SmartWay 2011 Truck Tool

 Technical Documentation 

U.S. EPA SmartWay | EPA420-B11-009 | www.epa.gov/smartway 
1

SmartWay 2011

Truck Tool Technical Documentation

United States Version

1-27-2011

1.0 Overview

This document provides detailed background information on the data sources, 

calculation methods, and assumptions used within the new SmartWay 2011

Truck Tool. 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. While the primary purpose of the previous 

version of the truck carrier tool (FLEET) was to help fleets estimate the likely fuel 

and emission reduction benefits of specific advanced technologies (e.g., through 

the adoption of certified aerodynamic retrofits) relative to a pre-control baseline, 

the primary purpose of the new 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 

mass-based performance metrics for CO2, NOx, and PM (PM10 and PM2.5), 

including:1

• Grams per mile

• Grams per average payload ton-mile

• Grams per thousand cubic foot-miles

• Grams per thousand utilized cubic foot-miles

The tool can also generate estimates of emissions associated with the total 

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

can then be assessed at the truck-class and/or fuel-type level, or on an 

aggregated basis across all classes and fuels.

 1 At this time the 2011 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

The new 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 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 EPA-approved emission rate factors that are stored in look-up tables within 

the tool. 

The tool contains different types of emission rate factors for different pollutants. 

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

2

 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 (DPF, or “PM traps”). In the tool, PM control

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

factors.3

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) and nitrous oxide (N2O) are not included in 

the 2011 Truck Tool.

3 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 Source4

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.

Within the tool, users may provide their CNG fuel use estimates in terms of 

gasoline-equivalent 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.5

 4 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 vi).

 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

5 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 on-road operation from EPA’s MOVES2010 model, for gasoline, diesel, and 

E10 for all heavy truck classes (2b – 8b) under national default temperature and 

fuel conditions, for model years 1988 through 2010 (see Appendix A for a full list 

of factors). The emission factors are broken out by general drive cycle type 

(urban or highway), and average speed range, as discussed below.

Idle emission factors for NOx and PM were developed separately by model year, 

truck class, and fuel type (diesel and gasoline). MOVES2010 does not currently 

provide idle factors in terms of grams per hour, so we ran MOVES2010 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. The resulting idle factors are 

presented in Appendix B.6

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

factors from MOVES2010 for use in the Truck Tool. Emission factors in grams 

per mile were developed for gasoline, E10,7 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.

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

 6 The idle factors correspond to short-term idling. Factors for long-term extended idling will be

higher (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.

Adjustment factors to account for the difference between short and long-term idling may be 

applied in the future, utilizing the reported differences between long and short-term hours on the 

Activity Information page in the SmartWay Truck Tool.

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

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:

E` = uncorrected8

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.)

mass emissions calculated based on operating mode and 

emissions contribution by speed bin

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.)

 8 Subsequent adjustment factors are presented in Equation 3 below.
7

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 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), 

25 - 50 mph > 50 < 25 
8

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

11 11 12 12 13 13 14 14 15 15 16 16

1 `

Rn

R T R T R T R T R T R T

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

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

calculated using operating mode distributions and emission factors from 

the “emissionratebyage” table

emission, obtained from MOVES outputs, for an individual 

source type and model year

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

emissions component, En`, as shown in Equation 4:
9

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 modeling. Default operating mode percentages 

may also be used, as calculated above.

Conversion of emission factors from source type basis to weight class

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 longhaul 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) 
12

operation.9 In addition, actual emission levels are relatively insensitive to road 

type across these three types. However, speed distribution appears to have a 

significant bearing on emissions for urban arterial operation. Accordingly, the 

recommendation for Truck Tool application was to develop fully disaggregated 

emission factor look up tables (retaining all four road types), and then weight 

urban freeway, rural arterial, and rural freeway road type operations in order to 

aggregate emission lookup tables within the SmartWay tool to reflect “urban” 

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

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

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

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

distributions would only be permitted for urban arterial operation. 

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

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

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

speed distribution”

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

entry (see Truck Tool User Guide for details).

2.3 Alternative Fuels

NOx and PM emission factors are not available from MOVES2010 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:

 9 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. 
13

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,10 and then these adjustment factors 

were applied to the appropriate conventional diesel emission factors in Appendix 

A (see Section 2.2 for the sources of conventional diesel emission factors). Note 

that the fleet-average blend value is assumed to be the same for all truck 

classes, since the biofuel consumption data is not collected at the truck class 

level. (This assumption holds for ethanol consumption data inputs as well.)

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 MOVES2010. Given the 

lack of heavy-duty E85 test data, adjustment factors for E85 were based on

emissions estimates for light-duty vehicle cited by the US DOE Alternative Fuels 

and Advanced Vehicles Data Center.11 These estimates come from a technical 

paper published in the Journal of Air & Waste Management.

12 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 

 10 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. 11 See http://www.afdc.energy.gov/afdc/vehicles/emissions_e85.html, last validated August 20, 2009. 12 http://www.afdc.energy.gov/afdc/pdfs/technical_paper_feb09.pdf
14

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 E100,13 ethanol is estimated to constitute 

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

14

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.

15. 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 vehicle emissions would be equal to natural 

gas vehicle emissions.16 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. 

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%

 13 https://www.afdc.energy.gov/afdc/prep/popups/gges.html, last verified 12-29-10. 14 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.

15 http://www.afdc.energy.gov/afdc/vehicles/emissions_natural_gas.html, last validated August 24, 2009. 16 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

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 DPF 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.
16

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, as discussed in Section 2.1 above. The general 

equation for calculating CO2 emissions using reported fuel consumption values is 

as follows:

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)

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

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)
17

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 Idling

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 – (0.3 × TDOC / TCT)) × (1 – (0.3 

× TCCV / TCT)) × (1 – (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

0.3 = Effectiveness of DOC & CCV (30%) at reducing particulate matter

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

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

drive cycle fractions apply across all model years of a given truck class. 

Similarly, the method assumes that estimated idle hours apply equally to all 

model years of a given truck class.

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

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

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

of total miles associated with highway/rural driving for each truck class. The user 

may also provide percentages for the miles spent driving in urban conditions 

(e.g., unrestricted access, surface roads in well-traveled urban areas), for 

different speed categories (0 – 25 / 25 – 50 / 50+ mph). This information may be 

obtained from analysis of truck ECM or possibly GPS data. If urban speed 

distribution data is not available, the user may select to use default distributions, 

obtained from the MOVES model. The default speed distributions for urban 

operation (as defined in Section 2.2 above) varies with vehicle class and model 

year. However, the variation over model years is very slight (typically with a 

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

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

combination for use within the Truck Tool. 
18

Table 3 presents the resulting default urban speed distributions by speed 

category for each truck class, for both diesel and gasoline vehicles.

17 

 17 The Truck Tool utilizes the diesel vehicle default speed distributions for non-gasoline vehicles (LPG, 

LNG, CNG).
19

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%

Vehicle Class Speed Group

Percent 

by Class

Gasoline

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 

Operation (MOVES2010 basis)18

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

vehicle operation is associated with “deceleration” events, evaluated 

 18 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%.
20

independently from other operation due to their unique emission rate patterns.19 

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.

 19 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%.

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.)
21

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 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. 

Therefore, assuming 1,000 gallons of gasoline are specified by the user, there 

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
22

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

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, and capacity volume 

utilization 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 fleetspecific 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.

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.) However, common body types were identified within 

each vehicle class, along with associated payload distributions, using data from

the US Census Bureau’s 2002 Vehicle Inventory Use Survey (VIUS).

Default Payload Distributions

20 The 

VIUS collected self-reported data from thousands of truck operators involved in 

freight movement across the U.S. In order to identify common body and trailer 

types at the vehicle class level, the following filters were first applied to the full 

VIUS dataset.

 20 See http://www.census.gov/svsd/www/vius/2002.html. 
23

• BUSINESS = 1 (for-hire transportation or warehousing), or 2 

(vehicle leasing and rental). This filter thereby excluded non-freight 

vehicles such as utilities, construction, and agriculture;

• FUEL = 1 (Gasoline), or 2 (Diesel). Alternative fuel vehicles such 

as CNG and LPG were excluded;

• P_EMPTY <> 100. That is, vehicles operating empty 100% of the 

time were excluded;

• TRUCK_SORTER <>1 – excludes light-duty vehicle body types;

• VIUS_GVW >2 – gross vehicle weight rating > 8,500 lbs;

• BODYTYPE <> 5 (armored), 7 (concrete mixer), 8 (concrete 

pumper), 9 (crane), 11 (dump), 15 (utility service), 16 (other 

service), 17 (street sweeper), 20 (wrecker), 21 

(trash/garbage/recycling), 22 (vacuum);

• TRAILERTYPE <> 4 (dump), 8 (mobile home toter), 13 (trailermounted equipment).

After applying these screens, 14,540 records remained in the VIUS dataset for 

further analysis. Each of these records corresponded to survey responses from 

individual fleets of varying sizes, truck classes, and services. These records 

were then sorted by vehicle class according to the VIUS_GVW field to identify 

major body types within each class, and the corresponding payload averages 

and standard deviations. Average payload from VIUS was assumed to equal 

WEIGHTAVG – WEIGHTEMPTY. 

Body types constituting approximately 5 percent or more of the total VIUS classlevel vehicle count were included in the Truck Tool Payload Calculator, as 

described in Section 3.3.2.b of the Truck Tool User Guide.21 In addition, the 

payload averages and ranges for “Other” body type categories were set equal to 

the class-level values within the VIUS (i.e., averaged across all body types). 

Table 4 presents the payload averages, standard deviations, minimum and 

maximum values for common body types by vehicle class.22 Note that the 

average values and standard deviations presented below are not weighted by 

fleet size. 

Table 4. Average Payload and Standard Deviation (short tons) for Common 

Body Types, by Vehicle Class (VIUS 2002 basis – diesel and gasoline)

Body/trailer type

Average 

payload 

(tons)

Std 

Deviation Max Min

Vehicle 

Count 

(N)

% of 

Vehicle 

Class

Class 2b

 21 Trailer types representing less than 5 percent of the Class 8b category are also presented, due to the 

relatively large vehicle populations within this class.

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

types.
24

Body/trailer type

Average 

payload 

(tons)

Std 

Deviation Max Min

Vehicle 

Count 

(N)

% of 

Vehicle 

Class

flatbed/stake/platform 1.3 0.4 2.0 0.8 756 7%

step/walk-in 1.2 0.4 2.3 0.3 5,591 52%

van (basic enclosed) 1.1 0.7 2.9 0.0 3,897 36%

All (other) 1.2 0.6 2.9 0.0 10,794 

Class 3

step/walk-in 2.1 0.5 3.8 0.4 39,555 60%

van (basic enclosed) 1.8 0.8 4.5 0.0 20,490 31%

All (other) 1.9 0.7 4.5 0.0 65,544 

Class 4

flatbed/stake/platform 2.1 0.9 3.4 0.3 3,502 10%

step/walk-in 3.1 0.8 5.2 0.2 12,554 37%

van (basic enclosed) 2.7 0.8 5.0 0.2 15,385 45%

All (other) 2.8 0.8 5.2 0.2 34,025 

Class 5

step/walk-in 4.1 0.9 5.4 0.3 14,058 41%

van (basic enclosed) 3.2 1.2 6.5 0.0 17,595 51%

All (other) 3.4 1.3 6.5 0.0 34,670 

Class 6

flatbed/stake/platform 4.5 1.9 8.8 0.5 6,986 6%

reefer 5.0 1.5 8.5 0.8 7,301 6%

step/walk-in 5.3 1.1 8.5 0.5 27,711 23%

van (basic enclosed) 4.7 1.5 10.0 0.5 74,600 61%

All (other) 4.9 1.5 10.0 0.4 121,747 

Class 7 - straight trucks

beverage 8.2 3.1 14.1 0.5 2,617 8%

flatbed/stake/platform 5.5 3.2 12.0 0.0 2,762 8%

reefer 7.1 1.9 10.6 4.5 4,203 13%

tank (fluid) 6.8 2.3 10.0 0.0 3,272 10%

van (basic enclosed) 5.9 2.2 11.0 1.0 18,278 55%

All (other) 6.3 2.4 14.1 0.0 33,250 

Class 7 - combination trucks

flatbed/stake/platform 5.2 0.4 6.0 5.0 869 13%

reefer 3.6 1.0 4.5 2.5 484 7%

van (basic enclosed) 5.0 1.6 7.8 0.0 4,948 75%

All (other) 5.0 1.6 7.8 0.0 6,585 

Class 8a - straight trucks

flatbed/stake/platform 9.1 4.9 25.5 1.0 4,070 28%
25

Body/trailer type

Average 

payload 

(tons)

Std 

Deviation Max Min

Vehicle 

Count 

(N)

% of 

Vehicle 

Class

tank (fluid) 12.9 3.6 22.0 4.0 3,668 25%

van (basic enclosed) 9.7 4.6 24.5 1.0 5,390 37%

All (other) 10.9 4.7 25.5 1.0 14,526 

Class 8a - combination trucks

beverage 12.3 4.4 18.5 1.0 4,994 5%

flatbed/stake/platform 9.9 4.3 21.2 1.4 8,139 8%

van (basic enclosed) 10.6 4.0 21.5 0.3 79,757 76%

All (other) 10.5 4.1 21.5 0.3 104,842 

Class 8b - combination trucks

flatbed 23.9 4.0 60.0 10.5 64,385 12%

reefer 22.2 2.9 32.3 6.0 67,028 12%

tanker 26.0 4.7 49.5 15.4 42,100 8%

Dry van (single trailer) 19.5 6.7 40.4 0.5 313,057 57%

Dry van (double trailer) 20.6 5.8 41.3 7.5 10,468 2%

Dry van (triple trailer) 27.1 3.2 31.8 24.5 283 0%

specialty 24.5 5.0 52.5 8.3 43,047 8%

Chassis (container) 22.2 4.3 32.5 2.0 8,398 2%

All (other) 21.6 6.1 60.0 0.5 548,767 

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 

combinations,23 five default ranges are offered for Partner selection:

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

deviation);

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

(Average payload – 1 x standard deviation);

• 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 VIUS 

Maximum observed value.

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

 23 In a few instances, the maximum VIUS value for a particular vehicle class/body type combination was 

less than the Range 4 minimum value. In these cases the Payload Calculator simply indicates Range 5 as 

“not available”.
26

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 Truck Tool 

(without using the payload calculator) are validated using the same VIUS data 

described above, corresponding to the “Other” body types in the calculators.24

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 VIUS dataset, as well as typical trailer, container, carrier, and 

tanker sizes, for combination trucks (classes 8a and b). 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’ crosssection, and the exterior length less 1/2 foot. 20 and 40 foot container 

dimensions are referenced in many places, such as 

Default Capacity Volumes

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

25 Table 5

summarizes the default volumes assumed for a number of standard trailers, 

containers, tankers, and bulk carriers.

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 

40x28 4,824 

40x40 5,688 

48x48 6,840 

28x28x28 5,940 

Containers 20ft 1,159

40ft 2,347

 24 For class 7 trucks, direct entries are validated against the payload distributions for straight trucks; for 

class 8a trucks, direct entries are validated against the distributions for combination trucks.

25 53 foot containers are assumed to have interior dimensions of 52’ 5” x 7’ 8” x 7’ 10”
27

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.

Available information was compiled as it relates to cargo volume capacity for the 

common straight truck body types identified in the VIUS. (Following a SAS 

analysis on the VIUS Microdata, grouping body type versus cubic cargo capacity, 

it was determined that none of the 246 variables in VIUS included cubic capacity 

information.)

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

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

the various 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). 
28

Additionally, validation searches were performed on websites outlining current 

truck sales to help identify the appropriate size/class of the vehicles and 

applicable specifications. The following information was collected from these 

searches for over 40 different vehicles currently available on the market:

• Length, width, height of the cargo hold

• Reported cargo space (cubic feet)

• Gross Vehicle Weight

• Payload

• Manufacturer

• Make/Model

• Reference website

Outreach to key stakeholders in the commercial vehicle industry was also 

performed to further validate the information collected from the literature and 

resource review. Contact was made with representatives from Volvo Trucks 

North America; the American Transportation Research 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 provided in Table 6 below for straight trucks, class 

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.26 Consistent with the Payload Calculator methodology, the value 

for “Other” body types was set equal to the average across all body types 

identified for a given truck class. 

Table 6. Estimated Capacity Volumes (cubic feet) for Common Straight 

Truck Body Types, by Vehicle Class

Body/trailer type Average Capacity Volume (Cubic Feet)

Class 2b

flatbed/stake/platform 336

step/walk-in 314

van (basic enclosed) 340

Other 330

Class 3

step/walk-in 547

van (basic enclosed) 450

 26 Ideally in the future capacity estimates would be weighted by model sales data or other sources of 

information related to the relative frequency of the different vehicle makes and models.
29

Body/trailer type Average Capacity Volume (Cubic Feet)

Other 599

Class 4

flatbed/stake/platform 448

step/walk-in 700

van (basic enclosed) 808

Other 830

Class 5

step/walk-in 670

van (basic enclosed) 1,515

Other 1,233

Class 6

flatbed/stake/platform 672

reefer 1,521

step/walk-in 1,496

van (basic enclosed) 1,380

Other 1,267

Class 7

beverage 1,505*

flatbed/stake/platform 728

reefer 1,774

tank (fluid) 267

van (basic enclosed) 1,552

Other 1,505

*Set equal to “Other” due to lack of data

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
30

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 this review are presented in Appendix D.

3.4 Data Validation

The SmartWay Truck Tool has a number of standard 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 errors have been resolved.

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

or Warning Messages

Screen Description Type

Contact Info Missing data in any required field. (Optional fields: Address2, TollFree Phone, Phone Extension, Fax, Salutation & Middle Initial)Error

General Info Blank long-haul vs. short-haul percentages Error

General Info No fuel types checked Error

General Info PM Reductions checked but no PM reduction values entered Error

General Info Blank for percentage of truckloads that utilize 100% of available 

cargo capacity

Error

General Info No commodities selected Error

Activity Info Blanks for any checked truck class field Error

Activity Info Blanks for any Data Source field Error

Model Year No truck classes selected Error
31

Screen Description Type

Model Year No truck counts entered for a selected (checked) truck class Error

Activity Info Zeros for Total Miles, Revenue Miles, Gallons of Fuel, Payload or 

Volume

Error

Activity Info Revenue Miles > Total Miles Driven Error

Activity Info Empty Miles > Total Miles Driven Error

Activity Info Capacity Utilization > 100% or = 0% Error

Activity Info Biofuel gallons > Total Fuel gallons Error

Activity Info Average Payload outside 2 standard deviations or outside 1 

standard deviation without an explanation

Error

Activity Info Average Payload outside 1 standard deviation (with explanation) Warning

Activity Info Average Volume outside 2 standard deviations or outside 1 

standard deviation without an explanation

Error

Activity Info Average Volume outside 1 standard deviation (with explanation) Warning

Activity Info Average Idle Hours > 8,760 (8,760 = 365 x 24) Error

Activity Info Truck body types on payload and volume calculators not in 

agreement

Error

Activity Info Miles per truck > 125,000 for classes 2b – 7 or miles per truck > 

200,000 for classes 8a and 8b

Warning

Activity Info Miles per truck > 500,000 Error

Activity Info Miles per gallon outside 1 standard deviation (but within 2 standard 

deviations) from average for that truck class

Warning

Activity Info Miles per gallon outside 2 standard deviations from average for that 

truck class

Error

PM Reductions Value in any PM Reductions field > value in corresponding Model 

Year field

Error

PM Reductions Values for PM Trap + DOC (together) > value in corresponding 

Model Year field

Error

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.

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

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

Validity 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 or inadvertently add an 

extra zero upon data entry. By comparing these data entries to reliable industry 

averages and distributions, these values can be flagged allowing users to quickly 

correct such errors. 

Second, under certain circumstances Partners may operate their fleets under 

atypical conditions, resulting in extreme (outlier) data values. For example, 

permitted heavy-haul operations may routinely exceed industry-average payload 

values by 10 or more tons. By flagging such data entries Partners have the 
32

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. Similarly, conventional engine technology will 

necessarily limit the maximum possible mpg obtainable by a truck under even 

optimistic operating conditions. 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.

Four key parameters were identified for detailed validity checks of class-level 

data inputs: average annual miles per truck, average payload, average volume, 

and miles per gallon (mpg). The data sources and validation rules associated 

with each of these parameters is discussed below.

Appendix C presents a number of parameter distributions compiled from draft

SmartWay partner submissions of their 2008 fleet files, including annual miles 

per truck by vehicle class.

Annual Miles per Truck

27 As seen in the histograms, the class 2b through 

class 7 distributions are highly skewed toward relatively low mileage rates. On 

the other hand, the class 8b mileage data appears to resemble a normal 

distribution centered at approximately 100,000 miles per year. (Class 8a 

vehicles present a much less “organized” distribution, with substantial spread 

over a very large range of values.) As such, it was decided to implement a 2-

tiered warning system, applying the following rules:

• For class 2b through 7 vehicles, raise a warning flag if annual 

mileage is > 125,000 miles per year;

• For class 8a/b vehicles, flag if mileage is > 200,000 miles per year;

• For all classes, do not allow mileage values greater than 500,000 

miles per year.

As summarized in Table 4 above, the VIUS data was used to develop default 

payload ranges for different common body types, by truck class. Ranges are 

centered around the average payload value, with boundaries at one and two 

times the standard deviation of the payload distribution. While the tool will flag 

any payload input more than one standard deviation from the average value, and 

Average Payload

 27 Note that this data was collected before implementing rigorous validation routines. As such it 

may contain inaccurate/erroneous data points. However, the data provides a reasonable “first 

cut” at establishing warning levels for Partners to confirm or modify their data inputs.
33

requires an explanation for any entry greater than two standard deviations from 

the average, the tool will allow any non-zero payload to be entered. 

As discussed in Section 3.3, data regarding straight truck capacity volumes was 

extremely limited. As such, it was not possible to develop distributional estimates 

for this parameter. Accordingly, a simple validation criteria was implemented, 

applying a “yellow flag” to data entries differing from the default value for a given 

body type by +/- 25%, and a “red flag” to values greater than 50%.

Average Capacity Volume

28 

The distribution of diesel mpg values for SmartWay partners (based on draft 

2008 data) is shown in Appendix C by vehicle class. The mpg values for class 6 

and larger vehicles appear to be roughly normally distributed, while the 

distributions for the smaller vehicles do not appear to follow a clear pattern.

Average Miles per Gallon

29 In 

order to remove potentially erroneous values from the data, the top and bottom 

5% of mpg values were dropped from the distributions, and averages and 

standard deviations were calculated for the remaining data. This process 

preferentially removed high end values from the original distributions, thereby 

lowering both sample averages and standard deviations. The resulting values 

are presented in Table 8. These values were used to develop five ranges for 

validation of class-level mpg estimates based on standard deviations, similar to 

the ranges developed for average payload described above. 

 28 For this parameter “red flag” warnings simply note that the associated value is far from the typical value 

for that body type/class, while “yellow flag” warnings note that the value is somewhat larger/smaller than 

anticipated. Explanations are not requested for warnings.

29 The smaller vehicle class distributions also have substantially smaller sample sizes, increasing their 

associated uncertainty.
34

Table 8. SmartWay Partner Average MPG, Standard Deviation, and Validation Ranges for Diesel Vehicles

(2008 Data Submittal)

Range

1 2 3 4 5

Class Avg Std dev min max min max min max min max min max*

2b 11.68 4.01 > 0.00 3.66 3.66 7.67 7.67 15.69 15.69 19.70 19.70 24.96

3 9.11 3.63 > 0.00 1.85 1.85 5.48 5.48 12.74 12.74 16.37 16.37 23.28

4 10.04 2.53 > 0.00 4.98 4.98 7.51 7.51 12.57 12.57 15.10 15.10 20.16

5 8.13 2.72 > 0.00 2.69 2.69 5.41 5.41 10.85 10.85 13.57 13.57 18.72

6 7.59 1.38 > 0.00 4.83 4.83 6.21 6.21 8.97 8.97 10.35 10.35 18.00

7 7.37 1.57 > 0.00 4.23 4.23 5.80 5.80 8.94 8.94 10.51 10.51 14.52

8a 5.98 0.69 > 0.00 4.60 4.60 5.29 5.29 6.67 6.67 7.36 7.36 11.16

8b 5.86 0.51 > 0.00 4.84 4.84 5.35 5.35 6.37 6.37 6.88 6.88 11.16

*Based on PERE modeling results – see below.
35

In addition to the standard deviation estimates derived from adjusted Partner 

data, upper bound mpg values were also estimated to establish absolute 

maximum values. These upper bound values are intended to reflect fundamental 

physical constraints on potential vehicle efficiency. Accordingly, if calculated 

mpg values exceed this upper bound limit, Partners must revise their mileage 

estimates, fuel consumption estimates, or both in order to lower their mpg values. 

PERE Modeling

To calculate the maximum expected values for fuel economy for each of the truck 

classes, EPA’s Physical Emission Rate Estimator (PERE) model was used. This 

model calculates second-by-second fuel consumption for user-defined drive 

cycles based on a physical model. The model takes a number of user-specified 

parameters, along with its own defaults, to perform these calculations for a 

variety of vehicle and powertrain types. The assumptions and data sources for 

the model inputs used are presented below.

[NOTE: The values developed using the PERE model should be considered 

preliminary estimates. Upper bound efficiency estimates will be revised based 

on improved engine modeling tools recently developed by the EPA in support of 

the upcoming heavy-duty vehicle Notice of Proposed Rule Making.]

Inputs to the model were chosen such that their result would define an upper limit 

for the fuel economy of the different truck classes. Many of the parameters were 

based on Internet searches for specifications of various trucks in “as-delivered” 

condition, prior to the addition of various vocational or cargo equipment 

installations that would increase drag and vehicle weight. For specifications that 

were not available, parameters were chosen based on engineering judgment for

reasonable best-case values. An important source of information was an EPA 

draft document discussing the use of the PERE model by Nam and Gianelli30. 

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 most sensitive inputs to the PERE model include vehicle weight and 

engine size. Vehicle weights and engine sizes were taken from manufacturer 

supplied truck specifications where possible. For example, the Ford publication

F-250/F-350/F-450/F-550 Specifications31

 30 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.

contains base curb weights and 

engine sizes for some of their offerings in the medium duty truck market. Another 

source of manufacturer data was in the Kenworth T170/T270/T370 Body Builders 

31 FordF150.net. F-250/F-350/F-450/F-550 Specifications. Retrieved from 

http://www.fordf150.net/specs/05sd_specs.pdf
36

Manual32. The T170-T370 model range consists of medium duty trucks that can 

be delivered with a cab-only chassis. The builder’s manual describes all of the 

dimensions relevant to the manufacturer of a body or cargo area on the rear of 

the chassis. As such, it includes curb weights, length and width, and gross 

vehicle weight ratings that were used in creating many of the PERE inputs for the 

class 5, 6, and 7 maximum fuel economy estimates. Where specifications for

multiple trucks were found for a given class, values were selected that would 

result in maximum fuel economy, unless they were deemed atypical of in-use 

vehicles. Overall, variations in weight and engine size over the ranges found in 

literature did not have a large effect on fuel economy estimates compared to 

other inputs to the PERE model, as discussed below. 

The assumed number of transmission gears for each truck class was also based 

on specifications found on manufacturers’ web sites. However, there is a wide 

range in the number of gears associated with the different transmissions

available. While the most efficient setup for class 2b through class 4 would likely 

be a 6 speed manual transmission, there are a variety of options for classes 5 

through 7. Since it is common for modern class 8 trucks to have 10 gears, 

intermediate values were assumed based on the class 4 and 8 speeds (six for 

Class 5, eight for Class 6, and ten for Class 7). All trucks were modeled with 

manual transmissions. 

The PERE model also requires shift speeds as an input to the model, but 

examples shift points were not found in literature or Internet searches. On-road 

data from class 8 trucks with 10-speed manual transmissions had been 

measured previously, and this data was analyzed to estimate typical up-shift 

speeds for the instrumented truck33. Using derived the speed/gear curve, two 

other curves were created by proportionally scaling for the 6 and 8 speed trucks 

modeled in the study. The shift speed chart has a very strong effect on the PERE 

model’s predicted fuel economy, but using these carefully scaled shift point 

curves should mitigate this source of uncertainty somewhat.

There were three other input values required for this assessment regarding the 

truck drivelines. First, diesel engine efficiency was taken to be 40% over the

entire drive cycle. The maximum engine speeds and highway cruise speeds were 

adjusted as well, to account for the larger displacement of heavy duty engines 

turning more slowly than typical class 2b truck engines. The effects of the engine 

speed parameters on estimated fuel economy were relatively small however.

 32 Kenworth. Kenworth T170/T270/T370 Body Builders Manual. Retrieved from 

http://www.kenworth.com/brochures/2009_Hybrid_Body_Builders_Manual.pdf

33 U.S. EPA Contract #EP-C-06-080, Work Assignment 3-07, ongoing project with Eastern Research 

Group, Inc.
37

The road load estimation required assumptions and calculations as road load 

curves are not generally available in the manufacturers’ literature. Two different 

methods of road load estimation were used and compared in an attempt to 

ensure the use of reasonably representative values. The results of the two 

methods were presented as a high and low estimate of the range of best-case 

fuel economy. The first method uses A, B, and C coefficient inputs for the PERE 

model to generate a quadratic equation of road load similar to that used by 

chassis dynamometers. These coefficients were estimated using the equations in 

Table 9 from Nam and Gianelli (2005) that provide estimates for A, B, and C 

based on truck weight and class. In general, A represents the rolling resistance 

term, C represents the aerodynamic drag term, and B is assumed to be zero. 

The second method of road load calculation is based on a 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 Laboratory34. Values for Cd ranged from 0.45 for class 2b and 

smaller medium duty trucks, to 0.5 for the class 8 long-haul trucks. The heavier 

medium duty trucks were assumed to have a Cd of 0.55 as they were assumed to 

be essentially vocational trucks with less streamlined aerodynamics. Frontal area 

was taken from manufacturer specifications where available. As given in Nam 

and Gianelli, the product of truck height and width was multiplied by a factor of 

0.93 to get an estimate of effective AF. Engineering judgment was applied to the 

dimensions found in literature to ensure a representative increase in frontal area 

from the smaller to larger trucks. The rolling resistance values were estimated 

using the trends observed by both Nam and Gianelli (2005) along with Delorme 

Karbowski, and Sharer (2009), ranging from 0.01 for the light and medium duty 

trucks, down to 0.008 for the class 8 trucks. 

The final input to the PERE model was the second-by-second drive cycle

information. It was assumed that the best case fuel economy would be 

encountered during highway driving, and that any of these types of vehicles 

could be used for extended highway travel. For this reason, the EPA Highway 

Fuel Economy Test (HwFET) was chosen for the driving cycle for all truck 

classes. Even though the test is designed only for light duty vehicles, it was used 

as 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 9.

 34 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.
38

Table 9. Key Assumptions for PERE MPG Modeling

Class

Minimum 

Weight, lbs

Engine 

Disp., L

Number of 

Gears

Effective Gear 

Ratio, RPM/mph

Applicable Drive Cycle

2b 5,750 6.0 6 35 Highway (HwFET)

3 6,000 6.0 6 35 Highway (HwFET)

4 8,500 6.4 6 33 Highway (HwFET)

5 9,500 6.7 6 33 Highway (HwFET)

6 13,000 6.7 8 33 Highway (HwFET)

7 15,000 8.3 10 31 Highway (HwFET)

8 25,000 13 10 30 Highway (HwFET)

Finally, the resulting mpg outputs from the PERE model were multiplied by 1.2 to 

provide an additional allowance for extraordinary operating conditions. The 

resulting values are shown under the Range 5-max column in Table 8 above.

Non-Diesel MPG Validation

The 2008 data submissions from SmartWay partners did not include enough 

information on non-diesel trucks in order to develop a robust distribution of mpg 

values 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.

35 The Argonne 

data for gas and diesel trucks was based on PSAT simulations of a typical pickup 

in the class 2b or class 3 range. The fuel consumption was reported for the same 

truck equipped with both gasoline and diesel engines over the various EPA 

emissions and fuel economy driving cycles. Using this data, a combined fuel 

economy was calculated using the method from EPA's pre-2008 combined 2-

cycle fuel economy using the FTP and Highway cycles as given in 40 CFR Part 

600. This method uses a weighted harmonic average of the two values, with the 

FTP weighted at 55% and the Highway weighted at 45%. 

The difference in the calculated combined fuel economies for the gas- and 

diesel-powered model results showed that the diesel had a 25.9% greater fuel 

economy than gasoline. These results are a direct volumetric comparison rather 

than in terms of gasoline-equivalent gallons. As such, the diesel mpg ranges 

shown in Table 8 above were 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 were 

set equal to those for comparable gasoline vehicles.

 35 Delorme, A. et. al., Impact of Advanced Technologies on Medium-Duty Trucks Fuel Efficiency, Argonne 

National Laboratory, 2010-01-1929.
39

Validation ranges for LPG and LNG vehicles were 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),36 thereby adjusting mpg 

values for volumetric energy density.

 36 https://www.afdc.energy.gov/afdc/prep/popups/gges.html
40

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.

4.1 Upcoming Functionality

Future versions of the Truck Tool will contain additional functionality to allow 

Partners to track their performance from year to year, as well as to compare their 

performance with other Partners. 
Appendix A: MOVES2010 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

1988-2b 2.160 21.928 27.251 7.314 12.639 0.085 1.034 1.386 0.336 0.643

1988-3 2.620 30.178 42.188 10.897 18.970 0.066 1.173 1.532 0.418 0.733

1988-4 2.645 29.220 40.581 9.846 17.152 0.060 1.194 1.543 0.436 0.744

1988-5 2.594 31.317 44.473 12.226 21.757 0.068 1.242 1.573 0.428 0.771

1988-6 2.580 31.907 45.639 12.894 22.889 0.071 1.255 1.585 0.427 0.779

1988-7 2.522 34.196 50.264 15.632 27.231 0.077 1.369 1.655 0.438 0.830

1988-8a 2.364 39.664 61.936 22.420 34.854 0.098 1.619 1.832 0.465 0.916

1988-8b 2.208 44.797 73.515 28.860 39.909 0.123 1.864 2.020 0.499 0.978

1989-2b 2.319 28.042 37.479 11.367 21.494 0.084 1.242 1.540 0.387 0.766

1989-3 2.579 28.316 38.445 9.426 15.980 0.066 1.142 1.504 0.412 0.709

1989-4 2.645 29.207 40.542 9.827 17.119 0.060 1.207 1.549 0.440 0.750

1989-5 2.610 30.615 43.061 11.397 20.168 0.066 1.229 1.561 0.430 0.761

1989-6 2.566 32.477 46.753 13.552 24.111 0.071 1.310 1.613 0.436 0.803

1989-7 2.570 32.348 46.587 13.382 23.843 0.072 1.302 1.614 0.438 0.801

1989-8a 2.409 38.330 59.002 20.662 33.294 0.091 1.582 1.796 0.462 0.905

1989-8b 2.201 44.990 73.950 29.122 40.055 0.122 1.892 2.026 0.499 0.983

1990-2b 2.018 14.980 18.875 5.622 8.882 0.099 1.041 1.420 0.308 0.634

1990-3 2.062 19.693 25.736 7.018 12.096 0.083 1.147 1.507 0.376 0.706

1990-4 2.041 22.499 31.030 7.482 12.740 0.061 1.180 1.530 0.432 0.731

1990-5 2.030 22.994 32.025 8.066 14.052 0.062 1.216 1.551 0.435 0.752

1990-6 1.968 25.638 37.207 11.117 19.700 0.072 1.370 1.639 0.442 0.827

1990-7 1.962 25.819 37.583 11.361 20.007 0.072 1.382 1.646 0.443 0.832

1990-8a 1.789 31.854 50.533 18.828 28.283 0.098 1.761 1.889 0.473 0.954

1990-8b 1.673 35.450 58.781 23.448 31.492 0.117 2.007 2.052 0.495 1.006

1991-2b 1.708 12.574 15.880 4.794 7.578 0.231 0.675 0.683 0.137 0.376

1991-3 1.867 20.781 29.257 7.111 11.939 0.060 1.096 0.824 0.218 0.454

1991-4 1.763 25.143 38.032 12.208 21.136 0.082 1.465 1.059 0.340 0.751

1991-5 1.798 17.026 22.302 6.083 10.356 0.167 0.906 0.755 0.167 0.420

1991-6 1.811 23.221 34.176 9.927 17.700 0.073 1.303 0.958 0.288 0.643

1991-7 1.748 25.559 39.043 12.788 21.719 0.085 1.499 1.084 0.351 0.769

1991-8a 1.597 30.267 49.581 18.839 27.337 0.118 1.898 1.380 0.506 0.960

1991-8b 1.522 32.732 55.442 21.938 29.486 0.143 2.115 1.557 0.611 1.043

1992-2b 1.660 11.197 14.207 4.440 6.812 0.238 0.595 0.653 0.132 0.363

1992-3 1.809 18.413 24.503 6.261 10.619 0.124 0.958 0.792 0.215 0.450

1992-4 1.879 20.745 29.102 6.964 11.791 0.063 1.074 0.849 0.248 0.475

1992-5 1.877 20.848 29.459 7.136 12.301 0.060 1.080 0.828 0.224 0.463

1992-6 1.823 23.154 33.901 9.769 17.469 0.073 1.279 0.965 0.301 0.642

1992-7 1.786 24.646 37.055 11.553 20.273 0.080 1.406 1.037 0.332 0.724

1992-8a 1.609 30.647 50.434 19.049 27.738 0.122 1.923 1.408 0.529 0.978

1992-8b 1.527 32.997 56.015 22.159 29.695 0.143 2.127 1.556 0.606 1.042

1993-2b 1.750 14.060 17.757 5.114 8.325 0.216 0.747 0.714 0.154 0.396

1993-3 1.827 19.449 26.423 6.549 11.136 0.093 1.015 0.790 0.209 0.443

1993-4 1.859 21.579 30.695 7.900 14.067 0.065 1.152 0.870 0.249 0.531
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

1993-5 1.875 20.807 29.260 7.062 12.014 0.060 1.085 0.823 0.221 0.457

1993-6 1.828 22.883 33.367 9.461 16.979 0.071 1.259 0.938 0.283 0.621

1993-7 1.803 23.849 35.416 10.614 18.762 0.076 1.343 0.997 0.314 0.682

1993-8a 1.607 30.537 50.208 18.971 27.639 0.121 1.915 1.398 0.522 0.973

1993-8b 1.528 33.013 56.098 22.156 29.738 0.142 2.133 1.552 0.601 1.042

1994-2b 1.698 12.759 16.069 4.795 7.643 0.169 1.410 1.029 0.194 0.520

1994-3 1.776 12.814 16.223 4.883 7.686 0.177 1.452 1.066 0.200 0.529

1994-4 1.878 20.694 28.962 6.893 11.717 0.098 1.619 1.249 0.267 0.623

1994-5 1.876 20.829 29.352 7.101 12.155 0.097 1.669 1.267 0.270 0.641

1994-6 1.845 22.127 31.885 8.600 15.294 0.107 1.737 1.334 0.286 0.711

1994-7 1.789 24.471 36.711 11.330 19.922 0.129 1.875 1.483 0.323 0.824

1994-8a 1.604 30.663 50.477 19.122 27.748 0.201 2.266 1.918 0.429 1.017

1994-8b 1.536 32.821 55.646 21.883 29.601 0.237 2.406 2.106 0.476 1.067

1995-2b 1.677 10.455 13.444 4.326 6.429 0.175 1.330 0.966 0.173 0.472

1995-3 1.838 19.501 26.546 6.624 11.212 0.113 1.589 1.207 0.254 0.608

1995-4 1.830 19.852 27.144 7.118 12.645 0.119 1.624 1.232 0.259 0.643

1995-5 1.850 21.997 31.646 8.434 15.113 0.106 1.742 1.334 0.285 0.710

1995-6 1.820 23.191 33.999 9.836 17.522 0.116 1.788 1.396 0.302 0.762

1995-7 1.780 24.790 37.357 11.747 20.415 0.132 1.886 1.501 0.328 0.833

1995-8a 1.595 30.998 51.323 19.537 28.094 0.212 2.256 1.966 0.444 1.027

1995-8b 1.536 32.855 55.766 21.908 29.653 0.243 2.383 2.128 0.484 1.069

1996-2b 1.677 12.164 15.276 4.662 7.324 0.163 1.369 0.988 0.183 0.495

1996-3 1.851 19.712 26.696 6.673 11.276 0.112 1.606 1.215 0.256 0.612

1996-4 1.862 21.920 31.079 8.205 14.644 0.105 1.717 1.315 0.282 0.695

1996-5 1.825 21.338 29.847 8.371 15.202 0.118 1.749 1.306 0.276 0.712

1996-6 1.823 23.633 34.683 10.202 18.239 0.122 1.824 1.435 0.311 0.787

1996-7 1.776 25.291 38.057 12.274 21.024 0.133 1.937 1.517 0.329 0.848

1996-8a 1.610 30.914 50.658 19.277 27.917 0.203 2.280 1.930 0.432 1.024

1996-8b 1.543 33.041 55.688 21.984 29.707 0.235 2.438 2.104 0.474 1.072

1997-2b 1.527 8.900 11.589 3.870 5.559 0.163 1.200 0.862 0.151 0.424

1997-3 1.735 18.753 24.765 6.955 12.736 0.127 1.594 1.171 0.245 0.637

1997-4 1.894 20.843 28.896 6.896 11.723 0.097 1.663 1.256 0.268 0.628

1997-5 1.880 21.553 30.440 7.754 13.835 0.101 1.753 1.311 0.279 0.686

1997-6 1.848 22.888 32.944 9.263 16.681 0.113 1.781 1.379 0.298 0.744

1997-7 1.816 24.199 35.667 10.814 19.178 0.126 1.850 1.467 0.320 0.804

1997-8a 1.621 31.065 50.862 19.304 28.009 0.215 2.225 1.979 0.450 1.025

1997-8b 1.554 33.071 55.618 21.931 29.690 0.248 2.347 2.144 0.491 1.068

1998-2b 1.461 8.793 11.168 3.877 5.584 0.200 0.409 0.388 0.114 0.257

1998-3 2.178 17.776 24.127 7.212 10.718 0.116 0.590 0.671 0.233 0.348

1998-4 2.245 18.306 25.213 7.464 11.014 0.107 0.600 0.694 0.242 0.353

1998-5 2.246 18.329 25.318 7.512 11.204 0.107 0.593 0.680 0.242 0.351

1998-6 2.244 18.340 25.300 7.523 11.109 0.108 0.601 0.693 0.242 0.353

1998-7 2.206 19.554 27.602 9.074 14.353 0.114 0.687 0.743 0.251 0.406
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

1998-8a 1.964 25.756 40.371 17.480 24.102 0.164 1.168 1.085 0.309 0.585

1998-8b 1.832 28.562 46.684 21.466 26.708 0.196 1.392 1.253 0.340 0.636

1999-2b 1.295 6.670 8.794 3.243 4.262 0.202 0.383 0.360 0.104 0.243

1999-3 1.223 10.822 12.620 4.717 6.466 0.127 0.563 0.612 0.221 0.335

1999-4 1.204 11.449 13.461 5.007 6.790 0.107 0.590 0.667 0.244 0.348

1999-5 1.203 11.483 13.516 5.037 6.825 0.108 0.592 0.669 0.244 0.349

1999-6 1.194 11.809 14.030 5.362 7.698 0.110 0.617 0.680 0.247 0.367

1999-7 1.189 12.974 15.714 6.268 9.579 0.115 0.690 0.731 0.254 0.407

1999-8a 1.144 21.275 28.814 13.255 18.180 0.173 1.235 1.135 0.319 0.602

1999-8b 1.131 23.930 33.413 15.631 19.899 0.200 1.421 1.282 0.345 0.646

2000-2b 1.225 6.293 8.339 3.090 4.051 0.190 0.362 0.340 0.098 0.231

2000-3 1.215 10.790 12.556 4.690 6.447 0.126 0.561 0.608 0.218 0.333

2000-4 1.207 11.559 13.618 5.067 6.868 0.108 0.595 0.674 0.244 0.350

2000-5 1.207 11.617 13.712 5.120 6.929 0.108 0.598 0.677 0.244 0.352

2000-6 1.199 11.658 13.811 5.220 7.306 0.109 0.605 0.676 0.245 0.359

2000-7 1.195 13.311 16.205 6.480 10.059 0.117 0.712 0.751 0.257 0.421

2000-8a 1.154 20.299 27.136 12.365 17.480 0.165 1.170 1.087 0.310 0.587

2000-8b 1.139 23.847 33.231 15.521 19.892 0.199 1.419 1.285 0.346 0.649

2001-2b 1.213 5.900 8.032 2.964 3.826 0.191 0.344 0.322 0.091 0.221

2001-3 1.200 10.769 12.526 4.702 6.447 0.123 0.561 0.607 0.221 0.333

2001-4 1.200 11.402 13.403 4.995 6.769 0.107 0.589 0.663 0.244 0.348

2001-5 1.200 11.430 13.448 5.020 6.798 0.108 0.591 0.665 0.244 0.348

2001-6 1.192 11.917 14.196 5.448 7.940 0.111 0.627 0.685 0.248 0.374

2001-7 1.191 12.482 14.988 5.884 8.845 0.113 0.661 0.710 0.252 0.393

2001-8a 1.154 21.091 28.478 13.038 18.127 0.172 1.229 1.135 0.320 0.606

2001-8b 1.138 23.796 33.135 15.488 19.847 0.199 1.414 1.280 0.345 0.647

2002-2b 1.258 6.311 8.439 3.107 4.055 0.197 0.364 0.342 0.097 0.233

2002-3 1.228 10.814 12.585 4.683 6.459 0.130 0.560 0.609 0.213 0.333

2002-4 1.217 11.666 13.745 5.072 6.896 0.108 0.597 0.684 0.242 0.351

2002-5 1.217 11.666 13.745 5.072 6.896 0.108 0.597 0.684 0.242 0.351

2002-6 1.209 11.774 13.946 5.228 7.319 0.108 0.607 0.685 0.244 0.359

2002-7 1.205 12.890 15.559 6.071 9.295 0.114 0.680 0.735 0.252 0.404

2002-8a 1.160 19.605 26.044 11.719 16.916 0.159 1.122 1.050 0.304 0.573

2002-8b 1.127 23.524 32.733 15.282 19.616 0.195 1.390 1.251 0.340 0.635

2003-2b 2.435 6.234 9.630 3.346 4.200 0.168 0.324 0.305 0.088 0.207

2003-3 1.987 9.236 10.579 4.059 5.235 0.112 0.511 0.560 0.198 0.303

2003-4 1.872 9.691 10.789 4.200 5.386 0.097 0.539 0.617 0.219 0.317

2003-5 1.872 9.691 10.789 4.200 5.386 0.097 0.539 0.617 0.219 0.317

2003-6 1.864 9.777 10.919 4.269 5.552 0.098 0.547 0.618 0.220 0.323

2003-7 1.845 10.168 11.399 4.479 6.124 0.103 0.605 0.657 0.227 0.359

2003-8a 1.676 12.845 14.965 6.080 8.651 0.140 0.988 0.929 0.271 0.510

2003-8b 1.536 14.627 17.559 7.227 9.643 0.175 1.249 1.125 0.306 0.573

2004-2b 2.434 6.241 9.627 3.343 4.198 0.158 0.306 0.291 0.085 0.193
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

2004-3 1.989 9.230 10.576 4.057 5.233 0.110 0.508 0.557 0.197 0.301

2004-4 1.872 9.691 10.790 4.200 5.387 0.097 0.539 0.617 0.219 0.317

2004-5 1.872 9.691 10.790 4.200 5.387 0.097 0.539 0.617 0.219 0.317

2004-6 1.863 9.786 10.929 4.274 5.564 0.098 0.548 0.619 0.220 0.324

2004-7 1.843 10.208 11.449 4.501 6.178 0.103 0.610 0.661 0.227 0.362

2004-8a 1.668 12.946 15.107 6.145 8.718 0.142 1.002 0.939 0.273 0.514

2004-8b 1.534 14.649 17.592 7.243 9.652 0.176 1.252 1.127 0.306 0.573

2005-2b 2.439 6.183 9.622 3.340 4.185 0.158 0.301 0.286 0.083 0.191

2005-3 1.994 9.207 10.569 4.051 5.226 0.110 0.507 0.554 0.196 0.300

2005-4 1.872 9.692 10.791 4.201 5.387 0.097 0.539 0.617 0.219 0.317

2005-5 1.872 9.692 10.791 4.201 5.387 0.097 0.539 0.617 0.219 0.317

2005-6 1.864 9.789 10.931 4.274 5.565 0.098 0.549 0.619 0.220 0.324

2005-7 1.843 10.212 11.453 4.503 6.181 0.103 0.611 0.661 0.227 0.362

2005-8a 1.668 12.950 15.113 6.148 8.720 0.142 1.002 0.939 0.273 0.514

2005-8b 1.534 14.648 17.589 7.243 9.651 0.176 1.251 1.126 0.306 0.573

2006-2b 1.936 5.188 7.435 2.503 3.278 0.158 0.295 0.281 0.080 0.187

2006-3 1.886 9.094 10.175 3.918 5.116 0.107 0.491 0.538 0.190 0.290

2006-4 1.872 9.693 10.792 4.202 5.388 0.094 0.520 0.595 0.211 0.305

2006-5 1.872 9.693 10.792 4.202 5.388 0.094 0.520 0.595 0.211 0.305

2006-6 1.863 9.801 10.946 4.281 5.583 0.095 0.532 0.599 0.213 0.314

2006-7 1.840 10.268 11.523 4.534 6.255 0.101 0.601 0.646 0.221 0.357

2006-8a 1.658 13.077 15.291 6.229 8.800 0.142 1.010 0.942 0.272 0.514

2006-8b 1.531 14.674 17.628 7.262 9.662 0.175 1.249 1.124 0.305 0.571

2007-2b 0.902 2.428 3.462 1.171 1.540 0.007 0.015 0.020 0.010 0.011

2007-3 0.930 4.532 5.048 1.949 2.548 0.004 0.024 0.030 0.013 0.015

2007-4 0.936 4.847 5.397 2.101 2.694 0.004 0.025 0.032 0.013 0.016

2007-5 0.936 4.847 5.397 2.101 2.694 0.004 0.025 0.032 0.013 0.016

2007-6 0.933 4.880 5.448 2.128 2.759 0.004 0.025 0.032 0.013 0.016

2007-7 0.926 5.028 5.628 2.207 2.980 0.004 0.027 0.035 0.014 0.018

2007-8a 0.852 6.230 7.214 2.920 4.192 0.003 0.040 0.061 0.017 0.027

2007-8b 0.773 7.256 8.692 3.576 4.794 0.003 0.051 0.085 0.020 0.031

2008-2b 0.865 2.484 3.401 1.168 1.554 0.004 0.009 0.011 0.006 0.006

2008-3 0.925 4.605 5.115 1.981 2.581 0.003 0.015 0.018 0.008 0.009

2008-4 0.936 4.847 5.397 2.101 2.695 0.002 0.015 0.020 0.008 0.010

2008-5 0.936 4.847 5.397 2.101 2.695 0.002 0.015 0.020 0.008 0.010

2008-6 0.933 4.880 5.447 2.128 2.758 0.002 0.016 0.020 0.008 0.010

2008-7 0.926 5.024 5.623 2.205 2.974 0.002 0.017 0.022 0.008 0.011

2008-8a 0.853 6.215 7.193 2.911 4.180 0.002 0.025 0.038 0.011 0.017

2008-8b 0.773 7.251 8.683 3.573 4.791 0.002 0.032 0.054 0.013 0.020

2009-2b 0.867 2.577 3.456 1.196 1.601 0.004 0.009 0.011 0.006 0.006

2009-3 0.927 4.646 5.161 2.001 2.600 0.003 0.015 0.019 0.008 0.009

2009-4 0.936 4.848 5.398 2.102 2.695 0.002 0.016 0.020 0.008 0.010

2009-5 0.936 4.848 5.398 2.102 2.695 0.002 0.016 0.020 0.008 0.010
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 0.933 4.881 5.447 2.128 2.758 0.002 0.016 0.020 0.008 0.010

2009-7 0.926 5.023 5.622 2.204 2.972 0.002 0.017 0.022 0.008 0.011

2009-8a 0.853 6.209 7.184 2.907 4.175 0.002 0.025 0.038 0.011 0.017

2009-8b 0.773 7.247 8.678 3.571 4.789 0.002 0.032 0.054 0.013 0.020

2010-2b 0.228 0.643 0.913 0.315 0.410 0.004 0.009 0.011 0.006 0.006

2010-3 0.210 1.022 1.147 0.442 0.573 0.003 0.015 0.018 0.008 0.009

2010-4 0.206 1.066 1.187 0.461 0.592 0.002 0.015 0.019 0.008 0.009

2010-5 0.206 1.066 1.187 0.461 0.592 0.002 0.015 0.019 0.008 0.009

2010-6 0.205 1.073 1.197 0.466 0.606 0.002 0.015 0.020 0.008 0.010

2010-7 0.204 1.111 1.242 0.486 0.659 0.002 0.016 0.021 0.008 0.011

2010-8a 0.193 1.421 1.643 0.664 0.965 0.002 0.024 0.037 0.010 0.016

2010-8b 0.181 1.700 2.035 0.837 1.126 0.002 0.031 0.053 0.012 0.020

2011-2b 0.228 0.648 0.915 0.317 0.412 0.004 0.009 0.011 0.006 0.006

2011-3 0.210 1.024 1.150 0.443 0.574 0.003 0.015 0.018 0.008 0.009

2011-4 0.206 1.067 1.187 0.461 0.592 0.002 0.015 0.019 0.008 0.009

2011-5 0.206 1.067 1.187 0.461 0.592 0.002 0.015 0.019 0.008 0.009

2011-6 0.205 1.073 1.197 0.466 0.605 0.002 0.015 0.020 0.008 0.010

2011-7 0.205 1.110 1.241 0.485 0.658 0.002 0.016 0.021 0.008 0.011

2011-8a 0.194 1.416 1.636 0.661 0.961 0.002 0.024 0.037 0.010 0.016

2011-8b 0.181 1.698 2.032 0.836 1.125 0.002 0.031 0.052 0.012 0.020

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

1988-2b 0.246 3.747 7.567 3.777 4.362 0.006 0.050 0.082 0.054 0.055

1988-3 0.287 7.266 11.018 6.138 7.094 0.007 0.061 0.040 0.062 0.054

1988-4 0.285 7.078 11.096 6.173 7.171 0.007 0.061 0.040 0.062 0.055

1988-5 0.294 7.944 11.102 6.154 7.271 0.006 0.062 0.042 0.061 0.054

1988-6 0.297 7.949 11.039 6.121 7.200 0.006 0.061 0.041 0.060 0.053

1988-7 0.307 7.809 10.733 5.973 6.848 0.006 0.060 0.039 0.060 0.052

1988-8a 0.311 10.016 12.287 6.583 8.431 0.006 0.063 0.052 0.058 0.055

1988-8b 0.311 10.016 12.287 6.583 8.431 0.006 0.063 0.052 0.058 0.055

1989-2b 0.246 3.905 7.670 3.858 4.479 0.006 0.050 0.081 0.054 0.055

1989-3 0.286 7.113 10.950 6.116 6.992 0.007 0.061 0.039 0.062 0.054

1989-4 0.285 6.991 11.039 6.151 7.087 0.007 0.061 0.039 0.062 0.054

1989-5 0.302 7.576 10.668 5.968 6.744 0.006 0.060 0.038 0.060 0.052

1989-6 0.295 7.441 10.733 6.015 6.784 0.006 0.061 0.039 0.061 0.053

1989-7 0.300 7.538 10.686 5.981 6.755 0.006 0.060 0.038 0.060 0.052

1989-8a 0.424 11.067 7.912 1.733 6.217 0.006 0.041 0.016 0.010 0.044

1989-8b 0.424 11.067 7.912 1.733 6.217 0.006 0.041 0.016 0.010 0.044

1990-2b 0.154 4.121 7.535 3.214 4.050 0.002 0.016 0.070 0.054 0.054

1990-3 0.150 5.337 7.730 3.370 4.453 0.002 0.013 0.019 0.039 0.035
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

1990-4 0.149 5.247 7.797 3.395 4.529 0.002 0.014 0.019 0.039 0.036

1990-5 0.154 5.539 7.609 3.319 4.336 0.002 0.013 0.019 0.038 0.034

1990-6 0.155 5.567 7.600 3.313 4.332 0.002 0.013 0.019 0.038 0.034

1990-7 0.163 5.783 7.529 3.262 4.308 0.002 0.013 0.019 0.037 0.033

1990-8a 0.232 8.568 6.042 1.025 4.151 0.002 0.008 0.010 0.006 0.028

1990-8b 0.232 8.568 6.042 1.025 4.151 0.002 0.008 0.010 0.006 0.028

1991-2b 0.158 3.719 7.457 3.157 3.931 0.006 0.069 0.046 0.021 0.032

1991-3 0.150 5.338 7.770 3.379 4.474 0.006 0.075 0.019 0.017 0.028

1991-4 0.149 5.295 7.788 3.388 4.497 0.006 0.074 0.019 0.017 0.029

1991-5 0.151 5.438 7.727 3.358 4.417 0.006 0.075 0.019 0.017 0.028

1991-6 0.153 5.542 7.682 3.336 4.359 0.006 0.075 0.019 0.017 0.028

1991-7 0.152 5.522 7.689 3.340 4.361 0.006 0.075 0.019 0.017 0.028

1991-8a 0.163 5.816 7.588 3.271 4.324 0.006 0.075 0.019 0.017 0.027

1991-8b 0.163 5.816 7.588 3.271 4.324 0.006 0.075 0.019 0.017 0.027

1992-2b 0.139 3.406 6.793 2.888 3.608 0.005 0.052 0.035 0.016 0.024

1992-3 0.149 5.270 7.797 3.392 4.512 0.004 0.056 0.015 0.013 0.022

1992-4 0.149 5.240 7.813 3.399 4.538 0.004 0.056 0.015 0.013 0.022

1992-5 0.148 5.334 7.762 3.379 4.457 0.004 0.057 0.015 0.013 0.022

1992-6 0.149 5.452 7.702 3.353 4.368 0.004 0.057 0.015 0.013 0.021

1992-7 0.149 5.444 7.705 3.355 4.370 0.004 0.057 0.015 0.013 0.021

1992-8a 0.149 5.464 7.699 3.350 4.367 0.004 0.057 0.015 0.013 0.021

1992-8b 0.149 5.464 7.699 3.350 4.367 0.004 0.057 0.015 0.013 0.021

1993-2b 0.140 3.714 6.874 2.937 3.721 0.005 0.053 0.033 0.016 0.024

1993-3 0.150 5.316 7.739 3.375 4.464 0.004 0.056 0.015 0.013 0.022

1993-4 0.149 5.262 7.780 3.389 4.509 0.004 0.056 0.015 0.013 0.022

1993-5 0.154 5.435 7.704 3.350 4.444 0.004 0.056 0.015 0.013 0.021

1993-6 0.153 5.518 7.609 3.322 4.336 0.004 0.057 0.014 0.013 0.021

1993-7 0.160 5.686 7.555 3.284 4.317 0.004 0.057 0.014 0.013 0.021

1993-8a 0.163 5.767 7.529 3.265 4.308 0.005 0.057 0.014 0.013 0.021

1993-8b 0.163 5.767 7.529 3.265 4.308 0.005 0.057 0.014 0.013 0.021

1994-2b 0.116 3.251 6.347 2.761 3.400 0.003 0.012 0.039 0.068 0.039

1994-3 0.146 5.232 7.587 3.311 4.366 0.003 0.011 0.042 0.115 0.056

1994-4 0.146 5.166 7.643 3.330 4.429 0.003 0.011 0.043 0.115 0.056

1994-5 0.148 5.207 7.633 3.322 4.425 0.003 0.011 0.042 0.114 0.056

1994-6 0.148 5.361 7.494 3.276 4.267 0.003 0.011 0.042 0.115 0.056

1994-7 0.156 5.558 7.432 3.232 4.244 0.003 0.011 0.041 0.113 0.054

1994-8a 0.227 8.415 5.934 1.006 4.077 0.004 0.014 0.021 0.025 0.040

1994-8b 0.227 8.415 5.934 1.006 4.077 0.004 0.014 0.021 0.025 0.040

1995-2b 0.115 3.273 6.367 2.770 3.415 0.003 0.015 0.035 0.019 0.025

1995-3 0.146 5.262 7.594 3.309 4.356 0.003 0.017 0.012 0.017 0.019

1995-4 0.146 5.194 7.640 3.326 4.418 0.003 0.017 0.012 0.017 0.019

1995-5 0.147 5.232 7.621 3.317 4.396 0.003 0.017 0.012 0.017 0.019

1995-6 0.152 5.473 7.498 3.261 4.265 0.003 0.017 0.012 0.016 0.018
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

1995-7 0.151 5.445 7.507 3.267 4.269 0.003 0.017 0.012 0.017 0.019

1995-8a 0.227 8.415 5.934 1.006 4.077 0.003 0.015 0.006 0.003 0.015

1995-8b 0.227 8.415 5.934 1.006 4.077 0.003 0.015 0.006 0.003 0.015

1996-2b 0.099 1.972 3.775 1.918 2.085 0.003 0.011 0.043 0.008 0.019

1996-3 0.146 5.224 7.612 3.317 4.382 0.003 0.013 0.015 0.008 0.015

1996-4 0.146 5.168 7.651 3.331 4.433 0.003 0.013 0.015 0.008 0.015

1996-5 0.146 5.178 7.648 3.329 4.431 0.003 0.013 0.015 0.008 0.015

1996-6 0.147 5.345 7.531 3.287 4.280 0.003 0.013 0.015 0.008 0.015

1996-7 0.150 5.415 7.509 3.272 4.270 0.003 0.012 0.015 0.008 0.014

1996-8a 0.227 8.415 5.934 1.006 4.077 0.003 0.009 0.008 0.001 0.012

1996-8b 0.227 8.415 5.934 1.006 4.077 0.003 0.009 0.008 0.001 0.012

1997-2b 0.096 1.629 3.244 1.526 1.802 0.001 0.007 0.028 0.017 0.018

1997-3 0.146 5.228 7.555 3.305 4.345 0.001 0.007 0.010 0.022 0.015

1997-4 0.146 5.141 7.655 3.335 4.449 0.001 0.007 0.010 0.022 0.016

1997-5 0.146 5.171 7.622 3.325 4.415 0.001 0.007 0.010 0.022 0.016

1997-6 0.147 5.321 7.469 3.276 4.260 0.001 0.007 0.010 0.022 0.015

1997-7 0.150 5.372 7.454 3.265 4.254 0.001 0.007 0.010 0.022 0.015

1997-8a 0.227 8.415 5.934 1.006 4.077 0.001 0.004 0.004 0.003 0.012

1997-8b 0.227 8.415 5.934 1.006 4.077 0.001 0.004 0.004 0.003 0.012

1998-2b 0.128 1.318 3.079 1.589 1.681 0.001 0.008 0.026 0.010 0.014

1998-3 0.291 3.186 4.932 3.040 3.128 0.002 0.006 0.011 0.009 0.011

1998-4 0.290 3.124 4.956 3.054 3.157 0.002 0.006 0.011 0.009 0.011

1998-5 0.291 3.185 4.932 3.040 3.128 0.002 0.006 0.011 0.009 0.011

1998-6 0.292 3.224 4.914 3.029 3.108 0.002 0.006 0.011 0.009 0.011

1998-7 0.294 3.238 4.903 3.021 3.098 0.002 0.006 0.011 0.009 0.010

1998-8a 0.404 4.413 3.394 0.769 2.718 0.002 0.005 0.005 0.002 0.008

1998-8b 0.404 4.413 3.394 0.769 2.718 0.002 0.005 0.005 0.002 0.008

1999-2b 0.135 1.332 3.117 1.609 1.698 0.000 0.004 0.025 0.005 0.014

1999-3 0.290 3.204 4.927 3.038 3.120 0.000 0.003 0.005 0.002 0.009

1999-4 0.290 3.180 4.936 3.043 3.132 0.000 0.003 0.005 0.002 0.009

1999-5 0.290 3.173 4.938 3.043 3.135 0.000 0.003 0.005 0.002 0.009

1999-6 0.291 3.175 4.937 3.042 3.133 0.000 0.003 0.005 0.002 0.009

1999-7 0.291 3.221 4.917 3.031 3.110 0.000 0.003 0.005 0.002 0.009

1999-8a 0.292 3.224 4.915 3.030 3.109 0.000 0.003 0.005 0.002 0.009

1999-8b 0.292 3.224 4.915 3.030 3.109 0.000 0.003 0.005 0.002 0.009

2000-2b 0.130 1.298 3.082 1.584 1.669 0.000 0.003 0.023 0.006 0.014

2000-3 0.290 3.205 4.928 3.037 3.120 0.000 0.002 0.004 0.004 0.008

2000-4 0.290 3.183 4.936 3.042 3.131 0.000 0.002 0.004 0.004 0.008

2000-5 0.290 3.176 4.938 3.043 3.133 0.001 0.002 0.004 0.004 0.008

2000-6 0.291 3.178 4.936 3.042 3.132 0.001 0.002 0.004 0.004 0.008

2000-7 0.291 3.221 4.918 3.031 3.111 0.001 0.002 0.004 0.004 0.008

2000-8a 0.291 3.224 4.917 3.030 3.110 0.001 0.002 0.004 0.004 0.008

2000-8b 0.291 3.224 4.917 3.030 3.110 0.001 0.002 0.004 0.004 0.008
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

2001-2b 0.094 1.003 2.196 1.217 1.315 0.000 0.004 0.023 0.006 0.013

2001-3 0.304 3.368 5.176 3.190 3.277 0.000 0.001 0.006 0.014 0.012

2001-4 0.304 3.346 5.184 3.194 3.287 0.000 0.001 0.006 0.014 0.012

2001-5 0.305 3.339 5.185 3.195 3.290 0.000 0.001 0.006 0.014 0.012

2001-6 0.305 3.341 5.184 3.194 3.288 0.000 0.001 0.006 0.014 0.012

2001-7 0.306 3.383 5.167 3.184 3.268 0.000 0.001 0.006 0.014 0.012

2001-8a 0.306 3.385 5.165 3.183 3.267 0.000 0.001 0.006 0.014 0.012

2001-8b 0.306 3.385 5.165 3.183 3.267 0.000 0.001 0.006 0.014 0.012

2002-2b 0.078 0.875 1.909 1.059 1.146 0.001 0.006 0.015 0.005 0.008

2002-3 0.304 3.369 5.176 3.190 3.277 0.001 0.004 0.007 0.003 0.005

2002-4 0.304 3.349 5.183 3.194 3.286 0.001 0.004 0.007 0.003 0.005

2002-5 0.305 3.342 5.185 3.195 3.289 0.001 0.004 0.007 0.003 0.005

2002-6 0.305 3.344 5.183 3.193 3.287 0.001 0.004 0.007 0.003 0.005

2002-7 0.305 3.383 5.168 3.184 3.269 0.001 0.004 0.007 0.003 0.005

2002-8a 0.306 3.385 5.166 3.183 3.267 0.001 0.004 0.007 0.003 0.005

2002-8b 0.306 3.385 5.166 3.183 3.267 0.001 0.004 0.007 0.003 0.005

2003-2b 0.081 0.930 2.014 1.116 1.208 0.000 0.004 0.017 0.004 0.009

2003-3 0.304 3.370 5.177 3.190 3.277 0.000 0.003 0.003 0.004 0.006

2003-4 0.304 3.352 5.184 3.194 3.286 0.000 0.003 0.003 0.004 0.006

2003-5 0.305 3.345 5.185 3.194 3.288 0.000 0.003 0.003 0.004 0.006

2003-6 0.305 3.347 5.183 3.193 3.286 0.000 0.003 0.003 0.004 0.006

2003-7 0.305 3.383 5.169 3.185 3.270 0.000 0.003 0.003 0.004 0.006

2003-8a 0.306 3.385 5.168 3.184 3.268 0.000 0.003 0.003 0.004 0.006

2003-8b 0.306 3.385 5.168 3.184 3.268 0.000 0.003 0.003 0.004 0.006

2004-2b 0.063 0.695 1.256 0.724 0.821 0.001 0.005 0.014 0.006 0.007

2004-3 0.296 3.276 5.032 3.100 3.185 0.001 0.005 0.006 0.005 0.006

2004-4 0.296 3.260 5.038 3.103 3.192 0.001 0.005 0.006 0.005 0.006

2004-5 0.296 3.254 5.039 3.104 3.194 0.001 0.005 0.006 0.005 0.006

2004-6 0.296 3.256 5.037 3.103 3.193 0.001 0.005 0.006 0.005 0.006

2004-7 0.297 3.288 5.025 3.096 3.178 0.001 0.005 0.006 0.005 0.006

2004-8a 0.297 3.289 5.024 3.095 3.177 0.001 0.005 0.006 0.005 0.006

2004-8b 0.297 3.289 5.024 3.095 3.177 0.001 0.005 0.006 0.005 0.006

2005-2b 0.055 0.522 1.006 0.574 0.638 0.001 0.005 0.014 0.006 0.007

2005-3 0.296 3.277 5.032 3.100 3.185 0.001 0.005 0.006 0.005 0.006

2005-4 0.296 3.262 5.038 3.103 3.192 0.001 0.005 0.006 0.005 0.006

2005-5 0.296 3.257 5.039 3.103 3.194 0.001 0.005 0.006 0.005 0.006

2005-6 0.296 3.258 5.037 3.103 3.192 0.001 0.005 0.006 0.005 0.006

2005-7 0.296 3.288 5.026 3.096 3.179 0.001 0.005 0.006 0.005 0.006

2005-8a 0.297 3.289 5.025 3.095 3.178 0.001 0.005 0.006 0.005 0.006

2005-8b 0.297 3.289 5.025 3.095 3.178 0.001 0.005 0.006 0.005 0.006

2006-2b 0.042 0.392 0.707 0.413 0.466 0.001 0.004 0.012 0.005 0.007

2006-3 0.240 2.657 4.079 2.512 2.532 0.001 0.004 0.005 0.005 0.005

2006-4 0.240 2.647 4.083 2.515 2.539 0.001 0.004 0.005 0.005 0.005
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

2006-5 0.240 2.643 4.084 2.515 2.541 0.001 0.004 0.005 0.005 0.005

2006-6 0.240 2.644 4.083 2.515 2.541 0.001 0.004 0.005 0.005 0.005

2006-7 0.240 2.665 4.075 2.509 2.528 0.001 0.004 0.005 0.005 0.005

2006-8a 0.240 2.666 4.074 2.509 2.528 0.001 0.004 0.005 0.005 0.005

2006-8b 0.240 2.666 4.074 2.509 2.528 0.001 0.004 0.005 0.005 0.005

2007-2b 0.041 0.394 0.691 0.408 0.465 0.001 0.004 0.012 0.005 0.007

2007-3 0.237 2.632 4.040 2.488 2.508 0.001 0.004 0.005 0.005 0.005

2007-4 0.237 2.622 4.044 2.490 2.513 0.001 0.004 0.005 0.005 0.005

2007-5 0.237 2.619 4.044 2.490 2.516 0.001 0.004 0.005 0.005 0.005

2007-6 0.238 2.620 4.043 2.490 2.515 0.001 0.004 0.005 0.005 0.005

2007-7 0.238 2.639 4.036 2.485 2.504 0.001 0.004 0.005 0.005 0.005

2007-8a 0.238 2.640 4.035 2.484 2.503 0.001 0.004 0.005 0.005 0.005

2007-8b 0.238 2.640 4.035 2.484 2.503 0.001 0.004 0.005 0.005 0.005

2008-2b 0.043 0.478 0.732 0.449 0.525 0.000 0.003 0.008 0.003 0.004

2008-3 0.237 2.633 4.040 2.488 2.508 0.001 0.003 0.003 0.003 0.003

2008-4 0.237 2.624 4.044 2.490 2.513 0.001 0.003 0.003 0.003 0.003

2008-5 0.237 2.621 4.044 2.490 2.515 0.001 0.003 0.003 0.003 0.003

2008-6 0.238 2.622 4.043 2.489 2.514 0.001 0.003 0.003 0.003 0.003

2008-7 0.238 2.639 4.037 2.485 2.504 0.001 0.003 0.003 0.003 0.003

2008-8a 0.238 2.640 4.036 2.485 2.504 0.001 0.003 0.003 0.003 0.003

2008-8b 0.238 2.640 4.036 2.485 2.504 0.001 0.003 0.003 0.003 0.003

2009-2b 0.046 0.537 0.791 0.490 0.580 0.000 0.003 0.008 0.003 0.004

2009-3 0.237 2.634 4.041 2.488 2.508 0.001 0.003 0.003 0.003 0.003

2009-4 0.237 2.626 4.044 2.489 2.512 0.001 0.003 0.003 0.003 0.003

2009-5 0.237 2.623 4.044 2.490 2.514 0.001 0.003 0.003 0.003 0.003

2009-6 0.238 2.623 4.043 2.489 2.514 0.001 0.003 0.003 0.003 0.003

2009-7 0.238 2.639 4.038 2.485 2.505 0.001 0.003 0.003 0.003 0.003

2009-8a 0.238 2.640 4.037 2.485 2.504 0.001 0.003 0.003 0.003 0.003

2009-8b 0.238 2.640 4.037 2.485 2.504 0.001 0.003 0.003 0.003 0.003

2010-2b 0.042 0.459 0.707 0.434 0.506 0.000 0.003 0.008 0.003 0.004

2010-3 0.237 2.634 4.042 2.488 2.508 0.001 0.003 0.003 0.003 0.003

2010-4 0.237 2.627 4.044 2.489 2.512 0.001 0.003 0.003 0.003 0.003

2010-5 0.237 2.624 4.045 2.490 2.514 0.001 0.003 0.003 0.003 0.003

2010-6 0.237 2.625 4.044 2.489 2.513 0.001 0.003 0.003 0.003 0.003

2010-7 0.238 2.639 4.039 2.486 2.505 0.001 0.003 0.003 0.003 0.003

2010-8a 0.238 2.640 4.038 2.485 2.505 0.001 0.003 0.003 0.003 0.003

2010-8b 0.238 2.640 4.038 2.485 2.505 0.001 0.003 0.003 0.003 0.003

2011-2b 0.043 0.478 0.726 0.447 0.524 0.000 0.003 0.008 0.003 0.004

2011-3 0.237 2.635 4.042 2.488 2.508 0.001 0.003 0.003 0.003 0.003

2011-4 0.237 2.628 4.044 2.489 2.512 0.001 0.003 0.003 0.003 0.003

2011-5 0.237 2.626 4.045 2.489 2.513 0.001 0.003 0.003 0.003 0.003

2011-6 0.237 2.626 4.044 2.489 2.513 0.001 0.003 0.003 0.003 0.003

2011-7 0.237 2.639 4.040 2.486 2.505 0.001 0.003 0.003 0.003 0.003
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

2011-8a 0.238 2.640 4.039 2.486 2.505 0.001 0.003 0.003 0.003 0.003

2011-8b 0.238 2.640 4.039 2.486 2.505 0.001 0.003 0.003 0.003 0.003

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

1988-2b 0.268 4.087 8.254 4.120 4.758 0.006 0.050 0.082 0.054 0.055

1988-3 0.313 7.925 12.018 6.695 7.737 0.007 0.062 0.040 0.062 0.054

1988-4 0.310 7.720 12.102 6.733 7.821 0.007 0.062 0.040 0.062 0.055

1988-5 0.321 8.665 12.109 6.712 7.931 0.006 0.062 0.042 0.061 0.054

1988-6 0.324 8.670 12.041 6.676 7.853 0.006 0.062 0.041 0.061 0.053

1988-7 0.334 8.518 11.706 6.515 7.469 0.006 0.060 0.039 0.060 0.052

1988-8a 0.340 10.924 13.402 7.180 9.196 0.006 0.063 0.052 0.058 0.055

1988-8b 0.340 10.924 13.402 7.180 9.196 0.006 0.063 0.052 0.058 0.055

1989-2b 0.268 4.259 8.366 4.208 4.885 0.006 0.051 0.081 0.055 0.055

1989-3 0.312 7.758 11.943 6.671 7.627 0.007 0.062 0.039 0.062 0.054

1989-4 0.311 7.625 12.040 6.709 7.730 0.007 0.062 0.040 0.062 0.055

1989-5 0.329 8.263 11.636 6.509 7.356 0.006 0.060 0.038 0.061 0.052

1989-6 0.321 8.116 11.707 6.561 7.400 0.007 0.061 0.039 0.061 0.053

1989-7 0.327 8.222 11.656 6.524 7.368 0.006 0.061 0.039 0.061 0.052

1989-8a 0.462 12.071 8.630 1.890 6.781 0.006 0.042 0.016 0.010 0.044

1989-8b 0.462 12.071 8.630 1.890 6.781 0.006 0.042 0.016 0.010 0.044

1990-2b 0.168 4.495 8.218 3.506 4.418 0.002 0.016 0.071 0.054 0.054

1990-3 0.163 5.821 8.431 3.676 4.857 0.002 0.014 0.019 0.039 0.035

1990-4 0.163 5.723 8.505 3.703 4.940 0.002 0.014 0.019 0.039 0.036

1990-5 0.168 6.041 8.299 3.620 4.729 0.002 0.013 0.019 0.038 0.034

1990-6 0.169 6.072 8.289 3.613 4.726 0.002 0.013 0.019 0.038 0.034

1990-7 0.178 6.308 8.212 3.558 4.699 0.002 0.013 0.019 0.037 0.033

1990-8a 0.253 9.346 6.590 1.118 4.528 0.002 0.008 0.010 0.006 0.028

1990-8b 0.253 9.346 6.590 1.118 4.528 0.002 0.008 0.010 0.006 0.028

1991-2b 0.172 4.057 8.134 3.444 4.287 0.006 0.069 0.046 0.021 0.032

1991-3 0.163 5.823 8.475 3.685 4.879 0.006 0.075 0.019 0.017 0.029

1991-4 0.162 5.776 8.495 3.695 4.905 0.006 0.075 0.020 0.017 0.029

1991-5 0.165 5.932 8.428 3.662 4.818 0.006 0.075 0.019 0.017 0.028

1991-6 0.166 6.045 8.379 3.638 4.754 0.006 0.076 0.019 0.017 0.028

1991-7 0.165 6.023 8.386 3.643 4.757 0.006 0.076 0.019 0.017 0.028

1991-8a 0.178 6.344 8.277 3.568 4.716 0.006 0.075 0.019 0.017 0.027

1991-8b 0.178 6.344 8.277 3.568 4.716 0.006 0.075 0.019 0.017 0.027

1992-2b 0.152 3.715 7.409 3.150 3.935 0.005 0.052 0.035 0.016 0.025
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

1992-3 0.162 5.748 8.504 3.700 4.921 0.004 0.057 0.015 0.013 0.022

1992-4 0.162 5.715 8.522 3.707 4.949 0.004 0.056 0.015 0.013 0.022

1992-5 0.162 5.818 8.467 3.685 4.861 0.004 0.057 0.015 0.013 0.022

1992-6 0.162 5.947 8.401 3.657 4.765 0.004 0.058 0.015 0.013 0.021

1992-7 0.162 5.938 8.404 3.659 4.766 0.004 0.058 0.015 0.013 0.021

1992-8a 0.163 5.960 8.397 3.654 4.763 0.004 0.058 0.015 0.013 0.021

1992-8b 0.163 5.960 8.397 3.654 4.763 0.004 0.058 0.015 0.013 0.021

1993-2b 0.153 4.051 7.498 3.204 4.058 0.005 0.053 0.033 0.016 0.024

1993-3 0.163 5.799 8.441 3.681 4.869 0.004 0.057 0.015 0.013 0.022

1993-4 0.162 5.739 8.486 3.697 4.918 0.004 0.056 0.015 0.013 0.022

1993-5 0.168 5.928 8.403 3.654 4.848 0.004 0.057 0.015 0.013 0.021

1993-6 0.167 6.019 8.299 3.623 4.730 0.004 0.057 0.015 0.013 0.021

1993-7 0.174 6.202 8.241 3.582 4.709 0.004 0.057 0.014 0.013 0.021

1993-8a 0.178 6.290 8.212 3.561 4.699 0.005 0.057 0.014 0.013 0.021

1993-8b 0.178 6.290 8.212 3.561 4.699 0.005 0.057 0.014 0.013 0.021

1994-2b 0.126 3.546 6.923 3.012 3.709 0.003 0.012 0.039 0.069 0.039

1994-3 0.160 5.707 8.275 3.611 4.762 0.003 0.011 0.042 0.115 0.056

1994-4 0.159 5.634 8.336 3.632 4.831 0.003 0.011 0.043 0.115 0.056

1994-5 0.161 5.680 8.325 3.623 4.826 0.003 0.011 0.043 0.115 0.056

1994-6 0.162 5.847 8.174 3.573 4.655 0.003 0.011 0.042 0.115 0.056

1994-7 0.170 6.063 8.106 3.526 4.629 0.003 0.012 0.041 0.113 0.054

1994-8a 0.248 9.179 6.472 1.098 4.447 0.004 0.014 0.021 0.025 0.040

1994-8b 0.248 9.179 6.472 1.098 4.447 0.004 0.014 0.021 0.025 0.040

1995-2b 0.125 3.570 6.944 3.022 3.724 0.003 0.015 0.035 0.019 0.025

1995-3 0.160 5.739 8.283 3.609 4.752 0.003 0.017 0.012 0.017 0.019

1995-4 0.160 5.665 8.333 3.628 4.819 0.003 0.017 0.012 0.017 0.019

1995-5 0.161 5.706 8.312 3.618 4.795 0.003 0.017 0.012 0.017 0.019

1995-6 0.166 5.970 8.178 3.557 4.652 0.003 0.017 0.012 0.017 0.019

1995-7 0.164 5.939 8.188 3.563 4.656 0.003 0.017 0.012 0.017 0.019

1995-8a 0.248 9.179 6.472 1.098 4.447 0.003 0.015 0.006 0.003 0.015

1995-8b 0.248 9.179 6.472 1.098 4.447 0.003 0.015 0.006 0.003 0.015

1996-2b 0.108 2.150 4.118 2.092 2.275 0.003 0.011 0.043 0.008 0.019

1996-3 0.159 5.698 8.302 3.618 4.779 0.003 0.013 0.015 0.008 0.015

1996-4 0.159 5.636 8.345 3.634 4.835 0.003 0.013 0.015 0.008 0.015

1996-5 0.160 5.648 8.342 3.631 4.834 0.003 0.013 0.015 0.008 0.015

1996-6 0.160 5.830 8.214 3.585 4.668 0.003 0.013 0.015 0.008 0.015

1996-7 0.163 5.906 8.190 3.569 4.658 0.003 0.013 0.015 0.008 0.014

1996-8a 0.248 9.179 6.472 1.098 4.447 0.003 0.009 0.008 0.001 0.012

1996-8b 0.248 9.179 6.472 1.098 4.447 0.003 0.009 0.008 0.001 0.012

1997-2b 0.105 1.776 3.538 1.665 1.966 0.001 0.007 0.028 0.017 0.018

1997-3 0.160 5.702 8.241 3.605 4.739 0.001 0.007 0.010 0.022 0.015

1997-4 0.159 5.607 8.350 3.638 4.853 0.001 0.007 0.010 0.022 0.016

1997-5 0.159 5.640 8.314 3.626 4.815 0.001 0.007 0.010 0.022 0.016
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

1997-6 0.161 5.804 8.147 3.573 4.647 0.001 0.007 0.010 0.022 0.015

1997-7 0.163 5.859 8.130 3.561 4.640 0.001 0.007 0.010 0.022 0.015

1997-8a 0.248 9.179 6.472 1.098 4.447 0.001 0.004 0.004 0.003 0.012

1997-8b 0.248 9.179 6.472 1.098 4.447 0.001 0.004 0.004 0.003 0.012

1998-2b 0.139 1.437 3.358 1.733 1.833 0.001 0.008 0.026 0.010 0.014

1998-3 0.317 3.475 5.379 3.316 3.411 0.002 0.006 0.011 0.009 0.011

1998-4 0.317 3.407 5.406 3.331 3.444 0.002 0.006 0.011 0.009 0.011

1998-5 0.317 3.474 5.379 3.316 3.411 0.002 0.006 0.011 0.009 0.011

1998-6 0.318 3.516 5.360 3.304 3.390 0.002 0.006 0.011 0.009 0.011

1998-7 0.321 3.532 5.347 3.296 3.379 0.002 0.006 0.011 0.009 0.011

1998-8a 0.441 4.814 3.702 0.839 2.964 0.002 0.005 0.005 0.002 0.008

1998-8b 0.441 4.814 3.702 0.839 2.964 0.002 0.005 0.005 0.002 0.008

1999-2b 0.147 1.453 3.400 1.755 1.852 0.000 0.004 0.025 0.005 0.014

1999-3 0.316 3.495 5.374 3.313 3.404 0.000 0.003 0.005 0.002 0.009

1999-4 0.316 3.469 5.384 3.319 3.416 0.000 0.003 0.005 0.002 0.009

1999-5 0.317 3.461 5.386 3.320 3.419 0.000 0.003 0.005 0.002 0.009

1999-6 0.317 3.463 5.384 3.318 3.417 0.000 0.003 0.005 0.002 0.009

1999-7 0.318 3.514 5.363 3.306 3.393 0.000 0.003 0.005 0.002 0.009

1999-8a 0.318 3.516 5.361 3.305 3.391 0.000 0.003 0.005 0.002 0.009

1999-8b 0.318 3.516 5.361 3.305 3.391 0.000 0.003 0.005 0.002 0.009

2000-2b 0.142 1.416 3.361 1.728 1.820 0.000 0.003 0.023 0.006 0.014

2000-3 0.316 3.496 5.375 3.313 3.404 0.001 0.002 0.004 0.004 0.008

2000-4 0.316 3.472 5.384 3.318 3.415 0.001 0.002 0.004 0.004 0.008

2000-5 0.317 3.464 5.386 3.319 3.418 0.001 0.002 0.004 0.004 0.008

2000-6 0.317 3.466 5.384 3.318 3.416 0.001 0.002 0.004 0.004 0.008

2000-7 0.317 3.513 5.365 3.307 3.393 0.001 0.002 0.004 0.004 0.008

2000-8a 0.318 3.516 5.363 3.305 3.392 0.001 0.002 0.004 0.004 0.008

2000-8b 0.318 3.516 5.363 3.305 3.392 0.001 0.002 0.004 0.004 0.008

2001-2b 0.102 1.094 2.395 1.327 1.435 0.000 0.004 0.023 0.006 0.013

2001-3 0.332 3.673 5.645 3.479 3.574 0.000 0.001 0.006 0.014 0.012

2001-4 0.332 3.650 5.654 3.484 3.585 0.000 0.001 0.006 0.014 0.012

2001-5 0.332 3.642 5.656 3.485 3.588 0.000 0.001 0.006 0.014 0.012

2001-6 0.333 3.644 5.654 3.484 3.586 0.000 0.001 0.006 0.014 0.012

2001-7 0.333 3.690 5.636 3.473 3.565 0.000 0.001 0.006 0.014 0.012

2001-8a 0.334 3.692 5.634 3.472 3.563 0.000 0.001 0.006 0.014 0.012

2001-8b 0.334 3.692 5.634 3.472 3.563 0.000 0.001 0.006 0.014 0.012

2002-2b 0.085 0.955 2.082 1.155 1.250 0.001 0.006 0.015 0.005 0.008

2002-3 0.332 3.674 5.646 3.479 3.574 0.001 0.004 0.007 0.003 0.005

2002-4 0.332 3.653 5.654 3.484 3.584 0.001 0.004 0.007 0.003 0.005

2002-5 0.332 3.645 5.655 3.484 3.587 0.001 0.004 0.007 0.003 0.005

2002-6 0.333 3.647 5.653 3.483 3.585 0.001 0.004 0.007 0.003 0.005

2002-7 0.333 3.690 5.637 3.473 3.565 0.001 0.004 0.007 0.003 0.005

2002-8a 0.333 3.692 5.635 3.472 3.564 0.001 0.004 0.007 0.003 0.005
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

2002-8b 0.333 3.692 5.635 3.472 3.564 0.001 0.004 0.007 0.003 0.005

2003-2b 0.088 1.014 2.196 1.217 1.317 0.000 0.004 0.017 0.004 0.009

2003-3 0.332 3.676 5.646 3.479 3.574 0.000 0.003 0.003 0.004 0.006

2003-4 0.332 3.656 5.654 3.483 3.584 0.000 0.003 0.003 0.004 0.006

2003-5 0.332 3.648 5.655 3.484 3.586 0.000 0.003 0.003 0.004 0.006

2003-6 0.333 3.650 5.653 3.483 3.585 0.000 0.003 0.003 0.004 0.006

2003-7 0.333 3.690 5.638 3.474 3.566 0.000 0.003 0.003 0.004 0.006

2003-8a 0.333 3.692 5.637 3.472 3.565 0.000 0.003 0.003 0.004 0.006

2003-8b 0.333 3.692 5.637 3.472 3.565 0.000 0.003 0.003 0.004 0.006

2004-2b 0.064 0.698 1.263 0.728 0.825 0.001 0.005 0.014 0.006 0.007

2004-3 0.297 3.292 5.056 3.115 3.200 0.001 0.005 0.006 0.005 0.006

2004-4 0.297 3.276 5.062 3.118 3.208 0.001 0.005 0.006 0.005 0.006

2004-5 0.297 3.270 5.063 3.119 3.210 0.001 0.005 0.006 0.005 0.006

2004-6 0.298 3.271 5.061 3.118 3.208 0.001 0.005 0.006 0.005 0.006

2004-7 0.298 3.304 5.049 3.110 3.194 0.001 0.005 0.006 0.005 0.006

2004-8a 0.298 3.305 5.048 3.110 3.192 0.001 0.005 0.006 0.005 0.006

2004-8b 0.298 3.305 5.048 3.110 3.192 0.001 0.005 0.006 0.005 0.006

2005-2b 0.055 0.525 1.011 0.576 0.641 0.001 0.005 0.014 0.006 0.007

2005-3 0.297 3.293 5.057 3.115 3.200 0.001 0.005 0.006 0.005 0.006

2005-4 0.297 3.278 5.062 3.118 3.207 0.001 0.005 0.006 0.005 0.006

2005-5 0.297 3.273 5.063 3.118 3.209 0.001 0.005 0.006 0.005 0.006

2005-6 0.298 3.274 5.062 3.118 3.208 0.001 0.005 0.006 0.005 0.006

2005-7 0.298 3.304 5.051 3.111 3.194 0.001 0.005 0.006 0.005 0.006

2005-8a 0.298 3.305 5.049 3.110 3.193 0.001 0.005 0.006 0.005 0.006

2005-8b 0.298 3.305 5.049 3.110 3.193 0.001 0.005 0.006 0.005 0.006

2006-2b 0.042 0.394 0.710 0.415 0.468 0.001 0.004 0.013 0.005 0.007

2006-3 0.241 2.670 4.099 2.524 2.545 0.001 0.004 0.005 0.005 0.005

2006-4 0.241 2.659 4.103 2.527 2.551 0.001 0.004 0.005 0.005 0.005

2006-5 0.241 2.655 4.104 2.527 2.554 0.001 0.004 0.005 0.005 0.005

2006-6 0.241 2.656 4.103 2.527 2.553 0.001 0.004 0.005 0.005 0.005

2006-7 0.241 2.678 4.095 2.521 2.540 0.001 0.004 0.005 0.005 0.005

2006-8a 0.241 2.679 4.094 2.521 2.540 0.001 0.004 0.005 0.005 0.005

2006-8b 0.241 2.679 4.094 2.521 2.540 0.001 0.004 0.005 0.005 0.005

2007-2b 0.042 0.396 0.694 0.410 0.467 0.001 0.004 0.012 0.005 0.007

2007-3 0.238 2.645 4.059 2.500 2.520 0.001 0.004 0.005 0.005 0.005

2007-4 0.238 2.635 4.063 2.502 2.526 0.001 0.004 0.005 0.005 0.005

2007-5 0.239 2.631 4.064 2.502 2.528 0.001 0.004 0.005 0.005 0.005

2007-6 0.239 2.632 4.063 2.502 2.527 0.001 0.004 0.005 0.005 0.005

2007-7 0.239 2.652 4.056 2.497 2.516 0.001 0.004 0.005 0.005 0.005

2007-8a 0.239 2.653 4.055 2.496 2.515 0.001 0.004 0.005 0.005 0.005

2007-8b 0.239 2.653 4.055 2.496 2.515 0.001 0.004 0.005 0.005 0.005

2008-2b 0.043 0.481 0.736 0.451 0.527 0.000 0.003 0.008 0.003 0.004

2008-3 0.238 2.646 4.060 2.500 2.520 0.001 0.003 0.003 0.003 0.003
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

2008-4 0.238 2.637 4.063 2.502 2.525 0.001 0.003 0.003 0.003 0.003

2008-5 0.239 2.633 4.064 2.502 2.527 0.001 0.003 0.003 0.003 0.003

2008-6 0.239 2.634 4.063 2.501 2.526 0.001 0.003 0.003 0.003 0.003

2008-7 0.239 2.652 4.056 2.497 2.516 0.001 0.003 0.003 0.003 0.003

2008-8a 0.239 2.652 4.056 2.497 2.516 0.001 0.003 0.003 0.003 0.003

2008-8b 0.239 2.652 4.056 2.497 2.516 0.001 0.003 0.003 0.003 0.003

2009-2b 0.047 0.540 0.794 0.493 0.583 0.000 0.003 0.008 0.003 0.004

2009-3 0.238 2.646 4.060 2.500 2.520 0.001 0.003 0.003 0.003 0.003

2009-4 0.238 2.638 4.063 2.501 2.524 0.001 0.003 0.003 0.003 0.003

2009-5 0.238 2.635 4.064 2.502 2.526 0.001 0.003 0.003 0.003 0.003

2009-6 0.239 2.636 4.063 2.501 2.526 0.001 0.003 0.003 0.003 0.003

2009-7 0.239 2.652 4.057 2.497 2.517 0.001 0.003 0.003 0.003 0.003

2009-8a 0.239 2.653 4.057 2.497 2.516 0.001 0.003 0.003 0.003 0.003

2009-8b 0.239 2.653 4.057 2.497 2.516 0.001 0.003 0.003 0.003 0.003

2010-2b 0.043 0.462 0.710 0.436 0.508 0.000 0.003 0.008 0.003 0.004

2010-3 0.238 2.647 4.061 2.500 2.520 0.001 0.003 0.003 0.003 0.003

2010-4 0.238 2.640 4.064 2.501 2.524 0.001 0.003 0.003 0.003 0.003

2010-5 0.238 2.637 4.064 2.502 2.526 0.001 0.003 0.003 0.003 0.003

2010-6 0.239 2.638 4.063 2.501 2.525 0.001 0.003 0.003 0.003 0.003

2010-7 0.239 2.652 4.058 2.498 2.517 0.001 0.003 0.003 0.003 0.003

2010-8a 0.239 2.653 4.058 2.497 2.517 0.001 0.003 0.003 0.003 0.003

2010-8b 0.239 2.653 4.058 2.497 2.517 0.001 0.003 0.003 0.003 0.003

2011-2b 0.044 0.481 0.730 0.449 0.526 0.000 0.003 0.008 0.003 0.004

2011-3 0.238 2.648 4.062 2.500 2.520 0.001 0.003 0.003 0.003 0.003

2011-4 0.238 2.641 4.064 2.501 2.524 0.001 0.003 0.003 0.003 0.003

2011-5 0.238 2.638 4.064 2.501 2.525 0.001 0.003 0.003 0.003 0.003

2011-6 0.239 2.639 4.064 2.501 2.525 0.001 0.003 0.003 0.003 0.003

2011-7 0.239 2.652 4.059 2.498 2.517 0.001 0.003 0.003 0.003 0.003

2011-8a 0.239 2.653 4.059 2.498 2.517 0.001 0.003 0.003 0.003 0.003

2011-8b 0.239 2.653 4.059 2.498 2.517 0.001 0.003 0.003 0.003 0.003

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 

(MOVES2010, 2009 Calendar Year, ULSD)
B-1

SW Idle factors (g/hr) from MOVES2010 Source: David Brz, OTAQ, 4-16-10

average of Jan and July factors

Truck Class

Month Pollutant Model Year HDGV LHDDV MHDDV HHDDV

Annual Av NOX 1980 14.73 98.49 192.01 192.01

Annual Av NOX 1981 14.55 131.89 192.01 192.01

Annual Av NOX 1982 14.73 118.11 192.01 192.01

Annual Av NOX 1983 14.46 124.77 192.00 192.00

Annual Av NOX 1984 14.51 127.12 192.01 192.01

Annual Av NOX 1985 14.54 127.34 192.01 192.01

Annual Av NOX 1986 14.56 113.98 192.01 192.01

Annual Av NOX 1987 14.51 152.05 192.01 192.01

Annual Av NOX 1988 14.54 140.84 192.01 192.01

Annual Av NOX 1989 14.56 157.06 192.01 192.01

Annual Av NOX 1990 7.39 191.73 148.28 148.28

Annual Av NOX 1991 7.45 154.90 139.42 139.42

Annual Av NOX 1992 7.48 151.31 139.42 139.42

Annual Av NOX 1993 7.44 164.60 139.42 139.42

Annual Av NOX 1994 7.39 164.46 139.42 139.42

Annual Av NOX 1995 7.45 161.26 139.42 139.42

Annual Av NOX 1996 7.15 160.72 139.42 139.42

Annual Av NOX 1997 6.91 141.05 139.42 139.42

Annual Av NOX 1998 13.71 141.74 117.07 117.07

Annual Av NOX 1999 13.77 133.81 115.47 144.33

Annual Av NOX 2000 13.68 131.75 114.68 143.77

Annual Av NOX 2001 13.67 117.90 110.55 145.73

Annual Av NOX 2002 13.56 127.67 113.76 143.55

Annual Av NOX 2003 13.54 81.34 49.00 54.71

Annual Av NOX 2004 12.73 81.33 49.06 54.76

Annual Av NOX 2005 6.90 81.34 49.08 54.77

Annual Av NOX 2006 6.92 59.26 49.05 54.78

Annual Av NOX 2007 6.93 26.22 24.49 27.37

Annual Av NOX 2008 7.17 26.24 24.47 27.37

Annual Av NOX 2009 7.29 26.24 24.45 27.36

Annual Av NOX 2010 7.10 7.08 5.42 6.42

Annual Av Total PM10 1980 2.15 6.06 4.35 4.35

Annual Av Total PM10 1981 4.68 4.40 4.35 4.35

Annual Av Total PM10 1982 4.65 4.44 4.35 4.35

Annual Av Total PM10 1983 4.08 4.43 4.35 4.35

Annual Av Total PM10 1984 4.07 4.43 4.35 4.35

Annual Av Total PM10 1985 0.51 4.42 4.35 4.35

Annual Av Total PM10 1986 0.33 4.46 4.35 4.35

Annual Av Total PM10 1987 0.33 4.38 4.35 4.35

Annual Av Total PM10 1988 1.02 4.42 4.35 4.35

Annual Av Total PM10 1989 1.02 4.39 4.35 4.35
B-2

SW Idle factors (g/hr) from MOVES2010 Source: David Brz, OTAQ, 4-16-10

average of Jan and July factors

Truck Class

Month Pollutant Model Year HDGV LHDDV MHDDV HHDDV

Annual Av Total PM10 1990 0.32 4.37 4.35 4.35

Annual Av Total PM10 1991 0.27 4.11 4.35 4.35

Annual Av Total PM10 1992 0.27 3.96 4.35 4.35

Annual Av Total PM10 1993 0.27 4.19 4.35 4.35

Annual Av Total PM10 1994 0.09 7.29 7.15 6.86

Annual Av Total PM10 1995 0.11 6.67 7.11 6.80

Annual Av Total PM10 1996 0.18 6.59 7.12 6.81

Annual Av Total PM10 1997 0.19 5.81 7.24 6.78

Annual Av Total PM10 1998 0.12 6.58 6.82 6.51

Annual Av Total PM10 1999 0.06 6.24 6.88 6.49

Annual Av Total PM10 2000 0.03 6.15 6.89 6.50

Annual Av Total PM10 2001 0.02 5.55 6.94 6.47

Annual Av Total PM10 2002 0.08 5.97 6.90 6.50

Annual Av Total PM10 2003 0.04 5.14 6.23 5.87

Annual Av Total PM10 2004 0.10 4.74 6.22 5.87

Annual Av Total PM10 2005 0.09 4.74 5.98 5.81

Annual Av Total PM10 2006 0.09 4.72 5.98 5.81

Annual Av Total PM10 2007 0.06 0.18 0.19 0.20

Annual Av Total PM10 2008 0.06 0.18 0.19 0.20

Annual Av Total PM10 2009 0.06 0.18 0.19 0.20

Annual Av Total PM10 2010 0.06 0.18 0.18 0.20

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
Appendix C – SmartWay Fleet Activity Distributions by Vehicle Class
C-1
C-2
C-3
C-4
C-5
C-6
C-7
C-8
C-9
C-10
C-11
C-12
C-13
C-14
C-15
C-16
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 Uhaul 14' Ford 733 Cu. Ft 6,190 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

Uhaul 17' 

Truck Ford 865 Cu. Ft 5,930 14,050

http://www.uhaul.com/Reservations/Eq

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-inW700 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 WalkInLarge 

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 Budget van (basic 1,380 Cu. Ft 12,000 25,500 http://www.budgettruck.com/Moving-
D-3

Clas

s Application

Body 

Type

VIUS 

Category Manuf Model

Cargo 

Space 

(cubic 

feet) Unit

Max 

Payload GVW

Notes or 

Comments URL

Van 24' Truck enclosed) Trucks.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

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
D-4

Clas

s Application

Body 

Type

VIUS 

Category Manuf Model

Cargo 

Space 

(cubic 

feet) Unit

Max 

Payload GVW

Notes or 

Comments URL

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 

lbs (each 

add'l axle 

approx 

12,000 lbs)

http://www.truckpaper.com/listingsdeta

il/detail.aspx?OHID=2379362