5–1 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Chapter 5 

Heavy Vehicles and Characteristics 

Summary Statistics from Tables in this Chapter 

Source 

Table 5.1 Heavy single-unit trucks, 2008 

 Registration (thousands) 6,791

 Vehicle miles (millions) 83,951

 Fuel economy (miles per gallon) 8.5

Table 5.2 Combination trucks, 2008 

 Registration (thousands) 2,216

 Vehicle miles (millions) 143,507

 Fuel economy (miles per gallon) 5.4

Tables 5.14 Freight Shipments, 2007 Commodity Flow Survey 

and 5.15 Value (billion dollars) 11,685

 Tons (millions) 12,543

 Ton-miles (billions) 3,348

Table 5.16 Transit buses in operation, 2008 67,096 

 
5–2 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Heavy single-unit trucks include all single-unit trucks which have more than two axles or more than four tires. Most 

of these trucks would be used for business or for individuals with heavy hauling or towing needs. 

Table 5.1 

Summary Statistics for Heavy Single-Unit Trucks, 1970–2008 

Year 

Registrations 

(thousands) 

Vehicle travel 

(million miles) 

Fuel use 

(million gallons) 

Fuel economy 

(miles per gallon) 

1970 3,681 27,081 3,968 6.8 

1975 4,232 34,606 5,420 6.4 

1976 4,350 36,390 5,706 6.4 

1977 4,450 39,339 6,268 6.3 

1978 4,518 42,747 6,955 6.1 

1979 4,505 42,012 7,050 6.0 

1980 4,374 39,813 6,923 5.8 

1981 4,455 39,568 6,867 5.8 

1982 4,325 40,658 6,803 6.0 

1983 4,204 42,546 6,965 6.1 

1984 4,061 44,419 7,240 6.1 

1985 4,593 45,441 7,399 6.1 

1986 4,313 45,637 7,386 6.2 

1987 4,188 48,022 7,523 6.4 

1988 4,470 49,434 7,701 6.4 

1989 4,519 50,870 7,779 6.5 

1990 4,487 51,901 8,357 6.2 

1991 4,481 52,898 8,172 6.5 

1992 4,370 53,874 8,237 6.5 

1993 4,408 56,772 8,488 6.7 

1994 4,906 61,284 9,032 6.8 

1995 5,024 62,705 9,216 6.8 

1996 5,266 64,072 9,409 6.8 

1997 5,293 66,893 9,576 7.0 

1998 5,414 67,894 9,741 7.0 

1999 5,763 70,304 9,372 7.5 

2000 5,926 70,500 9,563 7.4 

2001 5,704 72,448 9,667 7.5 

2002 5,651 75,866 10,321 7.4 

2003 5,849 77,757 8,881 8.8 

2004 6,161 78,441 8,959 8.8 

2005 6,395 78,496 9,501 8.3 

2006 6,649 80,344 9,852 8.2 

2007 6,807 82,014 10,044 8.2 

2008 6,791 83,951 9,889 8.5 

Average annual percentage change 

1970–2008 1.6% 3.0% 2.4% 0.6% 

1998–2008 2.3% 2.1% 0.2% 2.0% 

Source: 

U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2008, Washington, DC, 

2009, Table VM1 and annual. (Additional resources: www.fhwa.dot.gov) 

Note: Highway Statistics 1999 data were not used. 

 
5–3 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Combination trucks include all trucks designed to be used in combination with one or more trailers. The average 

vehicle travel of these trucks (on a per truck basis) far surpasses the travel of other trucks due to long-haul freight 

movement. 

Table 5.2 

Summary Statistics for Combination Trucks, 1970–2008

Year 

Registrations 

(thousands) 

Vehicle travela

(million miles) 

Fuel use 

(million gallons) 

Fuel economy 

(miles per gallon) 

1970 905 35,134 7,348 4.8 

1975 1,131 46,724 9,177 5.1 

1980 1,417 68,678 13,037 5.3 

1981 1,261 69,134 13,509 5.1 

1982 1,265 70,765 13,583 5.2 

1983 1,304 73,586 13,796 5.3 

1984 1,340 77,377 14,188 5.5 

1985 1,403 78,063 14,005 5.6 

1986 1,408 81,038 14,475 5.6 

1987 1,530 85,495 14,990 5.7 

1988 1,667 88,551 15,224 5.8 

1989 1,707 91,879 15,733 5.8 

1990 1,709 94,341 16,133 5.8 

1991 1,691 96,645 16,809 5.7 

1992 1,675 99,510 17,216 5.8 

1993 1,680 103,116 17,748 5.8 

1994 1,681 108,932 18,653 5.8 

1995 1,696 115,451 19,777 5.8 

1996 1,747 118,899 20,192 5.9 

1997 1,790 124,584 20,302 6.1 

1998 1,831 128,159 21,100 6.1 

1999 2,029 132,384 24,537 5.4 

2000 2,097 135,020 25,666 5.3 

2001 2,154 136,584 25,512 5.4 

2002 2,277 138,737 26,480 5.2 

2003 1,908 140,160 23,815 5.9 

2004 2,010 142,370 24,191 5.9 

2005 2,087 144,028 27,689 5.2 

2006 2,170 142,169 28,107 5.1 

2007 2,221 145,046 28,545 5.1 

2008 2,216 143,507 26,814 5.4 

Average annual percentage change 

1970–2008 2.4% 3.8% 3.5% 0.3% 

1998–2008 1.9% 1.1% 2.4% -1.2% 

Source: 

U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2008, Washington, DC, 

2009, Table VM1 and annual. (Additional resources: www.fhwa.dot.gov) 

 

Note: Highway Statistics 1999 data were not used. 

 a The Federal Highway Administration changed the combination truck travel methodology in 1993. 

 
5–4 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Truck sales in 2009 continued to decline in every class. Trucks under 10,000 lbs. continue to dominate truck 

sales. 

Table 5.3 

New Retail Truck Sales by Gross Vehicle Weight, 1970–2009a

(thousands)

Class 1 Class 2 Class 3 Class 4 Class 5 Class 6 Class 7 Class 8 

Calendar 6,000 lbs. 6,001– 10,001– 14,001– 16,001– 19,501– 26,001– 33,001 lbs. 

year or less 10,000 lbs. 14,000 lbs. 16,000 lbs. 19,500 lbs. 26,000 lbs. 33,000 lbs. and over Total 

Domestic sales (import data are not available) 

1970b 1,049 408 6 12 58 133 36 89 1,791 

1975 1,101 952 23 1 9 159 23 83 2,351 

1976 1,318 1,401 43 c

 9 153 22 97 3,043 

1977 1,306 1,803 36 3 5 163 28 141 3,485 

1978 1,334 2,140 73 6 3 156 41 162 3,915 

1979 1,271 1,574 15 3 3 146 50 174 3,236 

1980 985 975 4 c

 2 90 58 117 2,231 

1981 896 850 1 c

 2 72 51 100 1,972 

1982 1,102 961 1 c

 1 44 62 76 2,248 

1983 1,314 1,207 c c 1 47 59 82 2,710 

1984 2,031 1,224 6 c

 5 55 78 138 3,538 

1985 2,408 1,280 11 c

 5 48 97 134 3,983 

Domestic and import sales 

1986 3,380 1,214 12 c 6 45 101 113 4,870 

1987 3,435 1,175 14 2 8 44 103 131 4,912 

1988 3,467 1,333 14 21 8 54 103 148 5,149 

1989 3,313 1,297 19 27 7 39 93 145 4,942 

1990 3,451 1,097 21 27 5 38 85 121 4,846 

1991 3,246 876 21 24 3 22 73 99 4,365 

1992 3,608 1,021 26 26 4 28 73 119 4,903 

1993 4,119 1,232 27 33 4 27 81 158 5,681 

1994 4,527 1,506 35 44 4 20 98 186 6,421 

1995 4,422 1,631 40 53 4 23 107 201 6,481 

1996 4,829 1,690 52 59 7 19 104 170 6,930 

1997 5,085 1,712 53 57 9 18 114 179 7,226 

1998 5,263 2,036 102 43 25 32 115 209 7,826 

1999 5,707 2,366 122 49 30 48 130 262 8,716 

2000 5,965 2,421 117 47 29 51 123 212 8,965 

2001 6,073 2,525 102 52 24 42 92 140 9,050 

2002 6,068 2,565 80 38 24 45 69 146 9,035 

2003 6,267 2,671 91 40 29 51 67 142 9,357 

2004 6,458 2,796 107 47 36 70 75 203 9,793 

2005 6,586 2,528 167 49 46 60 89 253 9,777 

2006 6,136 2,438 150 50 49 70 91 284 9,268 

2007 5,682 2,623 166 51 45 54 70 151 8,842 

2008 4,358 1,888 135 36 40 39 49 133 6,680 

2009 3,528 1,306 112 20 24 22 39 95 5,145 

Average annual percentage change 

1970–1985 5.7% 7.9% 4.1% - -15.1% -6.6% 6.8% 2.8% 5.5% 

1986–2009 0.2% 0.3% 10.2% - 6.2% -3.1% -4.1% -0.8% 0.2% 

1999–2009 -4.7% -5.8% -0.9% -8.6% -2.2% -7.5% -11.3% 9.6% -5.1% 

Source: 

Ward’s Communication’s, Motor Vehicle Facts and Figures 2009, Southfield, MI, 2009, p. 26, and annual; 2009: 

Ward’s Communications, www.wardsauto.com. (Additional resources: www.wardsauto.com) 

 a Sales include domestic-sponsored imports. b Data for 1970 is based on new truck registrations. c Data are not available. 

 
5–5 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Vehicle Inventory and Use Survey 

 The Vehicle Inventory and Use Survey (VIUS), which was formerly the Truck Inventory and Use 

Survey (TIUS), provides data on the physical and operational characteristics of the Nation's truck 

population. It is based on a probability sample of private and commercial trucks registered (or licensed) 

in each state. In 1997, the survey was changed to the Vehicle Inventory and Use Survey due to future 

possibilities of including additional vehicle types. The 2002 VIUS, however, only includes trucks. 

Copies of the 2002 VIUS report or CD may be obtained by contacting the U.S. Bureau of the Census, 

Transportation Characteristics Surveys Branch (301) 457-2797. Internet site: 

www. census.gov/svsd/www/tiusview.html 

 Since 1987, the survey has included minivans, vans, station wagons on truck chassis, and sport 

utility vehicles in addition to the bigger trucks. The 1977 and 1982 surveys did not include those vehicle 

types. The estimated number of trucks that were within the scope of the 2002 VIUS and registered in the 

United States as of July 1, 2002, was 85.2 million. These trucks were estimated to have been driven a 

total of 1,115 billion miles during 2002, an increase of 6.8% from 1997. The average annual miles 

traveled per truck was estimated at 13,100 miles. 

 In the 2002 VIUS, there are several ways to classify a truck by weight. The survey respondent 

was asked the average weight of the vehicle or vehicle-trailer combination when carrying a typical 

payload; the empty weight (truck minus cargo) of the vehicle as it was usually operated; and the 

maximum gross weight at which the vehicle or vehicle-trailer combination was operated. The Census 

Bureau also collected information on the Gross Vehicle Weight Class of the vehicles (decoded from the 

vehicle identification number) and the registered weight of the vehicles from the State registration files. 

Some of these weights are only provided in categories, while others are exact weights. Since all these 

weights could be quite different for a single truck, the tabulations by weight can be quite confusing. In the 

tables presented here, the Gross Vehicle Weight Class was used. 

The Census Bureau has discontinued the Vehicle Inventory and Use 

Survey; it was not conducted in 2007. The 2002 data remain the latest 

available.

 
5–6 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Table 5.4 

Truck Statistics by Gross Vehicle Weight Class, 2002

Manufacturer's gross vehicle 

weight class 

Number of 

trucks 

Percentage 

of trucks 

Average 

annual miles 

per truck 

Harmonic 

mean fuel 

economy 

Percentage 

of fuel use 

1) 6,000 lbs and less 51,941,389 61.0% 11,882 17.6 42.7% 

2) 6,001 – 10,000 lbs 28,041,234 32.9% 12,684 14.3 30.5% 

Light truck subtotal 79,982,623 93.9% 12,163 16.2 73.2% 

3) 10,001 – 14,000 lbs 691,342 0.8% 14,094 10.5 1.1% 

4) 14,001 – 16,000 lbs 290,980 0.3% 15,441 8.5 0.5% 

5) 16,001 – 19,500 lbs 166,472 0.2% 11,645 7.9 0.3% 

6) 19,501 – 26,000 lbs 1,709,574 2.0% 12,671 7.0 3.2% 

 Medium truck subtotal 2,858,368 3.4% 13,237 8.0 5.2% 

7) 26,001 – 33,000 lbs 179,790 0.2% 30,708 6.4 0.9% 

8) 33,001 lbs and up 2,153,996 2.5% 45,739 5.7 20.7% 

 Heavy truck subtotal 2,333,786 2.7% 44,581 5.8 21.6% 

Total 85,174,776 100.0% 13,088 13.5 100.0% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and Use Survey, Microdata File on 

CD, 2005. (Additional resources: www.census.gov/svsd/www.tiusview.html) 

Table 5.5 

Truck Harmonic Mean Fuel Economy by Size Class, 1992, 1997, and 2002 

(miles per gallon)

Manufacturer's gross vehicle 

weight class 

1992 

TIUS 

1997 

VIUS 

2002 

VIUS 

1) 6,000 lbs and less 17.2 17.1 17.6 

2) 6,001–10,000 lbs 13.0 13.6 14.3 

 Light truck subtotal 15.7 15.8 16.2 

3) 10,000–14,000 lbs 8.8 9.4 10.5 

4) 14,001–16,000 lbs 8.8 9.3 8.5 

5) 16,001–19,500 lbs 7.4 8.7 7.9 

6) 19,501–26,000 lbs 6.9 7.3 7.0 

 Medium truck subtotal 7.3 8.6 8.0 

7) 26,001–33,000 lbs 6.5 6.4 6.4 

8) 33,001 lbs and over 5.5 5.7 5.7 

 Large truck subtotal 5.6 6.1 5.8 

Sources: 

Estimates are based on data provided on the following public use files: U.S. Department of Commerce, Bureau of 

the Census, Census of Transportation, Washington, DC, 1992 Truck Inventory and Use Survey, 1995; 1997 

Vehicle Inventory and Use Survey, 2000, and 2002 Vehicle Inventory and Use Survey, 2005. (Additional 

resources: www.census.gov/svsd/www/tiusview.html) 

Note: Based on average fuel economy as reported by respondent. 

 
5–7 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

As expected, most light trucks travel within 50 miles of their home base and refuel at public stations. About sixty 

percent of heavy trucks travel over 50 miles from their home base and 36% of them refuel at central companyowned refueling stations. 

Table 5.6 

Truck Statistics by Size, 2002

Manufacturer's gross vehicle weight class 

 

Light 

(< 10,000 lbs) 

Medium 

(10,001– 

26,000 lbs) 

Heavy 

(> 26,000 lbs) Total 

 Range of operation 

Under 50 miles 69.2% 61.5% 40.7% 68.2% 

51–100 miles 8.5% 11.7% 13.5% 8.7% 

101–200 miles 2.4% 3.2% 6.7% 2.5% 

201–500 miles 1.1% 1.8% 7.6% 1.3% 

501 miles or more 1.4% 2.2% 10.4% 1.7% 

Off-road 1.1% 3.5% 3.2% 1.2% 

Vehicle not in use 2.2% 4.4% 3.2% 2.3% 

Not reported 14.1% 11.7% 14.7% 14.1% 

Total 100.0% 100.0% 100.0% 100.0% 

 Primary refueling facility 

Gas station 96.9% 62.4% 28.4% 93.9% 

Truck stop 0.7% 7.7% 31.9% 1.8% 

Own facility 2.0% 27.3% 36.2% 3.7% 

Other nonpublic facility 0.3% 2.6% 3.5% 0.5% 

Other 0.0% 0.0% 0.0% 0.0% 

All 100.0% 100.0% 100.0% 100.0% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and Use Survey, Microdata. File on 

CD, 2005. (Additional resources: www.census.gov/svsd/www/tiusview.html) 

 
5–8 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

More medium truck owners listed construction as the truck’s major use than any other major use category. 

Construction was the second highest major use for light trucks and heavy trucks. 

Table 5.7 

Percentage of Trucks by Size Ranked by Major Use, 2002

Rank 

Light 

(< 10,000 lbs 

average weight) 

Medium 

(10,001 – 26,000 lbs 

average weight) 

Heavy 

(> 26,000 lbs average 

weight) 

1 Personal Construction For hire 

81.5% 18.4% 30.1% 

2 Construction Agriculture Construction 

4.6% 16.2% 15.9% 

3 Other servicesa

 For hire Agriculture 

2.5% 9.6% 12.2% 

4 Not in use Retail Retail 

2.2% 7.1% 5.4% 

5 Agriculture Not in use Not in use 

1.9% 6.4% 5.1% 

6 Retail Leasing Waste management 

1.5% 6.2% 5.0% 

7 Unknown Wholesale Manufacturing 

1.3% 5.5% 4.9% 

8 Leasing Waste management Wholesale 

0.7% 5.4% 4.8% 

9 Manufacturing Utilities Leasing 

0.7% 5.0% 4.6% 

10 Utilities Personal Unknown 

0.6% 4.8% 3.2% 

11 Waste management Unknown Personal 

0.6% 4.4% 2.5% 

12 Wholesale Manufacturing Mining 

0.6% 3.3% 2.4% 

13 Information services Other servicesa

 Other servicesa

0.4% 3.2% 1.3% 

14 For hire Food services Utilities 

0.4% 1.6% 1.1% 

15 Food services Information services Food services 

0.3% 1.3% 1.1% 

16 Arts Mining Arts 

0.2% 1.1% 0.3% 

17 Mining Arts Information services 

 0.1% 0.5% 0.1% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and Use Survey, Micro data File on 

CD, 2005. (Additional resources: www.census.gov/svsd/www/tiusview.html) 

 

 a Business and personal services. 

 
5–9 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Nearly half of trucks in fleets of 11-20 and 21-50 vehicles use company-owned facilities. Most trucks in smaller 

fleets use public gas stations for fueling. 

Table 5.8 

Percentage of Trucks by Fleet Size and Primary Fueling Facility, 2002 

Primary refueling facility 

Truck fleet size Gas station Truck stop Own facility Other's facility Total 

1–5 73.8% 6.1% 18.2% 1.9% 100.0% 

6–10 55.3% 5.7% 35.5% 3.4% 100.0% 

11–20 41.1% 5.1% 48.9% 4.9% 100.0% 

21–50 42.9% 3.7% 49.8% 3.6% 100.0% 

51 or more 48.3% 6.3% 44.4% 1.0% 100.0% 

Fleets of 6 or more 

vehicles 47.6% 5.2% 43.9% 3.4% 100.0% 

No fleet 96.4% 1.6% 1.7% 0.3% 100.0% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and Use Survey, Microdata File on 

CD, 2005. (Additional resources: www.census.gov/svsd/www/tiusview.html) 

 
5–10 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Most trucks are fueled at gas stations but for-hire or warehousing trucks are more often fueled at truck stops. 

Mining trucks and vehicle leasing or rental trucks fuel at the companies’ own facility more than 30% of the time. 

Table 5.9 

Share of Trucks by Major Use and Primary Fueling Facility, 2002

Major use 

Gas 

station 

Truck 

stop 

Own 

facility 

Others 

facility Other All 

Personal 98.6% 0.6% 0.7% 0.1% 0.1% 100.0% 

Other services 96.0% 1.4% 1.6% 0.9% 0.1% 100.0% 

All 93.9% 1.8% 3.7% 0.5% 0.0% 100.0% 

Information services 92.3% 0.4% 7.2% 0.1% 0.0% 100.0% 

Retail trade 86.6% 3.5% 8.6% 1.2% 0.0% 100.0% 

Construction 84.7% 3.3% 9.8% 2.2% 0.0% 100.0% 

Accommodation or food services 82.4% 7.5% 8.8% 1.3% 0.0% 100.0% 

Manufacturing 81.5% 5.1% 11.9% 1.5% 0.0% 100.0% 

Arts, entertainment, recreation services 81.1% 4.3% 14.2% 0.3% 0.0% 100.0% 

Waste mgmt, landscaping, admin/support services 78.2% 3.0% 17.1% 1.6% 0.0% 100.0% 

Wholesale trade 76.2% 6.6% 12.0% 5.1% 0.0% 100.0% 

Utilities 72.6% 1.8% 24.3% 1.3% 0.0% 100.0% 

Agriculture, forestry, fishing, hunting 62.7% 6.7% 29.4% 1.0% 0.1% 100.0% 

Vehicle leasing or rental 60.2% 1.3% 31.8% 6.8% 0.0% 100.0% 

Mining 48.7% 8.5% 34.3% 8.5% 0.0% 100.0% 

For-hire or warehousing 33.3% 38.7% 25.8% 2.3% 0.0% 100.0% 

Overall 93.90% 1.80% 3.70% 0.50% 0% 100.00% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and Use Survey, Microdata File on 

CD, 2005. (Additional resources: www.census.gov/svsd/www/tiusview.html) 

 
5–11 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

The figure below shows the distribution of annual travel the two types of Class 7 and 8 vehicles–combination units 

(separate tractor and trailer) and single units (tractor and trailer on a single chassis). This information is for 

vehicles two years old or less and comes from the 2002 VIUS. Combination trucks, dominated by box-type trailers, 

display the greatest amount of annual travel of all heavy vehicle types, as is evidenced both by the range of annual 

use which is up to 250,000 miles per year, and the peaking that occurs in the 100,000 to 140,000-mile segments. 

Most of the single-unit trucks in the survey travel 40,000 miles per year or less. 

Figure 5.1. Distribution of Trucks over 26,000 lbs. Less than Two Years Old 

by Vehicle-Miles Traveled

Source: 

U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and Use Survey, Microdata File on 

CD, 2005. (Additional resources: www.census.gov/svsd/www/tiusview.html) 

Note: Heavy trucks (class 7 & 8) are greater than 26,000 pounds gross vehicle weight based on the manufacturer’s 

rating. 

 
5–12 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

The latest Vehicle Inventory and Use Survey asked truck owners if the truck had certain features as permanent 

equipment on the truck. Some of the features asked about were onboard computers, idle-reduction devices, 

navigational systems, and Internet access. Of the 2.3 million heavy trucks (class 7 & 8) in the United States, nearly 

10% were equipped with onboard computers that had communication capabilities and another 5% had onboard 

computers without communication capabilities. Six percent of heavy trucks were equipped with idle-reducing 

technology. Navigational systems and Internet access were available in less than one percent of heavy trucks. 

Figure 5.2. Share of Heavy Trucks with Selected Electronic Features, 2002 

Source: 

U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and User Survey, Microdata File on 

CD, 2005. 

Note: Heavy trucks (class 7 & 8) are greater than 26,000 pounds gross vehicle weight based on the manufacturer’s 

rating. 

 
5–13 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Fuel Economy Study for Class 8 Trucks 

As part of a long-term study sponsored by the U.S. Department of Energy (DOE) Office of 

Vehicle Technologies (OVT), the Oak Ridge National Laboratory (ORNL) in conjunction with several 

industry partners has collected data and information related to heavy-truck operation in real-world 

highway environments. The primary objective of the project was to collect real-world performance and 

spatial data for long-haul operations of Class 8 tractor-trailers from a fleet engaged in normal freight 

operations. Six model year 2005 Class 8 trucks from the selected fleet, which operates within a large area 

of the country extending from the east coast to Mountain Time Zone and from Canada to the US-Mexican 

border, were instrumented and 60 channels of data were collected for over a year at a rate of 5 Hz (or 5 

readings per second). Those channels included information such as instantaneous fuel rate, engine speed, 

gear ratio, vehicle speed, and other information read from the vehicle’s databus; weather information 

(wind speed, precipitation, air temperature, etc.) gathered from an on-board weather station; spatial 

information (latitude, longitude, altitude) acquired from a GPS (Global Positioning System) device; and 

instantaneous tractor and trailer weight obtained from devices mounted on the six participating tractors 

and ten trailers. Three of the six instrumented tractors and five of the ten instrumented trailers were 

mounted with New Generation Single Wide-Based Tires and the others with regular dual tires. Over the 

duration of this phase of the project (just over a year) the six tractors traveled nearly 700,000 miles. 

To find out more about this project, contact Oscar Franzese, franzeseo@ornl.gov, 865-946-1304. 

The final report on this project is available on-line at: 

 cta.ornl.gov/cta/Publications/Reports/ORNL_TM_2008-122.pdf. 

 
5–14 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

The type of terrain a truck is traveling on can cause significant differences in fuel efficiency. This study (see page 

5–13 for project description) shows fuel economy on severe upslopes is less than half that on flat terrain. On severe 

downslopes, the fuel economy was three times higher than on flat terrain. 

Table 5.10 

Effect of Terrain on Class 8 Truck Fuel Economy

Average Fuel Efficiency (mpg) 

Type of Terrain 

Share of Data 

Records 

All 

Trucks 

Tractors 

with Dual 

Tires 

Tractors 

with Single 

(wide) Tires 

Difference 

between Dual 

and Single 

Tires (percent) 

Severe upslope (>4%) 0.7% 2.90 2.86 2.94 2.91%

Mild upslope (1% to 4%) 13.2% 4.35 4.25 4.44 4.35%

Flat terrain (1% to 1%) 72.4% 7.33 7.08 7.58 7.13%

Mild downslope (-4% to -1%) 12.6% 15.11 14.64 15.57 6.36%

Severe downslope (<-4%) 1.1% 23.5 21.82 25.3 15.97%

Source: 

Capps, Gary, Oscar Franzese, Bill Knee, M.B. Lascurain, and Pedro Otaduy. Class-8 Heavy Truck Duty Cycle 

Project Final Report, ORNL/TM-2008/122, Oak Ridge National Laboratory, Oak Ridge, TN, December 

2008. 

 
5–15 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Table 5.10 presents a distribution of distance traveled, fuel consumed, and fuel economy by speed and by type of 

tires for the vehicles participating in the project (see page 5-13 for project description). The speed bins are divided 

into 5-mile intervals, going from 0+ mph (i.e., speed > 0.00 mph) to 85 mph, while the four main columns of Table 

5.10 are organized by the type of tires that were mounted on the tractor and trailers. The first row of the table 

contains information about fuel consumed while the vehicle was idling (i.e., the vehicle was static with the engine 

on) with the following rows presenting information about the distance traveled, fuel consumed, and fuel economy for 

each one of the speed intervals. The next-to-the-last row shows the totals for both traveled distances and fuel 

consumed as well as the overall fuel economy for each tire-combination category. The latter are then used to 

compute the percentage difference in terms of fuel economy from dual tire tractors and trailers, which is the most 

common tire setup for large trucks at the present time. 

Table 5.11 

Fuel Economy for Class 8 Trucks as Function of Speed 

and Tractor-Trailer Tire Combination

 

Dual Tire Tractor – 

Dual Tire Trailer 

Dual Tire Tractor – 

Single (Wide) Tire Trailer 

Single (Wide) Tire Tractor – 

Dual Tire Trailer 

Single (Wide) Tire Tractor -

Single (Wide) Tire Trailer 

 Distance Fuel Fuel Distance Fuel Fuel Distance Fuel Fuel Distance Fuel Fuel 

Speed Traveled Cons. Econ. Traveled Cons. Econ. Traveled Cons. Econ. Traveled Cons. Econ. 

(mph) (miles) (gal) (MPG) (miles) (gal) (MPG) (miles) (gal) (MPG) (miles) (gal) (MPG) 

Idling N/A 1,858.5 N/A N/A 967.9 N/A N/A 1,676.4 N/A N/A 706.0 N/A 

0+ to 5 281 101.8 2.76 148 50.4 2.93 368.0 124.2 3.0 156 52.8 2.96 

5+ to 10 674 198.8 3.39 368 103.2 3.56 808.0 245.4 3.3 331 98.8 3.35 

10+ to 15 723 192.0 3.77 396 98.3 4.03 848.0 216.5 3.9 343 87.0 3.95 

15+ to 20 744 199.1 3.73 404 100.9 4.00 882.0 221.6 4.0 361 90.5 3.98 

20+ to 25 938 228.4 4.11 489 113.6 4.31 1,111.0 244.2 4.6 462 101.1 4.57 

25+ to 30 1,178 266.9 4.41 609 131.5 4.63 1,420.0 286.9 5.0 580 117.6 4.93 

30+ to 35 1,481 336.8 4.40 753 154.2 4.88 1,774.0 341.1 5.2 708 141.1 5.02 

35+ to 40 1,917 403.5 4.75 1,000 193.6 5.17 2,284.0 433.6 5.3 941 184.3 5.10 

40+ to 45 2,955 584.1 5.06 1,543 285.9 5.40 3,380.0 603.6 5.6 1,350 254.4 5.31 

45+ to 50 4,935 907.9 5.43 2,573 447.7 5.75 5,410.0 872.8 6.2 2,177 360.4 6.04 

50+ to 55 9,397 1,629.8 5.77 4,962 811.5 6.11 10,046.0 1,622.7 6.2 3,877 625.5 6.20 

55+ to 60 20,656 3,297.2 6.26 11,707 1,721.9 6.80 22,373.0 3,257.8 6.9 8,710 1,246.9 6.99 

60+ to 65 38,964 5,879.6 6.63 21,472 2,980.8 7.20 34,517.0 4,840.0 7.1 14,944 2,049.4 7.29 

NOT ADJUSTED FOR TERRAIN: See note below. 

65+ to 70 58,304 8,313.2 7.01 27,931 3,652.2 7.65 65,063.0 9,256.4 7.0 27,144 3,880.1 7.00 

70+ to 75 56,378 7,483.2 7.53 21,751 2,745.5 7.92 66,882.0 8,435.6 7.9 32,887 4,056.1 8.11 

75+ to 85 7,849 808.2 9.71 3,610 403.2 8.95 11,513.0 911.1 12.6 6,817 512.2 13.31 

Totala 207,374 30,831.0 6.73 99,714 13,994.0 7.13 228,680.0 31,913.0 7.2 101,790 13,858.0 7.35 

Percent 

increase in 

fuel 

economy 

from dual 

tire 

trac/trail 

 

0.00% 5.93% 6.53% 9.20% 

Source: 

Capps, Gary, Oscar Franzese, Bill Knee, M.B. Lascurain, and Pedro Otaduy. Class-8 Heavy Truck Duty Cycle 

Project Final Report, ORNL/TM-2008/122, Oak Ridge National Laboratory, Oak Ridge, TN, December 

2008. 

Note: These data were not adjusted to account for the effects of terrain. The increase in fuel economy for speeds 

above 70 mph is likely due to the vehicle achieving high speeds while traveling down slope. Therefore, this increase 

in fuel economy is not expected to be characteristic of all travel at these higher speeds. 

 a Total Fuel Consumed does not include fuel consumed while idling. 

 
5–16 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

The fuel economy information presented in Table 5.10 is on the upper limits of today’s large-truck fleets and is 

mostly a result of driver training and the extensive vehicle maintenance (including constant tire pressure) to which 

the fleet company participating in this project adheres. Nevertheless, the results of this extensive test indicate that 

there are substantial gains in terms of fuel economy for large trucks when single (wide) tires are used in 

combination with dual tires or alone (best case). Figure 5.3 shows the information from Table 5.10 in a graphical 

form (bars) and also displays for each speed bin the percentage of the total distance that is traveled at that speed 

(line). It is possible to observe that above 80% of the distance traveled by long-haul Class 8 trucks is done at speeds 

above 55 mph. Therefore, any gains in fuel economies at these speeds derived from a given tire combination would 

have a very large impact on the overall fuel economy of these type of trucks. Figure 5.3 shows that, except for the 

D-S combination within the 65+ to 70 mph, the combinations with all single (wide) tires perform better and, 

therefore, obtain the largest overall fuel economy. 

Figure 5.3. Class 8 Truck Fuel Economy as a Function of Speed and Tractor-Trailer Tire 

Combination and Percentage of Total Distance Traveled as a Function of Speed 

NOT ADJUSTED FOR TERRAIN: See note below. 

Source: 

Capps, Gary, Oscar Franzese, Bill Knee, M.B. Lascurain, and Pedro Otaduy. Class-8 Heavy Truck Duty Cycle 

Project Final Report, ORNL/TM-2008/122, Oak Ridge National Laboratory, Oak Ridge, TN, December 

2008. 

Note: D = Dual tire. S = Single (wide) tire. 

These data were not adjusted to account for the effects of terrain. The increase in fuel economy for speeds above 70 

mph is likely due to the vehicle achieving high speeds while traveling down slope. Therefore, this increase in fuel 

economy is not expected to be characteristic of all travel at these higher speeds. 

 
5–17 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

 This graph presents for each one of the four tire-combination categories the percent of total fuel that is consumed 

when traveling at different speeds (bars) as well as the average percent of fuel consumed for each speed bin (line). 

As opposed to Table 5.10, the total fuel consumed on this graph includes the fuel consumed while idling. 

Figure 5.4. Class 8 Truck Percent of Total Fuel Consumed as a Function of Speed 

and Tractor-Trailer Tire Combination 

NOT ADJUSTED FOR TERRAIN: See note below.

Source: 

Capps, Gary, Oscar Franzese, Bill Knee, M.B. Lascurain, and Pedro Otaduy. Class-8 Heavy Truck Duty Cycle 

Project Final Report, ORNL/TM-2008/122, Oak Ridge National Laboratory, Oak Ridge, TN, December 

2008. 

Note: D = Dual tire. S = Single (wide) tire. 

These data were not adjusted to account for the effects of terrain. The increase in fuel economy for speeds above 70 

mph is likely due to the vehicle achieving high speeds while traveling down slope. Therefore, this increase in fuel 

economy is not expected to be characteristic of all travel at these higher speeds. 

 
5–18 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

A typical class 8 truck tractor weighs about 17,000 lbs. The powertrain is nearly a quarter of the weight (24%) 

while the truck body structure is 19%.

Table 5.12 

Class 8 Truck Weight by Component 

 Pounds Share of Total 

Wheels and tires 1,700 10% 

Chassis/frame 2,040 12% 

Drivetrain and suspension 2,890 17% 

Misc. accessories/systems 3,060 18% 

Truck body structure 3,230 19% 

Powertrain 4,080 24% 

Total 17,000 100% 

Source: 

National Academy of Sciences, Technologies and Approaches to Reducing the Fuel Consumption of Medium and 

Heavy-Duty Vehicles, prepublication copy, March 2010, p. 5-42. 

Notes: 

• Powertrain includes engine and cooling system, transmission and accessories. 

• Truck body structure includes cab-in-white, sleeper unit, hood and fairings, interior and glass. 

• Miscellaneous accessories/systems include batteries, fuel system, and exhaust hardware. 

• Drivetrain and suspension includes drive axles, steer axle, and suspension system. 

• Chassis/frame includes frame rails and crossmembers, fifth wheel and brackets. Wheels and tires include a set of 

10 aluminum wheels, plus tires. 

 
5–19 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

The gross weight of a vehicle (GVW) is the weight of the empty vehicle plus the weight of the maximum payload that 

the vehicle was designed to carry. In cars and small light trucks, the difference between the empty weight of the 

vehicle and the GVW is not significantly different (1,000 to 1,500 lbs). The largest trucks and tractor-trailers, 

however, have a payload capacity share of 200%, which means they can carry 200% of their empty weight. The 

medium-sized trucks (truck classes 3-6) have payload capacity shares between 50% and 100%. 

Table 5.13 

Gross Vehicle Weight vs. Empty Vehicle Weight 

Vehicle Description Truck Class 

Gross Vehicle 

Weight Range 

(pounds) 

Empty Vehicle 

Weight Range 

(pounds) 

Maximum 

Payload 

Capacity 

(pounds) 

Payload 

Capacity Share 

(Percent of 

Empty 

Weight) 

Cars 3,200-6,000 2,400-5,000 1,000 20% 

Minivans, Small SUVs, 

Small Pick-Ups 1 4,000-2,400 3,200-4,500 1,500 33% 

Large SUVs, Standard PickUps 2a 6,001-8,500 4,500-6,000 2,500 40% 

Large SUVs, Standard PickUps 2b 8,501-10,000 5,000-6,300 3,700 60% 

Utility Van, Multi- Purpose, 

Mini-Bus, Step Van 3 10,001-14,000 7,650-8,750 5,250 60% 

City Delivery, Parcel 

Delivery, Large Walk-in, 

Bucket, Landscaping 

4 14,001-16,000 7,650-8,750 7,250 80% 

City Delivery, Parcel 

Delivery, Large Walk-in, 

Bucket 

5 16,001-19,500 9,500-10,000 8,700 80% 

City Delivery, School Bus, 

Large Walk-in, Bucket 6 19,501-26,000 11,500-14,500 11,500 80% 

City Bus, Furniture, 

Refrigerated, Refuse, Fuel 

Tanker, Dump, Tow, 

Concrete, Fire Engine, 

Tractor-Trailer 

7 26,001-33,000 11,500-14,500 18,500 125% 

Refuse, Concrete, Furniture, 

City Bus, Tow, Fire Engine 

(straight trucks) 

8a 33,001-80,000 20,000-26,000 54,000 200% 

Tractor-Trailer: Van, 

Refrigerated, Bulk Tanker, 

Flat Bed (combination 

trucks) 

8b 33,001-80,000 20,000-26,000 54,000 200% 

Source: 

National Academy of Sciences, Technologies and Approaches to Reducing the Fuel Consumption of Medium and 

Heavy-Duty Vehicles, prepublication copy, March 2010, pp. 2-2 and 5-42. 

 
5–20 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

According to weigh-in-motion data collected by fifteen states, the majority of 5-axle tractor-trailers on the road 

weigh between 33,000 and 73,000 lbs. Eleven percent of the tractor-trailers had weight recorded around 72,800 lbs 

and 10% around 68,300 lbs. Another 10% of tractor-trailers were on the lighter end of the scale – around 37,500 

lbs. These data show that only a small percent of trucks on the road are near the maximum roadway gross vehicle 

weight of 80,000 lbs. Thus, most trucks are filling the trailer space to capacity (cubing-out) before they reach the 

maximum weight limit (weighing-out). 

Figure 5.5. Distribution of Five-Axle Tractor-Trailers by On-Road Vehicle Weight, 2008 

Source: 

National Academy of Sciences, Technologies and Approaches to Reducing the Fuel Consumption of Medium and 

Heavy-Duty Vehicles, prepublication copy, March 2010, p. 5-45. Original source: Federal Highway 

Administration, Vehicle Travel Information System, 2008. 

Note: Data are from these 15 States: California, Connecticut, Florida, Georgia, Hawaii, Iowa, Minnesota, Missouri, 

Montana, North Carolina, Oregon, Pennsylvania, South Dakota, Texas, and Washington. 

 
5–21 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Commodity Flow Survey 

 The Commodity Flow Survey (CFS) is designed to provide data on the flow of goods and materials 

by mode of transport. The 1993, 1997, 2002, and 2007 CFS are a continuation of statistics collected in the 

Commodity Transportation Survey from 1963 through 1977, and include major improvements in 

methodology, sample size, and scope. The 2007 CFS covers business establishments with paid 

employees that are located in the United States and are classified using the North American Industry 

Classification System (NAICS) in mining, manufacturing, wholesale trade, and select retail trade 

industries, namely, electronic shopping and mail-order houses. Establishments classified in services, 

transportation, construction, and most retail industries are excluded from the survey. Farms, fisheries, 

foreign establishments, and most government-owned establishments are also excluded.a

 The 1993, 1997, 2002, and 2007 CFS differ from previous surveys in their greatly expanded 

coverage of intermodalism (i.e., shipments which travel by at least two different modes, such as rail and 

truck). Earlier surveys reported only the principal mode. Route distance for each mode for each 

shipment was imputed using methodologies developed by Oak Ridge National Laboratory. Distance, in 

turn, was used to compute ton-mileage by mode of transport. 

 The data can be viewed at: www.bts.gov/publications/commodity_flow_survey. 

a

 Bureau of Transportation Statistics and U.S. Bureau of the Census, 2007 Economic Census, 2007 

Commodity Flow Survey, December 2008. 

 
5–22 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Industries covered by the 2007 Commodity Flow Survey (CFS) shipped over 12 billion tons of goods worth over $11 

trillion. Compared to the 1997 CFS, the value of shipments is up 1.3% per year and tons shipped are up 1.6% per 

year. By value, intermodal shipments increased 4.7% per year from 1997 to 2007. 

Table 5.14 

Growth of Freight in the United States: Comparison of the 2007, 2002 and 

1997 Commodity Flow Surveys 

(Detail may not add to total because of rounding)

Value of goods shipped Tons 

Average 

2002 1997 annual Average 

 (billion (billion percent annual 

Mode of Transportation 

2007 

(billions) 

2007 

dollars) 

2007 

dollars) 

change 

(1997-2007) 

2007 

(millions) 

2002 

(millions) 

1997 

(millions) 

percent 

change 

All modes 11,684.9 9,678.0 8,970.5 2.7% 12,543.4 11,667.9 11,089.7 1.2% 

Single modes 9,539.0 8,124.6 7,388.8 2.6% 11,698.1 11,086.7 10,436.5 1.1% 

Trucka

 8,335.8 7,186.0 6,435.3 2.6% 8,778.7 7,842.8 7,700.7 1.3% 

 For-hire truck 4,955.7 4,330.2 3,748.0 2.8% 4,075.1 3,657.3 3,402.6 1.8% 

 Private truck 3,380.1 2,818.3 2,630.8 2.5% 4,703.6 4,149.7 4,137.3 1.3% 

Rail 436.4 359.5 412.9 0.6% 1,861.3 1,873.9 1,549.8 1.8% 

Water 114.9 102.9 97.9 1.6% 403.6 681.2 563.4 -3.3% 

 Shallow draft 91.0 66.3 69.6 2.7% 343.3 458.6 414.8 -1.9% 

 Great Lakes b

 0.9 1.9 b 17.8 38.0 38.4 -7.4% 

 Deep draft 23.1 35.7 26.4 -1.3% 42.5 184.6 110.2 -9.1% 

Air (includes truck and air) 252.3 305.4 296.0 -1.6% 3.6 3.8 4.5 -2.2% 

Pipelineb

 399.6 172.0 146.6 10.5% 650.9 685.0 618.2 0.5% 

Multiple modes 1,866.7 1,243.8 1,221.9 4.3% 573.7 216.7 216.7 10.2% 

Parcel, U.S. Postal Service 

 or courier 1,561.9 1,138.5 1,105.7 3.5% 33.9 25.5 23.7 3.6% 

Truck and rail 187.2 80.6 97.8 6.7% 225.6 43.0 54.2 15.3% 

Truck and water 58.4 16.6 10.6 18.6% 145.5 23.3 33.2 15.9% 

Rail and water 13.9 3.8 2.3 19.7% 54.9 105.1 79.3 -3.6% 

Other multiple modes 45.3 4.4 5.6 -8.0% 113.8 19.8 26.2 15.8% 

Other and unknown modes 279.1 309.6 359.9 -2.5% 271.6 364.6 436.5 -4.6% 

Source: 

U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau 

of the Census, 2007 Commodity Flow Survey, Table 1a. (Additional resources: www.bts.gov/cfs) 

 a

 "Truck" as a single mode includes shipments which went by private truck only, for-hire truck only, or a 

combination of private truck and for-hire truck. b

 Denotes data do not meet publication standards because of high sampling variability or poor response 

quality. c

 CFS data for pipeline exclude most shipments of crude oil. 

 
5–23 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

Industries covered by the 2007 Commodity Flow Survey (CFS) accounted for 3.3 trillion ton-miles on the nation’s 

highways, railways, waterways, pipelines, and aviation system. Ton-miles increased an average of 2.7% per year 

from 1997 to 2007. 

Table 5.15 

Growth of Freight Miles in the United States: Comparison of the 2007, 2002 and 

1997 Commodity Flow Surveys 

(Detail may not add to total because of rounding)

Ton-miles Average miles per shipment 

Average 

annual Average 

percent annual 

2007 2002 1997 change percent 

Mode of Transportation (billions) (billions) (billions) (1997-2007) 2007 2002 1997 change 

All modes 3,344.7 3,137.9 2,661.4 2.3% 619 546 472 2.7% 

Single modes 2,894.3 2,867.9 2,383.5 2.0% 234 240 184 2.4% 

Trucka

 1,342.1 1,255.9 1,023.5 2.7% 206 173 144 3.6% 

 For-hire truck 1,055.6 959.6 741.1 3.6% 599 523 485 2.1% 

 Private truck 286.5 291.1 268.6 0.6% 57 64 53 0.7% 

Rail 1,344.0 1,261.6 1,022.5 2.8% 728 807 769 -0.5% 

Water 157.3 282.7 261.7 -5.0% 520 568 482 0.8% 

 Shallow draft 117.5 211.5 189.3 -4.7% 144 450 177 -2.0% 

 Great Lakes 6.9 13.8 13.4 -6.4% 657 339 204 12.4% 

 Deep draft 33.0 57.4 59.0 -0.1% 923 664 1,024 -1.0% 

Air (includes truck and air) 4.5 5.8 6.2 -3.2% 1,304 1,919 1,380 -0.6% 

Pipelineb c c c c c c c c

Multiple modes 416.6 225.7 204.5 7.4% 975 895 813 1.8% 

Parcel, U.S. Postal Service 

 or courier 28.0 19.0 18.0 4.5% 975 894 813 1.8% 

Truck and rail 196.8 45.5 55.6 13.5% 1,007 1,413 1,347 -2.9% 

Truck and water 98.4 32.4 34.8 11.0% 1,429 1,950 1,265 1.2% 

Rail and water 47.1 115.0 77.6 -4.9% 1,928 957 1,092 5.8% 

Other multiple modes 46.4 13.8 18.6 0.1% 1,182 c c c

Other and unknown modes 33.8 44.2 73.4 -7.5% 116 130 122 -0.5% 

Source: 

U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau 

of the Census, 2007 Commodity Flow Survey, Table 1a. (Additional resources: www.bts.gov/cfs) 

 a "Truck" as a single mode includes shipments which went by private truck only, for-hire truck only, or a 

combination of private truck and for-hire truck. b

 CFS data for pipeline exclude most shipments of crude oil. 

c

 Denotes data do not meet publication standards because of high sampling variability or other reasons. Some 

unpublished estimates can be derived from other data published in this table. However, figures obtained in this 

manner are subject to these same limitations. 

 
5–24 

TRANSPORTATION ENERGY DATA BOOK: EDITION 29—2010 

In 2007, the data changed substantially due to improved estimation methodologies. Unfortunately, those data are 

no longer comparable to the rest of the historical series. 

Table 5.16 

Summary Statistics on Transit Buses and Trolleybuses, 1994–2008

Year 

Number of 

active buses 

Vehicle-miles 

(millions) 

Passengermiles 

(millions) Btu/passenger-mile 

Energy use 

(trillion Btu) 

1994 68,766 2,176 19,019 4,261 81.0 

1995 67,802 2,198 19,005 4,302 81.8 

1996 72,353 2,234 19,280 4,334 83.6 

1997 73,425 2,259 19,793 4,425 87.6 

1998 72,788 2,188 20,542 4,384 90.1 

1999 74,885 2,290 21,391 4,327 92.6 

2000 75,665 2,329 21,433 4,509 96.6 

2001 76,675 2,389 22,209 4,120 91.5 

2002 76,806 2,425 22,029 4,100 90.3 

2003 78,000 2,435 21,438 4,171 89.4 

2004 81,630 2,484 21,550 4,318 93.0 

2005 82,642 2,498 21,998 4,200 92.4 

2006 83,689 2,507 22,985 4,259 97.9 

2007a

 65,808 2,314 21,132 4,315 91.2 

2008 67,096 2,388 21,918 4,290 94.0 

Source: 

American Public Transportation Association, 2010 Public Transportation Fact Book, Washington, DC, April 2010, 

Tables 6, 8, 9, and 15. (Additional resources: www.apta.com) 

a

 Data are not continuous between 2006 and 2007 due to changes in estimation methodology. See source 

document for details.