gasoline Nonroad Engines. NR-003c EPA-
420-R-05-016. Office of Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml.
December, 2005. https://www.epa.gov/moves/nonroad-technical-reports
4 USEPA (2020). Air Toxic Emissions from Onroad Vehicles in MOVES3. EPA-420-R-20-022. Office of Transportation
and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
5 USEPA (2020). Speciation of Total Organic Gas and Particulate Matter Emissions from Onroad Vehicles in
MOVES3. EPA-420-R-20-021. Office of Transportation and Air Quality. US Environmental Protection Agency. Ann
Arbor, Ml. November 2020. https://www.epa.gov/moves/moves-technical-reports
6 USEPA (2020). Policy Guidance on the Use of MOVES3 for State Implementation Plan Development,
Transportation Conformity, General Conformity, and Other Purposes. EPA-420-B-20-044. Office of Transportation
and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020. https://www.epa.gov/state-
and-local-transportation/policv-and-technical-guidance-state-and-local-transportation
7 USEPA (2020). MOVES3 Technical Guidance: Using MOVES to Prepare Emission Inventories for State
Implementation Plans and Transportation Conformity. EPA-420-B-20-052. Office of Transportation and Air Quality.
US Environmental Protection Agency. Ann Arbor, Ml. November 2020. https://www.epa.gov/state-and-local-
transportation/policv-and-technical-guidance-state-and-local-transportation
8 USEPA (2015). Transportation Conformity Guidance for Quantitative Hot-spot Analyses in PM2.5 and PM10
Nonattainment and Maintenance Areas. EPA-420-B-15-084 Office of Transportation and Air Quality. US
Environmental Protection Agency. Ann Arbor, Ml. November 2015. https://www.epa.gov/state-and-local-
transportation/proiect-level-conformitv-and-hot-spot-analvses
9 USEPA (2016) Using MOVES for Estimating State and Local Inventories of Onroad Greenhouse Gas Emissions and
Energy Consumption. EPA-420-B-16-059. Office of Transportation and Air Quality. US Environmental Protection
Agency. Ann Arbor, Ml. June 2016. https://nepis.epa.gov/Exe/ZvPDF.cgi?Dockev=P100QW0B.pdf
10 USEPA (2016). Final Rulemaking to Establish Greenhouse Gas Emission Standards and Fuel Efficiency Standards
for Medium- and Heavy-Duty Engines and Vehicles - Phase 2: Regulatory Impact Analysis. EPA-420-R-16-900,
August 2016. https://www.epa.gov/regulations-emissions-vehicles-and-engines/final-rule-phase-2-greenhouse-
gas-em issions-standards-and
11 USEPA (2020). The Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Years 2021-2026 Passenger
Cars and Light Trucks (85 FR No.84, April 30, 2020). https://www.epa.gov/regulations-emissions-vehicles-and-
engines/safer-affordable-fuel-efficient-safe-vehicles-final-rule
12 USEPA (2020). Greenhouse Gas and Energy Consumption Rates for Onroad Vehicles in MOVES3. EPA-420-R-20-
015. Office of Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November
2020. https://www.epa.gov/moves/moves-technical-reports
13 USEPA (2020). Population and Activity of Onroad Vehicles in MOVES3. EPA-420-R-20-023. Office of
Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
14 USEPA (2020). Exhaust Emission Rates of Heavy-Duty Onroad Vehicles in MOVES3. EPA-420-R-20-018. Office of
Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
15 USEPA (2020). Exhaust Emission Rates for Light-Duty Onroad Vehicles in MOVES3. EPA-420-R-20-019. Office of
Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
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16 USEPA (2020). Emission Adjustments for Temperature, Humidity, Air Conditioning, an Inspection and
Maintenance for Onroad Vehicles in MOVES. EPA-420-R-20-014. Office of Transportation and Air Quality. US
Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
17 Jaaskelainen, H. Crankcase Ventilation. DieselNet Technology Guide. www.DieselNet.com. Copyright © Ecopoint
Inc. Revision 2012.12.
18 USEPA (2020). Brake and Tire Wear Emissions from Onroad Vehicles in MOVES3. EPA-420-R-20-014. Office of
Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
19 USEPA (2020). Evaporative Emissions from Onroad Vehicles in MOVES3. EPA-420-R-20-012. Office of
Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. November 2020.
https://www.epa.gov/moves/moves-technical-reports
20 USEPA (2018). Speciation Profiles and Toxic Emission Factors for Nonroad Engines in MOVES2014b. EPA-420-R-
18-011. Office of Transportation and Air Quality. US Environmental Protection Agency. Ann Arbor, Ml. July 2018.
https://www.epa.gov/moves/nonroad-technical-reports
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