MOVES4 Technical Guidance:
Using MOVES to Prepare Emission
Inventories for State Implementation Plans
and Transportation Conformity
£% United States
Environmental Protect
Agency
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MOVES4 Technical Guidance:
Using MOVES to Prepare Emission
Inventories for State Implementation Plans
and Transportation Conformity
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
United States
Environmental Protection
^1 Agency
EPA-420-B-23-011
August 2023
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Table of Contents
Section 1. Introduction 6
1.1 Purpose of this Guidance 6
1.2 How does EPA distinguish model versions? 7
1.3 How is this guidance organized? 8
1.4 How does MOVES4 compare with MOVES3? 9
1.5 Can I use input databases created with earlier MOVES versions in MOVES4? 10
1.6 What other MOVES guidance and documentation are available? 10
1.7 Does this guidance create new requirements? 12
1.8 Who do I contact for additional information? 12
Section 2. Planning an Emissions Analysis for Onroad Vehicles 13
2.1 For what purposes are onroad emission inventories created? 13
2.2 What data are required to run MOVES? 14
2.3 What options do users have for calculating an inventory within or outside of MOVES? 14
2.4 What are the options for creating inventories for areas made up of multiple counties?... 15
2.5 How do states that have adopted California's emissions standards, consistent with CAA
section 177, use MOVES4 to model them? 17
2.6 What aspects of a MOVES run need to be documented? 18
Section 3. Creating an Onroad Run Specification File 20
3.1 How is a Run Specification (RunSpec) created? 20
3.1.1 Description 21
3.2 Scale and Calculation Type 21
3.2.1 Model 21
3.2.2 Domain/Scale 21
3.2.3 Calculation Type 22
3.3 Time Spans 23
3.3.1 Calendar Year of Evaluation 23
3.3.2 Month of Evaluation 23
3.3.3 Type of Day of Evaluation 24
3.3.4 Hour of Evaluati on 25
3.3.5 Time Span Panel Selections: Emission Rates Mode 25
3.4 Geographic Bounds 25
3.5 Onroad Vehicles 25
3.6 Road Type 26
3.7 Pollutants and Processes 27
3.7.1 Pollutants and Processes in Emission Rates Mode 28
3.8 General Output 29
3.8.1 Output Database 29
3.8.2 Units 30
3.8.3 Activity 30
3.9 Output Emission Detail 30
3.9.1 Output Emission Detail When Using Emission Rates Mode 31
3.10 Create Input Database 32
3.11 Advanced Features 32
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Section 4. Adding Local Onroad Data via the County Data Manager 34
4.1 How do users enter information with the County Data Manager? 34
4.2 Meteorology 37
4.2.1 Meteorology: Guidance for Inventory Mode 37
4.2.2 Meteorology: Guidance for Emission Rates Mode 38
4.3 Source Type Population 39
4.3.1 Source Type Population: Guidance for Inventory Mode 40
4.3.2 Source Type Population: Guidance for Emission Rates Mode 41
4.4 Age Di stributi on 41
4.5 Vehicle Type Vehicle Miles Traveled (VMT) 42
4.5.1 Vehicle Type VMT: Guidance for Emission Rates Mode 44
4.6 Average Speed Distribution 44
4.6.1 Average Speed Distribution: Guidance for Inventory Mode 44
4.6.1.1 Additional Guidance for Inventories Used in Attainment Modeling 46
4.6.1.2 Additional Guidance for Speeds on Local Roadways 47
4.6.1.3 Average Speed Distributions for Highways and Ramps 47
4.6.2 Average Speed Distribution: Guidance for Emission Rates Mode 47
4.7 Road Type Distribution 47
4.7.1 Road Type Distribution: Guidance for Inventory Mode 48
4.7.2 Road Type Distribution: Guidance for Emission Rates Mode 48
4.8 Fuels (Fuel Supply, Fuel Formulation, Fuel Usage Fraction, and AVFT) 48
4.8.1 Fuel Formulation and Fuel Supply Guidance 49
4.8.1.1 Fuel Formulation Data Fields 51
4.8.1.2 Fuel Supply Data Fields 53
4.8.2 Fuel Usage Fraction Guidance 53
4.8.3 AVFT Guidance 54
4.8.3.1 AVFT Tool 57
4.9 Inspection and Maintenance Programs 61
4.9.1 Pollutant Process ID 62
4.9.2 State ID 62
4.9.3 County ID 62
4.9.4 Source Type ID and Fuel Type ID 62
4.9.5 I/M Program ID 63
4.9.6 Inspection Frequency 63
4.9.7 Test Standards ID 63
4.9.8 Beginning and Ending Model Years 65
4.9.9 UselMyn 66
4.9.10 Compliance Factor 66
4.9.10.1 Compliance Rate 67
4.9.10.2 Waiver Rate 67
4.9.10.3 Failure Rate 68
4.9.10.4Regulatory Class Coverage Adjustment 68
4.9.10.5 Example Compliance Factor Calculation 68
4.10 Starts 69
4.11 Hotel ling 72
4.12 Idle Data 75
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4.12.1 Off-network Idle: Guidance for Inventory Mode 76
4.12.2 Off-network Idle: Guidance for Emission Rates Mode 77
4.13 Retrofit Data 77
4.14 Stage II Refueling Programs 78
4.15 Generic 78
Section 5. Developing Nonroad Inventories with MOVES 79
5.1 Developing a Nonroad RunSpec 79
5.1.1 Scale 79
5.1.2 Time Spans 80
5.1.3 Geographic Bounds 80
5.1.4 Vehicles/Equipment: Nonroad Vehicle Equipment 80
5.1.5 Road Type 81
5.1.6 Pollutants and Processes 81
5.1.7 Output 81
5.1.7.1 General Output 81
5.1.7.2 Output Emissions Detail 81
5.2 Use of the Nonroad Data Importer 81
5.2.1 Meteorology 82
5.2.2 Fuels (Fuel Supply and Fuel Formulation) 82
5.2.3 Generic Tab 84
5.3 Using Emission Factor Scripts to Apply Local Population and Activity Data 84
Appendix A MOVES Source Types by Regulatory Class 87
Appendix B Nonroad Equipment Types 90
Appendix C Nonroad Post-Processing Scripts 93
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Section 1. Introduction
1.1 Purpose of this Guidance
MOVES (the MOtor Vehicle Emissions Simulator) is a state-of-the-science model designed by
the U.S. Environmental Protection Agency (EPA) to estimate air pollution emissions from
mobile sources in the United States. MOVES can be used to estimate exhaust and evaporative
emissions as well as brake and tire wear emissions from all types of onroad vehicles. MOVES
can also be used to estimate emissions from many kinds of nonroad equipment.1 The onroad and
nonroad modeling capabilities exist as separate modules in MOVES.
This guidance is intended to apply to all versions of MOVES4. Hereafter, the term "MOVES" is
used to apply to all versions of MOVES4. To distinguish between the onroad and nonroad
components in MOVES, this guidance refers to them as "MOVES-Onroad" and "MOVES-
Nonroad," respectively.
This document provides guidance on the use of MOVES for inventory development in state
implementation plans (SIPs) and for regional emissions analysis for transportation conformity
determinations in states other than California.2'3 This document includes guidance on
developing onroad and nonroad inventories using MOVES and guidance on fuels inputs for
onroad vehicles. While MOVES can also produce estimates of greenhouse gases, air toxics, and
total energy consumption, the focus of this guidance is the use of MOVES for estimating
emissions of criteria pollutants and their precursors for SIP and transportation conformity
purposes:
The Clean Air Act (CAA) and implementation rules for the NAAQS require that SIP
inventories and control measures be based on the most current information and applicable
models that are available when a SIP is developed.4
Similarly, section 176(c)(1) of the CAA requires transportation conformity
determinations to be based on "the most recent estimates of emissions." Additionally, the
transportation conformity rule (40 CFR 93.111) requires conformity analyses to be based
on "the latest emissions estimation model available," and further states that this
requirement is satisfied if the most current version of EPA's motor vehicle emissions
model is used. In addition, the transportation conformity rule (40 CFR 93.110) requires
conformity analyses to be based on the "latest planning assumptions," meaning "the most
recent planning assumptions in force at the time the conformity analysis begins."
1 See Appendix B for the list of nonroad equipment that can be modeled with MOVES. Note that MOVES cannot
be used to model emissions from locomotive, commercial marine, or aviation engines.
2 In California, a different onroad emissions model, EMFAC, is used for regulatory purposes instead of MOVES.
MOVES can also model emissions in the District of Columbia, Puerto Rico, and the U.S. Virgin Islands.
3 Project-level analyses for transportation conformity are covered in other guidance documents; see Section 1.6 for
more information.
4 See Clean Air Act section 172(c)(3). Also see the discussion of emissions inventory requirements in the "Fine
Particulate Matter National Ambient Air Quality Standards: State Implementation Plan Requirements" rule (81 FR
58029, August 24, 2016) and in the "Implementation of the 2015 National Ambient Air Quality Standards for
Ozone: Nonattainment Area State Implementation Plan Requirements" rule (83 FR 63022, December 6, 2018).
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This document provides guidance for meeting these requirements.
A "regional emissions analysis" for transportation conformity purposes involves estimating
onroad motor vehicle emissions at the regional level. However, this term could be confused with
the process of creating an inventory for a SIP. To avoid that confusion, an analysis done for
transportation conformity is referred to as a "regional conformity analysis" in this document.
This document presumes that users already have a basic understanding of how to run MOVES.5
It also presumes a basic understanding of SIP and conformity regulatory requirements and
policy.6
MOVES can estimate onroad motor vehicle emissions through various domain/scale options:
Default Inputs, County Scale, and Project Scale.7 The County Scale is necessary for estimating
onroad emissions for SIPs and regional conformity analyses. The onroad portion of this
guidance covers the use of the County Scale only.8 Sections 2, 3, and 4 of this guidance focus on
determining what the appropriate inputs are and how MOVES should be run to develop emission
estimates for onroad vehicles for SIPs and regional conformity analyses. MOVES-Nonroad only
operates at the Default Inputs option. Section 5 includes discussion of how to develop county-
level nonroad emissions estimates using MOVES-Nonroad at Default Scale.
MOVES-Onroad includes a default database of meteorology, vehicle fleet, vehicle activity, fuel,
and emission control program data for the entire United States. The data included in this
database come from a variety of sources and may not be the most current or best available
information for any specific county. This guidance describes when the use of that default
database is appropriate for SIPs and regional conformity analyses.
This document covers the input options in MOVES that are most relevant for SIPs and regional
conformity analyses. Use of MOVES to analyze certain specific control programs, such as a
program to replace diesel vehicles or equipment with electric ones, are addressed separately in
updates to guidance documents for those programs.9 MOVES users should always check with
their EPA Regional Office if there is any question about the applicability of guidance to any
specific situation. Refer to Section 1.8 for information about EPA Regional contacts.
1.2 How does EPA distinguish model versions?
MOVES4 is a major revision to the previous versions of MOVES3. As shown in Table 1-1,
under EPA's MOVES naming convention, future minor revisions would be designated by
5 For information about how to run MOVES, please see the resources available on EPA's MOVES training website:
https://www.epa.gov/moves/moves-training-sessions.
6 For more information, see EPA's website at: https://www.epa.gov/state-and-local-transportation.
7 In MOVES2014 and earlier versions, "Default Inputs" was called "National Scale." This scale can be used to
model the Nation, states, or counties by using built-in default data.
8 See Section 1.6 for a list of guidance documents that address use of MOVES at the Project Scale.
9 MOVES users should check EPA's website https://www.epa.gov/state-and-local-transportation/guidance-control-
strategies-state-and-local-agencies for updates to EPA guidance documents for estimating reductions from various
control programs.
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increments of the number after a decimal point (e.g., MOVES4.1).10 EPA may also use an
additional decimal point to designate minor patches (e.g., MOVES4.0.1).
Table 1-1. MOVES Naming Convention
Type of Release
Naming Convention
Examples
Major release
"MOVES" followed by a new number in
sequence
MOVES4, MOVES5
Minor revision
Addition of a decimal followed by a new
number in sequence
MOVES4.1,
MOVES4.2
Minor patch, e.g., new
user features
Addition of a second decimal followed by a
new number in sequence
MOVES4.0.1,
MOVES4.0.2
1.3 How is this guidance organized?
This document has five sections, and updates for MOVES4 have been included in each of these
sections:
Section 1 is a general introduction to this guidance. This section includes how MOVES4
is different from the preceding model, MOVES3 (see Section 1.4).
Section 2 helps with planning an onroad emissions analysis with MOVES.
Section 3 focuses on the individual parameters used to create a MOVES Run
Specification (RunSpec) file for an onroad emissions analysis. In general, these
parameters define the type of MOVES run, the time period, location, vehicle types, road
types, and pollutants, and how detailed MOVES output will be.
Section 4 describes the input options in the County Data Manager (CDM) used for
onroad emissions analyses. The CDM is where users enter locally specific data such as
meteorology, fleet and activity data, fuel specifications, and inspection and maintenance
(I/M) program information if applicable. Section 4 includes new guidance for estimating
percentages of electric vehicles (EVs) in the fleet along with a description of a new tool
that will help modelers do so (see Section 4.8.3).
Section 5 focuses on using MOVES for nonroad emissions analysis, including the
parameters to create a nonroad RunSpec in MOVES, use of the Nonroad Data Importer to
incorporate local meteorological and fuel data, and use of emission factor post-processing
scripts to apply local nonroad equipment population and activity information to MOVES
nonroad output.
MOVES users are urged to check the MOVES website regularly and subscribe to EPA's mobile
source emissions model Listserv to receive announcements related to MOVES and MOVES
guidance.
111 Under the previous naming convention, minor revisions were denoted by letters (e.g., MOVES2014a). EPA
changed the naming convention with MOVES3.
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1.4 How does MO VES4 compare with MO VES3 ?
M0VES4 is a major revision to the MOVES series of models and is the latest emissions model
for SIP and conformity purposes. MOVES4 includes many changes, including new vehicle
standards, new emissions and activity data, and new features. As a result of these changes,
estimates of emissions from MOVES4 may be different from versions of MOVES3, including
MOVES3.1.
The structure of MOVES4 is fundamentally the same as MOVES3, but the emission rates and
activity included in MOVES4 differ from MOVES3. The net impact of these changes on
calculated emissions will depend on many factors, including the specific area being modeled and
the inputs used.
MOVES4 incorporates several important updates, including:
The emission impacts of the EPA heavy-duty low NOx rule for model years 2027 and
later11 and the light-duty greenhouse gas rule for model years 2023 and later.12
The ability to model heavy-duty battery-electric and fuel-cell vehicles, as well as
compressed natural gas (CNG) long-haul combination trucks.
Improved modeling of light-duty electric vehicles.
New tools to make the model easier to use and updates for compatibility with newer
software.
Updated data and forecasts on vehicle populations (including electric vehicle fractions),
travel activity, and emission rates, as well as updated fuel supply information at the
county level.
The latest data on ammonia emission rates for light-duty and heavy-duty vehicles.
A number of limited-impact updates to specific emissions rates and adjustments.
For additional information on the updates included in MOVES4, please refer to the Overview of
EPA's MOtor Vehicle Emissions Simulator (MOVES4), found at EPA's MOVES website:
https://www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-moves. Specific
information about M0VES4 inputs and algorithms can be found in EPA's MOVES onroad and
nonroad technical reports, found at EPA's websites https://www.epa.gov/moves/moves-onroad-
technical-reports and https://www.epa.gov/moves/nonroad-technical-reports. respectively.
MOVES is a flexible model using an array of input and output options, allowing more than one
way to use MOVES to develop emissions estimates. Like its predecessors, M0VES4 includes
the capability to estimate vehicle exhaust and evaporative emissions as well as brake wear and
tire wear emissions for criteria pollutants and precursors. However, like previous versions,
M0VES4 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.13
11 88 FR 4296, January 24, 2023.
12 86 FR, December 30, 2021.
13 See EPA's Notice of Availability, "Official Release of the January 2011 AP-42 Method for Estimating Re-
Entrained Road Dust from Paved Roads," published in the Federal Register on February 4, 2011 (76 FR 63281.
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Based on our testing, modelers who do very large runs may expect slower run time with
MOVES4 compared to MOVES3; we recommend breaking up large runs into smaller runs, and
otherwise configuring MOVES to improve run time.14
1.5 Can I use input databases created with earlier MOVES versions in
MOVES4?
Input databases created with previous versions of MOVES, such as MOVES3 or MOVES2014,
are not directly compatible with MOVES4, and EPA does not recommend using input databases
created for these earlier versions of MOVES with MOVES4 or subsequent versions. MOVES4
includes significant updates to default fleet, activity, fuels, and I/M program data and this default
information should be used instead of the default information from earlier versions of MOVES.
Any local data originally derived for use with earlier versions of the model would likely need to
be updated as well. Therefore, EPA recommends creating new input databases using new
information with MOVES4 rather than attempting to convert and update existing input databases
created with earlier versions.
However, for existing input databases that still contain the latest available information, MOVES4
includes scripts in the "Tools" menu that will convert input databases created with any version of
MOVES3 to the proper format for MOVES4. These conversion tools have instructions and
additional help files in the MOVES graphical user interface (GUI) regarding how to use them.
1.6 What other MOVES guidance and documentation are available?
In addition to this guidance document, EPA has developed policy guidance to assist in
implementing MOVES:
MOVES4 Policy Guidance: Use of MOVES for State Implementation Plan Development,
Transportation Conformity, General Conformity, and Other Purposes, EPA-420-B-23-
009, August 2023, addresses general policy issues for MOVES such as timing of the use
of MOVES in SIPs and regional conformity analyses. This guidance is available at
https://www.epa.gov/state-and-local-transportation/policv-and-technical-guidance-state-
and-1 ocal -transportati on#emi ssi on
Other existing MOVES guidance documents generally apply to using MOVES4 as well,
including:
PM Hot-Spot Guidance: Transportation Conformity Guidance for Quantitative Hot-spot
Analyses in PM2.5 and PM10 Nonattainment and Maintenance Areas, provides guidance
on using MOVES at the Project Scale for quantitative PM10 and PM2.5 hot-spot analysis
for transportation projects. The latest version of this guidance is available at
14 EPA has provided tips for faster MOVES runs with MOVES installation. For those with MOVES installed, see
file found at: "\docs\TipsForFasterMOVESRuns.md". These same tips can be found at the EPA GitHub site,
https://github.com/USEPA/EPA MOVES Model/blob/master/docs/TipsForFasterMOVESRuns.md.
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https://www.epa.gov/state-and-local-transportation/proiect-level-conformitv-and-hot-
spot-anal v ses#pm gui dance.
UsingM0VES3 in Project-Level Carbon Monoxide Analyses, provides guidance on using
MOVES at the Project Scale for CO emissions from transportation projects. The latest
version of this guidance is available at https://www.epa.gov/state-and-local-
transportation/proiect-level-conformitv-and-hot-spot-analvses#coguidance.
Performance Standard Modeling for New and Existing Vehicle Inspection and
Maintenance (I/M) Programs Using MOVES Mobile Source Emissions Model describes
when and how to conduct performance standard modeling to demonstrate in an I/M SIP
that a vehicle emission I/M program meets the applicable performance standard as
defined within the I/M regulations. The latest version is available at
https://www.epa.gov/state-and-local-transportation/vehicle-emissions-inspection-and-
maintenance-im-policv-and-technical#reporting.
Port Emissions Inventory Guidance: Methodologies for Estimating Port-Related and
Goods Movement Mobile Source Emissions, describes state-of-the-science methodologies
for preparing an emissions inventory for the mobile source sectors found at ports and
freight terminals, including ocean-going vessels, harbor craft, recreational marine, cargo
handling equipment, onroad vehicles, and rail. The latest version of this guidance is
available at: https://www.epa.gov/state-and-local-transportation/port-emissions-
inventory-guidance.
Using MOVES for Estimating State and Local Inventories of Onroad Greenhouse Gas
Emissions and Energy Consumption, describes how to use MOVES to estimate
greenhouse gas (GHG) emissions and/or energy consumption from onroad vehicles in a
state or metropolitan area. This GHG guidance provides additional options for estimating
GHG emissions with MOVES that are not acceptable for regulatory purposes. The latest
version of this guidance document is available at https://www.epa.gov/state-and-local-
transportation/estimating-road-greenhouse-gas-emissions.
EPA's MOVES website, https://www.epa.gov/moves. includes guidance and documentation
about the MOVES model, including information about the latest version, instructions for
downloading MOVES, training materials and notices of upcoming MOVES training, and
instructions for subscribing to EPA's MOVES email announcements. The latest training
materials are available at: https://www.epa.gov/moves/moves-training-sessions. This page
includes a ZIP file that contains presentations as well as example files so that the training can be
self-guided.
Information on the use of MOVES in SIPs and regional conformity analyses (including this
guidance as well as the Policy Guidance mentioned above) may also be found at
https://www.epa.gov/state-and-local-transportation/policv-and-technical-guidance-state-and-
local-transportation#emission.
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1.7 Does this guidance create new requirements?
No. The discussion in this document is intended solely as guidance. The statutory provisions
and EPA regulations described in this document contain legally binding requirements. This
document is not a regulation itself, nor does it change or substitute for statutory provisions and
regulations. Thus, it does not impose legally binding requirements on EPA, the DOT, states, or
the regulated community. EPA retains the discretion to consider and adopt approaches on a
case-by-case basis that may differ from this guidance, but still comply with the statute and
regulations. Any decisions regarding a particular SIP or conformity determination will be made
based on the statute and regulations. This guidance may be revised periodically without an
opportunity for public comment.
1.8 Who do I contact for additional information ?
General questions about this guidance should be sent to mobile@EPA.gov. Questions about the
application of this guidance to specific SIPs or regional conformity analyses should be addressed
to the EPA Regional Office SIP or transportation conformity contact. Regional contacts for
transportation conformity can be found at EPA's website listing them:
https://www.epa.gov/state-and-local-transportation/epa-regional-contacts-regarding-state-and-
local-transportation. In addition, a list of the EPA Regional mobile source contacts can be found
at https://www.epa.gov/transportation-air-pollution-and-climate-change/office-transportation-
and-air-qualitv-contacts in Section 16.2, last page.
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Section 2. Planning an Emissions Analysis for Onroad Vehicles
MOVES is a flexible model using an array of input and output options, allowing more than one
way to use MOVES to develop emissions estimates. This section covers approaches to
developing onroad inventories for SIP and regional conformity analysis purposes using MOVES.
These approaches affect the number of runs that will be needed and the degree to which
additional data calculations or post-processing of the MOVES output will be necessary after the
runs. The interagency consultation process should be used to determine which options will best
meet the needs of the area or region. This section addresses how to make that determination
when planning MOVES runs. This section covers the following topics:
The types of inventories that users may need to create;
The types of data that will be needed to run MOVES;
Options for calculating an inventory within or outside of MOVES;
Options for modeling a county, a partial county, and more than one county; and
A summary of planning approaches for a SIP inventory or regional conformity analysis.
2.1 For what purposes are onroad emission inventories created?
State and local air quality and transportation agencies estimate onroad vehicle emissions for a
variety of different regulatory purposes. As described in more detail in the Emissions Inventory
Guidance for Implementation of Ozone and Particulate Matter NAAQS and Regional Haze
Regulations (EPA-454-B-17-002),15 planning inventories for nonattainment areas are required
for reasonable further progress, attainment, and maintenance SIPs. The attainment projected
inventory for the nonattainment area may serve as the basis for the SIP motor vehicle emissions
budgets, which are used in regional conformity analyses. Emission estimates are also created
specifically for air quality modeling for attainment demonstrations, as described in the Modeling
Guidance for Demonstrating Air Quality Goals for Ozone, PM2.5 and Regional Haze (EPA 454-
R-18-009).16 Onroad emissions are calculated as part of the regional conformity analysis for
metropolitan transportation plan and transportation improvement program (TIP) conformity
determinations as well as the regional conformity analysis associated with projects in isolated
rural nonattainment and maintenance areas. Users may create emission inventories for more
general planning purposes, such as comparison of different emission scenarios prior to
development of a SIP. EPA recommends using as much local information as possible when
preparing inventories for SIPs and regional conformity analyses. However, EPA recognizes that
state and local agencies sometimes use different methods and different levels of detail in creating
inventories depending on the intended purpose.
To provide the necessary inputs for air quality modeling, emission inventories created for
attainment demonstrations may need to be based on meteorology and activity for a specific
nonattainment episode or for a large number of specific days covering all or part of a season or
15 Available at: https://www.epa.gov/air-emissions-inventories/air-emissions-inventorv-guidance-implementation-
ozone-and-particulate.
16 Available at: https://www.epa.gov/scram/state-implementation-plan-sip-attainment-demonstration-
guidance#8ozone.
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year to be modeled in the attainment demonstration. For the development of the SIP's motor
vehicle emissions budgets and regional conformity analyses, an emission inventory based on
typical seasonal day (e.g., ozone season day for ozone precursors or average-season-day for the
24-hour PM2.5 standard) or annual inventory (e.g., annual or 24-hour PM2.5 standard) would be
sufficient. Users should consult with their EPA Regional Office if questions arise.
2.2 What data are required to run MOVES?
MOVES needs certain information regarding the time and place being modeled to calculate
emissions, including information about vehicle miles traveled (VMT) by vehicle type, the
number of each type of vehicle in the fleet (that is, the population of vehicles), vehicle age
distributions, fuel information, meteorological data, etc. Section 4 of this guidance describes the
information that is needed to run MOVES and how users can enter it.
For most inputs, users need to provide local data, but there are some inputs where relying on
MOVES defaults is acceptable or recommended. As with any model, the quality of the inputs
affects the quality of the model's results. Including specific information about a particular
county or set of counties helps to ensure that the emissions estimates from MOVES will be as
accurate as possible. For some of the inputs, the data in the default MOVES database will not be
the most current or best available for a specific county. However, there are some instances
where the use of default data is recommended, and some instances where default information can
be used without affecting the quality of the results. Section 4 discusses the data fields for which
it would be acceptable or recommended to use default data.
2.3 What options do users have for calculating an inventory within or outside
of MOVES?
For a County Scale analysis, MOVES offers two options for calculation type:
In Inventory mode, users input local activity data (e.g., VMT and vehicle population) into
MOVES and the model calculates the inventory. Output is total emissions in units of
mass.
In Emission Rates mode, MOVES produces emission rates and users calculate the
inventory by multiplying these rates by the appropriate local activity data (e.g., VMT and
vehicle population). Note that VMT and vehicle population data are still needed as
inputs for an Emission Rates MOVES run. The Emission Rates mode produces look-up
tables of emission rates. Output examples include emissions per unit of distance for
running emissions, per profile for evaporative processes, or per vehicle for starts and
hotelling emissions. Users should take care to ensure that the proper measure of activity
is used for each emission process.
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Users may select either the Inventory or Emission Rates mode to develop emissions estimates for
SIPs and regional conformity analyses.17 Differences in inputs for Inventory versus Emission
Rate calculations are noted in Section 4. Using the Inventory mode may be preferable when the
user wants to minimize necessary post-processing steps, thus avoiding inadvertent errors during
post-processing. The Emission Rates mode may be preferable when the user wants to apply
emission rates to multiple geographic locations. If the Emission Rates mode is selected, users
will need to calculate emissions inventories outside of the MOVES model.
In general, EPA recommends that the same mode be used in any analysis that compares two or
more cases (e.g., the base year and attainment year in a SIP analysis or the SIP motor vehicle
emissions budget and the regional conformity analysis). The interagency consultation process
should be used to agree upon a common approach for emission estimates that are made for SIP
or conformity purposes. If different modes are used for the SIP budget and the regional
conformity analysis for practical reasons, the interagency consultation process should be used to
determine how to address (and minimize) any differences in results and the documentation of the
regional conformity analyses should include the reason(s) for this choice. The methods used to
develop inventories should be fully documented in the SIP submission and conformity
determination documentation; for more information about documenting MOVES runs, see
Section 2.6.
2.4 What are the options for creating inventories for areas made up of multiple
counties?
There is more than one approach for creating an onroad emission inventory for an area made up
of more than one county, such as a metropolitan area. For example:
Each county could be modeled individually, using either the Inventory or Emission Rates
mode, depending on the user's preference. A partial county can also be modeled with
MOVES at the County Scale, using either Inventory or Emission Rates. In this case, the
inputs would reflect the partial county rather than the entire county.
A second option would be to model one county as a representative county with the
Emission Rates mode to generate emission rates at various temperatures. These emission
rates could then be applied to a larger area, if the age distribution, fuel used, and the I/M
program in the larger area is the same as that modeled for the representative county.
More detail about this approach is found in Sections 3.3.5 and 4.2.2.
Table 2-1 summarizes the combinations of calculation type and geographic area definition that
users can employ for creating emissions inventories using the County Scale. Any of the
combinations will produce accurate results when executed correctly. The number of counties
included in the area to be modeled and whether results for each individual county are needed are
key considerations in choosing an approach.
17 Section 3.2.3 includes a discussion of the equivalency of the Inventory and Emission Rates modes in calculating
emissions.
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Table 2-1. Summary of Modeling Approaches Using the County Scale
Geographic
Area
Approach
Advantages
Considerations
One county
(or partial
county)
Use Inventory
Shorter run time and smaller
output files
Use Emission Rates
Rates can be applied to detailed
activity data from travel demand
models if desired
Can be used as inputs for
emissions processing for air
quality modeling
Longer run time, larger output files
Running, start, evaporative, and hotelling rates
must be post-processed to create an inventory
Multi-county
area
Use Inventory to model each
county separately
Produces results for each county
without needing to post-process
Able to model counties with
different vehicle characterization
(age distribution, fuels data, I/M)
and/or different temperatures
An individual run is needed for each county,
so this strategy is more feasible if the number
of counties is small
Post-processing may still be needed to adjust
results if the boundaries of the analysis (e.g., a
nonattainment or maintenance area) contain
partial counties
Use Emission Rates to model
a representative county (or
counties), and create
inventories from rates with
activity data for each county
Only one run per representative
county is necessary
Rates can be applied on a link
basis if desired
Able to model an area when
vehicle characterization (age
distribution, fuels data, I/M) are
uniform in the area, but
temperatures vary widely
Emission rates from the representative county
can be used for other counties only if they
have the same age distribution, fuels and I/M
program as the representative county (i.e., a
separate run is needed for each combination of
age distribution, fuel type and I/M program
present in the area). See Section 4 for more
information about these inputs.
Running, start, evaporative, hotelling, and off-
network idle rates must be post-processed to
create an inventory. Section 4 provides
additional information.
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2.5 How do states that have adopted California's emissions standards,
consistent with CAA section 177, use MOVES4 to model them?
Where EPA has granted a waiver for a California emissions regulation, other states can adopt the
California regulation if such states meet the criteria in CAA section 177. In these states,
MOVES can be used to estimate emission reductions from an adopted California regulation
where EPA has granted California a CAA Section 209 waiver, including:
California's Light-Duty Vehicle (LDV) Low Emission Vehicle (LEV) Program,
including the LEV III Regulation: In states that have adopted this California regulation,
modelers would create an input database that has start and running emission rates that
reflect their adoption of the applicable California LEV regulation(s) (e.g., LEV II, LEV
III, etc).18 Modelers can find the "Build LEV Database" tool under the "Tools" menu
within MOVES, which includes detailed instructions for use. After creating the input
database(s) with this tool, modelers can include these databases in the RunSpec through
the "Input Data Sets" section of the Advanced Features Panel, which is covered in
Section 3.11 of this guidance.
California's LDV Zero Emission Vehicle (ZEV) Sales Mandate Program, including those
in Advanced Clean Car I (ACC I): California's ACC I standards include a ZEV sales
mandate regulation that requires increasing ZEV sales percentages until the year 2025.19
In states that have adopted CA's ZEV sales mandate, modelers would change the fraction
of vehicles that are electric within the Alternate Vehicle Fuel and Technology (AVFT)
Table, which is one of four tables in the Fuels input within the County Data Manager.
See Section 4.8.3 for additional details about the AVFT Table.
California's Heavy-Duty (HP) Advanced Clean Truck (ACT) Regulation: This
regulation requires that a certain percentage of heavy-duty vehicles meet zero-emission
standards.20 In states that have adopted this California regulation, modelers would
change the fraction of trucks that are zero emission (electric or fuel cell) vehicles within
the AVFT Table, which is one of four tables in the Fuels input within the County Data
Manager. See Section 4.8.3 for additional details about the AVFT Table.
The most current information on the implementation of regulations should be used in SIP
inventory and regional conformity analyses.
18 A description of California's LEV program as well as the CAA Section 209 waiver for the LEV III regulation is at
78 FR 2211 (January 9, 2013).
19 A description of California's ZEV sales mandate regulations, including those contained in the ACC I regulation, is
at the CAA Section 209 waiver at 78 FR 2211 (January 9, 2013). EPA recently reinstated the ZEV sales mandate
regulation waiver (as part of the initial ACC I waiver) by action taken on March 14, 2022 (see 87 FR 14332).
20 A description of California's HD ACT regulation is at the CAA Section 209 waiver at 88 FR 2088 (April 6,
2023).
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2.6 What aspects of a MOVES run need to be documented?
When a MOVES run is conducted for SIP or transportation conformity purposes, documentation
is important to facilitate review by interagency consultation parties as well as members of the
public. As indicated below, there are legal requirements for interagency consultation and public
review on SIPs and transportation conformity determinations:
Interagency consultation. The transportation conformity regulation requires interagency
consultation on the development of certain SIPs, transportation plans, transportation
improvement programs, and associated conformity determinations (40 CFR 93.105(b)(1)). The
regulation also requires consultation procedures to include a process for circulation or providing
access to draft documents, and a process for responding to significant comments from involved
agencies (40 CFR 93.105(b)(2)(iii) and (v)). In addition, interagency consultation procedures
must also include processes for evaluating and choosing a model (or models) and associated
methods and assumptions to be used in hot-spot analyses and regional emissions analyses (40
CFR 93.105(c)(l)(i)).
Public review. The CAA ensures that there are opportunities for public comment during the
review and approval process for each SIP. Specifically, CAA section 110(1) requires that SIPs
submitted to EPA be adopted by states after reasonable notice and public hearing. EPA
regulations require that states must provide notice, provide the opportunity to submit written
comments and allow the public the opportunity to request a public hearing (40 CFR 51.102).
The transportation conformity regulation also requires that "[ajffected agencies making
conformity determinations on transportation plans, programs, and projects shall establish a
proactive public involvement process which provides opportunity for public review and
comment by, at a minimum, providing reasonable public access to technical and policy
information considered by the agency at the beginning of the public comment period..(40
CFR 93.105(e)).
To meet these statutory and regulatory requirements for interagency and public review, MOVES
runs need to be fully documented. Complete documentation of a MOVES run not only provides
transparency to the other agencies reviewing the analysis as well as the public, but it also serves
as a reference for future MOVES runs.
Therefore, documentation in general should be detailed sufficiently to allow a full discussion and
review of modeling, associated methods, and assumptions within interagency consultation, to
meet the requirements in the transportation conformity regulation noted above. When draft SIPs
and conformity determinations that include MOVES results are circulated either for interagency
consultation or made available for public review, agencies should include the following items in
their documentation:
For each county and calendar year modeled:
o RunSpec file (covered in Section 3)
o Input database (described in Section 4)
o Output database (see Sections 3.8 and 3.9 for additional discussion)
o AVFT Tool input table and results (see Section 4.8.3)
A description of the data and analysis used to populate the input database.
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Any other methods and assumptions, including methods and files used to post-process
output.
Describing data and analyses used to populate the input database in a narrative is good practice
that supports the requirements noted at the beginning of this section, including ensuring that
interagency consultation processes can evaluate and choose models, associated methods, and
assumptions, and that the public has access to technical and policy information considered.
Documentation should include a narrative description of the sources of data used in developing
the input database; references and initial data used can also be included if it makes sense to do
so. The narrative should also include a description of how source data were processed into
MOVES input data. For example, if data were mapped, averaged, or otherwise processed, the
narrative should explain what steps were taken and documentation should include any scripts,
spreadsheets, or other analysis tools used. Sources of vehicle fleet and activity data are
important to include. For meteorological inputs, documentation should include the
meteorological data station that is used as the source of temperature and humidity inputs, as well
as the time period of those data. Section 2.7 of Performance Standard Modeling for New and
Existing Vehicle Inspection and Maintenance (I/M) Programs Using MOVES Mobile Source
Emissions Model also provides recommendations for appropriate documentation of a MOVES
run that includes I/M.21
21 Performance Standard Modeling for New and Existing Vehicle Inspection and Maintenance (I/M) Programs
Using the MOVES Mobile Source Emissions Model, EPA-420-B-22-034, October 2022. This guidance can be found
on EPA's website at: https://www.epa.gov/state-and-local-transportation/vehicle-emissions-inspection-and-
maintenance-im-policv-and-technical.
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Section 3. Creating an Onroad Run Specification File
3.1 How is a Run Specification (RunSpec) created?
Users establish a RunSpec file to define the place and time period of the analysis as well as the
vehicle types, road types, fuel types, and the emission-producing processes and pollutants that
will be included in the analysis. The RunSpec is a computer file in XML format that can be
edited and executed directly, or that can be accessed, changed, and run through the MOVES
GUI.
The Navigation Panel in the MOVES GUI is used to access a series of other panels and tabs that
specify the RunSpec file. The following subsections describe each set of input options needed to
create the RunSpec, as defined in the Navigation Panel. When estimating emissions for a SIP or
regional conformity analysis, the user would progress through the Navigation Panel and make
the appropriate selections or data as follows:
Description
Scale and Calculation Type (Inventory or Emission Rates)
Time Spans
Geographic Bounds
Onroad Vehicles
Road Type
Pollutants and Processes
General Output
Output Emissions Detail
Create Input Database
Advanced Features
Each panel is described below. Note that selections made in some panels affect available options
in other panels. The panels should be filled out in the order they appear in the Navigation Panel.
Panels marked with a double yellow tilde can be viewed and assessed for completeness;
panels marked with a red "x" are required and not yet complete. When a modeler completes a
panel, the GUI will display a green check mark. MOVES can be run when all items on the
Navigation Panel show either a green check or a double yellow tilde.
Tip: Complete the RunSpec in the order the panels appear so
that all RunSpec selections are made before creating the input
database.
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3.1.1 Description
The Description Panel allows the user to enter a description of the RunSpec.22 Entering a
complete description of the RunSpec will help users keep track of their MOVES runs. The
description may also be helpful in documenting the run for external reviewers of a SIP or
conformity analysis.
3.2 Scale and Calculation Type
Selecting Scale on the Navigation Panel in MOVES brings up the Model, Domain/Scale, and
Calculation Type Panel. MOVES allows users to choose either onroad or nonroad emissions.
MOVES provides users with the ability to conduct analyses at three scales: Default, County, and
Project. MOVES also provides two options for calculation type: Inventory or Emission Rates.
Users are free to use either the Inventory or Emission Rates mode depending on their preference.
This guidance provides additional detail where necessary to emphasize differences between these
two options.
3.2.1 Model
MOVES includes the capability of estimating emissions of nonroad equipment and engines.
Within MOVES, the onroad and nonroad capabilities exist as separate modules, and users must
select one or the other. Use of MOVES for nonroad emission inventories is covered in Section 5
of this document.
3.2.2 Domain/Scale
Each option in MOVES has its own intended purpose and the amount of data that the user must
supply varies depending on the selection:
Default Inputs can be used to estimate emissions for the entire country, a group of states,
an individual state, a group of counties, or an individual county. With this option,
MOVES uses a default national database of inputs, based on a mix of national data,
allocation factors, and some pre-loaded local data, to estimate emissions at the state and
county level. EPA cannot certify that the default data in the national database is the most
current or best available information for any specific county. Because of this, users
should not use the Default Inputs option when developing emission estimates for
SIPs or regional conformity analyses.
County Scale requires the user to enter data to characterize local meteorology, fleet, and
activity information through the County Data Manager (CDM). The CDM facilitates the
input of local data and allows the user to review county data included in the MOVES
default database. The County Scale is the only scale appropriate for developing
emission estimates for SIPs or regional conformity analyses. Detailed guidance on
specific inputs for the CDM, including the use of default inputs, is given in Section 4 of
this guidance.
22 Restrictions on number and type of characters allowed in previous versions of MOVES were removed as of
MOVES3.
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Project Scale allows the user to perform micro-scale analyses of emissions on individual
roadway links or locations where emissions from vehicle starts or extended idling activity
occur. The Project Scale is not intended for use in SIPs or regional conformity analyses.
Guidance on the use of the Project Scale in MOVES for quantitative hot-spot analysis in
CO, PM2.5 and PM10 nonattainment and maintenance areas is described in separate
guidance documents (see Section 1.6 for references).
3.2.3 Calculation Type
The Scale Panel also requires that the user select a calculation type of either Inventory or
Emission Rates. If Inventory is selected, MOVES provides emission estimates as mass, using
VMT and vehicle population entered by the user. If Emission Rates is selected, MOVES
provides emission rates as mass per unit of activity. The Emission Rates mode produces tables
of emission rates that must be post-processed to produce an inventory. The selection of
calculation type is required early in the RunSpec construction process because this choice affects
the available options in later panels. When Emission Rates is selected, users must also include a
"MOVES Scenario ID" of 40 characters or less, which will appear in the output database. If
multiple runs are needed to produce all the emission rates needed for a particular scenario, the
same scenario ID can be used for each run.
Users may choose either the Inventory or Emission Rates mode depending on their preference.
As discussed in Section 2 of this document, each mode has advantages and considerations, and
users will need to decide which approach is more appropriate for the type of analysis they are
conducting. Both modes use the same underlying emission data and will produce the same
results if the user calculates an inventory using Emission Rates in the same way that MOVES
does this internally with Inventory mode. Table 2-1 provides a summary of modeling
approaches.
As noted in Section 2.3, the Emission Rates mode is more complex than the Inventory mode.
Successful application of this mode requires careful planning and a clear understanding of the
rates calculations in MOVES. Large differences in results between the Inventory and Emission
Rates modes usually indicate a mistake in post-processing of the emission rates using the
Emission Rates mode. The most common mistakes when using the Emission Rates mode are:
not including all pollutant processes, and
multiplying emission rates by the wrong activity.
To correctly compile an emission inventory using rates, running rates must be multiplied by
VMT, while per-vehicle emission rates from processes that occur when the vehicle is parked
(such as start, evaporative, and extended idling emission rates) must be multiplied by the total
population of vehicles in the area. Off-network idling rates must be multiplied by the number of
hours of off-network idling activity. Note that there are alternative rates for some of the
processes that occur when the vehicle is parked, and these can be used with alternative measures
of activity:
Start emission inventories can be calculated either by multiplying the rate per vehicle by
the total population of vehicles in the area, or by multiplying the rate per start by the total
number of starts;
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Hotelling emissions can be calculated by multiplying the rate per vehicle by the total
population of long-haul combination trucks in the area or by multiplying the rate per hour
by the hours of hotelling activity.23
Even when done correctly, minor differences in post-processing methods can create small
differences in results. EPA recommends that the same mode be used in any analysis that
compares two or more cases (e.g., the base year and attainment year in a SIP analysis or the SIP
motor vehicle emissions budget and the regional conformity analysis). The interagency
consultation process should be used to agree upon a common approach. If different modes are
used for the SIP budget and the regional conformity analysis for practical reasons, the
interagency consultation process should be used to determine how to address (and minimize) any
differences in results. The methods used to develop inventories should be fully documented in
the SIP submission and conformity determinations.
EPA has developed tools to automate the use of the Emission Rates mode to create inputs for
EPA's Sparse Matrix Operator Kernel Emissions (SMOKE) model for SIP development
purposes. These tools simplify the process of post-processing MOVES output for air quality
modeling in SIPs and are described on the Community Modeling and Analysis System website,
https ://www. cmascenter. org/ smoke/.
3.3 Time Spans
The Time Spans Panel includes four sectionsone each to select specific Years, Months, Days,
and Hours. Guidance for each of these inputs is described separately in this section.24
3.3.1 Calendar Year of Evaluation
MOVES can model calendar years 1990 and 1999 through 2060. Note that the County Scale in
MOVES allows only a single calendar year in a RunSpec. Users who want to model multiple
analysis years will need to create multiple RunSpecs, with local data specific to each analysis
year, and run MOVES multiple times.
3.3.2 Month of Evaluation
MOVES allows users to calculate emissions for any month of the year. A single RunSpec may
produce emissions for multiple months. Users should choose the appropriate months for the
pollutant being analyzed, e.g., months representing the ozone season for NOx and HC, the PM2.5
season or episode for the 24-hour PM2.5 standard, or the winter CO season. To develop an
annual inventory, all months should be selected.
In cases where the user intends to model multiple months within a single year, the user should be
aware of how MOVES treats the input data. Fuel Supply, Hotelling, Off-Network Idle,
23 More information about creating complete inventories using the Emission Rates calculation type can be found in
the presentations used in EPA's MOVES Hands-On Training Course, available for download at:
https://www.epa.gOv/moves/moves-training-sessions#training.
24 Note, prior to MOVES3, MOVES included an option on this panel to pre-aggregate inputs over day, month, or
year time spans. It has been moved to the Advanced Features Panel. This feature reduces model precision and
cannot be used for regulatory purposes.
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Meteorology, Starts, and VMT inputs can vary by month in a single RunSpec, because month is
identified in the data tables used for these inputs. However, other inputs in the CDM (described
in Section 4 of this document) cannot be varied by month. Therefore, if the user has, for
example, Average Speed Distribution data that vary by month, the user would have to execute
multiple RunSpecs to use each data set with the corresponding month.
3.3.3 Type of Day of Evaluation
Weekdays and weekend days can be modeled separately in MOVES. MOVES provides the
option of supplying different speed and VMT information for weekdays and weekend days to
allow the calculation of separate emissions estimates by type of day. The inputs in the CDM
where MOVES can differentiate between weekdays and weekend days are:
Average Speed Distribution,
Day VMT Fraction,
Hour VMT Fraction,
Hotelling,
Off-Network Idle, and
Starts.
Section 4 covers each input in detail. When modeling emissions for a single day (e.g., an ozone
season day for an ozone SIP or average-season-day for a 24-hour PM2.5 SIP), the user should
select Weekday in the Time Span Panel and use weekday data. Additionally, weekday data
should be used for any inventory that represents an ozone season day, whether in summer or
winter.
When modeling emissions for a longer time period, e.g., for a multi-day period or an annual
inventory, both weekday and weekend day should be checked in the Time Span Panel, and both
weekday and weekend day data should be included for the CDM inputs where they can differ
(listed above). However, if these inputs are available for only one type of day, users should use
the same information for both day-types. Doing so will make using MOVES' built-in post
aggregation tools easier. These tools are covered in Section 3.9 of this document, which covers
the Output Emission Detail Panel. If only one day-type is selected and Month or Year is selected
in this panel, MOVES will provide an incomplete result. The emissions for the month or year
will be the total emissions from only one day-type (e.g., weekdays) in that month or year and
emissions from the other day-type (e.g., weekend-days) will be missing.
iless emissions are needed for only one day, select both
day typ es.
For the Day VMT Fraction, users can generate the appropriate mix of VMT on each type of day
with the EPA-provided AADVMT Converter for MOVES4 (described in Section 4.5 of this
document). If only one type of day is selected, the calculator will appropriately adjust the day
fraction to account for VMT for a single weekday or weekend day.
The Hour VMT Fraction can also differ by type of day and users can supply this information if
available; however, if information is only available for a single type of day, either the default
value or the user-supplied value for the single day can be used for the other type of day.
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3.3.4 Hour of Evaluation
To estimate emissions for a day, month, or year properly, the user must select all 24 hours. Also,
selection of all 24 hours is required by MOVES to evaluate non-running evaporative
hydrocarbon emissions because they depend on the daily temperature variance.
3.3.5 Time Span Panel Selections: Emission Rates Mode
When the Emission Rates mode is selected, users may choose to approach the selection of
options in the Time Spans Panel differently than when running MOVES in Inventory mode.
This works because the variation in activity over time is handled during post-processing. For
example, when modeling running emission rates, instead of entering a diurnal temperature
profile for 24 hours, users can enter a range of 24 temperatures in increments that represent the
temperatures over a period of time. By selecting more than one month and using a different set
of incremental temperatures for each month, users could create a table of running emission rates
by all the possible temperatures over an entire season or year.
Additionally, users can create tables for start, hotelling, and evaporative emissions that could be
used for an entire season or year by selecting more than one month and entering a different
diurnal temperature range or profile for each month.
Users should consult Section 4.2.2 for additional guidance on developing rate lookup tables.25
3.4 Geographic Bounds
In County scale, the Geographic Bounds Panel is used to specify the county to be modeled.
Selecting a county determines what default MOVES database inputs are available for the run.
Section 4 describes the use of default information vs. local information for SIP and regional
conformity analyses.
Only one county can be modeled per run in County Scale.26 See Table 2-1 for a summary of
modeling approaches for modeling multiple counties.
3.5 Onroad Vehicles
The Onroad Vehicles Panel is used to specify the vehicle types that are included in the MOVES
run. MOVES describes vehicles by a combination of vehicle type, known as source use type in
the model, and the fuel that the vehicle can use.
MOVES allows the user to select from among 13 source use types (e.g., passenger car, passenger
truck, light commercial truck, etc.). For more information about source types, see Sections 4.3
and 4.5 of this document.
25 See EPA's MOVES Hands-On Training Course (specifically, the module about emission rates) for additional
information, available for download at: https://www.epa.gOv/moves/moves-training-sessions#training.
26 Prior to M0VES3, MOVES included an option to model a "Custom Domain," which allowed users to model an
area larger than a single county, provided that many of the county-level inputs were identical between different
zones in the analysis area. This option is no longer available.
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For each source type selected, MOVES automatically selects all the appropriate fuel types for
that source type: gasoline, diesel, compressed natural gas (CNG), ethanol (E-85), and electricity.
All valid combinations of source type and fuel type are then listed in the panel and those listed
will be included in the run. Some combinations of source type and fuel type are not included in
the MOVES database, such as diesel motorcycles.
dude all vehicle types for a complete onroad emissions
inventory.
For SIP and regional conformity analyses, users should select all vehicle types present in the area
of analysis to properly estimate an emissions inventory. Deleting any source type/fuel type
combination from the list will remove all entries for that source type, which will lead to
erroneous calculation of the total emissions inventory for a county. Changes in source types and
fuel type combinations to reflect local conditions, e.g., a fuel type that is not used in the modeled
area, cannot be addressed on this panel, but instead would be handled in the Fuel Tab in the
CDM as described in Section 4.8 of this document. For example:
If there is no E-85 sold locally, users would address this in the Fuel Tab using the Fuel
Usage Fraction input.
If the local transit bus or refuse truck fleet uses just one type of fuel instead of a
combination of CNG, diesel, and gasoline, users would address this in the Fuel Tab using
the AVFT input.
See Section 4.8 for more information about the Fuel Tab and its inputs.
Detailed information describing the local vehicle fleet and its activity can be entered in the
CDM. See Section 4 of this document for more information.
3.6 Road Type
The Road Type Panel is used to select the types of roads that are included in the run. MOVES
defines five different Road Types:
Off-Network (road type 1) - all locations where the predominant activity is vehicle starts,
parking and idling (parking lots, truck stops, rest areas, freight or bus terminals)
Rural Restricted Access (2) - rural highways that can only be accessed by an on-ramp
Rural Unrestricted Access (3) - all other rural roads (arterials, connectors, and local
streets)
Urban Restricted Access (4) - urban highways that can only be accessed by an on-ramp
Urban Unrestricted Access (5) - all other urban roads (arterials, connectors, and local
streets)
MOVES uses Road Type to assign default drive cycles to activity on road types 2, 3, 4, and 5.
For example, for unrestricted access road types, MOVES uses drive cycles that assume stop and
go driving, including multiple accelerations, decelerations, and short periods of idling. For
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restricted access road types, MOVES uses drive cycles that include a higher fraction of cruise
activity with less time spent accelerating or idling, although ramp activity is also included.27
Selection of road types in the Road Type Panel also determines the road types that will be
included in the MOVES run results. Different characteristics of local activity by road type are
entered in the CDM using the Average Speed Distribution and Road Type Distribution Importers
as described in Sections 4.6 and 4.7 below.
All SIP and regional conformity analyses must include all road types. Limiting road types will
lead to an incomplete emissions estimate. In the case where a county has no roads of a particular
road type, all road types should still be selected in this panel; in the County Data Manager in the
Road Type Distribution input, the modeler should provide a value of zero VMT for the road
type(s) that is not present. (This input is covered in further detail in Section 4.7.)
3.7 Pollutants and Processes
In MOVES, "pollutant" refers to pollutants or pollutant precursors, such as CO or NOx, while
"process" refers to the mechanism by which emissions are created, such as running exhaust or
start exhaust. Processes in MOVES are mutually exclusive types of emissions and users must
select all processes associated with a particular pollutant to account for all emissions of that
pollutant. For example, there are 12 separate pollutant processes in MOVES for hydrocarbon
emissions. In most cases, all 12 of these processes must be selected to properly account for all
hydrocarbon emissions from motor vehicles.28
In Inventory mode, the total emissions for a particular pollutant are the sum of the emissions for
all pollutant processes that apply to the pollutant. In Emission Rates mode, the total emissions
for a particular pollutant are the sum of the product of emission rates and the appropriate activity
measure (e.g., VMT or vehicle population) for each vehicle type for all pollutant processes that
apply to that pollutant and vehicle type.
For many pollutants, the emissions calculation in MOVES is based on prior calculation of
another pollutant. In such cases, users must select all of the base pollutants that determine a
particular dependent pollutant. For example, when selecting Primary Exhaust PM2.5, the
prerequisites Elemental Carbon and Composite Non-ECPM (non-elemental carbon particulate
matter) must also be selected. MOVES will display error messages in the box on the Pollutants
27 Prior to MOVES3, MOVES included an option to separate emissions on restricted access roads between those
occuring on ramps and occuring on the roadway without ramps. This option is no longer available. For a discussion
on the drive cycles in MOVES, as well as information on how MOVES models ramp activity at County Scale, see
Section 9 of the technical report, Population and Activity of Onroad Vehicles inMOVES4 (EPA-420-R-23-005),
available at https://www.epa.gov/moves/moves-onroad-technical-reports.
28 States must account for all emission processes in the SIP. However, two of the 12 hydrocarbon emission
categories, refueling displacement vapor loss and refueling spillage loss, are sometimes included in the SIP as an
area source and left out of the onroad mobile source inventory and motor vehicle emissions budget. In that case, the
two refueling emission processes which are not included in the motor vehicle emission budget would not be
included in a regional conformity analysis. The interagency consultation process should be used to confirm that
there is consistency in the approach used to account for refueling emissions in the SIP and regional
conformity analysis.
27
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and Processes Panel until all necessary base pollutants are selected. Clicking the button "Select
Prerequisites" automatically selects all necessary pollutants and will clear the error messages.
When modeling particulate matter (PM2.5 or PM10), to include all particulate emissions from
onroad vehicles, users should select:
Primary Exhaust PM - Total,
Primary PM - Brakewear Particulate, and
Primary PM - Tirewear Particulate.29
Tip: It may be necessary to use ike bottom scroll bar to view all
of the process chokes.
Note that in addition to pollutants, MOVES can also estimate total energy consumption. If that
is of interest, modelers can select it on this panel.
3.7.1 Pollutants and Processes in Emission Rates Mode
For Emission Rates runs, MOVES produces separate output tables with rates that the user
multiplies by different activity types for different emission processes. To calculate a total
emissions inventory using the Emission Rates mode properly, users need to sum the products of
emission rates and activity for each vehicle type and applicable pollutant process, using the
applicable rate tables in the output database.
Following are the tables produced by an Emission Rates run and the processes included in each
table. The rates labeled "alternative" below represent alternative forms (units) of some of the
emissions reported in the Rate per Vehicle table, not additional emissions. Users should not
apply both the Rate per Vehicle and the alternative rates for an emissions process, to avoid
double-counting.
Rate per Distance Table - provides emission rates in terms of mass per distance (e.g.,
grams/mile); user multiplies these rates by total VMT by vehicle type:
o Running exhaust
o Crankcase running exhaust
o Brake wear (PM only)
o Tire wear (PM only)
o Evaporative permeation (HC only)
o Evaporative fuel vapor venting (HC only)
o Refueling displacement vapor loss (HC only)
o Refueling spillage loss (HC only)
Rate per Vehicle Table - provides emission rates in terms of mass per vehicle (e.g.,
grams/vehicle); user multiplies these rates by total vehicle population by vehicle type:
o Start exhaust
o Crankcase start exhaust
o Evaporative permeation (HC only)
29 Vehicles of all fuel types, including electricity, emit PM from brake and tire wear.
28
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o Evaporative fuel leaks (HC only)
o Refueling displacement vapor loss (HC only)30
o Refueling spillage loss (HC only)
o Exhaust extended idle emissions (long-haul combination trucks only)
o Crankcase exhaust extended idle emissions (long-haul combination trucks
only)
o Auxiliary power exhaust (long-haul combination trucks only)
Rate per Profile Table (HC only) - provides emission rates in terms of mass per
vehicle (e.g., grams/vehicle); user multiplies this rate by total vehicle population by
vehicle type:
o Evaporative fuel vapor venting (HC only)
Rate per Start (alternative to using Rate per Vehicle Table for start emissions) -
provides emission rates in terms of mass per start (e.g., grams/vehicle-start); user
multiplies these rates by the number of individual vehicle starts:
o Start exhaust
o Crankcase start exhaust
Rate per Hour (alternative to using Rate per Vehicle table for extended idle and
auxiliary power emissions) - provides emissions from hotelling activity in terms of
mass per hour (e.g., grams/hour); user multiplies these rates by the number of hours
of hotelling activity:
o Extended idle exhaust (long-haul combination trucks only)
o Extended idle crankcase exhaust (long-haul combination trucks only)
o Auxiliary Power Exhaust (long-haul combination trucks only)
3.8 General Output
The General Output Panel includes three sections: Output Database, Units, and Activity.
3.8.1 Output Database
Users can create databases and name them according to personal naming conventions, but EPA
recommends that users indicate that a database is an output database (such as using " out" at the
end of the output database name).31 Results from multiple RunSpecs can be stored in a single
output database, but generally there should be a reason to do so. For example, the same output
database could be used for RunSpecs where the user intends to compare results (e.g., RunSpecs
that are identical except that a different fuel formulation was used) or sum them (e.g., RunSpecs
for multiple counties that are part of the same nonattainment area). EPA recommends that users
30 Refueling displacement vapor loss and refueling spillage loss in MOVES are calculated based on fuel
consumption associated with both running and start activity. As a result, these emissions appear in both the Rate per
Distance table and the Rate per Vehicle table. Total refueling emissions are the sum of emissions calculated from
both tables.
31 Database names can include only letters, numbers, and underscores. No spaces or other characters are allowed.
29
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create a new output database for new or unrelated analyses.32 Users will also want to consider
total database size when deciding which RunSpecs should use the same output database.
3.8.2 Units
Users are free to choose any of the mass unit selection options, but should choose a unit whose
magnitude is appropriate for the parameters of the RunSpec so that interpretation and processing
of the output is easier. For example, selecting tons in the output for a run aggregated hourly may
produce emissions of zero if emissions are considerably less than one ton. When modeling
criteria pollutants and their precursors or mobile source air toxics, grams should be selected to
avoid these rounding losses.
3.8.3 Activity
MOVES allows the user to select multiple activity output options. These options are:
o
Distance Traveled,
o
Source Hours,
o
Hotelling Hours,
o
Source Hours Operating,
o
Source Hours Parked,
o
Population, and
o
Starts.
For Inventory calculations, activity output is not required, but can be useful to verify whether
activity was properly entered in MOVES. Therefore, it is good practice to select "Distance
Traveled" and "Population," so that the user can compare these outputs with the VMT and
population that the user included in the input database. Users providing vehicle start information
through the Starts Tab of the CDM should also select the Starts option. Likewise, users
providing hotelling information using the Hotelling Importer of the CDM should also select the
Hotelling Hours option. For Emission Rates runs, hotelling hours, population, and starts are
reported automatically.
3.9 Output Emission Detail
This panel allows the user to select the amount of detail that will be provided in the output, i.e.,
the level of disaggregation of the output. Selecting more detail can be useful as the user can later
aggregate these results so that the output can be analyzed in a variety of ways. However, too
much detail can lead to very large output tables and longer database query execution times and
lead to increased possibility of user errors when results need to be aggregated. Thus, users
should consider what output detail is needed and care should be taken ahead of time to determine
how the results will be post-processed.
Output Aggregation:
Time: Output at the Hour level is recommended for the time aggregation selection unless
the user is certain that emission results are not needed by time of day. As described in
32 Output databases created with MOVES4 are not compatible with output databases created with earlier versions of
MOVES.
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Section 3.3, if the user selected only a single type of day in the Time Spans Panel, then
selecting any time period longer than the Portion of the Week would not be appropriate,
and MOVES will display a warning message.
Geographic: The County Scale only allows one county to be modeled at a time, so
County should be selected.
For All/Vehicle Equipment Categories:
Model Year: In most cases, the user should not select Model Year, unless the user has
activity information by model year or has another specific reason to obtain emissions by
model year. Otherwise, EPA recommends not selecting Model Year because doing so
will increase the number of rows of output by a factor of 31.
Fuel Type: Detailing output by Fuel Type may be helpful if the AVFT will be used to
input activity by alternate fuel vehicles or if emissions by fuel type - e.g., gasoline, diesel,
electricity - are needed.
Emission Process: Users can select Emission Process to obtain output for each emissions
process selected on the Pollutants and Processes Panel; otherwise MOVES will aggregate
the results.
SCC: SCC is an abbreviation for Source Classification Code, a system that EPA uses to
classify different types of anthropogenic emission activities. The existing SCCs for
onroad vehicles are combinations of vehicle type and road type based on MOVES source
type and road type IDs. For most uses, EPA recommends selecting Source Use Type
and/or Road Type in the Onroad box rather than using the SCC output option.
Onroad:
Road Type: Users can select Road Type to differentiate emissions by restricted and
unrestricted roadways.
Source Use Type: Users can select Source Use Type to differentiate emissions by vehicle
type, e.g., to determine emissions from light- and heavy-duty vehicles.
Regulatory Class is a system EPA uses to classify vehicles for emission standards
purposes and is therefore not needed for SIP or regional conformity analyses.
3.9.1 Output Emission Detail When Using Emission Rates Mode
With Emission Rates mode, Emission Process and Road Type are automatically selected in the
Output Emission Detail Panel.
Users should also select Source Use Type when using the Emission Rates mode. If Source Use
Type is not selected, MOVES will calculate aggregate emission rates for all source types based
on the VMT and population by source type used as an input in the RunSpec (i.e., values entered
using the CDM). Thus, the output emission rates would only be valid for the specific mix of
VMT and population by source type input.
31
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EPA also recommends leaving model year and fuel type unchecked, unless the user has VMT
and population by model year or fuel type that could be applied to these more specific rates.
Producing these more detailed rates tables can provide flexibility, by allowing these rates to be
applied across large geographic areas that have different age, fuel type or VMT distributions.
However, smaller geographic areas may not have activity data in this level of detail, and users
may find that more aggregated rates are easier to use in producing an inventory.
Post-processing can be more refined when Road Type and Source Use Type detail are selected in
this panel, because MOVES will produce lookup tables of emission rates by source type and road
type. For running emissions, users then post-process these lookup tables outside of MOVES to
apply local VMT by source type, road type and speed bin to the gram per mile emission rates for
each speed bin (based on local distributions of speed). For start, hotelling, and evaporative
emissions, users would post-process the corresponding lookup tables outside of MOVES to
apply local source type population information to the gram per vehicle emission rates (or
alternative gram per start table for starts or gram per hour table for hotelling, as described in
Section 3.7.1).
Additional detail on the applicability of data entered in the CDM when using the Emission Rates
mode is provided in the individual parts of Section 4 of this document.
3.10 Create Input Database
This option becomes available after all the other Navigation Panel items have been completed
and have green checks. The user can open the CDM by clicking on the "Enter/Edit Data" button.
It is not necessary to create the database before opening the CDM.
Tip: Complete the RunSpec before creating an input database.
Once a database has been completely populated (see Section 4) and the CDM has been closed,
users should ensure that the correct database is selected on the Create Input Database Panel. If it
is not auto-populated, users may have to hit the Refresh button to make sure the database they
created appears in the drop-down list.
3.11 Advanced Features
The Advanced Features Panel is used to invoke features that are used for model diagnostics and
other special purposes. In general, the features on this panel are not appropriate for SIP and
transportation conformity use, except for states that have adopted California Low Emission
Vehicle (LEV) criteria pollutant standards and states in the Ozone Transport Commission (OTC)
that received early implementation of National Low Emitting Vehicle (NLEV) standards. In
these cases, the "Input Data Sets" feature on this panel should be used in conjunction with the
LEV/NLEV tools accessed through the Tools drop-down menu in the MOVES GUI.
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Specifically:
OTC states that did not adopt California LEV standards but were subject to the early
implementation of NLEV should use the "Build NLEV Input Database" tool.
OTC states that adopted California LEV standards prior to the 2001 model year should
use the "Build LEV Input Database" tool.
OTC states that were subject to the early implementation of NLEV and adopted
California LEV standards beginning with model year 2001-or-later should use both the
use the "Build NLEV Input Database" and the "Build LEV Input Database" tools.
All other states that adopted California LEV standards in any year should use the "Build
LEV Input Database" tool.
Detailed instructions on how to use both tools are available in the MOVES GUI: after opening
the tool via the Tools drop-down menu, click the "Open Instructions" button.
After creating the input database(s) with the appropriate tool, users should include these
databases in the RunSpec through the "Input Data Sets" section of the Advanced Features Panel.
Select the appropriate input database in the database drop-down menu (users may need to click
the Refresh button if the database does not appear in the list), and then click the Add button.
Refer to Section 2.5 for information about using MOVES to estimate California's vehicle
regulations.
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Section 4. Adding Local Onroad Data via the County Data
Manager
4.1 How do users enter information with the County Data Manager?
When running at County Scale, MOVES uses local information contained in a user-created input
database to supplement or override the data in the MOVES default database. The County Data
Manager (CDM) is a user interface developed to simplify importing specific local data for a
single county into an input database without requiring direct interaction with the underlying
database. This section guides users on each element of the CDM, noting differences between
Inventory and Emission Rates modes where applicable.
Before a user can input any locality specific data, a database must be created on the Database
Tab. EPA recommends that this database name end with " in" to indicate it is a user input
database.33 When the database is created, MOVES records the selections in the RunSpec at that
moment and uses this information to determine which database entries will be necessary to create
fully populated tables. Users should avoid making changes to the RunSpec after the input
database has been created, because this can create inconsistencies between the input database and
the rest of the RunSpec. Users can review the appropriate sections of the MOVES training for
more information on creating a RunSpec and an input database (see Section 1.6).
The CDM includes multiple tabs, each of which opens importers that are used to enter specific
local data into the user's input database:
Meteorology Data
Source Type Population
Age Distribution
Vehicle Type VMT
Average Speed Distribution
Road Type Distribution
Fuel
I/M Programs
Starts
Idle
Retrofit Data
Hotelling
Generic
Each of the importers allows the user to create an import template file with required data field
names and with some key fields populated. The user then edits this template to add specific local
data with a spreadsheet application or other tool and imports the data files into the user-created
input database. In some importers, there is also the option to export default data from the
MOVES database in order to review it. Once the user determines that the default data are
accurate and applicable to the analysis or determines that the default data need to be changed and
33 Note that only letters, numbers, and underscores can be used for database names.
34
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makes those changes, the user then imports that data into the user-created input database. Details
of the mechanics of using the data importers are provided in the MOVES training. Guidance for
the use of these importers for SIPs and regional conformity analyses is given below.
In Emission Rates runs, vehicle activity inputs affect the calculated emission rates, and
reasonable activity inputs are important even though activity data will be applied outside of
MOVES to calculate an inventory. Vehicle activity inputs are important because they are used
by MOVES to calculate the relative amounts of running activity and resting activity, which in
turn affect the rates for start, evaporative, and extended idle emissions processes. As a general
rule, users should input accurate activity estimates for the scenario being modeled regardless of
whether MOVES is being used in Inventory or Emission Rates mode.
Although there is currently no importer in the CDM to enter local specifications for a Stage II
program, this section of the document also includes guidance in Section 4.14 on entering local
information of Stage II refueling programs in MOVES.
The following table provides a summary of the SIP and conformity guidance in Section 4 for
each of the tabs in an input database. The summary is meant to provide an at-a-glance reminder
of whether local information is necessary for an input and is not a substitute for the detailed
information found subsequently in this section.
Table 4-1: Summary of MOVES Inputs
Input
Guidance:
Notes
Meteorology
Use local data
Default data is included for
each county but current local
data should be used.
Temperatures used for
regional conformity analyses
must be consistent with
those used to establish the
motor vehicle emissions
budgets in the SIP (40 CFR
93.122(a)(5)
Source Type Population
Use local data
Guidance includes options
for when population is not
available
Age Distribution
Use local data for most
Guidance includes options
source types;
when local data is not
Use MOVES national
available for a source type.
defaults for long-haul
trucks
Default data represents the
age distribution for the
nation as a whole
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Input
Guidance:
Notes
Vehicle Type VMT
Use local data
Default data is national and
apportioned to each county;
not appropriate to use
Average Speed
Distribution
Use local data
Guidance includes options
when local data is not
available for a source type
Road Type Distribution
Use local data
Guidance includes options
when local data is not
available for a source type
Fuels
Default data is included as
explained in the fuel supply
technical report34
Fuel Supply
Fuel Formulation
Use default data (and if
necessary, Fuel Wizard to
reflect RVP requirements)
Local data should be used
only if local fuel property
study available
Fuel Usage Fraction
Use local data if available
AVFT
Use local data if available
Vehicle registration data
would be a source of local
data. See guidance in
Section 4.8.3
Inspection and
Maintenance Programs
I/M programs: start with
default data and make
changes as appropriate
(If no I/M program, check
radio button.)
Default data is included as
explained in the
"adjustments" technical
report.35 In addition to the
guidance in Section 4.9, see
also EPA's Performance
Standard Modeling
Guidance36
Starts
Optional; only use if local
data are available
Hotelling
Optional; only use if local
data are available
Idle Data
Optional; only use if local
data are available and better
than the MOVES defaults
34 See Fuel Supply Defaults: Regional Fuels and the Fuel Wizard in M0VES4, found at
https://www.epa.gov/moves/moves-onroad-teclinical-reports.
35 See Emission Adjustments for Temperature, Humidity, Air Conditioning, and Inspection and Maintenance for
Onroad Vehicles in M0VES4, found at https://www.epa.gov/moves/moves-onroad-teclmical-reports.
36 Performance Standard Modeling for New and Existing Vehicle Inspection and Maintenance (I/M) Programs
Using MOVES Mobile Source Emissions Model, available at https ://www.cpa.gov/state-and-local-
transportation/vehicle-emissions-inspection-and-maintenance-im-policv-and-technical#reporting.
36
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4.2 Meteorology
Local temperature and humidity data are required inputs for SIP and regional conformity
analyses with MOVES. Ambient air temperature is a key factor in estimating emission rates for
onroad vehicles due to its substantial effects on many pollutant processes. For example, with
MOVES4, temperature affects NOx running exhaust.37 Relative humidity is also important for
estimating NOx emissions from motor vehicles. MOVES requires a temperature (in degrees
Fahrenheit) and relative humidity (0 to 100 percent) input for each hour selected in the RunSpec.
Therefore, MOVES requires a 24-hour temperature and humidity profile to model a full day of
emissions on an hourly basis.
The MOVES database includes default average monthly temperature and humidity data for every
county in the country, but EPA does not recommend these default data for SIPs or regional
conformity analyses. These default temperature and humidity data are based on average
temperatures for each county from the National Climatic Data Center for the period from 2001 to
2011. Instead, MOVES users should include local information. For example, detailed local
meteorological data are available from the National Centers for Environmental Information at
https://www.ncdc.noaa.gov.
Sources of temperature data and any methods used to adjust them to fit the requirements of
MOVES should be documented in any official SIP submission or conformity determination
documentation. Temperature assumptions used for regional conformity analyses must be
consistent with those used to establish the motor vehicle emissions budget in the SIP as required
in the transportation conformity rule at 40 CFR 93.122(a)(6).
4.2.1 Meteorology: Guidance for Inventory Mode
When modeling a county using the Inventory mode, a 24-hour temperature and humidity profile
should be defined for each month selected in the RunSpec. The choice of specific temperature
and humidity data will depend on the type of analysis being performed:
For air quality modeling of a specific exceedance episode (e.g., for SIP attainment
modeling), hourly meteorological data for the episode or for a longer period would be
necessary.
For more generic modeling of average summer or winter day ozone, PM2.5' or CO
conditions for SIP or regional conformity purposes, users should input average daily
temperature profiles during the months when exceedances typically occur (in
coordination with the EPA Regional Office):
o For ozone season analysis, users need to enter the local average temperature
profile for the period chosen to represent the area's ozone season (typically June,
July and August; or July, August, and September),
o For PM2.5 season or episodic analysis, users need to enter the local average
temperature profile for the chosen months.
37 Ibid.
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o For CO season analysis, users need to enter the local average temperature profile
for January, or for the three-month period that best represents the CO season
(typically December, January, and February).
For an annual analysis, users need to enter the local average temperature profile for all
months.
In the situation where a diurnal temperature profile is not available, or where an average
temperature profile is needed for month, local average temperature profiles can be based on
average minimum and maximum temperatures.
4.2.2 Meteorology: Guidance for Emission Rates Mode
If the Emission Rates calculation type is chosen, emission rates for all running processes that
vary by temperatures and humidities can be post-processed outside of MOVES to calculate
emissions for any mix of temperatures and humidities that can occur during a day. Users can
enter a range of 24 different temperatures and humidities for each hour of the day, to create an
emission rate table that varies by temperature/humidity combination for running emission
processes. This creates the potential to create a lookup table of emission rates by
temperature/humidity for the range that can occur over a longer period of time such as a month
or year from a single MOVES run. In one run, users may specify as many as 288 temperatures,
i.e., 24 temperatures for 12 months. When using this approach for running emissions
(RatePerDistance), the hour and month being modeled are merely placeholders for particular
temperatures. In other words, a temperature of 40 degrees for Hour 18 in January, for example,
will result in the same emission rate as a temperature of 40 degrees for Hour 6 in July (assuming
the model is run with identical fuels in both months).
Emission Rates mode may be used for certain SIP purposes in conjunction with modeled
meteorology data, for example from the Weather Research and Forecasting (WRF) model.38
More information on using such an approach for modeling for attainment demonstrations is
available in the SIP Air Quality Modeling Guidance referenced in Section 2.1. In addition, users
may post-process WRF data for use in calculating emission rates and then apply those emission
rates to calculate modeling inputs using the Sparse Matrix Operator Kernel Emissions
(SMOKE)-MOVES system. This tool is not required to be used. More information on SMOKE-
MOVES can be found in the latest SMOKE documentation, available on the SMOKE website.39
However, for emissions from any non-running processes that occur on the "off-network" road
type, including evaporative, start, and hotelling emissions, it is still necessary to define a
temperature profile for each hour of the day. Non-running off-network emissions depend on
both temperature and hour of day, and for evaporative vapor venting emissions, the temperature
in the previous hour.
38 Skamarock, W. C., J. B. Klemp, J. Dudhia, D. O. Gill, D. M. Barker, M. Duda, X.-Y. Huang, W. Wang, and J.G.
Powers, (2008), A Description of the Advanced Research WRF Version 3, (No. NCAR/TN-475+STR). University
Corporation for Atmospheric Research, doi: 10.5065/D68S4MVH. Available at:
https://dx.doi.org/10.5065/D68S4MVH.
39 Available at: https://www.cmascenter.org/smoke.
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It is possible to model both running emissions and non-running off-network emissions in one run
by defining temperature intervals for several months and defining diurnal temperature profiles
with the remaining months. For example, four months could be used to define temperature from
1 degree through 96 degrees in one-degree intervals to get running emission rates at each of
those temperatures, and the remaining eight months could be used to define diurnal temperature
profiles for eight representative days to get non-running emission rates. The resulting lookup
table can be post-processed into an inventory for both running emissions and non-running off-
network emissions. Note that "off-network idle" is considered a running process and is therefore
included in the running emission rates.
4.3 Source Type Population
Source type (vehicle type) population is used by MOVES to calculate start and evaporative
emissions.40 Start and evaporative emissions depend on both vehicle population and VMT, but
population is the more important contributor. Because vehicle population directly determines
start and evaporative emissions in MOVES, users must develop local data for this input.
MOVES categorizes vehicles into 13 source types, which are subsets of five Highway
Performance Monitoring System (HPMS)41 vehicle types, as shown in Table 4-2.
40 Alternatively, MOVES can calculate start emissions based on user-supplied start activity information (see Section
4.10)
41 There are actually six HPMS vehicle classes but MOVES uses five. MOVES uses HPMSVTypelD 25 to
represent short wheelbase light-duty and long wheelbase light-duty vehicle classes for VMT input.
39
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Table 4-2. MOVES Source Types and HPMS Vehicle Types42
Source
Type ID
HPMS
Source Types
Vehicle Type
ID
HPMS Vehicle Type
11
Motorcycle
10
Motorcycles
21
Passenger Car
Light Duty Vehicles -
31
Passenger Truck
25
Short and Long
32
Light Commercial Truck
Wheelbase
41
Other Buses43
42
Transit Bus
40
Buses
43
School Bus
51
Refuse Truck
52
Single Unit Short-haul Truck
50
Single Unit Trucks
53
Single Unit Long-haul Truck
54
Motor Home
61
Combination Short-haul Truck
60
Combination Trucks
62
Combination Long-haul Truck
4.3.1 Source Type Population: Guidance for Inventory Mode
Modelers should be able to develop population data for many of these source type categories
from state motor vehicle registration data (e.g., for motorcycles, passenger cars, passenger
trucks, light commercial trucks) and from local transit agencies, school districts, bus companies,
and refuse haulers (for transit buses, school buses, other buses, and refuse trucks, respectively).
Estimating population for other source types may be more difficult. If population is not available
for a particular source type, users could estimate it based on the MOVES default split of that
source type within the HPMS vehicle class. In the absence of any other source of population
data, users could estimate population of a source type using the VMT estimates for a particular
source type and the ratio of MOVES default population to VMT by source type. That ratio can
be calculated by doing a simple MOVES run at the Default Scale for the county in question and
including VMT and population in the output (a running emissions process must be selected to
generate VMT). Local VMT multiplied by the ratio of default population to default VMT will
give an estimate of local population based on local VMT.
42 HPMS Vehicle Type IDs are only used in MOVES for VMT input. All other applicable inputs, including vehicle
population, are by MOVES Source Type and MOVES continues to calculate emissions separately for all Source
Types. See Section 4.5 for addition details. This table is only presented here to show the mapping of Source Types
to HPMS Vehicle Type IDs.
43 "Other buses" include all buses that are not in the transit or school bus categories. Transit buses are buses owned
by a public transit organization for the primary purpose of transporting passengers on fixed routes and schedules.
School buses are buses designed to carry more than 10 passengers and used to transport K-12 students between their
home and school.
40
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Tip: A useful quality check on population and V* puis is to
divide VMTfor each source type by that source type population
to estimate Vi r vehicle, and then determine whether these
estimates are reasonable.
4.3.2 Source Type Population: Guidance for Emission Rates Mode
If the Emission Rates mode is used, and Source Type is selected in the Output Emission Detail
Panel, MOVES will produce emission rates for start, hotelling and non-running evaporative
emissions by source type in terms of grams per vehicle. Total start, hotelling and non-running
evaporative emissions would then be calculated outside of MOVES by multiplying the emission
rates by the vehicle populations for each source type. However, users will still need to enter
reasonable data using the Source Type Population Importer that represent the population of
vehicles in the total area where the look-up table results will be applied. This is necessary
because MOVES uses the relationship between source type population and VMT to determine
the relative amount of time vehicles spend parked vs. running. If the look-up table results will be
applied to a large number of counties, use the total source type population for all the counties
covered. The guidance in this section concerning the use of local vehicle population data applies
both for generating the total population as an input to the model and for generating more
geographically detailed population values to use in applying the emission rate results.
To generate the non-running portion of the inventory from rates, multiply the rates from the
RatePerVehicle and RatePerProfile tables by vehicle population. Alternatively, for start
emission processes, use the RatePerStart output, which requires multiplying by the number of
vehicle starts and/or for hotelling processes, use the RatePerHour output, which requires
multiplying by the number of hotelling hours).
4.4 Age Distribution
The age distribution of vehicle fleets can vary significantly from area to area. Fleets with a
higher percentage of older vehicles will have higher emissions for two reasons:
1. Older vehicles have typically been driven more miles and have experienced more
deterioration in emission control systems.
2. A higher percentage of older vehicles means that there are more vehicles in the fleet that
do not meet newer, more stringent emissions standards.
Surveys of registration data indicate considerable local variability in vehicle age distributions,
which is not reflected in the default age distributions in MOVES. MOVES uses the same
national default age distribution for each vehicle type in each year for every county.
Therefore, for SIP and conformity purposes, EPA recommends and encourages states to develop
local age distributions. EPA recommends compiling data according to MOVES vehicle
classifications and model year. This guidance applies whether using the Inventory or Emission
Rates mode. Local age distributions can be estimated from local vehicle registration data.
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A typical vehicle fleet includes a mix of vehicles of different ages. MOVES covers a 31-year
range of vehicle ages, with vehicles 30 years and older grouped together. MOVES allows the
user to specify the fraction of vehicles in each of 30 vehicle ages for each of the 13 source types
in the model.
While the MOVES Age Distribution input asks for an age distribution by source type, EPA does
not expect that detailed local age distribution data will be readily available for all 13 of these
source types. If local age distribution information is available for only one source type within an
HPMS vehicle class, states can use the same age distribution for the other source types within
that class (see Table 4-1 above). For example, states could use the same age distribution for
Source Types 31 and 32 if separate age distributions for passenger trucks and light commercial
trucks are not available.
For single unit long-haul and combination long-haul trucks, it is generally more appropriate to
use MOVES national default age distributions because long-haul trucks often drive in areas other
than where they are registered. A set of these national default age distributions for all source
types and all calendar years is available on EPA's website at https://www.epa.gov/moves/tools-
develop-or-convert-moves-inputs#fleet. The default age distributions in MOVES are specific for
each calendar year and, in future years, include projections of changes in age distributions over
time.
If local registration age distributions are used, users have two choices:
1. Apply the current age distribution to all future calendar years, i.e., assume that in the
future, the age distribution is the same as the latest registration age distribution
information currently available; or
2. Use the Age Distribution Projection Tool to account for the effects of historic national
economic impacts on the fleet.
EPA has created the Age Distribution Projection Tool for M0VES4 (found at
https://www.epa.gOv/moves/tools-develop-or-convert-moves-inputs#fleet) that can be used to
update a local age distribution for a future year using the same methods that EPA uses for
projecting default national age distributions. During an economic recession, people are more
likely to defer replacing older vehicles, thus the fleet becomes older. The tool helps users
estimate age distributions in years after the recession, since the effect of the recession persists in
the affected model years but diminishes in amplitude over time.
Regardless of approach, states must fully document the sources of data and methods used to
develop local age distributions used in modeling for SIP and regional conformity purposes.
States that want to use a method other than the EPA tool described here to project future age
distributions should consult with EPA early in inventory development.
4.5 Vehicle Type Vehicle Miles Traveled (VMT)
EPA expects users to develop local VMT estimates for SIPs and regional conformity analyses,
regardless of whether using the Inventory or Emission Rates mode. Travel demand models are
often the source of information used by metropolitan planning organizations (MPOs) and state
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departments of transportation (DOTs) to estimate VMT, though reasonable professional practice
may also be used in many areas. Transportation modelers for MPOs and state DOTs
traditionally adjust estimates of VMT generated through the travel demand modeling process to
the HPMS estimates of VMT and/or other locally developed actual vehicle counts. These
procedures generate consistent VMT estimates from travel demand models for roadway
functional classes within HPMS for use in SIP analysis. Section 3, Developing Locality-Specific
Inputs from Travel Demand Models, of the EPA document Volume IV: Chapter 2, Use of
Locality-Specific Transportation Data for the Development of Mobile Source Emission
Inventories (https://www.epa.gov/air-emissions-inventories/volume-4-mobile-sources). discusses
how to reconcile traffic demand model results with HPMS VMT estimates. For regional
conformity analysis, the transportation conformity regulations allow the interagency consultation
process to determine if other information or procedures, such as locally developed count-based
programs, may be acceptable (40 CFR 93.122(b)(3)).
MOVES allows the option of entering either annual VMT or daily VMT. EPA recommends that
users with average annual daily VMT take advantage of the daily VMT input option. As another
option, EPA has created a spreadsheet-based tool, the AADVMT Converter for M0VES4, that
allows users to input average annual daily VMT as well as monthly and weekend day adjustment
factors. This tool then uses this information to create the annual VMT by HPMS class and
appropriate monthly and daily adjustments needed when selecting the annual VMT option in
MOVES4.44 This tool may be useful for those who want to take advantage of capabilities in
MOVES to allocate annual VMT across different time periods.
MOVES includes the option to enter VMT by either HPMS vehicle classes or by the MOVES
source types shown in Table 4-1 above. If VMT is input by HPMS class, MOVES will allocate
VMT to source type using default assumptions. For users who can develop VMT data by the
MOVES source types, entering VMT by source type will bypass the default allocation of VMT
from HPMS class to source type that MOVES does internally. Either option is acceptable for
SIP and conformity purposes, but differences between the default allocation of VMT from
HPMS classes to source types in MOVES and the user supplied source type VMT could result in
differences in results between the two options.
When inputing VMT by HPMS class, note that MOVES uses modified HPMS vehicle classes.
In the HPMS methodology used by the Federal Highway Administration to estimate VMT, there
are two categories of light-duty vehicles: short wheelbase and long wheelbase. 45 Because the
short wheelbase/long wheelbase distinction does not correspond well to MOVES source types,
MOVES uses a single class to include all VMT for light-duty cars and trucks, HPMS Vehicle
Type 25. Therefore, VMT for the short and long wheelbase categories should be summed and
entered as class 25. Note that although these HPMS categories are combined for VMT entry
purposes in MOVES, all other fleet and activity inputs (e.g., vehicle population, age distribution,
and average speed distribution) are by source type in MOVES, so all emission calculations and
results are based on the emission and activity characteristics of each source type.
44 The AADVMT Converter can be found at https://www.epa.gov/moves/tools-develop-or-convert-moves-
inputs#fleet. Instructions for use of the converter can be found within the spreadsheet.
45 For more information, see https://www.fhwa.dot.gov/policvinformation/statistics.cfm.
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EPA recommends that the same VMT input approach be used in any analysis that compares two
or more cases (e.g., the base year and attainment year in a SIP analysis or the SIP motor vehicle
emissions budget and the regional conformity analysis). For example, if annual VMT is entered
for the first case, use annual VMT (rather than daily) for the comparison case. Likewise, if VMT
is entered by MOVES source type in one case, then VMT should be entered by MOVES source
type (rather than HPMS class) in the comparison case. The interagency consultation process
should be used to agree upon a common approach. If different approaches are used for the SIP
budget and the regional conformity analysis for practical reasons, the interagency consultation
process should be used to determine how to address (and minimize) any differences in results.
The methods used to develop inventories should be fully documented in the SIP submission and
conformity determinations.
4.5.1 Vehicle Type VMT: Guidance for Emission Rates Mode
If the Emission Rates mode is used, and Source Use Type is selected in the Output Emission
Detail Panel, MOVES will produce emission rates for running emissions by source type and road
type in terms of grams per mile. Total running emissions would then be calculated outside of
MOVES by multiplying the emission rates by the VMT for each source type and road type.
However, users will still need to enter data using the Vehicle Type VMT Importer that reflects
the VMT in the total area where the look-up table results will be applied. This is necessary
because MOVES uses the relationship between source type population and VMT to determine
the relative amount of time vehicles spend parked vs. running. If the look-up table results will be
applied to a large number of counties, use the total VMT for all the counties covered. The
guidance in this section concerning the use of local VMT data applies both for developing the
total VMT to input and for developing the geographically detailed VMT to use when applying
the emission rates.
4.6 Average Speed Distribution
Vehicle power, speed, and acceleration have a significant effect on vehicle emissions. At the
County Scale, MOVES models these emission effects by using distribution of vehicles hour
traveled (VHT) by average speed. MOVES uses the speed distribution to select specific drive
cycles, and then uses these drive cycles to calculate operating mode distributions. The operating
mode distributions in turn determine the calculated emission rates. The guidance in this section
concerning the use of local speed distribution data applies whether local average speed
distributions are applied within MOVES using the Inventory mode or outside of MOVES using
the Emission Rates mode.
4.6.1 Average Speed Distribution: Guidance for Inventory Mode
For SIP development and regional conformity analyses, where activity is averaged over a wide
variety of driving patterns, a local speed distribution by road type and source type is necessary.
The Average Speed Distribution Importer in MOVES calls for a speed distribution in VHT in 16
speed bins, by each road type, source type, and hour of the day included in the analysis. EPA
urges users to develop the most detailed local speed information that is reasonable to obtain.
However, EPA acknowledges that average speed distribution may not be available at the level of
detail that MOVES allows. The following paragraphs provide additional guidance regarding the
development of average speed distribution inputs.
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Average speed, as defined for use in MOVES, is the distance traveled (in miles) divided by the
time (in hours). This is not the same as the instantaneous velocity of vehicles or the nominal
speed limit on the roadway link. The MOVES definition of speed includes all operation of
vehicles including intersections and other obstacles to travel which may result in stopping and
idling. As a result, average speeds, as used in MOVES, will tend to be less than nominal speed
limits for individual roadway links.
Estimating vehicle speeds is a complex process. One recommended approach for estimating
average speeds is to post-process the output from a travel demand model. In most transportation
models, speed is estimated primarily to allocate travel across the roadway network. Speed is
used as a measure of impedance to travel rather than as a prediction of accurate travel times. For
this reason, speed results from most travel demand models should be adjusted to properly
estimate actual average speeds.
An alternative approach to develop a local average speed distribution is to process on-vehicle
Global Positioning System (GPS) data. There are several commercial vendors that can provide
raw or processed vehicle speed data from cell phone and other on-vehicle GPS collection
devices. This information can be used to calculate a MOVES average speed distribution, and
EPA used this as the main approach in developing MOVES default average speed distributions.
Users who want to process their own GPS data into an average speed distribution should ensure
that the data are representative of the modeling domain, and accurately capture variation in
vehicle average speeds across the day, and year, and that the methodology is fully documented.
The Federal Highway Administration (FHWA) also has resources that may be useful for
developing a speed distribution for MOVES that are available free of charge.46
Speed is entered in MOVES as a distribution rather than a single value. Table 4-3 shows the
speed bin structure that MOVES uses for speed distribution input. EPA encourages users to use
underlying speed distribution data to represent vehicle speed as an input to MOVES, rather than
one average value. Use of a distribution will give a more accurate estimate of emissions than use
of a single average speed.
46 See FHWA's National Performance Management Research Data Set (NPMRDS):
https://ops.fhwa.dot.gov/perf measurement/, and FHWA's Database for Air Quality and Noise Analysis (DANA):
https://www.fhwa.dot.gov/environment/air qualitv/methodologies/dana/. Users of these tools should ensure their
use for SIP or transportation conformity purposes is consistent with this guidance.
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Table 4-3. MOVES Speed Bins
Speed Bin ID
Average Bin Speed
Speed Bin Range
1
2.5
speed < 2.5mph
2
5
2.5mph <= speed < 7.5mph
3
10
7.5mph <= speed < 12.5mph
4
15
12.5mph <= speed < 17.5mph
5
20
17.5mph <= speed <22.5mph
6
25
22.5mph <= speed < 27.5mph
7
30
27.5mph <= speed < 32.5mph
8
35
32.5mph <= speed < 37.5mph
9
40
37.5mph <= speed < 42.5mph
10
45
42.5mph <= speed < 47.5mph
11
50
47.5mph <= speed < 52.5mph
12
55
52.5mph <= speed < 57.5mph
13
60
57.5mph <= speed < 62.5mph
14
65
62.5mph <= speed < 67.5mph
15
70
67.5mph <= speed < 72.5mph
16
75
72.5mph <= speed
As is the case for other MOVES inputs, EPA does not expect that users will be able to develop
distinct local speed distributions for all 13 source types. If a local average speed distribution is
available for only one source type within an HPMS vehicle class, states can use the same average
speed distribution for the other source types within that class (see Table 4-2). For example,
states could use the same average speed distribution for Source Types 31 and 32 if separate
average speed distributions for passenger trucks and light commercial trucks are not available.
States could also use the same speed distributions across multiple HPMS vehicle classes if such
speed distributions are considered to be more representative of vehicle activity in the area than
the MOVES default speed distributions.
Average speed estimates for calendar years other than the calendar year on which the average
speed estimates are based must be logically related to the current year methodology and
estimates, with no arbitrary or unsupported assumptions of changes in average speeds. Future
average speed estimates should account for the effect of growth in overall fleet VMT on roadway
congestion and average speeds.
4.6.1.1 Additional Guidance for Inventories Used in Attainment Modeling
Results from photochemical models are sensitive to differences in the estimated inventory by
time of day. For SIP-related onroad vehicle emission inventories for photochemical models,
EPA encourages states to develop and use their own specific estimates of VHT by average speed
by hour of the day. However, hourly estimates are not required. In the absence of local hourly
speed data, users could develop peak and off-peak speed distributions, if available, or develop a
daily average speed distribution. However, generating a daily average speed distribution for a
highway network with a considerable number of highly congested links at certain times of day is
not recommended. Because the relationship between speed and emissions is not linear, and
emissions tend to be highest in congested conditions, using a daily average speed distribution in
an area with significant congestion at certain times of day can result in significant
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underestimation of emissions. In this case, using peak and off-peak speed distributions is
recommended at a minimum. The VHT fractions by average speed used in inventory modeling
for SIPs and regional conformity analyses should be consistent with the most recent information
used for transportation planning.
4.6.1.2 Additional Guidance for Speeds on Local Roadways
MOVES uses four different roadway types that are affected by the average speed distribution
input:
Rural restricted access,
Rural unrestricted access,
Urban restricted access, and
Urban unrestricted access.
In MOVES, local roadways are included with arterials and collectors in the urban and rural
unrestricted access roads category. Therefore, EPA recommends that the average speed
distribution for local roadway activity be included as part of a volume-weighted distribution of
average speed across all unrestricted roads, local roadways, arterials, and connectors. Users who
want to treat local roadways and arterials separately can develop separate average speed
distributions and estimate results using two separate MOVES runs, each with appropriate VMT,
one using the local roadway average speed distribution for unrestricted access roads and one
using the arterial average speed distribution for unrestricted access roads. However, using
properly weighted average speed distributions for the combination of all unrestricted access
roads should give the same result as using separate average speed distributions for arterials and
local roadways.
4.6.1.3 Average Speed Distributions for Highways and Ramps
For rural and urban restricted access highways, users should enter the speed distribution of
vehicles traveling on the highway, including any activity that occurs on entrance and exit ramps.
4.6.2 Average Speed Distribution: Guidance for Emission Rates Mode
If the Emission Rates mode is used, and Source Type is selected in the Output Emission Detail
Panel, MOVES will produce a table of emission rates by source type and road type for each
speed bin. Total running emissions would then be calculated outside of MOVES by multiplying
the emission rates by the VMT on each road type for each source type in each speed bin.
However, vehicle speed inputs are still important because they are used by MOVES to calculate
the relative amounts of running and non-running activity, which in turn affects the rates for the
non-running processes and off-network idling. Therefore, speed inputs for Emission Rates runs
must reflect realistic activity for the area.
4.7 Road Type Distribution
The fraction of VMT by road type varies from area to area and can have a significant effect on
overall emissions from onroad mobile sources. EPA expects states to develop and use their own
specific estimates of VMT by road type. For each source type, the Road Type Distribution table
of the input database stores the distribution of VMT by road type (e.g., the fraction of passenger
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car VMT on each of the road types). These fractions will sum to 1 for each source type. Note
that there are five road types but Road Type ID 1 is Off-Network, which is used for estimating
non-running emissions such as those from vehicle starts, evaporation, and hotelling. No VMT
occurs on the off-network road type. Thus VMT for each source type will be apportioned across
the other four road types: rural restricted, rural unrestricted, urban restricted, and urban
unrestricted.
4.7.1 Road Type Distribution: Guidance for Inventory Mode
The VMT fractions by road type used in inventory modeling for SIPs and regional conformity
analyses should be consistent with the most recent information used for transportation planning.
As is the case for other MOVES inputs, EPA does not expect that users will be able to develop
local road type distributions for all 13 vehicle source types. If local road type distribution
information is available for only one source type within an HPMS vehicle class, states can use
the same road type distribution for the other source types within that class. For example, states
could use the same road type distribution for Source Types 31 and 32 if separate average speed
distributions for passenger trucks and light commercial trucks are not available. States could
also use the same road type distribution across multiple HPMS vehicle classes if appropriate
when more detailed information is not available.
4.7.2 Road Type Distribution: Guidance for Emission Rates Mode
If the Emission Rates mode is used, MOVES will automatically produce a table of running
emission rates by road type. Total on-network running emissions would then be calculated
outside of MOVES by multiplying the emission rates by the VMT on road types 2-5 for each
source type in each speed bin (see Section 4.12.2 for calculating off-network running emissions
in Emission Rates mode). In this case, it is still necessary to enter data in the Road Type
Distribution Importer. While these distributions do not directly affect the calculated on-network
emission rates, the road type distribution inputs are important for Emission Rates runs involving
non-running processes, because they are used by MOVES to calculate the relative amounts of
running and non-running activity, which in turn affects the rates for the non-running processes.
Road type distribution inputs for Rates runs that include any non-running processes must reflect
realistic activity for the area. The guidance in this section concerning the use of local road type
data applies whether local road type distributions are applied within MOVES using the Inventory
mode or outside of MOVES using the Emission Rates mode.
4.8 Fuels (FuelSupply, Fuel Formulation, Fuel Usage Fraction, andAVFT)
MOVES has four tables - FuelSupply, FuelFormulation, FuelUsageFraction, and AVFT
(Alternate Vehicle Fuel and Technologies) - that interact to define the fuels used in the area
being modeled.
The FuelSupply table identifies the fuels used in a region by fuel formulation ID, (the
RegionCounty table defines which specific counties are included in these regions) and
each formulation's respective market share;
The FuelFormulation table defines the properties, such as RVP, sulfur level, ethanol
volume, etc. of each fuel;
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The FuelUsageFraction table defines the frequency at which E-85 capable (flex fuel)
vehicles use E-85 vs. conventional gasoline; and
The AVFT table is used to specify the fraction of fuel types capable of being used (such
as gasoline only, electric, and flex fuel vehicles) by model year and source type.
The MOVES defaults for all four tables are accessible using the Export Default Data button in
the Fuel Tab of the CDM.
The MOVES default database includes base emission rates for each fuel type. MOVES
calculates additional fuel adjustments based on the attributes defined in the FuelFormulation
table. MOVES then uses the marketShare field from the FuelSupply table to appropriately
weight and apply the fuel adjustment factors. Finally, the adjusted emission rates are applied to
the appropriate activity defined through the FuelUsageFraction and AVFT tables.
For all fuel tables but AVFT, users should begin by exporting and reviewing the MOVES default
fuel tables for the county being analyzed.
For the first two tables, Fuel Supply and Fuel Formulation, the MOVES default data is
appropriate; see Section 4.8.1 for details.
For the Fuel Usage Fraction table, local data should be used if available; see Section 4.8.2
for more information.
For AVFT, local data should also be used if available and additional guidance is found in
Section 4.8.3.
The default fuel properties in MOVES4 are described in Fuel Supply Defaults: Regional Fuels
and the Fuel Wizard in MOVES4, available at: https://www.epa.gov/moves/moves-onroad-
technical-reports.
For new major MOVES versions, EPA develops updated fuel properties by region based on
averages of survey data as well as data provided to EPA as part of EPA fuel compliance
programs. These updated data provide consistent and maintainable fuel defaults that account for
fuel production and distribution networks, natural borders, and regional/state/local variations in
fuel policy. The default fuel tables in M0VES4 have been revised and updated significantly
compared to previous versions of MOVES. As a result, converted default fuel tables from any
previous version of MOVES should not be used in M0VES4 for SIPs or conformity analyses,
even if they have been modified to reflect differences in local fuels. Instead, users should export
the default M0VES4 fuel tables for the county being analyzed, make any changes needed to
reflect local fuel differences consistent with the guidance in this document, and then re-import
those modified M0VES4 fuel tables back into their input database.
The following subsections specify situations where changes to the MOVES default fuel data are
appropriate. This guidance will apply for Emission Rates and Inventory runs.
4.8.1 Fuel Formulation and Fuel Supply Guidance
MOVES has default gasoline and diesel fuel formulation and supply information for every
county-year-month combination that can be selected. These default tables are based on volume-
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weighted fuel property data for thousands of batches of fuel produced in or distributed to each of
the fuel regions.
In MOVES4, the default values in the FuelFormulation and FuelSupply tables are based on the
information in the fuel supply report for MOVES4,47 and do not necessarily reflect later changes
made to local fuel requirements (e.g., an area becomes subject to Federal reformulated gasoline
(RFG) requirements).48
In general, users should rely on the default county-level information in MOVES for Fuel Supply
and Fuel Formulation inputs.49 Users should first review the default fuel formulations and fuel
supply, and make changes only where precise local volumetric fuel property information is
available or where local fuel requirements have changed. Where local requirements have not
changed, EPA strongly recommends using the default fuel properties for a region unless a full
local fuel property study exists. Because fuel properties can be quite variable, EPA does not
consider single or yearly station samples adequate for substitution.
One exception to this guidance is in the case of Reid Vapor Pressure (RVP). A modeler should
change the value to reflect any specific local regulatory requirements and differences between
ethanol- and non-ethanol blended gasoline not reflected in the default database. Any changes to
RVP (or to any other gasoline formulation parameter) should be made using the "Fuels Wizard"
tool in the Fuel Tab of the CDM. This tool can be used to adjust a gasoline formulation based on
a change in a specific property. For instance, changing a fuel's RVP will affect other volatility
parameters due to changes in refinery configuration required to create the new fuel. The Fuels
Wizard calculates the appropriate values consistent with EPA's refinery modeling and should be
used whenever changing any default fuel property for gasoline and gasoline-ethanol blends in the
FuelFormulation table.50 This approach could also be used for determining the impacts of
relaxing low RVP requirements: two runs could be done and they would be the same except for
the change to RVP through the Fuels Wizard, then the emissions compared. If fuel supply or
fuel formulation are changed, modelers can expect both onroad and nonroad emissions to
change, since the same fuel properties are used for both the onroad and nonroad modules of
MOVES.
Users who want to determine the benefits of a current Federal RFG requirement can do so by
comparing the emissions inventory with Federal RFG to the emissions inventory for their county
47 See Fuel Supply Defaults: Regional Fuels and the Fuel Wizard in MOVES4, available at
https://www.epa.gov/moves/moves-onroad-technical-reports.
48 For more information, refer to EPA's website about reformulated gasoline: https://www.epa.gov/gasoline-
standards/reformulated-gasoline.
49 With the exception of Denver: at the time M0VES4 was initially released (i.e., version MOVES4.0.0), EPA did
not have certainty about future fuel properties for the Denver area (i.e., MOVES4.0.0 continues to reflect fuel
properties consistent with the implementation of the Federal 7.8 psi Reid Vapor Pressure requirement in the area).
Therefore, until EPA releases a M0VES4 version that updates fuels for this area (i.e., reflects the fuel properties
associated with the implementation of Federal reformulated gasoline (RFG) in the area), when modeling Denver
counties, modelers will need to update the fuel tables in MOVES to reflect the local fuel in use. Counties in the
Denver RFG implementation area include Adams, Arapahoe, Boulder, Broomfield, Denver, Douglas, Jefferson,
Larimer (part), and Weld (part).
50 The Fuels Wizard is not used for E-85, Diesel, or CNG fuels.
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calculated using the fuel supply and fuel formulations from an adjacent non-Federal RFG county
in the same state. This comparison should be done for both onroad and nonroad inventories.
4.8.1.1 Fuel Formulation Data Fields
The key fields in the fuel formulation that a user might modify based on the guidance above are
described below. Modelers may modify these fields for gasoline or diesel if appropriate but
should not make any changes for compressed natural gas (CNG) or electricity, as there is only
one form of these fuels. Therefore, no parameters for CNG or electricity should be adjusted.
Fuel Formulation ID identifies the fuel and is entered in the FuelSupply table to define the fuel(s)
used in the fuel region being modeled. Users can either modify characteristics for an existing
fuelFormulationID or create a new fuelFormulationlD. It is recommended that if a new
fuelFormulationID is created, it be an unused number within the range for each fuel type:
for gasoline and ethanol-gasoline blends, 1000-20000;
for onroad diesel, 25000-26000;
for E-85, 27000-28000.
New fuel formulations should not be created for CNG or electricity as there is only one form of
these fuels.
Fuel Subtype ID provides an additional level of detail about the type of fuel the formulation is
describing. The FuelSubType table in the default database contains the list of values for fuel
subtypes that can be entered for this field. It is important that the fuel subtype represent the fuel
formulation being described, but in some cases, there may be more than one fuel subtype that
describes the fuel formulation. Almost all reformulated gasoline is blended with 10% ethanol
and therefore has a fuelSubTypelD of 12 for Gasohol (E10) (generally speaking, any gasoline
blended with ethanol should have one of the gasohol or ethanol fuel subtypes).51
RVP stands for Reid Vapor Pressure and is measured in pounds per square inch (psi). This is a
commonly used property to define the volatility of gasoline and users may be able to provide
local information for this field where data has been collected; however, regulatory RVP levels
should be used for future years as over-compliance on the part of fuel suppliers is not an
enforceable measure.
Areas covered by the federal volatility control program should see 40 CFR 1090.215(a)
for applicable RVP values and areas with SIP fuel programs should rely on the state
regulations describing the fuel program when modeling future years.52
Prior to 2021, there was no specific RVP requirement in RFG areas. Historically, this
resulted in summertime RVP levels between 7.0 and 7.4 psi, depending on other
properties of the particular gasoline batch. Starting in 2021, RFG has a summertime RVP
cap of 7.4 psi. For more information, see 40 CFR 1090.215(a)(3).
51 FuelSubTypeID= 11 is no longer used in MOVES because RFG is no longer blended with an oxygenate other than
ethanol, such as MTBE, ETBE, or TAME. For more information about fuel subtypes, see EPA's report, Fuel
Supply Defaults: Regional Fuels and the Fuel Wizard in MOVES4, found at: https://www.epa. gov/moves/moves-
onroad-technical-reports.
52 For more information on EPA's Streamlining and Consolidating of Existing Gasoline and Diesel Fuel Programs,
see https://www.epa.gov/diesel-fuel-standards/final-rulemaking-streamlining-and-consolidating-existing-gasoline-
and-diesel.
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When regulatory RVP values are used in future years, users should be sure to properly
account for the 1 psi ethanol blend waiver allowed under 40 CFR 1090.215(b). In areas
where this waiver applies, gasoline blended with 10% ethanol typically has RVP set 1 psi
above the applicable standard, while all other blend levels (including non-ethanol fuel)
have RVP set at the applicable standard. See 40 CFR 1090.215(a) for the applicable
standards.
For diesel fuel, a value of zero should be entered for RVP.
ianol blends other than E10 do not receive ike I psi
ethanol waiver and should not he adjusted,
Sulfur level is measured in parts per million (ppm) in terms of weight. EPA rulemakings have
resulted in changes in sulfur levels in both gasoline and diesel fuels over the period of years that
MOVES can model (see Tier 2 and Tier 3 gasoline sulfur and Ultra-Low Sulfur Diesel (ULSD)
rules, 65 FR 6698, 79 FR 23414, and 66 FR 5002, respectively). At this point, these fuel
regulations have been completely phased in. When modeling a year in the past, the use of
MOVES defaults will appropriately account for the regulation phase-in. Therefore, users can rely
on default information if local data are not available, but additional detail is given below.
Gasoline: The Tier 2 gasoline sulfur rule established a national average of 30 ppm sulfur
(S) with a per-gallon cap of 80 ppm, which was implemented in 2006 (except for the
Geographic Phase-In Area, see 65 FR 6755, February 10, 2000). The Tier 3 rule further
reduced the national average standard to 10 ppm with a phase-in from 2017 to 2020 (the
per-gallon cap was left at 80 ppm). Users should not adjust the sulfur value unless local
sulfur data are available. MOVES can calculate benefits of gasoline sulfur reduction
down to 5 ppm, so values below 5 ppm should not be used.
Diesel: Between 2006 and 2010, the Ultra-Low Sulfur rule required at least 80% of the
highway diesel fuel sold meet the 15 ppm S standard; the remaining 20% had to meet the
Low Sulfur Diesel standard of 500 ppm S. The MOVES default diesel fuel for onroad
vehicles has a sulfur level of 15 ppm for 2006 and later. If users have volumetric data for
diesel fuel sulfur levels in the area being modeled, this information can be entered in the
sulfurLevel and marketShare fields of the FuelFormulation and Fuel Supply tables,
respectively.
ETOH Volume is the percent by volume of ethanol the gasoline/ethanol mixture. The second
Renewable Fuel Standard rule (RFS2, 75 FR 14670, March 26, 2010) greatly increased the
amount of ethanol blended into gasoline. For years 2014 and later, only two ethanol blend
levels, E-10 and E-85, are included in the MOVES default fuel supply with nonzero market
shares. Formulations for two additional levels, E-0 and E-15, are present for each fuel region but
with market share set to zero. These blend levels are sold throughout the country in small
volumes, but there is insufficient data to designate market shares for these blend levels. Since E-
0 and E-15 are included in the default fuel supply with zero market share, users should apportion
market share to these fuels via the Fuel Supply table if local data indicate that they are sold in the
area, and not via the Fuels Wizard or other means. Gasoline with other ethanol volumes below
E-15 can be modeled by selecting an existing fuel with the nearest ethanol volume and using the
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Fuels Wizard to set the ethanol volume to the desired level. MOVES should not be used to
model gasoline fuels with ethanol concentrations above 15%, other than E85.
For a diesel fuel, a value of zero should be entered for ETOH Volume.
4.8.1.2 Fuel Supply Data Fields
After the fuel formulations have been reviewed and/or modified, the FuelSupply table can be
populated. There are six fields in this table. The regionID field identifies the area being
modeled.53 The monthGroupID is the same as the monthID; monthGroupID was built in to
allow for the possibility of seasonal fuels, but that option is not currently functional. The
fuelFormulationID is explained above.
The marketShare is each fuel formulation's fraction of the volume consumed in the area.
Within each fuel type, multiple fuel formulations can be listed as long as the market share sums
to one for each month within each fuel type listed in Table 4-4.
Table 4-4. Onroad Fuel Types in MOVES
fuelTypelD
Description
1
Gasoline
2
Diesel Fuel
3
Compressed Natural Gas (CNG)
5
E-85
9
Electricity
For example, a county being modeled could have three January gasoline fuel formulations with
market shares of 0.5, 0.4, and 0.1 and two diesel fuel formulations with market shares of 0.6 and
0.4.
4.8.2 Fuel Usage Fraction Guidance
E-85 capable vehicles, also known as flex-fuel vehicles (FFVs) exist throughout the country and
are capable of using either conventional gasoline or E-85 fuel, which is a blend of 85% ethanol
and 15% gasoline. The FuelUsageFraction table allows the user to change the frequency at
which E-85 capable vehicles use E-85 fuel vs. conventional fuel, when appropriate. In this table,
the column sourceBinFuelTypelD refers to the engine capability:
sourceBinFuelTypelD 1 = gasoline only
sourceBinFuelTypelD 2 = diesel
sourceBinFuelTypelD 3 = CNG
sourceBinFuelTypelD 5 = FFV
sourceBinFuelTypelD 9 = electricity
53 For more information on fuel regions in MOVES, see the Fuel Supply Defaults: Regional Fuels and the Fuel
Wizard in MOVES3 available at: https://www.epa.gov/moves/moves-onroad-teclinical-reports.
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The column fuelSupplyFuelTypelD in the FuelUsageFraction table refers to the fuel being
burned by the engine. For vehicles with gasoline, diesel, CNG, or electric engines (i.e.,
sourceBinFuelTypelDs 1, 2, 3, or 9), the fuelSupplyFuelTypelD is the same as the
sourceBinFuelTypelD. However, FFV vehicles can be assigned a fuelSupplyFuelTypelD of
either 1 (gasoline) or 5 (E-85). The usageFraction column of this table defines the distribution of
how much E-85 compared to gasoline being burned by FFVs.
MOVES contains the same default estimate of E-85 fuel usage for each county in the U.S.,
which represents the national average. In most cases, users should rely on the default
information. If local data are available that indicate different E-85 usage, the fraction of gasoline
(fuelSupplyFuelTypelD 1) and E-85 (fuelSupplyFuelTypelD 5) can be specified for
sourceBinFuelTypelD 5. Usage fractions for sourceBinFuelTypelDs 1, 2, 3, and 9 (gasoline,
diesel, CNG, and electricity) should not be changed.
Please note that this table defines the fraction of E-85 use among E-85 capable vehicles, not the
fraction of E-85 use among all vehicles, or the fraction of E-85 capable vehicles in the fleet.
The following table provides examples for what entries to make in the FuelUsageFraction table:
Table 4-5: Examples for Fuel Usage for Flex-Fuel Vehicles
If the flex fuel vehicles in the
area being modeled use:
Then change the usage fractions in the
FuelUsageFraction table for sourceBinFuelTypelD 5 as
follows:
Exclusively gasoline
1.0 for fuelSupplyFuelType ID 1
0.0 for fuelSupplyFuelType ID 5
Exclusively E-85
0.0 for fuelSupplyFuelType ID 1
1.0 for fuelSupplyFuelType ID 5
On average,
75% gasoline and
25% E-85
0.75 for fuelSupplyFuelType ID 1
0.25 for fuelSupplyFuelType ID 5
These are just examples; use the correct fractions for the area being modeled.
4.8.3 AVFT Guidance
The AVFT (Alternate Vehicle Fuel and Technology) table allows users to modify the fraction of
vehicles capable of using different fuels and technologies. Specifically, for each source type and
model year, the AVFT table allows users to define the fraction of vehicles that are designed to
run on:
gasoline,
diesel,
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E-85,54
CNG,
battery electric (BEV), and
fuel cell electric (FCEV).55
The decimal values between 0 and 1 in the AVFT table represent the fraction of each model year
and source type designed to run on each of the above fuels and technologies; they sum to 1 for
each model year of each source type. Hybrid gasoline/electric and plug-in hybrid electric
vehicles (HEVs and PHEVs, respectively) are not listed separately here. In MOVES, these
vehicles are included in the gasoline vehicle category, consistent with EPA's regulations for
these vehicles as they are subject to the gasoline vehicle standards. Note that MOVES will
assume the same driving behavior for a source type, regardless of fuel or technology (e.g., the
same average speed and road type distributions).56
Fractions of fully electric vehicles in the fleet are highly variable by county. The default AVFT
information represents the nation as a whole and therefore will not reflect the fleet in any
particular county. The use of local information would improve the characterization of vehicle
fuels/technologies for most source types because national defaults are likely not representative of
the local fleet. For example:
The national average fractions likely underestimate electric vehicle prevalence rates in
states with Zero-Emission Vehicle (ZEV) programs and overestimate rates in other areas.
The national default AVFT table in MOVES assumes that most heavy-duty truck fleets
include a mix of gasoline, diesel, and CNG vehicles. However, some fleets of buses or
refuse trucks in a county may consist of only a single fuel type or may have a distribution
of fuel types much different from the national average.
The AVFT table is used to adjust fuel type distributions to reflect local information, such as
vehicle registration data. For example, if in a certain county, registration data show that fewer
electric vehicles are in operation than indicated by the default AVFT table for a particular source
type, this table should be modified to reflect the actual fuel type distributions, as calculated from
the registration data.
The interagency consultation process should be used to determine what information is
appropriate to use for the AVFT input. There are two options that could be used, depending on
data availability:
54 The E-85 fraction represents the fraction of flexible fuel vehicles (FFVs), designed to run on gasoline or gasoline-
ethanol blends up to E-85. The fraction of these vehicles that are actually fueled with E-85 is input with the fuel
usage fraction, described in Section 4.8.2.
55 Not all source type/fuel type combinations are available in MOVES. Users should check the list of available
combinations in the Onroad Vehicles Panel before editing the AVFT table. MOVES4 adds BEV and FCEV as
options for all heavy-duty source types, as well as CNG long-haul combination trucks.
56 If the user has information detailing distinct driving behavior for the different vehicle-fuel combinations, then
individual RunSpecs must be conducted for each combination to capture how this will impact emissions. For
example, if diesel buses have a different activity from CNG buses, they cannot be estimated in the same run.
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1. Where available, agencies should use their own data, for example, based on vehicle
registration records for light-duty vehicles, or based on information from large fleet
owners, and include this local information about fuel type distribution in the AVFT table.
2. If such data are not available, modelers can use the AVFT information that EPA has
compiled as inputs for the National Emissions Inventory (NEI) data for 2020. This
information is a combination of state submitted data and EPA information and is
available from EPA's website at:
https://gaftp.epa.gov/air/nei/2020/doc/supporting data/onroad/. Modelers would need to
download and "unzip" their state's file, locate the county of interest, and save the AVFT
input file.57 This would then be the starting point for the AVFT Tool described below.58
The one situation where it may make sense to MOVES default AVFT information instead of one
of these two options is when modeling a year in the past, when EVs were not prevalent within
the fleet.
Vehicle registration data provides information about the vehicle fleet for a snapshot in time: the
date when that registration data is pulled. However, when using MOVES to model a future year,
that information will need to be adapted for the future year. To project fuel type distributions for
future years, modelers should consider current distributions, national projections, and relevant
state and local regulations. The AVFT Tool, described below, facilitates input of historical and
future distributions that are consistent with the available data and EPA guidance.
Last Complete Model Year. When developing inputs for MOVES, EPA recommends using
registration data only for model years with complete data ("complete model years"). For
example, registration data pulled on July 1, 2023 would include some model year 2023 vehicles
and may even include some model year 2024 vehicles. However, since both model year 2023
and 2024 vehicles would continue to be sold after this date, these registration data would provide
only a partial view of these model year vehicles, and therefore these data may not be
representative for model years 2023 and 2024. In this example, sales of model year 2022
vehicles can be assumed to be finished, and therefore data for that model year would be
considered "complete." In general, the fuel type distribution for the last (i.e., most recent)
complete model year should be used as the baseline for future year projections. However,
another recent year could be used instead, if, for example, it is believed to be more
representative. When using AVFT data from the 2020 NEI, the last complete model year would
be 2019. In the AVFT Tool, described below, the modeler needs to identify the last complete
model year; as noted, there is flexibility in this choice.
57 Please see the NEI directory at:
https://gaftp.epa.gov/air/nei/2020/doc/supporting data/onroad/CDBs for all counties/ for county scale input
databases by state. The data file will be in the format of a MariaDB database. Modelers would need to export the
AVFT table to a spreadsheet format (.xlsx or .csv). This process is covered in EPA's MOVES "Hands-on Training
Course," available on EPA's website, https://www.epa.gov/moves/moves-training. and in the "Quick Start Guide to
Accessing MariaDB Data," which is available in the \docs folder of a computer where MOVES has been installed.
58 For additional information about the NEI, please refer to the 2020 National Emissions Inventory Technical
Support Document: OnroadMobile Sources, EPA-454/R-23-001e, January 2023, available at:
https://www.epa.gov/svstem/files/documents/2023-01/NEI202Q TSD Section5 Onroad O.pdf.
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4.8.3.1 AVFT Tool
The AVFT Tool, included with MOVES4, is found in the Tools drop-down menu in the MOVES
GUI. The AVFT Tool can be used to create a complete AVFT Table based on the modeler's
current fuel type distribution for the last complete model year (described above), and that
complete AVFT table can then be imported into MOVES using the County Database Manager.
This tool has two functions:
It can project future fuel type distributions based on the combination of local historic data
and projected national trends.
It can gap-fill local historic fuel type distribution data if necessary. Since MOVES
models vehicles from ages 0 to 30 years in each run, the AVFT Tool will gap-fill (as
needed) model years between the last complete model year data that the modeler inputs to
the tool and 30 years prior to that model year.
To use the tool, modelers must provide known local fuel type distributions in the format of the
AVFT table for all available source types and model years as an input to the tool and select the
gap-filling and projection methods for each source type.59 The tool also requires the modeler to
identify the last complete model year (see description in Section 4.8.3, above) and the analysis
year to be specified in the tool's GUI. The tool will gap-fill data up to the user-specified last
complete model year and truncate any input data beyond that model year. The projections are
then calculated for model years beyond the last complete model year in the input data to the user-
specified analysis year. If multiple calendar years are to be modeled, you can select the latest
analysis year and use the tool output for all MOVES runs.60 Detailed instructions can be found
within the tool itself ("AVFT Tool Help").
This tool presents two gap-filling methods and four projection methods. The methodology and
the circumstances under which each method is recommended for use is described below.
Gap Filling Methods. Typical registration data would include vehicles of various source types,
fuel types, and ages. However, there may be combinations of source type, fuel type, and age that
are not present in registration data. The selection of which gap-filling method to use varies by
source type and depends on the types of gaps present in the source data for local fuel type
distributions. Note that if the input data do not contain gaps, neither method will affect the input
data. The AVFT Tool's gap-filling methods are Fill with 0s and Use defaults and renormalize:
Fill with 0s:
o This method identifies the source type and fuel type combinations that MOVES is
capable of modelling that are missing in the input fuel type distributions and fills
them with 0s.
o EPA recommends using this method when no model years are missing completely
in the input data and the input data contain all model year and fuel type
59 The AVFT Tool is not applicable for motorcycles (sourceTypelD 11) because MOVES models only gasoline
motorcycles. The tool will produce the right number of rows for motorcycles but there are no methods for them.
60 If you need to model an earlier calendar year than the year selected as the "last complete model year," the AVFT
Tool will not provide all the model years needed in its output. In this case, you will need to run the tool a separate
time specifically for the earlier calendar year run. For this separate run, enter the earliest calendar year as the "last
complete model year" input.
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combinations that exist locally. In this case, combinations that do not exist
locally simply do not have rows in the data. Since the MOVES AVFT importer
will produce error messages for missing values, selecting this method will ensure
that all missing combinations are filled with a 0 value and it will not change the
local data values.
o However, if any model years are completely missing for a source type in the input
data between the last complete model year and 30 years prior to that model year,
this method will produce 0s for all fuel types and result in a tool error. (This
could be the case, for example, if the fleet in the area is relatively new and
vehicles older than, for example, 20 years, are so few and far between that model
years are completely missing for some source types.) To correct this error, either
manually enter a reasonable fuel type distribution for those model years in the
input data or select the "Use defaults and renormalize" method instead,
o Note that if the input data do not have missing values, this method will not change
the input data.
o This is the default method for all source types other than long-haul vehicles.
Use defaults and renormalize:
o For model years and source types where some fuel types are present in the input
data, but not all, this method sets the fractions for the missing fuel types to the
national default values, and the input data are renormalized so that the fuel type
distributions sum to 1.
o For model years and source types with no input data, i.e., model years of a source
type that are completely missing, this method copies the MOVES national default
fuel type distributions,
o EPA recommends this method for source types where local data are not available
and/or not applicable, such as for long-haul trucks. To ensure the national default
data are used for long-haul trucks, do not include these source types
(sourceTypelDs 53 and 62) in the input file used with the AVFT Tool. With "use
defaults and renormalize" selected for these source types, the output of the tool
will include the national default fuel type distributions for these vehicles,
o EPA also recommends this method when the local data are known to be
incomplete (e.g., if the local data are known to be missing a specific fuel type,
such as CNG).
o Before using this method, ensure that all known 0s are present in your input data
(e.g., if it is known that no CNG is used locally, ensure that the input data contain
CNG rows for all model years, and that those rows contain a value of 0).
o If the input data do not have missing values, this method will not change the input
data.
o This is the default method for Single Unit Long-haul and Combination Long-haul
trucks.
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Table 4-6: AVFT Gap-Filling Methods Summary Table
AVFT Gap
Filling Method
Default
Recommended Use
Considerations
Fill with Os
All source types except
long-haul vehicles
Use when no model years are completely
missing, and input data contain all model year
and fuel type combinations in the local fleet
Use defaults and
renormalize
Single-unit long haul
trucks
Combination long-haul
trucks
Use for additional source types:
Where local data are not available or
applicable;
When model years are completely missing;
When data is missing a specific fuel type
altogether that is present in the field
Projection Methods. The AVFT Tool can be used to project fuel type distributions into the
future, which is helpful when modeling a future year for which vehicle registration data do not
yet exist. The AVFT Tool includes four projection methods: Proportional, National Average,
Known Fractions, and Constant. The appropriate method to use varies by source type and
depends on anticipated changes in future fuel type distributions. In general, if the anticipated
changes in future fuel type distributions are unknown for source types where local registration
data are representative of the activity in the local area (e.g., light-duty vehicles, buses, and local
heavy-duty trucks), the Proportional method should be selected, which will apply national trends
in fuel type distributions to the local data. However, if anticipated changes in future fuel type
distributions are known for certain source types (e.g., due to an enforceable ZEV program), the
Known Fractions method should be selected. For source types where the local registration data
are not representative of activity in the local area (e.g., long-haul vehicles), the National Average
method should be selected. The AVFT Tool's projection methods and when to select them are
further described as follows:
Proportional:
o This method projects future fuel type distributions based on proportional
differences between the local and the national distributions in the last complete
model year in the input data. This preserves differences between local conditions
and the national average, while still accounting for expected changes in national
fuel type distribution trends. Note that this method includes boundary limits so
that extreme differences between the national averages and local conditions will
not be fully reflected in the projected data,
o This method is recommended for source types that are expected to have a larger
proportion of electric vehicles in the future, where their exact fractions are not
known and using the national averages would not be appropriate,
o This is the default method for all source types other than long-haul vehicles.
National Average:
o This method applies the national default fuel type distributions for all model years
beyond the last complete model year in the input data.
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o This method is recommended for source types where local data are not available
and/or not applicable, such as for long-haul source types,
o This is the default method for Single Unit Long-haul and Combination Long-haul
trucks.
Known Fractions:
o This method allows the user to provide known fuel fractions for specific source
types and fuel types. Model year and fuel type combinations that are not provided
by the modeler will be projected with the proportional method,
o Known fractions can be provided for one or more fuel types and should be
provided for all projected model years (that is, all model years between the last
complete model year and the analysis calendar year),
o This method is recommended for source types that have known future fractions.
For example, this may be the case if the local area is subject to a ZEV program. In
this case, the modeler would provide the projected ZEV rates as the known future
EV fractions and not supply any of the other fuel types for future model years.
The AVFT Tool would then use the proportional method to project the other fuel
types.
Constant:
o This method applies the last complete model year in the input data distributions
as-is to all projected model years,
o This method is recommended for source types that are not expected to have
significant changes in local fuel type distributions. For example, if the newest
vehicles in the local fleet of refuse trucks were all CNG-fueled, and it is expected
that all future additions to the fleet will also be CNG-fueled, this would be the
appropriate method to choose.
Table 4-7: AVFT Projection Methods Summary Table
AVFT
Projection
Method
Default Recommended
Use
Considerations
Proportional
All source types except
long-haul source types
National
Average
Single-unit long haul
trucks
Combination long-haul
trucks
Use for additional source types when local
registration fractions are not available or not
applicable
Known Fraction
When future year fractions for any fuel type
and source type are mandated by state or local
law, or known for other reasons
Constant
When current fractions are expected to remain
constant in future years
For detailed help on how to use the AVFT Tool, users should refer to the AVFT Tool help
document, available by clicking the Open Help button from within the AVFT Tool GUI. This
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help document also includes an example on how to create an AVFT table from registration data.
After running the AVFT Tool, users should review the tool's output to ensure that the results
appear reasonable based on local conditions.
If there is uncertainty as to what local data should be used, which projection methods should be
chosen, or if the results appear reasonable, the interagency consultation process should be used to
resolve those issues.
Documentation of a MOVES run for SIP or transportation conformity purposes should include
the AVFT input file, rationale for the choice of last complete model year, and the AVFT output.
See Section 2.6 of this guidance for additional discussion of documenting a MOVES analysis.
4.9 Inspection and Maintenance Programs
Inspection and maintenance (I/M) programs continue to be important local control programs in
many nonattainment and maintenance areas. MOVES includes the capability of modeling the
essential design elements of an I/M program.
EPA recommends that users attempting to characterize the emissions impact of an I/M program
use the same approach, as described below, for Inventory and Emission Rates runs. The
emission rates calculated in MOVES will be based on the I/M program specified by the user.
EPA recommends that users modeling an existing I/M program in MOVES begin by examining
the default I/M program description included in MOVES for the particular county in question.
The default I/M data can be reviewed by selecting the Export Default Data button in the I/M Tab
of the CDM. Users should review the details of the default I/M program and make any necessary
changes to match the actual local program. In particular, users should note that grace period for
new vehicles or an exemption period for older vehicles in an I/M program need to be reflected in
the beginning and ending model years based on the calendar year of evaluation as discussed in
Section 4.9.5 of this document.
The default I/M data (e.g., the geographic coverage of a current program and the model years
addressed) have been updated in MOVES4. As a result, a converted I/M data table based on
defaults in any previous version of MOVES should not be used with MOVES4.
I/M programs are characterized in MOVES through an input called the IMCoverage Table. The
IMCoverage Table consists of 13 columns:
polProcessID
statelD
countylD
yearlD
sourceTypelD
fuelTypelD
IMProgram ID
inspectFreq
testStandardsID
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begModelYearlD
endModelYearlD
uselMyn
complianceFactor
4.9.1 Pollutant Process ID
MOVES estimates emission reductions from I/M programs for hydrocarbons, NOx, and CO. For
exhaust emissions, I/M programs can affect both running and start emissions. For evaporative
emissions, I/M programs affect hydrocarbon emissions from fuel vapor venting and fuel leaks.
The table below shows the association between pollutants and processes for modeling an I/M
program.
Table 4-8: Pollutant Process Identifier Decoder
polProcessID*
pollutantID
pollutantName
processID
processName
101
1
Total Gaseous Hydrocarbons
1
Running Exhaust
102
1
Total Gaseous Hydrocarbons
2
Start Exhaust
112
1
Total Gaseous Hydrocarbons
12
Evap Fuel Vapor
Venting
113
1
Total Gaseous Hydrocarbons
13
Evap Fuel Leaks
201
2
Carbon Monoxide (CO)
1
Running Exhaust
202
2
Carbon Monoxide (CO)
2
Start Exhaust
301
3
Oxides of Nitrogen (NOx)
1
Running Exhaust
302
3
Oxides of Nitrogen (NOx)
2
Start Exhaust
*polProcessID is a concatenation of pollutantID and processID.
4.9.2 State ID
The statelD value defines the state in which the analysis is being conducted. This is the 2-digit,
state-level Federal Information Processing Standard (FIPS) code for the state. If exporting a
blank I/M Program template using the CDM, this value will be populated based on information
selected in the MOVES RunSpec.
4.9.3 County ID
The countylD value defines the county for which the analysis is being conducted. This is the 5-
digit FIPS code for the county. If exporting a blank I/M Program template using the CDM, this
value will be populated based on information selected in the MOVES RunSpec.
4.9.4 Source Type ID and Fuel Type ID
These entries are used to describe the source (vehicle) types and fuel types included in the I/M
program. Users should check to make sure that the vehicle and fuel types match the I/M
program parameters for the vehicles included in the local program. MOVES currently calculates
I/M program benefits only for gasoline vehicles.
I/M programs have historically applied to vehicles by regulatory weight class; however, MOVES
applies I/M benefits by source type. This can lead to discrepancies between the number of
vehicles covered in the actual I/M program and the number of vehicles that MOVES assumes is
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covered. For example, an I/M program that targets trucks with a Gross Vehicle Weight Rating
(GVWR) less than 8501 lbs (i.e., EPA weight classes LDT1, LDT2, LDT3, and LDT4) would
include parts of two MOVES source types: passenger trucks (sourceTypelD 31) and light
commercial trucks (sourceTypelD 32). However, these source types also include vehicles with
GVWR greater than 8501 lbs. When an I/M program is applied to source types 31 and 32 in
MOVES, the benefits of the I/M program are applied to all the vehicles in these source types.
Users need to adjust the compliance factor to account for the fraction of vehicles within a source
type that are actually covered by the I/M program. This process is described in Section 4.9.6 of
this document.
4.9.5 I/M Program ID
In MOVES, the IMProgramID is a numeric identifier used to differentiate between different
parts of an I/M program such as different combinations of emission tests and vehicle coverage.
For example, OBD I/M programs that have both exhaust and evaporative inspection components
should be modeled as two separate, simultaneous programs identified using different I/M
program ID numbers in the I/M program ID column. Likewise, an I/M program that applies
different tests to different vehicles (e.g., an IM240 program that applies to older model years and
an OBD program that applies to newer model years) would also be modeled as two separate,
simultaneous programs identified using different I/M program ID numbers in the I/M program
ID column, and using the beginning and ending model year columns to differentiate the model
years covered by each program. For a user defined I/M program, the IMProgramID column
within the IMCoverage Table is assigned by the user.
4.9.6 Inspection Frequency
MOVES allows users to enter either annual or biennial test frequency. MOVES also allows an
entry for continuous I/M, however, there are currently no emission benefits assigned to this
option in MOVES, and it should not be selected. MOVES assigns slightly lower emissions
benefit for biennial inspections than it does for annual inspections.
4.9.7 Test Standards ID
MOVES allows users to choose between 12 exhaust emissions tests and 7 evaporative emissions
tests, as listed in Table 4-4.
Table 4-9. MOVES I/M Emission Test Types
Test
Standards ID
Test Standards
Description
Description
11
Unloaded Idle Test
Test performed while vehicle idles in Park or Neutral
12
Two-mode, 2500
Test performed while vehicle idles and at 2500 rpm
RPM/Idle Test
13
Loaded / Idle Test
Test performed while vehicle operates on a chassis
dynamometer at constant load
21
ASM 2525 Phase-in
Cutpoints
Test performed on a dynamometer, under load, through
a defined steady state driving cycle at 25 mph and 25%
load, at phase-in cutpoints.
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Test
Standards ID
Test Standards
Description
Description
22
ASM 5015 Phase-in
Cutpoints
Test performed on a dynamometer, under load, through
two defined steady state driving cycles at 25 mph and
25% load, and 15 mph and 50% load, at phase-in
cutpoints.
23
ASM 2525/5015
Phase-in Cutpoints
Test performed on a dynamometer, under load, through
two defined steady state driving cycles at 25 mph and
25% load, and 15 mph and 50% load, at phase-in
cutpoints.
24
ASM 2525 Final
Cutpoints
Test performed on a dynamometer, under load, through
a defined steady state driving cycle at 25 mph and 25%
load, at final cutpoints.
25
ASM 5015 Final
Cutpoints
Test performed on a dynamometer, under load, through
a defined steady state driving cycle at 15 mph and 50%
load, at final cutpoints.
26
ASM 2525/5015
Final Cutpoints
Test performed on an inertia-weighted dynamometer
through two defined steady state driving cycles at 25
mph and 25% load, and 15 mph and 50% load, at final
cutpoints.
31
IM240 Phase-in
Cutpoints
Test performed on a dynamometer, under load, through
a pre-defined transient driving cycle of up to 240
seconds at phase-in cutpoints.
33
IM240 Final
Cutpoints
Test performed on a dynamometer, under load, through
a pre-defined transient driving cycle of up to 240
seconds.
41
Evaporative Gas
Cap Check
A test conducted by pressurizing the gas cap for the
purpose of identifying leaks in the gas cap.
42
Evaporative System
Pressure Check
A test conducted by pressuring the evaporative system
by way of the fuel tank's fillneck and sometimes
referred to as the fillneck pressure (FP) test.
43
Evaporative System
OBD Check
Test of the evaporative emission related systems and
components performed by visual check of the MIL and
scan of the OBD computer system for readiness, MIL
status, and stored trouble codes, on 1996 and newer,
OBD-equipped vehicles.
44
Evaporative Gas
Cap and Pressure
Check
A pair of tests to identify leaks in the gas cap (GC) and
the rest of the vehicle's evaporative system. The latter
test is conducted by pressuring the evaporative system
by way of the fuel tank's fillneck and is referred to as
the fillneck pressure (FP) test.
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Test
Standards ID
Test Standards
Description
Description
45
Evaporative Gas
Cap and OBD Check
The evaporative OBD test performed in conjunction
with a separate check of the gas cap (GC) for the
purpose of identifying leaks in the gas cap not
otherwise identified by the evaporative OBD check.
This combination of tests can only be conducted on
1996 and newer, OBD-equipped vehicles.
46
Evaporative Pressure
and OBD Check
The evaporative OBD test performed in conjunction
with a separate fillneck pressure test.
47
Evaporative Gas
Cap, Pressure and
OBD Check
The evaporative OBD test performed in conjunction
with a separate fillneck pressure test and gas cap test.
51
Exhaust OBD Check
Test of exhaust-related systems and components
performed by visual check of Malfunction Indicator
Light (MIL) and scan of on-board (OBD) computer for
system readiness, MIL status and stored trouble codes,
on 1996 and newer OBD-equipped vehicles only
4.9.8 Beginning and Ending Model Years
MOVES uses these two columns to specify the beginning and ending model years affected by a
particular part of the I/M program. For I/M programs without a grace period for new vehicles or
an exemption period for older vehicles, this is simply the first and last model year affected by the
program.
For I/M programs with a grace period for new vehicles or an exemption period for older
vehicles, this entry should reflect the actual model years covered by the program in the calendar
year of evaluation. As a result, the beginning and ending model years for an I/M program may
vary depending on the calendar year of analysis. For example, a typical OBD I/M program
might apply to all model years beginning with 1996. However, if that program also includes a
grace period during which newer vehicles are exempt from the program, the ending model year
of the program should reflect the most recent model year included in the program based on the
calendar year of analysis. For a program with a three-year grace period, a MOVES run for
calendar year 2025 would list 2022 as the ending model year; similarly, a MOVES run for the
same program in calendar year 2030 would list an ending year of 2027, and so on.
Similar adjustments to the beginning model year should be made to account for exemptions of
older model years as well. In that case, the beginning model year of the program should reflect
the earliest model year still being tested. For example, some programs include a 20-year rolling
exemption, meaning that only the newest 20 model years are tested. Therefore, if the analysis
year is 2025, the oldest model year still being tested in a program with this type of exemptions
would be the 2005 model year, so the IMCoverage Table for analysis year 2025 would have a
beginning model year of 2005 and ending model year of 2025. An analysis of the same program
for calendar year 2030 would have a beginning model year of 2010.
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Tip: F, 'ograms with grace periods or exemption
periods» a unique set of I/M inputs will be needed for each
calendar year modeled, because I/M beginning and end years
will differ.
Another type of I/M vehicle exemption is mileage-based vehicle exemption. There are two types
of mileage-based exemptions that a few states have chosen to grant to motorists. The first type is
similar to the grace period for newer vehicles mentioned above. For this type of mileage-
exemption, a vehicle gets an "initial grace distance": a vehicle is exempted from its regular
inspection until it has clocked a set number of miles on its odometer, for example, 40,000 miles.
The second type of mileage exemption is based on the quantity of miles traveled since the
vehicle's last required inspection cycle (annual or biennial period). For example, some I/M
programs may allow vehicles to be exempt from I/M testing if they traveled less than 5,000 miles
since their last annual registration renewal cycle.
Any area considering mileage-based exemptions should also consider how the odometer readings
are to be tracked and verified for quality assurance purposes, especially if these exempt vehicles
might not need to visit an emission inspection station. I/M programs with this type of exemption
often also have a vehicle safety inspection program so that the odometer reading can be
coordinated with the safety-portion of the vehicle's inspection and registration process.
Neither of these types of mileage-based exemptions can be directly input in the MOVES model
since the model does not account for an individual vehicle's annual or accumulated VMT. As a
result of this and since these vehicles receive no I/M benefit, both types of mileage-based
exemptions should be treated like waived vehicles and as such should be included in the
estimation of waiver rate (described below in Section 4.9.10).
For areas considering the first type of mileage-based exemption (an initial grace distance), it may
be prudent and advantageous to consider a model year exemption (a grace period) instead, since,
as discussed above, this can be directly input into MOVES.
4.9.9 UselMyn
The MOVES I/M input parameters include a column labeled uselMyn, which allows the user to
turn off ("N") or on ("'Y") the portion of the I/M program described in that row of the table.
4.9.10 Compliance Factor
MOVES uses the compliance factor input to account for I/M program compliance rates, waiver
rates, failure rates, and adjustments needed to account for the fraction of vehicles within a source
type that are covered by the I/M program (these last adjustments will be referred to here as the
"regulatory class coverage adjustment"). The compliance factor is entered as a decimal number
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from 0 to 100 and represents the percentage of vehicles within a source type that actually receive
the benefits of the program. The compliance factor entered in MOVES is calculated as:
CF = CR x (1 - WR x FR) x RCCA
Where CF = Compliance factor
CR = Compliance rate
WR = Waiver rate
FR = Failure rate
RCCA = Regulatory class coverage adjustment
The following subsections describe each component used to calculate the compliance factor.
4.9.10.1 Compliance Rate
The compliance rate is the percentage of vehicles in the fleet covered by the I/M program that
completes the I/M program and receives either a certificate of compliance (i.e., vehicles that pass
inspection) or a waiver (i.e., vehicles that do not pass a retest but still receive a certificate). This
is calculated by adding the number of vehicles that receive a certificate of compliance with the
number of vehicles that receive a waiver, and dividing the sum by the number of total vehicles
that are subject to I/M testing:
Compliant Vehicles + Waived Vehicles
Compliance Rate = x 100
Subject Vehicles
Historical compliance should be determined by sticker surveys, license plate surveys, or a
comparison of the number of final tests to the number of vehicles subject to the I/M requirement.
Note, "Subject Vehicles" includes all vehicles registered in the county that meet the I/M
program's model year and weight class requirements. Additionally, note that the compliance
rate is a percentage between 0 and 100.
4.9.10.2 Waiver Rate
For each IMProgramID, the waiver rate is the fraction of vehicles that fail an initial I/M test and
do not pass a retest, but still receive a certificate. This is calculated as the number of vehicles
that do not pass a retest but receive a certificate divided by the number of vehicles that fail an
initial I/M test:
Waived Vehicles
Waiver Rate = , . . T, ; ,
Initially Failing Vehicles
Actual historical waiver rates should be used as the basis for estimating future waiver rates.
Note that the waiver rate is a fraction between 0 and 1.
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4.9.10.3 Failure Rate
For each IMProgramID, the failure rate is the fraction of all tested vehicles that fail an initial I/M
test (regardless of the vehicle's final outcome). This is calculated as the number of vehicles that
fail an initial I/M test divided by the number of unique vehicles that were tested:
Initially Failing Vehicles
Failure Rate =
Unique Vehicles Tested
Actual historical failure rates should be used as the basis for estimating future failure rates.
Note that "Unique vehicles tested" is not the same as the total number of I/M tests because it
does not include vehicle retests. Additionally, note that the failure rate is a fraction between 0
and 1.
4.9.10.4 Regulatory Class Coverage Adjustment
I/M programs entered in MOVES are applied to source types. However, as discussed in Section
4.9.2, this association of I/M programs and source type may be inconsistent with state I/M
program regulations that define I/M programs by the vehicle weight classes. MOVES source
types are composed of several vehicle weight classes and, therefore, applying I/M benefits to the
entire MOVES source type may be inappropriate. Table A-l in Appendix A can be used to
develop adjustments to the compliance factor to account for this discrepancy. The adjustments
are population fractions of vehicles by the various regulatory weight classes within a source type.
After reviewing the table, users should sum the adjustments for weight classes within a source
type that are covered by an I/M program. This sum provides users with a multiplicative factor
that can be applied when calculating the compliance factor, as described above. An example of
this process is provided in the next section. Note that the adjustment factor is a fraction between
0 and l.61
Users who believe a local set of regulatory class coverage adjustments are more appropriate than
the Table A-l defaults should provide documentation in the SIP or regional conformity analysis
of the local data and methods used to derive those adjustments.
4.9.10.5 Example Compliance Factor Calculation
Using the example from Section 4.9.2, an I/M program that targets trucks less than 8501 lbs
GVWR (i.e., EPA weight classes LDT1, LDT2, LDT3, and LDT4) would include some vehicles
from two MOVES source types: passenger trucks (sourceTypelD 31) and light commercial
trucks (32). Users should first determine the compliance rate, waiver rate and failure rate for the
trucks covered by that program. For this example, we will assume that the compliance rate is
95%, the waiver rate is 0.25, and the failure rate is 0.20.
The user would then determine the regulatory class coverage adjustment by summing the
percentages of those regulatory classes less than 8501 lbs GVRW separately for source types 31
61 As of MOVES3.1, Class 2b and 3 gasoline trucks with a gross vehicle weight rating of between 8,500 and 14,000
pounds (Regulatory Class 41) receive the same proportional I/M benefit for exhaust emissions as lower
classification gasoline trucks.
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and 32 using the information in Table A-l in Appendix A. For source type 31, the regulatory
class coverage adjustment is 0.9612. For source type 32, the regulatory class coverage
adjustment is 0.7526.
Using these results, the compliance factor for source type 31 is:
CF = CR x (1 - WR x FR) x RCCA
86.7483% = 95% x (1 - 0.25 x 0.20) x 0.9612
The compliance factor for source type 32 is:
CF = CR x (1 - WR x FR) x RCCA
67.92215% = 95% x (1 - 0.25 x 0.20) x 0.7526
These values would be entered as compliance factors of 86.7483 for source type 31 and
67.92215 for source type 32.
4.10 Starts
The Starts Tab is used to import local information on vehicle start activity. This input is optional
and should only be used if local data are available. There are several sources for vehicle start
information. In the past, this has typically been derived from origin/destination surveys used for
travel demand modeling, but could also be derived using telematics data.62 If no starts
information is available, this importer should not be used and MOVES will calculate start
activity based on user-supplied vehicle populations (via the SourceTypeYear input) and default
assumptions of vehicle activity.
The following information about starts applies primarily to MOVES running in Inventory mode.
However, the StartsOpModeDistribution input table discussed below can be used in either
Inventory mode or Emission Rates mode.
The Starts Tab contains importers for multiple tables, which interact to calculate vehicle start
activity in MOVES. Users have the option of directly importing detailed data into the Starts
table, which contains start information by source type, hour, day, month, and vehicle age.
However, local data may not be available to populate every dimension of the Starts table.
Therefore, users also have the option to provide some local information via shaping tables and to
rely on default assumptions for dimensions not covered by the local data.
The importers available under the Starts Tab include:
StartsPerDayPerVehicle,
StartsPerDay,
StartsHourFraction,
StartsMonthAdjust,
Starts Age Adjustment,
StartsOpModeDistribution, and
Starts.
62 For an example of how telematics data were used to derive MOVES starts inputs, see the final report for CRC A-
106: https://crcao .org/wp-content/uploads/2019/08/CRC-A106-Final-Report Dec2017 .pdf.
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Table 4-9 below summarizes the tables available in the Starts tab.
Table 4-10: Summary of Options under the Starts Input
Type of Table
Table Name
Usage
Entire Starts table:
If Starts table used, do not use
other tables to enter number of
starts or shaping tables
Starts
Use when you have all
information: starts by
sourceTypelD, hourDaylD,
modelYearlD, monthID
Tables to enter number of
starts:
Use only one of these two
tables, in combination with
any shaping tables
StartsPerDayPerVehicle
Use when you know the starts
per vehicle
StartsPerDay
Use when you have the total
number of starts per day
Shaping Tables:
Use any of these tables in
combination with
StartsPerDayPerVehicle or
StartsPerDay
StartsHourFraction
Use when you know the
distribution of starts throughout
the day
StartsMonth Adj ust
Use to adjust start activity by
month
Starts Age Adjust
Use to adjust start activity by
vehicle age
Other
StartsOpModeDistribution
Adjusts vehicles soak times
The Starts, StartsPerDayPerVehicle, and StartsPerDay tables can be used to provide the number
of vehicle starts, depending on data availability and format.
StartsHourFraction, StartsMonth Adjust, and Starts Age Adjustment are shaping tables that can be
used individually or with any of the other tables (except for the Starts table, as explained below)
to adjust or allocate the number of vehicle starts.
StartsOpModeDistribution is a separate input, which is described below.
In the case where a modeler supplies one or more of StartsPerDayPerVehicle, StartsPerDay, or
any of the shaping tables, MOVES will use that information to calculate the Starts table and will
rely on default information for the inputs not provided. For instance, if the user provides only
total starts per day through the StartsPerDay table, those values will be allocated to hour and
adjusted by month and vehicle age based on MOVES default allocations and adjustments.
Users should confirm in the output that MOVES used the correct number of starts. By selecting
"Starts" Activity in the General Output Panel of the RunSpec, the number of starts used in the
MOVES run will be reported in the MOVESactivityoutput table of the output database. This
table can be used to confirm that the correct number of starts and/or correct allocations were used
in MOVES.
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Starts
The Starts table, which appears last in the list of start importers, can be used to completely
replace the MOVES-calculated Starts table. Information on starts must be provided by monthID,
hourDaylD, sourceTypelD, and vehicle agelD. To use this input, vehicle starts information must
be available for all fields. This importer should not be used in conjunction with
StartsPerDayPerVehicle, StartsPerDay, StartsHourFraction, StartsMonthAdjust, or
Starts Age Adjustment. Note that a complete table must be provided, including all combinations
of monthID, hourDaylD, and sourceTypelD selected in the RunSpec. If the user has some but
not all of the information required for this table, use one or more of the tables described below
instead of the Starts table, as appropriate.
StartsPerDayPer V ehicle
The StartsPerDayPerVehicle table can be used when the average number of starts per vehicle by
source type is known for a typical weekday and weekend day (daylDs 5 and 2, respectively).
When using this table, MOVES will calculate total starts by combining this information with the
user-supplied source type population data (this input is described in Section 4.3).
StartsPerDayPerVehicle can be used independently or in combination with other start tables
(except "Starts" or StartsPerDay).
StartsPerDay
The StartsPerDay table can be used when the total number of vehicle starts by source type is
known for a typical weekday or weekend day (daylDs 5 and 2, respectively). When using this
table, MOVES will use the total vehicle starts provided and will not use source type population
information to calculate number of starts. This input can be used independently or in
combination with other start tables (except "Starts" or StartsPerDayPerVehicle).
StartsHourFraction
The StartsHourFraction table can be used when local start information is available by hour of
day. Fractions can be provided by the user to allocate starts to the appropriate hour. Fractions
should be provided for both day types, weekday and weekend day, and they should sum to one
for each day type. This input can be used independently or in combination with other start tables
(except "Starts").
Starts MonthAdj ust
The StartsMonthAdjust table can be used to vary the vehicle starts between different months. An
adjustment factor of 1.0 for each month will model the unlikely situation where annual starts are
evenly divided between months. Usually, start activity increases in the summer and decreases in
the winter. Local starts information can be used to adjust starts up or down depending on the
month (or season) by changing the adjustment factors for each month. These adjustment factors
are applied directly to the calculated starts per day. For example, a value of 1.12 for
sourceTypelD 21 and monthID 8 will increase the calculated passenger car starts in August by
12%. This input can be used independently or in combination with other start tables (except
"Starts").
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Starts AgeAdj ustment
The Starts Age Adjustment table can be used when local start information is available by vehicle
age. This table makes relative adjustments to starts per vehicle by age. It is important to note
that the absolute values in this table are not used; only the relative differences between ages
affect the distribution of calculated vehicle starts.
To illustrate this input with an overly simplified example using passenger cars: if in the
Starts Age Adjustment table, agelDs 0-9 are assigned a value of 1, agelDs 10-19 are assigned a
value of 0.8, and agelDs 20-30 are assigned a value of 0.5, then a new car will be modeled with
1.25 times the starts per vehicle as a 10-year-old car and twice the starts per vehicle as a 20-year
old car (as 1.25 is the ratio between 1 and 0.8, and 2 is the ratio between 1 and 0.5, respectively).
A 10-year-old car will be modeled with 1.6 times the starts per vehicle of a 20-year old car (as
1.6 is the ratio between 0.8 and 0.5). Furthermore, because the absolute values in this table are
not used, the same results would be obtained if adjustment values of 10, 8, and 5 were used
instead, as they have the same proportional differences.
The Starts Age Adjustment input conserves the total number of starts. That is, providing this
input will not change the number of vehicle starts (either provided directly in StartsPerDay,
calculated from StartsPerDayPerVehicle, or when relying on MOVES defaults). Instead, it only
affects the allocation of starts per vehicle by vehicle age. The Starts Age Adjustment table is used
by MOVES in conjunction with the SourceTypeAgeDistribution table (this input is described in
Section 4.4) to determine total vehicle starts by age.
The Starts Age Adjustment input can be used independently or in combination with other start
tables (except "Starts").
StartsOpModeDistribution
The StartOpModeDistribution table can be used to provide local soak-time distributions by
source type, day type, hour, and vehicle age. A soak-time is the period between "key-off and
"key-on." Longer periods of soak typically result in higher start emission rates. If local data are
available, the MOVES default soak-time assumptions can be overwritten by changing the
opmodedistribution fractions in this table. This input can be used independently or in
combination with any of the other start tables (including "Starts"). Note that this table only
affects start emissions; evaporative emissions will not be affected by changing this table.
4.11 Hotelling
The Hotelling Tab is used to import information on long-haul combination truck hotelling
activity. This input is optional and should only be used if local data are available. If no hotelling
information is available, this importer should not be used, and MOVES will calculate hotelling
activity based on long-haul combination truck VMT on restricted access roads.
Helling processes apply only to long-haul
combination trucks, sourceTypelD 62.
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The following information about hotelling applies primarily to MOVES running in Inventory
mode. However, the HotellingActivityDistribution input table discussed below can be used in
either Inventory mode or Emission Rates mode.
Hotelling is defined in MOVES as any period of time one hour or longer that drivers of long-
haul combination trucks spend resting in their vehicles during mandated down times while
making long distance deliveries. During the mandatory down time, drivers can stay in motels or
other accommodations, but most of these trucks have sleeping spaces built into the cab of the
truck and drivers stay with their vehicles. Hotelling activity is included in MOVES in order to
account for use of the truck engine (referred to as "extended idling") to power air conditioning,
heat, and other accessories and account for the use of auxiliary power units (APU), which are
small onboard power generators. Extended idling while hotelling results in emissions that are
different from incidental idling while operating on roads (which is included in the underlying
drive cycles used to calculate running emissions in MOVES) and from off-network idling
addressed in Section 4.12. Emissions from hotelling are reported as four processes:
Extended Idle Exhaust, for truck engine emissions,
Crankcase Idle Exhaust, also for truck engine emissions,
Auxiliary Power Exhaust, for APU emissions, and
Hotelling Shore Power, for energy consumption used when plugged in.
The Hotelling Tab contains five importers. Depending on the information available, one or more
of these importers can be used to supply local hotelling information. These importers are:
HotellingHoursPerDay,
HotellingHourFraction,
HotellingAgeFraction,
HotellingMonthAdjust, and
HotellingActivityDistribution.
Typically, local data will not be available to populate all of these tables. In a case where a user
supplies information for only some of these importers, MOVES will use that information and
will rely on default information for the inputs not provided. For instance, if the only local
information available is the number of hotelling hours per day, this information can be provided
through the HotellingHoursPerDay table. MOVES will distribute the total hotelling hours per
day by hour of the day, month, vehicle age, and type of hotelling activity based on default
allocations and adjustments. If local data are used to populate any of these tables, users should
fully document how those data were collected.
HotellingHoursPerDay
The HotellingHoursPerDay table can be used when the total hours of hotelling per day are
known. Total hotelling hours should be provided for a typical weekday and weekend day
(daylDs 5 and 2, respectively). Total hotelling hours should include total time spent in all of the
four operating modes defined in the HotellingActivityDistribution table. This input can be used
independently, or in combination with other hotelling input tables. Users can confirm the
number of hotelling hours used by MOVES by selecting "Hotelling Hours" Activity in the
General Output Panel of the RunSpec. The hotelling hours used in the MOVES run will be
reported in the MOVESactivityoutput table of the output database.
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HotellingHourF raction
The HotellingHourFraction table can be used when local hotelling information is available by
hour of the day. Fractions can be provided by the user to allocate hotelling activity to the
appropriate hour. Fractions should be provided for both day types, weekday and weekend day,
and they should sum to one for each day type. This input can be used independently or in
combination with other hotelling input options.
HotellingAgeF raction
The HotellingAgeFraction table can be used when local hotelling information is available by age,
e.g., to account for newer trucks having more hotelling activity. The fractions in the table
allocate hotelling activity by vehicle age, and therefore they should sum to 1.0. This input can be
used independently or in combination with other hotelling input options.
HotellingMo nth Adjust
The HotellingMonthAdjust table can be used to vary hotelling activity between different months.
An adjustment factor of 1.0 for each month will model a situation where annual hotelling hours
are evenly divided between months. Local hotelling information can be used to adjust hotelling
hours up or down depending on the month (or season) by changing the adjustment factors for
each month. These adjustment factors are applied directly to the hotelling hours per day. For
example, a value of 1.1 for monthID 1 will increase the hotelling hours per day in January by
10%. This input can be used independently or in combination with other hotelling input options.
HotellingActivityDistribution
The HotellingActivityDistribution table can be used to change the default operating mode
distribution of hotelling activity by model year. MOVES divides hotelling activity into four
operating modes:
1. Extended Idle: long-duration idling with more load than standard idle and a different idle
speed. It is used to account for emissions during hotelling operation when a truck's
engine is used to support loads such as heaters, air conditioners, microwave ovens, etc.
2. Diesel Auxiliary Power (APU): the use of diesel-fueled auxiliary power units that allow
for heating/cooling/power for the cab without running the truck's engine.
3. Shore Power (plug-in): the use of electric infrastructure to provide power for
heating/cooling/power for the cab without running the truck's engine.
4. Battery or All Engines/Accessories Off: hotelling when the truck's engine is off, an APU
and truck-stop electrification are not being used.
In most cases, users should rely on the national default hotelling operating mode fractions.
However, if local data are supplied, this input can be used independently or in combination with
other hotelling input options.
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4.12 Idle Data
There are three types of idling activity that MOVES accounts for:
Extending idling can occur when long-haul combination trucks are resting. This type of
idling is represented by hotelling information, which is discussed above in Section 4.11 and
not in this section.
Idling associated with driving occurs with all vehicle types. The drive cycles in MOVES
account for idling at traffic signals, stop signs, and in traffic as part of the running exhaust
and crankcase running exhaust processes on the urban and rural restricted and unrestricted
road types. MOVES determines the amount of this type of idling based on average speed
distribution and road type distribution inputs, which are covered in Sections 4.6. and 4.7,
respectively.
MOVES also accounts for off-network idling. Off-network idle (ONI) is defined in MOVES
as time (other than hotelling) during which a vehicle engine is running idle and the vehicle is
somewhere other than on the road, such as in a parking lot or driveway. This engine activity
contributes to total mobile source emissions but does not take place on the road network; it
takes place on the off-network road type.
Some examples of ONI activity include:
Light-duty passenger vehicles idling while waiting to pick up children at school or
to pick up passengers at the airport or train station,
Single unit and combination trucks idling while loading or unloading cargo or
making deliveries, and
Vehicles idling at drive-through restaurants.
Emissions during these types of events are included in MOVES output as running exhaust
and crankcase running exhaust on the off-network road type.
The user input on the Idle Tab is the total idle fraction, which is the total time spent idling
divided by the source operating time (see below for more details). MOVES calculates off-
network idling activity as the difference between total idle activity and idling associated with
driving. Therefore, if this optional information is provided, it will only affect the calculation of
off-network idling activity; it will not change how MOVES estimates idling associated with
driving, which is determined based on average speed distributions and road type distributions as
described above.
This user input is optional and should only be used if better local idling data are available. The
default data included in MOVES for light-duty vehicles were derived from telematics data that
included about 40 million trips. The default data used for heavy duty vehicles were derived from
a study of 415 vehicles during over 120,000 hours of operation.63 Survey data, limited
63 For more information on the default idle activity data in MOVES and how off-network idling is calculated, see
Section 10 of the technical report Population and Activity of Onroad Vehicles inMOVES4 (EPA-420-R-23-005),
available at https://www.epa.gov/moves/moves-onroad-technical-reports.
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observations, or assumptions about efficacy of idle restrictions should not be used to replace the
default data in MOVES.
Section 4.12.1 provides guidance on how to import local idling data when running MOVES in
Inventory mode. Local idling data do not need to be imported when running MOVES in
Emission Rates mode. However, guidance on how to calculate an off-network idle emission
inventory when using Emission Rates mode, with or without local idling data, is provided in
Section 4.12.2. Including the ONI emissions is a necessary step in calculating a complete
emissions inventory when using the Emission Rates mode.
4.12.1 Off-network Idle: Guidance for Inventory Mode
The Idle Tab contains four importers. This tab is optional and should only be used if better local
data for vehicle idling are available. Depending on the information available, one of two
primary input tables can be used: TotalldleFraction or IdleModelYearGrouping. Additionally, if
the IdleModelYearGrouping table is supplied, IdleMonthAdjust and IdleDayAdust should also
be supplied; default MOVES assumptions will not be used to supplement any user-supplied data
for these inputs. Note, if local data are used to populate any of these tables, users should fully
document how those data were collected.
T otalldleF raction
The TotalldleFraction table can be used if local data are available on the total time spent idling
as a fraction of source hours operating by source type, model year range, month, and day type.
The fractions here are total idle times, which include off-network idle as well as idling occuring
on roadways (such as incidental idle at signals, stop signs, and in traffic). For example, a total
idle fraction of 0.22 represents 22% of time between a vehicle's "key-on" and "key-off is spent
idling. However, note that for long-haul combination trucks, this fraction should not include idle
time while hotelling, as that is a separate process (see Section 4.11 for more information). If this
table is used, IdleModelYearGrouping, IdleMonthAdjust, and IdleDay Adjust should not be used.
IdleModelYearGrouping
The IdleModelYearGrouping table is an alternate input for providing the total time spent idling
(including off-network idle as well as idling occuring on roadways) as a fraction of source hours
operating. The units are the same as for the TotalldleFraction table, but this table may be
preferable, depending on the format of the local data, as it allows the user to provide total idle
fraction data by source type and model year range. However, note that if this table is used,
IdleMonthAdjust and IdleDay Adjust should also be supplied.
IdleMonthAdjust
The IdleMonthAdjust table is used to vary idle activity provided in the IdleModelYearGrouping
table between different months. An adjustment factor of 1.0 for each month will model a
situation where the total idle fraction does not change between months. Local idling information
can be used to adjust the idle fraction up or down depending on the month (or season) by
changing the adjustment factors for each month.
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IdleDayAdjust
The IdleDayAdjust table is used to vary idle activity provided in the IdleModelYearGrouping
table by day type (weekday or weekend day). An adjustment factor of 1.0 for each day will
model a situation where the total idle fraction does not change by day type. Local idling
information can be used to adjust the idle fraction up or down for weekdays separately from
weekend days.
4.12.2 Off-network Idle: Guidance for Emission Rates Mode
When using the Emission Rates mode, the user calculates off-network idle emissions by
multiplying the roadTypelD 1 emission rates in the RatePerDistance table with the
corresponding hours of off-network idling activity. The hours of activity should be provided at
the same level of detail as the emission rates. For example, if source type is selected in the
output emission detail, then the hours of off-network idling activity should include detail at the
source type level. Note that all other emission rates in the RatePerDi stance table are in units of
mass per distance; only the roadTypelD 1 emission rates in this table are in units of mass per
hour.
Also note that the relevant idle activity data are different between Inventory mode and Emission
Rates mode: in Inventory mode, the user input is TotalldleFraction, whereas in Emission Rates
mode, the idle activity data are hours of off-network idle.
If local data on the number of hours of off-network idling are unavailable, default MOVES data
for this activity may be used instead, which can be obtained using the ONI Tool. This feature is
available by opening the Tools drop-down menu in the MOVES GUI and selecting ONI Tool.
The ONI Tool combines data in the user input database with MOVES default data to provide the
same hours of off-network idling that MOVES would internally calculate when running in
Inventory mode. Therefore, users need to complete their RunSpec and finish populating their
input database before running this tool. The ONI tool can be run before or after MOVES is run,
as long as the input database is the same. The ONI Tool outputs hours of idling activity that the
user can then multiply by the corresponding roadTypelD 1 emission rates in the RatePerDi stance
table. Detailed instructions on how to use the ONI Tool are available in the MOVES GUI: after
opening the tool via the Tools drop-down menu, click the "Open Instructions" button.
4.13 Retrofit Data
The Retrofit Data Tab in MOVES allows users to enter heavy-duty diesel retrofit and/or
replacement program data that apply adjustments to vehicle emission rates. For example, a
replacement program may fund the purchase of electric or CNG heavy-duty vehicles to replace
diesel ones. Users are not required to input such data into MOVES; they would only do so if
they have a retrofit or replacement program that they want to model. There are no default retrofit
or replacement data in MOVES. Users should consult the latest version of EPA's guidance for
estimating the emission reductions from these programs for SIP and conformity purposes
available at https://www.epa.gov/state-and-local-transportation/guidance-control-strategies-
state-and-local-agencies.
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4.14 Stage II Refueling Programs
MOVES can model the effects of Stage II vehicle refueling controls. The two types of refueling
emissions included in MOVES are vapor displacement and spills. Stage II control programs can
affect both types of losses and therefore emissions, and MOVES allows the user to specify the
impact of controls on each type separately. The impact of controls for refueling losses are
affected by a combination of the efficiency of the control technology, the coverage of the
program (including the impact of exemptions) and the state of repair of the equipment, which is
affected by the frequency of formal inspections.64
There is currently no dedicated importer for this in the CDM. Stage II information is included in
the CountyYear table. An alternative CountyYear table can be imported using the Generic Tab
(described below). Using this tab, users can export the default CountyYear table for the county
being modeled, modify the values as necessary, and import a revised table.
MOVES includes default county-level Stage II control efficiencies, with a value of zero for
counties and years that do not have an active program. These values were updated for MOVES4,
but users should check that the default data are accurate for the local area. MOVES separates the
Stage II control efficiency into two factors, a refueling vapor adjustment factor, and a spillage
adjustment factor, which are measures of the efficiency of the Stage II program at reducing vapor
displacement and spillage. Calculation of Stage II efficiency is addressed in Section 4 of the
EPA document Volume IV: Chapter 1, Preferred and Alternative Methods for Gathering and
Locating Specific Emission Inventory Data (https://www.epa.gov/air-emissions-
inventories/volume-4-mobile-sources). In the absence of any local information that
differentiates the efficiency of the Stage II program for controlling vapor displacement and
spillage, a value of 0 should be used for the spillage adjustment factor.
4.15 Generic
The Generic Tab can be used to export, modify, and re-import any of the default MOVES tables
not covered by specific tabs in the CDM. Users should note that there are complex interactions
between tables in MOVES, and there may be unintended consequences from changing any table.
Other than the Stage II inputs mentioned above, most tables should never be changed, and results
will not be acceptable if such tables are modified. EPA recommends that users consult with their
EPA Regional Office before modifying any of the default MOVES tables accessible through the
Generic Tab.
64 States must account for all emission processes in the SIP. However, two of the 12 hydrocarbon emission
categories, refueling displacement vapor loss and refueling spillage loss, are sometimes included in the SIP as an
area source and left out of the onroad mobile source inventory and motor vehicle emissions budget. In that case, the
two refueling emission processes which are not included in the motor vehicle emission budget would not be
included in a regional conformity analysis. The interagency consultation process should be used to confirm that
there is consistency in the approach used to account for refueling emissions in the SIP and regional
conformity analysis.
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Section 5. Developing Nonroad Inventories with MOVES
The onroad and nonroad modeling capabilities exist as separate modules in MOVES, and users
must select one or the other in each run of the model.
The basic nonroad emission rates and population and activity estimates in MOVES4, including
estimates of population growth, have not changed from MOVES3. However, MOVES4 should
be used when modeling nonroad emissions because it includes updated fuel information, which
does affect estimates of nonroad emissions.
MOVES-Nonroad can be used to estimate emissions from 12 different sectors of nonroad
equipment containing 88 equipment types at the county level based on default assumptions of
county-level nonroad equipment populations and activity. Nonroad equipment population
growth rates in MOVES are based on state and regional growth estimates.65 Equipment
populations and activity are then allocated to the state and county level based on surrogates such
as construction spending for construction equipment, harvested cropland for agricultural
equipment, number of manufacturing employees for industrial equipment, etc.66 While this
approach has limitations, EPA recognizes that estimating local data on nonroad equipment
populations and activity can be challenging, so relying on MOVES default nonroad population
and activity data is acceptable for SIPs and other regulatory purposes.
The rest of this section addresses the development of nonroad RunSpec files, importing local
meteorological and fuel data, and alternatives to using default nonroad population and activity
data for developing local nonroad emissions inventories.
5.1 Developing a Nonroad RunSpec
This section focuses on the navigation panels that differ from the equivalent onroad panels.
5.1.1 Scale
When Nonroad is selected as the model type, Default Scale is the only option for domain/scale.
Default Scale uses the national and county-level default information in MOVES to calculate
inventories at the national or county level. Users can create an input database with the Nonroad
Data Importer to enter local meteorology, fuels, and retrofit data.
"Inventory" is the only option offered for Calculation Type. Users who want to work with
nonroad emission rates or want to apply local nonroad equipment population and activity data
can use post-processing scripts in MOVES to convert inventory output to emission rates. These
scripts are available in the Post Processing Menu. See Section 5.3 for more information.
65 See Nonroad Engine Population Growth Estimates in MOVES2014b, EPA-420-R-18-010
(https://nepis.epa.gov/Exe/ZvPDF.cgi?Dockev=P100UXJK.pdf) for more information.
66 See Geographic Allocation of Nonroad Engine Population Data to the State and County Level, NR-014d
(https://nepis.epa.gov/Exe/ZvPDF.cgi?Dockev=P1004LDX.pdf) for more details.
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5.1.2 Time Spans
MOVES-Nonroad does all calculations at the day level with no hourly detail. Multiple years,
months, and day types can be specified in a single RunSpec, but not individual hours. Users
creating a nonroad input database for a nonroad run in MOVES should limit the RunSpec to a
single year. Users should choose the appropriate months for the pollutant being analyzed, e.g.,
months representing the ozone season for NOx and HC, the months of the PM2.5 season or
episode for the 24-hour PM2.5 standard, or the winter CO season. To develop an annual
inventory, all months should be selected. Choice of day type should be consistent with choices
made for the onroad portion of the inventory.
5.1.3 Geographic Bounds
MOVES-Nonroad allows for the selection of multiple counties in a single RunSpec. However,
users creating a nonroad input database through the Nonroad Data Importer should limit the
RunSpec to a single county.
Note that the output from MOVES-Nonroad is for individual counties. Post-processing may be
needed to adjust results to the boundaries of the analysis (e.g., a nonattainment or maintenance
area).
5.1.4 Vehicles/Equipment: Nonroad Vehicle Equipment
MOVES-Nonroad divides nonroad equipment into 12 economic sectors containing 88 equipment
types. These sectors are:
Agriculture
Airport Support
Commercial
Construction
Industrial
Lawn/Garden
Logging
Oil Field
Pleasure Craft
Railroad
Recreational
Underground Mining
The Nonroad Equipment Panel lets users select nonroad equipment by a combination of sectors
containing specific equipment types and the fuel that those equipment types can use. For a list of
equipment included in each sector, see Appendix B. The fuel types available include
compressed natural gas, gasoline, liquified petroleum gas, marine diesel fuel, and nonroad diesel
fuel. Note that since MOVES-Nonroad does not model emissions from electric equipment, users
may assume these equipment have zero emissions.67
67 See also the nonroad equipment portion of EPA's FAQ about modeling electric vehicles and equipment.
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For SIP analyses, users should select all valid sector and fuel combinations that occur within the
modeled geographic domain. Note that MOVES-Nonroad does not model emissions from
locomotives, commercial marine vessels, or aircraft.68
5.1.5 Road Type
There is only one Nonroad road type ("Nonroad"), and it will automatically be selected in the
Road Type Panel.
5.1.6 Pollutants and Processes
The pollutant processes in MOVES-Nonroad are mutually exclusive types of emissions;
therefore, users must select all processes associated with a modeled pollutant to account for all
emissions of that pollutant.
5.1.7 Output
The Output Panel provides access to two additional panels, General Output and Output
Emissions Detail, which operate in a similar manner to the corresponding panels in MOVES-
Onroad (see Sections 3.8 and 3.9). In general, users can generate output in whatever form works
best for their specific needs. The following subsections provide guidelines to consider when
specifying output details and format.
5.1.7.1 General Output
The General Output Panel in MOVES-Nonroad does not include an option to select specific
activity output options. By default, MOVES-Nonroad includes all applicable activity types in
the MOVESActivityOutput table populated during the run.
5.1.7.2 Output Emissions Detail
This panel allows the user to select the level of detail reported in the output database. As noted
in Section 5.1.2, MOVES-Nonroad does all calculations at the day level. County is the
recommended selection for Location. If MOVES-Nonroad results will be post-processed using a
script provided with MOVES (e.g., an emission factor script), choices in this panel must be
compatible with the script. The use of emission factors scripts is described in detail in Section
5.3 below.
5.2 Use of the Nonroad Data Importer
The Nonroad Data Importer is accessed from the Create Input Databases Panel by selecting
"Enter/Edit Data." Once a database is selected or created, the importer provides three tabs, each
of which opens importers that are used to enter specific local data:
Meteorology
Fuel
Generic (used for importing user data to the nonroad retrofit table (nrRetrofitFactors) as
well as equipment population and activity tables)
68 The "Railroad" sector in MOVES-Nonroad includes only railway maintenance equipment; "Pleasure Craft"
includes only personal watercraft and recreational boats with outboard or inboard/sterndrive motors; and "Airport
Support" includes only ground support equipment used at airports. For information about modeling emissions from
locomotives, commercial marine vessels, and aircraft, see EPA's MOVES website at:
https://www.epa.gov/moves/emissions-models-and-other-methods-produce-emission-inventories.
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Each tab allows the user to create and save a template file with column headings and other key
fields populated. The modeler then enters local data into the created template using a
spreadsheet application (e.g., Microsoft Excel) and imports the edited spreadsheet into MOVES.
In some cases, there is also the option to export default data from the MOVES database, which
can be reviewed and/or edited. Once the modeler determines that the default data are accurate
and applicable to the analysis or determines that the default data need to be changed and makes
those changes, they would then import that data into MOVES. Details of the mechanics of using
the data importers are provided in the MOVES training materials (see Section 1.6). Guidance for
the use of the data importers for SIPs is given below.
5.2.1 Meteorology
MOVES-Nonroad uses the same default meteorology data as MOVES-Onroad. For SIPs, EPA
recommends using local meteorology data for each month that is specified in the RunSpec. The
choice of specific temperature and humidity data may depend on the type of analysis being
performed:
For air quality modeling of a specific exceedance episode (e.g., for SIP attainment
modeling), hourly meteorological data for the episode or for a longer period may be
necessary.
For more generic modeling of average summer or winter day ozone, PM2.5, or CO
conditions, users should input average daily temperature profiles for the months when
exceedances typically occur (in coordination with the EPA Regional Office):
o For ozone season analysis, users should enter either the local average temperature
profile for the period chosen to represent the area's ozone season (typically June,
July and August; or July, August, and September),
o For PM2.5 season or episodic analysis, users should enter the local average
temperature profile for the chosen months,
o For CO season analysis, users should enter the either local average temperature
profile for January, or the local average temperature profile for the three-month
period that best represents the CO season (typically December, January, and
February).
For an annual analysis, users need to enter the local average temperature profile for all
months.
For a given analysis, the nonroad inventory should be based on the same meteorology data used
for the onroad inventory - see Section 4.2 for guidance about meteorology data for onroad
MOVES runs. Local average temperature profiles can be based on the average minimum and
maximum temperatures.
5.2.2 Fuels (Fuel Supply and Fuel Formulation)
MOVES-Nonroad uses two tables, the NRFuelSupply and FuelFormulation tables, that interact
to define the fuels used in the modeling domain.
The NRFuel Supply table identifies the fuel formulations used in a region and each
formulation's respective market share. This is a separate table from the onroad fuel
supply, which is simply called the FuelSupply table.
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The FuelFormulation table defines the properties (such as RVP, sulfur level, ethanol
volume, etc.) of each fuel. This is the same table as used in the onroad portion of
MOVES.
The MOVES defaults for both tables are accessible using the Export Default Data button in the
Fuel Tab of the Nonroad Data Importer. The NRFuel Supply table serves the same function as
the FuelSupply table in MOVES-Onroad. For a full description of the FuelSupply and
FuelFormulation tables and data fields, see Section 4.8.1 of this document.
In MOVES4, the default values in the FuelFormulation and NRFuel supply tables are based on
the information in the fuel supply report for MOVES4,69 and do not necessarily reflect later
changes made to local fuel requirements (e.g., an area becomes subject to the Federal
reformulated gasoline requirement). Users should first review the default fuel formulation and
fuel supply, and then make changes only where precise local volumetric fuel property
information is available or where local fuel requirements have changed.70 Where local
requirements have not changed, EPA strongly recommends using the default fuel properties for a
region unless a full local fuel property study exists. Because fuel properties can be quite
variable, EPA does not consider single or yearly station samples adequate for substitution.
One exception to this guidance is in the case of Reid Vapor Pressure (RVP) where a user should
change the value to reflect any specific local regulatory requirements and differences between
ethanol- and non-ethanol blended gasoline not reflected in the default database. Any changes to
RVP (or to any other gasoline formulation parameters) should be made using the "Fuels Wizard"
tool in the Fuel Tab of the Nonroad Data Importer. This tool can be used to adjust unknown
gasoline properties based on known properties. For instance, changing a fuel's RVP will affect
other fuel properties due to changes in refinery configuration in order to create that new fuel.
The Fuels Wizard calculates the appropriate values consistent with EPA's refinery modeling.
The Fuels Wizard should be used whenever changing any default fuel property for gasoline and
gasoline-ethanol blends in the Fuel Formulation table.71 This approach could also be used for
determining the impacts of relaxing low RVP requirements. Comparisons of emissions should
be done for both onroad and nonroad inventories.
Users who want to determine the benefits of a current reformulated gasoline (RFG) requirement
can do so by comparing the emissions inventory with RFG to the emissions inventory for their
county calculated using the fuel supply and fuel formulations from an adjacent non-RFG county
in the same state. This comparison should be done for both onroad and nonroad inventories.
69 See Fuel Supply Defaults: Regional Fuels and the Fuel Wizard in MOVES4, available at
https://www.epa.gov/moves/moves-onroad-technical-reports.
70 With the exception of Denver: at the time M0VES4 was initially released (i.e., version MOVES4.0.0), EPA did
not have certainty about future fuel properties for the Denver area (i.e., MOVES4.0.0 continues to reflect fuel
properties consistent with the implementation of the Federal 7.8 psi Reid Vapor Pressure requirement in the area).
Therefore, until EPA releases a M0VES4 version that updates fuels for this area (i.e., reflects the fuel properties
associated with the implementation of Federal reformulated gasoline (RFG) in the area), when modeling Denver
counties, modelers will need to update the fuel tables in MOVES to reflect the local fuel in use. Counties in the
Denver RFG implementation area include Adams, Arapahoe, Boulder, Broomfield, Denver, Douglas, Jefferson,
Larimer (part), and Weld (part).
71 The Fuels Wizard is not used for E-85, Diesel, or CNG fuels.
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Unlike the algorithm for onroad fuel supplies, any user-supplied nonroad fuel supply will fully
replace the MOVES default. This means that any user-supplied NRFuelSupply table must
include all the required fuel information, including gasoline, diesel, CNG, and LPG fuels for all
relevant years.
'.sure that any user-supplied NRFuelSupply table
includes all the required fuel information»including gasoline»
diese, md LPG fuels for all relevant years.
For more information about fuel formulations, see Section 4.8.1. Note that Nonroad cannot
model fuels with ethanol volumes greater than 12.5%.
5.2.3 Generic Tab
The Generic Tab can be used to import a nonroad retrofit table that describes a local nonroad
retrofit program. Instructions and guidance on the use of this table, as well as additional
information on modeling nonroad equipment replacement programs, are provided in the latest
version of EPA's guidance for estimating the emission reductions from these programs for SIP
and conformity purposes available at https://www.epa.gov/state-and-local-
transportation/guidance-control-strategies-state-and-local-agencies.
The Generic Tab can be also used to export, modify, and re-import any other default MOVES
tables not covered by a specific tab in the Nonroad Data Importer, including tables that affect
local equipment population and activity. However, these tables in MOVES-Nonroad interact in
complex ways and changing one table may have unintended consequences for other tables and
on emission estimates. In general, EPA discourages the use of these tables to apply locally-
derived equipment populations and activity. For modelers who do have locally-derived
population and activity data, EPA recommends incorporating these data using the method
described in Section 5.3.
5.3 Using Emission Factor Scripts to Apply Local Population and Activity Data
As noted in the introduction to Section 5, use of default equipment population and activity data
in MOVES-Nonroad is acceptable for SIP inventories. However, some users may prefer to use
locally-derived population and activity data when developing nonroad inventories. When this is
the case, EPA recommends the following approach for developing nonroad inventories using
local data:
1. Run MOVES using default population and activity data.
2. Convert inventory results into emission rates by using emission factor scripts provided in
the MOVES Post Processing Menu.
3. Multiply the resulting emission rates by the appropriate local population or activity
measure to calculate a new emissions inventory.
EPA has provided 10 emission factor scripts, available in the MOVES Post Processing menu,
that can be used in step 2 above, depending on the type of local data available. Table 5-1 below
summarizes what each of the scripts does and what kind of local activity data is needed to obtain
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an inventory using the results of the script. Note that each script has different requirements for
level of output detail selected in the Output Emissions Detail Panel prior to running MOVES.
To calculate activity in hp-hours, the following equation can be used:
hp-hours = rated horsepower x load factor
x total hours of operation per equipment
x number of equipment operating
To calculate activity in operating hours, the following equation can be used:
hours = total hours of operation per equipment x number of equipment operating
To calculate activity in vehicle-days, the following equation can be used:
vehicle-days = number of equipment operating x number of days of operation
When calculating the total hours operation or the number of days of operation, the timespan of
the inventory should be considered. For example, if the inventory is for one day, the total hours
should account for all hours of operation throughout the day. If the inventory is for a year, the
total hours should account for all hours of operation throughout the year. However, multiple
runs may be required to account for seasonal variations in emission factors.
EPA strongly recommends taking the following steps to reduce the size of the MOVES output
database before using one of these scripts in Table 5-1 to reduce the possibility of excessive post-
processing script run times:
In the RunSpec, select only those sectors in the Nonroad Equipment Panel for which
there are appropriate activity data.
In the RunSpec, choose only the detail needed, based on Table 5-1, in the Output
Emissions Detail Panel.
After the run completes, delete equipment types from the output file for which activity
information are not available. An example script that could be used to delete equipment
types is included in Appendix C.
Taking these steps before running an emission factor script will reduce the run time of the script.
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Table 5-1. Nonroad Emission Factor Scripts in MOVES
Script Title
Description of script
output
Select in Output
Emissions Detail
Panel
To Calculate an
Inventory, Multiply
Resulting Emission
Factors By:
Emi s si onF actor s_per_h
phr_by
Equipment, sql
Emission factors in
g/hp-hr for each
equipment type
SCC
Total number of hp-
hours for appropriate
equipment type
Emi s si onF actor s_per_h
phr_by
Equipmentand
Horsepower, sql
Emission factors in
g/hp-hr for each
equipment type and
horsepower class
SCC, HP Class
Total number of hp-
hours for appropriate
equipment type and
horsepower class
Emi s si onF actor s_per_h
phr_by_SCC.sql
Emission factors in
g/hp-hr for each SCC
SCC
Total number hp-hours
for appropriate SCC
Emi s si onF actor s_per_h
phr_by_SCC_and_Mod
el Year, sql
Emission factors in
g/hp-hour for each
SCC, horsepower class,
and model year
SCC, HP Class, Model
Year
Total number of hp-
hours for appropriate
SCC, horsepower class,
and model year
Emi s si onF actor s_per_
OperatingHourby
Emission factors in
g/hour for each
SCC
Total hours of
operation for
Equipment, sql
equipment type
appropriate equipment
type
Emi s si onF actor s_per_
OperatingHourbyEq
uipmentand
Horsepower, sql
Emission factors in
g/hour for each
equipment type and
horsepower class
SCC, HP Class
Total hours of
operation for
appropriate equipment
type and horsepower
class
Emi s si onF actor s_per_
OperatingHour by
SCC.sql
Emission factors in
g/hour for each SCC
SCC
Total hours of
operation for
appropriate SCC
Emi s si onF actor s_per_
Vehicle_by
Equipment, sql
Emission factors in
g/vehicle per day for
each equipment type
SCC
Total number of
vehicle-days for
appropriate equipment
type
Emi s si onF actor s_per_
Vehicle_by
Equipmentand
Horsepower, sql
Emission factors in
g/vehicle per day for
each equipment type
and horsepower class
SCC, HP Class
Total number of
vehicle-days for
appropriate equipment
type and horsepower
class
Emi s si onF actor s_per_
V ehi cl e_by_S C C. sql
Emission factors in
g/vehicle per day for
each SCC
SCC
Total number of
vehicle-days for
appropriate SCC
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Appendix A MOVES Source Types by Regulatory Class
I/M programs entered in MOVES are applied to source types. However, as discussed in Section
4.9.4, this association of I/M programs and source type may be inconsistent with state I/M
program regulations that define I/M programs by the vehicle weight classes. Users can correct
for this inconsistency by including gasoline regulatory class coverage adjustments in the
calculation of the compliance factor as described in Section 4.9.10. Note that Class 2b trucks
with two axles or more and at least six tires, colloquially known as "duallies," should be
classified as single-unit trucks in regulatory class 41 regardless of GVWR.
Table A-l. MOVES Gasoline Regulatory Class Distributions by Source Type
Source Type
Description
Source
Type ID
Regulatory Class
Description
Corresponding
MOVES Reg
Class ID
Gasoline Vehicle
Regulatory Class
Coverage
Adjustment
Motorcycle
11
Motorcycles
10
1.0000
Passenger Car
21
Light Duty Vehicles
20
1.0000
Passenger Truck
31
Light Duty Trucks
30
0.9723
Class 2b Trucks
Passenger Truck
31
(8,500 lbs < GVWR
<= 10,000 lbs)*
41
0.0277
Light Commercial
Truck
32
Light Duty Trucks
30
0.7697
Light Commercial
Truck
32
Class 2b Trucks
(8,500 lbs < GVWR
<= 10,000 lbs)*
41
0.2303
Class 4 and 5 Trucks
Other Buses
41
(14,000 lbs < GVWR
<= 19,500 lbs)
42
0.9669
Class 6 and 7 Trucks
Other Buses
41
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.0269
Class 8a and 8b
Other Buses
41
Trucks (GVWR >
33,000 lbs)
47
0.0062
Class 4 and 5 Trucks
Transit Bus
42
(14,000 lbs < GVWR
<= 19,500 lbs)
42
0.9973
Class 6 and 7 Trucks
Transit Bus
42
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.0014
Class 8a and 8b
Transit Bus
42
Trucks (GVWR >
33,000 lbs)
47
0.0013
87
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Source Type
Description
Source
Type ID
Regulatory Class
Description
Corresponding
MOVES Reg
Class ID
Gasoline Vehicle
Regulatory Class
Coverage
Adjustment
Class 3 Trucks
School Bus
43
(10,000 lbs < GVWR
<= 14,000 lbs)"
41
0.001
Class 4 and 5 Trucks
School Bus
43
(14,000 lbs < GVWR
<= 19,500 lbs)
42
0.586
Class 6 and 7 Trucks
School Bus
43
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.407
Class 8a and 8b
School Bus
43
Trucks (GVWR >
33,000 lbs)
47
0.006
Class 3 Trucks
Refuse Truck
51
(10,000 lbs < GVWR
<= 14,000 lbs)"
41
0.0258
Class 4 and 5 Trucks
Refuse Truck
51
(14,000 lbs < GVWR
<= 19,500 lbs)
42
0.0843
Class 6 and 7 Trucks
Refuse Truck
51
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.8494
Class 8a and 8b
Refuse Truck
51
Trucks (GVWR >
33,000 lbs)
47
0.0405
Single Unit Short-
haul Truck
52
Class 3 Trucks
(10,000 lbs < GVWR
<= 14,000 lbs)"
41
0.5877
Single Unit Short-
haul Truck
52
Class 4 and 5 Trucks
(14,000 lbs < GVWR
<= 19,500 lbs)
42
0.3324
Single Unit Short-
haul Truck
52
Class 6 and 7 Trucks
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.0796
Single Unit Short-
haul Truck
52
Class 8a and 8b
Trucks (GVWR >
33,000 lbs)
47
0.0003
Single Unit Long-
haul Truck
53
Class 3 Trucks
(10,000 lbs < GVWR
<= 14,000 lbs)"
41
0.5448
Single Unit Long-
haul Truck
53
Class 4 and 5 Trucks
(14,000 lbs < GVWR
<= 19,500 lbs)
42
0.3609
88
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Source Type
Description
Source
Type ID
Regulatory Class
Description
Corresponding
MOVES Reg
Class ID
Gasoline Vehicle
Regulatory Class
Coverage
Adjustment
Single Unit Long-
haul Truck
53
Class 6 and 7 Trucks
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.094
Single Unit Long-
haul Truck
53
Class 8a and 8b
Trucks (GVWR >
33,000 lbs)
47
0.0003
Class 3 Trucks
Motor Home
54
(10,000 lbs < GVWR
<= 14,000 lbs)"
41
0.0592
Class 4 and 5 Trucks
Motor Home
54
(14,000 lbs < GVWR
<= 19,500 lbs)
42
0.5551
Class 6 and 7 Trucks
Motor Home
54
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.3856
Class 8a and 8b
Motor Home
54
Trucks (GVWR >
33,000 lbs)
47
0.0001
Combination
Short-haul Truck
Class 6 and 7 Trucks
61
(19,500 lbs < GVWR
<= 33,000 lbs)
46
0.1803
Combination
Short-haul Truck
61
Class 8a and 8b
Trucks (GVWR >
33,000 lbs)
47
0.8197
Class 2b trucks wit
h two axles or more and at least six tires, colloquially known as ""duallies." are
classified as single-unit trucks in regulatory class 41 regardless of GVWR.
Class 3 trucks that are engine-certified are classified in regulatory class 42 regardless of GVWR.
89
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Appendix B Nonroad Equipment Types
The table below lists nonroad equipment types and the sectors they are assigned to in MOVES.
Table 5-2B-3. Nonroad Equipment Types
NREquipTypelD
Description
SectorlD
Sector
1
Snowmobiles
1
Recreational
2
Off-road Motorcycles
1
Recreational
3
All-Terrain Vehicles
1
Recreational
4
Golf Carts
1
Recreational
5
Specialty Vehicle Carts
1
Recreational
6
Pavers
2
Construction
7
T ampers/Rammers
2
Construction
8
Plate Compactors
2
Construction
9
Rollers
2
Construction
10
Paving Equipment
2
Construction
11
Surfacing Equipment
2
Construction
12
Signal Boards/Light Plants
2
Construction
13
Trenchers
2
Construction
14
Bore/Drill Rigs
2
Construction
15
Concrete/Industrial Saws
2
Construction
16
Cement & Mortar Mixers
2
Construction
17
Cranes
2
Construction
18
Crushing/Proc. Equipment
2
Construction
19
Rough Terrain Forklift
2
Construction
20
Rubber Tire Loaders
2
Construction
21
Tractors/Loaders/Backhoes
2
Construction
22
Skid Steer Loaders
2
Construction
23
Dumpers/T enders
2
Construction
24
Other Construction Equipment
2
Construction
25
Aerial Lifts
3
Industrial
26
Forklifts
3
Industrial
27
S weeper s/S crubb er s
3
Industrial
28
Other General Industrial Eqp
3
Industrial
29
Other Material Handling Eqp
3
Industrial
30
AC Refrigeration
3
Industrial
31
Terminal Tractors
3
Industrial
32
Lawn mowers (residential)
4
Lawn/Garden
33
Lawn mowers (commercial)
4
Lawn/Garden
34
Rotary Tillers < 6 HP
A
Lawn/Garden
(residential)
35
Rotary Tillers < 6 HP
A
Lawn/Garden
(commercial)
36
Chain Saws < 6 HP (residential)
4
Lawn/Garden
90
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NREquipTypelD
Description
SectorlD
Sector
37
Chain Saws < 6 HP
A
Lawn/Garden
(commercial)
4
38
Trimmers/Edgers/Brush Cutter
(residential)
4
Lawn/Garden
39
Trimmers/Edgers/Brush Cutter
(commercial)
4
Lawn/Garden
40
Leaf blowers/Vacuums
A
Lawn/Garden
(residential)
4
41
Leaf blowers/Vacuums
A
Lawn/Garden
(commercial)
4
42
Snow Blowers (residential)
4
Lawn/Garden
43
Snow Blowers (commercial)
4
Lawn/Garden
44
Rear Engine Riding Mowers
(residential)
4
Lawn/Garden
45
Rear Engine Riding Mowers
(commercial)
4
Lawn/Garden
46
Front Mowers (commercial)
4
Lawn/Garden
47
Shredders < 6 HP (commercial)
4
Lawn/Garden
48
Lawn & Garden Tractors
A
Lawn/Garden
(residential)
4
49
Lawn & Garden Tractors
A
Lawn/Garden
(commercial)
4
50
Chippers/Stump Grinders
(commercial)
4
Lawn/Garden
51
Commercial Turf Equipment
(commercial)
4
Lawn/Garden
52
Other Lawn & Garden
A
Lawn/Garden
Equipment (residential)
4
53
Other Lawn & Garden
A
Lawn/Garden
Equipment (commercial)
4
54
2-Wheel Tractors
5
Agriculture
55
Agricultural Tractors
5
Agriculture
56
Combines
5
Agriculture
57
Balers
5
Agriculture
58
Agricultural Mowers
5
Agriculture
59
Sprayers
5
Agriculture
60
Tillers > 6 HP
5
Agriculture
61
Swathers
5
Agriculture
62
Other Agricultural Equipment
5
Agriculture
63
Irrigation Sets
5
Agriculture
64
Generator Sets
6
Commercial
65
Pumps
6
Commercial
66
Air Compressors
6
Commercial
91
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NREquipTypelD
Description
SectorlD
Sector
67
Gas Compressors
6
Commercial
68
Welders
6
Commercial
69
Pressure Washers
6
Commercial
70
Hydro Power Units
6
Commercial
71
Chain Saws > 6 HP
7
Logging
72
Shredders > 6 HP
7
Logging
73
Forest Equipment -
Feller/Bunch/Skidder
7
Logging
74
Airport Support Equipment
8
Airport Support
75
Other Oil Field Equipment
10
Oil Field
76
Scrapers
2
Construction
77
Excavators
2
Construction
78
Graders
2
Construction
79
Off-highway Trucks
2
Construction
80
Rough Terrain Forklifts
2
Construction
81
Crawler Tractor/Dozers
2
Construction
82
Off-Highway Tractors
2
Construction
83
Commercial Mowers
A
Lawn/Garden
(commercial)
4
84
Other Underground Mining
Equipment
9
Underground
Mining
85
Outboard
11
Pleasure Craft
86
Personal Water Craft
11
Pleasure Craft
87
Inb oard/ Sterndri ve
11
Pleasure Craft
88
Railway Maintenance
12
Railroad
92
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Appendix C Nonroad Post-Processing Scripts
The nonroad post-processing scripts in MOVES can take a long time to run depending on the
size of the output database. Users can reduce the size of their output databases by choosing just
the amount of detail needed in the Output Emissions Detail Panel of MOVES, only selecting the
sectors for which there are available activity data, and deleting equipment types for which there
is no activity information.
If planning to delete records from MOVES output tables, EPA recommends that users make a
copy of the original MOVES output so that runs do not need to be repeated if the information is
needed later. An example script that makes a copy of MOVES output is as follows:72
CREATE TABLE output_database.movesoutput_copy
SELECT * FROM output_database.movesoutput;
CREATE TABLE output_database.movesactivityoutput_copy
SELECT * FROM output_database.movesactivitysoutput;
When using this script, output_database should be replaced with the actual name of the
MOVES output database.
To reduce the size of the MOVES output database and to reduce post-processing script runtimes,
SQL scripts may be used to manually delete equipment types. For example, if you only had
activity data for pavers (NREquipTypelD 6) and rollers (NREquipTypelD 9), the following
example SQL script could be run on your output database to reduce the output to only pavers and
rollers:73
DELETE output_database.movesoutput
FROM output_database.movesoutput
INNER JOIN movesdb2 02 3 0 615.nrscc USING (SCC)
INNER JOIN movesdb20230615.nrequipmenttype USING (NREquipTypelD)
WHERE NREquipTypelD NOT IN (6, 9);
DELETE output_database.movesactivityoutput
FROM output_database.movesactivityoutput
INNER JOIN movesdb20230615.nrscc USING (SCC)
INNER JOIN movesdb20230615.nrequipmenttype USING (NREquipTypelD)
WHERE NREquipTypelD NOT IN (6, 9);
When using this script, output_database should be replaced with the actual name of the
MOVES output database, and the equipment type IDs that there are data for should be specified
in the NOT IN clause. See Appendix B for a list of nonroad equipment type IDs.
72 These SQL scripts can be run in an SQL editor, such as HeidiSQL (for more information, see
https://www.heidisal.com') or MySQL Workbench (for more information, see
https://www.mYsal.com/products/workbench').
73 When running DELETE commands in MySQL Workbench, the "Safe Updates" option may need to be unchecked
in the Edit > Preferences... > SQL Editor panel.
93
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Once this step is completed, users may execute the desired nonroad post-processing script
MOVES.
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