Truck Carrier Partner 2.0.12 Tool: 

Technical Documentation

2012 Data Year - United States Version
Transportation and Climate Division

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

Truck Carrier Partner 2.0.12 Tool: 

Technical Documentation

2012 Data Year - United States Version

Office of Transportation and Air Quality

EPA-420-B-13-003

January 2013
1 

SmartWay 2.0.12 

Truck Tool Technical Documentation

United States Version

1-7-2013

1.0 Overview

This document provides detailed background information on the data sources, 

calculation methods, and assumptions used within the new SmartWay Truck Tool, 

version 2.0.12. The SmartWay Truck Tool utilizes the most up-to-date emission factors, 

in combination with detailed vehicle activity data, to estimate emissions and associated 

performance metrics. The primary purpose of the Tool is to help fleets calculate actual 

pollutant emissions for specific truck types and applications and track their emissions 

performance over time. Shippers can, in turn, use the data that truck carriers report

using these Tools to develop more advanced emissions inventories associated with 

their freight activity and to track their emissions performance over time. 

The new Tool allows the user to evaluate fleet performance in terms of different massbased performance metrics for CO2, NOx, and PM (PM10 and PM2.5), including:1

• Grams per mile

• Grams per average payload ton-mile

• Grams per thousand cubic foot-miles

• Grams per thousand utilized cubic foot-miles

The Tool can also generate estimates of emissions associated with the total miles, 

loaded miles, and revenue miles traveled by a fleet. Fleet performance can then be 

assessed at the truck-class and/or fuel-type level, or on an aggregated basis across all 

classes and fuels.

The Tool also collects extensive information on fleet operations and truck body types, 

allowing detailed segmentation of Partner fleets for more appropriate, equitable 

comparisons. For example, fleets that cube-out with low payloads (e.g., those hauling 

potato chips) will be able to compare themselves to similar fleets on a simple grams per 

mile basis, rather than a mix of fleets that includes fleets that routinely weigh-out. 

Similarly, fleets that operate in primarily short-haul, urban environments at relatively low 

average speeds will have fundamentally different emission rates and constraints than 

 

1 At this time the Truck Tool does not calculate performance metrics for specialty fleets that track their activity in 

terms of hours of use rather than miles traveled or freight hauled (e.g., refuse haulers and utility fleets). Future 

modifications may be made to the current Tool to accommodate such fleets.
2 

long-haul fleets operating at highway speeds. By collecting detailed information on fleet 

operations (short vs. long, TL vs. LTL, urban vs. highway, etc), as well as truck class 

(2b through 8b) and body type (dry van, reefer, flatbeds, etc.), individual fleets can 

compare their performance to other, similar fleets, which can help them to better 

manage their emissions performance. 
3 

2.0 Data Inputs and Sources

The SmartWay Truck Tool user provides most vehicle characteristic, operational, and 

activity data needed for emissions performance estimation (see Section 3 for more 

information). The Tool calculates emissions by multiplying fleet activity data with EPAapproved emission rate factors that are stored in look-up tables within the Tool. 

The Tool contains different types of emission rate factors for different pollutants. CO2

factors are expressed in grams of CO2 per gallon of fuel.

2,3

 NOx and PM factors are 

expressed in grams of pollutant per mile traveled for operating emissions, and in grams 

per hour for idle emissions. In general, CO2 factors are independent of the truck types, 

classes, and operational practices in a fleet. NOx and PM factors, however, vary 

depending upon a number of parameters, including:

• Truck class

• Engine model year/emission certification standard

• Vehicle speed

• Vehicle driving pattern (referred to as “drive cycle”)

In addition, PM emissions will also vary with the application of PM control retrofits, 

including diesel oxidation catalysts (DOC), closed crankcase ventilation (CCV), and 

diesel particulate filters ( “PM traps” or flow-through filters). In the Tool, PM control

retrofits are assumed to have the same impact on operating and idle emission factors.4

2.1 CO2 Factors

EPA populated the SmartWay Tuck Tool with CO2 factors that are based on fuel 

consumption. These factors and their sources and are summarized below in Table 1.

 

2 At this time other greenhouse gases such as methane (CH4), nitrous oxide (N2O) and black carbon are not included 

in the current Truck Tool.

3 The new Truck Tool also estimates emissions associated with battery-electric trucks. In this case pollutant 

emissions (CO2, NOx and PM) are determined based on the kWhrs used for charging.

4 Future versions of the Tool may account for differences in retrofit effectiveness for running versus idle emissions.
4 

Table 1. CO2 Factors by Fuel Type*

g/gal Source5

Gasoline 8,887 (i)

Diesel 10,180 (ii)

Biodiesel (B100) 9,460 (iii)

Ethanol (E100) 5,764 (iv)

CNG 7,030 (v)

LNG 4,394 (vi)

LPG 5,790 (vii)

* 100% combustion (oxidation) assumed

Note that the Tool calculates tailpipe emissions from biofuel blends (gasoline/ethanol, 

diesel/biodiesel) by applying separate emission factors to the user-specified volume of

each blend component. The Tool then adds the emissions from each blend component

together to determine total CO2 emissions. Therefore emission factors for specific blend 

ratios are not needed for CO2.

6

Within the Tool, users may provide their CNG fuel use estimates in terms of gasolineequivalent gallons (on a Btu basis), or in standard cubic feet (scf). If CNG consumption 

is expressed in scf, the Tool applies a fuel factor expressed in grams per scf (57.8), 

based on 983 Btu/scf and 58,819 g CO2/mmBtu.7

 

5 i) Final Rule on Light-Duty Vehicle Greenhouse Gas Emissions Standards and Corporate Average Fuel Economy 

Standards (75 FR 25324, May 7, 2010). The gasoline factor used in this rule was sourced from the California Air 

Resources Board and is based on measurement of carbon from a gasoline test fuel (indolene).

 ii) Fuel economy calculations in 40 C.F.R 600.113 available at 

http://edocket.access.gpo.gov/cfr_2004/julqtr/pdf/40cfr600.113-93.pdf. 

 iii) Tables IV.A.3-2 and 3-3 in A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions, available at 

http://www.epa.gov/oms/models/analysis/biodsl/p02001.pdf

iv) Final Rule on Mandatory Reporting of Greenhouse Gases (70 FR 56260, October 30, 2009). Full source 

documentation is available on pp. 31-32 in the Technical Support Document, Petroleum Products and Natural Gas 

Liquids: Definitions, Emission Factors, Methods and Assumptions, available at 

www.epa.gov/climatechange/emissions/downloads09/documents/SubpartMMProductDefinitions.pdf. 

v) Calculations of Lifecycle Greenhouse Gas Emissions for the 2005 Gasoline and Diesel Baselines in the Notice of 

Availability of Expert Peer Review Record supporting the proposed revisions to the Renewable Fuel Standard 

Program (74 FR 41359) available in Docket EPA-HQ-OAR-2005-0161-0925.1 (Spreadsheet “Emission Factors”).

vi) Assuming 74,720 Btu/gal lower heating value (http://www.afdc.energy.gov/afdc/fuels/properties.html), and 

0.059 g/Btu (from CNG calculation, source v).

 vii) Table C-1 in the Final Rule on Mandatory Reporting of Greenhouse Gases (70 FR 56260, October 30, 2009). 

Full source documentation is available in Table A-39 and pg. A-60 of the Inventory of U.S. Greenhouse Gas 

Emissions and Sinks: 1990 – 2007 available at 

http://epa.gov/climatechange/emissions/downloads/US_GHG_Inv_Annexes_1990-2007.pdf 6 The Tool also estimates the barrels of petroleum required to make the reported gallons of diesel and gasoline based 

on national averages: 19 gallons of gasoline and 10 gallons of diesel assumed per barrel of petroleum – see 

http://205.254.135.24/tools/faqs/faq.cfm?id=24&t=10 and http://205.254.135.24/tools/faqs/faq.cfm?id=327&t=9. 7 See footnote 4, v. 
5 

2.2 NOx and PM Factors 

The SmartWay Truck Tool contains NOx, PM10 and PM2.5 emission factor outputs for onroad operation from EPA’s MOVES2010b model for gasoline, diesel, and E108 for all 

heavy truck classes (2b – 8b) under national default temperature and fuel conditions, for 

model years 1987 through 2013, for the 2013 calendar year (see Appendix A for a full 

list of factors, and Appendix G for a short discussion of differences between 

MOVES2010a and MOVES2010b emission estimates). The emission factors are 

broken out by general drive cycle type (urban or highway), and average speed range, 

as discussed below.

Short-duration (less than 15 minutes) idle emission factors for NOx and PM were 

developed separately by model year, truck class, and fuel type (diesel and gasoline). 

MOVES2010b does not currently provide short duration idle factors in terms of grams 

per hour, so we ran MOVES2010b using the Project Level scale with a single link and 

with an average speed of zero. We performed runs for typical winter and summer 

conditions and took the average of outputs from those runs obtain g/hr factors. 

MOVES2010b does provide emission factors for long-duration idle for long-haul diesel 

trucks. These factors are applied separately to the long-duration idle hour estimates 

provided for Class 8b trucks within the Truck Tool.9

 Short-duration factors are applied 

across the board for the remaining truck class types. 

Note that hybrid electric trucks are assumed to have no short-duration idle emissions 

(due to assumed engine auto-shut off), although long-duration idle (and regular 

exhaust10) emissions are assumed unchanged relative to their conventional vehicle 

counterparts. Finally, battery-electric trucks are assumed to have no idle emissions.

The resulting idle factors are presented in Appendix B.

The next section describes the process we followed to select the on-road emission 

factors from MOVES2010b for use in the Truck Tool. Emission factors in grams per 

mile were developed for gasoline, E10,11 and diesel fuel types for all MOVES source 

types that correspond to MOBILE6 heavy duty vehicle classes, 2b-8b inclusive. The 

MOVES source types modeled are shown in the table below. Of these, note school 

buses, refuse trucks and motor homes represent only a small fraction of total activity.

 

8 ERG identified an inconsistency associated with future year E10 emissions estimation within MOVES2010b. 

Therefore in order to estimate E10 emission factors for 2013, ERG used the ratio of emissions between gasoline and 

E10 from MOVES2010a, and applied this ratio to the gasoline emission factors from MOVES2010b for this 

assessment.

9 NOx factors for long-term extended idling are higher than short-duration factors (at least for late model 

engines), since engine operation temperatures and loads at idle are generally not high enough to activate 

late-model emission controls such as SCR and EGR. 10 While there is evidence that NOx emissions may be decreased through the use of hybrid electric technology, EPA 

has not performed emission testing to assess this effect. Therefore hybrid NOx and PM exhaust emission rates are 

assumed to equal conventional vehicle equivalents in the current Truck Tool.

11 E15 can be modeled as well, if the required fuel specifications are provided. 
6 

Table 2. MOVES Source Types Associated with Class 2b – 8b Vehicles

Source Type ID Source Type Name

31 Passenger Truck

32 Light Commercial Truck

43 School Bus

51 Refuse Truck

52 Single Unit Short-haul Truck

53 Single Unit Long-haul Truck

54 Motor Home

61 Combination Short-haul Truck

62 Combination Long-haul Truck

Separate factors were developed for “Urban” and “Highway/Rural” roadway types. 

These factors were apportioned according to MOVES operating mode groups, which 

correspond to speed ranges of 0-25 mph, 25-50 mph, and 50+ mph. 

Emission factors calculated by the model, output by MOVES source type, were then 

converted to a MOBILE6 vehicle class basis. In this way, the Truck Tool can select 

appropriate emission factors for use by:

• weight class

• model year

• road type (urban vs. highway/rural)

• speed distribution

The following describes the methodology for the emission factor calculation.

Calculation of MOVES emission factors by operating mode

In calculating emission factors, the primary goal is to disaggregate factors by the 

percentage of time a given type of vehicle spends operating at certain speeds. The 

ranges of speeds analyzed include 0-25 mph, 25-50 mph, and greater than 50 mph. 

These speed ranges correspond to MOVES operating modes #11-16, 21-29, and 30-40 

inclusive, where each operating mode is defined by both the speed of the vehicle and its 

vehicle specific power (VSP). First, for a given source type and model year, the fraction 

of emissions attributable to each range of speed was determined. Emissions for a 

vehicle can be expressed in Equation 1:

Equation 1

E` = A1E1` + A2E2` + A3E3` + AIEI + ABEB 

Where:
7 

E` = uncorrected12 mass emissions calculated based on operating mode and 

emissions contribution by speed bin

A1-3 = the sum of activity fractions (in seconds) over speed range n. (AI and AB

represent the activity associated with the individual operating modes for idling 

and braking, respectively.)

E1-3` = the weighted average emissions over a given speed range n. (EI and EB

represent the emissions associated with the individual operating modes for 

idling and braking, respectively.) 

The following figure shows a range of emissions and activity fractions for an example 

source type and model year. The operating mode (or VSP bin) are shown on the x-axis. 

The dashed red line presents the fraction of vehicle activity associated with a given 

operating mode, while the black circles present average HC emissions for each 

operating mode. 

Figure 1. Example Emissions and Activity Fractions by Operating Mode

For our purposes, An from Equation 1 is obtained by retaining the “opmodedistribution” 

table from the Operating Mode Distribution Generator (OMDG), which is created during 

a MOVES run. This table contains operating mode fractions by source type, roadway 

type, and pollutant/process. The sum of the operating mode fractions in each speed bin 

constitutes An. 

En` is derived from data obtained from the default MOVES “emissionratebyage” table. 

This table contains emission rates by pollutant process, operating mode, and age group 

 

12 Subsequent adjustment factors are presented in Equation 3 below.

25 - 50 mph > 50 < 25 
8 

for a wide variety of sourcebinIDs. For this analysis, a MySQL query was used to select 

sourcebinIDs corresponding to the source type, fuel type, and calendar year of interest, 

and limited our rate selection to the 4-5 year age group. The emissions obtained here 

were then converted to a source type basis (from their current sourcebinID basis); this 

was done by retaining the “sourcebindistribution” table from the Source Bin Distribution 

Generator (SBDG), which is created during each MOVES run, and weighting the activity 

fractions for each source type and model year combination in this table with the data 

from the “emissionratebyage” table described above. Having finished this mapping, an 

emission rate is generated, by source type and model year, for each operating mode 

(corresponding to the circles in the figure above). Since En` for each speed range 

represents the average emissions of the range weighted by the activity in that range, 

the weighted average emissions can be calculated from the 0-25 mph speed bin, E1`, as 

follows in Equation 2:

Equation 2

 

∑

+++++ = 16

11

161615151414131312121111

1 `

Rn

TRTRTRTRTRTR

E

Where:

Rn = The activity fraction for operating mode n, obtained from the OMDG table

Tn = The emissions for operating mode n.

Other speed bins will use different operating modes in their calculations; the equation 

above is merely an example illustrating the calculation method for the first speed bin. 

Having calculated an appropriate En` for each speed range for a given source type and 

model year, Equation 1 can be used, along with the appropriate activity fraction, to 

arrive at a total uncorrected emissions value. In and of itself, this emission factor has 

little value in estimating emissions. However, it can be used along with the modeled

emission factor for a particular source type and model year to arrive at an overall 

adjustment factor, as shown in Equation 3:

Equation 3

E`

E Z =

Where:

E = The modeled emission, obtained from MOVES outputs, for an individual source 

type and model year

E`= The uncorrected emissions for an individual source type and model year, 

calculated using operating mode distributions and emission factors from the 

“emissionratebyage” table
9 

This overall adjustment factor, in turn, can be applied to each individual emissions 

component, En`, as shown in Equation 4:

Equation 4

En = ZEn` 

The adjusted emissions, En, are subsequently used to calculate a total, corrected 

emission factor for a given source type and model year combination, as described by 

Equation 5:

Equation 5

E = A1E1 + A2E2 + A3E3 + AIEI + ABEB 

In this way, a representative emission factor is calculated by operating mode/speed 

group. This will allow the Truck Tool to adjust the default operating mode percentages 

(An) to more accurately represent a user-provided speed profile for the vehicles they are 

evaluating. Default operating mode percentages may also be used, as calculated 

above.

Conversion of Emission Factors from Source Type to Weight Class Basis 

Ultimately, emission factor lookup tables are required for use in the Truck Tool by 

weight class, fuel type, and model year. However, modeled output from MOVES is 

aggregated by source type. Therefore a post-processing Tool was developed to convert 

vehicle emission factors from source types to weight class based on internal MOVES 

tables. The conversion methodology used in this Tool is described below.

First, the adjusted emissions and activity output from MOVES are combined, by 

pollutantID, by joining the “movesoutput” and “movesactivityoutput” tables by calendar 

year, source type, fuel type and model year. The sourcetype and model year for each 

record are combined in a new field, sourcetypemodelyearID. 

Next, the emissions and activity output from the first step are combined with the

MOVES “sizeweightfraction” table by joining on the sourcetypemodelyearID. The 

“sizeweightfraction” table contains, for a given combination of source type and model 

year, the fraction of vehicles apportioned across weightclassID. Given the 

weightclassID, the portion of emissions and activity attributable to a given range of 

vehicle weights is determined, and subsequently, those weights (along with fuel type) 

are mapped back to MOBILE6 vehicle classes, which are based on GVWR. (This is 

achieved with a separate lookup table, “M6VehType”, which is derived from Appendix B, 

Table 3 of the EPA’s MOBILE6.2 User’s Guide.) For each calendar year, 

sourcetypemodelyearID and pollutantID, the sizeweightfraction is multiplied by the 

emissions (in grams) and activity (in miles) to obtain EmissionFrac and ActivityFrac, 

respectively. 
10 

Finally, the EmissionFrac and ActivityFrac calculated above are summed by yearID, 

pollutantID, fueltypeID, and MOBILE6 vehicle type (e.g., HDDV8b). This provides total 

emissions and activity independent of the MOVES source type or vehicle model year. 

Finally, the aggregated emissions are divided by the activity to arrive at g/mi emission 

factors, presented in Appendix A. 

Modeling E10 Emission Rates 

In a MOVES run that uses nationwide defaults for fuel supply, the model includes many 

thousands of fuel formulations on a by-county basis in its calculations. In addition to 

diesel fuels, many counties in the model defaults are characterized by varying market 

shares of gasoline and E10. This intertwining of fuel mixtures by market share can 

make isolation of nationwide E10-based and gasoline-based emission factors from the 

model somewhat difficult. 

 

In order to isolate E10 emission factors, an external database Tool was used to alter the 

MOVES “fuelsupply” table for two scenarios: one in which market shares for E10 and 

gasoline fuels were set to 1 and 0, respectively, and the inverse case, in which market 

shares for E10 and gasoline fuels were set to 0 and 1. Importing the updated 

“fuelsupply” tables using external MySQL scripts, separate E10 and gasoline MOVES 

runs were then performed using the newly updated information.

Sensitivity Analysis Results

The relative emissions impact of different speed regimes were evaluated for four road 

types – urban arterial, urban freeway, rural arterial, and rural freeway. To simplify the 

sensitivity analysis, MOVES outputs were generated for diesel long-haul combination 

trucks, model year 2008, run for the 2011 calendar year, using national average 

defaults (e.g., fuel specifications, temperatures, etc). The results of the analysis are 

shown for NOx and PM2.5 below. 
11 

Figure 2. Default NOx and PM2.5 Emission Contribution by Speed Bin

As shown in the above charts, the emissions for urban freeways, rural arterials, and 

rural freeways are all heavily dominated by high speed (50 – 70 mph) operation.13

 In 

addition, actual emission levels are relatively insensitive to road type across these three 

 

13 This finding is consistent with the 2008 SmartWay Partner data submissions, wherein 87% of Partners selected 

the 50+ mph category as the most representative of their non-urban operations. 
12 

types. However, speed distribution appears to have a significant bearing on emissions 

for urban arterial operation. Accordingly, the recommendation for Truck Tool application 

was to develop fully disaggregated emission factor look up tables (retaining all four road 

types), and then weight urban freeway, rural arterial, and rural freeway road type 

operations in order to aggregate emission lookup tables within the SmartWay Tool to 

reflect “urban” (i.e., urban arterial) and “other” road types. In addition, under this 

approach users can choose default speed distributions for these selections, or specify 

the percent of operation by major speed range (0 – 25, 25 – 50, 50 – 70). Given the 

relative insensitivity to speed for the “other” category, specifying speed distributions 

would only be permitted for urban arterial operation. 

Under this approach, the user is given the follow input options:

• Specify % Highway/Rural (“other”) operation fraction

• Specify % urban operation distribution by speed bin, or select “default speed 

distribution”

Data entry is handled through the addition of a popup screen for non-default data entry

(see Truck Tool User Guide for details). 

2.3 Alternative Fuels

NOx and PM emission factors are not available from MOVES2010b for certain

alternative fuels, including biodiesel, E85, natural gas, and LPG. Accordingly, EPA 

used adjustment factors from a number of sources described below to estimate NOx 

and PM factors for these other fuels. 

NOx and PM emission factors for biodiesel were based on the findings from an EPA 

study, A Comprehensive Analysis of Biodiesel Impacts on Exhaust Emissions (EPA420-

P-02-001, October 2002). This study developed regression equations to predict the 

percentage change in NOx and PM emission rates relative to conventional diesel fuel, 

as a function of biodiesel blend percentage, expressed in the following form:

Equation 6

% change in emissions = {exp[a × (vol% biodiesel)] - 1} × 100%

Where: 

a = 0.0009794 for NOx, and 

a = -0.006384 for PM

Using Equation 6, adjustment factors were developed for biodiesel blends based on the 

percentage of the biofuel component,14 and then these adjustment factors were applied 

 

14 Biodiesel blend percentage is calculated by dividing B100-equivalent gallons by total fuel gallons at the fleet level 

– see the Truck Tool User Guide for details regarding biodiesel use inputs.
13 

to the appropriate conventional diesel emission factors in Appendix A (see Section 2.2 

for the sources of conventional diesel emission factors). Note that the fleet-average 

blend value is assumed to be the same for all truck classes, since the biofuel 

consumption data is not collected at the truck class level. (This assumption holds for 

ethanol consumption data inputs as well.)

For gasoline-ethanol blends, the SmartWay Truck Tool only accepts fuel consumption 

estimates for E10 and E85 since, unlike biodiesel where the biofuel fraction can vary 

significantly, ethanol is generally blended with gasoline at two discrete levels: 10% 

(E10) and 85% (E85). As discussed in Section 2.2 above, NOx and PM factors for E10 

were output directly from MOVES2010a. Given the lack of heavy-duty E85 test data, 

adjustment factors for E85 were based on emissions estimates for light-duty vehicles 

cited by the US DOE Alternative Fuels and Advanced Vehicles Data Center.15 These 

estimates come from a technical paper published in the Journal of Air & Waste 

Management.

16 Relative to conventional gas vehicles, the authors of this paper estimate

that vehicles running on E85 provide an average NOx reduction of 54% (based on 73 

vehicle tests), and an average PM reduction of 34% (based on 3 vehicle tests). These 

adjustment factors are applied to the appropriate gasoline engine emission factors in 

Appendix A to develop emission factors for E85. 

If the consumption level of E10 is unknown, the Truck Tool user may also specify 

national average default blend levels for ethanol. National totals for gasoline use for 

2009 were obtained from the Energy Information Administration’s (EIA) Annual Energy 

Outlook Reference Case for 2010, Table 46 (Transportation Sector Energy Use by Fuel 

Type within a Mode). Summing the energy use values for light-duty gasoline vehicles, 

commercial light trucks, and freight trucks from the table yields an estimate of 16,234 

TBtu (15,605 + 322 + 306) for 2009. National fuel ethanol consumption estimates for 

2009 were also obtained from the EIA, totaling 894 TBtu (see Table 10.3, consumption 

minus denaturant in http://www.eia.doe.gov/aer/txt/ptb1003.html). Assuming 114,100 

Btu/gallon of gasoline, and 76,100 Btu/gallon of E100,17 ethanol is estimated to 

constitute 7.7% of gasoline fuel consumption in the U.S., on a volumetric basis.

18

Emission adjustment factors were used for gaseous fuels (LPG, CNG and LNG) that 

were cited by the Alternative Fuels and Advanced Vehicles Data Center, Table 2: 

NREL/UWV Field Tests of Natural Gas Vehicle Emissions.

19. These factors were 

developed by the National Renewable Energy Lab and University of West Virginia 

based on field studies on natural gas vehicles. For this assessment, it was assumed 

that CNG and LNG emissions were identical. In addition, it was also assumed LPG 

 

15 See http://www.afdc.energy.gov/afdc/vehicles/emissions_e85.html, last validated December 22, 2011. 16 http://www.afdc.energy.gov/afdc/pdfs/technical_paper_feb09.pdf 17 https://www.afdc.energy.gov/afdc/prep/popups/gges.html, last verified 12-22-11. 18 16,234 TBtu gasoline x 1012 Btu/TBtu / 114,100 Btu/gal = 1.42 x 1011 gallons of gasoline; 

894 TBtu E100 x 1012 Btu/TBtu / 76,100 Btu/gal = 0.118 x 1011 gallons of E100;

0.118 / (1.42 + 0.118) = 7.7%. Note this methodology disregards the relatively small volumes of ethanol consumed 

as E85.

19 http://www.afdc.energy.gov/afdc/vehicles/emissions_natural_gas.html, last validated 12-22-11.
14 

vehicle emissions would be equal to natural gas vehicle emissions.20 To be 

conservative, the smallest emission reduction estimates were selected from Table 2 

(86% for PM and 17% for NOx) relative to comparable diesel vehicles. These

adjustment factors are then applied to the diesel emission factors in Appendix A for to 

develop emission factors for these fuels.

The same adjustment factors are applied for all model years in the Truck Tool because 

model year-specific emissions data do not appear to be available at this time. Note, 

however, that the emissions from the combustion of alternative fuels may be different

for older trucks (with minimal emission controls) and newer trucks (with extensive 

control systems in place) due to vehicle emission standards. 

Emission estimates for battery-electric trucks are based on national average electric 

generation mix profiles from USDOE’s GREET model, as described in Appendix C.

2.4 PM Control Effectiveness

The Truck Tool applies adjustment factors to the PM emission factors in Appendix A

and B for any pre-2007 diesel truck for which Partners have installed a specific retrofit 

control device. The following adjustment factors were obtained from EPA OTAQ

(presented as a % reduction in emissions; see Section 3.2 below for details):

• Diesel oxidation catalyst (DOC) – 25% 

• Closed crankcase ventilation (CCV) – 5% 

• Diesel particulate filter (DPF) – 90%

The Tool applies these adjustment factors to pre-2007 PM operating and idle emission 

estimates. The Tool also allows for situations where CCVs are applied in combination 

with either DOCs or DPFs. In such a case, the reduction effectiveness is calculated 

additively. For example, if pre-control operating emissions were 1.0 g/mile for a diesel 

truck, and a CCV and DOC were applied, the resulting emission rate would be:

Equation 7

1.0 x [1 – (0.25 + 0.05)] = 0.07 g/mile, post-control

However, the Truck Tool assumes that DOC and DPF application are mutually 

exclusive. 

 

20 The PM and NOx estimates cited by this source for LPG vehicles were actually slightly lower than for natural gas 

vehicles - http://www.afdc.energy.gov/afdc/vehicles/emissions_propane.html. However, based on engineering 

judgment it was assumed that LPG PM and NOx emissions would be similar to comparable CNG vehicles.
15 

3.0 Emission and Activity Estimation

The emission rates and adjustment factors discussed above are combined with 

appropriate activity data (provided by the Partners) to calculate mass emissions at the 

fleet and/or division level for CO2, NOx and PM, as described below. 

3.1 CO2 

CO2 is calculated within the Truck Tool utilizing emission factors expressed in grams per 

gallon of fuel, (with the exception of battery-electric trucks), as discussed in Section 2.1 

above. The general equation for calculating CO2 emissions using reported fuel 

consumption values is

Equation 8

ECO2 = ((F – B) ×EFF) + (B × EFB) 

Where:

ECO2 = grams CO2 per year

F = Fossil Fuel (Gallons per year) 

B = Biofuel (Gallons per year) 

EFF = Fossil Fuel Emissions Factor (g/gal based on fuel type)

EFB = Biofuel Emissions Factor (g/gal based on biofuel type)

Emissions for all pollutants for battery electric trucks are calculated by multiplying the 

reported kWhrs used for charging by the associated g/kWhr factor (see Appendix C).

3.2 NOx and PM 

Unlike CO2 emissions which only vary with fuel type, NOx and PM emission rates also 

vary substantially depending upon model year and/or emission certification level, 

vehicle class, drive cycle, speed, and operation mode (running or idle). For this reason, 

EPA developed lookup tables in the Truck Tool with emission factors that correspond to

user-supplied inputs regarding their fleet activity. The NOx and PM emission rates 

expressed in grams per mile were combined with the appropriate mileage metric (i.e., 

total miles) in order to estimate mass emissions. The general equation for calculating 

NOx emissions is as follows:

Equation 9

ENOx = (MC × ((GPMH × HDC)+ (GPMU1 × UDC1) + (GPMU2 x UDC2) + (GPMU3 x UDC3) + (GPMU4 x 

UDC4))) × TCY / TCT) + (GPHI ×HI × TCY) 

Where:

ENOx = grams NOx per year for a given truck class

MC = Miles driven for Truck Class C per year

GPMH = Grams/mi (by truck class & engine yr) for Highway/Rural Driving
16 

HDC = Highway drive cycle % (% of miles under highway/rural driving)

GPMU1/2/3/4 = Grams/mi (by truck class & engine yr) for Urban Driving by mode (1 = 

0 – 25 mph; 2 = 25 – 50 mph; 3 = 50+ mph; 4 = deceleration)

UDC1/2/3/4 = Urban drive cycle % (% of miles under urban driving conditions, by 

mode (1,2,3,4))

TCY = Number of trucks for a given Class/Year combination

TCT = Number of trucks total for a given Class

GPHI = Grams per hour (by truck class & engine year) for Idling21

HI = Hours of Idling per year (average per truck per year by class) 

PM emissions for non-diesel vehicles are calculated using an equation identical to that 

for NOx, utilizing PM emission factors. PM emission for diesel vehicles may be 

adjusted for PM control effectiveness, as shown below.

Equation 10

EPM = (((MC × ((GPMH × HDC)+ (GPMU1 × UDC1) + (GPMU2 x UDC2) + (GPMU3 x UDC3) + (GPMU4

x UDC4))) × TCY / TCT) + (GPHI ×HI × TCY)) × (1 – ((0.25 × TDOC / TCT) + (0.05 × TCCV / TCT) + (0.9 × 

TDPF / TCT))) 

Where:

EPM = grams PM per year for a given truck class

TDOC = Number of trucks using Diesel Oxidation Catalysts by class

TCCV = Number of trucks using Closed Crankcase Ventilation by class

TDPF = Number of trucks using Diesel Particulate Filters by class

0.25 = Effectiveness of DOCs (25%) at reducing particulate matter

0.05 = Effectiveness of CCVs (5%) at reducing particulate matter

0.9 = Effectiveness of DPFs (90%) at reducing particulate matter 

Note the above calculation methodology assumes that the same highway/urban drive 

cycle fractions apply across all model years of a given truck class. Similarly, the 

method assumes that estimated idle hours apply equally to all model years of a given 

truck class.

The above methodology also utilizes estimates for the fraction of miles traveled 

associated with different road types and speed categories, as shown in the equations 

above. The Truck Tool user must provide an estimate of the percent of total miles 

associated with highway/rural driving for each truck class. The user may also provide 

percentages for the miles spent driving in urban conditions (e.g., unrestricted access, 

surface roads in well-traveled urban areas), for different speed categories (0 – 25 / 25 – 

50 / 50+ mph). This information may be obtained from analysis of truck ECM or 

possibly GPS data. If urban speed distribution data is not available, the user may select 

to use default distributions, obtained from the MOVES model. The default speed 

distributions for urban operation (as defined in Section 2.2 above) varies with vehicle 

 

21 As discussed in Section 2 above, separate emission factors are applied for Class 8b diesel trucks to differentiate 

short- and long-duration idling. In addition, hybrid electric trucks are assumed to have no short-duration idling 

emissions, while battery-electric trucks have no idling emissions of any kind.
17 

class and model year. However, the variation over model years is very slight (typically 

with a range of 1 to 2 percent for the largest speed category), the percentages were 

averaged over all model years for a given speed category/vehicle type combination for 

use within the Truck Tool. 

Table 3 presents the resulting default urban speed distributions by speed category for 

each truck class, for both diesel and gasoline vehicles. Note that the Truck Tool utilizes 

the diesel default speed distributions for LPG, LNG, and CNG.

Vehicle Class Speed Group

Percent 

by Class

Diesels

HDDV2b

0 - 25 35%

25 - 50 38%

50+ 13%

Deceleration 15%

HDDV3

0 - 25 41%

25 - 50 36%

50+ 12%

Deceleration 11%

HDDV4

0 - 25 42%

25 - 50 35%

50+ 12%

Deceleration 11%

HDDV5

0 - 25 42%

25 - 50 35%

50+ 12%

Deceleration 11%

HDDV6

0 - 25 42%

25 - 50 35%

50+ 12%

Deceleration 10%

HDDV7

0 - 25 42%

25 - 50 35%

50+ 12%

Deceleration 10%

HDDV8a

0 - 25 44%

25 - 50 35%

50+ 12%

Deceleration 9%

HDDV8b

0 - 25 45%

25 - 50 34%

50+ 12%

Deceleration 8%

Gasoline

Vehicle Class Speed Group

Percent 

by Class

HDGV2b

0 - 25 43%

25 - 50 31%

50+ 10%

Deceleration 15%

HDGV3

0 - 25 45%

25 - 50 34%

50+ 11%

Deceleration 11%

HDGV4

0 - 25 45%

25 - 50 34%

50+ 11%

Deceleration 10%

HDGV5

0 - 25 46%

25 - 50 33%

50+ 10%

Deceleration 11%

HDGV6

0 - 25 46%

25 - 50 33%

50+ 10%

Deceleration 11%

HDGV7

0 - 25 45%

25 - 50 32%

50+ 10%

Deceleration 14%

HDGV8a

0 - 25 45%

25 - 50 34%

50+ 11%

Deceleration 10%

HDGV8b

0 - 25 43%

25 - 50 31%

50+ 10%

Deceleration 15%

Table 3. Default Speed Category Distributions by Vehicle Class for Urban 
18 

Operation (MOVES2010a basis)22

As seen in the above table, the MOVES model assumes that some fraction of vehicle 

operation is associated with “deceleration” events, evaluated independently from other 

operation due to their unique emission rate patterns.23

 However, it is assumed that 

most Truck Tool users will not know their fleet’s deceleration fraction. As such, the 

Truck Tool will adjust any values input by the user to include a deceleration fraction 

based on MOVES model percentages. If the user selects the default urban speed 

distributions, the Truck Tool will adjust the urban values from Table 3 to account for the 

percentage of miles specified for Highway/Rural operation as well. The following 

provides an illustrative example for calculating PM emissions for diesels given a specific 

set of road type / speed category distributions. NOx emission calculations will follow the 

same procedure.

 

22 These values represent the urban component of driving only. If the user specifies a non-zero percentage for 

Highway/Rural driving, the values in the above table are automatically renormalized, so as to make the sum across 

urban and highway operation modes equal to 100%.

23 MOVES also assigns some fraction of emissions to idle operation. However, operating fractions and emission 

factors associated with idle in MOVES outputs are expressed in grams per mile rather than grams per hour. Thus, in 

order to utilize the grams per hour emission factors developed especially for use in the Truck Tool, MOVES outputs 

associated with idle operation were removed and the operating mode fractions for the four remaining categories 

were renormalized to equal 100%.
19 

As discussed in Section 2.3, the Truck Tool assumes that B100-equivalent biodiesel 

volumes are distributed proportionately across all diesel vehicle classes. For example, 

if a fleet uses 100 B-100 equivalent gallons of biodiesel, and 1,000 gallons of fuel total, 

the Tool assumes that B10 (100 / 1,000 = 10%) is the blend used by each truck class. 

Accordingly, emission rate adjustment factors are calculated for B10 using Equation 6, 

and applied to the diesel emission factors for each vehicle class. 

Emission calculations for ethanol blends follow a different methodology, however, 

applying discrete emission factors for gasoline and E10 from MOVES (and adjusted 

gasoline emission factors for E85) with the specific fuel volume estimates provided by 

User specifies 1 Class 8b diesel, model year 2011, traveling 100,000 mi/yr.

User specifies the following Road type/speed category distributions: 

 

40% highway/rural

30% 0-25 mph

20% 25-50 mph

10% 50+ mph

 

For highway/rural operation, the lookup value from MOVES is 0.0195 g/mi for PM2.5

For urban operation, the lookup values are as follows: 

 

0-25: 0.031 g/mi

25-50: 0.052 g/mi

50+: 0.012 g/mi

deceleration: 0.002 g/mi

 

Now the urban speed distribution percentage inputs must to account for deceleration, as 

follows:

 

0-25: 30% x sum of default percentages for the three speed bins (but excluding default 

deceleration fraction) = 30% x (45% + 34% + 12%) = 27.5%

 

25-50: 20% x sum of default percentages (45% + 34% + 12%) = 18.3%

 

50+: 10% x sum of default percentages (45% + 34% + 12%) = 9.2%

 

deceleration: the remaining percentage, which equals 100% - 40% (highway) - 27.5% - 

18.3% - 9.2% = 5.1%

 

Now apply these percentage weights to the total mileage, and then multiply by the 

corresponding emission factors to obtain mass, as follows:

 

Highway/rural component: 0.40 x 100,000 x 0.0195 = 780 grams 

0-25 urban component: 0.275 x 100,000 x 0.031 = 826 grams

25 - 50 urban component: 0.183 x 100,000 x 0.052 = 952 grams

50+ urban component: 0.092 x 100,000 x 0.012 = 110 grams

Deceleration urban component: 0.51 x 100,000 x 0.002 = 10 grams

 

Therefore total = 2,678 grams of PM2.5 (This value will then be summed with any other 

model year/vehicle class combinations and converted to short tons.)
20 

the user. The following provides an example illustrating how the miles of travel are 

apportioned across different blend volumes, in order to estimate mass emissions.

 

In addition, if national default ethanol blend levels are specified for gasoline fuel use, the 

Truck Tool assumes that all ethanol consumed is in an E10 blend. For example, 

assuming 1,000 gallons of gasoline are specified by the user, there would be 770 

gallons of E10 (1,000 x .077 – see Section 2.3), and 230 (1,000 - 770) gallons of 

gasoline. Mass emissions would then be calculated for the gasoline and E10 

components of the fuel as in the above example, apportioning total miles across 

gasoline and E10 in order to apply the appropriate g/mi factors.

Finally, note that the PM factors output by the MOVES model for use in the Truck Tool 

are expressed in terms of PM2.5. The MOVES model assumes a fixed ratio of PM10 / 

PM2.5 for a given fuel type, as summarized below:

• Gasoline – 1.086

• Diesel – 1.031

• CNG – 1.000

User specifies 1,000 gallons of fuel total, and 10,000 miles of travel total

 

User inputs:

 100 gallons of E10

 100 gallons of E85

 

Therefore there are 800 gallons of pure gasoline (1,000 – 100 - 100) 

 

Apportion the 10,000 miles of travel across the different blend levels using gasoline-gallon 

equivalent (gge) factors (from https://www.afdc.energy.gov/afdc/prep/popups/gges.html) as 

follows:

 

 100 gallons of E10 is equivalent to 100/1.05 = 95 gallons of gasoline* 

 100 gallons of E85 is equivalent to 100/1.39 = 72 gallons of gasoline

 

Therefore there are 800 + 95 + 72 = 967 gasoline equivalent gallons of fuel, total. 

Applying the energy-equivalent fuel volume ratios to the 10,000 miles of total travel:

 

gasoline (E0) miles = 10,000 x 800/967 = 8,273 miles

E10 miles = 10,000 x 95/967 = 982 miles

E85 miles = 10,000 x 72/967 = 745 miles

 

Finally, multiplying these mileage values by the appropriate E0 and E10 gram/mile emission 

factors from MOVES results in the desired mass emission estimates. Similarly, multiplying the 

E85 miles by the E85 emission factors (adjusted from E0 factors as discussed in Section 2.3, 

provides mass emissions associated with E85. 

* E10 gge factor developed from linear interpolation of E100 and gasoline Btu/gallon values
21 

These factors were applied directly to the PM2.5 emission factors to obtain mass 

emission and performance metrics for PM10 within the Truck Tool. In addition, it was 

assumed that LNG and LPG had PM ratios equivalent to the CNG value (1.00). Ethanol 

was assumed to have a ratio equal to that for gasoline, while the ratio for biodiesel was 

assumed to equal that for diesel.

3.3 Activity Calculations 

The Truck Tool requires users to provide specific activity information on fuel 

consumption, miles traveled, payload, capacity volume, capacity volume utilization, road 

type/speed, and idle hours at the vehicle class level for the emissions performance 

assessment (see Section 4.0 below). While the user may provide direct data inputs for 

any or all of these activity parameters, the Truck Tool also allows the user to select 

default values for payload and volume determination, in the absence of fleet-specific 

information. (Direct inputs for payload are highly preferred over the use of calculator 

defaults.) The data sources and assumptions used to develop these default values are 

discussed below.

Default Payload Distributions

Average payloads can vary widely among fleets, even within a given vehicle class, 

depending upon commodity type and body/trailer type. (While the Truck Tool does 

collect commodity information, this information is not used in determining payloads.) 

Exact data entries were used from the 2011 Truck Tool to obtain payload distributions 

for the new 2012 Tool. This data was categorized by fuel type, truck class, body-type, 

and operation bin category. Body-type refers to the categories presented in the Truck 

Tool payload calculator (e.g, Step Van, Beverage, Combination Flatbed, etc.). 

Operation bin category is based on the Fleet Characterization inputs (e.g., Truckload 

Dry Van, Dray, Mixed, etc.). 1,850 unique records were identified using this 

categorization of the 2011 Partner data. 

This data was then reviewed and four outliers were identified and removed from the 

data set.24

 Next, the data was grouped by truck class and body type and examined for 

notable differences in payload values across bin categories. However, with the 

exception of certain Class 8 trucks, no truck class/body-type/bin category combination 

had greater than 20 observations. Therefore it was concluded that there was not an 

adequately large data set available for establishing bin-category specific payload 

distributions for Truck Classes 2b-7. In these cases payload data were aggregated 

across all bin categories for each truck class/body-type combination.

The larger population of Class 8 trucks in the 2011 data set allowed for a differentiation 

of payload distributions across operation bin categories. Considering both available 

sample size and average payloads, the following unique truck class/body-type/bin 

category groupings were established.

 

24 Three Class 2b entries were removed due to suspiciously high payloads (16, 13, and 5 tons). One Class 8b truck 

was also removed (1 ton) due to an incongruous text explanation (“none used”).
22 

• Class 8a Dry Van Single body-types: differentiate LTL (9.9 tons average) and 

non-LTL (12.4 tons average) bin categories. No differentiation across bin 

categories for other body-types. 

• Class 8b Dry Van Single body-types: differentiate Heavy-bulk (24.1 tons), 

LTL/Moving/Package (15.0 tons), Tanker (24 tons), and all other bin categories 

(18.5 tons).

• Class 8b Specialty body-types: differentiate Auto Carriers (16.2 tons), 

Heavy/Mixed (30.3 tons), Flatbed (21.6 tons), and all other bin categories (25.6 

tons).

• Class 8b Dry Van Double body-types: differentiate TL/Reefer/Mixed (27.7 tons) 

and all other bin categories (19.4 tons)

• Class 8b Other body-types: differentiate Heavy/Flatbed/Mixed (27.4 tons) and all 

other bin categories (21.5 tons).

 Based on this data, Table 4 presents the payload averages, standard deviations, 

minimum and maximum values by truck class/body-type/and-or bin category.

25

 Note 

that the average values and standard deviations presented below are not weighted by 

fleet size. 

 

 

25 Given the lack of data on non-diesel heavy-duty vehicles, payload ranges are assumed to apply to all fuel types.
23 

Table 4. Average Payload and Standard Deviation (short tons) by Vehicle 

Class/Body-Type/Bin Category (2011 SmartWay Partner Data – Exact Payload 

Entries) 

Body-Type (Bin Category) Avg Payload (tons) Std Dev

Class 2b

Flatbed 1.19 0.69

Step Van 1.14 0.48

Walk-In Van 1.05 0.48

Conventional Van 0.77 0.41

Other 0.58 0.49

Class 3

Step Van 1.65 0.53

Walk-In Van 1.64 0.57

Conventional Van 1.50 0.83

Other 1.08 0.90

Class 4

Flatbed 2.68 1.53

Step Van 2.24 1.19

Walk-In Van 1.70 0.80

Conventional Van 2.27 0.90

Other 1.16 0.76

Class 5

Walk-In Van 1.99 1.08

Conventional Van 3.39 0.99

Other 2.91 1.19

Class 6

Flatbed 4.67 1.71

Reefer 4.84 1.80

Walk-In Van 4.01 1.68

Single-Axle Van 3.78 1.19

Other 4.17 1.48

Class 7

Beverage 6.10 2.22

Flatbed 7.05 0.85

Reefer 6.03 1.27

Tanker 7.45 0.92

Single-Axle Van 5.53 1.83

Other - straight truck 8.30 4.63

Combination Flatbed 5.22 0.41
24 

Body-Type (Bin Category) Avg Payload (tons) Std Dev

Combination Reefer 3.58 1.01

Dry Van - Single 5.44 2.57

Other - combo 5.90 1.15

Class 8a

Flatbed 10.04 5.88

Tanker 12.12 5.43

Single-Axle Van 8.09 3.80

Other - straight truck 9.76 4.08

Beverage 12.30 4.40

Combination Flatbed 12.51 1.41

Dry Van - Single (LTL) 9.90 2.64

Dry Van - Single (other than LTL) 12.42 4.66

Other - combo 12.68 4.56

Class 8b

Dry Van - Single (LTL-Moving-Package) 15.03 4.07

Dry Van - Single (Heavy-Bulk) 24.1 2.98

Dry Van - Single (other bins) 18.46 3.97

Dry Van - Double (Tanker) 24.06 2.96

Dry Van - Double (Mixed-TL-Reefer) 27.74 13.33

Dry Van - Double (Other bins) 19.39 3.82

Dry Van - Triple 27.10 3.20

Combination Reefer 20.10 2.82

Combination Flatbed 22.50 4.23

Combination Tanker 24.90 2.89

Chassis 21.80 5.28

Speciality (Other bins) 25.62 2.72

Other (Other bins) 21.50 8.41

Speciality (Auto bin) 16.18 5.22

Speciality (Heavy-Mixed bins) 30.25 13.78

Speciality (Flatbed bin) 21.56 2.58

Other (Heavy-Flatbed-Mixed bins) 27.41 6.36

The values above serve as the basis for the default payload ranges provided in the 

Truck Tool payload calculator. For most vehicle class/body-type/bin category

combinations,26 five default ranges are offered for Partner selection:

• Range 1: from 0 tons to (Average payload – 2 x standard deviation);

 

26 In a few instances, the calculated lower bound value for Range 2 was less than zero. . In these cases the lower 

bound value for Range 2 was set to zero and the Payload Calculator indicates Range 1 as “N/A”.
25 

• Range 2: from (Average payload – 2 x standard deviation) to (Average 

payload – 1 x standard deviation);

• Range 3: from (Average payload – 1 x standard deviation) to (Average 

payload + 1 x standard deviation);

• Range 4: from (Average payload + 1 x standard deviation) to (Average 

payload + 2 x standard deviation); and,

• Range 5: from (Average payload + 2 x standard deviation) to(Average 

payload + 3 x standard deviation). 

Once a particular range is selected, the payload calculator estimates the midpoint of the 

range in order to estimate class level average payloads. The estimated midpoint 

payload values for each body type are weighted by one of the four allocation methods 

specified by the user in the payload calculator: # miles, # trips, % operation, and # 

vehicles by body type. The weighted sum is then used as the class level average 

payload, which in turn is used directly in determining grams per ton-mile performance 

metrics for the fleet.

Payload data based on bills of lading and entered directly into the payload calculator are 

validated using the same data described above (see Section 3.4). 

Default Capacity Volumes27

The Truck Tool also provides a volume calculator to estimate the cubic feet associated 

with the common straight truck body types (classes 2b through 7) identified using the 

2011 Partner dataset, as well as typical trailer, container, carrier, and tanker sizes, for 

combination trucks (classes 8a and b).28 Capacity volumes in cubic feet are relatively 

easy to estimate for many combination trucks. Per unit interior volume defaults are 

assumed for standard dry vans - no high cubes, reefers, etc.), and containers. Trailer

calculations assume an 8’ x 9’ cross-section, and the exterior length less 1/2 foot. 20 

and 40 foot container dimensions are referenced in many places, such as 

http://www.mussonfreight.com/containers/containers.html.

29 Table 5 summarizes the 

default volumes assumed for a number of standard trailers, containers, tankers, and 

bulk carriers. 

 

27 The Truck Tool allows users to enter capacity volume in either cubic feet or TEUs, with one TEU assumed equal 

to 1,360 cubic feet – see http://www.dimensionsinfo.com/20ft-container-size/. 28 Default capacity volumes for Class 7 combination vehicles were not available, and were set equal to the average 

volume for Class 8 combination trucks in the 2010 SmartWay database.

29 53 foot containers are assumed to have interior dimensions of 52’ 5” x 7’ 8” x 7’ 10”
26 

Table 5. Default Average Cubic Feet (Class 8a – 8b trucks)

Type Size Cubic Feet

Trailers

28ft 1,980 

40ft 2,844 

42ft 2,988 

45ft 3,204 

48ft 3,420 

53ft 3,780 

57ft 4,068 

28x28 3,960 

48x28 4,824 

40x40 5,688 

48x48 6,840 

28x28x28 5,940 

Containers

20ft 1,159

40ft 2,347

45 ft30 3,031

48 ft 3,454

53ft 3,148

Tankers

Small (3,000 gal) 401

Medium (5,250 gal) 702

Large (7,500 gal) 1,003

Bulk 

Carriers

Small (22’x8’10.25’) 1,804

Medium (32’x8’x11’) 2,816

Large (42’x8.5’x11.5’) 4,106

Cargo volume capacity data is often not readily available for straight trucks, however. 

Such trucks are highly variable in their configuration and when volume estimates are 

found, the data often do not permit cross-referencing with vehicle class. Most highway 

infrastructure and operating agencies, including enforcement, are concerned about 

weight (e.g., pavement and structure damage), but not cubic capacity. The operating 

agencies are also concerned about maximum dimensions, of length, height and width 

(for, respectively, turning radii, vertical clearance, and lane width) but the shape of the 

box and its relation to the truck superstructure, not these maximums, dictates cubic 

capacity. Little public research on the cubic capacity of the box has been done, and 

thus little information is published.

A relatively small number of volume estimates were compiled from the 2011 Partner 

data (218 unique observations for truck class/body-type combinations). Of these 

observations 13 were identified as outliers and removed from the data set (11 

observations of less than 100 cu ft; one Class 3 truck at 1,360 cu ft; and one Class 2b 

truck at 3,600 cu ft). Given the overall “thinness” of the dataset, those truck class/bodytype combinations with three or more observations were used to estimate average 

 

30 45 and 48 foot container references from http://www.shippingcontainers24.com/dimensions/45-foot/, and 

http://www.containertech.com/container-sales/48ft-high-cube-container-domestic/
27 

capacity volumes. The following truck class/body-type combinations had fewer than 

three observations in the Partner dataset.

• Class 2b Flatbed

• Class 3 Other

• Class 4 Flatbed, Step Van, Other

• Class 6 Flatbed, Walk-In Van

• Class 7 Flatbed, Tanker

• Class 8a Beverage

For these remaining truck class/body-type combinations available information was 

compiled as it relates to cargo volume capacity for the common straight truck body 

types. 

Without a comprehensive data source, such as the Partner data, other strategies 

needed to be employed to develop examples, or ranges, of volume capacity for the

remaining body type/truck class combinations of interest. A literature review and vendor 

interviews were performed to determine appropriate values for cargo volume capacity. 

The first step in the literature review involved preparing a list of vendors responsible for 

designing, manufacturing, or operating all the different truck types identified. 

 

Cubic capacity is also dependent upon a variety of factors and is not uniform for even 

the same make and model, as many truck manufactures will design to specifications 

based on a client’s unique needs for their cargo. For example, a client may request a 

manufacturer to design a truck interior to best accommodate the delivery of a certain 

size of parcel, and install shelving or otherwise compartmentalize to that end. 

Consideration was given to these factors during the review.

The literature review encompassed Internet searches of vendors of the truck types 

described above. Sources explored included truck manufacturers, dealers, and fleet 

lessors of vehicles such as Budget/U-haul/Enterprise/Ryder/E-Dart). Additionally, 

validation searches were performed on websites outlining current truck sales to help 

identify the appropriate size/class of the vehicles and applicable specifications. The 

following information was collected from these searches for over 40 different vehicles

currently available on the market: 

• Length, width, height of the cargo hold

• Reported cargo space (cubic feet)

• Gross Vehicle Weight

• Payload

• Manufacturer

• Make/Model

• Reference website

Outreach to key stakeholders in the commercial vehicle industry was also performed to 

further validate the information collected from the literature and resource review. 
28 

Contact was made with representatives from Volvo Trucks North America; the American 

Transportation Research Institute (ATRI); the Commercial Vehicle Safety Alliance 

(CVSA); the Truck Manufacturers Association (TMA); Federal Highway Administration 

(FHWA) Truck Size and Weight; and a wide variety of trucking manufactures and other 

vendors. 

The results of this review are combined with the averages from the Partner data and are 

provided in Table 6 below for straight trucks, classes 2b through 7. In those instances 

where multiple vehicle models were identified for a given body type/vehicle class 

combination, simple averages were calculated across models. 

Table 6. Estimated Capacity Volumes (cubic feet) for Straight Truck Body Types, 

by Vehicle Class

Body- type Average Capacity Volume (Cubic Feet)

Class 2b

Flatbed* 336

Step Van 479

Walk-In Van 580

Conventional Van 357

Other 303

Class 3

Step Van 468

Walk-In Van 706

Conventional Van 538

Other* 599

Class 4

Flatbed* 448

Step Van* 700

Walk-In Van 667

Conventional Van 699

Other* 830

Class 5

Walk-In Van 655

Conventional Van 1,010

Other 691

Class 6

Flatbed* 672

Reefer 1,146

Walk-In Van* 1,496

Single-Axle Van 1,583

Other 1,257
29 

Body- type Average Capacity Volume (Cubic Feet)

Class 7

Beverage 1,576

Flatbed* 728

Reefer 1,413

Tanker* 267

Single-Axle Van 1,476

Other 1,486

*From literature/web review

Once a default capacity volume is selected, the volume calculator weights the volume 

estimates for each body type by one of the four allocation methods: # miles, # trips, % 

operation, and # vehicles by body type. The weighted sum is then used as the class 

level average capacity volume, which in turn is used directly in determining grams per 

volume-mile performance metrics for the fleet.

A list of websites utilized in the literature review is provided below. 

Truck manufacturers: 

www.gmc.com

www.chevrolet.com

www.ford.com

www.freightlinersprinterusa.com

www.silvercrowncoach.com

Fleet operators: 

www.uhaul.com

www.pensketruckrental.com

www.budgettruck.com

www.hendersonrentals.co.nz

www.hackneybeverage.com

www.hackneyusa.com

www.fedex.com

www.grummanolson.com

Other sources: 

www.usedtruckdepot.com

www.usedtrucks.ryder.com

www.truckingauctions.com

www.truckpaper.com

www.motortrend.com

files.harc.edu/Projects/Transportation/FedExReportTask3.pdf

The detailed findings of the literature/web review are presented in Appendix D. 
30 

3.4 Data Validation 

The SmartWay Truck Tool has a number of standard logical, range and value checks 

that must be passed before Partners can submit their data to EPA. Many of these 

checks simply confirm the presence of required data (e.g., total miles for each truck 

class selected), or the accuracy of logical relationships (e.g., revenue miles < = total 

miles). The list of these basic checks is provided below. Partners will not be able to 

finalize their fleet files until all associated errors have been resolved.

Table 7. Basic Range and Logical Checks – Conditions Resulting in Error or 

Warning Messages

Contact 

Information User must enter at least two distinct contacts

Fleet 

Characterization User must include a Partner Name.

Fleet 

Characterization

If entered, SCACs must be between 2 and 4 characters in length, and at least one 

character must be a letter. Multiple SCACs must be separated by commas.

Fleet 

Characterization If entered, MCNs must be between 6 and 7 digits.

Fleet 

Characterization If entered, DOT numbers must be 7 digits or less.

Fleet 

Characterization User must select a Fleet Type.

Fleet 

Characterization

User must indicate operational control over at least 95% of the fleet. (If Partner does 

not have at least 95% operational control, Truck Tool may not be used for the fleet.)

Fleet 

Characterization User must include a Fleet Contact name for each fleet.

Fleet 

Characterization The Operation Category totals must add up to 100%.

Fleet 

Characterization The Body Type totals must add up to 100%.

Fleet 

Characterization

Warnings are issued for any of the following Operation Type/Body Type 

combinations. NOTE: This validation will only be invoked if there is a single selection 

made for either Operation or Body Type - otherwise combinations can’t be 

determined with certainty. LTL/Chassis; LTL/Moving; LTL/Heavy; LTL/Specialized; 

Dray/Flatbed; Dray/Moving; Dray/Utility; Package/Flatbed; Package/Chassis; 

Package/Heavy; Package/Auto; Package/Moving; Package/Utility; 

Package/Specialized.

General 

Information User must designate the Short-haul vs. Long-haul split.

General 

Information User must select at least one fuel type.

General 

Information

User must designate the percentage of truckloads that utilize 100% of available cargo 

capacity.

General 

Information User must indicate the commodities that are carried by each fleet.

General If participating in the Port Dray Program, user must indicate the number of trucks 
31 

Information equipped with APUs and SmartWay tires. (If none of the trucks in the fleet are 

equipped with these, a zero must be entered into the field.)

General 

Information

If participating in the Port Dray Program, the number of trucks equipped with APUs 

or SmartWay tires cannot exceed the number of trucks in the fleet.

Activity 

Information

All fields are required, so no field can be left blank. (If appropriate, a zero can be 

placed in certain fields.)

Activity 

Information

For all numeric fields except Empty Miles, Biofuel gallons, and Idle Hours, the value 

must be greater than zero. (An explanation must be provided for zero Empty Miles).

Activity 

Information For mileage and gallons fields, enter exact rather than rounded values. (warning)

Activity 

Information For Revenue Miles, the amount cannot exceed the number of Total Miles Driven.

Activity 

Information

For Revenue Miles, if the Data Source Detail “Equal to total miles” is selected, the 

amount must equal the Total Miles Driven.

Activity 

Information

For Revenue Miles, if the Data Source Detail “Total miles less empty miles” is 

selected, the amount must equal the Total Miles Driven minus Empty Miles Driven.

Activity 

Information For Empty Miles, the amount must be less than the number of Total Miles.

Activity 

Information

For Empty Miles, if the Data Source Detail “Total miles less revenue miles “ is 

selected, the amount must equal the Total Miles Driven minus Revenue Miles Driven.

Activity 

Information

On the Biofuel Blend Worksheet, the total gallons of biofuel cannot exceed the 

amount entered for Total Fuel on the Activity Information screen.

Activity 

Information For each row of data, user must specify a Data Source.

Activity 

Information For Capacity Utilization, the value cannot exceed 100%.

Activity 

Information

For Capacity Utilization, the value must be less than 100% if user indicated that the 

fleet is 100% Less-Than-Truckload (LTL). (By definition, LTL fleets cannot have 100% 

capacity utilization.)

Activity 

Information

The implicit commodity density derived from the payload, volume, and capacity 

utilization inputs must be between 0.001 and 0.65 tons/cubic foot.31

Activity 

Information For Idle Hours, the value cannot exceed 8,760.

Activity 

Information For Idle Hours, values significantly outside the expected range must be explained.

Activity 

Information

If company no idle policy is specified under Idle Data Source, then a warning is 

displayed if idle hours/yr are > 100. 

Activity 

Information MPG must be greater than zero.

Activity 

Information

MPG that is significantly outside the expected range for the given truck class (based 

on a lookup table) must be explained.

Model Year & Class Total truck count for each fleet cannot be zero.

 

31 The upper bound density range was based on gold (~0.6 tons/cubic foot) and the lower bound range on potato

chips (~0.003 tons/cubic foot) – see http://www.aqua-calc.com/page/density-table/substance/Snacks-comaand-blank-potato-blank-chips-coma-and-blank-white-coma-and-blank-restructured-coma-and-blankbaked. 
32 

Model Year & Class

Total truck counts for each selected truck class (those with a check mark) cannot be 

zero.

PM Reduction

The number of trucks using any particular PM reduction strategy cannot be greater 

than the number of trucks for the given class and model year.

PM Reduction

The sum of the trucks using either DOC or Particulate Matter Traps cannot be greater 

than the number of trucks for the given class and model year.

PM Reduction

If participating in the Port Dray Program, the sum of the trucks using either DOC/CCV, 

Flow Through Filters, or Particulate Matter Traps cannot be greater than the number 

of trucks for the given class and model year.

PM Reduction

If user indicates that the company uses PM reduction equipment, there must be at 

least one truck included on the PM Reduction sub-tab.

Payload & Volume 

Calculators

User must provide a Data Source and preferred allocation method for the 

information entered on the calculators.

Payload & Volume 

Calculators

The sum of the total miles or total trucks entered in the calculator must equal the 

number entered on the Activity Information screen.

Payload & Volume 

Calculators The calculated average cannot be equal to zero.

Payload & Volume 

Calculators For percentages, the total must equal 100%.

Payload & Volume 

Calculators

For each body type for which some information has been entered, all of the visible 

field must be completed (including the explanation field if shown).

Payload & Volume 

Calculators Zero is not a valid value for any payload or volume.

Payload & Volume 

Calculators

Values that are significantly outside the expected range for the given body type and 

class must be explained.

Payload & Volume 

Calculators

The body types indicated in the Volume Calculator must agree with those used in the 

Payload Calculator.

Payload & Volume 

Calculators

Ensure consistency between body-type selections in the Fleet Characterization 

section with those from the Payload and Volume Calculators. For example, if 100% is 

specified for Dry Van under Fleet Characterization, only Dry Vans (single, double, 

triple) may be selected within the calculators. See Table 8.

Payload & Volume 

Calculators

If “# of Vehicles in this class” is selected for both the Payload and Volume calculators 

for a given truck class, the number of trucks entered into each calculator must agree.

Payload & Volume 

Calculators

If “# of Vehicles in this class” is selected for either the Payload or Volume calculator, 

the number of body-types selected cannot exceed the number of vehicles specified. 

Payload & Volume 

Calculators

If “# of miles in this class” is selected for both the Payload and Volume calculators for 

a given truck class, the number of miles entered into each calculator must agree.

Payload & Volume 

Calculators

If “# of Trips done by this class” is selected for both the Payload and Volume 

calculators for a given truck class, the number of trips entered into each calculator 

must agree.

Payload & Volume 

Calculators

Ensure consistency between the body-type selections in the Class 8a/b payload 

calculator and the corresponding Volume calculator – i.e., issue warnings for any 

type of dry van, reefer or beverage selected in payload calc but no Trailers specified 

in volume calculator; If flatbed, auto or specialty is selected in payload, "Other 

Trailers" should be selected in volume calculator
33 

Also note that there is an implicit validation check on all numeric fields because the 

system will not accept any non-numeric characters (including minus signs) within these 

fields.

As noted in Table 7 above, a warning is issued if an inconsistency is identified between 

body-types specified within the Fleet Characterization Section and those within the 

Payload/Volume Calculators. Warning conditions (associated with 100% body-type 

entries under Fleet Characterization) are presented in Table 8 below.
34 

Table 8. Consistent Body-Types Resulting in No Warning Messages

Acceptable selections - 

Body Type 

(100%) 2b 3 4 5 6 7 8a 8b

Dry Van

all except 

flatbed all

all except 

flatbed all

walk-in, single 

axle van

single axle van, 

dry van single

single axle van, 

dry van single

dry van (single, 

double, tripple)

Refrigerated other other other other reefer, other

reefer, 

beverage, 

combination 

reefer, other

beverage, 

other

combination 

reefer, other

Flatbed flatbed other flatbed other flatbed

flatbed, 

combination 

flatbed

flatbed, 

combination 

flatbed

combination 

flatbed

Tanker other other other other other tanker tanker

combination 

tanker

Chassis N/A N/A N/A N/A N/A other other chassis

Hvy-Bulk N/A N/A N/A N/A N/A other other other

Auto Carrier N/A N/A N/A N/A N/A other other other

Moving

all except 

flatbed all

all except 

flatbed all

all except 

reefer, flatbed

single axle van, 

dry van-single, 

other

single axle van, 

dry van-single, 

other

dry van single, 

specialty, other

Spec Hauler other other other other other other other speciality

Utility all all all all 

all except 

reefer

flatbed, 

combination 

flatbed, other

flatbed, 

combination 

flatbed, other

combination 

flatbed, 

specialty, other
35 

Additional, rigorous validation checks of key data inputs are also needed to ensure the 

overall quality of the performance metrics calculated by the Truck Tool. Validation 

checks serve three purposes to this end. First, unusually high or low values can be 

identified and flagged for the user’s attention before finalizing inputs. For example, a 

user may misplace a decimal, inadvertently add an extra zero, or utilize the wrong units 

(e.g. reporting pounds instead of tons for payload) upon data entry. By comparing 

these data entries to reliable industry averages and distributions, these values can be 

flagged allowing users to quickly correct such errors.

Second, under certain circumstances Partners may operate their fleets under atypical 

conditions, resulting in extreme (outlier) data values. For example, permitted heavyhaul operations may routinely exceed industry-average payload values by 10 or more 

tons. By flagging such data entries Partners have the opportunity to provide additional 

information regarding their unique operating conditions through use of the Truck Tool 

comment fields. 

Finally, independent criteria can be established to ensure that data inputs are never 

allowed to exceed certain physically-constrained absolute limits. For example, a truck 

cannot exceed roughly 500,000 miles per year, even with dual drivers and minimal 

maintenance time, simply due to the available hours per year and highway speed limits. 

Data values above these absolute maximum levels are not allowed by the Truck Tool, 

and users are required to modify the associated inputs before proceeding.

The following presents the updates to the Truck Tool validation ranges for all 

parameters but payload and volume, which were discussed above. Validation ranges 

are of three types: 

1. “Yellow” values indicating that the input or derived performance value is notably 

lower/higher than the expected value. Partners may enter an explanation 

backing up such entries, but this is not mandatory. 

2. “Red” values indicating that the input or derived performance value differs greatly 

from the expected value. In this case the partner must enter text explaining why 

this value is accurate. Once entered, the value will change from “Red” to 

“Orange” on the data entry screen.

3. “Absolute errors” exceed values deemed physically possible and must be 

changed in order to be accepted by the tool. 

Data Processing

The validation range recommendations are based upon a distributional analysis 

performed on the 2011 Truck Partner input and performance data. Fleet level data was 

input into SAS and grouped by truck class, bin category, and fuel type combinations. If 

a particular combination had less than 20 fleets, it was aggregated to the next “higher” 

level until at least 20 fleets were included. This process resulted in 26 groupings, as 

shown in Table 9. Note these groupings are mutually exclusive – e.g. “Class 6_Mixed” 

(Group 6) includes all Class 6 vehicles with the exception of TL/Dry Van, LTL/Dry Van, 

Moving, Package, (Groups 5, 7, 8, and 9).
36

Table 9. Truck Fleet Groupings Used for Distributional Analysis

Group # Name # Fleets

1 2B_Mixed 90

2 3_Mixed 67

3 4_Mixed 59

4 5_Mixed 49

5 6_LTL/Dry Van_Diesel 52

6 6_Mixed 98

7 6_Moving 24

8 6_Package_Diesel 29

9 6_TL/Dry Van_Diesel 29

10 7_LTL/Dry Van_Diesel 56

11 7_Mixed 129

12 7_TL/Dry Van_Diesel 31

13 8A_LTL/Dry Van_Diesel 57

14 8A_Mixed 164

15 8A_Refrigerated_Diesel 24

16 8A_TL/Dry Van_Diesel 70

17 8B_AutoCarrier_Diesel 22

18 8B_Dray_Diesel 84

19 8B_Flatbed_Diesel 150

20 8B_Heavy/Bulk_Diesel 29

21 8B_LTL/Dry Van_Diesel 95

22 8B_Mixed 463

23 8B_Refrigerated_Diesel 408

24 8B_Specialized_Diesel 61

25 8B_TL/Dry Van_Diesel 719

26 8B_Tanker_Diesel 74

Sum 3,133

ERG then performed a distributional assessment for each of the above groupings for 

the following parameters.

• Miles per vehicle

• Miles per gallon

• Revenue Miles (as a percent of 

total miles)

• Empty Miles (as a percent of total 

miles)

• Percent Biofuel

• Percent Capacity Utilization

• Percent Miles Traveled, Urban

• Percent Miles Traveled, Highway

• Average Idle Hours per year
37

ERG then identified suspected outliers and erroneous data entry values for each 

parameter/group combination, based on the criteria presented in Table 10. 

Table 10. Outlier Definition

Metric Unreasonably Low Unreasonably High

Miles per Vehicle Mean – 3*Std.dev Mean + 3*std.dev

MPG 0 Mean + 3*std.dev

Percent Revenue Miles <40 100

Percent Empty Miles 0 >60

Percent Biofuel 0 >20

Percent Capacity Utilization 0 100

Percent Urban Operation 0 100

Percent Highway Operation 0 100

Average Idle Hours 0 Mean + 3*std.dev

Using these criteria ERG identified 49 values, which were subsequently dropped from 

the data set in order to develop “yellow” and “red” validation ranges for generalized 

distributions. The dropped values are shown below in Table 11. 

Table 11. Values Flagged as Outliers

Group Value Mean Parameter

1 121,133 30,058 Mi/Veh

1 121,108 30,058 Mi/Veh

3 86,827 25,894 Mi/Veh

7 111,401 31,584 Mi/Veh

9 124,685 33,782 Mi/Veh

10 115,287 38,540 Mi/Veh

12 118,006 37,498 Mi/Veh

14 166,342 38,957 Mi/Veh

14 143,660 38,957 Mi/Veh

15 184,305 45,563 Mi/Veh

16 113,448 38,336 Mi/Veh

18 157,713 54,525 Mi/Veh

20 185,244 54,430 Mi/Veh

20 186,529 54,430 Mi/Veh

32 228,151 94,557 Mi/Veh

32 209,269 94,557 Mi/Veh

32 205,840 94,557 Mi/Veh

3 18.9 10.0 MPG

4 30 11.5 MPG

19 8 6.3 MPG
38

Group Value Mean Parameter

20 8.7 6.3 MPG

20 9 6.3 MPG

32 7.8 6.0 MPG

32 7.9 6.0 MPG

32 7.9 6.0 MPG

1 1,560 345 Avg Idle hrs/yr

1 1,785 345 Avg Idle hrs/yr

3 1,267 328 Avg Idle hrs/yr

7 1,462 441 Avg Idle hrs/yr

8 1,825 414 Avg Idle hrs/yr

8 1,680 414 Avg Idle hrs/yr

10 1,500 473 Avg Idle hrs/yr

10 1,505 473 Avg Idle hrs/yr

12 1,615 350 Avg Idle hrs/yr

14 1,835 494 Avg Idle hrs/yr

14 1,825 494 Avg Idle hrs/yr

14 2,077 494 Avg Idle hrs/yr

15 1,440 346 Avg Idle hrs/yr

16 1,400 430 Avg Idle hrs/yr

16 1,505 430 Avg Idle hrs/yr

18 2,574 694 Avg Idle hrs/yr

19 2,071 443 Avg Idle hrs/yr

19 2,050 443 Avg Idle hrs/yr

20 2,100 525 Avg Idle hrs/yr

20 2,000 525 Avg Idle hrs/yr

20 1,986 525 Avg Idle hrs/yr

32 3,024 918 Avg Idle hrs/yr

32 3,410 918 Avg Idle hrs/yr

33 2,816 853 Avg Idle hrs/yr
39 

Once values were defined as outliers and excluded from the data set, the mean and 

standard deviation of the distribution for each truck fleet grouping were then recalculated for each metric. Each fleet was treated equally in the distributional 

assessment, independent of the number of vehicles in the fleet. Histograms presenting 

the distributions for each truck fleet grouping/metric combination are available 

electronically from SmartWay.

For groupings with large numbers of fleets (e.g., Class 8b diesel TL/Dry Van, 

Refrigerated, and Mixed), the data for miles per vehicle and MPG appear normally 

distributed. Examples for Class 8b TL/Dry Van Diesel fleets are shown in Figures 3 and 

4. 
40 

Figure 3. Annual Miles Per Vehicle Distribution, Class 8b TL/Dry Van Diesel Fleets
41 

Figure 4. Miles per Gallon Distribution, Class 8b TL/Dry Van Diesel Fleets

Other fleet group/metric combinations displayed sharp drop offs at certain discrete 

levels. For example, % Revenue Miles were seldom less than 50% of total miles, and 

conversely, % Empty Miles were seldom greater than 50% of total miles. % Biofuel also 

displayed a discrete maximum value with no fleets using blends higher than 20% 

biodiesel.32 Finally, % Urban and % Highway Operation data showed no clear 

distributions, with values ranging from 0 % to 100 %.

Based on this preliminary assessment, red and yellow flag areas were defined for each 

fleet group/metric combination as shown in Table 12. 

 

32 As such, a yellow warning is issued for any biodiesel blend > 20%, with no red warning.
42 

Table 12. “Red” and “Yellow” Flag Criteria 

Metric Low Red Flag Low Yellow Flag High Yellow Flag High Red Flag

Miles per Vehicle Mean – 2StD^ Mean-1.5StD^ Mean+1.5StD Mean+2StD

MPG Mean – 2StD Mean-1.5StD Mean+1.5StD Mean+2StD

% Revenue Miles variable^^ variable^^ None None

% Empty Miles 1 5 variable^^ variable^^

% Biofuel None None None None

% Capacity Utilization Mean – 2StD Mean-1.5StD variable* variable*

% Urban Operation None None None None

% Highway Operation None None None None

Average Idle Hours Mean – 2StD^ Mean-1.5StD^ Mean+1.5StD Mean+2StD

^ If the calculated values are < 0 for a particular fleet category/metric combination, an 

alternate cutoff is applied based on expert judgment.

* Cutoffs developed based on expert judgment.

^^ Values selected in consultation with SmartWay support staff. 

For six of the metrics,33 yellow flag criteria were set at ± 1.5 times the standard deviation 

(StD), and the red flag criteria at ± 2.0 times the standard deviation of the distribution for 

each truck fleet grouping. In most cases these criteria result in roughly 10-15% of the 

values for these metrics being flagged as either red or yellow for partner attention 

(although the flag rates associated with % Revenue and % Empty Miles is substantially 

higher). Selecting cutoffs at this level of stringency is intended to identify likely input 

errors without unduly burdening the large majority of Truck Tool users with unnecessary 

data checks and text explanations. Tables 13-18 present the actual yellow and red flag 

values for each fleet group/metric combination, given the decision criteria presented in 

Table 12. Tables 19-24 present the number of observations that would be flagged with 

yellow and red warnings for these combinations.

 

33 Standard deviations are only used on the low end to determine red/yellow cutoffs for the % Capacity Utilization 

metric, due to a number of carriers utilizing 100% of available space. Upper end cutoffs are based on expert 

judgment for LTL categories.
43 

Table 13. Yellow/Red Criteria by Fleet Group/Metric Combination 

Annual Miles per Vehicle

Group Name Low Red Low Yellow Mean High Yellow High Red 

1 2B_Mixed 2,000 4,000 28,884 62,834 74,151

2 3_Mixed 6,000 8,000 30,479 62,193 72,764

3 4_Mixed 2,000 6,000 27,133 55,662 65,171

4 5_Mixed 2,000 4,000 29,922 60,351 70,494

5 6_LTL/Dry Van_Diesel 3,000 9,000 32,000 61,481 71,308

6 6_Mixed 5,000 10,000 35,838 68,836 79,835

7 6_Moving 3,000 8,000 33,908 68,107 79,506

8 6_Package_Diesel 7,376 14,188 34,622 55,057 61,869

9 6_TL/Dry Van_Diesel 5,000 10,000 33,738 69,723 81,718

10 7_LTL/Dry Van_Diesel 5,000 10,000 43,040 85,533 99,697

11 7_Mixed 4,000 8,000 36,778 69,979 81,046

12 7_TL/Dry Van_Diesel 2,000 6,000 31,764 65,241 76,399

13 8A_LTL/Dry Van_Diesel 4,000 10,000 49,990 94,443 109,260

14 8A_Mixed 4,000 8,000 52,847 102,878 119,555

15 8A_Refrigerated_Diesel 10,000 20,000 66,376 120,026 137,909

16 8A_TL/Dry Van_Diesel 4,000 7,433 74,532 141,631 163,997

17 8B_AutoCarrier_Diesel 39,712 49,944 80,640 111,335 121,567

18 8B_Dray_Diesel 4,000 12,344 56,782 101,219 116,032

19 8B_Flatbed_Diesel 34,715 47,250 84,858 122,465 135,001

20 8B_Heavy/Bulk_Diesel 7,717 23,515 70,909 118,303 134,101

21 8B_LTL/Dry Van_Diesel 16,801 30,898 73,188 115,477 129,574

22 8B_Mixed 12,171 29,882 83,016 136,150 153,861

23 8B_Refrigerated_Diesel 38,363 55,515 106,968 158,422 175,573

24 8B_Specialized_Diesel 1,705 23,589 89,242 154,895 176,780

25 8B_TL/Dry Van_Diesel 27,591 44,207 94,054 143,902 160,518

26 8B_Tanker_Diesel 32,467 44,793 81,769 118,745 131,071
44 

Table 14. Yellow/Red Criteria by Fleet Group/Metric Combination

Miles per Gallon34

Group Name Low Red Low Yellow Mean High Yellow High Red 

1 2B_Mixed 4.6 6.7 12.9 19.1 21.1

2 3_Mixed 5.0 6.3 10.2 14.1 15.4

3 4_Mixed 5.4 6.4 9.3 12.2 13.1

4 5_Mixed 4.5 5.5 8.4 11.4 12.4

5 6_LTL/Dry Van_Diesel 5.7 6.3 8.0 9.7 10.3

6 6_Mixed 5.2 5.8 7.8 9.7 10.3

7 6_Moving 5.8 6.2 7.3 8.5 8.9

8 6_Package_Diesel 6.1 6.7 8.7 10.6 11.3

9 6_TL/Dry Van_Diesel 4.9 5.6 7.7 9.8 10.5

10 7_LTL/Dry Van_Diesel 5.6 6.1 7.6 9.1 9.6

11 7_Mixed 4.5 5.2 7.3 9.4 10.1

12 7_TL/Dry Van_Diesel 5.3 5.9 7.7 9.4 10.0

13 8A_LTL/Dry Van_Diesel 5.3 5.5 6.3 7.0 7.2

14 8A_Mixed 4.4 4.8 6.2 7.6 8.1

15 8A_Refrigerated_Diesel 4.8 5.0 5.9 6.7 7.0

16 8A_TL/Dry Van_Diesel 5.0 5.3 6.3 7.3 7.6

17 8B_AutoCarrier_Diesel 4.2 4.5 5.2 5.8 6.1

18 8B_Dray_Diesel 4.9 5.1 5.8 6.5 6.7

19 8B_Flatbed_Diesel 4.4 4.7 5.7 6.6 6.9

20 8B_Heavy/Bulk_Diesel 3.4 3.8 5.0 6.3 6.7

21 8B_LTL/Dry Van_Diesel 5.1 5.4 6.0 6.7 6.9

22 8B_Mixed 4.8 5.0 5.8 6.6 6.9

23 8B_Refrigerated_Diesel 4.8 5.1 5.7 6.4 6.6

24 8B_Specialized_Diesel 3.8 4.3 5.5 6.8 7.2

25 8B_TL/Dry Van_Diesel 5.0 5.2 5.9 6.7 6.9

26 8B_Tanker_Diesel 4.8 5.0 5.8 6.6 6.9

 

34 Equivalent MPG cutoffs can be found by dividing these values by 1.26 for gasoline and CNG vehicles; dividing 

by 1.35 for LPG vehicles; and dividing by 1.52 for LNG vehicles – see “Non-Diesel MPG” section below for 

details.
45 

Table 15. Yellow/Red Criteria by Fleet Group/Metric Combination

% Revenue Miles

Group Name Low Red Low Yellow Mean High Yellow High Red 

1 2B_Mixed 55 60 84.9 N/A N/A

2 3_Mixed 50 60 84.4 N/A N/A

3 4_Mixed 50 60 87.8 N/A N/A

4 5_Mixed 50 60 85.7 N/A N/A

5 6_LTL/Dry Van_Diesel 50 60 89.7 N/A N/A

6 6_Mixed 55 65 82.8 N/A N/A

7 6_Moving 55 65 84.5 N/A N/A

8 6_Package_Diesel 55 65 95.5 N/A N/A

9 6_TL/Dry Van_Diesel 55 65 86.1 N/A N/A

10 7_LTL/Dry Van_Diesel 55 65 90.4 N/A N/A

11 7_Mixed 55 65 83.6 N/A N/A

12 7_TL/Dry Van_Diesel 55 65 84.4 N/A N/A

13 8A_LTL/Dry Van_Diesel 55 60 90.5 N/A N/A

14 8A_Mixed 55 60 82.6 N/A N/A

15 8A_Refrigerated_Diesel 55 60 81.8 N/A N/A

16 8A_TL/Dry Van_Diesel 55 60 87.1 N/A N/A

17 8B_AutoCarrier_Diesel 50 55 70.6 N/A N/A

18 8B_Dray_Diesel 55 60 84.9 N/A N/A

19 8B_Flatbed_Diesel 60 65 81.6 N/A N/A

20 8B_Heavy/Bulk_Diesel 50 55 65.1 N/A N/A

21 8B_LTL/Dry Van_Diesel 60 70 90.3 N/A N/A

22 8B_Mixed 50 60 85.6 N/A N/A

23 8B_Refrigerated_Diesel 60 70 87.7 N/A N/A

24 8B_Specialized_Diesel 55 60 64.5 N/A N/A

25 8B_TL/Dry Van_Diesel 55 65 87.4 N/A N/A

26 8B_Tanker_Diesel 45 50 66.8 N/A N/A
46 

Table 16. Yellow/Red Criteria by Fleet Group/Metric Combination

% Empty Miles

Group Name Low Red Low Yellow Mean High Yellow High Red 

1 2B_Mixed 1 5 14.3 40 45

2 3_Mixed 1 5 18.9 40 50

3 4_Mixed 1 5 13.4 40 50

4 5_Mixed 1 5 24.0 40 50

5 6_LTL/Dry Van_Diesel 1 5 9.6 40 50

6 6_Mixed 1 5 19.0 40 50

7 6_Moving 1 5 15.0 40 50

8 6_Package_Diesel 1 5 18.5 40 50

9 6_TL/Dry Van_Diesel 1 5 12.1 40 50

10 7_LTL/Dry Van_Diesel 1 5 17.0 40 45

11 7_Mixed 1 5 15.4 40 45

12 7_TL/Dry Van_Diesel 1 5 4.5 40 45

13 8A_LTL/Dry Van_Diesel 1 5 17.1 40 45

14 8A_Mixed 1 5 18.5 40 45

15 8A_Refrigerated_Diesel 1 5 12.0 40 45

16 8A_TL/Dry Van_Diesel 1 5 15.5 40 45

17 8B_AutoCarrier_Diesel 1 5 18.2 45 50

18 8B_Dray_Diesel 1 5 21.2 40 45

19 8B_Flatbed_Diesel 1 5 11.3 40 45

20 8B_Heavy/Bulk_Diesel 1 5 16.8 50 60

21 8B_LTL/Dry Van_Diesel 1 5 20.7 35 45

22 8B_Mixed 1 5 14.2 45 50

23 8B_Refrigerated_Diesel 1 5 11.3 40 45

24 8B_Specialized_Diesel 1 5 32.0 45 50

25 8B_TL/Dry Van_Diesel 1 5 22.4 45 50

26 8B_Tanker_Diesel 30 40 18.6 65 75
47 

Table 17. Yellow/Red Criteria by Fleet Group/Metric Combination

% Capacity Utilization

Group Name Low Red Low Yellow Mean High Yellow^ High Red^ 

1 2B_Mixed 30 40 69.7 N/A N/A

2 3_Mixed 37 47 74.8 N/A N/A

3 4_Mixed 37 47 75.7 N/A N/A

4 5_Mixed 39 48 77.1 N/A N/A

5 6_LTL/Dry Van_Diesel 48 54 74.0 90 95

6 6_Mixed 46 54 77.3 N/A N/A

7 6_Moving 36 42 59.8 80 90

8 6_Package_Diesel 53 60 83.1 N/A N/A

9 6_TL/Dry Van_Diesel 40 49 76.3 N/A N/A

10 7_LTL/Dry Van_Diesel 52 58 77.1 90 95

11 7_Mixed 43 51 75.0 N/A N/A

12 7_TL/Dry Van_Diesel 49 56 80.1 N/A N/A

13 8A_LTL/Dry Van_Diesel 55 61 79.5 90 95

14 8A_Mixed 48 56 80.5 N/A N/A

15 8A_Refrigerated_Diesel 40 50 77.5 N/A N/A

16 8A_TL/Dry Van_Diesel 50 58 81.0 N/A N/A

17 8B_AutoCarrier_Diesel 69 75 91.4 N/A N/A

18 8B_Dray_Diesel 55 63 85.7 N/A N/A

19 8B_Flatbed_Diesel 62 69 87.2 N/A N/A

20 8B_Heavy/Bulk_Diesel 60 67 88.4 N/A N/A

21 8B_LTL/Dry Van_Diesel 58 64 81.3 90 95

22 8B_Mixed 55 62 82.6 N/A N/A

23 8B_Refrigerated_Diesel 58 65 85.0 N/A N/A

24 8B_Specialized_Diesel 61 69 90.1 N/A N/A

25 8B_TL/Dry Van_Diesel 59 65 85.2 N/A N/A

26 8B_Tanker_Diesel 63 69 89.1 N/A N/A

^ “N/A” indicates calculated flag value > 100. Any value ≤ 100 is acceptable for these 

group/metric combinations. Other values based on expert judgment.
48 

Table 18. Yellow/Red Criteria by Fleet Group/Metric Combination

Annual Average Idle Hours per Truck

Group Name Low Red Low Yellow Mean High Yellow High Red 

1 2B_Mixed 50 100 323 693 817

2 3_Mixed 40 100 371 778 914

3 4_Mixed 50 100 364 695 806

4 5_Mixed 50 100 420 808 937

5 6_LTL/Dry Van_Diesel 50 80 311 574 662

6 6_Mixed 50 80 425 875 1,025

7 6_Moving 20 40 275 519 601

8 6_Package_Diesel 10 20 305 741 887

9 6_TL/Dry Van_Diesel 20 50 514 1,217 1,451

10 7_LTL/Dry Van_Diesel 70 100 326 578 662

11 7_Mixed 60 100 413 825 963

12 7_TL/Dry Van_Diesel 20 70 288 523 601

13 8A_LTL/Dry Van_Diesel 50 100 384 762 888

14 8A_Mixed 40 100 574 1,268 1,499

15 8A_Refrigerated_Diesel 100 200 713 1,538 1,813

16 8A_TL/Dry Van_Diesel 40 80 629 1,391 1,645

17 8B_AutoCarrier_Diesel 300 400 1,154 2,278 2,653

18 8B_Dray_Diesel 100 200 672 1,377 1,612

19 8B_Flatbed_Diesel 100 200 911 1,735 2,010

20 8B_Heavy/Bulk_Diesel 100 200 601 1,102 1,270

21 8B_LTL/Dry Van_Diesel 100 200 518 1,048 1,225

22 8B_Mixed 100 200 782 1,636 1,921

23 8B_Refrigerated_Diesel 100 200 843 1,705 1,993

24 8B_Specialized_Diesel 100 220 760 1,613 1,897

25 8B_TL/Dry Van_Diesel 100 200 912 1,786 2,077

26 8B_Tanker_Diesel 100 150 826 1,745 2,051
49 

Table 19. Number of Values Flagged by Fleet Group/Metric Combination

Annual Miles per Vehicle

Group Name # Low Red # Low Yellow # High Yellow # High Red

1 2B_Mixed 4 3 7 2

2 3_Mixed 6 2 1 4

3 4_Mixed 1 5 2 3

4 5_Mixed 3 0 1 2

5 6_LTL/Dry Van_Diesel 0 0 3 3

6 6_Mixed 6 5 4 3

7 6_Moving 1 1 0 1

8 6_Package_Diesel 0 0 0 2

9 6_TL/Dry Van_Diesel 2 2 1 1

10 7_LTL/Dry Van_Diesel 1 2 0 4

11 7_Mixed 4 1 3 5

12 7_TL/Dry Van_Diesel 2 0 1 0

13 8A_LTL/Dry Van_Diesel 0 1 1 4

14 8A_Mixed 4 3 11 3

15 8A_Refrigerated_Diesel 0 1 1 0

16 8A_TL/Dry Van_Diesel 1 1 6 1

17 8B_AutoCarrier_Diesel 1 1 0 0

18 8B_Dray_Diesel 0 2 4 4

19 8B_Flatbed_Diesel 4 7 6 3

20 8B_Heavy/Bulk_Diesel 0 2 3 0

21 8B_LTL/Dry Van_Diesel 2 2 5 3

22 8B_Mixed 4 27 20 13

23 8B_Refrigerated_Diesel 14 19 10 11

24 8B_Specialized_Diesel 0 3 2 4

25 8B_TL/Dry Van_Diesel 19 31 20 22

26 8B_Tanker_Diesel 2 2 3 2

Sum 81 123 115 100

2.6% 3.9% 3.7% 3.2%
50 

Table 20. Number of Values Flagged by Fleet Group/Metric Combination

Miles per Gallon

Group Name # Low Red # Low Yellow # High Yellow # High Red

1 2B_Mixed 1 2 4 3

2 3_Mixed 0 3 1 2

3 4_Mixed 3 0 0 1

4 5_Mixed 0 2 1 1

5 6_LTL/Dry Van_Diesel 0 4 3 0

6 6_Mixed 4 0 5 1

7 6_Moving 0 0 3 0

8 6_Package_Diesel 1 1 1 0

9 6_TL/Dry Van_Diesel 1 0 1 1

10 7_LTL/Dry Van_Diesel 2 4 0 1

11 7_Mixed 3 2 3 1

12 7_TL/Dry Van_Diesel 0 2 1 1

13 8A_LTL/Dry Van_Diesel 1 5 0 1

14 8A_Mixed 3 5 4 8

15 8A_Refrigerated_Diesel 0 2 0 2

16 8A_TL/Dry Van_Diesel 2 1 2 2

17 8B_AutoCarrier_Diesel 0 0 0 1

18 8B_Dray_Diesel 3 4 5 0

19 8B_Flatbed_Diesel 2 4 3 1

20 8B_Heavy/Bulk_Diesel 1 3 2 0

21 8B_LTL/Dry Van_Diesel 3 2 0 2

22 8B_Mixed 15 15 7 7

23 8B_Refrigerated_Diesel 13 10 29 5

24 8B_Specialized_Diesel 3 1 1 0

25 8B_TL/Dry Van_Diesel 22 14 20 21

26 8B_Tanker_Diesel 3 2 2 1

Sum 86 88 99 63

2.7% 2.8% 3.2% 2.0%
51 

Table 21. Number of Values Flagged by Fleet Group/Metric Combination

Revenue Miles

Group Name # Low Red # Low Yellow # High Yellow # High Red

1 2B_Mixed 6 3 N/A N/A

2 3_Mixed 1 5 N/A N/A

3 4_Mixed 0 2 N/A N/A

4 5_Mixed 0 1 N/A N/A

5 6_LTL/Dry Van_Diesel 0 1 N/A N/A

6 6_Mixed 7 9 N/A N/A

7 6_Moving 1 2 N/A N/A

8 6_Package_Diesel 0 1 N/A N/A

9 6_TL/Dry Van_Diesel 2 2 N/A N/A

10 7_LTL/Dry Van_Diesel 2 3 N/A N/A

11 7_Mixed 11 9 N/A N/A

12 7_TL/Dry Van_Diesel 2 2 N/A N/A

13 8A_LTL/Dry Van_Diesel 1 0 N/A N/A

14 8A_Mixed 16 4 N/A N/A

15 8A_Refrigerated_Diesel 2 1 N/A N/A

16 8A_TL/Dry Van_Diesel 4 1 N/A N/A

17 8B_AutoCarrier_Diesel 1 2 N/A N/A

18 8B_Dray_Diesel 7 6 N/A N/A

19 8B_Flatbed_Diesel 4 8 N/A N/A

20 8B_Heavy/Bulk_Diesel 1 7 N/A N/A

21 8B_LTL/Dry Van_Diesel 2 5 N/A N/A

22 8B_Mixed 1 19 N/A N/A

23 8B_Refrigerated_Diesel 13 14 N/A N/A

24 8B_Specialized_Diesel 25 5 N/A N/A

25 8B_TL/Dry Van_Diesel 10 21 N/A N/A

26 8B_Tanker_Diesel 1 5 N/A N/A

Sum 120 138 0 0

3.8% 4.4% 0.0% 0.0%
52 

Table 22. Number of Values Flagged by Fleet Group/Metric Combination

Empty Miles

Group Name # Low Red # Low Yellow # High Yellow # High Red

1 2B_Mixed 21 14 3 6

2 3_Mixed 19 4 5 1

3 4_Mixed 18 8 2 0

4 5_Mixed 13 1 1 0

5 6_LTL/Dry Van_Diesel 14 12 1 0

6 6_Mixed 23 10 9 0

7 6_Moving 6 0 0 0

8 6_Package_Diesel 18 4 0 0

9 6_TL/Dry Van_Diesel 7 5 2 0

10 7_LTL/Dry Van_Diesel 15 12 1 2

11 7_Mixed 26 15 1 11

12 7_TL/Dry Van_Diesel 8 2 1 3

13 8A_LTL/Dry Van_Diesel 16 11 0 1

14 8A_Mixed 27 17 2 18

15 8A_Refrigerated_Diesel 3 1 1 3

16 8A_TL/Dry Van_Diesel 13 6 2 4

17 8B_AutoCarrier_Diesel 1 1 2 0

18 8B_Dray_Diesel 12 13 7 16

19 8B_Flatbed_Diesel 6 5 1 3

20 8B_Heavy/Bulk_Diesel 1 1 0 0

21 8B_LTL/Dry Van_Diesel 10 24 3 1

22 8B_Mixed 60 59 15 1

23 8B_Refrigerated_Diesel 27 51 7 11

24 8B_Specialized_Diesel 2 2 5 0

25 8B_TL/Dry Van_Diesel 43 103 9 3

26 8B_Tanker_Diesel 4 0 0 0

Sum 413 381 80 84

13.2% 12.2% 2.6% 2.7%
53 

Table 23. Number of Values Flagged by Fleet Group/Metric Combination

% Capacity Utilization

Group Name # Low Red # Low Yellow # High Yellow # High Red

1 2B_Mixed 2 4 N/A N/A

2 3_Mixed 2 4 N/A N/A

3 4_Mixed 2 1 N/A N/A

4 5_Mixed 0 5 N/A N/A

5 6_LTL/Dry Van_Diesel 1 4 3 3

6 6_Mixed 5 3 N/A N/A

7 6_Moving 0 0 3 0

8 6_Package_Diesel 1 3 N/A N/A

9 6_TL/Dry Van_Diesel 0 1 N/A N/A

10 7_LTL/Dry Van_Diesel 3 2 4 6

11 7_Mixed 3 14 N/A N/A

12 7_TL/Dry Van_Diesel 0 2 N/A N/A

13 8A_LTL/Dry Van_Diesel 3 4 10 5

14 8A_Mixed 6 9 N/A N/A

15 8A_Refrigerated_Diesel 1 2 N/A N/A

16 8A_TL/Dry Van_Diesel 1 7 N/A N/A

17 8B_AutoCarrier_Diesel 2 0 N/A N/A

18 8B_Dray_Diesel 7 5 N/A N/A

19 8B_Flatbed_Diesel 7 9 N/A N/A

20 8B_Heavy/Bulk_Diesel 3 0 N/A N/A

21 8B_LTL/Dry Van_Diesel 5 4 5 11

22 8B_Mixed 28 12 N/A N/A

23 8B_Refrigerated_Diesel 22 10 N/A N/A

24 8B_Specialized_Diesel 4 2 N/A N/A

25 8B_TL/Dry Van_Diesel 35 30 N/A N/A

26 8B_Tanker_Diesel 6 1 N/A N/A

Sum 149 138 25 25

4.8% 4.4% 0.8% 0.8%
54 

Table 24. Number of Values Flagged by Fleet Group/Metric Combination

Average Annual Idle Hours per Truck

Group # Name # Low Red # Low Yellow # High Yellow # High Red

1 2B_Mixed 3 4 2 5

2 3_Mixed 2 7 7 2

3 4_Mixed 0 1 3 4

4 5_Mixed 1 2 2 1

5 6_LTL/Dry Van_Diesel 0 2 3 3

6 6_Mixed 6 2 3 6

7 6_Moving 0 2 1 0

8 6_Package_Diesel 1 1 2 1

9 6_TL/Dry Van_Diesel 1 1 0 2

10 7_LTL/Dry Van_Diesel 0 4 2 2

11 7_Mixed 2 2 1 8

12 7_TL/Dry Van_Diesel 1 1 3 0

13 8A_LTL/Dry Van_Diesel 0 5 1 3

14 8A_Mixed 3 3 3 13

15 8A_Refrigerated_Diesel 0 2 1 2

16 8A_TL/Dry Van_Diesel 1 4 4 5

17 8B_AutoCarrier_Diesel 1 0 1 1

18 8B_Dray_Diesel 1 5 9 2

19 8B_Flatbed_Diesel 0 1 15 6

20 8B_Heavy/Bulk_Diesel 0 1 1 2

21 8B_LTL/Dry Van_Diesel 3 6 3 7

22 8B_Mixed 15 10 21 31

23 8B_Refrigerated_Diesel 8 15 29 21

24 8B_Specialized_Diesel 0 2 0 6

25 8B_TL/Dry Van_Diesel 8 6 72 23

26 8B_Tanker_Diesel 2 1 7 3

Sum 59 90 196 159

1.9% 2.9% 6.3% 5.1%

Absolute errors were also developed for each fleet category/metric combination. 

Cutoffs for absolute errors are intended to prevent users from inadvertently entering 

data with incorrect units and typos. For this reason we have defined absolute errors to 

ensure an adequate “safety” interval between the highest values observed in the 

cleaned (no outlier) dataset. The recommended values for absolute errors and their 

associated justifications are discussed below for each metric.

Annual Miles per Vehicle

The maximum number of miles a vehicle can accumulate in a year are constrained by 

truck highway speed limits (typically 65 mph or less) and the number of hours in a 
55 

year.35

 Excluding engine down-time associated with maintenance and repairs, the 

absolute maximum annual mileage possible for a truck is estimated to be ~500,000 

miles per year. This estimate is more than twice the highest observed value of 228,151 

miles per year (for Class 8b TL/Dry Van diesels). Therefore 500,000 miles per year 

value is set as the absolute maximum for all vehicle classes. Values greater than 0 and 

less than 500,000 are permissible.

Miles per Gallon

The maximum and minimum miles per gallon from the dataset (prior to cleaning) are 

presented in Table 25. 

Table 25. Maximum and Minimum Miles per Gallon

Group # Name Min Mean Max

1 2B_Mixed 2.0 12.9 21.6

2 3_Mixed 5.4 10.2 30.036

3 4_Mixed 5.0 9.3 14.9

4 5_Mixed 4.8 8.4 13.7

5 6_LTL/Dry Van_Diesel 5.7 8.0 10.3

6 6_Mixed 4.2 7.8 10.4

7 6_Moving 6.4 7.3 8.9

8 6_Package_Diesel 5.7 8.7 10.8

9 6_TL/Dry Van_Diesel 4.4 7.7 11.6

10 7_LTL/Dry Van_Diesel 5.6 7.6 9.8

11 7_Mixed 1.2 7.3 11.9

12 7_TL/Dry Van_Diesel 5.8 7.7 10.8

13 8A_LTL/Dry Van_Diesel 4.9 6.3 8.0

14 8A_Mixed 2.8 6.2 9.0

15 8A_Refrigerated_Diesel 4.9 5.9 7.1

16 8A_TL/Dry Van_Diesel 4.4 6.3 8.3

17 8B_AutoCarrier_Diesel 4.5 5.2 6.3

18 8B_Dray_Diesel 4.7 5.8 6.6

19 8B_Flatbed_Diesel 0.6 5.7 7.0

20 8B_Heavy/Bulk_Diesel 3.4 5.0 6.4

21 8B_LTL/Dry Van_Diesel 4.4 6.0 7.1

22 8B_Mixed 3.0 5.8 7.3

23 8B_Refrigerated_Diesel 4.3 5.7 7.1

24 8B_Specialized_Diesel 2.8 5.5 6.8

25 8B_TL/Dry Van_Diesel 3.1 5.9 7.9

26 8B_Tanker_Diesel 3.8 5.8 7.0

 

35 While DOT regulations limit drivers’ daily hours, some companies utilize driver teams to maximize on-road time. 36 Value for a hybrid electric truck. Hybrids are subject to separate validation ranges for the 2013 version of the 

Truck Tool as discussed below. The maximum value for non-hybrid Class 3 diesel trucks was 14.4 mpg.
56 

[Note: Unlike the other parameters discussed above, miles per gallon values are 

derived from other inputs (total miles and gallons). Therefore any changes to address 

absolute limits on MPG (as well as red and yellow warnings) must be handled through 

updates to one or both of these primary inputs.]

As seen from the above table, fuel efficiency estimates can be very low (<1.0) and for 

this reason no absolute lower bound is used for miles per gallon. To establish absolute 

upper bounds for miles per gallon estimates the results from the PERE modeling 

analysis previously developed for the 2010 Truck Model were used. Background on the 

PERE modeling exercise is provided in Appendix E. 

Absolute maximum miles per gallon estimates were developed for conventional diesel 

trucks using the PERE model, and are shown in Table 26 by truck class.

Table 26. Maximum Diesel Miles per Gallon Estimates (PERE Model Basis)

Class Maximum MPG

2b 25.0

3 23.3

4 20.2

5 18.7

6 18.0

7 14.5

8a 11.2

8b 11.2

Note that the maximum MPG estimates obtained from the PERE model are all 

substantially higher than the maximum value observed for non-hybrid diesel trucks in 

the 2011 Truck Tool data.

Non-Diesel MPG

The 2011 data submissions from SmartWay Truck partners did not include enough 

information on non-diesel trucks in order to develop a robust distribution of mpg values 

specific to non-diesels for validation purposes. Accordingly, engineering judgment was 

used to adjust the diesel mpg values for other fuel types, accounting for general, relative 

vehicle and/or fuel efficiency differences. First, a ratio was developed for adjusting 

diesel mpg values to comparable gasoline mpg values, based upon simulated modeling 

performed by Argonne National Laboratory.37 The Argonne data for gas and diesel 

trucks was based on PSAT simulations of a typical pickup in the Class 2b or Class 3 

range. The fuel consumption was reported for the same truck equipped with 

 

37 Delorme, A. et. al., Impact of Advanced Technologies on Medium-Duty Trucks Fuel Efficiency, Argonne National 

Laboratory, 2010-01-1929.
57 

both gasoline and diesel engines over the various EPA emissions and fuel economy 

driving cycles. Using this data, a combined fuel economy was calculated using the 

method from EPA's pre-2008 combined 2-cycle fuel economy using the FTP and 

Highway cycles as given in 40 CFR Part 600. This method uses a weighted harmonic 

average of the two values, with the FTP weighted at 55% and the Highway weighted at 

45%. 

The difference in the calculated combined fuel economies for the gas- and dieselpowered model results showed that the diesel had a 25.9% greater fuel economy 

than gasoline. These results are a direct volumetric comparison rather than in terms of 

gasoline-equivalent gallons. As such, the diesel mpg values shown in Table 26 above 

can be divided by 1.259 to obtain comparable mpg ranges for gasoline vehicles. Since 

CNG vehicle fuel consumption is reported in terms of gasoline-equivalent gallons, the 

mpg validation ranges for CNG vehicles can be set equal to those for comparable 

gasoline vehicles.

Validation ranges for LPG and LNG vehicles can be developed from the gasoline 

ranges, dividing the gasoline values by the appropriate gasoline gallon-equivalent factor 

for these fuels (1.35 for LPG and 1.52 for LNG),38 thereby adjusting mpg values for 

volumetric energy density. Table 27 presents the corresponding upper bound MPG 

values for non-diesel vehicles by truck class.

Table 27. Maximum Miles per Gallon Estimates – Non-Diesel Vehicles

Class Gasoline/CNG LPG LNG 

2b 19.9 18.5 16.4

3 18.5 17.3 15.3

4 16.0 15.0 13.3

5 14.9 13.9 12.3

6 14.3 13.3 11.8

7 11.5 10.7 9.5

8a 8.9 8.3 7.4

8b 8.9 8.3 7.4

Hybrid MPG

EPA’s Physical Emission Rate Estimator (PERE) model was used in order to establish 

estimates of the fuel economy benefit of hybridization of medium- and heavy-duty 

trucks. The details of the modeling are presented in Appendix E. 

However, the in-use fuel economy of hybrid vehicles is highly dependent upon drive 

cycle. Specifically the expected hybrid truck fuel economy will vary depending upon the 

relative fraction of highway versus urban driving. Therefore the MPG ranges used for 

validation of hybrid fuel economy are calculated using the following steps.

 

38 https://www.afdc.energy.gov/afdc/prep/popups/gges.html 
58 

Step 1 – Weight the following GALLON PER MILE (Not MPG) values based on 

the Highway/Urban split.

Gal/Mi - Urban

Group # Name Low Red Low Yellow Mean High Yellow High Red 

1 2B_Mixed 0.2641 0.1813 0.0942 0.0636 0.0576

2 3_Mixed 0.2340 0.1857 0.1147 0.0830 0.0760

3 4_Mixed 0.2090 0.1763 0.1213 0.0925 0.0861

4 5_Mixed 0.2599 0.2127 0.1392 0.1026 0.0943

5 6_LTL/Dry Van_Diesel 0.1951 0.1765 0.1390 0.1147 0.1080

6 6_Mixed 0.2200 0.1972 0.1467 0.1179 0.1111

7 6_Moving 0.1906 0.1783 0.1514 0.1301 0.1242

8 6_Package_Diesel 0.1788 0.1628 0.1254 0.1029 0.0965

9 6_TL/Dry Van_Diesel 0.2350 0.2056 0.1495 0.1175 0.1097

10 7_LTL/Dry Van_Diesel 0.1968 0.1806 0.1450 0.1211 0.1148

11 7_Mixed 0.2506 0.2169 0.1545 0.1200 0.1117

12 7_TL/Dry Van_Diesel 0.2131 0.1915 0.1467 0.1202 0.1130

13 8A_LTL/Dry Van_Diesel 0.2184 0.2104 0.1837 0.1653 0.1607

14 8A_Mixed 0.2747 0.2519 0.1950 0.1591 0.1492

15 8A_Refrigerated_Diesel 0.2502 0.2402 0.2036 0.1793 0.1716

16 8A_TL/Dry Van_Diesel 0.2477 0.2337 0.1966 0.1697 0.1630

17 8B_AutoCarrier_Diesel 0.2980 0.2781 0.2407 0.2158 0.2052

18 8B_Dray_Diesel 0.2434 0.2338 0.2056 0.1835 0.1780

19 8B_Flatbed_Diesel 0.2912 0.2727 0.2248 0.1942 0.1857

20 8B_Heavy/Bulk_Diesel 0.3768 0.3371 0.2562 0.2033 0.1912

21 8B_LTL/Dry Van_Diesel 0.2383 0.2250 0.2025 0.1814 0.1761

22 8B_Mixed 0.2597 0.2493 0.2149 0.1889 0.1807

23 8B_Refrigerated_Diesel 0.2656 0.2500 0.2236 0.1992 0.1931

24 8B_Specialized_Diesel 0.3389 0.2995 0.2342 0.1894 0.1789

25 8B_TL/Dry Van_Diesel 0.2534 0.2436 0.2147 0.1891 0.1836

26 8B_Tanker_Diesel 0.2596 0.2492 0.2149 0.1888 0.1806

Gal/Mi – Highway

Group # Name Low Red Low Yellow Mean High Yellow High Red 

1 2B_Mixed 0.1759 0.1208 0.0627 0.0424 0.0383

2 3_Mixed 0.1594 0.1265 0.0781 0.0565 0.0518

3 4_Mixed 0.1482 0.1250 0.0860 0.0656 0.0611
59 

Gal/Mi – Highway

Group # Name Low Red Low Yellow Mean High Yellow High Red 

4 5_Mixed 0.1805 0.1477 0.0967 0.0713 0.0655

5 6_LTL/Dry Van_Diesel 0.1470 0.1330 0.1047 0.0864 0.0813

6 6_Mixed 0.1657 0.1486 0.1105 0.0889 0.0837

7 6_Moving 0.1436 0.1343 0.1141 0.0980 0.0936

8 6_Package_Diesel 0.1347 0.1226 0.0944 0.0775 0.0727

9 6_TL/Dry Van_Diesel 0.1770 0.1549 0.1127 0.0885 0.0826

10 7_LTL/Dry Van_Diesel 0.1513 0.1389 0.1115 0.0931 0.0883

11 7_Mixed 0.1928 0.1668 0.1188 0.0923 0.0859

12 7_TL/Dry Van_Diesel 0.1640 0.1473 0.1128 0.0924 0.0869

13 8A_LTL/Dry Van_Diesel 0.1558 0.1501 0.1310 0.1179 0.1147

14 8A_Mixed 0.1960 0.1796 0.1391 0.1135 0.1065

15 8A_Refrigerated_Diesel 0.1785 0.1714 0.1452 0.1279 0.1224

16 8A_TL/Dry Van_Diesel 0.1767 0.1667 0.1402 0.1210 0.1163

17 8B_AutoCarrier_Diesel 0.2126 0.1984 0.1717 0.1539 0.1464

18 8B_Dray_Diesel 0.1736 0.1668 0.1467 0.1309 0.1270

19 8B_Flatbed_Diesel 0.2078 0.1945 0.1604 0.1385 0.1325

20 8B_Heavy/Bulk_Diesel 0.2688 0.2405 0.1828 0.1450 0.1364

21 8B_LTL/Dry Van_Diesel 0.1700 0.1605 0.1445 0.1294 0.1256

22 8B_Mixed 0.1853 0.1779 0.1533 0.1347 0.1289

23 8B_Refrigerated_Diesel 0.1894 0.1783 0.1595 0.1421 0.1378

24 8B_Specialized_Diesel 0.2418 0.2137 0.1670 0.1351 0.1276

25 8B_TL/Dry Van_Diesel 0.1807 0.1738 0.1532 0.1349 0.1310

26 8B_Tanker_Diesel 0.1852 0.1778 0.1533 0.1347 0.1288

Example – Truck Class 2b has 40% urban, 60% highway. The Low Red 

Gallon/Mile value is therefore 0.2641 x 0.40 + 0.1759 x 0.60 = 0.2112

Step 2: Convert the weighted gallon per mile values back to MPG

Example: 0.2112 gal/mi = 4.74 MPG

Step 3: Use these final, weighted, converted MPG values for validation.

Electric Truck Efficiency

Mi/kWhr estimates for battery electric trucks were developed based on available data 

sources and engineering judgment. The average value for Class 2b trucks was 

assumed to equal the mi/kWhr value estimates for large SUVs in EPA’s MARKAL model 

(3.01). The values for Class 4 and 6 electric trucks (1.43 and 1.00 respectively) were 
60 

taken from Calstart’s E-Truck Task Force Business Case Calculator. Values for Class 3 

and 5 trucks were based on simple averages of the Class 2b, 4, and 6 values. Given 

the lack of available data for the heavier truck classes, values for Class 7 (0.75), Class 

8a (0.5) and Class 8b (0.4) were based on engineering judgment. 

Once average mi/kWhr estimates were derived, “red” and “yellow” ranges were 

established based on simple multiplicative factors applied to the averages – Low red 

from 0 to 0.5 x average; low yellow from 0.5 x average to 0.75 x average; high yellow 

from 1.25 x average to 1.5 x average; and high red from 1.5 x average to 10 x average 

(absolute max).

Percent Revenue Miles

Revenue miles were frequently equal to total miles in the dataset. Accordingly, no

absolute upper (or lower) bound was set for this field, beyond requiring all values to be ≥ 

0 and ≤ 100.

Percent Empty Miles

Empty miles were occasionally equal to 0 in the dataset. Accordingly, no absolute lower 

(or upper) bound was set for this field, beyond requiring all values to be ≥ 0 and ≤ 100.

Percent Biodiesel

While the maximum observed blend level for biodiesel was 20 percent, B100 use is 

possible. Therefore no absolute upper (or lower) bound was set for this field, beyond 

requiring all values to be ≥ 0 and ≤ 100.

Average Payload

The maximum and minimum payloads from the dataset (prior to cleaning) are presented 

in Table 28. 

Table 28. Maximum and Minimum Observed Payloads (Short Tons)

Group # Name Min Mean Max

1 2B_Mixed 0.1 1.0 1.939

2 3_Mixed 0.1 1.7 3.0

3 4_Mixed 0.5 2.4 4.0

4 5_Mixed 1.3 3.1 5.3

5 6_LTL/Dry Van_Diesel 0.9 4.6 6.3

6 6_Mixed 0.9 4.5 6.5

7 6_Moving 2.5 3.6 4.9

8 6_Package_Diesel 2.0 4.2 6.0

9 6_TL/Dry Van_Diesel 0.9 4.1 6.9

10 7_LTL/Dry Van_Diesel 1.8 6.0 8.7

 

39 Three extreme outliers for Class 2b trucks were dropped for the purposes of establishing maximum upper bounds: 

16.0, 13.0 and 5.0 tons.
61 

Group # Name Min Mean Max

11 7_Mixed 1.1 6.0 20.0

12 7_TL/Dry Van_Diesel 4.5 6.4 12.7

13 8A_LTL/Dry Van_Diesel 6.0 10.6 15.0

14 8A_Mixed 1.9 11.3 24.0

15 8A_Refrigerated_Diesel 6.3 13.3 21.0

16 8A_TL/Dry Van_Diesel 3.8 11.4 20.0

17 8B_AutoCarrier_Diesel 9.3 19.6 24.5

18 8B_Dray_Diesel 15.0 20.5 24.5

19 8B_Flatbed_Diesel 14.8 23.2 33.3

20 8B_Heavy/Bulk_Diesel 20.0 27.6 40.0

21 8B_LTL/Dry Van_Diesel 7.8 18.2 27.9

22 8B_Mixed 7.5 20.3 33.1

23 8B_Refrigerated_Diesel 13.2 20.9 27.5

24 8B_Specialized_Diesel 7.3 24.4 37.0

25 8B_TL/Dry Van_Diesel 6.5 18.9 50.0

26 8B_Tanker_Diesel 17.5 24.6 34.6

Based on a review of previous out of range values, unit conversion problems are the 

most common source of data entry errors for payload. One type of error results from 

data being entered in pounds instead of short tons, resulting in overestimates by a 

factor of 2,000. Such errors should be easy to prevent using a reasonable upper bound 

ton level. Another possible source of error could be reporting metric or long tons 

instead of short tons, although detecting these errors will be extremely difficult, due to 

the small difference in units (roughly 10 percent difference). Finally, note that standard 

payload limitations can be waived by obtaining permits for heavy loads, or by avoiding 

over-the-road operation.40 Accordingly, the absolute upper bound payload levels were 

set equal to 3 times the maximum observed values shown in Table 28. 

However, no absolute lower-bound payload value was set, to allow for light package 

and specialty deliveries. Therefore the only low end constraint is the requirement that 

payloads be > 0.

Average Volume

The maximum and minimum observed volumes from the dataset (prior to cleaning) are 

presented in Table 29. 

 

40 One SmartWay Truck Partner indicated unusually high payloads for their Class 2b truck fleet, but noted they only 

use their trucks in terminal operations.
62 

Table 29. Maximum and Minimum Observed Volumes (cubic feet)

Group # Name Min Mean Max

1 2B_Mixed 1 343 1,000

2 3_Mixed 1 498 940

3 4_Mixed 54 659 1,185

4 5_Mixed 141 1,215 1,894

5 6_LTL/Dry Van_Diesel 693 1,375 1,115

6 6_Mixed 336 1,324 878

7 6_Moving 141 1,382 1,894

8 6_Package_Diesel 300 1,398 1,800

9 6_TL/Dry Van_Diesel 693 1,255 1,52141

10 7_LTL/Dry Van_Diesel 693 1,687 3,765

11 7_Mixed 267 1,601 3,521

12 7_TL/Dry Van_Diesel 728 1,581 3,521

13 8A_LTL/Dry Van_Diesel 1,000 3,272 3,852

14 8A_Mixed 1 2,862 6,302

15 8A_Refrigerated_Diesel 1 2,759 3,780

16 8A_TL/Dry Van_Diesel 1,454 3,410 3,848

17 8B_AutoCarrier_Diesel 2,844 4,424 8,350

18 8B_Dray_Diesel 1,516 2,387 3,892

19 8B_Flatbed_Diesel 2,341 3,485 5,000

20 8B_Heavy/Bulk_Diesel 1,000 3,114 4,824

21 8B_LTL/Dry Van_Diesel 2,205 3,615 4,925

22 8B_Mixed 1,991 3,565 4,896

23 8B_Refrigerated_Diesel 3,171 3,721 4,068

24 8B_Specialized_Diesel 450 2,604 5,843

25 8B_TL/Dry Van_Diesel 1,159 3,740 6,316

26 8B_Tanker_Diesel 702 1,210 4,004

Maximum volumes are extremely difficult to define given the presence of non-uniform 

body styles, oversized loads, etc. Accordingly a simple upper bound was set at 3 times 

the maximum observed values shown above.

However, no absolute lower-bound volume value was set, to allow for small package 

and specialty deliveries. Therefore the only low end constraint is the requirement that 

volumes be > 0.

 

41 One Class 6 LTL fleet with an extreme outlier volume of 12,000 cubic feet was dropped for the purposes of this 

analysis.
63 

Percent Capacity Utilization 

Capacity utilization was frequently equal to 100 in the dataset. Accordingly, no upper 

bound was set for this field. In addition, no absolute lower-bound was set for utilization 

either, to allow for small package and LTL/specialty deliveries. The only requirement is

that all values be ≥ 0 and ≤ 100.

Percent Urban/Highway Miles

There is no clear distributional pattern associated with these data fields, with values 

frequently ranging from 0 to 100. Therefore no lower or upper bound values are set. 

Average Annual Idle Hours per Truck

The maximum and minimum observed idle hours from the dataset (prior to cleaning) are 

presented in Table 30. 

Table 30. Maximum and Minimum Observed Idle Hours per Truck

Group # Name Min Mean Max

1 2B_Mixed 0 323 1,785

2 3_Mixed 20 371 1,267

3 4_Mixed 50 364 1,524

4 5_Mixed 30 420 1,462

5 6_LTL/Dry Van_Diesel 0 311 720

6 6_Mixed 2 425 1,825

7 6_Moving 22 275 576

8 6_Package_Diesel 8 305 1,196

9 6_TL/Dry Van_Diesel 0 514 1,820

10 7_LTL/Dry Van_Diesel 75 326 1,440

11 7_Mixed 55 413 2,077

12 7_TL/Dry Van_Diesel 3 288 598

13 8A_LTL/Dry Van_Diesel 61 384 2,071

14 8A_Mixed 0 574 2,574

15 8A_Refrigerated_Diesel 130 713 2,000

16 8A_TL/Dry Van_Diesel 25 629 2,016

17 8B_AutoCarrier_Diesel 240 1,154 3,380

18 8B_Dray_Diesel 78 672 2,080

19 8B_Flatbed_Diesel 100 911 2,100

20 8B_Heavy/Bulk_Diesel 161 601 1,401

21 8B_LTL/Dry Van_Diesel 61 518 1,675

22 8B_Mixed 0 782 2,475

23 8B_Refrigerated_Diesel 41 843 2,349

24 8B_Specialized_Diesel 140 760 2,200

25 8B_TL/Dry Van_Diesel 17 912 3,410

26 8B_Tanker_Diesel 54 826 2,816
64 

Absolute bounds on idle hours are based on simple operational constraints: a truck can 

idle no more than 24 hours per day, 7 days a week, or 8,760 hours per year. Zero 

hours are also acceptable values with explanations. 

 
65 

4.0 Performance Metrics 

The Truck Tool allows the user to calculate their emissions performance using a 

number of different metrics, at different levels of aggregation. Available performance 

metrics include:

• Grams per mile

• Grams per Payload Ton-Mile

• Grams per Thousand Cubic Foot-Miles 

• Grams per Thousand Utilized Cubic Foot-Miles 

The Internal Metrics report within the Truck Tool presents the results of 36 calculations 

(4 x 4 x 3 = 48), which represent the following four calculations for each of the three 

pollutants (CO2, NOx, PM10 and PM2.5) and for each of three different mileage types 

(total, payload, and loaded). Note that all capitalized fields represent fields in the user 

interface:

1. g/mile: ∑ E / M

where E = Emissions, M = Miles Driven

2. g/avg payload ton-mile: ∑ E / (M × AP)

where E = Emissions, M = Miles Driven, AP = Average Payload

3. g/avg cubic foot volume: ∑ E / (M × ACV)

where E = Emissions, M = Miles Driven, ACV = Average Capacity Volume

4. g/avg utilized cubic foot: ∑ E / (M × ACV) / CU

where E = Emissions, M = Miles Driven, ACV = Average Capacity Volume, 

CU = % Cube Utilization 

For all four calculations:

Emissions = grams of pollutant (as specified above) 

Miles Driven = Total Miles, Payload Miles, or Loaded Miles (Total Miles minus 

Empty Miles)

As shown in the equations above, summations are performed for the different metrics. 

Each of the metrics is automatically aggregated across model years (for NOx and PM)

for all reporting purposes. Additional aggregation may be reported across truck 

classes, fuel types, divisions, and at the company level, as specified by the user.

 
66 

5.0 Port Dray Program Inputs and Calculations

Those fleets with 75% or more of their operation in the Dray Operation Type category 

are eligible to participate in SmartWay’s Port Drayage Program. This voluntary program 

recognizes Partners for reducing diesel emissions from port drayage trucks.

Participating Partners must provide information on their drayage fleet’s model year 

distribution, use of PM control equipment, auxiliary power units (APUs), SmartWay tires, 

and LNG trucks in order to obtain an Environmental Performance Rating for the 

program. 

The following summarizes the calculations used in the Truck Tool to calculate Port Dray 

Program Environmental Performance Rating. 

Baseline CO2 Emissions from Average Dray Truck Fleet

To calculate baseline CO2 emissions from the average dray truck fleet, the total number 

of trucks within a single model year group, as supplied by the user, is multiplied by an 

average model year distribution factor, as seen in Table 31. 

Table 31. Average Model Year Distribution Factors by Model Year Group

Model Year Group Average Model Year Distribution Factor

Pre-1988 0.061

1988 – 1993 0.190

1994 – 2002 0.632

2003 – 2006 0.083

2007 – 2009 0.033

Post 2009 0.000

Then, the fuel consumption is calculated by dividing the average miles per truck, also 

supplied by the user, by an assumed 5.47 miles per gallon.42

 This calculated fuel 

consumption is then multiplied by the CO2 emission factor of 0.01015. CO2 emissions 

across all model year groups are summed to obtain the total baseline CO2 emissions. 

Untreated and Controlled CO2 Emissions

To calculate CO2 emissions from untreated trucks (e.g., without PM retrofits), as well as 

trucks with diesel oxidation catalysts (DOCs), closed crankcase ventilation (CCVs), flow 

through filters, and diesel particulate filters in the fleet, the fuel consumption is 

 

42 This and other calculation elements used to derive the Dray Program Environmental Performance Score are 

completely independent of the performance metric calculations in other portions of the Truck Tool. For example, 

the truck fleet gram per mile and gram per ton-mile performance metrics are calculated using the fleet’s actual fuel 

efficiency, not the 5.47 value used for the Dray Program calculations.
67 

calculated by dividing the average miles per truck, supplied by the user, by the assumed 

value of 5.47 miles per gallon. This calculated fuel consumption is then multiplied by 

the CO2 emission factor of 0.01015. CO2 emissions across all model year bins are 

summed to obtain the total untreated plus controlled vehicle CO2 emissions. 

Baseline PM Emissions from Average Dray Truck Fleet

To calculate baseline PM emissions from the average dray truck fleet, the total number 

of trucks within a single model year group, as supplied by the user, is multiplied by an 

average model year distribution factor, as shown in Table 31. The resulting value is 

then multiplied by the average miles per truck, as supplied by the user, as well as the 

specified PM emission factor, as shown in Table 32. PM emissions across all model 

year bins are summed to obtain the total baseline PM emissions. 

Table 32. PM Emission Factors by Model Year Group

Model Year Group PM Emission Factor

Pre '88 3.428E-06

88-'93 2.535E-06

94-'02 1.157E-06

03-'06 6.834E-07

07-'09 9.921E-08

post 2009 7.716E-08

PM Emissions from Untreated Trucks

To calculate PM emissions from untreated trucks, the total number of untreated trucks 

within a single model year bin, as supplied by the user, is multiplied by the average 

miles per truck, also supplied by the user, as well as an appropriate PM emission factor, 

as shown in Table 32. PM emissions across all model year groups are summed to 

obtain the total PM emissions from untreated trucks within the fleet. 

PM Emissions from Controlled Trucks

To calculate PM emissions from controlled trucks, the total number of controlled trucks 

within a single model year group, as supplied by the user, is multiplied by the average 

miles per truck, also supplied by the user, as well as an appropriate PM emission factor, 

as shown in Table 32. This value is then multiplied by a control factor, as shown in 

Table 33. PM emissions across all model year groups are summed to obtain the total 

PM emissions from untreated trucks within the fleet. 
68 

Table 33. PM Control Factors by Control Type

Control Type PM Control Factor

DOC & CCVs 70%

Flow Through Filter 50%

Diesel Particulate 10%

Baseline NOX Emissions from Average Dray Truck Fleet

To calculate baseline NOX emissions from the average dray truck fleet, the total number 

of trucks within a single model year group, as supplied by the user, is multiplied by an 

average model year distribution factor, as seen in Table 31. The resulting value is then 

multiplied by the average miles per truck, as supplied by the user, as well as an 

appropriate NOX emission factor, as shown in Table 134. NOX emissions across all 

model year groups are summed to obtain the total baseline NOX emissions. 

Table 34. NOX Emission Factors by Model Year Group

Model Year Group PM Emission Factor

Pre '88 2.65E-05

88-'93 2.51E-05

94-'02 2.38E-05

03-'06 1.68E-05

07-'09 1.01E-05

post 2009 3E-06

NOX Emissions from Untreated and Controlled Trucks

To calculate NOX emissions from untreated trucks, the total number of untreated trucks 

within a single model year group, as supplied by the user, is multiplied by the average 

miles per truck, also supplied by the user, as well as an appropriate NOX emission 

factor, as seen in Table 34. NOX emissions across all model year groups are summed 

to obtain the total NOX emissions from untreated trucks within the fleet. 

Reductions in CO2 Emissions from Auxiliary Power Units (APUs), SmartWay Approved 

Tires, and LNG Vehicles

The user-supplied number of vehicles with each control is divided by the total number of 

trucks in the fleet and multiplied by a control factor, as shown in Table 35. 
69 

Table 135. Control Strategy Control Factors

Control Type PM Control Factor

APUs 11%

SmartWay Tires 2%

LNG 21%

The reductions are then summed across all control types and multiplied by the sum of 

CO2 emissions for untreated trucks, and trucks with DOCs & CCVs, flow through filters, 

and diesel particulate traps installed. This value is then multiplied by -1 to indicate a 

reduction in emissions.

Reductions in PM Emissions from Auxiliary Power Units (APUs)

The user-supplied number of trucks with APUs installed is divided by the total number of 

trucks in the fleet and multiplied by a control factor of 8%. The reductions are then 

multiplied by the sum of PM emissions for untreated trucks, and trucks with DOCs & 

CCVs, flow through filters, and diesel particulate traps installed. This value is then 

multiplied by -1 to indicate a reduction in emissions.

Reductions in NOX Emissions from Auxiliary Power Units (APUs) and SmartWay Tires 

The user-supplied number of trucks with APUs and SmartWay Tires installed is divided 

by the total number of trucks in the fleet and multiplied by a control factor of 11% and 

2% for APUs and SmartWay tires, respectively. The reductions are then multiplied by 

the sum of NOX emissions for untreated trucks, and trucks with DOCs & CCVs, flow 

through filters, and diesel particulate traps installed. This value is then multiplied by -1 

to indicate a reduction in emissions.

Total Fleet Emissions

The total fleet emissions are calculated by subtracting the reductions that were 

calculated for each pollutant from the sum of the emissions, by pollutant, for untreated 

trucks and trucks equipped with DOCs & CCVs, flow through filters, and diesel 

particulate traps.

Change in Emissions from Baseline 

Total fleet emissions are subtracted from the baseline emissions for each pollutant to 

determine the change in emissions from baseline.
70 

Percent Change in Emissions

The change in emissions from baseline is divided by the baseline emissions, by 

pollutant.

Fleet Composite Score and Environmental Performance Rating

The fleet composite score determines the dray fleet’s Environmental Performance 

Rating, which is used by shippers to assess their status in the Port Dray Program. The 

fleet composite score is determined by the formula:

The Environmental Performance Rating is assigned based on the value of the fleet 

composite score, as shown in Table 36. 

Table 36. Environmental Performance Rating Assignments

Fleet Composite Score Environmental Performance Rating

≤ 0.05 No Rating

>0.05 and ≤ 0.499 Average

>0.499 and ≤1.00 Good

>1.00 and ≤1.8 Very Good

>1.8 Outstanding

Appendix F shows a detailed breakdown of all equations in EPA’s Drayage Calculator, 

which is used as the basis of the drayage calculations within the SmartWay Truck Tool.
Appendix A: MOVES2010b NOx/PM2.5 Emission Factors (g/mi)
A-1 

Year & 

Class

Diesel 

NOx

Decel

Diesel 

NOx

0 to 25

Diesel 

NOx

25 to 50

Diesel 

NOx

50 +

Diesel 

NOx

Highway

Diesel 

PM 2.5

Decel

Diesel 

PM 2.5

0 to 25

Diesel 

PM 2.5

25 to 50

Diesel 

PM 2.5

50 +

Diesel 

PM 2.5

Highway

1987-2b 3.245 29.722 39.332 10.774 16.543 0.146 1.727 2.238 0.682 1.200

1987-3 3.243 29.766 39.418 10.829 16.607 0.147 1.733 2.243 0.684 1.203

1987-4 3.250 29.716 39.714 10.846 17.522 0.122 1.441 1.898 0.568 1.008

1987-5 3.237 29.971 39.926 11.107 17.149 0.142 1.690 2.180 0.661 1.170

1987-6 3.175 32.362 44.066 13.539 22.427 0.159 2.069 2.444 0.730 1.456

1987-7 3.004 38.309 55.060 19.895 31.991 0.193 2.854 2.927 0.842 1.881

1987-8a 2.864 42.181 62.740 24.358 36.194 0.223 3.405 3.313 0.936 2.095

1987-8b 2.743 45.659 69.864 28.288 39.286 0.255 3.935 3.677 1.023 2.277

1988-2b 2.610 21.790 26.090 7.700 12.419 0.161 1.035 1.304 0.355 0.639

1988-3 3.217 30.741 41.096 11.810 19.075 0.097 1.183 1.489 0.451 0.734

1988-4 3.249 29.674 39.529 10.777 17.236 0.100 1.173 1.544 0.463 0.749

1988-5 3.187 31.955 43.331 13.081 21.878 0.100 1.255 1.533 0.459 0.773

1988-6 3.167 32.664 44.589 13.797 23.138 0.101 1.281 1.532 0.459 0.782

1988-7 3.098 35.129 49.132 16.438 27.484 0.105 1.409 1.592 0.469 0.833

1988-8a 2.907 41.045 60.625 23.011 35.108 0.116 1.705 1.724 0.493 0.919

1988-8b 2.725 46.404 71.629 29.046 40.000 0.130 1.988 1.860 0.518 0.979

1989-2b 2.827 28.462 36.343 11.873 21.460 0.147 1.255 1.465 0.412 0.765

1989-3 3.161 28.711 37.343 10.280 15.956 0.108 1.135 1.470 0.442 0.709

1989-4 3.249 29.662 39.492 10.760 17.198 0.100 1.180 1.554 0.466 0.754

1989-5 3.207 31.155 41.867 12.237 20.172 0.100 1.227 1.532 0.461 0.762

1989-6 3.153 33.192 45.529 14.342 24.201 0.103 1.326 1.566 0.467 0.804

1989-7 3.158 33.094 45.437 14.218 24.010 0.103 1.322 1.567 0.467 0.803

1989-8a 2.964 39.515 57.568 21.213 33.448 0.114 1.644 1.705 0.492 0.907

1989-8b 2.718 46.565 71.963 29.238 40.116 0.131 2.005 1.873 0.521 0.984

1990-2b 2.442 14.962 18.568 5.822 8.823 0.204 1.040 1.316 0.326 0.633

1990-3 2.511 19.896 25.119 7.473 12.106 0.160 1.143 1.439 0.400 0.706

1990-4 2.507 22.848 30.191 8.201 12.761 0.099 1.162 1.518 0.461 0.732

1990-5 2.494 23.363 31.142 8.746 14.057 0.100 1.199 1.538 0.464 0.753

1990-6 2.418 26.232 36.237 11.703 19.775 0.105 1.380 1.599 0.475 0.829

1990-7 2.412 26.398 36.557 11.908 20.041 0.106 1.390 1.606 0.476 0.832

1990-8a 2.205 32.918 49.275 19.119 28.378 0.122 1.822 1.798 0.510 0.956

1990-8b 2.068 36.694 57.153 23.470 31.523 0.136 2.087 1.928 0.534 1.007

1991-2b 2.074 12.660 15.614 4.963 7.548 0.113 0.620 0.755 0.192 0.376

1991-3 2.313 21.288 28.217 7.782 11.930 0.071 0.839 1.084 0.330 0.454

1991-4 2.185 26.073 36.839 12.766 21.263 0.087 1.247 1.325 0.386 0.755

1991-5 2.206 17.505 21.942 6.527 10.450 0.097 0.741 0.920 0.259 0.419

1991-6 2.244 23.990 33.091 10.556 17.838 0.080 1.071 1.221 0.362 0.648

1991-7 2.170 26.471 37.723 13.262 21.786 0.089 1.278 1.348 0.390 0.771

1991-8a 1.987 31.598 47.980 19.119 27.423 0.112 1.724 1.642 0.460 0.964

1991-8b 1.899 34.188 53.479 22.023 29.509 0.128 1.968 1.806 0.499 1.044

1992-2b 2.012 11.223 14.030 4.547 6.780 0.113 0.576 0.702 0.173 0.363

1992-3 2.218 18.716 23.632 6.748 10.566 0.086 0.778 0.973 0.287 0.449

1992-4 2.318 21.158 27.955 7.618 11.742 0.071 0.840 1.092 0.333 0.475

1992-5 2.316 21.260 28.321 7.780 12.293 0.070 0.828 1.081 0.326 0.460

1992-6 2.249 23.799 32.668 10.357 17.526 0.080 1.058 1.217 0.362 0.646
A-2 

Year & 

Class

Diesel 

NOx

Decel

Diesel 

NOx

0 to 25

Diesel 

NOx

25 to 50

Diesel 

NOx

50 +

Diesel 

NOx

Highway

Diesel 

PM 2.5

Decel

Diesel 

PM 2.5

0 to 25

Diesel 

PM 2.5

25 to 50

Diesel 

PM 2.5

50 +

Diesel 

PM 2.5

Highway

1992-7 2.206 25.348 35.614 12.008 20.246 0.084 1.184 1.292 0.377 0.724

1992-8a 1.992 31.888 48.634 19.277 27.753 0.115 1.762 1.666 0.466 0.982

1992-8b 1.897 34.313 53.785 22.140 29.622 0.128 1.975 1.810 0.500 1.043

1993-2b 2.126 14.161 17.329 5.345 8.272 0.110 0.661 0.809 0.214 0.395

1993-3 2.246 19.791 25.413 7.106 11.078 0.078 0.794 1.009 0.302 0.443

1993-4 2.292 22.077 29.530 8.539 14.080 0.073 0.911 1.126 0.339 0.533

1993-5 2.313 21.217 28.113 7.708 11.982 0.070 0.830 1.080 0.327 0.456

1993-6 2.255 23.463 32.085 10.017 16.973 0.078 1.025 1.195 0.354 0.622

1993-7 2.225 24.559 34.151 11.176 18.845 0.082 1.122 1.255 0.369 0.686

1993-8a 1.990 31.775 48.429 19.204 27.661 0.114 1.749 1.659 0.465 0.977

1993-8b 1.898 34.334 53.869 22.141 29.667 0.129 1.976 1.809 0.500 1.043

1994-2b 2.067 12.947 15.880 4.999 7.659 0.201 1.040 1.298 0.323 0.520

1994-3 2.156 12.985 16.056 5.074 7.700 0.213 1.067 1.342 0.331 0.529

1994-4 2.326 21.192 27.939 7.582 11.714 0.105 1.240 1.616 0.492 0.623

1994-5 2.324 21.330 28.329 7.778 12.180 0.108 1.272 1.661 0.501 0.643

1994-6 2.287 22.718 30.738 9.200 15.286 0.110 1.376 1.693 0.507 0.712

1994-7 2.218 25.309 35.497 11.883 20.014 0.117 1.589 1.782 0.524 0.826

1994-8a 1.996 32.017 48.829 19.393 27.826 0.142 2.154 2.059 0.578 1.019

1994-8b 1.917 34.288 53.683 21.984 29.628 0.154 2.361 2.172 0.601 1.068

1995-2b 2.033 10.539 13.410 4.410 6.443 0.213 0.963 1.207 0.281 0.473

1995-3 2.269 19.963 25.699 7.215 11.213 0.126 1.214 1.551 0.461 0.608

1995-4 2.257 20.363 26.315 7.690 12.681 0.131 1.260 1.566 0.461 0.644

1995-5 2.294 22.565 30.493 9.031 15.082 0.111 1.372 1.701 0.509 0.710

1995-6 2.257 23.894 32.820 10.415 17.559 0.113 1.465 1.721 0.512 0.763

1995-7 2.208 25.645 36.107 12.274 20.493 0.118 1.610 1.789 0.525 0.835

1995-8a 1.985 32.395 49.674 19.808 28.183 0.144 2.181 2.072 0.580 1.030

1995-8b 1.917 34.332 53.813 22.016 29.685 0.154 2.361 2.170 0.601 1.070

1996-2b 2.038 12.277 15.133 4.822 7.329 0.198 1.003 1.244 0.307 0.495

1996-3 2.277 20.088 25.917 7.258 11.271 0.125 1.224 1.567 0.467 0.612

1996-4 2.297 22.450 30.165 8.865 14.730 0.110 1.355 1.674 0.505 0.697

1996-5 2.250 21.845 29.029 8.892 15.205 0.127 1.376 1.669 0.490 0.713

1996-6 2.248 24.350 33.769 10.837 18.433 0.115 1.518 1.756 0.521 0.792

1996-7 2.193 26.092 36.972 12.783 21.140 0.120 1.655 1.817 0.531 0.851

1996-8a 1.993 32.190 49.282 19.559 28.034 0.144 2.174 2.072 0.582 1.027

1996-8b 1.917 34.381 53.947 22.055 29.741 0.155 2.379 2.185 0.605 1.073

1997-2b 1.854 8.907 11.591 3.895 5.560 0.199 0.863 1.076 0.243 0.425

1997-3 2.125 19.104 24.092 7.396 12.764 0.142 1.239 1.483 0.427 0.639

1997-4 2.326 21.159 27.862 7.543 11.671 0.107 1.261 1.645 0.501 0.628

1997-5 2.311 21.889 29.341 8.339 13.765 0.111 1.343 1.719 0.514 0.687

1997-6 2.270 23.368 31.814 9.826 16.685 0.113 1.438 1.724 0.515 0.746

1997-7 2.232 24.796 34.487 11.331 19.217 0.117 1.553 1.775 0.524 0.807

1997-8a 1.999 32.183 49.221 19.487 28.019 0.143 2.168 2.067 0.580 1.027

1997-8b 1.921 34.250 53.637 21.907 29.629 0.153 2.348 2.162 0.599 1.069

1998-2b 1.672 8.877 11.186 3.683 5.577 0.087 0.409 0.505 0.118 0.257

1998-3 2.028 18.200 23.652 6.475 10.639 0.053 0.572 0.739 0.223 0.348
A-3 

Year & 

Class

Diesel 

NOx

Decel

Diesel 

NOx

0 to 25

Diesel 

NOx

25 to 50

Diesel 

NOx

50 +

Diesel 

NOx

Highway

Diesel 

PM 2.5

Decel

Diesel 

PM 2.5

0 to 25

Diesel 

PM 2.5

25 to 50

Diesel 

PM 2.5

50 +

Diesel 

PM 2.5

Highway

1998-4 2.060 18.746 24.686 6.684 10.928 0.049 0.581 0.759 0.231 0.353

1998-5 2.062 18.774 24.813 6.729 11.150 0.048 0.571 0.747 0.226 0.351

1998-6 2.059 18.782 24.776 6.733 11.030 0.049 0.581 0.757 0.230 0.353

1998-7 2.022 20.048 27.065 8.070 14.258 0.052 0.668 0.806 0.241 0.406

1998-8a 1.782 26.593 39.927 15.422 24.013 0.077 1.178 1.134 0.320 0.587

1998-8b 1.655 29.429 46.067 18.807 26.524 0.091 1.405 1.290 0.357 0.637

1999-2b 1.544 6.554 8.998 3.050 4.262 0.088 0.383 0.478 0.108 0.243

1999-3 1.280 10.441 13.528 3.789 6.464 0.056 0.543 0.693 0.206 0.335

1999-4 1.212 11.028 14.524 3.934 6.787 0.048 0.567 0.740 0.225 0.348

1999-5 1.212 11.059 14.579 3.963 6.821 0.048 0.569 0.741 0.226 0.349

1999-6 1.197 11.338 15.100 4.276 7.691 0.049 0.593 0.752 0.227 0.367

1999-7 1.204 12.435 16.880 5.196 9.579 0.052 0.669 0.800 0.239 0.407

1999-8a 1.236 20.269 30.856 12.297 18.243 0.081 1.246 1.181 0.331 0.604

1999-8b 1.249 22.686 35.628 14.618 19.921 0.093 1.437 1.315 0.363 0.646

2000-2b 1.466 6.171 8.505 2.902 4.040 0.084 0.362 0.450 0.101 0.231

2000-3 1.278 10.397 13.424 3.773 6.436 0.057 0.541 0.687 0.204 0.333

2000-4 1.219 11.132 14.682 3.997 6.864 0.049 0.572 0.745 0.227 0.350

2000-5 1.219 11.186 14.776 4.048 6.922 0.049 0.576 0.748 0.228 0.351

2000-6 1.203 11.199 14.864 4.136 7.299 0.049 0.581 0.747 0.226 0.359

2000-7 1.214 12.791 17.460 5.439 10.118 0.053 0.697 0.819 0.244 0.423

2000-8a 1.236 19.379 29.108 11.416 17.559 0.077 1.180 1.135 0.320 0.589

2000-8b 1.255 22.626 35.456 14.507 19.920 0.093 1.437 1.317 0.364 0.650

2001-2b 1.460 5.801 8.162 2.817 3.816 0.084 0.345 0.433 0.095 0.221

2001-3 1.253 10.367 13.405 3.759 6.433 0.055 0.539 0.686 0.205 0.333

2001-4 1.207 10.982 14.466 3.919 6.766 0.048 0.565 0.737 0.224 0.347

2001-5 1.207 11.008 14.511 3.943 6.794 0.048 0.567 0.739 0.225 0.348

2001-6 1.195 11.462 15.320 4.377 7.977 0.049 0.604 0.759 0.229 0.375

2001-7 1.201 11.987 16.139 4.813 8.862 0.051 0.640 0.781 0.234 0.393

2001-8a 1.242 20.135 30.572 12.093 18.215 0.081 1.243 1.181 0.331 0.608

2001-8b 1.253 22.579 35.358 14.478 19.875 0.093 1.431 1.313 0.363 0.647

2002-2b 1.508 6.189 8.591 2.939 4.041 0.086 0.365 0.456 0.101 0.232

2002-3 1.305 10.414 13.411 3.797 6.441 0.058 0.542 0.685 0.203 0.332

2002-4 1.235 11.242 14.810 4.013 6.894 0.049 0.576 0.752 0.229 0.351

2002-5 1.235 11.242 14.810 4.013 6.894 0.049 0.576 0.752 0.229 0.351

2002-6 1.220 11.318 15.003 4.157 7.316 0.049 0.585 0.754 0.228 0.359

2002-7 1.226 12.404 16.778 5.041 9.361 0.052 0.665 0.802 0.240 0.405

2002-8a 1.238 18.749 28.001 10.797 17.021 0.074 1.130 1.102 0.312 0.575

2002-8b 1.242 22.316 34.935 14.297 19.646 0.091 1.403 1.288 0.356 0.636

2003-2b 1.646 6.583 9.294 3.176 4.191 0.074 0.323 0.402 0.091 0.206

2003-3 1.137 8.772 11.501 3.242 5.228 0.051 0.494 0.627 0.187 0.302

2003-4 1.002 9.117 12.010 3.254 5.385 0.044 0.520 0.678 0.207 0.317

2003-5 1.002 9.117 12.010 3.254 5.385 0.044 0.520 0.678 0.207 0.317

2003-6 0.998 9.184 12.161 3.343 5.557 0.044 0.527 0.680 0.206 0.323

2003-7 0.981 9.482 12.744 3.701 6.146 0.047 0.590 0.718 0.215 0.360

2003-8a 0.841 11.480 16.962 6.327 8.687 0.066 0.994 0.977 0.277 0.513
A-4 

Year & 

Class

Diesel 

NOx

Decel

Diesel 

NOx

0 to 25

Diesel 

NOx

25 to 50

Diesel 

NOx

50 +

Diesel 

NOx

Highway

Diesel 

PM 2.5

Decel

Diesel 

PM 2.5

0 to 25

Diesel 

PM 2.5

25 to 50

Diesel 

PM 2.5

50 +

Diesel 

PM 2.5

Highway

2003-8b 0.728 12.771 19.946 8.124 9.652 0.082 1.261 1.159 0.321 0.574

2004-2b 1.646 6.584 9.292 3.172 4.188 0.069 0.306 0.378 0.086 0.192

2004-3 1.140 8.765 11.492 3.242 5.224 0.050 0.491 0.621 0.186 0.300

2004-4 1.002 9.117 12.011 3.255 5.385 0.044 0.520 0.678 0.207 0.317

2004-5 1.002 9.117 12.011 3.255 5.385 0.044 0.520 0.678 0.207 0.317

2004-6 0.998 9.191 12.174 3.352 5.570 0.044 0.528 0.681 0.206 0.324

2004-7 0.979 9.514 12.806 3.740 6.203 0.047 0.596 0.722 0.216 0.363

2004-8a 0.834 11.556 17.132 6.434 8.754 0.066 1.009 0.987 0.280 0.516

2004-8b 0.726 12.787 19.983 8.148 9.661 0.082 1.264 1.161 0.321 0.574

2005-2b 1.652 6.541 9.266 3.178 4.174 0.069 0.302 0.373 0.084 0.189

2005-3 1.148 8.743 11.463 3.244 5.215 0.050 0.489 0.618 0.184 0.299

2005-4 1.002 9.118 12.013 3.256 5.386 0.044 0.520 0.679 0.207 0.317

2005-5 1.002 9.118 12.013 3.256 5.386 0.044 0.520 0.679 0.207 0.317

2005-6 0.997 9.192 12.176 3.354 5.571 0.044 0.529 0.681 0.206 0.324

2005-7 0.979 9.515 12.810 3.743 6.205 0.047 0.597 0.722 0.216 0.364

2005-8a 0.834 11.557 17.132 6.436 8.754 0.066 1.009 0.987 0.280 0.516

2005-8b 0.727 12.785 19.979 8.147 9.660 0.082 1.263 1.161 0.321 0.574

2006-2b 1.275 5.225 7.276 2.497 3.257 0.069 0.298 0.369 0.082 0.187

2006-3 1.062 8.570 11.092 3.125 5.096 0.050 0.490 0.618 0.185 0.299

2006-4 1.002 9.118 12.015 3.257 5.387 0.044 0.520 0.679 0.207 0.317

2006-5 1.002 9.118 12.015 3.257 5.387 0.044 0.520 0.679 0.207 0.317

2006-6 0.997 9.202 12.194 3.366 5.589 0.044 0.531 0.683 0.207 0.325

2006-7 0.977 9.558 12.894 3.795 6.281 0.047 0.605 0.727 0.218 0.368

2006-8a 0.826 11.649 17.340 6.566 8.833 0.067 1.027 1.000 0.283 0.521

2006-8b 0.724 12.804 20.022 8.176 9.670 0.082 1.267 1.163 0.322 0.574

2007-2b 0.587 2.451 3.384 1.158 1.527 0.004 0.018 0.023 0.005 0.011

2007-3 0.520 4.267 5.505 1.548 2.537 0.003 0.026 0.033 0.010 0.016

2007-4 0.501 4.559 6.008 1.629 2.694 0.002 0.027 0.035 0.011 0.016

2007-5 0.501 4.559 6.008 1.629 2.694 0.002 0.027 0.035 0.011 0.016

2007-6 0.499 4.586 6.067 1.664 2.762 0.002 0.027 0.035 0.011 0.017

2007-7 0.493 4.699 6.287 1.799 2.990 0.002 0.030 0.037 0.011 0.018

2007-8a 0.432 5.600 8.171 2.973 4.213 0.003 0.051 0.051 0.015 0.027

2007-8b 0.368 6.345 9.875 4.004 4.800 0.004 0.069 0.063 0.018 0.032

2008-2b 0.585 2.562 3.479 1.177 1.589 0.004 0.018 0.023 0.005 0.011

2008-3 0.515 4.341 5.627 1.568 2.577 0.003 0.025 0.032 0.010 0.015

2008-4 0.501 4.560 6.009 1.629 2.694 0.002 0.026 0.034 0.010 0.016

2008-5 0.501 4.560 6.009 1.629 2.694 0.002 0.026 0.034 0.010 0.016

2008-6 0.499 4.586 6.067 1.664 2.761 0.002 0.026 0.034 0.010 0.016

2008-7 0.493 4.696 6.282 1.796 2.984 0.002 0.029 0.035 0.011 0.018

2008-8a 0.432 5.589 8.146 2.958 4.201 0.003 0.050 0.050 0.014 0.027

2008-8b 0.368 6.341 9.865 3.999 4.797 0.004 0.068 0.063 0.017 0.031

2009-2b 0.583 2.637 3.545 1.190 1.632 0.004 0.018 0.023 0.005 0.011

2009-3 0.513 4.378 5.689 1.579 2.597 0.002 0.025 0.032 0.010 0.015

2009-4 0.501 4.560 6.010 1.630 2.694 0.002 0.026 0.034 0.010 0.016

2009-5 0.501 4.560 6.010 1.630 2.694 0.002 0.026 0.034 0.010 0.016
A-5 

Year & 

Class

Diesel 

NOx

Decel

Diesel 

NOx

0 to 25

Diesel 

NOx

25 to 50

Diesel 

NOx

50 +

Diesel 

NOx

Highway

Diesel 

PM 2.5

Decel

Diesel 

PM 2.5

0 to 25

Diesel 

PM 2.5

25 to 50

Diesel 

PM 2.5

50 +

Diesel 

PM 2.5

Highway

2009-6 0.499 4.586 6.067 1.664 2.760 0.002 0.026 0.034 0.010 0.016

2009-7 0.493 4.695 6.280 1.795 2.982 0.002 0.029 0.035 0.011 0.018

2009-8a 0.433 5.584 8.135 2.951 4.196 0.003 0.050 0.050 0.014 0.027

2009-8b 0.369 6.339 9.858 3.996 4.795 0.004 0.068 0.063 0.017 0.031

2010-2b 0.154 0.644 0.894 0.304 0.407 0.002 0.010 0.012 0.003 0.006

2010-3 0.118 0.962 1.255 0.351 0.571 0.001 0.015 0.019 0.006 0.009

2010-4 0.110 1.003 1.322 0.359 0.591 0.001 0.016 0.020 0.006 0.009

2010-5 0.110 1.003 1.322 0.359 0.591 0.001 0.016 0.020 0.006 0.009

2010-6 0.110 1.008 1.333 0.366 0.606 0.001 0.016 0.020 0.006 0.010

2010-7 0.109 1.038 1.388 0.397 0.662 0.001 0.017 0.021 0.006 0.011

2010-8a 0.098 1.278 1.862 0.678 0.970 0.002 0.031 0.030 0.009 0.017

2010-8b 0.086 1.487 2.313 0.938 1.128 0.003 0.042 0.039 0.011 0.020

2011-2b 0.154 0.648 0.897 0.305 0.409 0.002 0.010 0.012 0.003 0.006

2011-3 0.118 0.964 1.258 0.351 0.572 0.001 0.015 0.019 0.006 0.009

2011-4 0.110 1.003 1.322 0.359 0.591 0.001 0.016 0.020 0.006 0.009

2011-5 0.110 1.003 1.322 0.359 0.591 0.001 0.016 0.020 0.006 0.009

2011-6 0.110 1.008 1.333 0.366 0.606 0.001 0.016 0.020 0.006 0.010

2011-7 0.109 1.037 1.386 0.396 0.660 0.001 0.017 0.021 0.006 0.011

2011-8a 0.098 1.274 1.854 0.673 0.966 0.002 0.030 0.030 0.009 0.016

2011-8b 0.086 1.486 2.309 0.936 1.126 0.003 0.042 0.039 0.011 0.020

2012-2b 0.153 0.655 0.903 0.305 0.412 0.002 0.010 0.012 0.003 0.006

2012-3 0.117 0.968 1.264 0.352 0.574 0.001 0.015 0.019 0.006 0.009

2012-4 0.110 1.003 1.322 0.359 0.592 0.001 0.016 0.020 0.006 0.009

2012-5 0.110 1.003 1.322 0.359 0.592 0.001 0.016 0.020 0.006 0.009

2012-6 0.110 1.008 1.334 0.366 0.606 0.001 0.016 0.020 0.006 0.010

2012-7 0.109 1.036 1.386 0.396 0.659 0.001 0.017 0.021 0.006 0.011

2012-8a 0.098 1.272 1.850 0.671 0.965 0.002 0.030 0.030 0.009 0.016

2012-8b 0.086 1.485 2.307 0.935 1.126 0.003 0.042 0.039 0.011 0.020

2013-2b 0.153 0.656 0.903 0.305 0.413 0.002 0.010 0.012 0.003 0.006

2013-3 0.114 0.950 1.242 0.346 0.563 0.001 0.015 0.019 0.006 0.009

2013-4 0.108 0.980 1.293 0.351 0.579 0.001 0.015 0.020 0.006 0.009

2013-5 0.108 0.980 1.293 0.351 0.579 0.001 0.015 0.020 0.006 0.009

2013-6 0.107 0.986 1.304 0.358 0.592 0.001 0.015 0.020 0.006 0.009

2013-7 0.106 1.012 1.353 0.386 0.643 0.001 0.017 0.021 0.006 0.010

2013-8a 0.095 1.231 1.790 0.648 0.931 0.002 0.029 0.029 0.008 0.016

2013-8b 0.083 1.430 2.221 0.900 1.084 0.003 0.040 0.037 0.010 0.019

Year & 

Class

Gasoline 

NOx

Decel

Gasoline 

NOx

0 to 25

Gasoline 

NOx

25 to 50

Gasoline 

NOx

50 +

Gasoline 

NOx

Highway

Gasoline 

PM 2.5

Decel

Gasoline 

PM 2.5

0 to 25

Gasoline 

PM 2.5

25 to 50

Gasoline 

PM 2.5

50 +

Gasoline 

PM 2.5

Highway

1987-2b 0.341 3.719 7.901 4.026 4.544 0.010 0.045 0.115 0.067 0.077

1987-3 0.542 8.636 13.216 7.382 8.499 0.010 0.044 0.052 0.073 0.060

1987-4 0.537 8.539 13.238 7.404 8.515 0.010 0.044 0.052 0.073 0.060

1987-5 0.567 9.149 12.874 7.170 8.161 0.009 0.042 0.050 0.071 0.057
A-6 

Year & 

Class

Gasoline 

NOx

Decel

Gasoline 

NOx

0 to 25

Gasoline 

NOx

25 to 50

Gasoline 

NOx

50 +

Gasoline 

NOx

Highway

Gasoline 

PM 2.5

Decel

Gasoline 

PM 2.5

0 to 25

Gasoline 

PM 2.5

25 to 50

Gasoline 

PM 2.5

50 +

Gasoline 

PM 2.5

Highway

1987-6 0.551 8.974 12.998 7.253 8.230 0.009 0.043 0.051 0.072 0.058

1987-7 0.561 9.087 12.918 7.200 8.185 0.009 0.043 0.051 0.072 0.057

1987-8a 0.562 10.922 14.484 7.588 9.791 0.009 0.047 0.068 0.073 0.062

1987-8b 0.562 10.922 14.484 7.588 9.791 0.009 0.047 0.068 0.073 0.062

1988-2b 0.363 4.034 8.098 4.153 4.774 0.010 0.043 0.103 0.063 0.062

1988-3 0.542 8.734 13.267 7.394 8.583 0.011 0.051 0.061 0.084 0.061

1988-4 0.538 8.537 13.341 7.444 8.668 0.011 0.051 0.061 0.084 0.062

1988-5 0.554 9.548 13.412 7.352 8.789 0.011 0.051 0.063 0.083 0.060

1988-6 0.560 9.551 13.317 7.310 8.696 0.011 0.051 0.062 0.082 0.060

1988-7 0.577 9.378 12.869 7.138 8.255 0.011 0.050 0.059 0.082 0.058

1988-8a 0.584 11.858 14.982 7.651 10.112 0.011 0.052 0.076 0.077 0.062

1988-8b 0.584 11.858 14.982 7.651 10.112 0.011 0.052 0.076 0.077 0.062

1989-2b 0.363 4.268 8.259 4.274 4.953 0.010 0.043 0.102 0.064 0.062

1989-3 0.540 8.573 13.182 7.382 8.472 0.011 0.051 0.060 0.084 0.061

1989-4 0.538 8.452 13.272 7.427 8.579 0.011 0.051 0.060 0.084 0.061

1989-5 0.568 9.106 12.798 7.157 8.137 0.011 0.050 0.058 0.082 0.058

1989-6 0.555 8.956 12.902 7.228 8.193 0.011 0.050 0.059 0.083 0.059

1989-7 0.564 9.064 12.827 7.177 8.152 0.011 0.050 0.059 0.083 0.058

1989-8a 0.755 12.369 9.134 1.936 7.522 0.011 0.036 0.026 0.015 0.049

1989-8b 0.755 12.369 9.134 1.936 7.522 0.011 0.036 0.026 0.015 0.049

1990-2b 0.370 4.320 8.164 4.237 4.518 0.007 0.029 0.071 0.045 0.061

1990-3 0.382 6.083 9.290 5.205 5.398 0.004 0.018 0.022 0.031 0.040

1990-4 0.380 5.990 9.363 5.241 5.486 0.004 0.018 0.022 0.031 0.041

1990-5 0.392 6.319 9.124 5.113 5.241 0.004 0.018 0.022 0.030 0.038

1990-6 0.395 6.351 9.108 5.101 5.236 0.004 0.018 0.021 0.030 0.038

1990-7 0.415 6.586 8.980 5.004 5.203 0.004 0.018 0.021 0.030 0.037

1990-8a 0.557 9.123 6.737 1.428 5.022 0.004 0.012 0.008 0.005 0.031

1990-8b 0.557 9.123 6.737 1.428 5.022 0.004 0.012 0.008 0.005 0.031

1991-2b 0.385 3.772 7.932 4.017 4.277 0.007 0.033 0.078 0.049 0.036

1991-3 0.381 6.087 9.332 5.218 5.422 0.009 0.043 0.050 0.071 0.032

1991-4 0.380 6.042 9.355 5.232 5.450 0.009 0.043 0.050 0.071 0.032

1991-5 0.385 6.202 9.277 5.182 5.351 0.009 0.043 0.050 0.071 0.032

1991-6 0.389 6.333 9.213 5.141 5.269 0.009 0.043 0.050 0.071 0.031

1991-7 0.386 6.310 9.225 5.150 5.273 0.009 0.043 0.050 0.071 0.031

1991-8a 0.415 6.631 9.045 5.017 5.222 0.009 0.041 0.048 0.069 0.030

1991-8b 0.415 6.631 9.045 5.017 5.222 0.009 0.041 0.048 0.069 0.030

1992-2b 0.370 3.759 7.986 4.056 4.295 0.007 0.034 0.078 0.050 0.036

1992-3 0.379 6.014 9.364 5.239 5.468 0.009 0.043 0.050 0.071 0.032

1992-4 0.379 5.984 9.380 5.248 5.496 0.009 0.043 0.050 0.071 0.032

1992-5 0.379 6.084 9.329 5.219 5.404 0.009 0.043 0.051 0.071 0.032

1992-6 0.379 6.232 9.255 5.175 5.284 0.009 0.043 0.051 0.071 0.032

1992-7 0.379 6.223 9.260 5.178 5.285 0.009 0.043 0.051 0.071 0.032

1992-8a 0.381 6.245 9.248 5.170 5.281 0.009 0.043 0.051 0.071 0.032

1992-8b 0.381 6.245 9.248 5.170 5.281 0.009 0.043 0.051 0.071 0.032

1993-2b 0.370 4.126 8.098 4.174 4.442 0.008 0.035 0.075 0.052 0.036
A-7 

Year & 

Class

Gasoline 

NOx

Decel

Gasoline 

NOx

0 to 25

Gasoline 

NOx

25 to 50

Gasoline 

NOx

50 +

Gasoline 

NOx

Highway

Gasoline 

PM 2.5

Decel

Gasoline 

PM 2.5

0 to 25

Gasoline 

PM 2.5

25 to 50

Gasoline 

PM 2.5

50 +

Gasoline 

PM 2.5

Highway

1993-3 0.381 6.060 9.301 5.212 5.412 0.009 0.043 0.050 0.071 0.032

1993-4 0.380 6.004 9.346 5.235 5.465 0.009 0.043 0.050 0.071 0.032

1993-5 0.392 6.181 9.241 5.169 5.386 0.009 0.042 0.050 0.070 0.032

1993-6 0.390 6.296 9.126 5.118 5.241 0.009 0.043 0.050 0.070 0.031

1993-7 0.407 6.483 9.027 5.044 5.214 0.009 0.042 0.049 0.069 0.031

1993-8a 0.414 6.572 8.978 5.006 5.202 0.009 0.041 0.048 0.069 0.031

1993-8b 0.414 6.572 8.978 5.006 5.202 0.009 0.041 0.048 0.069 0.031

1994-2b 0.354 3.515 7.148 3.649 3.922 0.005 0.022 0.048 0.033 0.044

1994-3 0.373 5.963 9.119 5.112 5.291 0.008 0.035 0.042 0.059 0.063

1994-4 0.373 5.893 9.179 5.140 5.366 0.008 0.036 0.042 0.059 0.063

1994-5 0.377 5.934 9.160 5.127 5.359 0.008 0.035 0.042 0.058 0.063

1994-6 0.377 6.116 9.000 5.052 5.158 0.008 0.035 0.041 0.058 0.063

1994-7 0.397 6.333 8.886 4.967 5.125 0.007 0.033 0.040 0.057 0.060

1994-8a 0.547 8.957 6.615 1.402 4.931 0.004 0.012 0.008 0.005 0.045

1994-8b 0.547 8.957 6.615 1.402 4.931 0.004 0.012 0.008 0.005 0.045

1995-2b 0.351 3.546 7.171 3.664 3.941 0.004 0.016 0.038 0.023 0.028

1995-3 0.373 5.998 9.125 5.109 5.278 0.003 0.014 0.017 0.024 0.022

1995-4 0.374 5.923 9.174 5.134 5.353 0.003 0.014 0.017 0.024 0.022

1995-5 0.375 5.962 9.151 5.121 5.327 0.003 0.014 0.017 0.024 0.022

1995-6 0.386 6.245 8.982 5.020 5.153 0.003 0.014 0.017 0.024 0.021

1995-7 0.384 6.214 8.998 5.032 5.158 0.003 0.014 0.017 0.024 0.021

1995-8a 0.547 8.957 6.615 1.402 4.931 0.003 0.008 0.006 0.003 0.017

1995-8b 0.547 8.957 6.615 1.402 4.931 0.003 0.008 0.006 0.003 0.017

1996-2b 0.213 2.270 4.321 2.241 2.424 0.004 0.016 0.040 0.024 0.021

1996-3 0.373 5.955 9.146 5.122 5.311 0.003 0.013 0.015 0.021 0.017

1996-4 0.373 5.895 9.187 5.143 5.370 0.003 0.013 0.015 0.021 0.017

1996-5 0.374 5.906 9.182 5.139 5.368 0.003 0.013 0.015 0.021 0.017

1996-6 0.373 6.102 9.046 5.070 5.174 0.003 0.013 0.015 0.021 0.016

1996-7 0.381 6.181 9.005 5.041 5.160 0.003 0.013 0.015 0.021 0.016

1996-8a 0.547 8.957 6.615 1.402 4.931 0.003 0.009 0.007 0.004 0.014

1996-8b 0.547 8.957 6.615 1.402 4.931 0.003 0.009 0.007 0.004 0.014

1997-2b 0.179 2.008 3.986 2.067 2.249 0.003 0.015 0.038 0.022 0.026

1997-3 0.372 5.957 9.086 5.104 5.266 0.003 0.013 0.015 0.022 0.023

1997-4 0.373 5.868 9.191 5.148 5.388 0.003 0.013 0.015 0.022 0.023

1997-5 0.373 5.897 9.158 5.134 5.350 0.003 0.013 0.015 0.022 0.023

1997-6 0.375 6.066 8.975 5.053 5.150 0.003 0.013 0.015 0.022 0.023

1997-7 0.380 6.124 8.947 5.032 5.141 0.003 0.013 0.015 0.022 0.022

1997-8a 0.547 8.957 6.615 1.402 4.931 0.003 0.008 0.006 0.003 0.018

1997-8b 0.547 8.957 6.615 1.402 4.931 0.003 0.008 0.006 0.003 0.018

1998-2b 0.169 1.789 3.758 1.925 2.100 0.003 0.013 0.034 0.020 0.021

1998-3 0.246 3.956 5.995 3.371 3.784 0.002 0.011 0.013 0.018 0.016

1998-4 0.245 3.872 6.037 3.383 3.821 0.002 0.011 0.013 0.018 0.016

1998-5 0.246 3.956 5.995 3.371 3.784 0.002 0.011 0.013 0.018 0.016

1998-6 0.248 4.018 5.964 3.359 3.756 0.002 0.011 0.013 0.018 0.016

1998-7 0.251 4.046 5.949 3.348 3.742 0.002 0.011 0.013 0.018 0.016
A-8 

Year & 

Class

Gasoline 

NOx

Decel

Gasoline 

NOx

0 to 25

Gasoline 

NOx

25 to 50

Gasoline 

NOx

50 +

Gasoline 

NOx

Highway

Gasoline 

PM 2.5

Decel

Gasoline 

PM 2.5

0 to 25

Gasoline 

PM 2.5

25 to 50

Gasoline 

PM 2.5

50 +

Gasoline 

PM 2.5

Highway

1998-8a 0.360 5.897 4.355 0.923 3.287 0.002 0.007 0.005 0.003 0.012

1998-8b 0.360 5.897 4.355 0.923 3.287 0.002 0.007 0.005 0.003 0.012

1999-2b 0.163 1.679 3.478 1.784 1.956 0.002 0.008 0.022 0.012 0.016

1999-3 0.246 3.983 5.983 3.369 3.774 0.001 0.004 0.004 0.006 0.010

1999-4 0.245 3.947 6.001 3.374 3.790 0.001 0.004 0.004 0.006 0.010

1999-5 0.246 3.937 6.006 3.374 3.793 0.001 0.003 0.004 0.006 0.010

1999-6 0.246 3.940 6.004 3.373 3.791 0.001 0.003 0.004 0.006 0.010

1999-7 0.247 4.013 5.968 3.361 3.760 0.001 0.004 0.004 0.006 0.010

1999-8a 0.248 4.018 5.966 3.359 3.757 0.001 0.004 0.004 0.006 0.010

1999-8b 0.248 4.018 5.966 3.359 3.757 0.001 0.004 0.004 0.006 0.010

2000-2b 0.158 1.627 3.425 1.753 1.913 0.002 0.008 0.020 0.012 0.016

2000-3 0.246 3.984 5.984 3.369 3.774 0.001 0.003 0.003 0.005 0.009

2000-4 0.245 3.951 6.000 3.374 3.788 0.001 0.003 0.003 0.005 0.009

2000-5 0.246 3.941 6.005 3.374 3.792 0.001 0.003 0.003 0.005 0.009

2000-6 0.246 3.944 6.003 3.373 3.790 0.001 0.003 0.003 0.005 0.009

2000-7 0.247 4.012 5.970 3.361 3.761 0.001 0.003 0.003 0.005 0.008

2000-8a 0.248 4.017 5.967 3.360 3.758 0.001 0.003 0.003 0.005 0.008

2000-8b 0.248 4.017 5.967 3.360 3.758 0.001 0.003 0.003 0.005 0.008

2001-2b 0.108 1.183 2.360 1.222 1.445 0.002 0.008 0.020 0.011 0.014

2001-3 0.246 3.995 5.997 3.376 3.782 0.001 0.005 0.006 0.008 0.014

2001-4 0.246 3.963 6.012 3.380 3.795 0.001 0.005 0.006 0.008 0.014

2001-5 0.246 3.954 6.016 3.381 3.799 0.001 0.005 0.006 0.008 0.014

2001-6 0.246 3.957 6.014 3.379 3.797 0.001 0.005 0.006 0.008 0.014

2001-7 0.248 4.021 5.984 3.369 3.769 0.001 0.005 0.006 0.008 0.014

2001-8a 0.248 4.025 5.982 3.367 3.767 0.001 0.005 0.006 0.008 0.014

2001-8b 0.248 4.025 5.982 3.367 3.767 0.001 0.005 0.006 0.008 0.014

2002-2b 0.100 1.107 2.245 1.160 1.368 0.002 0.007 0.019 0.011 0.011

2002-3 0.246 3.996 5.997 3.376 3.782 0.001 0.006 0.007 0.009 0.007

2002-4 0.246 3.967 6.011 3.380 3.794 0.001 0.006 0.007 0.009 0.007

2002-5 0.246 3.958 6.015 3.380 3.797 0.001 0.006 0.007 0.009 0.007

2002-6 0.246 3.962 6.013 3.379 3.795 0.001 0.006 0.007 0.009 0.007

2002-7 0.247 4.020 5.986 3.369 3.770 0.001 0.006 0.007 0.009 0.007

2002-8a 0.248 4.024 5.984 3.368 3.768 0.001 0.006 0.007 0.009 0.007

2002-8b 0.248 4.024 5.984 3.368 3.768 0.001 0.006 0.007 0.009 0.007

2003-2b 0.106 1.171 2.369 1.224 1.441 0.002 0.007 0.019 0.011 0.012

2003-3 0.246 3.998 5.998 3.376 3.782 0.001 0.004 0.004 0.006 0.008

2003-4 0.246 3.970 6.011 3.380 3.793 0.001 0.004 0.004 0.006 0.008

2003-5 0.246 3.962 6.014 3.380 3.796 0.001 0.004 0.004 0.006 0.008

2003-6 0.246 3.965 6.013 3.378 3.794 0.001 0.004 0.004 0.006 0.008

2003-7 0.247 4.020 5.987 3.370 3.771 0.001 0.004 0.004 0.006 0.008

2003-8a 0.248 4.023 5.985 3.368 3.769 0.001 0.004 0.004 0.006 0.008

2003-8b 0.248 4.023 5.985 3.368 3.769 0.001 0.004 0.004 0.006 0.008

2004-2b 0.061 0.817 1.419 0.760 0.927 0.001 0.006 0.016 0.009 0.009

2004-3 0.227 3.691 5.536 3.115 3.490 0.001 0.006 0.007 0.009 0.007

2004-4 0.227 3.668 5.547 3.119 3.500 0.001 0.006 0.007 0.009 0.007
A-9 

Year & 

Class

Gasoline 

NOx

Decel

Gasoline 

NOx

0 to 25

Gasoline 

NOx

25 to 50

Gasoline 

NOx

50 +

Gasoline 

NOx

Highway

Gasoline 

PM 2.5

Decel

Gasoline 

PM 2.5

0 to 25

Gasoline 

PM 2.5

25 to 50

Gasoline 

PM 2.5

50 +

Gasoline 

PM 2.5

Highway

2004-5 0.227 3.660 5.550 3.119 3.502 0.001 0.006 0.007 0.009 0.007

2004-6 0.227 3.663 5.548 3.118 3.501 0.001 0.006 0.007 0.009 0.007

2004-7 0.228 3.709 5.527 3.110 3.481 0.001 0.006 0.007 0.009 0.007

2004-8a 0.228 3.712 5.526 3.109 3.480 0.001 0.006 0.007 0.009 0.007

2004-8b 0.228 3.712 5.526 3.109 3.480 0.001 0.006 0.007 0.009 0.007

2005-2b 0.049 0.618 1.127 0.596 0.717 0.001 0.006 0.016 0.009 0.009

2005-3 0.227 3.692 5.537 3.115 3.490 0.001 0.006 0.007 0.009 0.007

2005-4 0.227 3.671 5.546 3.118 3.499 0.001 0.006 0.007 0.009 0.007

2005-5 0.227 3.664 5.549 3.118 3.501 0.001 0.006 0.007 0.009 0.007

2005-6 0.227 3.667 5.548 3.117 3.500 0.001 0.006 0.007 0.009 0.007

2005-7 0.228 3.709 5.529 3.111 3.482 0.001 0.006 0.007 0.009 0.007

2005-8a 0.228 3.711 5.528 3.110 3.481 0.001 0.006 0.007 0.009 0.007

2005-8b 0.228 3.711 5.528 3.110 3.481 0.001 0.006 0.007 0.009 0.007

2006-2b 0.042 0.567 0.970 0.521 0.640 0.001 0.006 0.015 0.008 0.008

2006-3 0.227 3.700 5.548 3.121 3.497 0.001 0.005 0.006 0.008 0.006

2006-4 0.227 3.681 5.556 3.124 3.505 0.001 0.005 0.006 0.008 0.006

2006-5 0.227 3.675 5.559 3.124 3.507 0.001 0.005 0.006 0.008 0.006

2006-6 0.228 3.677 5.558 3.123 3.505 0.001 0.005 0.006 0.008 0.006

2006-7 0.228 3.715 5.541 3.117 3.490 0.001 0.005 0.006 0.008 0.006

2006-8a 0.228 3.718 5.540 3.116 3.488 0.001 0.005 0.006 0.008 0.006

2006-8b 0.228 3.718 5.540 3.116 3.488 0.001 0.005 0.006 0.008 0.006

2007-2b 0.041 0.569 0.948 0.513 0.636 0.001 0.006 0.015 0.008 0.008

2007-3 0.225 3.671 5.504 3.096 3.469 0.001 0.005 0.006 0.008 0.006

2007-4 0.225 3.654 5.511 3.098 3.476 0.001 0.005 0.006 0.008 0.006

2007-5 0.225 3.648 5.514 3.098 3.478 0.001 0.005 0.006 0.008 0.006

2007-6 0.226 3.650 5.512 3.098 3.476 0.001 0.005 0.006 0.008 0.006

2007-7 0.226 3.685 5.497 3.092 3.462 0.001 0.005 0.006 0.008 0.006

2007-8a 0.226 3.687 5.496 3.091 3.461 0.001 0.005 0.006 0.008 0.006

2007-8b 0.226 3.687 5.496 3.091 3.461 0.001 0.005 0.006 0.008 0.006

2008-2b 0.034 0.547 0.817 0.455 0.582 0.001 0.005 0.013 0.008 0.007

2008-3 0.182 2.962 4.439 2.496 2.744 0.001 0.005 0.005 0.008 0.006

2008-4 0.182 2.949 4.444 2.498 2.751 0.001 0.005 0.005 0.008 0.006

2008-5 0.182 2.945 4.446 2.498 2.753 0.001 0.005 0.005 0.008 0.006

2008-6 0.182 2.947 4.445 2.498 2.752 0.001 0.005 0.005 0.008 0.006

2008-7 0.182 2.971 4.434 2.494 2.739 0.001 0.005 0.005 0.008 0.006

2008-8a 0.182 2.973 4.433 2.493 2.739 0.001 0.005 0.005 0.008 0.006

2008-8b 0.182 2.973 4.433 2.493 2.739 0.001 0.005 0.005 0.008 0.006

2009-2b 0.036 0.608 0.873 0.492 0.637 0.001 0.005 0.013 0.008 0.007

2009-3 0.182 2.962 4.439 2.496 2.744 0.001 0.005 0.005 0.008 0.006

2009-4 0.182 2.951 4.445 2.498 2.750 0.001 0.005 0.005 0.008 0.006

2009-5 0.182 2.947 4.446 2.498 2.752 0.001 0.005 0.005 0.008 0.006

2009-6 0.182 2.949 4.445 2.498 2.752 0.001 0.005 0.005 0.008 0.006

2009-7 0.182 2.971 4.435 2.494 2.740 0.001 0.005 0.005 0.008 0.006

2009-8a 0.182 2.973 4.434 2.493 2.739 0.001 0.005 0.005 0.008 0.006

2009-8b 0.182 2.973 4.434 2.493 2.739 0.001 0.005 0.005 0.008 0.006
A-10 

Year & 

Class

Gasoline 

NOx

Decel

Gasoline 

NOx

0 to 25

Gasoline 

NOx

25 to 50

Gasoline 

NOx

50 +

Gasoline 

NOx

Highway

Gasoline 

PM 2.5

Decel

Gasoline 

PM 2.5

0 to 25

Gasoline 

PM 2.5

25 to 50

Gasoline 

PM 2.5

50 +

Gasoline 

PM 2.5

Highway

2010-2b 0.031 0.506 0.738 0.414 0.528 0.001 0.003 0.008 0.005 0.005

2010-3 0.182 2.963 4.440 2.496 2.744 0.001 0.003 0.003 0.005 0.004

2010-4 0.182 2.953 4.445 2.498 2.750 0.001 0.003 0.003 0.005 0.004

2010-5 0.182 2.949 4.446 2.498 2.752 0.001 0.003 0.003 0.005 0.004

2010-6 0.182 2.950 4.445 2.498 2.751 0.001 0.003 0.003 0.005 0.004

2010-7 0.182 2.971 4.436 2.494 2.740 0.001 0.003 0.003 0.005 0.004

2010-8a 0.182 2.972 4.436 2.494 2.740 0.001 0.003 0.003 0.005 0.004

2010-8b 0.182 2.972 4.436 2.494 2.740 0.001 0.003 0.003 0.005 0.004

2011-2b 0.031 0.523 0.756 0.425 0.543 0.001 0.003 0.008 0.005 0.005

2011-3 0.182 2.964 4.441 2.496 2.744 0.001 0.003 0.003 0.005 0.004

2011-4 0.182 2.954 4.445 2.498 2.749 0.001 0.003 0.003 0.005 0.004

2011-5 0.182 2.951 4.446 2.498 2.751 0.001 0.003 0.003 0.005 0.004

2011-6 0.182 2.952 4.446 2.498 2.751 0.001 0.003 0.003 0.005 0.004

2011-7 0.182 2.971 4.437 2.494 2.741 0.001 0.003 0.003 0.005 0.004

2011-8a 0.182 2.972 4.437 2.494 2.740 0.001 0.003 0.003 0.005 0.004

2011-8b 0.182 2.972 4.437 2.494 2.740 0.001 0.003 0.003 0.005 0.004

2012-2b 0.033 0.559 0.793 0.448 0.577 0.001 0.003 0.008 0.005 0.005

2012-3 0.182 2.965 4.441 2.496 2.744 0.001 0.003 0.003 0.005 0.004

2012-4 0.182 2.956 4.445 2.498 2.749 0.001 0.003 0.003 0.005 0.004

2012-5 0.182 2.953 4.446 2.498 2.751 0.001 0.003 0.003 0.005 0.004

2012-6 0.182 2.954 4.446 2.497 2.750 0.001 0.003 0.003 0.005 0.004

2012-7 0.182 2.971 4.438 2.495 2.741 0.001 0.003 0.003 0.005 0.004

2012-8a 0.182 2.972 4.438 2.494 2.741 0.001 0.003 0.003 0.005 0.004

2012-8b 0.182 2.972 4.438 2.494 2.741 0.001 0.003 0.003 0.005 0.004

2013-2b 0.034 0.586 0.820 0.466 0.601 0.001 0.003 0.008 0.005 0.005

2013-3 0.182 2.965 4.442 2.496 2.744 0.001 0.003 0.003 0.005 0.004

2013-4 0.182 2.957 4.446 2.498 2.749 0.001 0.003 0.003 0.005 0.004

2013-5 0.182 2.954 4.447 2.498 2.750 0.001 0.003 0.003 0.005 0.004

2013-6 0.182 2.955 4.446 2.497 2.750 0.001 0.003 0.003 0.005 0.004

2013-7 0.182 2.971 4.439 2.495 2.742 0.001 0.003 0.003 0.005 0.004

2013-8a 0.182 2.972 4.439 2.494 2.741 0.001 0.003 0.003 0.005 0.004

2013-8b 0.182 2.972 4.439 2.494 2.741 0.001 0.003 0.003 0.005 0.004

Note – highlighted cells are set equal to the row above (MOVES does not provide 

consistent outputs for Class 8b gasoline vehicles; therefore 8bs are set equal to 8as).

Year & 

Class

E10 

NOx

Decel

E10 

NOx

0 to 25

E10 

NOx

25 to 50

E10 

NOx

50 +

E10 NOx

Highway

E10

PM 2.5

Decel

E10

PM 2.5

0 to 25

E10

PM 2.5

25 to 50

E10

PM 2.5

50 +

E10

PM 2.5

Highway

1987-2b 0.372 4.057 8.618 4.391 4.956 0.010 0.045 0.115 0.067 0.077

1987-3 0.591 9.420 14.415 8.052 9.270 0.010 0.044 0.052 0.073 0.060

1987-4 0.586 9.314 14.439 8.076 9.287 0.010 0.045 0.053 0.074 0.061

1987-5 0.618 9.979 14.042 7.821 8.902 0.009 0.043 0.050 0.072 0.057

1987-6 0.601 9.789 14.177 7.911 8.976 0.009 0.044 0.052 0.073 0.058

1987-7 0.612 9.912 14.090 7.853 8.927 0.009 0.043 0.051 0.072 0.057
A-11 

Year & 

Class

E10 

NOx

Decel

E10 

NOx

0 to 25

E10 

NOx

25 to 50

E10 

NOx

50 +

E10 NOx

Highway

E10

PM 2.5

Decel

E10

PM 2.5

0 to 25

E10

PM 2.5

25 to 50

E10

PM 2.5

50 +

E10

PM 2.5

Highway

1987-8a 0.613 11.912 15.798 8.276 10.679 0.009 0.047 0.069 0.073 0.063

1987-8b 0.613 11.912 15.798 8.276 10.679 0.009 0.047 0.069 0.073 0.063

1988-2b 0.396 4.400 8.832 4.530 5.207 0.010 0.043 0.103 0.063 0.062

1988-3 0.591 9.526 14.471 8.065 9.362 0.011 0.051 0.061 0.084 0.061

1988-4 0.586 9.312 14.551 8.120 9.454 0.011 0.051 0.061 0.085 0.062

1988-5 0.604 10.415 14.629 8.019 9.586 0.011 0.051 0.063 0.083 0.061

1988-6 0.610 10.417 14.526 7.973 9.485 0.011 0.051 0.063 0.083 0.060

1988-7 0.629 10.229 14.036 7.786 9.004 0.011 0.050 0.059 0.082 0.058

1988-8a 0.636 12.934 16.341 8.345 11.029 0.011 0.052 0.076 0.077 0.062

1988-8b 0.636 12.934 16.341 8.345 11.029 0.011 0.052 0.076 0.077 0.062

1989-2b 0.396 4.655 9.008 4.662 5.402 0.010 0.043 0.102 0.064 0.062

1989-3 0.589 9.351 14.377 8.051 9.240 0.011 0.051 0.060 0.085 0.061

1989-4 0.587 9.218 14.476 8.101 9.357 0.011 0.051 0.060 0.085 0.062

1989-5 0.619 9.932 13.959 7.807 8.875 0.011 0.050 0.059 0.083 0.059

1989-6 0.605 9.768 14.072 7.883 8.936 0.011 0.051 0.059 0.084 0.059

1989-7 0.615 9.887 13.991 7.828 8.892 0.011 0.050 0.059 0.083 0.059

1989-8a 0.824 13.491 9.963 2.112 8.204 0.011 0.036 0.026 0.015 0.049

1989-8b 0.824 13.491 9.963 2.112 8.204 0.011 0.036 0.026 0.015 0.049

1990-2b 0.403 4.712 8.905 4.621 4.928 0.007 0.029 0.072 0.045 0.061

1990-3 0.417 6.635 10.133 5.677 5.888 0.004 0.019 0.022 0.031 0.040

1990-4 0.415 6.534 10.212 5.717 5.984 0.004 0.019 0.022 0.031 0.041

1990-5 0.428 6.893 9.952 5.577 5.716 0.004 0.018 0.022 0.031 0.038

1990-6 0.431 6.927 9.934 5.563 5.711 0.004 0.018 0.022 0.030 0.038

1990-7 0.453 7.183 9.795 5.458 5.675 0.004 0.018 0.021 0.030 0.037

1990-8a 0.608 9.950 7.348 1.557 5.478 0.004 0.012 0.008 0.005 0.031

1990-8b 0.608 9.950 7.348 1.557 5.478 0.004 0.012 0.008 0.005 0.031

1991-2b 0.420 4.115 8.652 4.381 4.665 0.007 0.034 0.078 0.050 0.036

1991-3 0.416 6.640 10.179 5.691 5.914 0.009 0.043 0.051 0.071 0.032

1991-4 0.414 6.590 10.203 5.707 5.945 0.009 0.043 0.051 0.071 0.032

1991-5 0.420 6.764 10.119 5.653 5.836 0.009 0.043 0.051 0.071 0.032

1991-6 0.424 6.908 10.049 5.607 5.747 0.009 0.043 0.051 0.071 0.031

1991-7 0.421 6.883 10.062 5.617 5.752 0.009 0.043 0.051 0.071 0.032

1991-8a 0.453 7.233 9.866 5.472 5.695 0.009 0.042 0.049 0.069 0.031

1991-8b 0.453 7.233 9.866 5.472 5.695 0.009 0.042 0.049 0.069 0.031

1992-2b 0.404 4.100 8.710 4.425 4.685 0.007 0.034 0.078 0.050 0.037

1992-3 0.414 6.560 10.214 5.714 5.964 0.009 0.043 0.051 0.071 0.032

1992-4 0.414 6.526 10.231 5.724 5.995 0.009 0.043 0.051 0.071 0.032

1992-5 0.413 6.636 10.176 5.692 5.894 0.009 0.043 0.051 0.071 0.032

1992-6 0.414 6.797 10.095 5.644 5.763 0.009 0.043 0.051 0.072 0.032

1992-7 0.413 6.787 10.100 5.648 5.765 0.009 0.043 0.051 0.072 0.032

1992-8a 0.415 6.812 10.087 5.639 5.760 0.009 0.043 0.051 0.071 0.032

1992-8b 0.415 6.812 10.087 5.639 5.760 0.009 0.043 0.051 0.071 0.032

1993-2b 0.404 4.500 8.832 4.553 4.845 0.008 0.035 0.075 0.052 0.036

1993-3 0.416 6.610 10.145 5.685 5.903 0.009 0.043 0.051 0.071 0.032

1993-4 0.414 6.548 10.195 5.710 5.961 0.009 0.043 0.051 0.071 0.032
A-12 

Year & 

Class

E10 

NOx

Decel

E10 

NOx

0 to 25

E10 

NOx

25 to 50

E10 

NOx

50 +

E10 NOx

Highway

E10

PM 2.5

Decel

E10

PM 2.5

0 to 25

E10

PM 2.5

25 to 50

E10

PM 2.5

50 +

E10

PM 2.5

Highway

1993-5 0.428 6.742 10.080 5.638 5.874 0.009 0.042 0.050 0.070 0.032

1993-6 0.426 6.868 9.954 5.582 5.717 0.009 0.043 0.050 0.071 0.031

1993-7 0.444 7.071 9.846 5.502 5.687 0.009 0.042 0.049 0.070 0.031

1993-8a 0.452 7.168 9.793 5.460 5.675 0.009 0.042 0.049 0.069 0.031

1993-8b 0.452 7.168 9.793 5.460 5.675 0.009 0.042 0.049 0.069 0.031

1994-2b 0.386 3.834 7.797 3.980 4.278 0.005 0.022 0.049 0.033 0.045

1994-3 0.407 6.504 9.946 5.576 5.771 0.008 0.036 0.042 0.059 0.063

1994-4 0.406 6.428 10.011 5.607 5.853 0.008 0.036 0.042 0.059 0.064

1994-5 0.411 6.473 9.991 5.592 5.845 0.008 0.035 0.042 0.059 0.063

1994-6 0.411 6.671 9.817 5.510 5.626 0.008 0.035 0.041 0.058 0.063

1994-7 0.432 6.908 9.692 5.418 5.590 0.007 0.033 0.040 0.057 0.060

1994-8a 0.597 9.770 7.215 1.529 5.379 0.004 0.012 0.008 0.005 0.045

1994-8b 0.597 9.770 7.215 1.529 5.379 0.004 0.012 0.008 0.005 0.045

1995-2b 0.383 3.867 7.822 3.996 4.299 0.004 0.016 0.038 0.024 0.028

1995-3 0.407 6.542 9.952 5.572 5.757 0.003 0.014 0.017 0.024 0.022

1995-4 0.407 6.460 10.006 5.600 5.838 0.003 0.014 0.017 0.024 0.022

1995-5 0.409 6.503 9.981 5.586 5.810 0.003 0.014 0.017 0.024 0.022

1995-6 0.422 6.812 9.796 5.475 5.621 0.003 0.014 0.017 0.024 0.021

1995-7 0.418 6.778 9.815 5.488 5.626 0.003 0.014 0.017 0.024 0.021

1995-8a 0.597 9.770 7.215 1.529 5.379 0.003 0.008 0.006 0.003 0.017

1995-8b 0.597 9.770 7.215 1.529 5.379 0.003 0.008 0.006 0.003 0.017

1996-2b 0.232 2.476 4.713 2.445 2.644 0.004 0.016 0.040 0.024 0.022

1996-3 0.406 6.496 9.976 5.587 5.793 0.003 0.013 0.015 0.021 0.017

1996-4 0.406 6.430 10.021 5.610 5.857 0.003 0.013 0.015 0.021 0.017

1996-5 0.408 6.442 10.016 5.606 5.855 0.003 0.013 0.015 0.021 0.017

1996-6 0.407 6.656 9.867 5.530 5.643 0.003 0.013 0.015 0.021 0.016

1996-7 0.416 6.742 9.822 5.498 5.628 0.003 0.013 0.015 0.021 0.016

1996-8a 0.597 9.770 7.215 1.529 5.379 0.003 0.009 0.007 0.004 0.014

1996-8b 0.597 9.770 7.215 1.529 5.379 0.003 0.009 0.007 0.004 0.014

1997-2b 0.196 2.191 4.348 2.255 2.453 0.003 0.015 0.038 0.022 0.026

1997-3 0.406 6.497 9.911 5.567 5.744 0.003 0.013 0.016 0.022 0.023

1997-4 0.406 6.400 10.025 5.615 5.877 0.003 0.013 0.016 0.022 0.023

1997-5 0.407 6.432 9.989 5.600 5.836 0.003 0.013 0.016 0.022 0.023

1997-6 0.409 6.616 9.789 5.511 5.617 0.003 0.013 0.016 0.022 0.023

1997-7 0.414 6.679 9.758 5.488 5.607 0.003 0.013 0.015 0.022 0.023

1997-8a 0.597 9.770 7.215 1.529 5.379 0.003 0.008 0.006 0.003 0.018

1997-8b 0.597 9.770 7.215 1.529 5.379 0.003 0.008 0.006 0.003 0.018

1998-2b 0.184 1.951 4.099 2.100 2.291 0.003 0.013 0.034 0.020 0.022

1998-3 0.268 4.315 6.539 3.677 4.127 0.002 0.011 0.013 0.018 0.016

1998-4 0.267 4.223 6.585 3.690 4.167 0.002 0.011 0.013 0.018 0.016

1998-5 0.269 4.315 6.539 3.677 4.127 0.002 0.011 0.013 0.018 0.016

1998-6 0.270 4.383 6.505 3.664 4.097 0.002 0.011 0.013 0.018 0.016

1998-7 0.273 4.414 6.489 3.652 4.081 0.002 0.011 0.013 0.018 0.016

1998-8a 0.393 6.432 4.750 1.007 3.585 0.002 0.007 0.005 0.003 0.013

1998-8b 0.393 6.432 4.750 1.007 3.585 0.002 0.007 0.005 0.003 0.013
A-13 

Year & 

Class

E10 

NOx

Decel

E10 

NOx

0 to 25

E10 

NOx

25 to 50

E10 

NOx

50 +

E10 NOx

Highway

E10

PM 2.5

Decel

E10

PM 2.5

0 to 25

E10

PM 2.5

25 to 50

E10

PM 2.5

50 +

E10

PM 2.5

Highway

1999-2b 0.178 1.831 3.793 1.946 2.134 0.002 0.008 0.022 0.012 0.016

1999-3 0.268 4.344 6.526 3.675 4.117 0.001 0.004 0.004 0.006 0.010

1999-4 0.267 4.305 6.545 3.680 4.133 0.001 0.004 0.004 0.006 0.010

1999-5 0.268 4.294 6.551 3.681 4.137 0.001 0.004 0.004 0.006 0.010

1999-6 0.268 4.298 6.549 3.679 4.135 0.001 0.004 0.004 0.006 0.010

1999-7 0.270 4.377 6.510 3.666 4.101 0.001 0.004 0.004 0.006 0.010

1999-8a 0.270 4.382 6.507 3.664 4.098 0.001 0.004 0.004 0.006 0.010

1999-8b 0.270 4.382 6.507 3.664 4.098 0.001 0.004 0.004 0.006 0.010

2000-2b 0.172 1.775 3.736 1.912 2.086 0.002 0.008 0.021 0.012 0.016

2000-3 0.268 4.346 6.527 3.674 4.116 0.001 0.003 0.003 0.005 0.009

2000-4 0.267 4.309 6.544 3.680 4.132 0.001 0.003 0.003 0.005 0.009

2000-5 0.268 4.298 6.549 3.680 4.136 0.001 0.003 0.003 0.005 0.009

2000-6 0.268 4.302 6.547 3.679 4.134 0.001 0.003 0.003 0.005 0.009

2000-7 0.270 4.377 6.511 3.666 4.102 0.001 0.003 0.003 0.005 0.009

2000-8a 0.270 4.381 6.509 3.665 4.099 0.001 0.003 0.003 0.005 0.009

2000-8b 0.270 4.381 6.509 3.665 4.099 0.001 0.003 0.003 0.005 0.009

2001-2b 0.118 1.290 2.575 1.333 1.576 0.002 0.008 0.020 0.012 0.014

2001-3 0.268 4.357 6.541 3.682 4.125 0.001 0.005 0.006 0.008 0.014

2001-4 0.268 4.323 6.557 3.687 4.139 0.001 0.005 0.006 0.008 0.014

2001-5 0.268 4.312 6.562 3.687 4.143 0.001 0.005 0.006 0.008 0.014

2001-6 0.269 4.316 6.560 3.686 4.141 0.001 0.005 0.006 0.008 0.014

2001-7 0.270 4.385 6.527 3.675 4.111 0.001 0.005 0.006 0.008 0.014

2001-8a 0.270 4.390 6.525 3.673 4.109 0.001 0.005 0.006 0.008 0.014

2001-8b 0.270 4.390 6.525 3.673 4.109 0.001 0.005 0.006 0.008 0.014

2002-2b 0.109 1.207 2.449 1.265 1.492 0.002 0.007 0.019 0.011 0.011

2002-3 0.268 4.359 6.541 3.682 4.125 0.001 0.006 0.007 0.009 0.007

2002-4 0.268 4.327 6.556 3.687 4.138 0.001 0.006 0.007 0.009 0.007

2002-5 0.268 4.317 6.561 3.687 4.142 0.001 0.006 0.007 0.009 0.007

2002-6 0.269 4.321 6.559 3.685 4.139 0.001 0.006 0.007 0.009 0.007

2002-7 0.270 4.385 6.529 3.675 4.112 0.001 0.006 0.007 0.009 0.007

2002-8a 0.270 4.389 6.527 3.674 4.110 0.001 0.006 0.007 0.009 0.007

2002-8b 0.270 4.389 6.527 3.674 4.110 0.001 0.006 0.007 0.009 0.007

2003-2b 0.115 1.277 2.584 1.335 1.572 0.002 0.007 0.019 0.011 0.012

2003-3 0.268 4.360 6.542 3.682 4.125 0.001 0.004 0.004 0.006 0.008

2003-4 0.268 4.330 6.556 3.686 4.137 0.001 0.004 0.004 0.006 0.008

2003-5 0.268 4.321 6.560 3.686 4.140 0.001 0.004 0.004 0.006 0.008

2003-6 0.269 4.325 6.558 3.685 4.138 0.001 0.004 0.004 0.006 0.008

2003-7 0.270 4.384 6.530 3.675 4.113 0.001 0.004 0.004 0.006 0.008

2003-8a 0.270 4.388 6.528 3.674 4.111 0.001 0.004 0.004 0.006 0.008

2003-8b 0.270 4.388 6.528 3.674 4.111 0.001 0.004 0.004 0.006 0.008

2004-2b 0.062 0.821 1.426 0.763 0.931 0.001 0.006 0.016 0.010 0.009

2004-3 0.228 3.708 5.563 3.130 3.507 0.001 0.006 0.007 0.009 0.007

2004-4 0.228 3.685 5.573 3.134 3.517 0.001 0.006 0.007 0.009 0.007

2004-5 0.228 3.678 5.576 3.134 3.519 0.001 0.006 0.007 0.009 0.007

2004-6 0.228 3.681 5.575 3.133 3.517 0.001 0.006 0.007 0.009 0.007
A-14 

Year & 

Class

E10 

NOx

Decel

E10 

NOx

0 to 25

E10 

NOx

25 to 50

E10 

NOx

50 +

E10 NOx

Highway

E10

PM 2.5

Decel

E10

PM 2.5

0 to 25

E10

PM 2.5

25 to 50

E10

PM 2.5

50 +

E10

PM 2.5

Highway

2004-7 0.229 3.727 5.554 3.125 3.498 0.001 0.006 0.007 0.009 0.007

2004-8a 0.229 3.730 5.552 3.124 3.497 0.001 0.006 0.007 0.009 0.007

2004-8b 0.229 3.730 5.552 3.124 3.497 0.001 0.006 0.007 0.009 0.007

2005-2b 0.050 0.621 1.133 0.599 0.721 0.001 0.006 0.016 0.010 0.009

2005-3 0.228 3.710 5.564 3.130 3.507 0.001 0.006 0.007 0.009 0.007

2005-4 0.228 3.689 5.573 3.133 3.516 0.001 0.006 0.007 0.009 0.007

2005-5 0.228 3.682 5.576 3.134 3.518 0.001 0.006 0.007 0.009 0.007

2005-6 0.228 3.684 5.575 3.132 3.517 0.001 0.006 0.007 0.009 0.007

2005-7 0.229 3.727 5.556 3.126 3.499 0.001 0.006 0.007 0.009 0.007

2005-8a 0.229 3.729 5.554 3.125 3.498 0.001 0.006 0.007 0.009 0.007

2005-8b 0.229 3.729 5.554 3.125 3.498 0.001 0.006 0.007 0.009 0.007

2006-2b 0.042 0.570 0.974 0.524 0.643 0.001 0.006 0.015 0.009 0.008

2006-3 0.228 3.718 5.575 3.136 3.514 0.001 0.005 0.006 0.008 0.006

2006-4 0.228 3.699 5.583 3.139 3.522 0.001 0.005 0.006 0.008 0.006

2006-5 0.228 3.692 5.586 3.139 3.524 0.001 0.005 0.006 0.008 0.006

2006-6 0.229 3.695 5.584 3.138 3.522 0.001 0.005 0.006 0.008 0.006

2006-7 0.229 3.733 5.568 3.132 3.507 0.001 0.005 0.006 0.008 0.006

2006-8a 0.230 3.736 5.566 3.131 3.505 0.001 0.005 0.006 0.008 0.006

2006-8b 0.230 3.736 5.566 3.131 3.505 0.001 0.005 0.006 0.008 0.006

2007-2b 0.041 0.572 0.953 0.515 0.639 0.001 0.006 0.015 0.009 0.008

2007-3 0.226 3.689 5.530 3.111 3.485 0.001 0.005 0.006 0.008 0.006

2007-4 0.226 3.672 5.538 3.113 3.492 0.001 0.005 0.006 0.008 0.006

2007-5 0.227 3.666 5.540 3.113 3.494 0.001 0.005 0.006 0.008 0.006

2007-6 0.227 3.668 5.539 3.112 3.493 0.001 0.005 0.006 0.008 0.006

2007-7 0.227 3.703 5.524 3.107 3.479 0.001 0.005 0.006 0.008 0.006

2007-8a 0.228 3.705 5.523 3.106 3.478 0.001 0.005 0.006 0.008 0.006

2007-8b 0.228 3.705 5.523 3.106 3.478 0.001 0.005 0.006 0.008 0.006

2008-2b 0.034 0.549 0.821 0.457 0.584 0.001 0.005 0.013 0.008 0.007 

2008-3 0.183 2.976 4.460 2.508 2.757 0.001 0.005 0.005 0.008 0.006

2008-4 0.182 2.963 4.466 2.510 2.764 0.001 0.005 0.005 0.008 0.006

2008-5 0.183 2.959 4.468 2.510 2.766 0.001 0.005 0.005 0.008 0.006

2008-6 0.183 2.961 4.467 2.510 2.766 0.001 0.005 0.005 0.008 0.006

2008-7 0.183 2.985 4.455 2.506 2.753 0.001 0.005 0.005 0.008 0.006

2008-8a 0.183 2.987 4.455 2.505 2.752 0.001 0.005 0.005 0.008 0.006

2008-8b 0.183 2.987 4.455 2.505 2.752 0.001 0.005 0.005 0.008 0.006

2009-2b 0.036 0.611 0.878 0.495 0.640 0.001 0.005 0.013 0.008 0.007

2009-3 0.183 2.977 4.461 2.508 2.757 0.001 0.005 0.005 0.008 0.006

2009-4 0.182 2.965 4.466 2.510 2.763 0.001 0.005 0.005 0.008 0.006

2009-5 0.183 2.961 4.468 2.510 2.766 0.001 0.005 0.005 0.008 0.006

2009-6 0.183 2.963 4.467 2.510 2.765 0.001 0.005 0.005 0.008 0.006

2009-7 0.183 2.985 4.457 2.506 2.753 0.001 0.005 0.005 0.008 0.006

2009-8a 0.183 2.987 4.456 2.505 2.753 0.001 0.005 0.005 0.008 0.006

2009-8b 0.183 2.987 4.456 2.505 2.753 0.001 0.005 0.005 0.008 0.006

2010-2b 0.031 0.509 0.742 0.416 0.530 0.001 0.003 0.008 0.005 0.005

2010-3 0.183 2.977 4.462 2.508 2.757 0.001 0.003 0.004 0.005 0.004
A-15 

Year & 

Class

E10 

NOx

Decel

E10 

NOx

0 to 25

E10 

NOx

25 to 50

E10 

NOx

50 +

E10 NOx

Highway

E10

PM 2.5

Decel

E10

PM 2.5

0 to 25

E10

PM 2.5

25 to 50

E10

PM 2.5

50 +

E10

PM 2.5

Highway

2010-4 0.182 2.967 4.466 2.510 2.763 0.001 0.003 0.004 0.005 0.004

2010-5 0.183 2.963 4.468 2.510 2.765 0.001 0.003 0.004 0.005 0.004

2010-6 0.183 2.965 4.467 2.510 2.764 0.001 0.003 0.004 0.005 0.004

2010-7 0.183 2.985 4.458 2.506 2.754 0.001 0.003 0.004 0.005 0.004

2010-8a 0.183 2.987 4.457 2.506 2.753 0.001 0.003 0.004 0.005 0.004

2010-8b 0.183 2.987 4.457 2.506 2.753 0.001 0.003 0.004 0.005 0.004

2011-2b 0.031 0.526 0.760 0.427 0.546 0.001 0.003 0.008 0.005 0.005

2011-3 0.183 2.978 4.462 2.508 2.757 0.001 0.003 0.004 0.005 0.004

2011-4 0.182 2.969 4.466 2.510 2.763 0.001 0.003 0.004 0.005 0.004

2011-5 0.183 2.965 4.468 2.510 2.764 0.001 0.003 0.004 0.005 0.004

2011-6 0.183 2.966 4.467 2.510 2.764 0.001 0.003 0.004 0.005 0.004

2011-7 0.183 2.985 4.459 2.506 2.754 0.001 0.003 0.004 0.005 0.004

2011-8a 0.183 2.987 4.458 2.506 2.754 0.001 0.003 0.004 0.005 0.004

2011-8b 0.183 2.987 4.458 2.506 2.754 0.001 0.003 0.004 0.005 0.004

2012-2b 0.033 0.562 0.797 0.450 0.579 0.001 0.003 0.008 0.005 0.005

2012-3 0.183 2.979 4.463 2.508 2.758 0.001 0.003 0.004 0.005 0.004

2012-4 0.182 2.970 4.467 2.510 2.762 0.001 0.003 0.004 0.005 0.004

2012-5 0.183 2.967 4.468 2.510 2.764 0.001 0.003 0.004 0.005 0.004

2012-6 0.183 2.968 4.467 2.509 2.764 0.001 0.003 0.004 0.005 0.004

2012-7 0.183 2.985 4.460 2.507 2.755 0.001 0.003 0.004 0.005 0.004

2012-8a 0.183 2.987 4.459 2.506 2.754 0.001 0.003 0.004 0.005 0.004

2012-8b 0.183 2.987 4.459 2.506 2.754 0.001 0.003 0.004 0.005 0.004

2013-2b 0.034 0.588 0.824 0.468 0.604 0.001 0.003 0.008 0.005 0.005

2013-3 0.182 2.980 4.464 2.509 2.758 0.001 0.003 0.004 0.005 0.004

2013-4 0.182 2.971 4.467 2.510 2.762 0.001 0.003 0.004 0.005 0.004

2013-5 0.183 2.968 4.468 2.510 2.764 0.001 0.003 0.004 0.005 0.004

2013-6 0.183 2.969 4.468 2.509 2.763 0.001 0.003 0.004 0.005 0.004

2013-7 0.183 2.986 4.461 2.507 2.755 0.001 0.003 0.004 0.005 0.004

2013-8a 0.183 2.987 4.460 2.506 2.754 0.001 0.003 0.004 0.005 0.004

2013-8b 0.183 2.987 4.460 2.506 2.754 0.001 0.003 0.004 0.005 0.004

Note – highlighted cells are set equal to the row above (MOVES does not provide 

consistent outputs for Class 8b gasoline vehicles; therefore 8bs are set equal to 8as).
Appendix B – NOx and PM Idle Factors – g/hr 

(MOVES2010b, 2013 Calendar Year, ULSD)
B-1 

Short-duration Idle factors (g/hr) from 

MOVES2010b Source: David Brz, OTAQ, 12-21-12

average of Jan and July factors

Truck Class

Month Pollutant Model Year HDGV LHDDV MHDDV HHDDV

Annual Av NOX 1987 15.39 142.96 192.01 192.01

Annual Av NOX 1988 15.42 131.91 192.01 192.01

Annual Av NOX 1989 15.45 146.29 192.01 192.01

Annual Av NOX 1990 7.79 178.05 148.28 148.28

Annual Av NOX 1991 7.81 143.79 139.42 139.42

Annual Av NOX 1992 7.80 140.09 139.42 139.42

Annual Av NOX 1993 7.84 151.56 139.42 139.42

Annual Av NOX 1994 7.81 151.33 139.42 139.42

Annual Av NOX 1995 7.88 148.06 139.42 139.42

Annual Av NOX 1996 7.60 147.89 139.42 139.42

Annual Av NOX 1997 7.38 129.61 139.42 139.42

Annual Av NOX 1998 14.79 129.00 117.07 117.07

Annual Av NOX 1999 14.42 121.78 118.77 145.21

Annual Av NOX 2000 14.61 119.90 113.99 144.56

Annual Av NOX 2001 14.00 108.09 112.63 146.70

Annual Av NOX 2002 14.32 117.06 115.52 144.41

Annual Av NOX 2003 14.11 74.26 49.19 54.81

Annual Av NOX 2004 12.38 74.26 48.95 54.70

Annual Av NOX 2005 12.07 74.26 48.97 54.72

Annual Av NOX 2006 12.02 54.31 48.92 54.70

Annual Av NOX 2007 12.17 25.14 24.50 27.38

Annual Av NOX 2008 6.64 25.15 24.50 27.39

Annual Av NOX 2009 6.68 25.15 24.49 27.39

Annual Av NOX 2010 6.69 6.48 5.42 6.43

Annual Av NOX 2011 6.93 6.48 5.42 6.42

Annual Av NOX 2012 7.06 6.48 5.42 6.42

Annual Av NOX 2013 6.87 6.48 5.29 6.19

Annual Av Total PM10 1987 0.33 4.38 4.34 4.34

Annual Av Total PM10 1988 1.02 4.41 4.34 4.34

Annual Av Total PM10 1989 1.02 4.39 4.34 4.34

Annual Av Total PM10 1990 0.32 4.37 4.34 4.34

Annual Av Total PM10 1991 0.36 4.11 4.34 4.34

Annual Av Total PM10 1992 0.36 3.96 4.34 4.34

Annual Av Total PM10 1993 0.36 4.19 4.34 4.34

Annual Av Total PM10 1994 0.09 7.29 7.06 6.85

Annual Av Total PM10 1995 0.11 6.67 7.16 6.81

Annual Av Total PM10 1996 0.24 6.58 7.15 6.83

Annual Av Total PM10 1997 0.26 5.80 7.22 6.79

Annual Av Total PM10 1998 0.15 6.58 6.78 6.48

Annual Av Total PM10 1999 0.06 6.23 6.83 6.47

Annual Av Total PM10 2000 0.03 6.15 6.89 6.48

Annual Av Total PM10 2001 0.02 5.55 6.91 6.45

Annual Av Total PM10 2002 0.10 5.97 6.87 6.48
B-2 

Short-duration Idle factors (g/hr) from 

MOVES2010b Source: David Brz, OTAQ, 12-21-12

average of Jan and July factors

Truck Class

Month Pollutant Model Year HDGV LHDDV MHDDV HHDDV

Annual Av Total PM10 2003 0.06 5.14 6.21 5.86

Annual Av Total PM10 2004 0.11 4.74 6.23 5.87

Annual Av Total PM10 2005 0.11 4.74 6.22 5.87

Annual Av Total PM10 2006 0.10 4.72 6.23 5.87

Annual Av Total PM10 2007 0.10 0.36 0.32 0.32

Annual Av Total PM10 2008 0.09 0.35 0.30 0.31

Annual Av Total PM10 2009 0.09 0.35 0.30 0.31

Annual Av Total PM10 2010 0.06 0.18 0.18 0.19

Annual Av Total PM10 2011 0.06 0.18 0.18 0.19

Annual Av Total PM10 2012 0.06 0.18 0.18 0.19

Annual Av Total PM10 2013 0.06 0.18 0.17 0.18

Truck Class Definitions

HDGV gasoline trucks - all classes

LHDDV diesel classes 2b - 5

MHDDV diesel classes 6 and 7

HHDDV diesel classes 8a and 8b

Model Year Long-duration Idle NOx g/hr Long-duration Idle PM2.5 g/hr

1987 126.64 8.71

1988 126.15 7.77

1989 124.40 7.74

1990 115.16 7.61

1991 249.51 6.95

1992 249.90 6.96

1993 238.64 6.83

1994 251.65 3.92

1995 251.73 3.92

1996 247.95 3.97

1997 252.72 3.90

1998 250.60 4.18

1999 255.27 4.19

2000 257.84 4.19

2001 254.96 4.19

2002 253.88 4.18

2003 253.88 4.18

2004 253.88 4.18

2005 253.88 4.18

2006 253.88 4.18
B-3 

Model Year Long-duration Idle NOx g/hr Long-duration Idle PM2.5 g/hr

2007 224.80 0.42

2008 224.69 0.36

2009 224.69 0.36

2010 224.69 0.36

2011 224.69 0.36

2012 224.69 0.36

2013 224.69 0.36
C-1 

Appendix C – Derivation of National Average g/kW-hr Emission Factors

From Argonne GREET Model Version 1 2011. 

http://greet.es.anl.gov/ 

1. Electric Generation Mix (From Annual Energy Outlook 2010) 

U.S. Mix

Residual oil 1.0%

Natural gas 22.9%

Coal 46.4%

Nuclear power 20.3%

Biomass 0.2%

Others 9.2%

Biomass Type assumed = 100% forest residue

Others = Hydro, Wind, Geothermal, Solar PV etc.

2. Electric Transmission and Distribution Loss = 8.0%

3. Power Plant Emissions: in Grams per kWh of Electricity Available at Power Plant Gate

GREET-Calculated Emission Factors

By Fuel-Type Plants (Stationary and Transportation)

 Oil-Fired NG-Fired

CoalFired

BiomassFired: 

Woody

BiomassFired: 

Herbaceous

BiomassFired: 

Forest 

Residue

TOTAL based 

on US Mix 

NOx 0.833 0.578 1.058 1.169 1.169 1.169 0.634

PM10 0.157 0.023 0.100 0.135 0.135 0.135 0.054

PM2.5 0.118 0.023 0.050 0.067 0.067 0.067 0.030

CO2 834 505 1,083 1,086 1,016 1,379 627

CO2 in burnt biomass from atmosphere -1,086 -1,016 -1,379

Assumes no emissions from nuclear power plants or “Others” 

4. Power Plant Emissions: Grams per kWh of Electricity Available at User Sites (wall 

outlets)

Total power plant gate emissions/(1-electric transmission and distribution loss)

Total delivered based on US 

electric generation mix

NOx 0.690

PM10 0.058

PM2.5 0.033

CO2 682
Appendix D

Cargo Volume Literature Review Summary
D-1

Clas

s Application

Body 

Type

VIUS 

Category Manuf Model

Cargo 

Space 

(cubic 

feet) Unit

Max 

Payload GVW

Notes or 

Comments URL

2b

Full Size 

Pick-up Pick-up Chevy

Silverado 

2500HD Cu. Ft 3,644 9,200

http://www.chevrolet.com/vehicles/201

0/silverado2500hd/features.do

2b

Full Size 

Pick-up Pick-up Ford F250 Cu. Ft 2,900 9,400 

http://www.fordf150.net/specs/05sd_sp

ecs.pdf

2b Step Van

Budget 

Cargo 

Van

step/walkin Ford 309 Cu. Ft 3,116 8,600http://www.budgettruck.com/MovingTrucks.aspx

2b Step Van Step Van

step/walkinFreightliner

-Sprinter

2500 

Standard 

Roof 318 Cu. Ft 3,469 8,550 

http://www.freightlinersprinterusa.com/

vehicles/cargovan/models/specifications.php

2b Utility Van

Utility/

cargo van

van (basic 

enclosed) Ford E350 237 Cu. Ft 4,239 9,500

http://www.motortrend.com/cars/2008/

ford/e_350/specifications/index.html

2b Utility Van

Uhaul 10' 

Truck

van (basic 

enclosed) GMC 402 Cu. Ft 2,810 8,600

http://www.uhaul.com/Reservations/Eq

uipmentDetail.aspx?model=EL

2b Utility Van

Budget 

10' 

Moving 

Truck

van (basic 

enclosed) 380 Cu. Ft 3,100 8,600

http://www.budgettruck.com/MovingTrucks.aspx

2b Stake Truck

Stake/

platform

flatbed/stak

e/ platform Supreme 336 Cu. Ft

3 Pickup Pick-up GMC Sierra 3500 Cu. Ft 4,566 10,700

http://www.gmc.com/sierra/3500/specs

Standard.jsp

3 Step Van Step Van

step/walkinFreightliner

-Sprinter

3500 

Standard 

Roof 547 Cu. Ft 4,845 11,030 

http://www.freightlinersprinterusa.com/

vehicles/cargo-van/models/3500-highroof-170-wb-6-specs.php

3

Conventiona

l Van

Penske 

12' Cargo 

Van

van (basic 

enclosed) 450 Cu. Ft 2,600

http://www.pensketruckrental.com/com

mercial-truck-rentals/moving-vans/12-

ft.html

3

City 

Delivery

Budget 

16' 

Moving 

Truck 800 Cu. Ft 3,400 11,500

http://www.budgettruck.com/MovingTrucks.aspx

4

Conventiona

l Van

Uhaul 14' 

Truck Ford 733 Cu. Ft 6,190 14,050

http://www.uhaul.com/Reservations/Eq

uipmentDetail.aspx?model=EL

4 Conventiona Uhaul 17' Ford 865 Cu. Ft 5,930 14,050 http://www.uhaul.com/Reservations/Eq
D-2

Clas

s Application

Body 

Type

VIUS 

Category Manuf Model

Cargo 

Space 

(cubic 

feet) Unit

Max 

Payload GVW

Notes or 

Comments URL

l Van Truck uipmentDetail.aspx?model=EL

4

Conventiona

l Van

Penske 

16' 

Economy 

Van 826 Cu. Ft 4,300 15,000

http://www.pensketruckrental.com/com

mercial-truck-rentals/moving-cargovans/16-ft.html

4 

City 

Delivery

Penske 

16' Cargo 

Van 1,536 Cu. Ft 5,100 

http://www.pensketruckrental.com/com

mercial-truck-rentals/moving-cargovans/16-ft.html

4 

Large WalkIn Walk-in W700 Step 

Van 700 Cu. Ft 5,720 16,000 

http://files.harc.edu/Projects/Transporta

tion/FedExReportTask3.pdf

4

Large WalkIn Walk-inEaton 

Hybrid

W700 Step 

Van 700 Cu. Ft 5,390 16,000

http://files.harc.edu/Projects/Transporta

tion/FedExReportTask3.pdf

4 UPS Walk-in Grumman

http://www.grummanolson.com/index2

.htm

4 Stake Truck

Stake/plat

form

flatbed/stak

e/platform GMC W4500 448 Cu. Ft 14,500

http://www.usedtrucksdepot.com/brow

se_listdetails.php?manf=GMC&scate=

Stake+Truck&catname=Medium+Duty

+Trucks&main_id=208

5

Bucket 

Truck

Bucket 

truck Cu. Ft

5

City 

Delivery

Uhaul 24' 

Truck

van (basic 

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

http://www.uhaul.com/Reservations/Eq

uipmentDetail.aspx?model=EL

5 

City 

Delivery

Uhaul 26' 

Truck

van (basic 

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

http://www.uhaul.com/Reservations/Eq

uipmentDetail.aspx?model=EL

5 

Large WalkIn Large 

Walk-in

step/walkin 670 Cu. Ft 16,000 http://news.van.fedex.com/node/7379

6 Beverage Beverage Hackney 

6-Bay 52" 

Performer

588/case 

capacity 

= 531 @ 

120z 

cans

Cu. 

Ft/cases 

cans 11,601 21,150 

http://www.hackneybeverage.com/bod

ycad5.htm

6

Single Axle 

Van

Budget 

24' Truck

van (basic 

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

http://www.budgettruck.com/MovingTrucks.aspx

6 Stake Truck

24' Stake 

Truck

flatbed/stak

e/platform

Internation

al/ 

Supreme 24' 672 Cu. Ft 25,900 

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

cle/VehicleSearch.aspx?VehicleTypeId

=1&VehicleGroupId=5
D-3

Clas

s Application

Body 

Type

VIUS 

Category Manuf Model

Cargo 

Space 

(cubic 

feet) Unit

Max 

Payload GVW

Notes or 

Comments URL

6

Refrigerated

/Reefer

24' Kold 

King 

Refrigera

ted reefer Supreme 24' 1,521 Cu. Ft

http://www.silvercrowncoach.com/supr

eme.php?page=product&body=refriger

ated&product=21§ion=specs

6 

Landscape 

Van

Vanscape

r 

Landscap

e Van

step/walkin Supreme 22' 1,496 Cu. Ft 

Note: 

typical 

step/walkins do not 

reach this 

size. This is 

a speciality 

vehicle

http://www.silvercrowncoach.com/supr

eme.php?page=product&body=landsca

ping&product=30

7 Refuse

Refuse 

Truck Cu. Ft 

7 Furniture

Furniture 

Truck 2,013 Cu. Ft 

http://www.hendersonrentals.co.nz/?t=

38

7 Beverage

Beverage 

(delivery 

body) Hackney 

Hackney 10-

Bay-48" 

Aluminum

1251/ 

case 

capacity 

= 1,100 

12 oz 

cans

Cu. 

Ft/case 

cans 23,700 37,733 http://hackneyusa.com/

7 Stake Truck

flatbed/st

ake/platfo

rm

flatbed/stak

e/platform Supreme SH20096 728 33,000

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

cle/VehicleSearch.aspx?VehicleTypeId

=1&VehicleGroupId=5

7

Refrigerated

/Reefer

28' Kold 

King 

Refrigera

ted reefer Supreme 28' 1,774 Cu. Ft

http://www.silvercrowncoach.com/supr

eme.php?page=product&body=refriger

ated&product=21§ion=specs

7 

Tanker 

Truck

tank 

(fluid) tank (fluid) Ford F750 XL 267 Cu. Ft

2,000-

4000 

GAL 26,000 

http://www.truckingauctions.com/brow

se_listdetails.php?scate=Water%20Tan

k%20Truck&manf=GMC&catname=H

eavy%20Duty%20Trucks

7 

Single Axle 

Van

Freightlin

er Truck

van (basic 

enclosed)

Freightliner 

Business 

Class (24')

Business 

Class M2 

112 1,552 33,000

Note: front 

axle lbs 

12,000/rear 

axle 21,000 

http://www.truckpaper.com/listingsdeta

il/detail.aspx?OHID=2379362
D-4

Clas

s Application

Body 

Type

VIUS 

Category Manuf Model

Cargo 

Space 

(cubic 

feet) Unit

Max 

Payload GVW

Notes or 

Comments URL

lbs (each 

add'l axle 

approx 

12,000 lbs)
Appendix E

PERE Efficiency Modeling Methodology
E-1 

The PERE model is not specifically designed for modeling heavy duty hybrid trucks, but 

as it is a physical model that is primarily dependent upon input values, its use was

considered appropriate for the estimation of the fuel economy effects of truck 

hybridization. The model calculates second-by-second fuel consumption for userdefined drive cycles based on a physical model. The model takes a number of userspecified parameters, along with some of its own defaults, to perform these calculations 

for a variety of vehicle and powertrain types. The assumptions and data sources for the 

model inputs that were used are presented below. The defaults for some parameters, 

such as hybrid regeneration efficiency and hybrid battery efficiency, were assumed to 

remain unchanged when scaling from light-duty to heavy-duty vehicles. 

Many vehicle parameters, such as road load and transmission data, were used from 

work already done with the PERE model for the SmartWay program. Many of the 

parameters for that previous work were taken from findings of internet searches for 

specifications of various trucks in new “as-delivered” condition, prior to the addition of 

various vocational or cargo equipment installations that would increase drag and vehicle 

weight. To establish the test weights for each truck class in this modeling effort, the 

original estimate of minimum weight was averaged with the maximum possible weight 

for each truck class. This was done with the intent of modeling an average or medium 

payload for each truck class. An important source of information was an EPA draft 

document discussing the use of the PERE model by Nam and Gianelli43. This document 

contained equations that could be used for estimates of some of the input parameters, 

along with information describing the use of the model.

The two foremost inputs to the model include the vehicle weight and engine size. 

Vehicle empty weights and engine sizes were taken from manufacturer supplied truck 

specifications where possible. For example, Ford published a .pdf file titled F-250/F350/F-450/F-550 Specifications44 that contains base curb weights and engine sizes for 

some of their offerings in the light and medium duty market. Another useful source of 

manufacturer data was in the Kenworth T170/T270/T370 Body Builders Manual45. The 

T170-T370 range consists of medium duty trucks that can be delivered with a cab-only 

chassis. The manual describes all of the dimensions relevant to the builder of a body or 

cargo area on the rear of the chassis. As such, it includes curb weights, length and 

width dimensions, and gross vehicle weight ratings that were instrumental in creating 

many of the inputs for the Class 5, 6, and 7 fuel economy models. Where specifications 

of multiple trucks in a class were found, values were taken that would result in 

maximum fuel economy unless they seemed noticeably atypical of in-use vehicles. 

Variations in weight and engine size over the ranges found in literature did not have as 

large an effect on fuel economy as some of the other inputs to the PERE model. For 

hybrid modeling, the engine size reduction due to hybridization ranged from 1 liter for 

 

43 Nam, Edward and Gianelli, Robert, Fuel Consumption Modeling of Conventional and Advanced Technology 

Vehicles in the Physical Emission Rate Estimator (PERE). US EPA Publication EPA420-P-05-001, February 2005. 44 FordF150.net. F-250/F-350/F-450/F-550 Specifications. Retrieved from 

http://www.fordf150.net/specs/05sd_specs.pdf

45 Kenworth. Kenworth T170/T270/T370 Body Builders Manual. Retrieved from 

http://www.kenworth.com/brochures/2009_Hybrid_Body_Builders_Manual.pdf
E-2 

the Class 2b and 3 trucks, up to 4 liters for the Class 8 trucks. This range was chosen 

based on the nature of hybrid trucks currently available on the market. Class 2 hybrid 

trucks on the market typically have very little engine downsizing from hybridization, 

however larger trucks were found to have more engine downsizing. 

The number of transmission gears in each truck class was also based on specifications 

found on manufacturers’ web sites, but there is a wide range of the number of gears in 

the different available transmissions. While it is very likely that the most efficient setup 

for Class 2b through 4 would be a 6 speed manual transmission, there are a variety of 

options for Classes 5 through 8. It is also typical for a modern Class 8 truck to have 10 

gears, so the model input for Class 6 was taken to be 8 as a representation of typical 

trucks in that class, and all trucks were modeled with manual transmissions. The PERE 

model also requires shift speeds as an input to the model, and examples of these were 

not found in literature or internet searches. ERG has previously logged on-road data 

from Class 8 trucks with 10-speed manual transmissions, and this data was analyzed 

briefly to create an estimate of typical upshift speeds for this type of truck. Using this 

speed/gear curve, two other curves were created by scaling for the 6 and 8 speed 

trucks modeled in the study. Unfortunately, the shift speed chart has a very strong effect 

on the model’s predicted fuel economy, but using carefully scaled shift point curves 

hopefully mitigated this source of error. The hybrid trucks were modeled with exactly the 

same transmissions as the conventional trucks. The model did not readily include a 

provision for changing the transmission characteristics when changing from 

conventional to hybrid powertrains. All transmission parameters were kept the same 

when making this change with the intent of ensuring the resulting fuel economy effects 

were only due to hybridization, not due to transmission effects. 

There were three other values regarding the driveline that were input for this study. The 

engine efficiency was taken to be 40% over the cycle. The maximum engine speeds 

and highway cruise speeds were adjusted together as well, to account for the larger 

displacement heavy duty engines turning more slowly than typical Class 2b truck 

engines. The effects of the engine speed parameters on fuel economy were fairly small.

The road load estimation required assumptions and calculations as road load curves 

are not generally a part of manufacturers’ literature. The method of road load calculation 

used for this PERE modeling was based on the coefficient of rolling resistance (CR), the 

aerodynamic drag coefficient (Cd), and the vehicle frontal area (AF) in a physical 

equation of the truck’s road load, given in Equation 1 from Nam and Gianelli (2005). 

Coefficients of drag were based on values in literature, such as manufacturers’ 

specifications for Class 2b and in a report publication by Argonne National Laboratory46. 

Values for Cd ranged from .45 for the Class 2b and the smaller medium duty trucks, to .5 

for the class 8 long-haul trucks. The heavier medium duty trucks were assumed to have 

a Cd of .55 as they were assumed to be vocational trucks with less streamlined 

aerodynamics. Frontal area was taken from manufacturer specifications where 

available. As given in Nam and Gianelli, the product of truck height and width was 

 

46 Delorme, A., Karbowski, D., and Sharer, P. Evaluation of Fuel Consumption Potential of Medium and Heavy 

Duty Vehicles through Modeling and Simulation. Argonne National Laboratory, DEPS-BEES-001, October 2009.
E-3 

multiplied by a factor of 0.93 to get an estimate of effective AF. Engineering judgment 

was applied to the dimensions found in literature to ensure a representative increase in 

frontal area from the smaller to larger trucks. The rolling resistance values were 

estimated using the trends observed by both Nam and Gianelli (2005) along with 

Delorme Karbowski, and Sharer (2009), ranging from 0.01 for the light and medium duty 

trucks, down to 0.008 for the class 8 trucks. 

The final input to the PERE model was the driving cycle. In order to get a representative 

range of fuel economy benefit, two drive cycles were modeled. The first was the HeavyDuty Urban Dynamometer Driving Schedule (HDUDDS), and the second was the EPA 

Highway Fuel Economy Test (HwFET). The HDUDDS can be thought of as a city-type 

cycle with frequent stops and starts. The HwFET simulates rural driving with varying 

speeds but no stops. Even though the HwFET is designed only for light duty vehicles, it 

was still used as it was the best representation available for in-use highway driving. 

The key values used as the inputs for the PERE model fuel economy calculations are 

given by truck class in Table E-1. 

Table E-1. PERE Model Inputs for Fuel Economy Estimation

Class

Modeled Test

Weight, lbs

Conventional 

Engine Disp., 

L 

Hybrid 

Engine Disp., 

L 

Number of 

Gears

Effective Gear 

Ratio, RPM/mph

2b 7,875 6.0 5 6 35

3 10,000 6.0 5 6 35

4 12,250 6.4 5.4 6 33

5 14,500 6.7 5.7 6 33

6 19,500 6.7 5.7 8 33

7 24,000 8.3 6.3 10 31

8 52,500 13 9 10 30

For modeling hybrid vehicles in the PERE model, the user must adjust the hybrid 

threshold for each different vehicle and drive cycle combination. This variable 

represents the amount of power demand during acceleration that is required to cause 

the engine to start up to assist the electric motor. The user must adjust this value such 

that the amount of energy taken from the battery is approximately equal to the amount 

of energy charged back into the battery during regenerative braking. If this is not done, 

the fuel economy will be misrepresented due to the battery ending up with a different 

state of charge at the end of the cycle compared to the beginning of the cycle. 

For the HwFET cycle in the lower truck classes, there were not enough deceleration 

events charge the battery back to its initial charge level, even with the hybrid threshold 

variable at its minimum value. This meant that the battery was ending at a lower level of 

charge at the end of the cycle than the beginning, which has the effect of overestimating 
E-4 

the trucks actual fuel economy. For this reason, ERG added an extra calculation to the 

model in order to account for the net change in battery power. This calculation used the 

various efficiencies of the hybrid system to estimate the fuel required to make up the 

change in battery charge over the cycle, and add that number to the modeled fuel 

consumption. This calculation was needed for the trucks in Classes 2b through 5.
Appendix F 

EPA Drayage Calculator Equations
F-1

Drayage Fleet Score and Emission Reductions for Generic Port

Company Name California Cartage Express

Year

Pre19881988-

1993

1994-

2002

2003-

2006

2007-

2009

Post 

2009

Total 

Trucks

CO2 CO2 PM NOx SmartWay 

SIF Score

Environmental 

Performance 2008 Grams Short 

tons

Short 

tons

Short 

tons

Baseline Emissions 

From Average Dray 

Truck Fleet 0 0 1 0 0 0 1 111 0.1 1.4

Untreated 1 0 0 0 1 111 0.2 1.6

DOC & CCVS 0 0 0.0 0.0

Flow Through Filter 0 0 0.0 0.0

Diesel Particulate 

Filter/LNG 0 0 0 0 0 0 0.0 0.0

Total Trucks Equipped 

with: APUs 0 SW Tires 0 LNG 0 0 0.0 0.0

2008 Total Fleet 

Emissions 111 0.2 1.6

Change in Emissions from 

Baseline 0.0 0.1 0.2

% Change in Emissions 0% 131% 14% -182%

Avg. Miles Per Truck 60000 Fuel Consumed (gal) 10000

SmartWay FLEET Score and Environmental Performance for: 2008 0.0 -1.6 -0.2 No Rating No Rating

I. CO2 Short Tons

A. CO2 (Short tons) – Baseline Emissions From Average Dray Truck Fleet

ACO2 = (((BaselineEmissionsFromAverageDrayTruckFleetPre1988 + 

BaselineEmissionsFromAverageDrayTruckFleet1988to1993 + BaselineEmissionsFromAverageDrayTruckFleet1994to2002) * 

AvgMilesPerTruck/5.47) + (( BaselineEmissionsFromAverageDrayTruckFleet2003to2006 + 

BaselineEmissionsFromAverageDrayTruckFleet2007to2009 + BaselineEmissionsFromAverageDrayTruckFleetPost2009) * 

AvgMilesPerTruck /5.47)) * 0.01015 

NOTE: AvgMilesPerTruck =60000 

B. CO2 (Short tons) – Untreated
F-2

BCO2 = (((UntreatedPre1988 + Untreated1988to1993 + Untreated1994to2002) * AvgMilesPerTruck /5.47) + 

((Untreated2003to2006 + Untreated2007to2009 + UntreatedPost2009 ) * AvgMilesPerTruck /5.47)) * 0.01015 

NOTE: AvgMilesPerTruck =60000 

C. CO2 (Short tons) – DOCs & CCVs

CCO2 = (((DOCs&CCVsPre1988 + DOCs&CCVs1988to1993 + DOCs&CCVs1994to2002) * AvgMilesPerTruck /5.47) + (( 

DOCs&CCVs2003to2006 + DOCs&CCVs2007to2009 + DOCs&CCVsPost2009) * AvgMilesPerTruck /5.47)) * 0.01015 

NOTE: AvgMilesPerTruck =60000 

D. CO2 (Short tons) – Flow Through Filter

DCO2 = (((FlowThroughFilterPre1988 + FlowThroughFilter1988to1993 + FlowThroughFilter1994to2002) * AvgMilesPerTruck

/5.47) + (( FlowThroughFilter2003to2006 + FlowThroughFilter2007to2009 + FlowThroughFilterPost2009) * AvgMilesPerTruck

/5.47)) * 0.01015 

NOTE: AvgMilesPerTruck =60000 

E. CO2 (Short tons) – Diesel Particulate

ECO2 = (((DieselParticulatePre1988 + DieselParticulate1988to1993 + DieselParticulate1994to2002) * AvgMilesPerTruck /5.47) + 

(( DieselParticulate2003to2006 + DieselParticulate2007to2009 + DieselParticulatePost2009) * AvgMilesPerTruck /5.47)) * 

0.01015 

NOTE: AvgMilesPerTruck =60000 

F. CO2 (Short tons) – Total Trucks Equipped with APU/SWTires/LNG

FCO2 = ((TotalTruckEquippedAPU/BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks * 0.11) + ( 

TotalTruckEquippedSWTires / BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks * 0.02) + ( TotalTruckEquippedLNG

/ BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks * 0.21)) * (BCO2 + CCO2 + D CO2 + E CO2) * -1 

Where

BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks = BaselineEmissionsFromAverageDrayTruckFleetPre1988 + 

BaselineEmissionsFromAverageDrayTruckFleet1988to1993 + BaselineEmissionsFromAverageDrayTruckFleet1994to2002 + 

BaselineEmissionsFromAverageDrayTruckFleet2003to2006 + BaselineEmissionsFromAverageDrayTruckFleet2007to2009 +

BaselineEmissionsFromAverageDrayTruckFleetPost2009

BCO2 = CO2 (Short tons) – Untreated

C CO2 = CO2 (Short tons) – DOCs & CCVs
F-3

D CO2 = CO2 (Short tons) – Flow Through Filter 

E CO2 = CO2 (Short tons) – Diesel Particulate

G. CO2 (Short tons) – Total Fleet Emissions

G CO2 = BCO2 + CCO2 + D CO2 + E CO2 + F CO2

Where

BCO2 = CO2 (Short tons) – Untreated

C CO2 = CO2 (Short tons) – DOCs & CCVs

D CO2 = CO2 (Short tons) – Flow Through Filter 

E CO2 = CO2 (Short tons) – Diesel Particulate

F CO2 = CO2 (Short tons) – CO2 (Short tons) – Total Trucks Equipped with APU/SWTires/LNG

H. CO2 (Short tons) – Change in Emissions from Baseline

H CO2 = G CO2 - A CO2 

Where

G CO2 = CO2 (Short tons) – Total Fleet Emissions

A CO2 = CO2 (Short tons) – Baseline Emissions From Average Dray Truck Fleet

I. CO2 (Short tons) – Percent Change in Emissions from Baseline

I CO2 = (G CO2 - A CO2 ) / A CO2

Where

G CO2 = CO2 (Short tons) – Total Fleet Emissions

A CO2 = CO2 (Short tons) – Baseline Emissions From Average Dray Truck Fleet

J. CO2 (Short tons) – SmartWay Fleet Score and Environmental Performance

J CO2 = (I CO2 / 40) * -100

Where

I CO2 = CO2 (Short tons) – Percent Change in Emissions from Baseline

II. PM Short Tons 

A. PM (Short tons) – Baseline Emissions From Average Dray Truck Fleet
F-4

APM = ((( BaselineEmissionsFromAverageDrayTruckFleetPre1988 * PMGramsPerMilePre1988 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet1988to1993 * PMGramsPerMile1988to1993 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet2007to2009 * PMGramsPerMilePre1988 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleetPost2009 * PMGramsPerMilePre1988 * 1.10E-06)) * AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 

Where

PMGramsPerMilePre1988 = 3.11 

B. PM (Short tons) – Untreated

BPM = (((UntreatedPre1988 * PMGramsPerMilePre1988 * 1.10E-06) + (Untreated1988to1993 * PMGramsPerMile1988to1993 * 

1.10E-06) + (Untreated1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06) + (Untreated2003to2006 *

PMGramsPerMile2003to2006 * 1.10E-06) + (Untreated2007to2009 * PMGramsPerMilePre1988 * 1.10E-06) + (UntreatedPost2009 *

PMGramsPerMilePre1988 * 1.10E-06)) * AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 

C. PM (Short tons) – DOCs & CCVs

CPM = (((DOCs&CCVsPre1988 * PMGramsPerMilePre1988 * 1.10E-06* 0.7) + (DOCs&CCVs1988to1993 *

PMGramsPerMile1988to1993 * 1.10E-06 * 0.7) + (DOCs&CCVs1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06 * 0.7) + 

(DOCs&CCVs2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06 * 0.7) + (DOCs&CCVs2007to2009 * PMGramsPerMilePre1988

* 1.10E-06 * 0.7) + (DOCs&CCVsPost2009 * PMGramsPerMilePre1988 * 1.10E-06 * 0.7)) * AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 

D. PM (Short tons) – Flow Through Filter

DPM = (((FlowThroughFilterPre1988 * PMGramsPerMilePre1988 * 1.10E-06* 0.5) + (FlowThroughFilter1988to1993 *

PMGramsPerMile1988to1993 * 1.10E-06 * 0.5) + (FlowThroughFilter1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06 * 0.5) 

+ (FlowThroughFilter2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06 * 0.5) + (FlowThroughFilter2007to2009 *

PMGramsPerMilePre1988 * 1.10E-06 * 0.5) + (FlowThroughFilterPost2009 * PMGramsPerMilePre1988 * 1.10E-06 * 0.5)) * 

AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 
F-5

E. PM (Short tons) – Diesel Particulate

EPM = (((DieselParticulatePre1988 * PMGramsPerMilePre1988 * 1.10E-06* 0.1) + (DieselParticulate1988to1993 *

PMGramsPerMile1988to1993 * 1.10E-06 * 0.1) + (DieselParticulate1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06 * 0.1) + 

(DieselParticulate2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06 * 0.1) + (DieselParticulate2007to2009 *

PMGramsPerMilePre1988 * 1.10E-06) + (DieselParticulatePost2009 * PMGramsPerMilePre1988 * 1.10E-06)) * 

AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 

F. PM (Short tons) – Total Trucks Equipped with APU/SWTires/LNG

FPM = ((TotalTruckEquippedAPU/BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks * 0.08) * (BPM + CPM + DPM + 

EPM) * -1) 

Where

BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks = BaselineEmissionsFromAverageDrayTruckFleetPre1988 + 

BaselineEmissionsFromAverageDrayTruckFleet1988to1993 + BaselineEmissionsFromAverageDrayTruckFleet1994to2002 + 

BaselineEmissionsFromAverageDrayTruckFleet2003to2006 + BaselineEmissionsFromAverageDrayTruckFleet2007to2009 +

BaselineEmissionsFromAverageDrayTruckFleetPost2009

BPM = PM (Short tons) – Untreated

CPM = PM (Short tons) – DOCs & CCVs

DPM = PM (Short tons) – Flow Through Filter 

EPM = PM (Short tons) – Diesel Particulate

G. PM (Short tons) – Total Fleet Emissions

GPM = BPM + CPM + DPM + EPM + FPM

Where

BPM = PM (Short tons) – Untreated

CPM = PM (Short tons) – DOCs & CCVs

DPM = PM (Short tons) – Flow Through Filter 

EPM = PM (Short tons) – Diesel Particulate

FPM = PM (Short tons) – Total Trucks Equipped with APU/SWTires/LNG

H. PM (Short tons) – Change in Emissions from Baseline
F-6

HPM = GPM - APM 

Where

GPM = PM (Short tons) – Total Fleet Emissions

APM = PM (Short tons) – Baseline Emissions From Average Dray Truck Fleet

I. PM (Short tons) – Percent Change in Emissions from Baseline

IPM = (GPM - APM ) / APM

Where

GPM = PM (Short tons) – Total Fleet Emissions

APM = PM (Short tons) – Baseline Emissions From Average Dray Truck Fleet

J. PM (Short tons) – SmartWay Fleet Score and Environmental Performance

J PM = (I PM / 80) * -100 

Where

I PM = PM (Short tons) – Percent Change in Emissions from Baseline

III. NOX Short Tons

A. NOX (Short tons) – Baseline Emissions From Average Dray Truck Fleet

ANOX = ((( BaselineEmissionsFromAverageDrayTruckFleetPre1988 * PMGramsPerMilePre1988 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet1988to1993 * PMGramsPerMile1988to1993 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleet2007to2009 * PMGramsPerMilePre1988 * 1.10E-06) + 

(BaselineEmissionsFromAverageDrayTruckFleetPost2009 * PMGramsPerMilePre1988 * 1.10E-06)) * AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 

B. NOX (Short tons) – Untreated

BNOX = (((UntreatedPre1988 * PMGramsPerMilePre1988 * 1.10E-06) + (Untreated1988to1993 * PMGramsPerMile1988to1993 * 

1.10E-06) + (Untreated1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06) + (Untreated2003to2006 *

PMGramsPerMile2003to2006 * 1.10E-06) + (Untreated2007to2009 * PMGramsPerMilePre1988 * 1.10E-06) + (UntreatedPost2009 *

PMGramsPerMilePre1988 * 1.10E-06)) * AvgMilesPerTruck) 
F-7

NOTE: AvgMilesPerTruck =60000 

C. NOX (Short tons) – DOCs & CCVs

CNOX = (((DOCs&CCVsPre1988 * PMGramsPerMilePre1988 * 1.10E-06) + (DOCs&CCVs1988to1993 *

PMGramsPerMile1988to1993 * 1.10E-06) + (DOCs&CCVs1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06) + 

(DOCs&CCVs2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06) + (DOCs&CCVs2007to2009 * PMGramsPerMilePre1988 * 

1.10E-06) + (DOCs&CCVsPost2009 * PMGramsPerMilePre1988 * 1.10E-06)) * AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 

D. NOX (Short tons) – Flow Through Filter

DNOX = (((FlowThroughFilterPre1988 * PMGramsPerMilePre1988 * 1.10E-06) + (FlowThroughFilter1988to1993 *

PMGramsPerMile1988to1993 * 1.10E-06) + (FlowThroughFilter1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06) + 

(FlowThroughFilter2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06) + (FlowThroughFilter2007to2009 *

PMGramsPerMilePre1988 * 1.10E-06) + (FlowThroughFilterPost2009 * PMGramsPerMilePre1988 * 1.10E-06)) * 

AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 
F-8

E. NOX (Short tons) – Diesel Particulate

ENOX = (((DieselParticulatePre1988 * PMGramsPerMilePre1988 * 1.10E-06) + (DieselParticulate1988to1993 *

PMGramsPerMile1988to1993 * 1.10E-06) + (DieselParticulate1994to2002 * PMGramsPerMile1994to2002 * 1.10E-06) + 

(DieselParticulate2003to2006 * PMGramsPerMile2003to2006 * 1.10E-06) + (DieselParticulate2007to2009 * PMGramsPerMilePre1988

* 1.10E-06) + (DieselParticulatePost2009 * PMGramsPerMilePre1988 * 1.10E-06)) * AvgMilesPerTruck) 

NOTE: AvgMilesPerTruck =60000 

F. NOX (Short tons) – Total Trucks Equipped with APU/SWTires/LNG

FNOX = ((TotalTruckEquippedAPU/BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks * 0.11) + ( 

TotalTruckEquippedSWTires / BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks * 0.02) * (B NOX + C NOX + DNOX + 

E NOX) * -1 

Where

BaselineEmissionsFromAverageDrayTruckFleetTotalTrucks = BaselineEmissionsFromAverageDrayTruckFleetPre1988 + 

BaselineEmissionsFromAverageDrayTruckFleet1988to1993 + BaselineEmissionsFromAverageDrayTruckFleet1994to2002 + 

BaselineEmissionsFromAverageDrayTruckFleet2003to2006 + BaselineEmissionsFromAverageDrayTruckFleet2007to2009 +

BaselineEmissionsFromAverageDrayTruckFleetPost2009

BNOX = NOX (Short tons) – Untreated

CNOX = NOX (Short tons) – DOCs & CCVs

DNOX = NOX (Short tons) – Flow Through Filter 

ENOX = NOX (Short tons) – Diesel Particulate

G. NOX (Short tons) – Total Fleet Emissions

GNOX = BNOX + CNOX + DNOX + ENOX + FNOX

Where

BNOX = NOX (Short tons) – Untreated

CNOX = NOX (Short tons) – DOCs & CCVs

DNOX = NOX (Short tons) – Flow Through Filter 

ENOX = NOX (Short tons) – Diesel Particulate

FNOX = NOX (Short tons) – Total Trucks Equipped with APU/SWTires/LNG

H. NOX (Short tons) – Change in Emissions from Baseline

HNOX = GNOX - ANOX 
F-9

Where

GNOX = NOX (Short tons) – Total Fleet Emissions

ANOX = NOX (Short tons) – Baseline Emissions From Average Dray Truck Fleet

I. NOX (Short tons) – Percent Change in Emissions from Baseline

INOX = (GNOX - ANOX ) / ANOX

Where

GNOX = NOX (Short tons) – Total Fleet Emissions

ANOX = NOX (Short tons) – Baseline Emissions From Average Dray Truck Fleet

J. NOX (Short tons) – SmartWay Fleet Score and Environmental Performance

J NOX = (I NOX / 80) * -100 

Where

I NOX = NOX (Short tons) – Percent Change in Emissions from Baseline

IV. SmartWay SIF Score and Environmental Performance

A. Score Calculation

ASCORE = I CO2 + I PM + I NOX 

Where

I CO2 = CO2 (Short tons) – Percent Change in Emissions from Baseline

I PM = PM (Short tons) – Percent Change in Emissions from Baseline

I NOX = NOX (Short tons) – Percent Change in Emissions from Baseline

B. SmartWay SIF Ranking

Brank = If ASCORE < 0.498, then “No Rating” 

Brank = If ASCORE > 0.499 and ASCORE ≤ 1, then “0.75”

Brank = If ASCORE > 1 and ASCORE ≤ 1.8, then “1.00”

Brank = If ASCORE >1.8, then “1.25”

Where

ASCORE = Score Calculation
F-10

C. Environmental Performance

CEnvPerf = If ASCORE ≤0.05, then “No Rating”

CEnvPerf = If ASCORE > 0.05 and ASCORE ≤ 0.499, then “Average”

CEnvPerf = If ASCORE > 0.499 and ASCORE ≤ 1, then “Good”

CEnvPerf = If ASCORE > 1 and ASCORE ≤ 1.8, then “Very Good”

CEnvPerf = If ASCORE >1.8, then “Outstanding” 

Where

ASCORE = Score Calculation
Appendix G 

Emission Estimates: MOVES2010a vs MOVES2010b
G-1 

The 2012 Truck Tool uses NOx and PM emission factors derived from U.S. EPA’s 

MOVES2010b emission factor model, while the 2011 Truck Tool relied upon 

emission factors from MOVES2010a. For this reason certain differences in NOx and 

PM emission estimates may be observed using the current tool compared to the 

2011 Tool. Assuming the same mileage, road type/speed, idle hours, fuel type, 

model year, and truck class are used in both tools, the emission differences will be 

relatively small. For example, differences in diesel truck emission estimates are 

generally less than 1%. Estimates for gasoline truck emissions are somewhat more 

significant, but still typically close at approximately 10%, with the MOVES2010b 

estimates higher than the MOVES2010a estimates. 

As discussed in Section 2.2, MOVES2010b provides estimates for extended idle 

emissions for long-haul combination trucks (assumed to apply to Class 8b diesels 

only in the 2012 Truck Tool). Extended idle NOx emissions are considerably higher 

than short-duration idle emissions, as engine loads and exhaust temperatures at 

extended idle are not high enough to engage the NOx controls associated with 2007 

and later model year trucks. Accordingly, extended idle NOx emission rates for late 

model diesels are much higher than corresponding short-duration idle rates. (PM 

control effectiveness in diesel trucks is largely unaffected by the duration of idle 

events.) 

As the MOVES2010a model did not provide emission estimates for extended idle 

emissions, NOx emission estimates from the 2012 Truck Tool can be significantly 

higher than those from the 2011 Truck Tool, in those cases where substantial 

extended idle hours are entered for Class 8b diesel trucks in the 2012 Tool. For 

example, a 2007 Class 8b diesel truck travelling 100,000 miles per year and having 

400 extended idle hours per year results in a 10% increase in NOx emissions 

relative to estimates from the 2011 Truck Tool. Therefore fleets with significant

extended idle hours for Class 8b diesel trucks are likely to see a substantial increase 

in NOx emissions relative to prior year estimates, all other factors being equal.