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Transportation
Energy Data Book
Edition 38
Stacy C. Davis and Robert G. Boundy
Transportation Energy Data Book
Quick Facts
Petroleum
•
•
•
•
•
•
•
•
•
•
In 2018 the U.S. produced more than 15 million barrels of petroleum per day (mmbd), or 16.3% of
the world’s 94 mmbd.
The U.S. consumed 20.5 mmbd, or 21% of the world’s 100 mmbd in 2018.
Net imports of petroleum to the U.S. in 2018 were over 2 mmbd, which was 11% of U.S. petroleum.
U.S. transportation petroleum use was 69% of total U.S. petroleum use in 2018.
In 2018, U.S. transportation petroleum use was 93% of total U.S. petroleum production.
Petroleum comprised 92% of U.S. transportation energy use in 2018.
Cars and light trucks accounted for 63% of U.S. transportation petroleum use in 2017.
Medium trucks (Class 3-6) accounted for 4% of U.S. transportation petroleum use in 2017.
Heavy trucks (Class 7-8) and buses accounted for 19% of U.S. transportation petroleum use in 2017.
Nonhighway modes accounted for the rest of U.S. transportation petroleum use in 2017 (14%).
Energy
•
•
•
•
•
In 2018 U.S. transportation energy use accounted for about 28% of total U.S. energy use.
Cars and light trucks accounted for 58% of U.S. transportation energy use in 2017.
Medium trucks accounted for 5% of U.S. transportation energy use in 2017.
Heavy trucks and buses accounted for 19% of U.S. transportation energy use in 2017.
Nonhighway modes accounted for the rest of U.S. transportation energy use in 2017 (18%).
Light Vehicle Characteristics
•
•
•
•
•
In 2017 there were 111 million cars and 138 million light trucks in the U.S. (249 million total light
vehicles).
Light vehicles accounted for 90% of the 3.2 trillion vehicle miles driven in the U.S. in 2017.
U.S. cars:
o 5,304,000 cars were sold in 2018 which was 31% of new light vehicle sales.
o In 2018 the average age of a U.S. car was 11.9 years.
o In 2017 the average fuel economy for the U.S. car fleet (all cars on the road) was 27.3 mpg.
U.S. light trucks:
o 11,609,000 light trucks were sold in 2018 which was 69% of new light vehicle sales.
o In 2018 the average age of a U.S. light truck was 11.7 years.
o In 2017 the average fuel economy for the U.S. light truck fleet (all light trucks on the road) was
19.7 mpg.
The average U.S. household vehicle travels 11,200 miles per year (2017 NHTS).
Heavy Truck Characteristics
•
•
•
12,229,000 heavy trucks were registered in the U.S. in 2017.
Heavy trucks and buses accounted for 10% of the 3.2 trillion vehicle miles driven in 2017.
In 2002 (the last time a survey was conducted), heavy trucks accounted for 80% of medium and
heavy truck fuel use.
ORNL/TM-2019/1333
(Edition 38 of ORNL-5198)
Energy and Transportation Science Division
TRANSPORTATION ENERGY DATA BOOK:
EDITION 38
Stacy C. Davis
Oak Ridge National Laboratory
Robert G. Boundy
Roltek, Inc.
January 2020
Transportation Energy Data Book: Edition 38
can be found online at:
tedb.ornl.gov
Prepared for the
Vehicle Technologies Office
Office of Energy Efficiency and Renewable Energy
U.S. Department of Energy
Prepared by the
Oak Ridge National Laboratory
Oak Ridge, Tennessee 37831-6073
Managed by
UT-BATTELLE, LLC
for the
U.S. DEPARTMENT OF ENERGY
under Contract No. DE-AC05-00OR22725
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Users of the Transportation Energy Data Book are encouraged to comment on errors,
omissions, emphases, and organization of this report to one of the persons listed below.
Requests for additional data or information on an existing table should be referred to Ms. Stacy
Davis, Oak Ridge National Laboratory.
Stacy C. Davis
Oak Ridge National Laboratory
National Transportation Research Center
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Telephone: (865) 946-1256
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Website Location: tedb.ornl.gov
Jacob W. Ward
Vehicle Technologies Office
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Washington, D.C. 20585
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Transportation Energy Data Book
include data for years not presented
in the published document.
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www.anl.gov/es/light-duty-electric-drive-vehicles-monthlysales-updates
Fuel Economy Guide
www.fuelconomy.gov
Subscribe to the Transportation Fact of the Week
energy.gov/eere/vehicles/transportation-fact-week
v
TABLE OF CONTENTS
ACKNOWLEDGMENTS ......................................................................................................... xxi
ABSTRACT
......................................................................................................................... xxiii
INTRODUCTION......................................................................................................................xxv
CHAPTER 1
PETROLEUM ................................................................................................1–1
Table 1.1
Proved Reserves of Crude Oil and Natural Gas, 1980–2018............................1–2
Table 1.2
World Crude Oil Production, 1960–2018 .........................................................1–3
Table 1.3
World Petroleum Production, 1973–2018 ........................................................1–4
Table 1.4
World Petroleum Consumption, 1960–2018 ....................................................1–5
Figure 1.1
World Oil Reserves, Production, and Consumption, 1980 ...............................1–6
Figure 1.2
World Oil Reserves, Production, and Consumption, 1998 ...............................1–6
Figure 1.3
World Oil Reserves, Production, and Consumption, 2018 ...............................1–7
Table 1.5
World Oil Reserves, Production, and Consumption, 1980, 1998 and 2018 .....1–7
Table 1.6
U.S. Petroleum Imports, 1960–2018.................................................................1–8
Table 1.7
Imported Crude Oil by Country of Origin, 1960-2018 .....................................1–9
Table 1.8
Crude Oil Supplies, 1973-2018.......................................................................1–10
Figure 1.4
Refinery Gross Output by World Region, 2008 and 2018 ..............................1–11
Table 1.9
U.S. Refinery Input of Crude Oil and Petroleum Products, 1987–2017.........1–12
Table 1.10
U.S. Refinery Yield of Petroleum Products from a Barrel of Crude Oil,
1978–2018.......................................................................................................1–13
Table 1.11
United States Petroleum Production, Imports, and Exports, 1950–2018 .......1–14
Table 1.12
Petroleum Production and Transportation Petroleum Consumption in
Context, 1950–2018 ........................................................................................1–15
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
vi
Figure 1.5
United States Petroleum Production and Consumption – All Sectors,
1970–2050.......................................................................................................1–16
Figure 1.6
United States Petroleum Production and Transportation Consumption,
1970–2050.......................................................................................................1–17
Table 1.13
Consumption of Petroleum by End-Use Sector, 1950–2018 ..........................1–18
Table 1.14
Highway Transportation Petroleum Consumption by Mode, 1970–2017 ......1–19
Table 1.15
Nonhighway Transportation Petroleum Consumption by Mode,
1970–2017.......................................................................................................1–20
Table 1.16
Transportation Petroleum Use by Mode, 2016–2017 .....................................1–21
CHAPTER 2
ENERGY .........................................................................................................2–1
Figure 2.1
World Consumption of Primary Energy, 2016 .................................................2–2
Table 2.1
U.S. Consumption of Total Energy by End-Use Sector, 1950–2018 ...............2–3
Table 2.2
Distribution of Energy Consumption by Source, 1973 and 2018 .....................2–4
Table 2.3
Distribution of Transportation Energy Consumption by Source,
1950–2018.........................................................................................................2–5
Figure 2.2
World Natural Gas Reserves, Production, and Consumption, 1980 ................2–6
Figure 2.3
World Natural Gas Reserves, Production, and Consumption, 1997 ................2–6
Figure 2.4
World Natural Gas Reserves, Production, and Consumption, 2017 ................2–7
Table 2.4
World Natural Gas Reserves, Production, and Consumption, 1980,
1997, and 2017 ..................................................................................................2–7
Figure 2.5
Natural Gas Production and Reserves for the Top Ten Natural Gas
Producing Countries, 2017 ...............................................................................2–8
Table 2.5
Alternative Fuel and Oxygenate Consumption, 2005–2011 .............................2–9
Table 2.6
Fuel Ethanol and Biodiesel Production, Net Imports, and Consumption,
1981–2018.......................................................................................................2–10
Table 2.7
Domestic Consumption of Transportation Energy by Mode and Fuel
Type, 2017 ......................................................................................................2–11
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
vii
Figure 2.6
Domestic Consumption of Transportation Energy Use by Mode and Fuel
Type, 2017 .......................................................................................................2–12
Table 2.8
Transportation Energy Use by Mode, 2016–2017 ..........................................2–13
Table 2.9
Highway Transportation Energy Consumption by Mode, 1970–2017 ...........2–14
Table 2.10
Nonhighway Transportation Energy Consumption by Mode, 1970–2017 .....2–15
Table 2.11
Off-Highway Transportation-Related Fuel Consumption, 2016 ....................2–16
Table 2.12
Highway Usage of Gasoline and Diesel, 1973–2017 .....................................2–17
Table 2.13
Passenger Travel and Energy Use, 2017.........................................................2–18
Table 2.14
Energy Intensities of Highway Passenger Modes, 1970–2017 .......................2–19
Table 2.15
Energy Intensities of Nonhighway Passenger Modes, 1970–2017 .................2–20
Table 2.16
Energy Intensities of Freight Modes, 1970–2017 ...........................................2–21
CHAPTER 3
ALL HIGHWAY VEHICLES AND CHARACTERISTICS .....................3–1
Table 3.1
World Production of Cars and Trucks, 2000 and 2017 ....................................3–2
Figure 3.1
World Car Production, 1983–2017 ..................................................................3–3
Figure 3.2
World Truck and Bus Production, 1983–2017 .................................................3–3
Table 3.2
Car Registrations for Selected Countries, 1960–2017 ......................................3–4
Table 3.3
Truck and Bus Registrations for Selected Countries, 1960–2017 ....................3–5
Table 3.4
U.S. Cars and Trucks in Use, 1970–2017 .........................................................3–7
Table 3.5
New Retail Vehicle Sales, 1970–2018..............................................................3–8
Figure 3.3
Vehicles per Thousand People: U.S. (Over Time) Compared to Other
Countries (in 2007 and 2017) ...........................................................................3–9
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
viii
Table 3.6
Vehicles per Thousand People in Selected Countries/Regions,
2007 and 2017 .................................................................................................3–11
Table 3.7
Vehicles per Thousand People in the United States, 1900–2017 ...................3–12
Table 3.8
Shares of Highway Vehicle-Miles Traveled by Vehicle Type,
1970–2017.......................................................................................................3–13
Table 3.9
Cars in Operation by Age, 1970, 2000, and 2013 ...........................................3–14
Table 3.10
Trucks in Operation by Age, 1970, 2000, and 2013 .......................................3–15
Table 3.11
U.S. Average Vehicle Age, 1970–2018 ..........................................................3–16
Table 3.12
Annual Mileage for Cars and Light Trucks by Vehicle Age .........................3–17
Table 3.13
Survival Rates for Cars and Light Trucks by Vehicle Age ............................3–18
Table 3.14
Heavy Truck Scrappage and Survival Rates, 1970, 1980, and 1990
Model Years ....................................................................................................3–19
CHAPTER 4
LIGHT VEHICLES AND CHARACTERISTICS ......................................4–1
Table 4.1
Summary Statistics for Cars, 1970–2017..........................................................4–3
Table 4.2
Summary Statistics for Two-Axle, Four-Tire Trucks, 1970–2017 ...................4–4
Table 4.3
Summary Statistics for Light Vehicles, 1970–2017 .........................................4–5
Table 4.4
Summary Statistics on Class 1, Class 2a, and Class 2b Light Trucks ..............4–6
Table 4.5
Examples of Class 2b Vehicle Models, 2017 ...................................................4–6
Figure 4.1
Truck Registrations by Class and Type, 2014 ..................................................4–7
Figure 4.2
Class 2b and 3 Registrations by Fuel Type, 2014 ............................................4–7
Table 4.6
New Retail Car Sales in the United States, 1970–2018 ....................................4–8
Table 4.7
New Retail Sales of Trucks 10,000 Pounds GVW and Less in the
United States, 1970–2018 .................................................................................4–9
Figure 4.3
Fuel Use versus Fuel Economy.......................................................................4–10
Table 4.8
Fuel Economy Comparison Among CAFE, Window Sticker, and
Real-World Estimates for the 2017 Toyota Prius Eco ....................................4–11
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
ix
Table 4.9
Production, Production Shares, and Production-Weighted Fuel Economies
of New Domestic and Import Cars, Model Years 1975–2018........................4–12
Table 4.10
Definition of Car Sport Utility Vehicles in Model Year 2018........................4–13
Table 4.11
Production, Production Shares, and Production-Weighted Fuel Economies
of New Domestic and Import Light Trucks, Model Years 1975–2018 ..........4–14
Table 4.12
Production and Production-Weighted Fuel Economies of New Domestic
and Import Cars, Light Trucks and Light Vehicles, Model Years
1975–2018.......................................................................................................4–15
Table 4.13
Light Vehicle Production Shares, Model Years 1975–2018 ..........................4–16
Figure 4.4
Light Vehicle Production Shares, Model Years 1975–2018 ...........................4–17
Figure 4.5
Car and Light Truck Production by Transmission Speed, Model Years
1980–2018.......................................................................................................4–18
Figure 4.6
Horsepower, Fuel Economy, Weight, and 0-60 Time for New Light
Vehicles, Model Years 1980–2018..................................................................4–19
Table 4.14
Car Technology Penetration, 1996–2018 .......................................................4–20
Table 4.15
Light Truck Technology Penetration, 2002–2018 ..........................................4–21
Table 4.16
Production-Weighted Engine Size of New Domestic and Import Cars,
Model Years 1975–2018 .................................................................................4–22
Table 4.17
Production-Weighted Engine Size of New Domestic and Import Light
Trucks, Model Years 1975–2018....................................................................4–23
Table 4.18
Production-Weighted Loaded Vehicle Weight of New Domestic and
Import Cars, Model Years 1975–2018............................................................4–24
Table 4.19
Production-Weighted Loaded Vehicle Weight of New Domestic and
Import Light Trucks, Model Years 1975–2018 ..............................................4–25
Table 4.20
Average Material Consumption for a Domestic Light Vehicle, Model
Years 1995, 2000, and 2017 ...........................................................................4–26
Table 4.21
List of Top Twenty Tier 1 Global Suppliers, 2018 .........................................4–27
Table 4.22
U.S.-Based Tier 1 Suppliers in the Global Top 100, 2018 .............................4–28
Table 4.23
New Light Vehicle Dealerships and Sales, 1970–2018 ..................................4–30
Table 4.24
Conventional Refueling Stations, 1972–2019 ................................................4–31
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
x
Table 4.25
Fuel Economy and Carbon Dioxide Emissions Standards,
MY 2012–2025 ...............................................................................................4–32
Table 4.26
Fuel Economy and Carbon Dioxide Targets for Model Year 2025 ................4–33
Table 4.27
Car Corporate Average Fuel Economy (CAFE) Standards versus
Sales-Weighted Fuel Economy Estimates, 1978–2017 ..................................4–34
Table 4.28
Light Truck Corporate Average Fuel Economy (CAFE) Standards
versus Sales-Weighted Fuel Economy Estimates, 1978–2017 .......................4–35
Table 4.29
Corporate Average Fuel Economy (CAFE) Fines Collected as of
April 2018 .......................................................................................................4–36
Table 4.30
The Gas Guzzler Tax on New Cars ................................................................4–37
Table 4.31
List of Model Year 2018 Cars with Gas Guzzler Taxes .................................4–38
Table 4.32
Tax Receipts from the Sale of Gas Guzzlers, 1980–2017 ..............................4–40
Table 4.33
Fuel Economy by Speed, Autonomie Model Results, Model Year 2016 .......4–41
Table 4.34
Fuel Economy by Speed, 1973, 1984, 1997, and 2012 Studies ......................4–42
Figure 4.7
Fuel Economy by Speed, 1973, 1984, 1997, and 2012 Studies and
Autonomie Model 2016 Results ......................................................................4–43
Table 4.35
Driving Cycle Attributes .................................................................................4–44
Figure 4.8
City Driving Cycle ..........................................................................................4–45
Figure 4.9
Highway Driving Cycle...................................................................................4–45
Figure 4.10
Air Conditioning (SC03) Driving Cycle .........................................................4–46
Figure 4.11
Cold Temperature (Cold FTP) Driving Cycle ................................................4–46
Figure 4.12
High Speed (US06) Driving Cycle ..................................................................4–47
Figure 4.13
New York City Driving Cycle ..........................................................................4–48
Figure 4.14
Representative Number Five Driving Cycle ...................................................4–48
Table 4.36
Comparison of U.S., European, and Japanese Driving Cycles Attributes ......4–49
Table 4.37
Example of Differing Results Using the U.S., European, and
Japanese Driving Cycles .................................................................................4–50
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xi
CHAPTER 5
HEAVY VEHICLES AND CHARACTERISTICS .....................................5–1
Figure 5.1
Examples of Body Types in Each Truck Class ..................................................5–2
Table 5.1
Summary Statistics for Class 3-8 Single-Unit Trucks, 1970–2017 ..................5–3
Table 5.2
Summary Statistics for Class 7-8 Combination Trucks, 1970–2017 ................5–4
Table 5.3
New Retail Truck Sales by Gross Vehicle Weight, 1970–2018 .......................5–5
Table 5.4
Diesel Share of Medium and Heavy Truck Sales by Gross Vehicle Weight,
1995–2018.........................................................................................................5–6
Table 5.5
Truck Statistics by Gross Vehicle Weight Class, 2002 ....................................5–8
Table 5.6
Truck Harmonic Mean Fuel Economy by Size Class, 1992, 1997,
and 2002 ............................................................................................................5–8
Table 5.7
Truck Statistics by Size, 2002...........................................................................5–9
Table 5.8
Percentage of Trucks by Size Ranked by Major Use, 2002 ...........................5–10
Table 5.9
Percentage of Trucks by Fleet Size and Primary Fueling Facility, 2002........5–11
Table 5.10
Share of Trucks by Major Use and Primary Fueling Facility, 2002 ...............5–12
Figure 5.2
Distribution of Trucks over 26,000 lb by Vehicle-Miles Traveled, 2002........5–13
Figure 5.3
Share of Heavy Trucks with Selected Electronic Features, 2002 ..................5–14
Table 5.11
Effect of Terrain on Class 8 Truck Fuel Economy .........................................5–16
Table 5.12
Fuel Economy for Class 8 Trucks as Function of Speed and
Tractor-Trailer Tire Combination ...................................................................5–17
Figure 5.4
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 ...........................................................................................5–18
Figure 5.5
Class 8 Truck Percent of Total Fuel Consumed as a Function of Speed
and Tractor-Trailer Tire Combination ...........................................................5–19
Table 5.13
Class 8 Truck Weight by Component .............................................................5–20
Table 5.14
Gross Vehicle Weight versus Empty Vehicle Weight ....................................5–21
Figure 5.6
Distribution of Class 8 Trucks by On-Road Vehicle Weight, 2008 ................5–22
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xii
Table 5.15
Value of Goods Shipped in the United States: Comparison of the 1993,
1997, 2002, 2007, and 2012 Commodity Flow Surveys.................................5–24
Table 5.16
Tons of Freight in the United States: Comparison of the 1993, 1997,
2002, 2007, and 2012 Commodity Flow Surveys...........................................5–25
Table 5.17
Ton-Miles of Freight in the United States: Comparison of the 1993,
1997, 2002, 2007, and 2012 Commodity Flow Surveys.................................5–26
Table 5.18
Average Miles per Shipment in the United States: Comparison of the
1993, 1997, 2002, 2007, and 2012 Commodity Flow Surveys.......................5–27
Figure 5.7
Maximum Daytime Truck Speed Limits by State, 2019 ..................................5–28
Figure 5.8
Routes Where Longer Combination Vehicles Are Permitted, 2017 ................5–29
CHAPTER 6
ALTERNATIVE FUEL AND ADVANCED TECHNOLOGY
VEHICLES AND CHARACTERISTICS ....................................................6–1
Table 6.1
Estimates of Alternative Fuel Highway Vehicles Made Available,
2004-2018 .........................................................................................................6–3
Table 6.2
Hybrid and Plug-In Vehicle Sales, 1999–2018.................................................6–4
Table 6.3
Transit Vehicle Alternative Fuel Shares by Mode, 1992–2018 ........................6–5
Table 6.4
E85 Flex-Fuel Vehicles Available by Manufacturer, Model Year 2019 ..........6–6
Table 6.5
B20, CNG, and LPG Vehicles Available by Manufacturer,
Model Year 2019 ..............................................................................................6–7
Table 6.6
Hybrid-Electric Vehicles Available by Manufacturer,
Model Year 2019 ..............................................................................................6–8
Table 6.7
Plug-in Hybrid Vehicles Available by Manufacturer, Model Year 2019 .........6–9
Table 6.8
All-Electric and Fuel Cell Vehicles Available by Manufacturer,
Model Year 2019 ............................................................................................6–10
Table 6.9
Number of Alternative Fuel Vehicle Models Available, 1991–2018 .............6–11
Table 6.10
Hybrid-Electric Medium/Heavy Trucks and Buses Available by
Manufacturer, 2019 .........................................................................................6–12
Table 6.11
Electric-Drive Medium/Heavy Trucks and Buses Available by
Manufacturer, 2019 .........................................................................................6–13
Table 6.12
Number of Alternative Refuel Sites by State and Fuel Type, 2019................6–15
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xiii
Table 6.13
Number of Alternative Refuel Stations, 1992–2019.......................................6–16
Figure 6.1
Clean Cities Coalitions ...................................................................................6–17
Table 6.14
Vehicle Charging Frequency Regardless of Location, 2017 California
Vehicle Survey ................................................................................................6–19
Figure 6.2
Typical Daily Charging Times for Residential Plug-in Electric Vehicles,
2017 California Vehicle Survey ......................................................................6–20
Figure 6.3
Typical Daily Charging Times for Commercial Plug-in Electric Vehicles,
2017 California Vehicle Survey ......................................................................6–21
Table 6.15
Ranking of Important Factors for Buying or Leasing an Electric Vehicle,
2017 California Vehicle Survey......................................................................6–22
Table 6.16
Factors that were the Most Important Reasons for Deciding to Purchase
an All-electric or Plug-in Hybrid Electric Vehicle, 2017 California
Vehicle Survey ................................................................................................6–23
Table 6.17
Properties of Conventional and Alternative Liquid Fuels ..............................6–24
Table 6.18
Properties of Conventional and Alternative Gaseous Fuels ...........................6–25
CHAPTER 7
TRANSIT AND OTHER SHARED MOBILITY ........................................7–1
Table 7.1
Summary Statistics on Transit Buses and Trolleybuses, 1994–2017 ...............7–2
Table 7.2
Summary Statistics on Demand Response Vehicles, 1994–2017 .....................7–3
Table 7.3
Summary Statistics for Commuter Rail Operations, 1984–2017......................7–4
Figure 7.1
Energy Intensity of Commuter Rail Systems, 2017 ...........................................7–5
Figure 7.2
Energy Intensity of Heavy Rail Systems, 2017..................................................7–6
Figure 7.3
Energy Intensity of Light Rail Transit Systems, 2017 .......................................7–7
Table 7.4
Summary Statistics for Rail Transit Operations, 1970–2017 ...........................7–8
Table 7.5
Uber Ride Hailing Statistics as of December 2018 ..........................................7–9
Table 7.6
Characteristics of Uber’s Driver-Partners, Taxi Drivers and All Workers .....7–10
Table 7.7
Lyft Ride Hailing Statistics, 2018...................................................................7–11
Table 7.8
Carshare Members and Vehicles by World Region, 2006–2016....................7–12
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xiv
Figure 7.4
Shared Micromobility Trips, 2010–2018 ........................................................7–13
Figure 7.5
Reasons for Using Shared Bikes and Scooters, 2018 .....................................7–14
Figure 7.6
Average Miles per Trip for Shared Bikes and Scooters, 2018 ........................7–15
Figure 7.7
Average Minutes per Trip for Shared Bikes and Scooters, 2018....................7–15
CHAPTER 8 FLEET VEHICLES AND CHARACTERISTICS........................................8–1
Figure 8.1
Fleet Vehicles in Service as of January 1, 2018 ...............................................8–2
Table 8.1
Fleet Vehicles in Service, 2006–2018 ..............................................................8–3
Table 8.2
Average Length of Time Commercial Fleet Vehicles Are in Service,
2017 and 2018 ...................................................................................................8–4
Table 8.3
Average Annual Vehicle-Miles of Travel for Commercial Fleet Vehicles,
2017 and 2018 ...................................................................................................8–4
Figure 8.2
Average Miles per Domestic Federal Vehicle by Vehicle Type, 2016
and 2017............................................................................................................8–5
Table 8.4
Federal Government Vehicle Inventory, FY 2001–2017 .................................8–6
Table 8.5
Federal Fleet Vehicle Acquisitions by Fuel Type, FY 2002–2017 ..................8–7
Table 8.6
Fuel Consumed by Federal Government Fleets, FY 2000–2017 ......................8–7
Table 8.7
Federal Government Vehicles by Agency, FY 2017 ........................................8–8
CHAPTER 9
HOUSEHOLD VEHICLES AND CHARACTERISTICS..........................9–1
Table 9.1
Population and Vehicle Profile, 1950–2017 .....................................................9–2
Table 9.2
Vehicles and Vehicle-Miles per Capita, 1950–2017 ........................................9–3
Table 9.3
Licensed Driver Statistics, 1950–2017 .............................................................9–4
Table 9.4
Household Vehicle Ownership, 1960–2017 .....................................................9–5
Table 9.5
Demographic Statistics from the 1969, 1977, 1983, 1990, 1995 NPTS
and 2001, 2009, 2017 NHTS ............................................................................9–6
Table 9.6
Average Annual Vehicle-Miles, Vehicle Trips, and Trip Length per
Household 1969, 1977, 1983, 1990, 1995 NPTS and 2001, 2009,
2017 NHTS .......................................................................................................9–7
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xv
Table 9.7
Average Number of Vehicles and Vehicle Travel per Household,
1990 NPTS and 2001, 2009, 2017 NHTS.........................................................9–8
Table 9.8
Trip Statistics by Trip Purpose, 2001 and 2017 NHTS ....................................9–9
Figure 9.1
Average Household Vehicle Occupancy by Vehicle Type, 1995 NPTS and
2009, 2017 NHTS ............................................................................................9–10
Figure 9.2
Average Household Vehicle Occupancy by Trip Purpose, 1977 NPTS and
2009, 2017 NHTS ............................................................................................9–11
Table 9.9
Average Annual Miles per Household Vehicle by Vehicle Age,
1983, 1990, 1995 NPTS and 2001, 2009, 2017 NHTS ..................................9–12
Table 9.10
Self-Reported vs. Odometer Average Annual Miles, 1995 NPTS and
2001 NHTS .....................................................................................................9–13
Figure 9.3
Share of Vehicle Trips by Trip Distance, 2017 NHTS ....................................9–14
Figure 9.4
Share of Vehicle Trips to Work by Trip Distance, 2017 NHTS ......................9–14
Table 9.11
Share of Vehicles by Annual Miles of Travel and Vehicle Age,
2017 NHTS .....................................................................................................9–15
Table 9.12
Household Vehicle Trips, 1990, 1995 NPTS and 2001, 2009,
2017 NHTS .....................................................................................................9–16
Figure 9.5
Average Daily Miles Driven (per Driver), 2017 NHTS ..................................9–16
Table 9.13
Daily Vehicle Miles of Travel (per Vehicle) by Number of Vehicles in
the Household, 2001, 2009, and 2017 NHTS .................................................9–17
Table 9.14
Daily and Annual Vehicle Miles of Travel and Average Age for Each
Vehicle in a Household, 2017 NHTS .............................................................9–17
Figure 9.6
Daily Vehicle Miles of Travel for Each Vehicle in a Household,
2017 NHTS ......................................................................................................9–18
Figure 9.7
Annual Vehicle Miles of Travel for Each Vehicle in a Household,
2017 NHTS ......................................................................................................9–18
Figure 9.8
Annual Vehicle Miles of Travel by Fuel Type, 2017 NHTS ............................9–19
Table 9.15
Characteristics of U.S. Daily per Vehicle Driving by Housing Density,
2017 NHTS .....................................................................................................9–20
Table 9.16
Housing Unit Characteristics, 2017 ................................................................9–20
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xvi
Table 9.17
Average Length and Duration of Trips To and From Work
by Mode, 2017 NHTS .....................................................................................9–21
Table 9.18
Workers by Commute Time, 1990, 2000, 2010, and 2017 .............................9–21
Table 9.19
Means of Transportation to Work, 1980, 1990, 2000 and 2017 .....................9–22
Figure 9.9
Walk and Bike Trips by Trip Purpose, 2017 NHTS ........................................9–23
Table 9.20
Long-Distance Trip Characteristics, 2001 NHTS ...........................................9–25
CHAPTER 10 NONHIGHWAY MODES ...........................................................................10–1
Table 10.1
Nonhighway Energy Use Shares, 1970–2017 ................................................10–2
Table 10.2
Summary Statistics for U.S. Domestic and International Certificated
Route Air Carriers (Combined Totals), 1970–2018 .......................................10–3
Table 10.3
Summary Statistics for General Aviation, 1970–2017 ...................................10–4
Table 10.4
Tonnage Statistics for Domestic and International Waterborne
Commerce, 1970–2017 ...................................................................................10–5
Table 10.5
Summary Statistics for Domestic Waterborne Commerce, 1970–2017 .........10–6
Table 10.6
Recreational Boat Energy Use, 1970–2016 ....................................................10–7
Table 10.7
Class I Railroad Freight Systems in the United States Ranked by
Revenue Ton–Miles, 2017 ..............................................................................10–8
Table 10.8
Summary Statistics for Class I Freight Railroads, 1970–2017 .......................10–9
Table 10.9
Intermodal Rail Traffic, 1965–2017 .............................................................10–10
Table 10.10
Summary Statistics for the National Railroad Passenger Corporation
(Amtrak), 1971–2017 ....................................................................................10–11
CHAPTER 11 TRANSPORTATION AND THE ECONOMY .........................................11–1
Figure 11.1
Transportation Services Index, January 1990–January 2019 ........................11–3
Table 11.1
Average Annual Expenditures of Households by Income, 2017 ....................11–4
Table 11.2
Annual Household Expenditures for Transportation, 1985-2017 ...................11–5
Table 11.3
Gasoline Prices for Selected Countries, 1990–2018 .......................................11–6
Table 11.4
Diesel Fuel Prices for Selected Countries, 1990–2018 ...................................11–7
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xvii
Figure 11.2
Gasoline Prices for Selected Countries, 1990 and 2018 ................................11–8
Figure 11.3
Diesel Prices for Selected Countries, 1990 and 2018 ....................................11–9
Table 11.5
Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2018 .......11–10
Figure 11.4
Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2018 .....11–11
Figure 11.5
Gasoline Price Components, 2000-2018 ......................................................11–12
Table 11.6
Retail Prices for Motor Fuel, 1978–2018 .....................................................11–13
Figure 11.6
Oil Price and Economic Growth, 1970–2018...............................................11–14
Figure 11.7
Costs of Oil Dependence to the U.S. Economy, 1970–2018 .........................11–15
Table 11.7
Refiner Sales Prices for Propane and No. 2 Diesel, 1978–2018 ...................11–16
Table 11.8
Refiner Sales Prices for Aviation Gasoline and Jet Fuel, 1978–2018 ..........11–17
Table 11.9
Federal Excise Taxes on Motor Fuels, 2017 .................................................11–18
Table 11.10
State Gasoline Tax Rates, February 2019 .....................................................11–19
Table 11.11
Federal, State, and Local Alternative Fuel Incentives, 2018 ........................11–20
Table 11.12
Federal, State, and Local Advanced Technology Incentives, 2018 ..............11–21
Table 11.13
Average Price of a New Car (Domestic and Import), 1970–2018 ................11–22
Table 11.14
Average Price of a New Light Truck (Domestic and Import),
1990–2018.....................................................................................................11–23
Table 11.15
Car Operating Cost per Mile, 1985–2018 .....................................................11–24
Table 11.16
Fixed Car Operating Costs per Year, 1975–2018 .........................................11–25
Table 11.17
Personal Consumption Expenditures, 1970–2018 ........................................11–26
Table 11.18
Consumer Price Indices, 1970–2018 ............................................................11–27
Table 11.19
Transportation-Related Employment, 1990, 2000 and 2018 ........................11–28
Table 11.20
U.S. Employment for Motor Vehicles and Motor Vehicle Parts
Manufacturing, 1990–2018 ...........................................................................11–29
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xviii
CHAPTER 12 GREENHOUSE GAS EMISSIONS ............................................................12–1
Table 12.1
World Carbon Dioxide Emissions, 1990, 2005, and 2018 .............................12–2
Figure 12.1
World Carbon Dioxide Emissions, 1990–2018 ..............................................12–3
Table 12.2
Numerical Estimates of Global Warming Potentials Compared with
Carbon Dioxide ...............................................................................................12–4
Table 12.3
U.S. Emissions of Greenhouse Gases, Based on Global Warming
Potential, 1990–2017 ......................................................................................12–5
Table 12.4
Total U.S. Greenhouse Gas Emissions by End-Use Sector, 2017 ..................12–6
Table 12.5
U.S. Carbon Emissions from Fossil Fuel Consumption by End-Use Sector,
1990–2017.......................................................................................................12–7
Table 12.6
Transportation Sector Carbon Dioxide Emissions from Energy
Consumption, 1973–2018 ...............................................................................12–8
Table 12.7
U.S. Carbon Emissions from Fossil Fuel Combustion in the Transportation
End-Use Sector, 1990–2017 ...........................................................................12–9
Table 12.8
Transportation Carbon Dioxide Emissions by Mode, 1990–2017................12–10
Figure 12.2
GREET Model ...............................................................................................12–11
Figure 12.3
GREET Model Feedstocks and Fuels ...........................................................12–12
Figure 12.4
Well-to-Wheel Emissions for Various Fuels and Vehicle Technologies .......12–13
Figure 12.5.
Vehicle Manufacturing Cycle Greenhouse Gas Emissions by
Vehicle Component .......................................................................................12–14
Table 12.9
Production-Weighted Annual Carbon Footprint of New Domestic and
Import Cars, Model Years 1975-2018 ..........................................................12–16
Table 12.10
Production-Weighted Annual Carbon Footprint of New Domestic and
Import Trucks, Model Years 1975-2018 ......................................................12–17
Table 12.11
Average Annual Carbon Footprint of New Vehicles by Vehicle
Classification, Model Years 1975 and 2018 .................................................12–18
Table 12.12
Carbon Content of Transportation Fuels.......................................................12–19
CHAPTER 13 CRITERIA AIR POLLUTANTS ................................................................13–1
Table 13.1
Total National Emissions of Criteria Air Pollutants by Sector, 2018 .............13–2
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xix
Table 13.2
Total National Emissions of Carbon Monoxide, 1970–2018 .........................13–3
Table 13.3
Emissions of Carbon Monoxide from Highway Vehicles, 1970–2014 ..........13–4
Table 13.4
Total National Emissions of Nitrogen Oxides, 1970–2018 ............................13–5
Table 13.5
Emissions of Nitrogen Oxides from Highway Vehicles, 1970–2014 .............13–6
Table 13.6
Total National Emissions of Volatile Organic Compounds, 1970–2018 .......13–7
Table 13.7
Emissions of Volatile Organic Compounds from Highway Vehicles,
1970–2014.......................................................................................................13–8
Table 13.8
Total National Emissions of Particulate Matter (PM–10), 1970–2018 ..........13–9
Table 13.9
Emissions of Particulate Matter (PM–10) from Highway Vehicles,
1970–2014.....................................................................................................13–10
Table 13.10
Total National Emissions of Particulate Matter (PM-2.5), 1990–2018 ........13–11
Table 13.11
Emissions of Particulate Matter (PM-2.5) from Highway Vehicles,
1990–2014.....................................................................................................13–12
Table 13.12
Total National Emissions of Sulfur Dioxide, 1970–2018.............................13–13
Table 13.13
Tier 3 Non-Methane Organic Gases and Nitrogen Oxide Standards ............13–15
Table 13.14
Tier 3 Particulate Matter Emission Standards for Light Gasoline
Vehicles, MY 2017 and Beyond ...................................................................13–16
Table 13.15
Tier 3 Evaporative Emission Standards ........................................................13–16
Table 13.16
Light-Duty Vehicle, Light-Duty Truck, and Medium-Duty Passenger
Vehicle – Tier 2 Exhaust Emission Standards ..............................................13–17
Table 13.17
Light-Duty Vehicle, Light-Duty Truck, and Medium-Duty Passenger
Vehicle – Tier 2 Evaporative Emission Standards .......................................13–18
Table 13.18
Heavy-Duty Highway Compression-Ignition Engines and Urban Buses –
Exhaust Emission Standards .........................................................................13–19
Table 13.19
Heavy-Duty Highway Spark-Ignition Engines – Exhaust Emission
Standards .......................................................................................................13–21
Table 13.20
Heavy-Duty Highway Compression-Ignition and Spark-Ignition Engines –
Evaporative Emission Standards...................................................................13–23
Table 13.21
California New Car, Light Truck and Medium Truck Emission
Certification Standards, Model Year 2015–On ............................................13–24
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xx
Table 13.22
Aircraft – Exhaust Emission Standards ........................................................13–25
Table 13.23
Nonroad Compression-Ignition Engines – Exhaust Emission Standards .....13–26
Table 13.24
Nonroad Large Spark-Ignition Engines – Exhaust and Evaporative
Emission Standards .......................................................................................13–28
Table 13.25
Locomotives – Exhaust Emission Standards ................................................13–29
Table 13.26
Marine Compression-Ignition (CI) Engines – Exhaust Emission
Standards .......................................................................................................13–31
Table 13.27
Marine Spark-Ignition Engines and Vessels – Exhaust Emission
Standards .......................................................................................................13–35
Table 13.28
Nonroad Recreational Engines and Vehicles – Exhaust Emission
Standards .......................................................................................................13–37
Table 13.29
Gasoline Sulfur Standards.............................................................................13–39
Table 13.30
Highway, Nonroad, Locomotive, and Marine (NRLM) Diesel Fuel
Sulfur Standards ............................................................................................13–40
APPENDIX A. SOURCES & METHODOLOGIES ............................................................ A–1
APPENDIX B. CONVERSIONS ............................................................................................ B–1
APPENDIX C. ENERGY TABLES INCLUDING ELECTRICITY GENERATION
AND DISTRIBUTION .................................................................................. C–1
GLOSSARY.............................................................................................................................. G–1
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xxi
ACKNOWLEDGMENTS
The authors would like to express their gratitude to the many individuals who assisted in
the preparation of this document. First, we would like to thank Jacob Ward, Kate McMahon,
Madhur Boloor and the Vehicle Technologies Office staff for their continued support of the
Transportation Energy Data Book project. We would also like to thank Mark Robbins for the
cover design and Shawn Ou for his thorough review of the report. We are indebted to Debbie Bain,
who has masterfully prepared the manuscript since 1998.
This book would not be possible without the leadership, guidance, and vision of Phil
Patterson, who began this book in the 1970’s. We hope to continue this report into the future with
the same level of excellence. The authors and the transportation research community will be
forever grateful for his efforts.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xxii
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xxiii
ABSTRACT
The Transportation Energy Data Book: Edition 38 is a statistical compendium prepared
and published by Oak Ridge National Laboratory (ORNL) under contract with the U.S.
Department of Energy, Office of Energy Efficiency and Renewable Energy, Vehicle Technologies
Office. Designed for use as a desk-top reference, the Data Book represents an assembly and
display of statistics and information that characterize transportation activity and presents data on
other factors that influence transportation energy use. The purpose of this document is to present
relevant statistical data in the form of tables and graphs. The latest edition of the Data Book is
available via the Internet (tedb.ornl.gov).
This edition of the Data Book has 13 chapters which focus on various aspects of the
transportation industry. Chapter 1 focuses on petroleum; Chapter 2 – energy; Chapter 3 – highway
vehicles; Chapter 4 – light vehicles; Chapter 5 – heavy vehicles; Chapter 6 – alternative fuel
vehicles; Chapter 7 – transit and other shared mobility; Chapter 8 – fleet vehicles; Chapter 9 –
household vehicles; Chapter 10 – nonhighway modes; Chapter 11 – transportation and the
economy; Chapter 12 – greenhouse gas emissions; and Chapter 13 – criteria pollutant emissions.
The sources used represent the latest available data. There are also two appendices which include
detailed source information for some tables and measures of conversion. A glossary of terms is
also included for the reader’s convenience.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xxiv
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xxv
INTRODUCTION
In January 1976, the Transportation Energy Conservation (TEC) Division of the Energy
Research and Development Administration contracted with Oak Ridge National Laboratory
(ORNL) to prepare a Transportation Energy Conservation Data Book to be used by TEC staff in
their evaluation of current and proposed conservation strategies. The major purposes of the Data
Book were to draw together, under one cover, transportation data from diverse sources, to resolve
data conflicts and inconsistencies, and to produce a comprehensive document. The first edition of
the TEC Data Book was published in October 1976. With the passage of the Department of Energy
(DOE) Organization Act, the work being conducted by the former Transportation Energy
Conservation Division fell under the purview of the DOE's Office of Transportation Programs.
This work continues today in the Vehicle Technologies Office.
Policymakers and analysts need to be well-informed about activity in the transportation
sector. The organization and scope of the data book reflect the need for different kinds of
information. For this reason, Edition 38 updates much of the same type of data that is found in
previous editions.
In any attempt to compile a comprehensive set of statistics on transportation activity,
numerous instances of inadequacies and inaccuracies in the basic data are encountered. Where
such problems occur, estimates are developed by ORNL. To minimize the misuse of these
statistics, an appendix (Appendix A) is included to document the estimation procedures. The
attempt is to provide sufficient information for the conscientious user to evaluate the estimates and
to form their own opinions as to their utility. Clearly, the accuracy of the estimates cannot exceed
the accuracy of the primary data, an accuracy which in most instances is unknown. In cases where
data accuracy is known or substantial errors are strongly suspected in the data, the reader is alerted.
In all cases it should be recognized that the estimates are not precise.
The majority of the statistics contained in the data book are taken directly from published
sources, although these data may be reformatted for presentation by ORNL. Consequently, neither
ORNL nor DOE endorses the validity of these data.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
xxvi
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–1
Petroleum
Summary Statistics from Tables/Figures in this Chapter
Source
Table 1.3
World Petroleum Production, 2018 (million barrels per day)
93.99
15.31
U.S. Production (million barrels per day)
16.3%
U.S. Share
Table 1.4
World Petroleum Consumption, 2018 (million barrels per day)
99.98
20.45
U.S. Consumption (million barrels per day)
20.5%
U.S. Share
OECD
Europe
OECDa
Americas
Gasoline
19.9%
41.1%
Diesel oil
29.9%
28.4%
Residual fuel
8.2%
4.2%
Kerosene
15.5%
8.8%
Other (includes naptha and LPG)
26.5%
17.5%
a
Figure 1.4
Average Refinery Yield, 2017
Table 1.12
U.S. transportation petroleum use as a percent of U.S. petroleum
production, 2018
92.6%
Table 1.12
Net imports as a percentage of U.S. petroleum consumption, 2018
11.4%
Table 1.13
Transportation share of U.S. petroleum consumption, 2018
69.2%
Table 1.16
Highway share of transportation petroleum consumption, 2017
85.9%
Table 1.16
Light vehicle share of transportation petroleum consumption,
2017
62.5%
In this document, petroleum is defined
as crude oil (including lease condensate)
and natural gas plant liquids.
_________________________
a
Organization for Economic Co‑operation and Development.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–2
As new technologies appear, and new areas are explored, the amount of proved reserves of crude oil and natural
gas has grown. Although the reserves of natural gas in the United States were 120% higher in 2018 than in 1980,
the U.S. share of world natural gas reserves is lower.
Table 1.1
Proved Reserves of Crude Oil and Natural Gas, 1980–2018
Year
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1980-2018
2008-2018
Crude Oil Reserves
Natural Gas Reserves
U.S. Share of
(billion barrels)
(trillion cubic feet)
Crude Oil
World
United States
Reserves
World
United States
641.8
31.2
4.9%
2,585.7
201.0
651.1
31.3
4.8%
2,647.8
199.0
669.8
31.0
4.6%
2,920.5
201.7
665.5
29.5
4.4%
3,031.9
201.5
667.3
29.3
4.4%
3,201.6
200.2
701.2
30.0
4.3%
3,401.2
197.5
698.5
29.9
4.3%
3,483.6
193.4
698.5
28.3
4.1%
3,641.1
191.6
889.3
28.7
3.2%
3,789.0
187.2
907.9
28.2
3.1%
3,921.6
168.0
1,001.8
27.9
2.8%
3,980.7
167.1
1,000.1
27.6
2.8%
4,215.4
169.3
933.2
25.9
2.8%
2,626.5
167.1
940.1
25.0
2.7%
2,941.5
165.0
942.3
24.1
2.6%
3,016.2
162.4
943.1
23.6
2.5%
3,004.2
163.8
951.8
23.5
2.5%
2,958.0
165.1
1,021.4
23.3
2.3%
4,946.8
166.5
1,023.4
23.9
2.3%
5,087.3
167.2
1,034.1
22.4
2.2%
5,141.7
164.0
1,018.2
23.2
2.3%
5,149.7
167.4
1,029.6
23.5
2.3%
5,288.6
177.4
1,033.4
23.8
2.3%
5,457.3
183.5
1,214.5
24.0
2.0%
5,505.1
186.9
1,266.2
23.1
1.8%
6,078.7
189.0
1,278.4
22.6
1.8%
6,044.6
192.5
1,289.2
23.0
1.8%
6,124.2
204.4
1,319.9
22.3
1.7%
6,190.5
211.1
1,328.5
22.8
1.7%
6,213.3
237.7
1,336.4
20.6
1.5%
6,261.9
244.7
1,356.7
22.3
1.6%
6,637.8
272.5
1,475.0
25.2
1.7%
6,707.8
304.6
1,523.4
29.0
1.9%
6,808.9
334.1
1,643.9
33.4
2.0%
6,844.9
308.0
1,650.6
36.5
2.2%
6,972.2
338.3
1,657.9
39.9
2.4%
6,950.5
368.7
1,650.6
35.2
2.1%
6,878.7
307.7
1,645.7
35.2
2.1%
6,922.9
322.2
1,661.4
42.0
2.5%
7,124.4
438.5
Average annual percentage change
2.5%
0.8%
2.7%
2.1%
2.3%
6.3%
1.4%
6.3%
U.S. Share of
Natural Gas
Reserves
7.8%
7.5%
6.9%
6.6%
6.3%
5.8%
5.6%
5.3%
4.9%
4.3%
4.2%
4.0%
6.4%
5.6%
5.4%
5.5%
5.6%
3.4%
3.3%
3.2%
3.3%
3.4%
3.4%
3.4%
3.1%
3.2%
3.3%
3.4%
3.8%
3.9%
4.1%
4.5%
4.9%
4.5%
4.9%
5.3%
4.5%
4.7%
6.2%
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics, April 2019.
(Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–3
In 2018, the Organization of Petroleum Exporting Countries (OPEC) accounted for 40.9% of world oil production.
World and U.S. crude oil production reached all-time highs in 2018.
Table 1.2
World Crude Oil Production, 1960–2018a
(million barrels per day)
Year
1960
1965
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
United
States
7.04
7.80
9.64
8.37
8.60
8.97
7.36
7.42
7.17
6.85
6.66
6.56
6.46
6.45
6.25
5.88
5.82
5.80
5.74
5.65
5.44
5.18
5.09
5.07
5.00
5.35
5.48
5.65
6.50
7.47
8.76
9.43
8.83
9.35
10.96
1960-2018
1970-2018
2008-2018
0.8%
0.3%
8.2%
U.S. share
33.5%
25.7%
21.0%
15.9%
14.4%
16.6%
12.2%
12.3%
11.9%
11.4%
10.9%
10.5%
10.1%
9.8%
9.3%
8.9%
8.5%
8.5%
8.5%
8.1%
7.5%
7.0%
6.9%
6.9%
6.7%
7.3%
7.3%
7.5%
8.5%
9.8%
11.2%
11.7%
10.9%
11.5%
13.2%
Total OPECb
8.70
14.35
23.30
25.61
25.15
15.36
22.53
22.48
23.78
24.55
24.97
25.62
26.08
27.40
28.35
27.24
28.96
28.11
26.47
27.87
30.37
31.80
31.49
31.15
32.55
30.79
31.60
31.58
32.82
31.75
31.80
33.07
34.12
33.97
33.91
OPEC share
41.4%
47.3%
50.8%
48.5%
42.2%
28.5%
37.2%
37.4%
39.6%
40.8%
40.8%
41.0%
40.9%
41.6%
42.3%
41.3%
42.3%
41.3%
39.3%
40.1%
41.8%
43.0%
42.8%
42.5%
43.8%
42.1%
42.2%
42.2%
43.0%
41.5%
40.6%
41.0%
42.2%
41.9%
40.9%
Average annual percentage change
2.4%
0.8%
0.4%
Total nonOPEC
12.29
15.98
22.59
27.22
34.41
38.61
37.97
37.65
36.32
35.62
36.20
36.82
37.74
38.41
38.68
38.73
39.56
40.03
40.82
41.60
42.22
42.07
42.13
42.18
41.75
42.33
43.29
43.33
43.56
44.69
46.56
47.68
46.72
47.13
48.97
World
20.99
30.33
45.89
52.83
59.56
53.97
60.50
60.13
60.10
60.17
61.17
62.43
63.82
65.81
67.03
65.97
68.53
68.13
67.29
69.46
72.60
73.87
73.62
73.33
74.30
73.12
74.89
74.91
76.38
76.45
78.36
80.76
80.84
81.09
82.88
2.4%
1.6%
1.6%
2.4%
1.2%
1.1%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019. (Additional
resources: www.eia.doe.gov)
a
b
Includes lease condensate. Excludes natural gas plant liquids.
See Glossary for membership.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–4
This table shows petroleum production, which includes both crude oil and natural gas plant liquids. Because other
liquids and processing gain are not included, the world total is often smaller than world petroleum consumption
(Table 1.4). The United States was responsible for 16.3% of the world’s petroleum production in 2018 and 13.2%
of the world’s crude oil production (Table 1.2).
Table 1.3
World Petroleum Production, 1973–2018a
(million barrels per day)
Year
United
States
1973-2018
2008-2018
0.7%
8.5%
1973
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
10.95
10.01
10.17
10.58
8.91
9.08
8.87
8.58
8.39
8.32
8.29
8.27
8.01
7.73
7.73
7.67
7.62
7.37
7.25
6.90
6.82
6.86
6.78
7.26
7.55
7.87
8.91
10.07
11.77
12.77
12.34
13.13
15.31
U.S.
share
18.7%
18.0%
16.2%
18.3%
13.7%
14.0%
13.7%
13.2%
12.6%
12.2%
11.9%
11.5%
11.0%
10.7%
10.3%
10.3%
10.3%
9.6%
9.0%
8.4%
8.4%
8.4%
8.2%
8.9%
9.0%
9.4%
10.4%
11.7%
13.3%
14.1%
13.5%
14.3%
16.3%
Total
OPECb
OPEC
share
Total
nonOPEC
29.60
50.6%
28.87
25.98
46.7%
29.64
25.81
41.0%
37.15
16.16
28.0%
41.58
23.70
36.4%
41.32
23.65
36.5%
41.14
25.02
38.6%
39.76
25.86
39.7%
39.19
26.57
39.9%
39.98
27.25
40.1%
40.75
27.72
39.9%
41.80
29.12
40.6%
42.53
30.14
41.3%
42.89
29.07
40.3%
43.08
30.85
41.2%
44.05
30.19
40.4%
44.63
28.65
38.7%
45.45
30.14
39.4%
46.38
33.04
41.2%
47.09
34.79
42.6%
46.94
34.53
42.3%
47.11
34.34
42.1%
47.21
35.73
43.3%
46.79
33.98
41.7%
47.50
34.83
41.7%
48.71
34.81
41.6%
48.96
36.16
42.2%
49.44
35.05
40.8%
50.80
35.05
39.7%
53.15
36.28
39.9%
54.60
37.34
41.0%
53.81
37.24
40.6%
54.47
37.17
39.5%
56.82
Average annual percentage change
0.5%
1.5%
0.4%
2.0%
NonOPEC
share
49.4%
53.3%
59.0%
72.0%
63.6%
63.5%
61.4%
60.3%
60.1%
59.9%
60.1%
59.4%
58.7%
59.7%
58.8%
59.6%
61.3%
60.6%
58.8%
57.4%
57.7%
57.9%
56.7%
58.3%
58.3%
58.4%
57.8%
59.2%
60.3%
60.1%
59.0%
59.4%
60.5%
World
58.46
55.62
62.95
57.74
65.02
64.79
64.77
65.05
66.55
68.01
69.52
71.65
73.04
72.15
74.90
74.83
74.10
76.52
80.12
81.73
81.64
81.55
82.52
81.48
83.54
83.77
85.61
85.85
88.20
90.88
91.15
91.70
93.99
1.1%
1.3%
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics website, April 2019.
(Additional resources: www.eia.doe.gov)
a
Includes natural gas plant liquids, crude oil and lease condensate. Does not account for all inputs or refinery
processing gain.
b
Organization of Petroleum Exporting Countries. See Glossary for membership.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–5
During the 1980s and 1990s, the United States accounted for about one-quarter of the world’s petroleum
consumption, but from 2000 to 2012 that share had been decreasing. In 2018 the United States accounted for only
20.5%. World petroleum consumption decreased in 2008 but has continued to increase thereafter. Non-OECD
consumption has continued to increase.
Table 1.4
World Petroleum Consumption, 1960–2018
(million barrels per day)
Year
1960
1965
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
United States
9.80
11.51
14.70
16.32
17.06
15.73
16.28
16.67
17.28
17.33
16.99
16.71
17.03
17.24
17.72
17.72
18.31
18.62
18.92
19.52
19.70
19.65
19.76
20.03
20.73
20.80
20.69
20.68
19.50
18.77
19.18
18.89
18.49
18.97
19.10
19.53
19.69
19.96
20.45
1960-2018
1970-2018
2008-2018
1.3%
0.7%
0.5%
U.S. share
Total OECDa
45.9%
15.78
37.0%
22.81
31.4%
34.69
29.0%
39.23
27.0%
41.87
26.2%
37.70
26.3%
38.80
26.4%
39.59
26.6%
40.92
26.2%
41.63
25.5%
41.76
24.9%
42.17
25.3%
43.19
25.5%
43.68
25.7%
44.98
25.3%
45.43
25.6%
46.56
25.4%
47.30
25.6%
47.48
25.8%
48.41
25.6%
48.45
25.3%
48.51
25.2%
48.48
25.0%
49.20
24.9%
50.03
24.6%
50.39
24.2%
50.20
23.9%
50.08
22.8%
48.27
21.9%
46.29
21.6%
46.82
21.1%
46.28
20.4%
45.85
20.6%
45.89
20.3%
45.61
20.4%
46.36
20.3%
46.79
20.3%
47.23
20.5%
47.54
Average annual percentage change
-1.4%
1.9%
-0.9%
0.7%
-0.9%
-0.1%
Total non-OECD
5.56
8.33
12.12
16.97
21.24
22.39
23.02
23.51
24.05
24.46
24.77
24.96
24.05
23.82
23.94
24.65
25.10
26.08
26.55
27.29
28.53
29.16
29.88
30.81
33.12
34.21
35.46
36.43
37.21
39.25
41.87
43.20
44.98
46.37
48.26
49.50
50.14
51.22
52.44
World
21.34
31.14
46.81
56.20
63.11
60.08
61.82
63.11
64.98
66.09
66.54
67.14
67.24
67.50
68.93
70.08
71.65
73.38
74.03
75.70
76.98
77.67
78.36
80.01
83.16
84.60
85.66
86.51
85.48
85.54
88.69
89.49
90.83
92.26
93.87
95.86
96.93
98.46
99.98
3.9%
3.1%
3.1%
2.7%
1.6%
1.4%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019.
(Additional resources: www.eia.doe.gov)
a
Organization for Economic Cooperation and Development. See Glossary for membership.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–6
Figure 1.1. World Oil Reserves, Production, and Consumption, 1980
Source:
See Table 1.5.
Figure 1.2. World Oil Reserves, Production, and Consumption, 1998
Source:
See Table 1.5.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–7
Figure 1.3. World Oil Reserves, Production, and Consumption, 2018
Source:
See Table 1.5.
Table 1.5
World Oil Reserves, Production, and Consumption, 1980, 1998 and 2018
Crude oil
reserves
(billion
barrels)
Reserve
share
Petroleum
production
(million
barrels per
day)
United States
OPEC
Rest of world
31.0
426.7
184.1
5%
66%
29%
10.8
25.9
27.3
United States
OPEC
Rest of world
24.0
809.9
189.5
2%
79%
19%
9.3
30.3
36.1
United States
OPEC
Rest of world
42.0
1,194.2
425.1
3%
72%
26%
17.9
37.3
45.5
Production
share
1980
17%
40%
43%
1998
14%
40%
48%
2018
18%
37%
45%
Petroleum
consumption
(million barrels
per day)
Consumption
share
17.1
2.5
43.5
27%
4%
69%
18.9
5.0
50.1
26%
7%
68%
20.5
9.3
67.3
21%
10%
69%
Note: Consumption for OPEC and Rest of World in 2018 are actually 2016 consumption, which are the latest
available. Total consumption is higher than total production due to refinery gains including alcohol and liquid
products produced from coal and other sources. See Glossary for OPEC countries.
Sources:
Energy Information Administration, International Energy Statistics, June 2019. (Additional resources:
www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–8
The share of petroleum imported to the United States can be calculated using total imports or net imports. Net
imports, which are the preferred data, rose to over 50% of U.S. petroleum consumption for the first time in 1998,
while total imports reached 50% for the first time in 1993. OPEC share of net imports has been below 50% since
1993. Due to rising petroleum exports, net imports have decreased substantially over the last five years, while total
imports remained fairly constant.
Table 1.6
U.S. Petroleum Imports, 1960–2018
(million barrels per day)
Year
1960
1965
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Net OPECa
imports
1.23
1.44
1.29
3.60
4.30
1.83
4.30
4.09
4.09
4.27
4.25
4.00
4.21
4.57
4.91
4.95
5.20
5.53
4.61
5.16
5.70
5.59
5.52
5.98
5.95
4.78
4.91
4.56
4.27
3.72
3.24
2.89
3.45
3.37
2.89
1960-2018
1970-2018
2008-2018
1.5%
1.7%
-7.0%
Net OPECa
Net imports as a share
share
Net imports
of U.S. consumption
68.0%
1.61
16.5%
58.3%
2.28
19.8%
37.8%
3.16
21.5%
59.5%
5.85
35.8%
62.2%
6.36
37.3%
36.1%
4.29
27.3%
53.6%
7.16
42.2%
53.7%
6.63
39.6%
51.9%
6.94
40.7%
49.6%
7.62
44.2%
47.2%
8.05
45.5%
45.3%
7.89
44.5%
44.4%
8.50
46.4%
45.0%
9.16
49.2%
45.8%
9.76
51.6%
45.6%
9.91
50.8%
45.4%
10.42
52.9%
46.6%
10.90
55.5%
39.9%
10.55
53.4%
42.1%
11.24
56.1%
43.4%
12.10
58.4%
40.7%
12.55
60.3%
40.2%
12.39
59.9%
44.4%
12.04
58.2%
46.1%
11.11
57.0%
40.9%
9.67
51.5%
41.6%
9.44
49.2%
39.8%
8.45
44.8%
40.3%
7.39
40.0%
37.7%
6.24
32.9%
35.0%
5.07
26.5%
30.6%
4.71
24.1%
34.3%
4.79
24.4%
33.2%
3.77
18.9%
29.1%
2.34
11.4%
Average annual percentage change
0.6%
-0.6%
-14.4%
Total imports
1.81
2.47
3.42
6.06
6.91
5.07
8.02
7.63
7.89
8.62
9.00
8.83
9.48
10.16
10.71
10.85
11.46
11.87
11.53
12.26
13.15
13.71
13.71
13.47
12.92
11.69
11.79
11.44
10.60
9.86
9.24
9.45
10.06
10.14
9.93
3.0%
2.2%
-2.6%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Table 3.3a. (Additional resources: www.eia.gov)
a
Organization of Petroleum Exporting Countries. See Glossary for membership.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–9
More than half of the oil imported to the United States in 2018 was from the western hemisphere. Canada, Mexico,
and Venezuela provided most of the oil from the western hemisphere, along with small amounts from Brazil,
Columbia, Ecuador, and the U.S. Virgin Islands (these countries are not listed separately).
Table 1.7
Imported Crude Oil by Country of Origin, 1960–2018
(million barrels per day)
Year
1960
1965
1970
1973
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Saudi
Arabia
0.08
0.16
0.03
0.49
0.71
1.26
0.17
1.34
1.80
1.72
1.41
1.40
1.34
1.36
1.41
1.49
1.48
1.57
1.66
1.55
1.77
1.56
1.54
1.46
1.48
1.53
1.00
1.10
1.19
1.37
1.33
1.17
1.06
1.11
0.96
0.90
Venezuela
0.91
0.99
0.99
1.13
0.70
0.48
0.60
1.02
1.03
1.17
1.30
1.33
1.48
1.68
1.77
1.72
1.49
1.55
1.55
1.40
1.38
1.55
1.53
1.42
1.36
1.19
1.06
0.99
0.95
0.96
0.81
0.79
0.83
0.80
0.67
0.59
Nigeria
0.00
0.00
0.00
0.46
0.76
0.86
0.29
0.80
0.70
0.68
0.74
0.64
0.63
0.62
0.70
0.70
0.66
0.90
0.89
0.62
0.87
1.14
1.17
1.11
1.13
0.99
0.81
1.02
0.82
0.44
0.28
0.09
0.08
0.24
0.33
0.19
1960-2018
1970-2018
2008-2018
4.2%
7.4%
-5.2%
-0.8%
-1.1%
-6.8%
b
b
-15.2%
Other
OPECa
countries
Canada
Mexico
0.24
0.12
0.02
0.29
0.32
0.05
0.27
0.77
0.04
0.91
1.32
0.02
1.42
0.85
0.07
1.70
0.45
0.53
0.76
0.77
0.82
1.13
0.93
0.76
0.55
1.03
0.81
0.52
1.07
0.83
0.82
1.18
0.92
0.87
1.27
0.98
0.55
1.33
1.07
0.56
1.42
1.24
0.69
1.56
1.39
1.00
1.60
1.35
1.33
1.54
1.32
1.19
1.81
1.37
1.43
1.83
1.44
1.03
1.97
1.55
1.14
2.07
1.62
1.45
2.14
1.66
1.36
2.18
1.66
1.52
2.35
1.71
2.00
2.45
1.53
2.25
2.49
1.30
1.90
2.48
1.21
1.80
2.54
1.28
1.59
2.73
1.21
1.51
2.95
1.03
1.30
3.14
0.92
1.19
3.39
0.84
0.93
3.76
0.76
1.31
3.78
0.67
1.40
4.05
0.68
1.21
4.28
0.72
Average annual percentage change
2.8%
6.3%
6.8%
3.1%
3.6%
6.1%
-6.0%
5.5%
-5.8%
Russia
b
b
0.00
0.03
0.01
0.00
0.01
0.04
0.03
0.02
0.05
0.03
0.02
0.03
0.01
0.02
0.09
0.07
0.09
0.21
0.25
0.30
0.41
0.37
0.41
0.47
0.56
0.61
0.62
0.48
0.46
0.33
0.37
0.44
0.39
0.38
b
10.6%
-2.1%
Other
nonOPEC
countries
0.45
0.66
1.31
1.90
1.52
1.62
1.64
1.99
1.67
1.88
2.19
2.46
2.41
2.57
2.63
2.83
2.95
3.00
2.98
3.20
3.15
3.34
3.87
3.76
3.09
2.70
2.66
2.46
2.32
1.87
1.62
1.44
1.66
1.72
1.65
1.67
Total
imports
1.81
2.47
3.42
6.26
6.06
6.91
5.07
8.02
7.63
7.89
8.62
9.00
8.83
9.48
10.16
10.71
10.85
11.46
11.87
11.53
12.26
13.15
13.71
13.71
13.47
12.92
11.69
11.79
11.44
10.60
9.86
9.24
9.45
10.06
10.14
9.93
2.3%
0.5%
-4.7%
3.0%
2.2%
-2.6%
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Tables 3.3c and 3.3d. (Additional resources: www.eia.gov)
a
b
Organization of Petroleum Exporting Countries. See Glossary for membership.
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–10
The Strategic Petroleum Reserve (SPR) began in October 1977 as a result of the 1975 Energy Policy and
Conservation Act. Its purpose is to provide protection against oil supply disruptions. The U.S. consumed
20.5 million barrels per day in 2018. At that rate of consumption, the SPR supply would last 32 days if used
exclusively and continuously.
Table 1.8
Crude Oil Supplies, 1973-2018
Year
1973
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1973-2018
2008-2018
Strategic
Petroleum
Reserve
c
107.8
493.3
585.7
568.5
574.7
587.1
591.7
591.6
565.8
563.4
571.4
567.2
540.7
550.2
599.1
638.4
675.6
684.5
688.6
696.9
701.8
726.6
726.5
696.0
695.3
696.0
691.0
695.1
695.1
662.8
649.1
c
-0.8%
Other
crude oil
Total
U.S. petroleum
stocksa
crude oil stocks
consumption
(million barrels)
(million barrels per day)
242.5
242.5
17.3
358.2
466.0
17.1
320.9
814.2
15.7
322.7
908.4
17.0
324.6
893.1
16.7
318.1
892.9
17.0
335.4
922.5
17.2
337.2
928.9
17.7
303.3
895.0
17.7
283.9
849.7
18.3
304.7
868.1
18.6
323.5
894.9
18.9
284.5
851.7
19.5
285.5
826.2
19.7
312.0
862.2
19.6
277.6
876.7
19.8
268.9
907.3
20.0
285.7
961.3
20.7
307.7
992.2
20.8
295.8
984.4
20.7
268.4
964.3
20.7
308.2
1,010.1
19.5
307.1
1,033.8
18.8
312.1
1,038.6
19.2
308.2
1,004.2
18.9
337.8
1,033.1
18.5
327.2
1,023.2
19.0
360.9
1,051.8
19.1
449.2
1,144.3
19.5
484.6
1,179.7
19.7
421.6
1,084.5
20.0
441.8
1,090.9
20.5
Average annual percentage change
1.3%
3.4%
0.4%
3.7%
0.8%
0.5%
Number of days
the SPR would
supply the U.S.b
c
6
31
34
34
34
34
33
33
31
30
30
29
27
28
30
32
33
33
33
34
36
39
38
37
38
37
36
36
35
33
32
c
-1.3%
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Tables 3.1 and 3.4. (Additional resources: www.eia.gov)
Other crude oil stocks include stocks held by petroleum companies, as well as stocks of Alaskan crude oil
in transit.
b
Strategic Petroleum Reserves divided by U.S. consumption per day. This would only hold true if the SPR
were the only oil used for that many days.
c
Not applicable.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–11
Other parts of the world refine crude oil to produce more diesel fuel and less gasoline than the OECD Americas.
The OECD Asia Oceania countries produce the lowest share of gasoline and highest share of diesel in 2018.
Figure 1.4. Refinery Gross Output by World Region, 2008 and 2018
Source:
International Energy Agency, Monthly Oil Survey, March 2019 and Monthly Oil Statistics, March 2009. (Additional
resources: www.iea.org)
Includes jet kerosene and other kerosene.
Includes motor gasoline, jet gasoline, and aviation gasoline.
c
Organization for Economic Cooperation and Development. See Glossary for membership.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–12
Oxygenate refinery input increased significantly in 1995, most certainly due to the Clean Air Act Amendments of
1990 which mandated the sale of reformulated gasoline in certain areas beginning in January 1995. The use of
MTBE has declined over the last 15 years due to many states banning the additive. The other hydrocarbons and
liquids category includes unfinished oils, motor gasoline blending components and aviation gasoline blending
components.
Table 1.9
U.S. Refinery Input of Crude Oil and Petroleum Products, 1987–2017
(thousand barrels)
Year
1987
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Crude oil
4,691,783
4,894,379
4,855,016
4,908,603
4,968,641
5,061,111
5,100,317
5,195,265
5,351,466
5,434,383
5,403,450
5,514,395
5,521,637
5,455,530
5,585,875
5,663,861
5,555,332
5,563,354
5,532,097
5,361,287
5,232,656
5,374,094
5,404,347
5,489,516
5,589,006
5,784,637
5,908,550
5,924,395
6,055,241
1987-2017
2007-2017
0.9%
0.9%
Oxygenates
Natural gas
Fuel
Other
liquids
ethanol
MTBEa
oxygenatesb
c
c
d
280,889
c
c
d
170,589
c
c
d
172,306
c
c
d
171,701
179,213
3,351
49,393
1,866
169,868
3,620
52,937
1,918
172,026
9,055
79,396
4,122
164,552
11,156
79,407
3,570
151,769
11,803
86,240
4,246
146,921
11,722
89,362
4,038
135,756
13,735
94,784
4,147
138,921
15,268
90,288
4,005
156,479
16,929
87,116
4,544
155,429
26,320
90,291
2,338
152,763
55,626
67,592
1,937
154,356
74,095
47,600
940
161,037
84,088
39,751
612
182,924
117,198
11,580
57
184,383
136,603
1,610
0
177,559
190,084
480
0
177,194
240,955
90
0
161,479
285,883
901
0
178,884
297,266
1,154
0
186,270
304,155
806
0
181,112
310,568
915
0
186,601
317,171
719
1
188,722
325,858
830
0
196,281
334,767
1,062
0
d
d
206,629
335,023
Average annual percentage change
d
d
d
-1.0%
d
d
1.1%
9.4%
Other
hydrocarbons
and liquids
132,720
260,108
280,265
272,676
280,074
193,808
190,411
214,282
201,268
206,135
225,779
201,135
192,632
224,567
163,459
194,203
295,064
322,989
349,807
548,843
518,998
523,015
541,059
425,946
495,476
490,213
446,744
483,229
406,266
Total input to
refineries
5,105,392
5,325,076
5,307,587
5,352,980
5,482,538
5,483,262
5,555,327
5,668,232
5,806,792
5,892,561
5,877,651
5,964,012
5,979,337
5,955,475
6,027,252
6,135,055
6,135,884
6,198,102
6,204,500
6,277,893
6,169,893
6,345,372
6,422,710
6,406,693
6,577,077
6,779,342
6,870,704
6,939,734
7,003,159
3.8%
1.5%
1.1%
1.2%
Source:
U.S. Department of Energy, Energy Information Administration, Petroleum Supply Annual 2017, Vol. 1, 2018,
Table 16, and annual. (Additional resources: www.eia.doe.gov)
Methyl tertiary butyl ether (MTBE).
Includes methanol and other oxygenates.
c
Reported in “Other hydrocarbons and liquids” category in this year.
d
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–13
When crude oil and other hydrocarbons are processed into products that are, on average, less dense than the input,
a processing volume gain occurs. Due to this gain, the product yield from a barrel of crude oil is more than 100%.
For the last 20 years, the processing volume gain has been about 5-7%.
Table 1.10
U.S. Refinery Yield of Petroleum Products from a Barrel of Crude Oil, 1978–2018
(percentage)
Year
1978
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Motor
gasoline
44.1
44.5
45.6
45.7
46.4
46.0
45.7
45.6
45.7
46.0
46.1
45.5
46.4
45.7
45.7
46.2
46.5
46.2
46.2
47.3
46.9
46.8
46.2
45.8
45.5
44.2
46.6
46.3
45.6
45.7
45.7
45.7
46.0
47.0
46.5
46.2
Distillate
fuel oil
21.4
19.7
21.6
21.2
20.5
20.8
20.8
20.9
21.3
21.2
21.9
22.3
21.8
22.7
22.5
22.3
22.3
23.1
23.8
23.2
23.7
23.9
25.0
25.4
26.1
27.8
26.6
27.2
28.6
28.7
29.1
29.5
29.5
28.4
29.0
29.2
Jet fuel
6.6
7.4
9.6
9.8
10.0
10.0
10.1
10.7
10.3
9.9
9.2
9.8
9.7
10.4
10.3
9.9
10.2
10.3
9.8
9.8
9.5
9.7
9.8
9.3
9.1
9.7
9.2
9.2
9.3
9.4
9.4
9.4
9.6
9.8
9.9
10.3
Liquefied
petroleum gas
2.3
2.4
3.1
3.2
3.4
3.6
4.0
3.6
3.8
4.3
4.1
4.2
4.5
4.5
4.6
4.4
4.5
4.5
4.3
4.3
4.2
4.0
3.6
3.9
4.1
4.1
4.1
4.3
4.0
4.0
3.9
4.0
3.7
3.8
3.7
3.6
Othera
29.6
30.0
24.6
24.8
24.5
24.4
24.2
24.1
24.1
24.0
23.3
23.2
22.8
22.4
22.4
22.9
22.4
22.0
21.6
21.5
22.1
22.2
21.6
21.7
21.5
20.7
20.1
20.1
19.5
19.0
18.9
17.9
17.6
17.6
17.4
17.2
Totalb
104.0
104.0
104.5
104.7
104.8
104.8
104.8
104.9
105.2
105.4
104.6
105.0
105.2
105.7
105.5
105.7
105.9
106.1
105.7
106.1
106.4
106.6
106.2
106.1
106.3
106.5
106.6
107.1
107.0
106.8
107.0
106.5
106.4
106.6
106.5
106.5
Source:
Department of Energy, Energy Information Administration, Petroleum Supply Navigator, June 2019. (Additional
resources: www.eia.doe.gov)
Includes aviation gasoline (0.1%), kerosene (0.0%), residual fuel oil (2.5%), naphtha and other oils for
petrochemical feedstock use (1.2%), other oils for petrochemical feedstock use (0.6%), special naphthas (0.2%),
lubricants (1.1%), petroleum coke (5.2%) asphalt and road oil (1.9%), still gas (4.0%), and miscellaneous products
(0.5%).
b
Products sum to greater than 100% due to processing gain. The processing gain for years 1978 to 1980 is
assumed to be 4 percent.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–14
Domestic petroleum production increased in 2009 for the first time in 20 years and reached an all-time high of 15
mmbd in 2018. Most of the petroleum imported by the United States is in the form of crude oil. Exports were at an
all-time high in 2018 as well, partly due to a lift of crude oil export restrictions in December 2015.
Table 1.11
United States Petroleum Production, Imports, and Exports, 1950–2018
(million barrels per day)
1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1950-2018
1970-2018
2008-2018
Domestic production
Natural
gas
Crude
plant
oil
liquids
Totala
5.41
0.50
5.91
6.81
0.77
7.58
7.05
0.93
7.98
7.80
1.21
9.01
9.64
1.66
11.30
8.38
1.63
10.01
8.60
1.57
10.17
8.97
1.61
10.58
7.36
1.56
8.91
6.56
1.76
8.32
6.46
1.83
8.29
6.45
1.82
8.27
6.25
1.76
8.01
5.88
1.85
7.73
5.82
1.91
7.73
5.80
1.87
7.67
5.74
1.88
7.62
5.65
1.72
7.37
5.44
1.81
7.25
5.18
1.72
6.90
5.09
1.74
6.82
5.07
1.78
6.86
5.00
1.78
6.78
5.35
1.91
7.26
5.48
2.07
7.55
5.64
2.22
7.86
6.50
2.41
8.90
7.47
2.61
10.07
8.76
3.01
11.77
9.43
3.34
12.77
8.83
3.51
12.34
9.35
3.78
13.13
10.95
4.35
15.30
1.0%
0.3%
8.2%
3.2%
2.0%
9.3%
Total imports
Crude
Petroleum
oil
products
Total
0.49
0.36
0.85
0.78
0.47
1.25
1.02
0.80
1.82
1.24
1.23
2.47
1.32
2.10
3.42
4.11
1.95
6.06
5.26
1.65
6.91
3.20
1.87
5.07
5.89
2.12
8.02
7.23
1.61
8.83
7.51
1.97
9.48
8.23
1.94
10.16
8.71
2.00
10.71
8.73
2.12
10.85
9.07
2.39
11.46
9.33
2.54
11.87
9.14
2.39
11.53
9.66
2.60
12.26
10.09
3.06
13.15
10.13
3.59
13.71
10.12
3.59
13.71
10.03
3.44
13.47
9.78
3.13
12.92
9.01
2.68
11.69
9.21
2.58
11.79
8.94
2.50
11.44
8.53
2.07
10.60
7.73
2.13
9.86
7.34
1.90
9.24
7.36
2.09
9.45
7.85
2.20
10.06
7.97
2.18
10.14
7.76
2.17
9.93
Average annual percentage change
1.4%
4.2%
2.7%
3.7%
0.6%
3.8%
0.1%
2.2%
8.5%
-2.3%
-3.6%
-2.6%
Exports
Crude
oil
0.10
0.03
0.01
0.00
0.01
0.01
0.29
0.20
0.11
0.09
0.11
0.11
0.11
0.12
0.05
0.02
0.01
0.01
0.03
0.03
0.02
0.03
0.03
0.04
0.04
0.05
0.07
0.13
0.35
0.47
0.59
1.16
2.00
Petroleum
products
0.21
0.34
0.19
0.18
0.25
0.20
0.26
0.58
0.75
0.85
0.87
0.90
0.83
0.82
0.99
0.95
0.97
1.01
1.02
1.13
1.29
1.41
1.77
1.98
2.31
2.94
3.14
3.49
3.82
4.27
4.67
5.22
5.58
Total
0.31
0.37
0.20
0.19
0.26
0.21
0.54
0.78
0.86
0.95
0.98
1.00
0.94
0.94
1.04
0.97
0.98
1.03
1.05
1.16
1.32
1.43
1.80
2.02
2.35
2.99
3.20
3.62
4.18
4.74
5.26
6.38
7.59
4.6%
10.9%
53.0%
4.9%
6.7%
12.2%
4.8%
7.3%
15.5%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Tables 3.1, 3.3b, and 3.3e. (Additional resources: www.eia.gov)
a
Total domestic production includes crude oil, natural gas plant liquids and small amounts of other liquids.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–15
U.S. petroleum production has been mainly increasing and petroleum imports decreasing from 2008 to 2018. Net
imports of petroleum in 2018 were at the lowest level since 1970. In 2016, domestic production declined slightly,
but rose to over 15 mmbd in 2018.
Table 1.12
Petroleum Production and Transportation Petroleum Consumption in Context, 1950–2018
1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1950-2018
1970-2018
2008-2018
Domestic
petroleum
productiona
Net
petroleum
imports
5.91
7.58
7.99
9.01
11.30
10.01
10.17
10.58
8.91
8.32
8.29
8.27
8.01
7.73
7.73
7.67
7.62
7.37
7.25
6.90
6.82
6.86
6.78
7.26
7.55
7.87
8.91
10.07
11.77
12.77
12.34
13.13
15.30
0.55
0.88
1.62
2.28
3.16
5.85
6.36
4.29
7.16
7.89
8.50
9.16
9.76
9.91
10.42
10.90
10.55
11.24
12.10
12.55
12.39
12.04
11.11
9.67
9.44
8.45
7.39
6.24
5.07
4.71
4.79
3.77
2.34
1.4%
0.6%
8.5%
2.2%
-0.6%
-14.4%
Transportation
U.S.
petroleum
petroleum
consumption
consumption
(million barrels per day)
World
petroleum
consumption
b
3.36
6.46
b
4.46
8.46
5.15
9.82
21.34
6.04
11.51
31.14
7.78
14.70
46.81
8.92
16.32
56.20
9.55
17.06
63.11
9.84
15.73
58.18
10.99
16.99
66.66
11.67
17.72
69.86
11.92
18.31
71.91
12.10
18.62
73.13
12.42
18.92
73.95
12.76
19.52
75.60
13.01
19.70
77.15
12.94
19.65
77.92
13.21
19.76
78.65
13.29
20.03
80.27
13.72
20.73
83.41
13.96
20.80
84.65
14.18
20.69
85.85
14.29
20.68
87.26
13.62
19.50
86.82
13.30
18.77
85.86
13.50
19.18
88.69
13.29
18.89
89.49
13.02
18.49
90.83
13.25
18.97
92.26
13.46
19.10
93.87
13.65
19.53
95.86
13.89
19.69
96.93
14.02
19.96
98.46
14.16
20.45
99.94
Average annual percentage change
b
2.1%
1.7%
1.3%
0.7%
0.02
0.4%
0.5%
0.01
Transportation
Net imports U.S. petroleum petroleum use as
as a share of consumption as
a share of
U.S.
a share of world
domestic
consumption consumption
production
8.4%
10.4%
16.5%
19.8%
21.5%
35.8%
37.3%
27.3%
42.2%
44.5%
46.4%
49.2%
51.6%
50.8%
52.9%
55.5%
53.4%
56.1%
58.4%
60.3%
59.9%
58.2%
57.0%
51.5%
49.2%
44.7%
40.0%
32.9%
26.5%
24.1%
24.4%
18.9%
11.4%
b
b
46.0%
37.0%
31.4%
29.0%
27.0%
26.2%
25.5%
25.2%
25.5%
25.3%
25.5%
25.7%
25.6%
25.3%
25.2%
25.0%
25.0%
24.6%
24.2%
23.8%
22.7%
22.1%
21.5%
21.0%
20.3%
32.9%
26.5%
24.1%
24.4%
18.9%
11.4%
56.8%
58.8%
64.5%
67.0%
68.9%
89.4%
93.9%
93.0%
123.2%
140.2%
143.7%
146.3%
155.0%
165.1%
168.3%
168.7%
173.2%
180.3%
189.2%
202.3%
207.7%
208.4%
200.8%
183.2%
178.8%
168.9%
146.1%
131.6%
114.3%
106.9%
112.6%
106.7%
92.6%
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2018, Tables 2.5, 3.1, and 11.2. (Pre-1973 data from the Annual Energy Review). (Additional resources:
www.eia.doe.gov)
a
b
Total domestic production includes crude oil, natural gas plant liquids and small amounts of other liquids.
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–16
Before 1989 the U.S. produced enough petroleum to meet the needs of the transportation sector but was still short
of meeting the petroleum needs of all the sectors, including industrial, residential and commercial, and electric
utilities. In 1970 the gap between what the U.S. produced and what was consumed was 3.2 million barrels per day
and in 2007, the gap was 12.8 million barrels per day. By 2050, the gap is expected to be only 2.0 million barrels
per day if petroleum and other inputs are included or 3.4 million barrels per day if only conventional petroleum is
used.
Figure 1.5. United States Petroleum Production and Consumption – All Sectors, 1970–2050
Notes: “Total U.S. Petroleum Production” includes crude oil, natural gas plant liquids, and refinery gains. It does not
include dry natural gas.
“Total U.S. Petroleum Production” is for all uses.
“Total U.S. Petroleum Production with Other Inputs” also includes non-petroleum sources such as ethanol,
biomass, liquids from coal, other blending components, other hydrocarbons, and ethers which were domestically
produced.
The change from historical values to projected values is between 2017 and 2018.
The sharp increase in the value for heavy trucks between 2006 and 2007 is the result of the Federal Highway
Administration’s methodology change.
Sources:
Historical transportation petroleum use – See Tables 1.14 and 1.15. Historical petroleum use for other sectors – See
Table 1.13. Historical U.S. petroleum production – Energy Information Administration, Monthly Energy
Review May 2019, Table 3.1. Historical other inputs - Energy Information Administration, Monthly Energy
Review May 2019, Tables 10.3 and 10.4. Forecasted petroleum use and petroleum production – Energy
Information Administration, 2019 Annual Energy Outlook, January 2019, reference case tables 7, 11, and 36.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–17
In 1989, for the first time, petroleum consumption for transportation surpassed total U.S. petroleum production,
which was declining. These contrasting trends in production and consumption created a gap that was met with
foreign imports of petroleum. In 2009, however, the U.S. production of petroleum (for all uses including, but not
limited to, transportation) began to increase substantially because of new hydraulic fracturing and oil extraction
technology. In 2015, total production exceeded all transportation sector petroleum consumption. With other inputs
included, such as ethanol, domestic production has exceeded transportation consumption since 2014.
Transportation accounts for about 70% of all U.S. petroleum consumption.
The Energy Information Administration expects petroleum production to be greater than transportation
consumption through 2050. Including non-petroleum sources such as ethanol, the production will exceed
transportation demand by approximately seven million barrels per day in 2050.
Figure 1.6. United States Petroleum Production and Transportation Consumption, 1970–2050
Notes: “Total U.S. Petroleum Production” includes crude oil, natural gas plant liquids, and refinery gains. It does not
include dry natural gas.
“Total U.S. Petroleum Production” is for all uses, including but not limited to transportation.
“Total U.S. Petroleum Production with Other Inputs” also includes non-petroleum sources such as ethanol,
biomass, liquids from coal, other blending components, other hydrocarbons, and ethers which were domestically
produced.
The change from historical values to projected values is between 2017 and 2018.
The sharp increase in the value for heavy trucks between 2006 and 2007 is the result of the Federal Highway
Administration’s methodology change.
Sources:
Historical transportation petroleum use – See Tables 1.14 and 1.15. Historical U.S. petroleum production – Energy
Information Administration, Monthly Energy Review May 2019, Table 3.1. Historical other inputs - Energy
Information Administration, Monthly Energy Review May 2019, Tables 10.3 and 10.4. Forecasted petroleum
use and petroleum production – Energy Information Administration, 2019 Annual Energy Outlook, January
2019, reference case tables 7, 11, and 36.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–18
Transportation accounted for about 70% of the U.S. petroleum use from 2008 to 2018. Total petroleum
consumption reached more than 20 million barrels per day from 2003 to 2007 but was below that level until 2018.
Table 1.13
Consumption of Petroleum by End-Use Sector, 1950–2018
(million barrels per day)
Year
1950
1955
1960
1965
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Transportation
3.36
4.46
5.14
6.04
7.78
8.95
9.55
9.84
10.19
10.50
10.85
10.94
10.89
10.76
10.88
11.12
11.42
11.67
11.92
12.10
12.42
12.76
13.01
12.94
13.21
13.29
13.72
13.96
14.18
14.29
13.62
13.30
13.50
13.29
13.02
13.25
13.46
13.65
13.89
14.02
14.16
1950-2018
1970-2018
2008-2018
2.1%
1.3%
0.4%
Percentage
Residential
Commercial
52.0%
0.66
0.41
52.7%
0.89
0.52
52.4%
1.12
0.59
52.4%
1.24
0.67
52.9%
1.42
0.76
54.8%
1.29
0.65
56.0%
0.89
0.63
62.6%
0.81
0.53
62.6%
0.80
0.57
63.0%
0.85
0.55
62.8%
0.87
0.54
63.1%
0.88
0.51
64.1%
0.74
0.49
64.4%
0.74
0.46
63.9%
0.75
0.44
64.5%
0.77
0.41
64.4%
0.76
0.41
65.8%
0.74
0.38
65.1%
0.81
0.40
65.0%
0.78
0.38
65.7%
0.72
0.36
65.4%
0.82
0.37
66.0%
0.87
0.41
65.8%
0.85
0.41
66.8%
0.82
0.38
66.3%
0.86
0.43
66.2%
0.84
0.42
67.1%
0.81
0.39
68.5%
0.69
0.34
69.1%
0.71
0.34
69.9%
0.76
0.35
70.8%
0.68
0.35
70.4%
0.66
0.34
70.4%
0.61
0.34
70.4%
0.51
0.30
69.9%
0.57
0.30
70.5%
0.61
0.32
69.9%
0.58
0.48
70.5%
0.52
0.47
70.2%
0.52
0.46
69.2%
0.57
0.48
Average annual percentage change
-0.2%
0.2%
-1.9%
-1.0%
-2.8%
3.2%
Industrial
1.82
2.39
2.71
3.25
3.81
4.04
4.84
4.07
4.09
4.21
4.35
4.25
4.30
4.22
4.52
4.44
4.67
4.59
4.82
4.95
4.84
5.03
4.90
4.89
4.93
4.92
5.22
5.10
5.19
5.06
4.56
4.27
4.51
4.51
4.56
4.72
4.58
4.69
4.70
4.85
5.13
Electric
utilities
0.21
0.21
0.24
0.32
0.93
1.39
1.15
0.48
0.64
0.55
0.68
0.75
0.57
0.53
0.43
0.49
0.47
0.33
0.36
0.41
0.58
0.53
0.51
0.56
0.43
0.53
0.53
0.55
0.29
0.29
0.21
0.17
0.17
0.14
0.10
0.12
0.14
0.13
0.11
0.10
0.11
Total
6.46
8.46
9.80
11.51
14.70
16.32
17.06
15.73
16.28
16.67
17.28
17.33
16.99
16.71
17.03
17.24
17.72
17.72
18.31
18.62
18.92
19.52
19.70
19.65
19.76
20.03
20.73
20.80
20.69
20.68
19.50
18.77
19.18
18.89
18.49
18.97
19.10
19.53
19.69
19.96
20.45
1.5%
0.6%
1.2%
-0.9%
-4.3%
-6.0%
1.7%
0.7%
0.5%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Tables 3.7a–3.7c. (Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–19
Cars and light trucks use most of the petroleum in the transportation sector. Light trucks include pick-ups, minivans,
sport-utility vehicles, and vans. See Table 2.9 for highway energy use in trillion Btu.
Table 1.14
Highway Transportation Petroleum Consumption by Mode, 1970–2017a
(thousand barrels per day)
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Cars
4,424
4,836
4,565
4,508
4,509
4,587
4,609
4,665
4,773
4,782
4,784
4,821
4,538
4,196
4,268
4,374
4,428
4,440
4,515
4,559
4,677
4,780
4,766
4,798
4,923
4,866
4,919
5,050
4,893
4,852
4,664
4,344
4,060
3,891
3,777
3,737
3,684
3,602
3,539
3,410
Light
trucks
803
1,245
1,552
1,546
1,481
1,562
1,670
1,785
1,897
1,996
2,130
2,170
2,323
2,493
2,670
2,795
2,878
2,975
3,089
3,222
3,292
3,448
3,453
3,491
3,602
3,963
4,137
3,840
3,959
4,034
3,992
4,033
4,220
4,291
4,331
4,276
4,502
4,627
4,769
4,816
1970-2017
2007-2017
-0.6%
-3.5%
3.9%
1.8%
Light
vehicle
subtotal
5,227
6,081
6,117
6,054
5,989
6,149
6,280
6,450
6,670
6,778
6,914
6,992
6,861
6,688
6,938
7,169
7,305
7,415
7,604
7,781
7,969
8,228
8,219
8,290
8,525
8,829
9,055
8,890
8,852
8,885
8,656 c
8,376
8,280
8,182
8,108
8,013
8,185
8,229
8,308
8,226
1.0%
-0.8%
Class
Class
Heavy
Motor3-6
7-8
Trucks
cycles
Buses
trucks
trucks
subtotal
4
62
140
598
738
7
58
181
771
952
13
68
247
1,055
1,302
14
69
253
1,077
1,329
13
71
253
1,077
1,330
11
72
257
1,097
1,354
11
69
266
1,132
1,398
12
72
265
1,131
1,396
12
76
271
1,155
1,426
12
77
279
1,190
1,469
13
80
284
1,211
1,495
14
79
291
1,242
1,534
12
78
304
1,294
1,597
12
83
310
1,320
1,630
12
87
315
1,345
1,660
13
86
325
1,386
1,711
13
86
343
1,463
1,806
13
87
357
1,523
1,881
13
88
367
1,564
1,931
13
91
370
1,579
1,949
13
93
382
1,630
2,012
14
96
420
1,792
2,212
14
98
437
1,861
2,298
13
93
436
1,859
2,295
12
91
456
1,944
2,401
12
90
443
1,890
2,334
13
92
411
1,752
2,162
12
93
461
1,965
2,426
14
94
470
2,006
2,476
31
92
585
2,495
3,080
32
95
591
2,521
3,112
31
95
549
2,341
2,890
28
90
558
2,379
2,937
28
92
525
2,240
2,766
32
95
525
2,238
2,763
31
97
537
2,288
2,824
30
98
545
2,325
2,871
29
100
542
2,311
2,853
30
102
556
2,372
2,928
30
105
570
2,429
2,998
Average annual percentage change
4.4%
1.1%
3.0%
3.0%
3.0%
-0.4%
1.2% -0.3%
-0.3%
-0.3%
c
Highway
subtotal
6,031
7,099
7,500
7,466
7,403
7,586
7,758
7,930
8,184
8,336
8,503
8,618
8,549
8,413
8,698
8,979
9,211
9,396
9,636
9,834
10,086
10,550
10,630
10,690
11,029
11,265
11,323
11,422
11,436
12,089
11,895
11,392
11,335
11,068
10,998
10,965
11,184
11,210
11,368
11,359
Total
transportationb
7,301
8,435
9,092
9,154
8,929
9,062
9,351
9,526
9,882
10,099
10,328
10,490
10,414
10,236
10,574
10,811
11,082
11,340
11,595
11,769
12,004
12,637
12,787
12,656
12,938
13,118
13,384
13,553
13,596
14,286
13,977
13,248
13,282
12,988
12,777
12,673
12,852
12,955
13,169
13,198
1.4%
-0.6%
1.3%
-0.8%
Source:
See Appendix A, Section 2.1 Highway Energy Use.
a
Each gallon of petroleum product was assumed to equal one gallon of crude oil. The oil used to produce
electricity is also estimated. See Appendix A, Section 2.4 for details.
b
Total transportation figures do not include military and off-highway energy use and may not include all
possible uses of fuel for transportation (e.g., snowmobiles).
c
Due to changes in the FHWA fuel use methodology, motorcycle, bus, and heavy truck data are not comparable
with data before the year 2007. Car and light truck data changed after 2008; see Appendix A, Section 7, Car/Light
Truck Shares.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–20
Although 18% of transportation energy use is for nonhighway modes, only 14% of transportation petroleum use is
for nonhighway. This is because some nonhighway modes, such as pipelines and transit rail, use electricity. An
estimate for the petroleum used to make electricity is included in the data. See Table 2.10 for nonhighway
transportation energy use in trillion Btu.
Table 1.15
Nonhighway Transportation Petroleum Consumption by Mode, 1970–2017a
(thousand barrels per day)
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1970-2017
2007-2017
Air
625
651
697
814
884
920
958
960
991
928
942
961
1,004
1,036
1,068
1,113
1,102
1,202
1,236
1,161
1,079
1,094
1,188
1,226
1,216
1,215
1,160
1,029
1,040
1,044
1,006
987
997
1,025
1,054
1,080
1.2%
-1.2%
Water
381
423
625
564
601
626
644
688
655
690
724
653
635
668
644
574
566
626
663
546
572
494
593
623
657
704
657
604
665
623
525
467
405
465
512
517
Pipeline
Rail
14
250
16
246
11
259
4
214
6
207
5
211
6
217
6
218
5
214
4
201
3
207
4
213
4
229
2
238
3
244
3
245
4
246
4
255
3
254
4
255
3
256
3
262
3
276
3
279
2
285
2
276
1
265
1
221
1
240
1
253
1
247
1
253
1
265
1
254
1
234
1
242
Average annual percentage change
0.7%
-6.3%
-0.1%
-3.0%
-9.3%
-1.3%
Nonhighway
subtotal
1,270
1,336
1,592
1,596
1,698
1,763
1,825
1,872
1,865
1,823
1,876
1,831
1,871
1,944
1,959
1,935
1,918
2,086
2,156
1,966
1,910
1,855
2,064
2,133
2,163
2,202
2,091
1,864
1,959
1,935
1,797
1,727
1,689
1,765
1,820
1,858
Total
transportationb
7,301
8,435
9,092
9,526
9,882
10,099
10,328
10,490
10,414
10,236
10,574
10,811
11,082
11,340
11,595
11,769
12,004
12,637
12,787
12,656
12,938
13,118
13,384
13,553
13,596
14,286
13,977
13,248
13,282
12,988
12,777
12,673
12,852
12,955
13,169
13,198
0.8%
-1.7%
1.3%
-0.8%
Source:
See Appendix A, Section 2.3. Nonhighway Energy Use.
Each gallon of petroleum product was assumed to equal one gallon of crude oil. The oil used to produce
electricity is also estimated. See Appendix A, Section 2.3 Nonhighway Energy Use for details.
b
Total transportation figures do not include military and off-highway energy use and may not include all
possible uses of fuel for transportation (e.g., snowmobiles).
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–21
Highway vehicles were responsible for 85.9% of all transportation petroleum use in 2017. See Table 2.8 for
transportation energy use in trillion Btu.
Table 1.16
Transportation Petroleum Use by Mode, 2016–2017a
HIGHWAY
Light vehicles
Cars
Light trucksc
Motorcycles
Buses
Transit
Intercity
School
Medium/heavy trucks
Class 3-6
Class 7-8
NONHIGHWAY
Air
General aviation
Domestic air carriers
International air carriers
Water
Freight
Recreational
Pipeline
Rail
Freight (Class I)
Passenger
Transit
Commuter
Intercity
HWY & NONHWY
TOTALd
Off-Highwaye
Thousand barrels
per day
2016
2017
11,368.1 11,358.6
8,337.9
8,255.8
3,538.7
3,409.5
4,768.9
4,816.4
30.4
29.9
101.7
104.6
43.9
43.6
16.6
17.5
41.2
43.4
2,928.4
2,998.3
556.4
569.7
2,372.0
2,428.6
1,800.7
1,839.4
1,054.1
1,079.8
106.9
113.8
741.9
755.9
205.3
210.1
512.0
517.3
405.3
409.6
106.7
107.7
0.7
0.7
233.9
241.6
223.0
230.7
10.9
10.9
0.1
0.1
6.8
6.8
3.9
3.9
13,168.8 13,198.0
1,008.0
Percentage of totalb
2016
2017
86.3%
86.1%
63.3%
62.6%
26.9%
25.8%
36.2%
36.5%
0.2%
0.2%
0.8%
0.8%
0.3%
0.3%
0.1%
0.1%
0.3%
0.3%
22.2%
22.7%
4.2%
4.3%
18.0%
18.4%
13.7%
13.9%
8.0%
8.2%
0.8%
0.9%
5.6%
5.7%
1.6%
1.6%
3.9%
3.9%
3.1%
3.1%
0.8%
0.8%
0.0%
0.0%
1.8%
1.8%
1.7%
1.7%
0.1%
0.1%
0.0%
0.0%
0.1%
0.1%
0.0%
0.0%
100.0% 100.0%
Percentage of total U.S.
petroleum
consumptionb
2016
2017
57.7%
56.9%
42.4%
41.4%
18.0%
17.1%
24.2%
24.1%
0.2%
0.1%
0.5%
0.5%
0.2%
0.2%
0.1%
0.1%
0.2%
0.2%
14.9%
15.0%
2.8%
2.9%
12.0%
12.2%
9.1%
9.2%
5.4%
5.4%
0.5%
0.6%
3.8%
3.8%
1.0%
1.1%
2.6%
2.6%
2.1%
2.1%
0.5%
0.5%
0.0%
0.0%
1.2%
1.2%
1.1%
1.2%
0.1%
0.1%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
66.9%
66.1%
1,013.6
Source:
See Appendix A, Section 2. Energy Use Sources.
Each gallon of petroleum product was assumed to equal one gallon of crude oil. The oil used to produce
electricity is also estimated. See Appendix A, Section 2.4 for details.
b
Percentages may not sum to totals due to rounding.
c
Two-axle, four-tire trucks.
d
Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g.,
snowmobiles).
e
Includes equipment that does not travel on roads, such as equipment from agriculture, construction, and
airports.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1–22
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–1
Chapter 2
Energy
Summary Statistics from Tables in this Chapter
Source
Table 2.1
Transportation share of U.S. energy
consumption, 2017
28.8%
Table 2.2
Petroleum share of transportation energy
consumption, 2017
91.9%
Table 2.6
Fuel ethanol consumption, 2018 (million gallons)
14,382.0
Biodiesel consumption, 2018 (million gallons)
Table 2.8
1,895.9
(trillion Btu)
(transportation
energy share)
Cars
6,339
23.8%
Light trucks
8,963
33.7%
Medium/heavy trucks
6,289
23.6%
220
0.8%
21,869
82.1%
Air
2,231
8.4%
Water
1,167
4.4%
Pipeline
825
3.1%
Rail
537
2.0%
Transportation energy use by mode, 2017
Buses
Total Highway
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–2
Petroleum accounted for 34% of the world’s energy use in 2016. Although petroleum and natural gas are the
dominant energy sources for OECD countries, the non-OECD countries rely on coal and petroleum. The U.S.
shares of primary energy sources are similar to the OECD countries as a whole, but with a lesser reliance on
hydroelectric and renewables and a greater reliance on natural gas.
Figure 2.1. World Consumption of Primary Energy, 2016
Note: The United States data are shown separately but are also included in the OECD data.
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics, June 2019.
(Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–3
Total energy use was over 101 quads in 2018 with transportation using 28%.
Administration includes renewable energy in the appropriate sectors.
The Energy Information
Table 2.1
U. S. Consumption of Total Energy by End-Use Sector, 1950–2018
(quadrillion Btu)
Year
1950
1955
1960
1965
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Transportation
8.5
9.6
10.6
12.4
16.1
18.2
19.7
20.1
22.4
22.1
22.4
22.7
23.3
23.8
24.4
24.7
25.2
25.9
26.5
26.2
26.8
26.9
27.8
28.3
28.7
28.8
27.4
26.6
27.0
26.6
26.1
26.6
26.9
27.2
27.8
28.0
28.4
1950-2018
1970-2018
2008-2018
1.8%
1.2%
0.3%
Percentage
transportation of
total
Industrial
Commercial
24.5%
16.2
3.9
23.8%
19.5
3.9
23.5%
20.8
4.6
23.0%
25.1
5.8
23.7%
29.6
8.3
25.4%
29.4
9.5
25.2%
32.0
10.6
26.3%
28.8
11.5
26.5%
31.8
13.3
26.2%
31.4
13.5
26.1%
32.6
13.4
26.0%
32.6
13.8
26.2%
33.5
14.1
26.2%
34.0
14.7
26.0%
34.9
15.2
26.1%
35.2
15.7
26.8%
34.8
16.0
26.8%
34.8
16.4
26.8%
34.7
17.2
27.3%
32.7
17.1
27.5%
32.7
17.3
27.5%
32.6
17.3
27.8%
33.5
17.7
28.2%
32.4
17.9
28.9%
32.4
17.7
28.5%
32.4
18.3
27.7%
31.3
18.4
28.3%
28.5
17.9
27.6%
30.7
18.1
27.4%
31.0
18.0
27.7%
31.1
17.4
27.4%
31.6
17.9
27.3%
31.8
18.3
27.9%
31.5
18.2
28.5%
31.5
18.0
28.6%
32.0
17.9
28.0%
32.6
18.6
Average annual percentage change
1.0%
2.3%
0.2%
1.7%
0.4%
0.1%
Residential
6.0
7.3
9.0
10.6
13.8
14.8
15.8
16.0
16.9
17.4
17.4
18.2
18.1
18.5
19.5
19.0
19.0
19.6
20.4
20.0
20.8
21.1
21.1
21.6
20.7
21.5
21.7
21.1
21.9
21.4
19.9
21.1
21.4
20.6
20.2
19.9
21.7
Totala
34.6
40.2
45.1
54.0
67.8
72.0
78.1
76.4
84.5
84.4
85.8
87.3
89.0
91.0
94.0
94.6
95.0
96.6
98.8
96.1
97.6
97.9
100.1
100.2
99.5
101.0
98.8
94.0
97.6
96.9
94.5
97.2
98.4
97.5
97.4
97.8
101.3
1.9%
0.9%
0.0%
1.6%
0.8%
0.2%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019, Washington,
DC, Table 2.1. (Additional resources: www.eia.doe.gov)
Electrical energy losses have been distributed among the sectors. Renewable energy consumption is included
in the appropriate sectors.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–4
In transportation, the alcohol fuels blended into gasoline to make gasohol (10% ethanol or less) are counted under
“renewables” and are not in with petroleum. The petroleum category, however, still contains other blending agents
that are not actually petroleum but are not broken out into a separate category.
Table 2.2
Distribution of Energy Consumption by Source and Sector, 1973 and 2018
(percentage)
Energy
source
Petroleuma
Natural gasb
Coal
Renewable
Nuclear
Electricityc
Total
Energy
source
Petroleuma
Natural gasb
Coal
Renewable
Nuclear
Electricityc
Total
Transportation
1973
2018
95.8
91.6
4.0
3.1
0.0
0.0
0.0
5.0
0.0
0.0
0.2
0.3
100.0
100.0
1973
27.9
31.8
12.4
3.7
0.0
24.2
100.0
Industrial
2018
27.2
31.8
3.7
7.9
0.0
29.4
100.0
Residential
1973
2018
18.8
4.4
33.4
23.8
0.6
0.0
2.4
3.6
0.0
0.0
44.8
68.2
100.0
100.0
Commercial
1973
2018
16.8
4.6
27.8
19.4
1.7
0.1
0.1
1.5
0.0
0.0
53.6
74.4
100.0
100.0
Electric utilities
1973
2018
17.8
0.6
19.0
28.6
44.0
31.6
14.4
16.8
4.6
22.0
0.2
0.4
100.0
100.0
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019, Washington,
DC, Tables 2.2, 2.3, 2.4, 2.5, and 2.6. (Additional resources: www.eia.doe.gov)
In transportation, the petroleum category contains some blending agents which are not petroleum.
Includes supplemental gaseous fuels. Transportation sector includes pipeline fuel and natural gas vehicle use.
c
Includes electrical system energy losses.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–5
Total transportation energy consumption was 28.4 quads in 2018. Petroleum has accounted for more than 90% of
transportation energy consumption since the mid-1950’s. Renewables, including ethanol and biodiesel, were 5%
of the total in 2018.
Table 2.3
Distribution of Transportation Energy Consumption by Source, 1950–2018
Total
Year
Petroleuma
1950
1955
1960
1965
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
78.8%
92.1%
95.6%
95.4%
95.1%
96.5%
96.5%
96.9%
97.1%
97.0%
96.6%
96.6%
96.5%
96.6%
96.7%
96.5%
96.3%
96.3%
96.4%
96.2%
96.7%
96.7%
96.7%
96.7%
96.5%
96.5%
96.5%
96.3%
95.9%
95.3%
94.2%
93.5%
93.0%
92.6%
92.3%
91.5%
92.0%
92.1%
91.8%
91.7%
91.7%
Natural gasb
1.5%
2.7%
3.4%
4.2%
4.6%
3.3%
3.3%
2.6%
2.4%
2.5%
2.8%
2.9%
3.0%
2.8%
2.7%
2.8%
3.0%
3.0%
3.0%
3.2%
2.6%
2.6%
2.5%
2.5%
2.6%
2.3%
2.2%
2.2%
2.2%
2.3%
2.5%
2.7%
2.7%
2.8%
3.0%
3.3%
2.8%
2.7%
2.7%
2.9%
3.1%
Coal
Renewables
18.4%
4.4%
0.7%
0.1%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.2%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.4%
0.4%
0.4%
0.5%
0.3%
0.4%
0.4%
0.5%
0.5%
0.5%
0.6%
0.9%
1.0%
1.2%
1.7%
2.1%
3.0%
3.5%
4.0%
4.4%
4.4%
4.8%
4.8%
4.9%
5.2%
5.1%
5.0%
Electricityc
1.3%
0.8%
0.3%
0.3%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
(trillion Btu)
8,492.5
9,550.2
10,595.9
12,432.5
16,098.2
18,245.0
19,696.7
20,087.9
20,788.8
21,468.9
22,317.7
22,477.9
22,419.0
22,118.0
22,415.1
22,670.8
23,318.7
23,811.9
24,419.3
24,722.6
25,224.5
25,916.0
26,515.5
26,242.1
26,807.8
26,881.1
27,826.5
28,260.8
28,696.9
28,815.2
27,421.6
26,588.9
26,980.1
26,601.1
26,129.1
26,614.2
26,870.9
27,240.9
27,788.2
28,017.4
28,393.3
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019, Washington,
DC, Table 2.5. (Additional resources: www.eia.doe.gov)
In transportation, the petroleum category contains some blending agents which are not petroleum.
Includes supplemental gaseous fuels. Transportation sector includes pipeline fuel and natural gas vehicle use.
c
Includes electrical system energy losses.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–6
Figure 2.2. World Natural Gas Reserves, Production, and Consumption, 1980
Source:
See Table 2.4.
Figure 2.3. World Natural Gas Reserves, Production, and Consumption, 1997
Source:
See Table 2.4.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–7
Figure 2.4. World Natural Gas Reserves, Production, and Consumption, 2017
Source:
See Table 2.4.
Table 2.4
World Natural Gas Reserves, Production, and Consumption, 1980, 1997, and 2017
(trillion cubic feet)
Natural
gas
reserves
Reserve
share
Natural gas
production
United States
OPEC
Rest of world
199.0
997.1
1,389.6
8%
39%
54%
19.4
2.3
31.7
United States
OPEC
Rest of world
166.5
2,057.6
2,722.7
3%
42%
55%
18.9
8.9
52.5
United States
OPEC
Rest of world
322.2
2,492.8
4,107.8
5%
36%
59%
27.3
20.8
82.6
Production
share
1980
36%
4%
59%
1997
24%
11%
65%
2017
21%
16%
63%
Natural gas
consumption
Consumption
share
19.9
2.2
30.9
38%
4%
58%
22.7
6.9
51.7
28%
8%
64%
27.1
17.9
87.3
20%
14%
66%
Note: Production data are dry gas production. OPEC production and consumption are 2015 data. See Glossary for
OPEC countries.
Source:
Energy Information Administration, International Energy Statistics, and International Energy Outlook, July 2019.
(Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–8
In 2017, the United States and Russia were by far the top natural gas producing countries with more than triple
that of any other country. Although the United States produced more than Russia, Russia has almost four times
more reserves.
Figure 2.5. Natural Gas Production and Reserves for the Top Ten
Natural Gas Producing Countries, 2017
Source:
U.S. Central Intelligence Agency, The World Factbook, June 2019. (Additional resources:
www.cia.gov/library/publications/the-world-factbook)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–9
The Energy Information Administration no longer publishes national data on alternative use. They do publish fuel
use data for four types of alternative fuel vehicle fleets at www.eia.gov/renewable/afv.
Table 2.5
Alternative Fuel and Oxygenate Consumption, 2005–2011
(thousand gasoline–equivalent gallons)
Alternative fuel
Liquefied petroleum gas
Compressed natural gas
Liquefied natural gas
E85a
Electricityb
Hydrogen
Biodiesel
Other
Subtotal
Oxygenates
MTBEc
Ethanol in gasohol
Total
2005
2006
2007
2008
2009
2010
2011
188,171
166,878
22,409
38,074
5,219
25
91,649
2
512,427
173,130
172,011
23,474
44,041
5,104
41
267,623
2
685,426
152,360
178,585
24,594
54,091
5,037
66
367,764
2
782,479
147,784
189,358
25,554
62,464
5,050
117
324,329
2
754,658
129,631
199,513
25,652
71,213
4,956
140
334,809
2
756,916
126,354
210,007
26,072
90,323
4,847
152
270,170
0
727,925
124,457
220,247
26,242
137,165
7,635
174
910,968
0
1,426,888
1,654,500
2,756,663
4,923,590
435,000
3,729,168
4,849,594
0
4,694,304
5,476,783
0
6,442,781
7,197,439
0
7,343,133
8,099,342
0
8,527,431
9,255,356
0
8,563,841
9,990,729
Note: These are the latest data available from the Energy Information Administration. See text box for additional
information.
Source:
U.S. Department of Energy, Energy Information Administration, Alternative Fuel Vehicle Data website, May 2013,
www.eia.doe.gov/renewable. (Additional resources: www.eia.doe.gov)
Consumption includes gasoline portion of the mixture.
Vehicle consumption only; does not include power plant inputs.
c
Methyl Tertiary Butyl Ether. This category includes a very small amount of other ethers, primarily Tertiary
Amyl Methyl Ether (TAME) and Ethyl Tertiary Butyl Ether (ETBE).
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–10
Ethanol is an oxygenate blended with gasoline in amounts up to 10% to be used in conventional vehicles and is
blended in higher amounts up to 85% for use in flex-fuel vehicles. The production of ethanol grew to over 16 billion
gallons in 2018, with consumption reaching over 14 billion gallons. Beginning in 2010, the United States began
exporting more fuel ethanol than it imports. Biodiesel is a renewable fuel typically made from vegetable oils or
animal fats. It can be burned in standard diesel engines and is often blended with petroleum diesel. In 2018, about
1.9 billion gallons of biodiesel were consumed.
Table 2.6
Fuel Ethanol and Biodiesel Production, Net Imports, and Consumption, 1981–2018
(million gallons)
Year
1981
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Production
83.1
617.1
747.7
866.3
985.0
1,154.3
1,288.9
1,357.7
973.5
1,288.3
1,405.0
1,465.0
1,622.3
1,765.2
2,140.2
2,804.4
3,404.4
3,904.4
4,884.3
6,521.0
9,308.8
10,937.8
13,297.9
13,929.1
13,218.0
13,292.7
14,312.8
14,807.2
15,413.2
15,936.3
16,060.8
1981-2018
2008-2018
15.3%
5.6%
Fuel ethanol
Net imports
a
a
a
a
a
10.2
11.7
16.3
13.1
3.6
2.8
3.7
4.9
13.2
12.9
12.3
148.8
135.8
731.1
439.2
529.6
198.2
(382.8)
(1,023.3)
(247.4)
(242.0)
(771.6)
(740.5)
(1,134.1)
(1,313.2)
(1,666.6)
a
a
Consumption
Production
a
83.1
a
617.1
a
747.7
a
866.3
a
985.0
a
1,151.0
a
1,288.9
a
1,382.6
a
991.7
a
1,255.8
a
1,387.6
a
1,442.7
a
1,653.4
1,740.7
8.6
2,073.1
10.5
2,826.0
14.2
3,552.2
28.0
4,058.6
90.8
5,481.2
250.4
6,885.7
489.8
9,683.4
678.1
11,036.6
515.8
12,858.5
343.4
12,893.3
967.5
12,881.9
990.7
13,215.6
1,359.5
13,444.0
1,279.0
13,946.7
1,263.3
14,356.3
1,567.7
14,485.1
1,595.7
14,382.0
1,831.9
Average annual percentage change
a
14.9%
4.0%
10.4%
Biodiesel
Net imports
a
Consumption
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
1.7
5.9
(0.7)
(1.1)
0.0
10.5
(136.1)
(374.6)
(194.9)
(85.0)
(38.1)
(92.5)
146.0
109.4
246.9
620.8
300.1
61.3
a
10.3
16.4
13.5
26.8
90.8
260.9
353.7
303.6
321.8
260.1
886.2
899.0
1,428.8
1,416.9
1,494.2
2,085.4
1,985.3
1,895.9
a
a
a
20.1%
Note: Net imports are total imports minus exports.
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Table 10.3. (Additional resources: www.eia.doe.gov)
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–11
As data about alternative fuel use become available, an attempt is made to incorporate them into this table.
Sometimes assumptions must be made in order to use the data. Please see Appendix A for a description of the
methodology used to develop these data. See Table 1.16 for transportation petroleum use in thousand barrels per
day.
Table 2.7
Domestic Consumption of Transportation Energy by Mode and Fuel Type, 2017a
(trillion Btu)
HIGHWAY
Light vehicles
Cars
Light trucksd
Motorcycles
Buses
Transit
Intercity
School
Medium/heavy trucks
Class 3-6 trucks
Class 7-8 trucks
NONHIGHWAY
Air
General aviation
Domestic air carriers
International air carrierse
Water
Freight
Recreational
Pipeline
Rail
Freight (Class I)
Passenger
Transit
Commuter
Intercity
TOTAL HWY &
NONHWYc
Gasoline
15,495.3
14,853.3
6,297.2
8,498.8
57.3
9.9
1.6
8.3
632.0
581.4
50.6
214.8
22.6
22.6
170.4
170.4
-
Diesel
fuel
6,266.5
445.9
36.2
409.6
185.0
64.6
37.3
83.1
5,635.6
789.0
4,846.6
818.5
-
Liquefied
petroleum
gas
75.5
53.9
Jet fuel
-
Residual
fuel oil
-
Natural
gas
24.6
-
0.6
0.6
-
-
24.6
24.6
0.2
0.2
21.0
20.8
0.2
-
-
-
-
-
669.5
-
743.9
-
104.7
-
-
2,208.2
2,208.2
209.1
1,564.3
434.8
-
669.5
669.5
-
-
-
-
-
743.9
-
81.1
23.6
53.9
290.5
250.7
39.9
513.3
490.5
22.8
23.6
15.9
6.1
1.7
14.5
8.3
15,688.3
7,070.4
Electricityb
6.8
6.6
5.8
0.8
75.5
2,208.2
669.5
768.4
111.6
Totalc
21,868.7
15,359.8
6,339.3
8,963.2
57.3
220.3
91.6
37.3
91.4
6,288.6
1,391.2
4,897.4
4,723.2
2,230.8
231.7
1,564.3
434.8
1,130.4
920.2
210.3
825.0
536.9
490.5
46.4
15.9
20.5
10.0
26,591.9
Source:
See Appendix A, Section 2. Energy Use Sources.
Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g.,
snowmobiles).
b
Only end-use energy was counted for electricity. See Appendix C for this table with electricity generation and
distribution losses included.
c
Totals may not sum due to rounding.
d
Two-axle, four-tire trucks.
e
One half of fuel used by domestic carriers in international operation.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–12
The gasoline and diesel used in highway modes accounted for the majority of transportation energy use (82.1%)
and nearly all highway use in 2017.
Figure 2.6. Domestic Consumption of Transportation Energy Use by Mode and Fuel Type, 2017a
Note: Residual fuel oil is heavier oil which can be used in vessel bunkering.
Source:
See Table 2.7 or Appendix A, Section 2. Energy Use Sources.
a
Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g.,
snowmobiles). Only end-use energy was counted for electricity. See Appendix C for this figure with electricity
generation and distribution losses included.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–13
Nonhighway modes were responsible for 17.8% of all transportation energy use in 2017. See Table 1.16 for
transportation energy use in thousand barrels per day.
Table 2.8
Transportation Energy Use by Mode, 2016–2017a
HIGHWAY
Light vehicles
Cars
Light trucksb
Motorcycles
Buses
Transit
Intercity
School
Medium/heavy trucks
Class 3-6 trucks
Class 7-8 trucks
NONHIGHWAY
Air
General aviation
Domestic air carriers
International air
Water
Freight
Recreational
Pipeline
Rail
Freight (Class I)
Passenger
Transit
Commuter
Intercity
HWY & NONHWY TOTAL
Off-highwayc
Trillion Btu
2016
2017
21,873.9
21,868.7
15,525.3
15,359.8
6,577.2
6,339.3
8,889.8
8,963.2
58.2
57.3
206.5
220.3
84.4
91.6
35.4
37.3
86.8
91.4
6,142.1
6,288.6
1,358.8
1,391.2
4,783.3
4,897.4
4,613.5
4,723.2
2,178.1
2,230.8
217.8
231.7
1,535.4
1,564.3
424.9
434.8
1,115.4
1,130.4
907.1
920.2
208.3
210.3
799.8
825.0
520.2
536.9
474.2
490.5
46.0
46.4
15.9
15.9
20.0
20.5
10.1
10.0
26,487.4
26,591.9
1,895.5
1,980.8
Percentage of total based on Btus
2016
2017
82.6%
82.2%
58.6%
57.8%
24.8%
23.8%
33.6%
33.7%
0.2%
0.2%
0.8%
0.8%
0.3%
0.3%
0.1%
0.1%
0.3%
0.3%
23.2%
23.6%
5.1%
5.2%
18.1%
18.4%
17.4%
17.8%
8.2%
8.4%
0.8%
0.9%
5.8%
5.9%
1.6%
1.6%
4.2%
4.3%
3.4%
3.5%
0.8%
0.8%
3.0%
3.1%
2.0%
2.0%
1.8%
1.8%
0.2%
0.2%
0.1%
0.1%
0.1%
0.1%
0.0%
0.0%
100.0%
100.0%
Source:
See Appendix A, Section 2. Energy Use Sources.
Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g.,
snowmobiles). Only end-use energy was counted for electricity. See Appendix C for this table with electricity
generation and distribution losses included.
b
Two-axle, four-tire trucks.
c
Includes equipment that does not travel on roads, such as equipment from agriculture, construction, and
airports.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–14
Light trucks include pick-ups, minivans, sport-utility vehicles, and vans. See Table 1.14 for highway petroleum use
in thousand barrels per day.
Table 2.9
Highway Transportation Energy Consumption by Mode, 1970–2017
(trillion Btu)
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Cars
8,479
9,298
8,800
8,693
8,673
8,802
8,837
8,932
9,138
9,157
9,158
9,232
8,688
8,029
8,169
8,368
8,470
8,489
8,634
8,710
8,936
9,134
9,100
9,161
9,391
9,255
9,331
9,579
9,316
9,221
8,831
8,209
7,657
7,336
7,121
7,047
6,951
6,716
6,577
6,339
Light
trucks
1,539
2,384
2,975
2,963
2,837
2,990
3,197
3,413
3,629
3,819
4,078
4,156
4,451
4,774
5,117
5,356
5,515
5,695
5,917
6,169
6,303
6,602
6,607
6,678
6,883
7,551
7,861
7,296
7,550
7,679
7,572
7,635
7,971
8,104
8,180
8,077
8,506
8,654
8,890
8,963
1970-2017
2007-2017
-0.6%
-3.7%
3.8%
1.6%
Light
vehicles
subtotal
10,018
11,682
11,775
11,656
11,510
11,792
12,034
12,345
12,767
12,976
13,236
13,388
13,139
12,803
13,286
13,724
13,985
14,184
14,551
14,879
15,239
15,736
15,707
15,839
16,274
16,806
17,192
16,875
16,866
16,900
16,404
15,843
15,628
15,440
15,300
15,124
15,454
15,370
15,467
15,302
Motorcycles
7
14
26
27
25
22
22
23
23
24
25
26
24
23
24
25
26
25
24
25
26
26
26
24
24
24
25
24
28
59
61
60
53
53
61
58
57
56
58
57
0.9%
-1.0%
4.6%
-0.4%
Class
Class
Heavy
3-6
7-8
trucks
Buses
trucks
trucks
subtotal
129
333
1,220
1,553
124
430
1,574
2,003
143
929
1,757
2,686
145
1,065
1,659
2,724
151
1,182
1,525
2,707
152
1,121
1,649
2,770
146
1,072
1,801
2,873
153
986
1,897
2,883
160
920
2,038
2,958
164
858
2,203
3,061
169
860
2,257
3,118
169
869
2,330
3,199
167
891
2,442
3,334
177
895
2,507
3,402
184
897
2,570
3,468
183
906
2,671
3,577
183
936
2,842
3,778
184
954
2,983
3,937
186
958
3,088
4,045
192
945
3,141
4,086
196
967
3,251
4,218
203
1,054
3,584
4,638
209
1,085
3,734
4,819
196
1,074
3,738
4,813
192
1,114
3,921
5,035
190
1,083
3,812
4,895
194
1,003
3,532
4,535
196
1,126
3,963
5,088
199
1,149
4,045
5,193
195
1,429
5,031
6,460
200
1,444
5,083
6,527
200
1,341
4,720
6,061
190
1,363
4,797
6,160
195
1,283
4,517
5,801
200
1,282
4,512
5,794
204
1,310
4,613
5,924
206
1,332
4,689
6,022
210
1,324
4,660
5,984
214
1,359
4,783
6,142
220
1,391
4,897
6,289
Average annual percentage change
1.1%
3.1%
3.0%
3.0%
1.3%
-0.3%
-0.3%
-0.3%
b
Highway
subtotal
11,707
13,823
14,630
14,552
14,393
14,736
15,075
15,404
15,908
16,225
16,548
16,782
16,664
16,405
16,962
17,509
17,972
18,330
18,806
19,182
19,679
20,603
20,761
20,872
21,525
21,915
21,946
22,183
22,286
23,615
23,192
22,165
22,032
21,489
21,356
21,310
21,742
21,619
21,881
21,869
Total
transportationa
15,192
17,204
18,760
18,558
18,055
18,188
18,773
19,017
20,086
20,578
21,131
21,487
21,383
20,985
21,646
22,125
22,729
23,263
23,773
24,126
24,461
25,760
26,071
25,741
26,329
26,509
26,965
27,373
27,546
29,004
28,365
26,878
26,949
26,357
25,966
25,868
25,949
26,084
26,485
26,592
1.3%
-0.8%
1.2%
-0.9%
Note: Totals may not add due to rounding.
Source:
See Appendix A, Section 2.1 Highway Energy Use.
Total transportation figures do not include military and off-highway energy use and may not include all
possible uses of fuel for transportation (e.g., snowmobiles). Only end-use energy was counted for electricity. See
Appendix C for this table with electricity generation and distribution losses included.
b
Due to changes in the FHWA fuel use methodology, motorcycle, bus, and heavy truck data are not comparable
with data before the year 2007. Car and light truck data changed after 2008; see Appendix A for car/light truck shares.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–15
About 18% of transportation energy use is for nonhighway modes. Air travel accounts for 47% of nonhighway
energy use. See Table 1.15 for nonhighway petroleum use in thousand barrels per day.
Table 2.10
Nonhighway Transportation Energy Consumption by Mode, 1970–2017
(trillion Btu)
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Air
1,287
1,234
1,434
1,677
1,823
1,899
1,978
1,981
2,046
1,916
1,945
1,986
2,075
2,141
2,206
2,300
2,275
2,483
2,554
2,397
2,229
2,260
2,456
2,532
2,511
2,509
2,396
2,127
2,149
2,157
2,077
2,037
2,060
2,118
2,178
2,231
1970-2017
2007-2017
1.2%
-1.2%
Water
836
927
1,393
871
1,323
1,378
1,417
1,516
1,442
1,523
1,599
1,437
1,394
1,468
1,411
1,250
1,232
1,370
1,455
1,187
1,246
1,071
1,293
1,363
1,442
1,550
1,444
1,323
1,460
1,362
1,148
1,017
876
1,005
1,116
1,130
Pipeline
Rail
826
537
680
540
734
570
597
468
578
454
613
464
712
476
729
478
760
471
699
442
685
455
723
469
787
502
803
523
814
536
856
537
735
540
745
560
742
559
724
561
768
563
689
575
662
607
681
613
681
626
720
610
748
586
771
492
775
533
790
560
835
549
942
562
803
587
780
563
789
520
825
537
Average annual percentage change
0.7%
0.0%
0.0%
-2.9%
1.4%
-1.3%
Nonhighway
subtotal
3,486
3,381
4,130
3,613
4,178
4,354
4,583
4,705
4,719
4,580
4,684
4,615
4,758
4,935
4,967
4,943
4,782
5,156
5,309
4,869
4,807
4,597
5,024
5,194
5,269
5,399
5,190
4,731
4,942
4,900
4,644
4,596
4,367
4,505
4,642
4,760
Total
transportationa
15,192
17,204
18,760
19,017
20,086
20,578
21,131
21,487
21,383
20,985
21,646
22,125
22,729
23,263
23,773
24,126
24,461
25,760
26,071
25,741
26,329
26,509
26,965
27,373
27,546
29,004
28,365
26,878
26,949
26,357
25,966
25,868
25,949
26,084
26,485
26,592
0.7%
-1.3%
1.2%
-0.9%
Note: Totals may not add due to rounding.
Source:
See Appendix A, Section 2.3 Nonhighway Energy Use.
Total transportation figures do not include military and off-highway energy use and may not include all
possible uses of fuel for transportation (e.g., snowmobiles). Only end-use energy was counted for electricity. See
Appendix C for this table with electricity generation and distribution losses included.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–16
The Environmental Protection Agency's MOVES model estimates fuel use for different types of nonroad equipment
and off-highway vehicles. MOVES nonroad base data were updated in model 2014b. Most of these vehicles/
equipment use diesel fuel. Recreational equipment, such as off-highway motorcycles, snowmobiles, and all-terrain
vehicles, are mainly fueled by gasoline.
Table 2.11
Off-Highway Transportation-Related Fuel Consumption, 2017
(trillion Btu)
Gasoline
Agricultural equipment
Tractors, mowers, combines, balers, and other farm
equipment which has utility in its movement.
Airport ground equipment
Construction and mining equipment
Pavers, rollers, drill rigs, graders, backhoes,
excavators, cranes, mining equipment
Industrial equipment
Forklifts, terminal tractors, sweeper/scrubbers
Logging equipment
Feller/buncher/skidder
Railroad maintenance equipment
Recreational equipment
Off-road motorcycles, snowmobiles, all-terrain
vehicles, golf carts, specialty vehicles
Total
Diesel
LPG
CNG
Total
8.3
525.0
0.0
1.5
534.8
0.3
9.6
0.2
a
10.1
20.1
841.3
2.3
0.0
863.7
27.9
190.4
211.0
15.6
445.0
1.1
18.4
a
a
19.5
0.2
3.1
-
a
3.3
103.2
1.2
0.1
a
104.5
161.0
1,589.0
213.6
17.1
1,980.8
Source:
Environmental Protection Agency, MOVES2014b model, www.epa.gov/otaq/models/moves.
a
There is no equipment listed for this fuel type.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–17
The Federal Highway Administration (FHWA) cautions that data from 1993 on may not be directly comparable to
earlier years. Some states have improved reporting procedures in recent years, and the estimation procedures
were revised in 1994. The FHWA no longer publishes separate estimates of gasohol or ethanol used in gasohol.
Table 2.12
Highway Usage of Gasoline and Diesel, 1973–2017
(billion gallons)
Year
1973
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Total gasoline and gasohol
100.6
99.4
101.2
103.6
106.8
108.7
109.8
110.6
110.2
107.9
111.0
113.7
115.0
117.1
119.5
120.9
124.7
128.7
128.9
129.7
133.0
134.1
136.5
135.2
134.8
135.4
132.2
132.9
133.1
131.5
130.9
131.3
136.5
132.2
136.3
135.3
1973–2017
2007–2017
0.7%
0.0%
Diesela
9.8
9.6
13.8
17.8
18.4
19.0
20.1
21.2
21.4
20.7
22.0
23.5
25.1
26.2
27.2
29.4
30.2
31.9
33.4
33.4
34.8
35.5
37.4
39.1
40.1
40.7
38.6
35.3
36.6
37.1
37.4
38.4
39.7
40.5
41.6
42.7
Percent diesel
8.9%
8.8%
12.0%
14.6%
14.7%
14.9%
15.5%
16.1%
16.3%
16.1%
16.5%
17.1%
17.9%
18.3%
18.5%
19.6%
19.5%
19.9%
20.6%
20.5%
20.7%
20.9%
21.5%
22.4%
22.9%
23.1%
22.6%
21.0%
21.6%
22.0%
22.2%
22.6%
22.5%
23.5%
23.4%
24.0%
Average annual percentage change
3.4%
0.5%
Total highway fuel use
110.5
109.0
115.0
121.3
125.2
127.7
129.9
131.9
131.6
128.6
132.9
137.2
140.1
143.3
146.7
150.3
154.9
160.7
162.3
163.1
167.8
169.6
173.9
174.3
174.9
176.1
170.8
168.1
169.7
168.6
168.3
169.7
176.2
172.9
177.9
177.9
1.1%
0.1%
Source:
U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2017, Washington, DC,
2019, Table MF-27 and annual. (Additional resources: www.fhwa.dot.gov)
a
Consists primarily of diesel fuel, with small quantities of other fuels, such as liquefied petroleum gas and E85.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–18
Great care should be taken when comparing modal energy intensity data among modes. Because of the inherent
differences among the transportation modes in the nature of services, routes available, and many additional factors,
it is not possible to obtain truly comparable national energy intensities among modes. These values are averages,
and there is a great deal of variability even within a mode.
Table 2.13
Passenger Travel and Energy Use, 2017a
Cars
Personal trucks
Motorcycles
Demand responseb
Buses
Transit
Intercityd
Schoold
Air
Certificated routee
General aviation
Recreational boats
Rail
Intercity (Amtrak)
Transit
Commuter
Number of
vehicles
(thousands)
111,177.0
121,202.8
8,715.2
69.4
Passengermiles
(millions)
2,195,206
2,210,432
23,978
2,031
c
c
72.9
2,513
20,209
8.0
36,468
4,535
702.3
c
c
c
c
c
c
c
c
c
c
c
c
5,848
685,977
117.3
280,416
2,391
c
c
c
c
c
1,518
316
823.6
378
39,116
6,563
20,169
12,384
25.8
20.8
24.5
32.7
30,578
31,644
19,297
54,251
1,187
1,524
788
1,657
c
c
211.8
12,396.7
20.6
0.4
12.8
7.3
c
c
c
c
c
c
Load factor
(persons/
vehicle)
1.5
1.8
1.2
1.2
Energy intensities
(Btu per
(Btu per
vehiclepassengermile)
mile)
4,451
2,888
6,067
3,334
2,844
2,390
15,619
13,109
Vehiclemiles
(millions)
1,424,302
1,214,523
20,149
1,705
c
c
c
c
c
c
c
Energy use
(trillion Btu)
6,339.3
7,368.6
57.3
26.6
213.8
91.6
35.4
86.8
1,872.2
1,640.0
232.2
210.3
46.4
10.0
15.9
20.5
Source:
See Appendix A, Section 3. Passenger Travel and Energy Use.
Only end-use energy was counted for electricity. See Appendix C for this table with electricity generation and
distribution losses included.
b
Demand response data are for 2015. Includes passenger cars, vans, and small buses operating in response to
calls from passengers to the transit operator who dispatches the vehicles.
c
Data are not available.
d
Energy use is estimated.
e
Only domestic service and domestic energy use are shown on this table. These energy intensities may be
inflated because all energy use is attributed to passengers–cargo energy use is not taken into account.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–19
Great care should be taken when comparing modal energy intensity data among modes. Because of the inherent
differences among the transportation modes in the nature of services, routes available, and many additional factors,
it is not possible to obtain truly comparable national energy intensities among modes. These values are averages,
and there is a great deal of variability even within a mode.
Table 2.14
Energy Intensities of Highway Passenger Modes, 1970–2017
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
(Btu per
vehicle-mile)
9,250
8,993
7,916
7,164
7,194
6,959
6,683
6,589
6,169
5,912
5,956
6,087
6,024
5,902
5,874
5,797
5,767
5,821
5,687
5,626
5,662
5,535
5,489
5,607
5,511
5,513
5,466
5,239
5,117
5,032
4,950
4,874
4,797
4,646
4,526
4,451
1970-2017
2007-2017
-1.5%
-2.1%
Cars
(Btu per
passenger-mile)
4,868
4,733
4,279
4,110
4,197
4,128
4,033
4,046
3,856
3,695
3,723
3,804
3,765
3,689
3,683
3,646
3,638
3,684
3,611
3,583
3,612
3,537
3,513
3,594
3,538
3,546
3,520
3,380
3,304
3,252
3,201
3,155
3,107
3,012
2,936
2,890
-1.1%
-2.0%
Light trucksb
(Btu per
(Btu per
vehicle-mile)
passenger-mile)
12,479
6,568
11,879
6,496
10,224
5,548
8,730
4,737
8,560
4,718
8,359
4,681
8,119
4,621
7,746
4,481
7,746
4,557
7,351
4,376
7,239
4,361
7,182
4,379
7,212
4,452
7,208
4,505
7,247
4,473
7,251
4,421
7,260
4,373
7,327
4,361
7,158
4,211
7,080
4,116
7,125
4,101
7,673
4,374
7,653
4,320
7,009
3,919
6,974
3,862
6,904
3,787
6,830
3,712
7,159
3,895
6,919
3,769
6,795
3,706
6,675
3,645
6,557
3,585
6,631
3,630
6,486
3,555
6,366
3,494
6,168
3,389
Average annual percentage change
-1.5%
-1.4%
-1.1%
-1.1%
Transit Busesc
(Btu per
(Btu per
vehicle-mile) passenger-mile)
31,796
2,472
33,748
2,814
36,553
2,813
38,876
3,423
37,889
3,545
36,247
3,594
36,673
3,706
36,754
3,732
37,374
3,794
37,732
3,877
40,243
4,310
39,043
4,262
36,932
4,225
36,936
4,271
37,238
4,315
38,622
4,407
41,062
4,374
40,351
4,320
41,466
4,506
38,320
4,123
37,340
4,110
36,900
4,191
37,665
4,342
37,244
4,229
39,397
4,297
39,748
4,352
39,726
4,328
39,073
4,233
35,858
4,107
37,648
4,232
37,037
4,023
37,273
4,052
35,237
3,810
36,322
4,059
36,826
4,283
36,468
4,535
0.3%
-0.9%
1.3%
0.4%
Source:
See Appendix A, Section 4. Highway Passenger Mode Energy Intensities.
a
Only end-use energy was counted for electricity. See Appendix C for this table with electricity generation and
distribution losses included.
b
All two-axle, four-tire trucks.
c
Series not continuous between 1983 and 1984 because of a change in data source by the American Public
Transportation Association (APTA).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–20
Great care should be taken when comparing modal energy intensity data among modes. Because of the inherent
differences between the transportation modes in the nature of services, routes available, and many additional
factors, it is not possible to obtain truly comparable national energy intensities among modes.
Table 2.15
Energy Intensities of Nonhighway Passenger Modes, 1970–2017a
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Air
Certificated air carriersb
(Btu per
passenger-mile)
10,115
7,625
5,561
5,774
5,412
5,133
5,298
5,053
5,011
4,827
4,861
4,844
4,797
4,602
4,455
4,490
4,407
4,349
4,199
4,173
3,987
4,108
3,960
3,943
3,718
3,614
3,505
3,346
3,250
3,153
3,055
2,901
2,825
2,772
2,633
2,568
2,506
2,477
2,449
2,415
1970-2017
2007-2017
-3.0%
-2.6%
Intercity Amtrak
(Btu per
passenger-mile)
c
3,311
2,859
2,414
2,551
2,359
2,417
2,237
2,037
1,989
1,967
2,082
2,052
2,011
2,117
2,142
1,917
2,071
2,194
2,289
2,246
2,362
2,651
2,690
2,537
2,145
2,068
2,025
1,948
1,824
1,745
1,773
1,668
1,628
1,561
1,608
1,629
1,589
1,551
1,524
Average annual percentage changed
-1.8%
-1.8%
Rail
Rail transit
(Btu per
passenger-mile)
712
866
763
855
891
931
1,002
927
1,004
1,003
1,014
960
998
1,074
1,041
1,113
1,102
1,102
996
943
931
919
923
925
948
936
907
919
893
851
832
830
832
812
791
793
786
777
761
788
0.2%
-0.8%
Commuter rail
(Btu per
passenger-mile)
c
c
c
c
c
c
1,798
1,720
1,720
1,628
1,666
1,622
1,622
1,601
1,565
1,782
1,605
1,580
1,541
1,630
1,612
1,670
1,542
1,533
1,542
1,542
1,536
1,658
1,539
1,543
1,579
1,714
1,753
1,681
1,703
1,676
1,638
1,661
1,705
1,657
-0.2%
0.7%
Source:
See Appendix A, Section 5. Nonhighway Passenger Mode Energy Intensities.
Only end-use energy was counted for electricity. See Appendix C for this table with electricity generation and
distribution losses included.
b
These data differ from the data on Table 2.13 because they include half of international services. These energy
intensities may be inflated because all energy use is attributed to passengers–cargo energy use is not taken into account.
c
Data are not available.
d
Average annual percentage calculated to earliest year possible.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–20
Great care should be taken when comparing modal energy intensity data among modes. Because of the inherent
differences between the transportation modes in the nature of services, routes available, and many additional
factors, it is not possible to obtain truly comparable national energy intensities among modes.
Table 2.15
Energy Intensities of Nonhighway Passenger Modes, 1970–2017a
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Air
Certificated air carriersb
(Btu per
passenger-mile)
10,115
7,625
5,561
5,774
5,412
5,133
5,298
5,053
5,011
4,827
4,861
4,844
4,797
4,602
4,455
4,490
4,407
4,349
4,199
4,173
3,987
4,108
3,960
3,943
3,718
3,614
3,505
3,346
3,250
3,153
3,055
2,901
2,825
2,772
2,633
2,568
2,506
2,477
2,449
2,415
1970-2017
2007-2017
-3.0%
-2.6%
Intercity Amtrak
(Btu per
passenger-mile)
c
3,311
2,859
2,414
2,551
2,359
2,417
2,237
2,037
1,989
1,967
2,082
2,052
2,011
2,117
2,142
1,917
2,071
2,194
2,289
2,246
2,362
2,651
2,690
2,537
2,145
2,068
2,025
1,948
1,824
1,745
1,773
1,668
1,628
1,561
1,608
1,629
1,589
1,551
1,524
Average annual percentage changed
-1.8%
-1.8%
Rail
Rail transit
(Btu per
passenger-mile)
712
866
763
855
891
931
1,002
927
1,004
1,003
1,014
960
998
1,074
1,041
1,113
1,102
1,102
996
943
931
919
923
925
948
936
907
919
893
851
832
830
832
812
791
793
786
777
761
788
0.2%
-0.8%
Commuter rail
(Btu per
passenger-mile)
c
c
c
c
c
c
1,798
1,720
1,720
1,628
1,666
1,622
1,622
1,601
1,565
1,782
1,605
1,580
1,541
1,630
1,612
1,670
1,542
1,533
1,542
1,542
1,536
1,658
1,539
1,543
1,579
1,714
1,753
1,681
1,703
1,676
1,638
1,661
1,705
1,657
-0.2%
0.7%
Source:
See Appendix A, Section 5. Nonhighway Passenger Mode Energy Intensities.
Only end-use energy was counted for electricity. See Appendix C for this table with electricity generation and
distribution losses included.
b
These data differ from the data on Table 2.13 because they include half of international services. These energy
intensities may be inflated because all energy use is attributed to passengers–cargo energy use is not taken into account.
c
Data are not available.
d
Average annual percentage calculated to earliest year possible.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2–22
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–1
All Highway Vehicles and Characteristics
Summary Statistics from Tables in this Chapter
Source
Table 3.2
U.S. share of world car registrations, 2017
12.2%
Table 3.3
U.S. share of world truck & bus registrations, 2017
42.7%
Table 3.4
Number of U.S. cars, 2017 (thousands)
111,177
Table 3.4
Number of U.S. trucks, 2017 (thousands)
149,301
Table 3.8
Vehicle miles traveled, 2017 (million miles)
Table 3.11
3,212,347
Cars
44.3%
Two-axle, four-tire trucks
45.2%
Combination trucks
5.6%
Other single-unit trucks
3.6%
Motorcycles
0.6%
Buses
0.5%
Average age of vehicles, 2018
Cars (years)
11.9
Light trucks (years)
11.7
All light vehicles (years)
11.8
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–2
The top countries producing the world’s cars and trucks have changed over the last 17 years. In 2017, China was
the largest producer of cars and trucks. In 2000, Japan produced the most cars and the United States produced
the most trucks (includes light trucks).
Table 3.1
World Production of Cars and Trucks, 2000 and 2017
(thousands)
Cars
China
Japan
Germany
U.S.
India
Spain
Brazil
Mexico
South Korea
France
UK
Czech Republic
Russia
Turkey
All Other Countries
Total World
Trucksa
China
U.S.
South Korea
Mexico
India
Canada
Japan
Thailand
All Other Countries
Total World
605
8,363
5,132
5,542
605
2,366
1,362
1,130
1,881
2,880
1,641
428
969
297
8,026
41,229
2017
13,333
8,348
5,646
3,033
2,751
2,291
2,271
1,900
1,810
1,748
1,626
1,414
1,348
1,121
8,373
57,012
Percent change
2000-2017
2000
2017
Percent change
2000-2017
2000
1,464
7,263
513
792
283
1,411
1,781
315
3,893
17,717
15,683
8,157
2,305
2,169
2,032
1,443
1,342
1,170
6,030
39,161
Source:
Ward’s Communications, www.wardsauto.com.
a
Includes light trucks, heavy trucks, and buses.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2105%
0%
10%
-45%
355%
-3%
67%
68%
-4%
-39%
-1%
230%
39%
277%
4%
38%
971%
12%
349%
174%
617%
2%
-25%
271%
55%
121%
3–3
Figure 3.1. World Car Production, 1983–2017a
Source:
See Table 3.1.
Figure 3.2. World Truck and Bus Production, 1983–2017a
Source:
See Table 3.1.
a
The sharp decrease in 2009 coincides with the recession. Note that the scales of the two figures differ.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–4
Use caution comparing historical data because of disconnects in data series and definitional differences among
countries. The United States uses light trucks (SUVs, minivans, pickups) for personal travel which are not counted
as cars in this table. China’s light trucks were not counted in this table until 2014, when a reclassification of vehicle
types added them as cars. The U.S. share of world cars continues to decline. The growth in the World total comes
mainly from developing countries, like China, Indonesia, India, and South Korea.
Table 3.2
Car Registrations for Selected Countries, 1960–2017
(thousands)
Country
Argentina
Brazil
Canadab
Chinac
France
Germanyd
India
Indonesia
Japan
Malaysia
Pakistan
Russia
South Korea
United
Kingdom
United States
U.S. percentage
of world
World total
2,075
52,437
4,213
375
20,353
8,084
2005
5,340
18,370
18,124
8,900
30,100
46,090
7,654
3,850
57,091
6,402
411
25,285
11,122
2010
7,605
25,541
20,121
34,430
31,300
42,302
13,300
8,891
58,347
9,115
1,726
34,350
13,632
2015
10,403
35,471
22,068
146,800
32,000
45,071
28,836
13,846
60,987
11,279
2,807
41,000
16,562
2017
10,690
36,190
22,678
184,644
32,614
46,475
35,890
14,160
61,803
12,900
3,020
46,747
18,035
Average
annual
percentage
change
1990-2017
3.4%
4.1%
2.2%
18.5%
1.2%
1.0%
10.7%
9.6%
2.1%
7.5%
5.4%
5.0%
8.3%
15,438
121,601
22,528
143,550
27,185
127,721
30,652
132,909
31,258
129,053
33,542
122,322
34,686
124,141
1.6%
-0.5%
38.0%
320,390
32.3%
444,900
23.3%
548,558
21.5%
617,914
17.8%
723,567
13.1%
931,260
12.2%
1,015,643
3.1%
1960
474
1970
1,482
1980
3,112
1990
4,284
12,127
12,622
1,897
23,550
35,512
2,300
1,200
34,924
1,811
738
a
a
a
4,104
6,602
a
a
4,950
4,856
11,860
14,376
10,256
351
18,440
23,236
a
a
a
a
a
a
457
8,779
23,660
a
a
a
a
a
a
a
a
a
a
a
a
a
5,650
61,671
11,802
89,244
62.7%
98,305
46.1%
193,479
2000
5,060
15,393
16,832
3,750
28,060
43,772
5,150
a
Source:
Ward’s Communications, www.wardsauto.com.
Data are not available.
Data from 2000 and later are not comparable to prior data. Canada reclassified autos and trucks prior to 2000.
c
Light trucks were reclassified into the car category in 2014.
d
Data for 1990 and prior include West Germany only. Kraftwagen are included with automobiles.
e
Data for earliest year available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–5
Use caution comparing historical data because of disconnects in data series and definitional differences among
countries. The United States totals include SUVs, minivans, and light trucks, many of which are used for personal
travel. Thus, countries that only use trucks for freight movement will not be comparable to the United States.
China’s light trucks were included in this table until a reclassification in 2014.
Table 3.3
Truck and Bus Registrations for Selected Countries, 1960–2017
(thousands)
Country
1960
1970
1980
1990
2000
2005
2010
2015
2017
Average
annual
percentage
change
1990-2017
Argentina
392
788
1,217
1,501
1,554
1,730
2,511
3,305
3,419
3.1%
a
a
a
936
3,917
4,653
6,524
7,272
7,408
8.0%
Brazil
Canadab
1,056
1,481
2,955
3,931
739
786
933
1,147
1,168
-4.4%
Chinac
a
a
France
1,650
1,850
1,480
2,550
4,314
4,910
9,650
5,733
21,750
6,198
43,590
6,444
25,200
6,652
30,956
6,770
7.6%
1.2%
786
1,228
1,617
2,764
3,534
3,133
2,960
3,356
3,618
1.0%
India
a
a
a
2,050
2,390
4,145
9,500
15,675
10,630
6.3%
Indonesia
Japan
a
a
a
1,391
22,773
2,373
20,211
2,950
16,734
6,938
15,512
9,238
14,503
9,458
14,555
7.4%
-1.6%
616
1,030
1,323
1,138
1,335
1,475
3.3%
Germanyd
896
8,803
14,197
Malaysia
a
a
a
Pakistan
a
a
a
172
385
414
538
678
714
5.4%
Russia
South
Korea
United
Kingdom
United
States
U.S.
percentage
of world
World total
a
a
a
7,200
5,041
5,705
6,304
8,000
6,214
-0.5%
a
a
a
1,320
3,956
4,275
4,310
4,428
4,494
4.6%
1,534
1,769
1,920
3,774
3,361
3,943
4,220
4,677
4,989
1.0%
12,186
19,175
34,195
45,106
85,579
104,788
119,179
141,872
151,878
4.6%
42.6%
28,583
36.2%
52,899
37.7%
90,592
32.7%
138,082
42.1%
203,272
42.6%
245,798
38.5%
309,395
42.7%
332,434
42.7%
356,044
3.6%
Source:
Ward’s Communications, www.wardsauto.com.
Data are not available.
Data from 2000 and later are not comparable to prior data. Canada reclassified autos and trucks prior to 2000.
c
Light trucks were reclassified into the car category in 2014.
d
Data for 1990 and prior include West Germany only. Kraftwagen are included with automobiles.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–6
VEHICLES IN USE
Both the Federal Highway Administration (FHWA) and IHS Automotive report figures on the car and
truck population each year. The two estimates, however, differ by as much as 11.2% (1981). The
differences can be attributed to several factors:
•
The FHWA data include all vehicles which have been registered at any time throughout the
calendar year. Therefore, the data include vehicles which were retired during the year and may
double count vehicles which have been registered in different states or the same states to different
owners. IHS Automotive data include only those vehicles which are registered on July 1 of the
given year and would not include vehicles registered after that date.
•
The classification of mini-vans, station wagons on truck chassis, and utility vehicles as cars or
trucks causes important differences in the two estimates. IHS Automotive data included passenger
vans in the car count until 1980; since 1980 all vans have been counted as trucks.
•
Starting in 1993, the FHWA reclassified some minivans and sport utility vehicles into the truck
category which were previously included with cars. This change produced a dramatic change in the
individual percentage differences of cars and trucks. The difference in total vehicles has been less
than 5% each year since 1990 and does not appear to be significantly affected by the FHWA
reclassifications. Beginning with 2009, the FHWA discontinued the car/2-axle, 4-tire truck
designations on Table VM-1. The data since 2009 come from Tables MV-1 and MV-9.
•
The FHWA data include all non-military Federal vehicles, while IHS Automotive data include only
those Federal vehicles which are registered within a state. Federal vehicles are not required to have
State registrations, and, according to the General Services Administration, most Federal vehicles
are not registered.
•
In 2012 both IHS Automotive and FHWA changed their methodologies for the car/light truck
split which created a significant decrease in the number of cars reported and a corresponding
increase in the number of light trucks.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–7
In the early 1980's, researchers had to make a conscious choice of which data series to use, since they differed by
as much as 11%. In 2005 the two sources differed by less than 1%. Both sources changed their methodologies for
the car/light truck split causing significant decreases to the number of cars in 2012.
Table 3.4
U.S. Cars and Trucks in Use, 1970–2017
(thousands)
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
FHWA
89,243
106,706
121,601
127,885
130,004
131,482
133,836
134,559
133,700
128,300
126,581
127,327
127,883
128,387
129,728
129,749
131,839
132,432
133,621
137,633
135,921
135,670
136,431
136,568
135,400
135,933
137,080
134,880
130,892
125,657
111,290
113,676
113,899
112,864
112,961
111,177
Cars
IHS
Automotive
80,448
95,241
104,564
114,662
117,268
119,849
121,519
122,758
123,276
123,268
120,347
121,055
121,997
123,242
124,613
124,673
125,966
126,869
127,721
128,714
129,907
131,072
132,469
132,909
135,047
135,222
135,882
132,500
129,053
127,577
120,902
120,214
120,984
122,322
123,553
124,141
Percentage
difference
10.9%
12.0%
16.3%
11.5%
10.9%
9.7%
10.1%
9.6%
8.5%
4.1%
5.2%
5.2%
4.8%
4.2%
4.1%
4.1%
4.7%
4.4%
4.6%
6.9%
4.6%
3.5%
3.0%
2.8%
0.3%
0.5%
0.9%
1.8%
1.4%
-1.5%
-8.0%
-5.4%
-5.9%
-7.7%
-8.6%
-10.4%
FHWA
18,797
25,781
33,667
43,210
45,103
46,826
49,941
52,172
54,470
59,206
63,136
66,082
69,491
72,458
75,940
77,307
79,062
83,148
87,108
92,045
92,939
94,944
100,016
103,819
107,944
110,498
110,242
110,561
110,322
118,483
133,130
132,931
137,531
141,256
146,182
149,301
Trucks
IHS
Automotive
17,688
24,813
35,268
42,387
44,826
47,344
50,221
53,202
56,023
58,179
61,172
65,260
66,717
70,199
73,681
76,398
79,077
82,640
85,579
87,969
91,120
94,810
99,698
105,475
109,596
113,479
113,931
116,472
119,179
121,355
130,595
132,501
137,043
141,872
147,014
151,838
Percentage
difference
6.3%
3.9%
-4.5%
1.9%
0.6%
-1.1%
-0.6%
-1.9%
-2.8%
1.8%
3.2%
1.3%
4.2%
3.2%
3.1%
1.2%
0.0%
0.6%
1.8%
4.6%
2.0%
0.1%
0.3%
-1.6%
-1.5%
-2.6%
-3.2%
-5.1%
-7.4%
-2.4%
1.9%
0.3%
0.4%
-0.4%
-0.6%
-1.7%
FHWA
108,040
132,487
155,267
171,095
175,106
178,308
183,777
186,731
188,171
187,505
189,717
193,409
197,375
200,845
205,669
207,056
210,901
215,580
220,729
229,678
228,860
230,614
236,447
240,387
243,344
246,431
247,322
245,441
241,214
244,140
244,420
246,607
251,430
254,120
259,144
260,478
Total
IHS
Automotive
98,136
120,054
139,832
157,049
162,094
167,193
171,740
175,960
179,299
181,447
181,519
186,315
188,714
193,441
198,294
201,071
205,043
209,509
213,300
216,683
221,027
225,882
232,167
238,384
244,643
248,701
249,813
248,972
248,232
248,932
251,497
252,715
258,027
264,194
270,566
275,979
Percentage
difference
10.1%
10.4%
11.0%
8.9%
8.0%
6.6%
7.0%
6.1%
4.9%
3.3%
4.5%
3.8%
4.6%
3.8%
3.7%
3.0%
2.9%
2.9%
3.5%
6.0%
3.5%
2.1%
1.8%
0.8%
-0.5%
-0.9%
-1.0%
-1.4%
-2.8%
-1.9%
-2.8%
-2.4%
-2.6%
-3.8%
-4.2%
-5.6%
Source:
FHWA - U.S. Department of Transportation, Federal Highway Administration, 1970-2008, Highway Statistics 2008
and earlier, Washington, DC, 2009, Table VM-1 and annual. 2009-2017 data from Tables MV-1 and MV-9,
Highway Statistics 2017. (Additional resources: www.fhwa.dot.gov)
IHS Automotive - IHS Automotive, Detroit, Michigan. Used with permission. FURTHER REPRODUCTION
PROHIBITED. (Additional resources: https://www.ihs.com/industry/automotive.html)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–8
Table 3.5
New Retail Vehicle Sales, 1970–2018
(thousands)
Calendar
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1970-2018
2008-2018
Cars
8,399
8,486
9,957
11,004
11,107
10,512
8,949
8,488
7,956
9,148
10,324
10,979
11,404
10,187
10,544
9,776
9,301
8,185
8,213
8,518
8,991
8,620
8,479
8,217
8,085
8,638
8,778
8,352
8,042
7,556
7,483
7,660
7,762
7,562
6,769
5,402
5,636
6,093
7,245
7,586
7,708
7,517
6,873
6,080
5,304
-0.9%
-2.4%
Light
Subtotal
Trucksa
Light Vehicles
1,457
9,856
2,053
10,539
2,719
12,676
3,109
14,113
3,474
14,581
2,845
13,357
1,960
10,909
1,746
10,234
2,063
10,019
2,521
11,669
3,255
13,579
3,688
14,667
4,594
15,998
4,610
14,797
4,800
15,344
4,610
14,386
4,548
13,849
4,122
12,307
4,629
12,842
5,351
13,869
6,033
15,024
6,053
14,673
6,519
14,998
6,797
15,014
7,299
15,384
8,073
16,711
8,386
17,164
8,598
16,950
8,633
16,675
8,938
16,494
9,254
16,737
9,114
16,774
8,574
16,336
8,305
15,867
6,246
13,015
4,834
10,236
5,758
11,394
6,449
12,542
6,975
14,220
7,693
15,279
8,484
16,192
9,578
17,095
10,296
17,169
10,738
16,818
11,609
16,913
Average annual percentage change
4.4%
1.1%
6.4%
2.7%
Heavy
Trucks
334
298
324
376
441
391
271
226
184
189
282
295
277
302
348
330
297
242
276
330
387
428
411
430
526
641
579
452
402
420
538
664
694
537
432
312
378
500
569
606
671
732
697
732
789
Total
Vehicle
Sales
10,190
10,837
13,000
14,489
15,022
13,748
11,180
10,460
10,203
11,858
13,861
14,962
16,275
15,099
15,692
14,716
14,146
12,549
13,118
14,199
15,411
15,101
15,409
15,444
15,910
17,352
17,743
17,402
17,077
16,914
17,275
17,438
17,030
16,404
13,447
10,548
11,772
13,042
14,789
15,884
16,862
17,827
17,866
17,551
17,701
1.8%
6.2%
1.2%
2.8%
Source:
Ward’s Communications, www.wardsauto.com.
a
Includes light trucks of 10,000 lb. gross vehicle weight and less.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–9
The graphs below show the number of motor vehicles per thousand people for various countries. The data for the
United States are displayed in the line which goes from 1900 to 2017. The points labeled on that line show data for
the other countries/regions around the world and how their vehicles per thousand people compare to the United
States at two different points in time, 2006 and 2017. For instance, the graph shows that in 2007, Eastern Europe’s
vehicles per thousand people was about where the United States was in 1947, but by 2017 it is about where the
United States was in 1954. The lower part of the graph (1900-1930) is shown enlarged on the facing page.
Figure 3.3. Vehicles per Thousand People: U.S. (Over Time) Compared to
Other Countries (in 2007 and 2017)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–10
Source:
See Tables 3.5 and 3.6.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–11
Though some countries are listed separately in this table, those countries are also included in the regional total.
For instance, China is listed separately, but is also included in the Asia, Far East region.
Table 3.6
Vehicles per Thousand People in Selected Countries/Regions, 2007 and 2017
Country/Region
Africa
Asia, Far East
Asia, Middle East
Brazil
Canada
Central & South America
China
Europe, East
Europe, West
India
Indonesia
Mexico
Pacific
United States
Vehicles per 1,000 people
2007
2017
24.0
38.4
63.4
112.0
101.4
149.9
132.0
210.3
609.4
669.4
128.3
176.0
30.3
156.3
270.8
373.3
587.5
611.9
12.3
36.3
32.8
90.6
224.3
629.7
541.1
331.6
844.5
831.2
Sources:
2017 population – U.S. Census Bureau, Population Division, International Data Base (IDB) World, July 15, 2019.
(Additional resources: www.census.gov/population/international)
2017 vehicles – United States: See Table 3.6. All other countries: Ward’s Communications, www.wardsauto.com.
2007 data – Oak Ridge National Laboratory, Transportation Energy Data Book: Edition 28, ORNL-6984, 2009.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–12
The number of vehicles per thousand people in the United States has grown tremendously since 1900. After a peak
in 2007 at 844.5, the number declined but began rising in 2012. By 2017 there were 836.6 vehicles per thousand
people in the United States.
Table 3.7
Vehicles per Thousand People in the United States, 1900–2017
Year
1900
1901
1902
1903
1904
1905
1906
1907
1908
1909
1910
1911
1912
1913
1914
1915
1916
1917
1918
1919
1920
1921
1922
1923
U.S.
vehicles
per 1,000
people
0.1
0.2
0.3
0.4
0.7
0.9
1.3
1.7
2.2
3.5
5.1
6.8
9.9
12.9
17.8
24.8
35.5
49.6
59.7
72.5
86.8
96.7
111.5
134.9
Year
1924
1925
1926
1927
1928
1929
1930
1931
1932
1933
1934
1935
1936
1937
1938
1939
1940
1941
1942
1943
1944
1945
1946
1947
U.S.
vehicles
per 1,000
people
154.4
173.3
189.1
195.8
204.9
219.3
217.3
210.4
195.4
192.4
199.9
208.6
222.6
233.3
229.7
236.9
245.6
261.6
244.7
225.9
220.2
221.8
243.1
262.6
Year
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1964
1965
1966
1967
1968
1969
1970
1971
U.S.
vehicles
per 1,000
people
280.2
299.6
323.7
337.1
340.6
353.7
361.4
379.8
387.6
392.1
392.2
402.8
410.4
415.1
426.1
438.8
451.6
466.9
489.3
500.7
516.5
533.4
545.4
562.5
Year
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
U.S.
vehicles
per 1,000
people
585.6
615.2
632.3
640.1
659.5
669.0
690.2
700.4
710.7
715.2
714.0
724.3
728.2
744.5
753.3
758.6
772.9
777.0
773.4
760.2
758.0
761.9
766.9
771.0
Year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
U.S.
vehicles
per 1,000
people
781.2
776.0
781.2
790.1
800.3
825.8
815.7
816.1
829.9
837.3
840.7
844.5
841.6
828.7
808.4
812.5
807.8
809.1
817.1
821.1
831.2
836.6
Sources:
Population – U.S. Census Bureau, Population Division, International Data Base (IDB) World, July 2019. (Additional
resources: www.census.gov/programs-surveys/international-programs.html)
Vehicles – U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2017,
Washington, DC, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–13
Total vehicle-miles traveled increased each year from 2011 to 2017. The trend of using two-axle, four-tire trucks,
such as pickups, vans, and sport-utility vehicles, for personal travel is evident in these data; two-axle, four-tire
trucks account for 33% more travel in 2017 than in 1970, and cars account for 38% less travel in that time period.
Table 3.8
Shares of Highway Vehicle-Miles Traveled by Vehicle Type, 1970–2017
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1970–2017
2007–2017
Cars
82.6%
77.9%
72.8%
70.2%
69.2%
68.5%
67.6%
66.8%
65.7%
62.5%
61.0%
59.9%
59.6%
59.4%
59.1%
58.7%
58.9%
58.3%
58.3%
58.2%
58.1%
57.8%
57.3%
57.1%
56.1%
55.2%
54.3%
53.0%
50.4%
49.4%
48.4%
48.4%
47.5%
46.7%
45.8%
44.3%
Two-axle,
Other
four-tire
single-unit
Combination
Motorcycles
trucks
trucks
trucks
0.3%
11.1%
2.4%
3.2%
0.4%
15.1%
2.6%
3.5%
0.7%
19.0%
2.6%
4.5%
0.5%
22.0%
2.6%
4.4%
0.5%
23.1%
2.5%
4.4%
0.5%
23.8%
2.5%
4.5%
0.5%
24.8%
2.4%
4.4%
0.5%
25.6%
2.4%
4.4%
0.4%
26.8%
2.4%
4.4%
0.4%
29.9%
2.4%
4.4%
0.4%
31.5%
2.4%
4.4%
0.4%
32.5%
2.5%
4.5%
0.4%
32.4%
2.6%
4.6%
0.4%
32.6%
2.6%
4.8%
0.4%
32.8%
2.6%
4.8%
0.4%
33.2%
2.6%
4.9%
0.4%
33.0%
2.6%
4.9%
0.4%
33.5%
2.6%
4.9%
0.4%
33.6%
2.6%
4.9%
0.3%
33.7%
2.6%
4.9%
0.3%
33.8%
2.7%
4.9%
0.3%
34.0%
2.7%
4.8%
0.3%
34.6%
2.6%
4.8%
0.3%
34.8%
2.6%
4.8%
0.4%
35.9%
2.7%
4.7%
0.4%
36.7%
2.7%
4.8%
0.5%
37.3%
2.8%
4.8%
0.7%
36.1%
4.1%
5.7%
0.6%
38.8%
3.7%
5.9%
0.6%
40.4%
3.5%
5.6%
0.7%
41.3%
3.6%
5.5%
0.7%
41.2%
3.6%
5.6%
0.7%
42.1%
3.6%
5.6%
0.6%
43.1%
3.5%
5.5%
0.6%
44.0%
3.6%
5.5%
0.6%
45.2%
3.6%
5.6%
Average annual percentage change
Buses
0.4%
0.5%
0.4%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.3%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
Total
vehicle-miles
traveled
(million miles)
1,109,724
1,327,664
1,527,295
1,774,826
1,834,872
1,921,204
2,025,962
2,096,487
2,144,362
2,172,050
2,247,151
2,296,378
2,357,588
2,422,696
2,485,848
2,561,695
2,631,522
2,691,056
2,746,925
2,797,287
2,855,508
2,890,412
2,964,788
2,989,430
3,014,369 a
3,032,399
2,973,509
2,956,764
2,967,266
2,950,402
2,969,433
2,988,280
3,025,656
3,095,373
3,174,408
3,212,347
2.3%
0.6%
Source:
U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2017, Washington, DC,
2019, Table VM-1 and annual. (Additional resources: www.fhwa.dot.gov). 2009-2017 cars and 2-axle 4-tire
trucks – see Section 7 in Appendix A.
a
Due to FHWA methodology changes, data from 2007-on are not comparable with previous data.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–14
In 1970 only 2.9% of the car population was 15 years old or older; by 2013 that number rose to nearly 20%.
Table 3.9
Cars in Operation by Age, 1970, 2000, and 2013
1970
Age (years)
Vehicles
(thousands)
Under 1b
6,288
7.8%
7.8%
1
9,299
11.6%
19.4%
2
8,816
11.0%
30.3%
3
7,878
9.8%
40.1%
4
8,538
10.6%
50.8%
5
8,506
10.6%
61.3%
6
7,116
8.8%
70.2%
7
6,268
7.8%
78.0%
8
5,058
6.3%
84.3%
9
3,267
4.1%
88.3%
10
2,776
3.5%
91.8%
11
1,692
2.1%
93.9%
12
799
1.0%
94.9%
13
996
1.2%
96.1%
14
794
1.0%
97.1%
100.0%
Percentagea
15 and older
2,336
2.9%
Subtotal
80,427
100.0%
22
Age not given
Total
80,449
Cumulative
percentagea
2000
Vehicles
(thousands)
6,665
Percentagea
5.2%
8,177
6.4%
11.6%
7,655
6.0%
17.6%
7,906
6.2%
23.8%
7,413
5.8%
29.6%
8,675
6.8%
36.4%
7,628
6.0%
42.4%
7,650
6.0%
48.4%
7,021
5.5%
53.9%
7,109
5.6%
59.4%
7,071
5.5%
65.0%
7,338
5.7%
70.7%
6,876
5.4%
76.1%
6,084
4.8%
80.9%
5,334
4.2%
85.0%
19,119
15.0%
100.0%
127,721
100.0%
0
121,721
Cumulative
percentagea
5.2%
Vehicles
(thousands)
2013
Percentagea
Cumulative
percentagea
9,287
7.1%
7.1%
7,700
5.9%
13.1%
5,957
4.6%
17.6%
6,159
4.7%
22.4%
5,484
4.2%
26.6%
7,226
5.6%
32.1%
7,896
6.1%
38.2%
7,706
5.9%
44.1%
7,843
6.0%
50.2%
6,924
5.3%
55.5%
7,237
5.6%
61.1%
7,167
5.5%
66.6%
6,660
5.1%
71.7%
6,889
5.3%
77.0%
5,487
4.2%
81.2%
24,457
18.8%
100.0%
130,078
100.0%
0
130,078
Source:
IHS Automotive, Detroit, MI. Used with permission. FURTHER REPRODUCTION PROHIBITED.
Percentages may not sum to totals due to rounding.
Includes cars which were sold prior to July 1, 1970, and similarly, sold prior to July 1, 2000. For 2013, cars
sold prior to December 31, 2013 were included.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–15
The number of trucks in the United States has grown significantly since 1970, some of it due to the use of light
trucks (pickups, vans, sport utility vehicles) as personal passenger vehicles. Those light trucks, as well as
medium and heavy trucks, are included in the data. In 1970 about 15% of trucks were age 15 or older; by 2013,
that increased to 20.8%.
Table 3.10
Trucks in Operation by Age, 1970, 2000, and 2013
1970
Age (years)
Vehicles
(thousands)
Under 1b
1,262
7.1%
7.1%
1
1,881
10.6%
17.8%
2
1,536
8.7%
26.5%
3
1,428
8.1%
34.6%
4
1,483
8.4%
43.0%
5
1,339
7.6%
50.5%
6
1,154
6.5%
57.1%
7
975
5.5%
62.6%
8
826
4.7%
67.3%
9
621
3.5%
70.8%
10
658
3.7%
74.5%
11
583
3.3%
77.8%
12
383
2.2%
80.0%
13
417
2.4%
82.3%
14
414
2.3%
84.7%
15 and older
2,710
15.3%
100.0%
Subtotal
17,670
100.0%
Age note given
Total
Percentagea
Cumulative
percentagea
2000
Vehicles
(thousands)
6,439
Percentagea
7,726
7.5%
9.0%
7.7%
7.4%
2013
Vehicles
(thousands)
Percentagea
7.5%
8,097
6.5%
6.5%
16.6%
6,391
5.1%
11.6%
24.3%
6,417
5.2%
16.8%
31.7%
4,972
4.0%
20.8%
6.2%
37.9%
3,991
3.2%
24.0%
6.8%
44.7%
6,927
5.6%
29.5%
6.1%
50.8%
7,587
6.1%
35.6%
5.1%
55.8%
7,580
6.1%
41.7%
4.1%
60.0%
7,585
6.1%
47.8%
4.0%
63.9%
7,978
6.4%
54.2%
3.8%
67.8%
7,201
5.8%
60.0%
4.3%
72.0%
6,850
5.5%
65.5%
4.0%
76.0%
6,163
4.9%
70.4%
3.3%
79.4%
5,673
4.6%
75.0%
14,838
3.3%
82.7%
5,217
4.2%
79.2%
17.3%
100.0%
25,917
20.8%
100.0%
85,579
100.0%
124,545
100.0%
6,630
6,313
5,300
5,818
5,206
4,335
3,547
3,411
3,258
3,665
3,421
2,860
2,812
Cumulative
percentagea
15
0
0
17,685
85,579
124,545
Cumulative
percentagea
Source:
IHS Automotive, Detroit, MI. Used with permission. FURTHER REPRODUCTION PROHIBITED.
Percentages may not sum to totals due to rounding.
Includes trucks which were sold prior to July 1, 1970, and similarly, sold prior to July 1, 2000. For 2013,
trucks sold prior to December 31, 2013 were included.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–16
The average age of cars and light trucks has grown to a record level in 2018—11.8 years. Light trucks, which
include pickups, vans, and sport utility vehicles, had a lower average age than cars in 2018.
Table 3.11
U.S. Average Vehicle Age, 1970–2018
Calendar Year
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Passenger cars
5.6
6.0
6.6
7.6
7.8
7.9
8.1
8.3
8.4
8.4
8.5
8.7
8.9
9.1
9.1
9.3
9.8
9.9
10.0
10.1
10.2
10.3
10.4
10.5
10.8
11.1
11.3
11.4
11.4
11.5
11.6
Light trucks
7.3
6.9
7.1
8.1
8.0
8.1
8.4
8.6
8.4
8.3
8.3
8.5
8.5
8.5
8.4
8.4
9.4
9.0
9.5
9.5
9.5
9.6
9.8
10.1
10.5
10.8
11.1
11.3
11.4
11.5
11.6
11.9
11.7
a
a
All light vehicles
a
a
a
a
a
a
a
a
a
8.4
8.5
8.6
8.8
8.8
8.9
8.9
9.6
9.7
9.8
9.8
9.9
10.0
10.1
10.3
10.6
10.9
11.2
11.4
11.4
11.5
11.6
b
a
11.8
Source:
IHS Automotive, Detroit, MI. Used with permission. FURTHER REPRODUCTION PROHIBITED. (Additional
resources: https://www.ihs.com/industry/automotive.html)
Data are not available.
In 2013, IHS Automotive published a data series showing vehicle age from 2002-2013. These data did not
match the previous data published in earlier releases and, therefore, are not comparable.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–17
The Environmental Protection Agency estimated the annual vehicle miles of travel for cars and light trucks up to
30 years old for the mid-term evaluation of the Light Vehicle Greenhouse Gas Emissions Standards and Corporate
Average Fuel Economy Standards. The “Total” row represents the number of miles a car or light truck would
travel if it is in operation for 30 years. Typical lifetime miles from a 2006 study by the National Highway Traffic
Safety Administration (NHTSA) are shown below the total.
Table 3.12
Annual Mileage for Cars and Light Trucks by Vehicle Age
Vehicle age
(years)
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Total
NHTSA 2006 study –
typical lifetime miles
Estimated annual
vehicle miles of
travel for cars
13,843
13,580
13,296
12,992
12,672
12,337
11,989
11,630
11,262
10,887
10,509
10,129
9,748
9,370
8,997
8,629
8,270
7,922
7,586
7,265
6,962
6,679
6,416
6,177
5,963
5,778
5,623
5,499
5,410
5,358
5,358
278,134
Estimated annual
vehicle miles of travel
for light trucks
15,962
15,670
15,320
15,098
14,528
14,081
13,548
13,112
12,544
12,078
11,595
11,131
10,641
10,153
9,691
9,239
8,797
8,383
8,009
7,666
7,358
7,089
6,862
6,684
6,556
6,481
6,466
6,466
6,466
6,466
6,466
310,610
152,137
179,954
Sources:
U.S. Environmental Protection Agency, Draft Technical Assessment Report: Midterm Evaluation of Light-Duty
Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards for Model Years
2022-2025, EPA-420-D-16-900, July 2016. (Additional resources: https://www.epa.gov/regulations-emissionsvehicles-and-engines/midterm-evaluation-light-duty-vehicle-greenhouse-gas-ghg#TAR)
U.S. Department of Transportation, National Highway Traffic Safety Administration, Vehicle Survivability and
Travel Mileage Schedules, January 2006.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–18
The Environmental Protection Agency estimated the survival rates for cars and light trucks for the mid-term
evaluation of the Light Vehicle Greenhouse Gas Emissions Standards and Corporate Average Fuel Economy
Standards.
Table 3.13
Survival Rates for Cars and Light Trucks by Vehicle Age
Vehicle age
(years)
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Estimated
survival rate
for cars
1.000
0.997
0.994
0.991
0.984
0.974
0.961
0.942
0.920
0.893
0.862
0.826
0.788
0.718
0.613
0.510
0.415
0.332
0.261
0.203
0.157
0.120
0.092
0.070
0.053
0.040
0.030
0.023
0.013
0.010
0.007
0.002
Estimated
survival rate
for light trucks
1.000
0.991
0.982
0.973
0.960
0.941
0.919
0.891
0.859
0.823
0.784
0.741
0.697
0.651
0.605
0.553
0.502
0.453
0.407
0.364
0.324
0.288
0.255
0.225
0.198
0.174
0.153
0.133
0.117
0.102
0.089
0.027
Source:
U.S. Environmental Protection Agency, Draft Technical Assessment Report: Midterm Evaluation of Light-Duty
Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards for Model Years
2022-2025, EPA-420-D-16-900, July 2016. (Additional resources: https://www.epa.gov/regulations-emissionsvehicles-and-engines/midterm-evaluation-light-duty-vehicle-greenhouse-gas-ghg#TAR)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–19
Using current registration data and a scrappage model by Greenspan and Cohen [1996 paper:
www.federalreserve.gov/pubs/feds/1996/199640/199640pap.pdf], ORNL calculated heavy truck (trucks over
26,000 lb gross vehicle weight) scrappage rates. The expected median lifetime for a 1990 model year heavy truck
is 29 years. These data are fitted model values which assume constant economic conditions.
Table 3.14
Heavy Trucka Scrappage and Survival Rates
1970, 1980, and 1990 Model Years
Vehicle
ageb
(years)
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Median
lifetime
1970 model year
Survival
Scrappage
ratec
rated
98.8
1.2
97.2
1.6
95.3
1.9
93.2
2.3
90.7
2.6
88.1
3.0
85.2
3.3
82.1
3.6
78.8
4.0
75.4
4.3
71.9
4.7
68.3
5.0
64.6
5.3
61.0
5.7
57.3
6.0
53.7
6.3
50.1
6.7
46.6
7.0
43.2
7.3
39.9
7.6
36.7
8.0
33.7
8.3
30.8
8.6
28.0
8.9
25.4
9.3
23.0
9.6
20.7
9.9
1980 model year
Survival
Scrappage
ratec
rated
98.5
1.5
96.7
1.9
94.5
2.3
92.0
2.7
89.1
3.1
86.0
3.5
82.7
3.9
79.1
4.3
75.4
4.7
71.6
5.1
67.7
5.5
63.7
5.9
59.7
6.3
55.7
6.7
51.8
7.1
47.9
7.4
44.2
7.8
40.6
8.2
37.1
8.6
33.7
9.0
30.6
9.4
27.6
9.7
24.8
10.1
22.2
10.5
19.8
10.9
17.6
11.2
15.5
11.6
1990 model year
Survival
Scrappage
ratec
rated
99.4
0.6
98.6
0.8
97.6
1.0
96.5
1.2
95.2
1.3
93.8
1.5
92.2
1.7
90.5
1.9
88.6
2.0
86.7
2.2
84.6
2.4
82.4
2.6
80.2
2.7
77.9
2.9
75.5
3.1
73.0
3.3
70.5
3.4
68.0
3.6
65.4
3.8
62.8
3.9
60.3
4.1
57.7
4.3
55.1
4.5
52.6
4.6
50.0
4.8
47.6
5.0
45.1
5.1
20.0 years
18.5 years
28.0 years
Source:
Schmoyer, Richard L., unpublished study on scrappage rates, Oak Ridge National Laboratory, Oak Ridge, TN, 2001.
Heavy trucks are trucks over 26,000 lb gross vehicle weight.
It was assumed that scrappage for vehicles less than 4 years old is 0.
c
The percentage of heavy trucks which will be in use at the end of the year.
d
The percentage of heavy trucks which will be retired from use during the year.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
3–20
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–1
Light Vehicles and Characteristics
Summary Statistics from Tables in this Chapter
Source
Table 4.1
Table 4.2
Table 4.7
Table 4.9
Table 4.9
Table 4.11
Table 4.11
Table 4.11
Table 4.34
Cars, 2017
Registrations (thousands)
Vehicle miles (billion miles)
Fleet average fuel economy (miles per gallon)
Two-axle, four-tire trucks, 2017
Registrations (thousands)
Vehicle miles (billion miles)
Fleet average fuel economy (miles per gallon)
Light truck share of total light vehicle sales
1970 calendar year
2018 calendar year
Cars, 2017 model year
Production (thousands)
New car fuel economy (miles per gallon)
Car SUVs, 2017 model year
Production (thousands)
New car SUV fuel economy (miles per gallon)
Truck SUVs, 2017 model year
Production (thousands)
New truck SUV fuel economy (miles per gallon)
Pickups, 2017 model year
Production (thousands)
New pickup fuel economy (miles per gallon)
Vans, 2017 model year
Production (thousands)
New van fuel economy (miles per gallon)
Average fuel economy loss from 50 to 70 mph
111,177
1,424.3
27.3
137,749
1,453.1
19.7
14.8%
68.6%
6,977
30.2
1,961
26.2
5,402
22.4
2,054
18.9
617
20.0
24.5%
The definition of light truck can change from table to table in this document due to differing
definitions among federal government regulations and public nomenclature. See page 4-2 for
additional information.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–2
Definition of Light Truck
Often for regulatory purposes, agencies within the federal government have differing
definitions for the term “light truck.” Private data collectors, such as Ward’s Communications or
IHS Automotive/Polk, have their own definitions as well. The paragraphs below are intended as a
guide to the different definitions which are used in this document.
The data in Table 4.2 are from the Federal Highway Administration (FHWA). From 1970 to
2008 the FHWA defined light trucks as two-axle, four-tire trucks, including pickups, vans, SUVs,
and other two-axle, four-tire trucks under 10,000 lb gross vehicle weight rating (GVWR). In 2009,
the FHWA changed methodologies and no longer publishes vehicle miles, fuel use, and fuel
economy of light trucks separately from cars. They continue to publish vehicle registrations for
pickups, vans, SUVs and other two-axle, four tire trucks under 10,000 lb. The methodology used
by Oak Ridge National Laboratory (ORNL) to continue the data series on Table 4.2 after 2008 is
based on the FHWA data for all light vehicles, thus uses the same definition of light trucks. See
Section 7.2 in Appendix A for the methodology of light truck data on Table 4.2 after 2008. Data
on energy use in Tables 2.7 through 2.9 also use the FHWA definition of light truck.
Tables 3.11, 4.4, and 4.7 are light truck sales based on Ward’s Communications data. Ward’s
definition of light trucks includes pickups, vans, SUVs, and specialty purpose vehicles up to
14,000 lb GVWR. However, in most cases, data are available by individual GVWR and ORNL
summarized only light trucks that were 10,000 lb GVWR or less and did not include the heavier
trucks. Thus, the definition on these tables is nearly identical to the FHWA definition.
The Environmental Protection Agency (EPA) and the Department of Transportation, National
Highway Traffic Safety Administration (NHTSA), issued joint rulemaking to establish Corporate
Average Fuel Economy (CAFE) standards and greenhouse gas emissions standards beginning with
model year 2012. The rulemaking established new definitions of cars and light trucks. Before the
rule, CAFE standards applied to cars and light trucks (pickups, vans, SUVs, and other trucks) less
than 8,500 lb GVWR. After the rule, some two-wheel drive SUVs are considered cars instead of
light trucks, and personal passenger vehicles (vans and SUVs) up to 10,000 lb GVWR are
considered light trucks. Thus, data are now categorized as cars, car SUVs, truck SUVs, pickups
and vans. Table 4.9 gives a listing of which SUVs are considered car SUVs for model year 2016.
The EPA revised their data series back to 1975, so the definitions are consistent historically. Data
on tables 4.8 through 4.18 are based on EPA data and thus use this definition of cars and light
trucks. The CAFE data on Table 4.26 apply to cars only through 2011 and cars plus car SUVs after
that. The CAFE data on Table 4.27 are for trucks up to 8,500 lb GVWR through 2011 and after
that are for truck SUVs and vans up to 10,000 lb GVWR, and pickup trucks up to 8,500 lb GVWR.
Because of these different definitions, caution is advised when comparing light truck data from
different sources.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–3
The data in this table from 1985–on DO NOT include minivans, pickups, or sport utility vehicles. Much of the data
for 2009-on were estimated; the FHWA no longer publishes travel and fuel data for cars. A methodology change
for the number of cars registered affected the series in 2012.
Table 4.1
Summary Statistics for Cars, 1970–2017
Year
1970
1975
1980
1985c
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Registrationsa
(thousands)
89,244
106,706
121,601
127,885
133,700
128,300
126,581
127,327
127,883
128,387
129,728
129,749
131,839
132,432
133,621
137,633
135,921
135,670
136,431
136,568
135,400
135,933
137,080
134,880
130,892
125,657
111,290
113,676
113,899
112,864
112,961
111,177
Vehicle travel
(billion miles)
916.7
1,034.0
1,111.6
1,246.8
1,408.3
1,358.2
1,371.6
1,374.7
1,406.1
1,438.3
1,469.9
1,502.6
1,549.6
1,569.1
1,600.3
1,628.3
1,658.5
1,672.1
1,699.9
1,708.4
1,690.5
1,672.5
1,615.9
1,566.8
1,496.4
1,457.8
1,438.6
1,446.0
1,436.6
1,445.4
1,453.4
1,424.3
1970–2017
2007–2017
0.5%
-2.0%
0.9%
-1.6%
Average annual
Fuel use
miles per vehicle
(million gallons)
10,272
67,820
9,690
74,140
9,141
69,981
9,749
71,518
10,533
69,568
10,586
64,318
10,836
65,436
10,797
67,047
10,995
67,874
11,203
68,072
11,330
69,221
11,580
69,892
11,754
71,695
11,848
73,283
11,976
73,065
11,831
73,559
12,202
75,471
12,325
74,590
12,460
75,402
12,510
77,418
12,485
75,009
12,304
74,377
11,788
71,497
11,616
66,587
11,432
62,245
11,601
59,646
12,928
57,899
12,720
57,290
12,613
56,470
12,807
55,212
12,866
54,248
12,811
52,268
Average annual percentage change
0.5%
-0.6%
0.4%
-3.5%
Average fuel
economyb per vehicle
(miles per gallon)
13.5
13.9
15.9
17.4
20.2
21.1
21.0
20.5
20.7
21.1
21.2
21.5
21.6
21.4
21.9
22.1
22.0
22.4
22.5
22.1
22.5
22.5
22.6
23.5
24.0
24.4
24.9
25.2
25.4
26.2
26.8
27.3
1.5%
1.9%
Source:
1970-2008: U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2009,
Washington, DC, 2011, Table VM-1 and annual. 2009-on: See Section 7.1 in Appendix A. (Additional
resources: www.fhwa.dot.gov)
This number differs from IHS Automotive’s estimates of “number of cars in use.” See Table 3.4.
Average fuel economy for all cars.
c
Beginning in this year the data were revised to exclude minivans, pickups and sport utility vehicles which
may have been previously included.
d
Due to FHWA methodology changes, data from 2009-on are not comparable with previous data.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
d
4–4
Much of the data for 2009-on were estimated; the FHWA no longer publishes travel and fuel use data for two-axle,
four-tire trucks. A methodology change for the number of registrations affected the data series in 2012.
Table 4.2
Summary Statistics for Two-Axle, Four-Tire Trucks, 1970–2017
Year
1970
1975
1980
1985b
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Registrations
(thousands)
14,211
20,418
27,876
37,214
39,382
41,107
43,805
45,945
48,275
53,033
57,091
59,994
62,904
65,738
69,134
70,224
71,330
75,356
79,085
84,188
85,011
87,187
91,845
95,337
99,125
101,470
101,235
100,154
102,702
105,571
120,847
120,523
124,681
128,553
132,716
137,749
Vehicle travel
(billion miles)
123.3
200.7
290.9
391.0
423.9
456.9
502.2
536.5
574.6
649.4
706.9
745.8
764.6
790.0
816.5
850.7
868.3
901.0
923.1
943.2
966.0
984.1
1,027.2
1,041.1
1,082.5
1,112.3
1,108.6
1,066.5
1,152.1
1,192.7
1,225.5
1,231.8
1,274.0
1,334.3
1,396.4
1,453.1
1970–2017
2007–2017
5.0%
3.1%
5.4%
2.7%
Average annual
Fuel use
miles per vehicle
(million gallons)
8,675
12,313
9,830
19,081
10,437
23,796
10,506
27,363
10,764
29,074
11,114
30,598
11,465
32,653
11,676
33,271
11,902
35,611
12,245
38,217
12,381
40,929
12,430
42,851
12,156
44,112
12,018
45,605
11,811
47,354
12,115
49,389
12,173
50,462
11,957
52,859
11,672
52,939
11,204
53,522
11,364
55,220
11,287
60,758
11,184
63,417
10,920
58,869
10,920
60,685
10,962
61,836
10,951
61,199
10,649
61,824
11,218
64,687
11,298
65,786
10,142
66,395
10,220
65,555
10,218
69,012
10,448
70,933
10,521
73,107
10,549
73,835
Average annual percentage change
0.4%
3.9%
-0.4%
1.8%
Average fuel
economya per vehicle
(miles per gallon)
10.0
10.5
12.2
14.3
14.6
14.9
15.4
16.1
16.1
17.0
17.3
17.4
17.3
17.3
17.2
17.2
17.2
17.0
17.4
17.6
17.5
16.2
16.2
17.7
17.8
18.0
18.1
17.3
17.8
18.1
18.5
18.8
18.5
18.8
19.1
19.7
1.5%
0.9%
Source:
1970-2008: U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2009,
Washington, DC, 2011, Table MV-9. Previous years Table VM-1. 2009-on: See Section 7.2 in Appendix A.
(Additional resources: www.fhwa.dot.gov)
Average fuel economy for all two-axle, four-tire trucks.
Beginning in this year the data were revised to include all vans (including mini-vans), pickups and sport utility
vehicles.
c
Due to FHWA methodology changes, data from 2009-on are not comparable with previous data.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
c
4–5
These data are the combination of the car and two-axle, four-tire truck data from Tables 4.1 and 4.2 thus the data
may not match exactly with the FHWA VM-1 table’s light-duty vehicle data. The methodology change after 2008
affects these data as well.
Table 4.3
Summary Statistics for Light Vehicles, 1970–2017
Year
1970
1975
1980
1985b
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Registrations
(thousands)
103,455
127,124
149,477
165,099
169,386
172,589
177,641
180,504
181,975
181,333
183,672
187,321
190,787
194,125
198,862
199,973
203,169
207,788
212,706
221,821
220,932
222,857
228,276
231,905
234,525
237,403
238,315
235,034
233,594
231,228
232,137
234,199
238,580
241,417
245,677
248,926
1970–2017
2007–2017
1.9%
0.5%
Vehicle travel
Average annual
Fuel use
(billion miles)
miles per vehicle
(million gallons)
1,040
10,053
80,133
1,235
9,712
93,221
1,403
9,383
93,777
1,638
9,920
98,881
1,694
10,001
102,248
1,773
10,272
103,906
1,872
10,541
105,998
1,938
10,735
107,184
1,983
10,896
105,179
2,008
11,071
102,535
2,078
11,316
106,365
2,120
11,320
109,898
2,171
11,378
111,986
2,228
11,479
113,677
2,286
11,497
116,575
2,353
11,768
119,281
2,418
11,901
122,157
2,470
11,888
126,142
2,523
11,863
126,004
2,572
11,593
127,081
2,625
11,879
130,691
2,656
11,919
135,348
2,727
11,946
138,819
2,749
11,856
136,287
2,773
11,824
135,694
2,785
11,730
136,213
2,724
11,432
132,696
2,633
11,204
128,411
2,648
11,338
126,932
2,650
11,463
125,432
2,664
11,476
124,294
2,678
11,434
122,845
2,711
11,361
125,482
2,780
11,514
122,940
2,850
11,599
127,355
2,877
11,559
126,103
Average annual percentage change
2.2%
0.3%
1.0%
0.3%
-0.1%
-0.8%
Average fuel
economya per vehicle
(miles per gallon)
13.0
13.2
15.0
16.6
16.6
17.1
17.7
18.1
18.9
19.6
19.5
19.3
19.4
19.6
19.6
19.7
19.8
19.6
20.0
20.2
20.1
19.6
19.6
20.2
20.4
20.4
20.5
20.5
20.9
21.1
21.4
21.8
21.6
22.6
22.4
22.8
1.2%
1.1%
Sources:
Tables 4.1 and 4.2.
Average fuel economy for all light vehicles.
Beginning in this year the data were revised to include all vans (including mini-vans), pickups and sport utility
vehicles.
c
Due to FHWA methodology changes, data from 2009-on are not comparable with previous data.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
c
4–6
Because data on class 2b trucks are scarce, the U.S. DOE funded a study to investigate available sources of data.
In the final report, four methodologies are described to estimate the sales of class 2b trucks. The 1999 data are
the latest available for fuel use and vehicle miles of travel of class 2b trucks.
Table 4.4
Summary Statistics on Class 1, Class 2a, and Class 2b Light Trucks
Class (truck weight)
Class 1 (0-6,000 lbs)
Class 2a (6,001 – 8,500 lbs)
CY 1999
truck sales
(millions)
5.7
1.8
Class 2b (8,501 – 10,000 lbs)
0.5
2000
truck
population
(millions)
49.7
19.2
Percent
diesel
trucks in
population
0.3%
2.5%
Average
age
(years)
7.3
7.4
24.0%
8.6
5.8
Estimated
annual
milesa
(billions)
672.7
251.9
76.7
Estimated
fuel use
(billiona
gallons)
37.4
18.0
5.5
Estimated
fuel
economy
(miles per
gallon)
18.0
14.0
13.9
Note: CY - calendar year.
Source:
Davis, S.C. and L.F. Truett, Investigation of Class 2b Trucks (Vehicles of 8,500 to 10,000 lbs GVWR), ORNL/TM2002/49, March 2002, Table 16.
Table 4.5
Example of Class 2b Vehicle Models, 2017
Manufacturer
Chevrolet
Model
Silverado 2500HD
Type
Pickup
Chevrolet
Express 2500, 3500
Van
FCA
Dodge Ram 2500
Pickup
FCA
Dodge Ram ProMaster 1500
Van
Ford
E-Series 350
Van
Ford
F-250, F-350
Pickup
Ford
F-250, F-350 CC
Chassis Cab
Ford
Transit 150, 250, 350, 350HD
Van
Ford
Transit CC / CA 150, 250, 350, 350HD
Chassis Cab / Cutaway Van
GMC
Savana 2500
Van
GMC
Sierra 2500
Pickup
GMC
Yukon 2500
SUV
Mercedes-Benz
Sprinter
Van
Source:
Birky, Alicia, et al., Electrification Beyond Light-Duty: Class 2b-3 Commercial Vehicles, ORNL/TM-2017/744,
December 2017.
a
Estimates derived using 2000 population data and 1997 usage data. See source for details.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–7
Figure 4.1. Truck Registrations by Class and Type, 2014
Source:
Birky, Alicia, et al., Electrification Beyond Light Duty: Class 2b-3 Commercial Vehicles, ORNL/TM-2017/744,
December 2017.
Figure 4.2. Class 2b and 3 Registrations by Fuel Type, 2014
Source:
Birky, Alicia, et al., Electrification Beyond Light Duty: Class 2b-3 Commercial Vehicles, ORNL/TM-2017/744,
December 2017.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–8
Car sales in 2009 and 2010 were below 6 million but increased to more than 7.7 million by 2014 before declining
to 5.3 million in 2018. Consumer preference towards sport utility vehicles is likely the reason for the decline. In
1980, Chrysler/FCA, Ford and General Motors held 73.8% of the market; by 2018, that had dropped to 23.8%.
Table 4.6
New Retail Car Sales in the United States, 1970–2018
Calendar
year
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Domestica
1970–2018
2008–2018
-1.1%
-0.9%
7,112
6,945
6,580
8,205
6,917
6,162
6,286
6,742
7,255
7,114
7,206
6,862
6,705
6,919
6,762
6,254
5,817
5,473
5,333
5,473
5,417
5,197
4,491
3,558
3,791
4,146
5,120
5,433
5,610
5,595
5,146
4,593
4,087
Importb
Totalc
Percentage
(thousands)
imports
1,209
8,321
14.5%
1,541
8,486
18.2%
2,369
8,949
26.5%
2,775
10,979
25.3%
2,384
9,301
25.6%
2,023
8,185
24.7%
1,927
8,213
23.5%
1,776
8,518
20.9%
1,735
8,991
19.3%
1,506
8,620
17.5%
1,272
8,479
15.0%
1,355
8,217
16.5%
1,380
8,085
17.1%
1,719
8,638
19.9%
2,016
8,778
23.0%
2,098
8,352
25.1%
2,226
8,042
27.7%
2,083
7,556
27.6%
2,149
7,483
28.7%
2,187
7,660
28.5%
2,345
7,762
30.2%
2,365
7,562
31.3%
2,278
6,769
33.7%
1,843
5,402
34.1%
1,844
5,636
32.7%
1,947
6,093
32.0%
2,125
7,245
29.3%
2,153
7,586
28.4%
2,098
7,708
27.2%
1,922
7,517
25.6%
1,727
6,873
25.1%
1,488
6,081
24.5%
1,217
5,304
22.9%
Average annual percentage change
0.0%
-0.9%
-6.1%
-2.4%
Percentage
FCA/Ford/GM
salesd
e
e
73.8%
72.9%
65.7%
64.2%
65.8%
67.3%
65.9%
65.3%
64.1%
62.2%
59.7%
58.3%
55.0%
51.4%
48.4%
47.1%
44.9%
43.1%
40.5%
36.9%
34.2%
31.3%
31.7%
33.3%
31.6%
32.4%
31.2%
29.7%
27.9%
25.8%
23.8%
Percentage
diesel
0.07%
0.32%
4.32%
0.83%
0.08%
0.10%
0.06%
0.04%
0.04%
0.03%
0.09%
0.09%
0.14%
0.16%
0.26%
0.18%
0.39%
0.52%
0.40%
0.63%
0.82%
0.11%
0.11%
2.93%
2.69%
1.47%
2.69%
2.45%
2.41%
1.14%
0.12%
0.09%
0.08%
Source:
Domestic and import data - 1970–97: American Automobile Manufacturers Association, Motor Vehicle Facts and
Figures 1998, Detroit, MI, 1998, p. 15, and annual. 1997 data from Economic Indicators, 4th Quarter 1997.
1998–2018: Ward’s Communication, www.wardsauto.com.
Diesel data - Ward's Communications, www.wardsauto.com.
Any vehicle built in North America regardless of manufacturer.
Any vehicle built outside of North America regardless of manufacturer. Does not include import tourist
deliveries.
c
Sums may not add to totals due to rounding.
d
Includes Ford, General Motors, and Fiat-Chrysler (and predecessor entities).
e
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–9
Light trucks, which include pick-ups, minivans, sport-utility vehicles, and other trucks less than 10,000 pounds
gross vehicle weight (GVW), have grown more popular and by 2018 accounted for 68.6% of all light vehicle sales.
Imports accounted for 23.7% of 2018 light truck sales.
Table 4.7
New Retail Sales of Trucks 10,000 Pounds GVW and Less in the United States, 1970–2018
Calendar
year
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Light truck
salesa
(thousands)
1,457
2,053
1,960
3,688
4,548
4,122
4,629
5,351
6,033
6,053
6,519
6,797
7,299
8,073
8,386
8,598
8,633
8,938
9,254
9,114
8,574
8,305
6,246
4,834
5,758
6,449
6,975
7,693
8,484
9,578
10,296
10,738
11,609
1970–2018
2008–2018
4.4%
6.4%
Percentages
Importb
4.5%
10.0%
24.4%
22.6%
13.5%
13.1%
8.8%
7.1%
6.8%
6.6%
6.7%
8.5%
9.0%
9.6%
10.2%
11.4%
12.4%
13.7%
13.5%
13.3%
15.7%
16.7%
17.6%
18.3%
15.6%
15.2%
15.2%
16.1%
16.0%
18.6%
20.9%
22.4%
23.7%
FCA/Ford/GM
salesc
Dieseld
f
Not available
f
Not available
Not available
4.0%
78.2%
4.0%
80.9%
2.3%
79.4%
3.2%
83.1%
2.5%
83.4%
2.3%
82.9%
2.5%
83.4%
3.8%
83.8%
3.1%
81.9%
2.7%
80.5%
2.6%
78.0%
2.9%
76.1%
3.4%
75.3%
2.9%
74.7%
2.7%
72.4%
2.9%
70.1%
2.8%
68.2%
2.7%
63.9%
2.8%
61.9%
3.2%
61.2%
3.4%
57.8%
4.2%
57.6%
4.9%
59.4%
5.4%
57.7%
5.5%
57.3%
5.3%
57.6%
5.4%
57.0%
5.5%
55.6%
5.4%
54.2%
4.4%
53.1%
4.2%
Average annual percentage change
Light trucks of
all light
vehicle salese
14.8%
20.9%
17.5%
25.1%
32.8%
33.5%
36.0%
38.6%
40.2%
41.3%
43.5%
45.3%
47.4%
48.3%
48.9%
50.7%
51.8%
54.2%
55.3%
54.3%
52.5%
52.3%
48.0%
47.2%
50.5%
51.4%
49.0%
50.3%
52.4%
56.0%
60.0%
63.8%
68.6%
Source:
Ward’s Communications, www.wardsauto.com.
Includes all trucks of 10,000 pounds gross vehicle weight and less sold in the United States.
Excluding transplants.
c
Includes Ford, General Motors, and Fiat-Chrysler (and predecessor entities).
d
Based on model year factory installations from 1970-2016. Based on retail sales thereafter.
e
Includes cars and light trucks up to 10,000 lb gross vehicle weight.
f
Indicates less than 1 percent.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Light trucks
of total
truck sales
77.8%
78.6%
78.1%
77.7%
93.8%
94.4%
94.4%
94.2%
94.0%
93.2%
93.4%
93.4%
92.6%
92.0%
92.8%
94.3%
94.9%
95.0%
94.3%
93.1%
92.3%
93.3%
92.9%
93.0%
93.8%
92.7%
92.6%
92.7%
92.7%
92.7%
93.7%
93.6%
93.6%
4–10
The relationship between gallons used over a given distance and miles per gallon (mpg) is not linear. Thus, an
increase in fuel economy by 5 mpg does not translate to a constant fuel savings amount. Replacing a low-mpg car
or truck with one that has just slightly better fuel economy will save more fuel than replacing a high-mpg car or
truck with a more efficient vehicle. For example, replacing a truck that gets 10 mpg for a new one that gets 15 mpg
will save 33 gallons of fuel for every 1,000 miles driven. In contrast, replacing a 30-mpg car with a new car that
gets 35 mpg will save 5 gallons of fuel for every 1,000 miles driven.
Figure 4.3. Fuel Use versus Fuel Economy
Note: Each category on the horizontal axis shows a five-mile per gallon improvement in fuel economy.
Source:
U.S. Department of Energy fuel economy data www.fueleconomy.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–11
The fuel economy values that manufacturers must use to comply with the Corporate Average Fuel Economy (CAFE)
standards are not the same as fuel economy values on new vehicle window stickers. Nor are they the same as the
real-world estimates published in Tables 4.9, 4.11, and 4.12. The number of test cycles used and the weighting of
city and highway mileage differs with these three fuel economy metrics. The example of a 2017 Toyota Prius Eco
shows a combined fuel economy of 81 miles per gallon (mpg) for CAFE purposes, 56 mpg for the window sticker,
and 55 mpg as the best real-world estimate. The fuel economy difference is not constant among vehicle models.
Table 4.8
Fuel Economy Comparison Among CAFE, Window Sticker, and Real-World Estimates
for the 2017 Toyota Prius Eco
Fuel economy
metric
CAFE unadjusted
2-cycle test
New vehicle
window sticker
Estimated realworld
Purpose
Basis for manufacturer
compliance with CAFE
standards
Consumer information to
compare individual vehicles
Best estimate of real-world
performance
Fuel economy value
(miles per gallon)
Combined
City
Hwy
City/Hwy
City/highway
weighting
Test basis
55%/45%
2-cycle
84
78
81
55%/45%
5-cycle
58
53
56
43%/57%
5-cycle
58
53
55
Notes: CAFE estimates and standards are shown in Tables 4.27 and 4.28. Test cycles are shown in Figures 4.84.12.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
www.epa.gov/fuel-economy-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–12
The production-weighted fuel economy of cars increased dramatically from 1975 (13.5 mpg) to 1985 (23.0 mpg)
but rose only 0.5 mpg from 1985 to 2005. Since 2005, fuel economy rose 7.3 mpg—from 23.5 mpg in 2005 to 30.8
mpg in 2018. The fuel economy values have been adjusted to provide the best estimate of real-world performance.
Table 4.9
Production, Production Shares, and Production-Weighted Fuel Economies of New Domestic and
Import Cars, Model Years 1975-2018a
Car
Model year
1975
1980
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018 c
Production
(thousands)
8,237
9,443
8,810
8,524
8,108
8,456
8,415
9,396
7,890
8,334
7,971
8,376
9,125
8,405
8,301
7,921
7,537
8,027
7,993
8,082
7,319
5,636
6,061
5,743
7,393
8,226
7,639
7,899
7,130
6,977
d
Production
share (%)b
99.9%
100.0%
99.3%
97.4%
97.1%
94.7%
96.2%
97.7%
96.5%
95.8%
94.6%
94.5%
93.7%
91.9%
93.2%
93.2%
92.2%
90.8%
91.4%
89.8%
88.8%
90.3%
86.9%
82.6%
85.4%
84.5%
83.0%
82.3%
79.2%
78.1%
81.2%
Fuel
economy
(mpg)
13.5
20.0
23.3
23.4
23.1
23.5
23.3
23.4
23.3
23.4
23.4
23.0
22.9
23.0
23.1
23.3
23.1
23.5
23.3
24.1
24.3
25.3
26.2
25.8
27.6
28.4
28.4
29.0
29.2
30.2
30.8
Car SUV
Production
(thousands)
10
0
65
224
243
473
332
220
287
361
454
488
617
743
603
575
639
813
751
919
924
608
915
1,207
1,265
1,514
1,566
1,701
1,870
1,961
d
Production
share (%)b
0.1%
0.0%
0.7%
2.6%
2.9%
5.3%
3.8%
2.3%
3.5%
4.2%
5.4%
5.5%
6.3%
8.1%
6.8%
6.8%
7.8%
9.2%
8.6%
10.2%
11.2%
9.7%
13.1%
17.4%
14.6%
15.5%
17.0%
17.7%
20.8%
21.9%
18.8%
Fuel
economy
(mpg)
11.1
14.6
18.8
18.2
17.8
17.0
18.0
17.8
18.4
19.2
18.2
18.5
17.9
18.8
19.3
19.9
20.0
20.2
20.5
20.6
21.2
22.0
23.0
23.5
23.3
24.3
24.4
25.1
26.2
26.2
26.8
Note: See Table 4.11 for all cars (car + car SUV). See Table 4.9 for car SUV listing.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources: (Additional
resources: www.epa.gov/fuel-economy-trends)
The fuel economy data on this table are adjusted to provide the best estimate of real world performance. See
section 10 of the source document for details on adjustment methodology. These data are typically 20-25% lower
than Corporate Average Fuel Economy data.
b
Production share is based on total of cars plus car SUVs. Percentages may not sum to totals due to rounding.
c
Data for 2018 are preliminary.
d
Data are not available.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–13
A vehicle classification was created to match the Corporate Average Fuel Economy (CAFE) methodology. Under
CAFE, two-wheel drive sport utility vehicles that are under 6,000 lb gross vehicle weight and have off road
capabilities will be held to the same standards as cars. The Environmental Protection Agency has labeled these
vehicles as “car SUVs.”
Table 4.10
Definition of Car Sport Utility Vehicles in Model Year 2018
Acura RDX FWD
Buick Encore
Buick Envision FWD
BYD Motors e6
Chevrolet Equinox AWD
Chevrolet Equinox FWD
Chevrolet TRAX
Dodge Journey
Fiat 500X
Ford ECOSPORT FWD
Ford Edge FWD
Ford Escape FWD
Ford Escape FWD FFV
GMC Terrain FWD
Honda CR-V FWD
Hyundai Santa Fe Sport AWD
Hyundai Santa Fe Sport FWD
Hyundai Santa Fe Sport Ultimate AWD
Hyundai Tucson AWD
Hyundai Tucson FWD
Jeep Cherokee FWD
Jeep Compass 4X2
Jeep Renegade 4x2
Kia Sportage FE FWD
Kia Sportage FWD
Lexus RX 350
Lincoln MKC FWD
Lincoln MKX FWD
Mazda CX-5 2WD
Mercedes GLA 250
Mercedes GLC 300
Mitsubishi Outlander Sport 2WD
Nissan Rogue FWD
Nissan Rogue FWD Hybrid
Tesla Model X 100D
Tesla Model X 75D
Tesla Model X P100D
Toyota RAV4
Toyota RAV4 LE/XLE
VW Tiguan
Note: 2WD = Two-wheel drive. 4WD = Four-wheel drive. AWD = All-wheel drive. FWD = Front-wheel drive.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
www.epa.gov/fuel-economy-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–14
Production of sport utility vehicles (SUVs) has grown substantially since 1975. The production-weighted fuel
economy of truck SUVs was nearly 23 mpg in 2017. Estimates show 66% of all light trucks produced in 2018
were truck SUVs.
Table 4.11
Production, Production Shares, and Production-Weighted Fuel Economies of New Domestic
and Import Light Trucks, Model Years 1975-2018a
Pickup
Model
Year
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018c
Production
(Thousands)
1,343
1,437
2,078
2,532
2,147
2,459
2,232
1,835
1,920
1,840
2,002
2,669
2,271
1,955
2,408
2,415
2,544
2,612
2,519
2,380
2,474
2,505
2,300
2,188
2,113
1,794
989
1,276
1,479
1,357
1,577
1,929
1,786
1,907
2,054
d
Share
(%)b
67.9%
77.1%
58.0%
59.0%
53.2%
55.3%
51.6%
49.1%
50.2%
48.1%
46.8%
49.6%
41.1%
39.4%
41.8%
40.0%
40.1%
38.2%
39.0%
33.0%
34.0%
33.3%
32.6%
34.4%
33.7%
31.7%
32.2%
30.8%
29.2%
28.3%
28.9%
30.6%
25.0%
26.2%
25.4%
27.5%
Fuel
Economy
(mpg)
11.9
16.5
18.2
18.9
19.0
18.1
17.8
17.4
18.2
17.5
17.6
17.4
16.9
17.1
16.8
17.0
16.3
16.7
16.0
15.8
16.1
15.7
15.8
16.1
16.2
16.5
16.9
16.9
17.2
17.2
17.5
18.0
18.8
18.9
18.9
19.3
Van
Production
(Thousands)
457
242
855
1,044
1,114
1,133
1,278
1,262
1,034
1,221
1,441
1,418
1,662
1,409
1,265
1,489
1,463
1,691
1,232
1,243
1,232
953
1,481
1,166
847
790
368
559
521
662
571
672
655
630
617
d
Share
(%)b
23.1%
13.0%
23.9%
24.3%
27.6%
25.5%
29.5%
33.7%
27.0%
31.9%
33.7%
26.4%
30.1%
28.4%
22.0%
24.7%
23.0%
24.8%
19.1%
17.2%
16.9%
12.7%
21.0%
18.3%
13.5%
14.0%
12.0%
13.5%
10.3%
13.8%
10.5%
10.6%
9.2%
8.7%
7.6%
6.8%
Fuel
Economy
(mpg)
11.1
14.1
16.5
17.5
17.7
17.9
17.8
17.8
17.9
17.9
18.2
17.8
18.1
18.3
18.2
18.7
18.3
18.6
18.0
18.7
19.0
19.2
19.3
19.5
19.5
19.8
20.1
20.1
20.9
21.3
21.1
21.3
21.8
21.7
22.2
22.9
Truck SUV
Production
(Thousands)
177
184
648
714
779
859
818
643
871
761
838
1,291
1,596
1,603
2,089
2,127
2,342
2,526
2,707
3,588
3,571
4,075
3,272
3,006
3,314
3,072
1,714
2,305
3,069
2,771
3,310
3,706
4,697
4,730
5,402
d
Share
(%)b
9.0%
9.9%
18.1%
16.6%
19.3%
19.3%
18.9%
17.2%
22.8%
19.9%
19.6%
24.0%
28.9%
32.3%
36.3%
35.3%
36.9%
37.0%
41.9%
49.8%
49.1%
54.1%
46.4%
47.3%
52.8%
54.3%
55.8%
55.7%
60.5%
57.9%
60.6%
58.8%
65.8%
65.1%
66.9%
65.6%
Fuel
Economy
(mpg)
11.0
13.2
16.5
17.0
17.3
17.0
16.6
16.4
16.7
16.2
16.3
16.0
16.0
16.2
16.1
16.2
16.1
16.0
16.4
16.3
16.4
16.5
16.7
17.2
17.7
18.2
19.3
19.7
19.8
20.0
20.8
21.6
21.9
22.2
22.4
23.0
Note: Data include pickups, vans, and truck SUV less than 8,500 lb. Beginning with 2011, truck SUV and passenger
vans up to 10,000 lb were also included. See Table 4.11 for all light trucks (pickup + van + truck SUV).
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
The fuel economy data on this table are adjusted to provide the best estimate of real world performance. See
section 10 of the source document for details on adjustment methodology. These data are typically 20-25% lower
than Corporate Average Fuel Economy data.
b
Production share is based on the total of pickups, plus vans and truck SUVs. Percentages may not sum to
totals due to rounding.
c
Data for 2018 are preliminary.
d
Data are not available.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–15
The average fuel economy of cars more than doubled from 1975 to 2018 while the average fuel economy of light
trucks grew by 88% in that same time period. This was not steady annual growth, but growth in the 1970’s and
early 1980’s followed by a long period with little improvement. Growth resumed around 2008-2009.
Table 4.12
Production and Production-Weighted Fuel Economies of New Domestic and Import Cars,
Light Trucks and Light Vehicles, Model Years 1975-2018a
Model
Year
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018c
All Carsb
Production
Fuel
(Thousands) Economy (mpg)
8,247
13.5
9,444
20.0
10,879
23.0
8,875
23.3
9,616
23.3
8,177
23.1
8,695
23.2
8,425
23.0
8,865
22.7
9,742
22.5
9,148
22.6
8,904
22.8
8,496
23.0
8,176
22.9
8,839
23.1
8,744
23.0
9,001
23.7
8,243
23.9
6,244
25.0
6,976
25.7
6,949
25.4
8,659
26.9
9,740
27.7
9,205
27.6
9,601
28.2
9,000
28.5
8,938
29.2
d
29.9
All Light Trucks
Production
Fuel
(Thousands)
Economy (mpg)
1,977
11.6
1,863
15.8
3,581
17.5
3,740
17.4
5,529
17.0
4,967
17.2
5,762
16.8
6,030
17.1
6,350
16.6
6,829
16.8
6,458
16.5
7,211
16.5
7,277
16.7
7,533
16.5
7,053
16.9
6,360
17.2
6,275
17.4
5,656
17.8
3,071
18.5
4,141
18.8
5,069
19.1
4,790
19.3
5,458
19.8
6,307
20.3
7,138
21.1
7,267
21.2
8,072
21.4
d
21.8
All Light Vehicles
Production
Fuel
(Thousands)
Economy (mpg)
10,224
13.1
11,307
19.2
14,460
21.3
12,615
21.2
15,145
20.5
13,144
20.4
14,457
20.2
14,455
20.1
15,215
19.7
16,571
19.8
15,606
19.6
16,115
19.5
15,773
19.6
15,709
19.3
15,892
19.9
15,104
20.1
15,276
20.6
13,898
21.0
9,316
22.4
11,116
22.6
12,018
22.3
13,449
23.6
15,198
24.2
15,512
24.1
16,739
24.6
16,267
24.7
17,011
24.9
d
25.4
Note: Data include pickups, vans, and truck SUV less than 8,500 lb. Beginning with 2011, truck SUVs and
passenger vans up to 10,000 lb were also included.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
www.epa.gov/fuel-economy-trends)
a
The fuel economy data on this table are adjusted to provide the best estimate of real world performance. See
section 10 of the source document for details on adjustment methodology. These data are typically 20-25% lower
than Corporate Average Fuel Economy data.
b
All Cars include both car and car SUV categories.
c
Data for 2018 are preliminary.
d
Data are not available, but 51.7% of all light vehicles were cars (car + car SUV) and 48.3% were light trucks
(pickups, vans, and truck SUV) in 2018.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–16
Back in 1975 only 19.3% of new light vehicles produced were light trucks. Because of the boom in production of
minivans, sport utility vehicles, and pick-up trucks, that number rose to over 40% in 1998. In 2018, 48.3% of light
vehicles produced were light trucks. The car SUV category was 9.7% of production in 2018 and the truck SUVs
were 31.7%.
Table 4.13
Light Vehicle Production Sharesa, Model Years 1975–2018
Model
Year
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018c
Car
80.6%
83.5%
74.6%
69.8%
67.8%
66.6%
64.0%
59.6%
62.0%
60.0%
57.6%
55.1%
55.1%
55.1%
53.9%
51.5%
50.2%
48.0%
50.5%
52.9%
52.9%
52.7%
60.5%
54.5%
47.8%
55.0%
54.1%
49.2%
47.2%
43.8%
41.0%
42.0%
Car
SUV
0.1%
0.0%
0.6%
0.5%
1.8%
2.0%
3.6%
2.3%
1.5%
2.2%
2.5%
3.1%
3.2%
3.7%
4.8%
3.7%
3.6%
4.1%
5.1%
5.0%
6.0%
6.6%
6.5%
8.2%
10.0%
9.4%
10.0%
10.1%
10.2%
11.5%
11.5%
9.7%
Pickup
13.1%
12.7%
14.4%
14.5%
15.3%
15.1%
15.2%
18.9%
15.0%
14.9%
16.7%
16.7%
16.7%
15.8%
16.1%
14.8%
15.7%
15.9%
14.5%
14.5%
13.8%
12.9%
10.6%
11.5%
12.3%
10.1%
10.4%
12.4%
10.7%
11.7%
12.1%
13.3%
Van
4.5%
2.1%
5.9%
10.0%
8.2%
10.0%
10.9%
10.0%
11.0%
10.7%
8.8%
10.3%
9.6%
10.2%
7.9%
7.7%
7.8%
6.1%
9.3%
7.7%
5.5%
5.7%
4.0%
5.0%
4.3%
4.9%
3.8%
4.3%
3.9%
3.9%
3.6%
3.3%
Truck
SUV
1.7%
1.6%
4.5%
5.1%
6.9%
6.2%
6.3%
9.1%
10.5%
12.2%
14.5%
14.7%
15.4%
15.2%
17.3%
22.3%
22.6%
25.9%
20.6%
19.9%
21.7%
22.1%
18.4%
20.7%
25.5%
20.6%
21.8%
23.9%
28.1%
29.1%
31.8%
31.7%
Total Light
Vehicles
Produced
(thousands)
10,224
11,306
14,460
12,615
12,573
12,172
13,211
14,125
15,145
13,144
14,458
14,456
15,215
16,571
15,605
16,115
15,773
15,709
15,892
15,104
15,276
13,898
9,316
11,116
12,018
13,449
15,198
15,512
16,739
16,267
17,011
d
Production Share
Light
Carsb
Trucks
80.7%
19.3%
83.5%
16.5%
75.2%
24.8%
70.4%
29.6%
69.6%
30.4%
68.6%
31.4%
67.6%
32.4%
61.9%
38.1%
63.5%
36.5%
62.2%
37.8%
60.1%
39.9%
58.3%
41.7%
58.3%
41.7%
58.8%
41.2%
58.6%
41.4%
55.3%
44.7%
53.9%
46.1%
52.0%
48.0%
55.6%
44.4%
57.9%
42.1%
58.9%
41.1%
59.3%
40.7%
67.0%
33.0%
62.8%
37.3%
57.8%
42.2%
64.4%
35.6%
64.1%
35.9%
59.3%
40.7%
57.4%
42.6%
55.3%
44.7%
52.5%
47.5%
51.7%
48.3%
Note: Light truck data include pickups, vans, and truck SUVs less than 8,500 lb. Beginning with 2011, SUV and
passenger vans up to 10,000 lb were also included.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
Percentages may not sum to totals due to rounding.
Cars include both car and car SUV categories.
c
Data for 2018 are preliminary.
d
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–17
The effects of the Japanese earthquake/tsunami in 2011 are apparent in the large decline in car production for that
year. Light trucks were gaining market share from the early 1980s until 2004, mainly due to increases in the market
share of sport utility vehicles (SUVs) and pickup trucks. Car SUVs are two-wheel drive SUVs that are counted as
cars in the Corporate Average Fuel Economy Standards for model years 2011-on. A listing of the makes/models of
car SUVs is in Table 4.10.
Figure 4.4. Light Vehicle Production Shares, Model Years 1975–2018
Source:
See Table 4.13.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–18
The number of transmission speeds in new light-duty vehicles has been growing over the last few decades. By 2018,
96% of cars and 95% of light trucks were at least six speeds. The share of light truck transmissions in the 9+
category grew to 22% in 2018. Continuously variable transmissions (CVTs) were almost one-third of car
production and 13% of light truck production. A greater number of gears improves fuel economy and performance
by more closely matching the wheel speed to the optimum engine speed.
Figure 4.5. Car and Light Truck Production by Transmission Speed, Model Years 1980-2018
Note: Data are production-weighted averages for each model year. Data for model year 2018 are preliminary. CVT
data include both hybrid and non-hybrid. Data include light trucks less than 8,500 lb. Beginning with 2011, SUVs
and passenger vans up to 10,000 lb were also included.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–19
Increased performance typically comes as a trade-off with fuel economy. But light vehicle manufacturers have been
able to employ advanced technologies to improve both performance and fuel economy. Despite a 128% increase in
horsepower and 49% improvement in acceleration from model year 1980 to 2018, the fuel economy of vehicles
improved 32%. In the 1990s and early 2000s, fuel economy decreased while vehicle weight increased. Fuel
economy has improved nearly every year since 2004.
Figure 4.6. Horsepower, Fuel Economy, Weight, and 0-60 Time for New Light Vehicles,
Model Years 1980-2018
Note: Data are production-weighted averages for each model year and do not represent any individual vehicle. Data
for model year 2018 are preliminary. Data include light trucks less than 8,500 lb. Beginning with 2011, SUVs and
passenger vans up to 10,000 lb were also included.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–20
Manufacturers have introduced new technologies that have played a significant role in improving the fuel economy
of passenger cars. Turbocharging has enabled manufacturers to downsize engines without sacrificing performance
while gasoline direct injection has improved combustion efficiency in the engine. Cylinder deactivation is another
strategy for reducing engine displacement that shuts down cylinders under light load conditions. Stop-start reduces
unnecessary idling by automatically shutting down the engine when the vehicle is stopped and restarting the engine
only when needed. Continuously variable transmissions improve efficiency by maintaining optimum engine speed
as the vehicle speed varies. Penetration of direct injection has grown rapidly and was installed on 54.1% of all new
cars in 2018. Turbochargers were installed on 35.9% of new cars produced in 2018.
Table 4.14
Car Technology Penetration, 1996-2018
Model
year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018b
Turbo
0.3%
0.7%
1.4%
2.5%
2.2%
3.3%
3.9%
2.0%
3.6%
2.4%
3.2%
3.6%
4.5%
4.0%
4.1%
8.2%
9.7%
15.1%
18.1%
18.1%
23.6%
29.0%
35.9%
Continuously
variable
transmission
(non-hybrid)
0.0%
0.1%
0.1%
0.0%
0.0%
0.0%
0.1%
1.0%
0.9%
1.1%
1.2%
6.7%
7.7%
8.3%
8.4%
8.8%
11.0%
13.7%
21.3%
26.3%
27.2%
29.1%
26.7%
Continuously
variable
transmission
(hybrid)
Gasoline
direct
injection
Cylinder
deactivation
Stop-start
(non-hybrid)
Stop-start
(hybrid)
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
0.2%
0.3%
0.5%
0.8%
1.7%
1.5%
3.0%
3.2%
2.8%
5.5%
3.1%
4.0%
4.3%
3.7%
3.6%
2.4%
2.7%
3.9%
a
a
a
a
a
a
a
a
a
a
a
a
a
1.0%
2.0%
0.9%
2.0%
1.8%
2.1%
1.3%
1.7%
1.9%
2.2%
2.2%
2.1%
3.0%
3.3%
a
0.1%
0.2%
0.3%
0.6%
0.9%
1.9%
1.5%
3.2%
3.3%
2.9%
5.6%
3.4%
4.6%
5.3%
4.1%
4.0%
2.7%
3.4%
4.9%
a
a
a
0.3%
3.1%
4.2%
9.2%
18.4%
27.4%
37.3%
42.7%
44.0%
49.6%
52.4%
51.7%
a
a
a
a
a
a
a
a
0.9%
2.9%
6.8%
8.3%
8.9%
15.8%
21.3%
a
Note: Based on production. Car category includes car SUV. See Table 4.9 for car SUV listing.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
a
b
The Environmental Protection Agency did not record market penetration for this technology in this year.
Data for 2018 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–21
Manufacturers have introduced a number of engine and transmission technologies to improve the fuel efficiency
and performance of light trucks. Gasoline direct injection has seen rapid market penetration from about 1% of all
new light trucks produced in 2008 to nearly half by 2018. Cylinder deactivation, turbocharging, and stop-start
have all seen increased penetration with each of these technologies reaching more than 20% of production for
light trucks in 2018. The penetration of continuously variable transmissions (CVT) is lower for light trucks than
for cars because CVTs are not generally well suited to the high horsepower and high torque requirements of
pickup trucks and large SUVs that provide greater load hauling and towing capability.
Table 4.15
Light Truck Technology Penetration, 2002-2018
Model
year
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018b
Turbo
a
0.2%
0.8%
0.7%
0.6%
1.0%
1.0%
1.7%
1.8%
4.9%
6.1%
11.8%
9.9%
12.6%
15.3%
17.3%
25.4%
Continuously
variable
transmission
(non-hybrid)
0.0%
0.6%
0.6%
1.7%
1.6%
2.9%
2.3%
5.1%
5.1%
6.9%
5.9%
8.4%
9.8%
15.0%
13.6%
13.8%
11.9%
Continuously
variable
transmission
(hybrid)
Gasoline
direct
injection
Cylinder
deactivation
Stop-start
(non-hybrid)
Stop-start
(hybrid)
a
a
a
a
a
a
a
a
a
0.1%
1.5%
0.7%
1.3%
0.9%
0.8%
0.4%
0.3%
0.4%
0.3%
0.3%
0.8%
1.0%
1.3%
a
0.0%
0.1%
1.5%
0.8%
1.3%
0.9%
0.9%
0.4%
0.4%
0.4%
0.4%
0.3%
0.8%
1.1%
2.1%
a
a
a
a
1.1%
4.2%
6.8%
11.3%
13.5%
18.4%
29.7%
39.0%
46.2%
46.6%
49.7%
a
0.5%
5.9%
16.4%
13.6%
18.3%
13.8%
20.6%
19.6%
18.1%
22.9%
21.7%
20.7%
21.8%
20.9%
a
a
a
a
a
a
a
a
0.3%
1.1%
2.5%
5.6%
10.3%
20.0%
35.7%
a
Note: Based on production. Data include pickups, vans, and truck SUV less than 8,500 lb. Beginning with 2011,
truck SUVs and passenger vans up to 10,000 lb were also included.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
a
b
The Environmental Protection Agency did not record market penetration for this technology in this year.
Data for 2018 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–22
The production-weighted average engine displacement of cars in 1975 was 4.72 liters but had declined to 2.23
liters by 2018. Car SUVs also experienced a decline in engine displacement. For a list of car SUVs, see
Table 4.10.
Table 4.16
Production-Weighted Engine Size of New Domestic and Import Cars
Model Years 1975-2018
(litersa)
Model Year
Car
Car SUV
1975
4.73
4.29
1980
3.08
4.59
1985
2.90
2.80
1986
2.74
2.78
1987
2.65
2.93
1988
2.63
3.26
1989
2.67
3.70
1990
2.67
3.42
1991
2.66
3.52
1992
2.78
3.44
1993
2.73
3.91
1994
2.75
3.42
1995
2.74
3.51
1996
2.71
3.52
1997
2.68
3.11
1998
2.68
3.58
1999
2.72
3.45
2000
2.71
3.47
2001
2.70
3.17
2002
2.71
3.00
2003
2.71
2.97
2004
2.76
3.13
2005
2.72
3.05
2006
2.82
3.01
2007
2.71
3.04
2008
2.70
2.93
2009
2.54
2.87
2010
2.56
2.81
2011
2.61
2.72
2012
2.42
2.74
2013
2.37
2.63
2014
2.40
2.52
2015
2.37
2.51
2016
2.32
2.33
2017
2.26
2.25
2018b
2.23
2.11
Annual average percentage change
1975–2018
-1.7%
-1.6%
2008–2018
-1.9%
-3.2%
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
a
b
1 liter = 61.02 cubic inches.
Data for 2018 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–23
The production-weighted engine size of truck sport utility vehicles (SUVs) declined an average of 2.4% per year
from 2008 to 2018, while the engine size of pickups in 2018 decreased by only 0.9%.
Table 4.17
Production-Weighted Engine Size of New Domestic and Import Light Trucks,
Model Years 1975-2018
(litersa)
Model Year
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018b
1975-2018
2008-2018
Pickup
Van
5.02
5.20
3.86
4.72
3.63
3.87
4.04
3.69
3.80
3.60
4.01
3.64
4.00
3.57
4.06
3.70
4.20
3.79
4.12
3.61
4.33
3.61
4.13
3.56
4.38
3.65
4.18
3.55
4.41
3.75
4.45
3.57
4.33
3.59
4.61
3.58
4.65
3.53
4.55
3.54
4.69
3.59
4.69
3.60
4.70
3.53
4.80
3.51
4.63
3.47
4.69
3.44
4.62
3.43
4.80
3.49
4.54
3.32
4.36
3.37
4.48
3.37
4.29
3.30
Annual average percentage change
-0.4%
-1.1%
-0.9%
-0.9%
Truck SUV
5.44
4.83
3.63
3.85
3.82
3.85
4.00
4.01
4.01
4.24
4.19
4.14
4.14
4.15
3.92
4.01
4.05
4.13
4.00
3.87
3.94
3.76
3.46
3.48
3.56
3.52
3.36
3.21
3.24
3.13
3.11
2.95
-1.4%
-2.4%
Note: Data include pickups, vans, and truck SUV less than 8,500 lb. Beginning with 2011, truck SUVs and
passenger vans up to 10,000 lb were also included.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
a
b
1 liter = 61.02 cubic inches.
Data for 2018 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–24
The production-weighted loaded vehicle weight of cars declined by 525 lb from 1975 to 2018, while car SUVs
declined by 222 lb.
Table 4.18
Production-Weighted Loaded Vehicle Weighta of New Domestic and Import Cars,
Model Years 1975–2018
(pounds)
Model Year
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018b
Car
4,058
3,101
3,093
3,041
3,031
3,047
3,099
3,176
3,154
3,240
3,207
3,250
3,263
3,282
3,274
3,306
3,365
3,369
3,380
3,391
3,417
3,462
3,463
3,534
3,507
3,527
3,464
3,474
3,559
3,452
3,465
3,497
3,489
3,468
3,470
3,532
Annual average percentage change
1975-2018
-0.3%
2008-2018
0.0%
Car SUV
4,000
4,000
3,469
3,479
3,492
3,495
3,497
3,518
3,733
3,713
3,848
3,735
3,763
3,710
3,549
3,824
3,831
3,870
3,765
3,747
3,716
3,854
3,848
3,876
3,935
3,902
3,846
3,949
3,890
3,915
3,966
3,865
3,868
3,782
3,855
3,778
-0.1%
-0.3%
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
a
b
Loaded vehicle weight is equal to the vehicle’s curb weight plus 300 pounds.
Data for 2018 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–25
The production-weighted loaded vehicle weight of pickups, vans, and truck SUVs increased from 1975 to 2018.
Pickups gained more than 1,100 lb while vans gained 290 lb and truck SUVs gained 225 lb.
Table 4.19
Production-Weighted Loaded Vehicle Weight of New Domestic and Import Light Trucks,
Model Years 1975–2018
(pounds)
Model Year
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018b
Pickup
4,012
3,740
3,642
3,928
3,779
3,976
3,996
4,056
4,182
4,190
4,415
4,282
4,486
4,340
4,551
4,690
4,642
4,939
4,988
4,968
5,144
5,161
5,176
5,309
5,268
5,335
5,429
5,485
5,165
5,150
5,217
5,184
Annual average percentage change
1975-2018
0.6%
2008-2018
0.0%
Van
Truck SUV
0.2%
-0.1%
0.1%
-0.6%
4,196
4,353
3,975
4,095
4,133
4,151
4,105
4,156
4,110
4,195
4,240
4,183
4,306
4,276
4,518
4,394
4,393
4,487
4,430
4,475
4,479
4,527
4,572
4,533
4,502
4,442
4,543
4,489
4,416
4,459
4,503
4,485
4,214
4,237
4,092
4,098
4,157
4,204
4,331
4,331
4,323
4,386
4,463
4,450
4,518
4,602
4,546
4,636
4,754
4,756
4,756
4,715
4,797
4,727
4,548
4,555
4,665
4,640
4,584
4,483
4,533
4,482
4,510
4,438
Note: Data include pickups, vans, and truck SUV less than 8,500 lb. Beginning with 2011, truck SUVs and
passenger vans up to 10,000 lb were also included.
Source:
U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends Report: Greenhouse Gas Emissions, Fuel
Economy, and Technology since 1975, EPA-420-R-19-002, March 2019. (Additional resources:
https://www.epa.gov/automotive-trends)
a
b
Loaded vehicle weight is equal to the vehicle’s curb weight plus 300 pounds.
Data for 2018 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–26
The average light vehicle in 2017 contained more than 2,000 pounds of steel, most of it conventional steel. High
and medium strength steel, however, were more than 19% of the vehicle. The use of aluminum grew from 1995 to
2017, while the use of iron castings declined.
Table 4.20
Average Material Consumption for a Domestic Light Vehicle,a
Model Years 1995, 2000, and 2017
Material
Regular steel
High and medium strength steel
Stainless steel
Other steels
Iron castings
Aluminum
Magnesium castings
Copper and brass
Lead
Zinc castings
Powder metal parts
Other metals
Plastics and plastic composites
Rubber
Coatings
Textiles
Fluids and lubricants
Glass
Other materials
Total
Pounds
1,630
324
51
46
466
231
4
50
33
19
29
4
240
149
23
42
192
97
64
3,694
1995
Percentage
44.1%
8.8%
1.4%
1.2%
12.6%
6.3%
0.1%
1.4%
0.9%
0.5%
0.8%
0.1%
6.5%
4.0%
0.6%
1.1%
5.2%
2.6%
1.7%
100.0%
Pounds
1,655
408
62
26
432
268
8
52
36
13
36
4
286
166
25
44
207
103
71
3,902
2000
Percentage
42.4%
10.5%
1.6%
0.7%
11.1%
6.9%
0.2%
1.3%
0.9%
0.3%
0.9%
0.1%
7.3%
4.3%
0.6%
1.1%
5.3%
2.6%
1.8%
100.0%
Pounds
1,222
765
72
31
243
416
8
69
37
9
44
5
342
206
29
46
222
95
92
2017
Percentage
30.9%
19.3%
1.8%
0.8%
6.1%
10.5%
0.2%
1.8%
0.9%
0.2%
1.1%
0.1%
8.6%
5.2%
0.7%
1.2%
5.6%
2.4%
2.6%
3,953
Source:
Ward’s Communications, www.wardsauto.com. (Original source: American Chemistry Council)
a
Data are for vehicles built in North America. Percentages may not sum to totals due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
100.0%
4–27
In the automotive industry, a tier 1 supplier is a company that sells directly to the original equipment manufacturer
(OEM). Globally, Robert Bosch GMbH is the top automotive supplier. Of the top 20 global tier 1 suppliers, only
Magna International has half its market in North America (50%).
Table 4.21
List of Top Twenty Tier 1 Global Suppliers, 2018
Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Company
Robert Bosch GMbH
Denso Corp.
Magna International, Inc.
Continental AG
ZF Friedrichshafen AG
Aisin Seiki
Hyundai Mobis
Lear Corp.
Faurecia
Valeo SA
Yazaki Corp.
Panasonic Automotive Systems Co
Adient (spun from Johnson Controls)
Sumitomo Electric Industries
Yanfeng Automotive Trim Systems Co.
Thyssenkrupp AG
Mahle GmbH
JTEKT Corp.
BASF
Apitiv
Headquarters
location
Germany
Japan
Canada
Germany
Germany
Japan
Korea
United States
France
France
Japan
Japan
United States
Japan
China
Germany
Germany
Japan
Germany
Ireland
North
America
17%
23%
50%
28%
28%
17%
12%
36%
25%
20%
31%
34%
30%
24%
19%
25%
27%
19%
26%
38%
Market share
Europe
45%
12%
42%
50%
47%
9%
9%
41%
51%
46%
17%
16%
27%
Asia
36%
64%
6%
22%
21%
75%
76%
19%
19%
32%
52%
50%
43%
Rest of
World
2%
1%
2%
0%
4%
2%
3%
4%
5%
2%
0%
0%
0%
Total
100%
100%
100%
100%
100%
103%
100%
100%
100%
100%
100%
100%
100%
12%
65%
48%
16%
42%
31%
69%
8%
20%
59%
23%
29%
0%
2%
5%
6%
9%
2%
100%
100%
100%
100%
100%
100%
a
a
a
Source:
Crain Communications, Automotive News Supplement, "Top Suppliers," June 2019. (Additional resources:
www.autonews.com)
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
a
4–28
There are 23 U.S.-based companies in the top 100 automotive global suppliers. Nine of these companies had at
least half of their sales in North America in 2018.
Table 4.22
U.S.-Based Tier 1 Suppliers in the Global Top 100, 2018
Rank
8
13
Company
Lear Corp.
Adient (spun from
Johnson Controls)
Percent
North American
sales
36%
30%
22
BorgWarner, Inc.
34%
26
Tenneco, Inc.
47%
31
Flex-N-Gate Corp.
80%
33
Dana Holding Corp.
50%
40
American Axle & Mfg
Holdings, Inc
78%
60
Nexteer Automotive
67%
63
Federal-Mogul Corp.
43%
71
Cooper Standard
Automotive
DuPont,
Transportation &
Industry
Flex
72
Visteon Corp.
24%
73
Novelis Inc.
56%
76
Piston Group
100%
64
69
53%
24%
50%
Products
Seating & electrical systems (E-Systems)
Seating & seating systems & components
Turbochargers, electric motors, electronic control units,
engine valve-timing, ignition systems, thermal systems,
transmission-clutch systems, transmission-control &
torque management systems
Emission control systems, manifolds, catalytic converters,
diesel aftertreatment systems, catalytic reduction mufflers,
shock absorbers, struts, electronic suspension products &
systems
Interior & exterior plastics, metal bumpers & hitches,
structural metal assemblies, forward & signal lighting,
mechanical assemblies, prototyping & sequencing
Axles, driveshafts, sealing & thermal management
products
Driveline & drivetrain systems & related components
Electric power steering, hydraulic power steering, steering
columns & halfshafts
Pistons, rings, cylinder liners, spark plugs, bearings,
valvetrain products gaskets, seals, heat shields, brake
materials, wipers, fuel pumps
Systems & components, rubber & plastic sealing, fuel &
brake lines, fluid transfer hoses & anti-vibration systems
Engineered polymers, glass bonding adhesives, structural
adhesives, lubricants, fluids & silicones
Autonomy, connectivity, electrification & smart tech
Cockpit electronics: instrument clusters, head-up &
information displays, infotainment, connected audio &
connectivity & telematics
Flat-rolled aluminum sheet for vehicle structures, body
panels, heat exchangers, heat shields & other automotive
applications
Electric batteries, cooling modules, brake corners, grille &
shock assemblies, instrument panels, seat trim, sun visors,
armrests/bolsters, shades, injection molding & brazed
evaporator heater cores
(Continued)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–29
Table 4.22 (Continued)
U.S.-Based Tier 1 Suppliers in the Global Top 100, 2018
Rank
Company
Percent
North American
Sales
77
Inteva Products
30%
84
Arconic Inc.
85%
85
Bridgewater Interiors
100%
90
Gentex Corp.
31%
95
Tower International
97%
97
Dura Automotive
Systems
42%
99
Auria
52%
100
Henniges Automotive
68%
Products
Closure systems, interior systems, roof systems, motors
& electronic systems
Aluminum sheet for closure panels, hoods & trunks,
bumper systems & crash management systems;
extrusions for drive shafts
Automotive seating systems
Interior & exterior auto-dimming rearview mirrors,
SmartBeam advanced lighting-assist, rear camera
displays, compasses, LED turn signals, side blind-zone
indicators & driver assist features
Body structures & assemblies, lower vehicle frames &
structures, chassis modules & systems & suspension
components
Mechatronic controls, shift-by-wire systems; electronics,
actuators & advanced driver assist systems; lightweight
structural body systems & exterior trim
Flooring, acoustical, thermal products & fiber-based
components
Weather seals & anti-vibration products
Note: Rank based on total global OEM automotive parts sales in 2018.
Source:
Crain Communications, Automotive News Supplement, "Top Suppliers," June 2019. (Additional resources:
www.autonews.com)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–30
The number of franchised dealerships which sell new light-duty vehicles (cars and light trucks) has declined 46%
since 1970. This decline, along with light vehicle sales of nearly 17 million, caused the average number of vehicles
sold to be 1,010 vehicles per dealer in 2018.
Table 4.23
New Light Vehicle Dealerships and Sales, 1970–2018
Calendar year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1970-2018
2008-2018
Number of franchised new
New light vehicle salesb
a
light vehicle dealerships
(thousands)
30,800
9,856
29,600
10,677
27,900
10,909
24,725
14,667
24,825
15,998
25,150
14,802
25,025
15,347
25,000
14,389
24,825
13,851
24,200
12,307
23,500
12,842
22,950
13,869
22,850
15,024
22,800
14,673
22,750
14,998
22,700
15,014
22,600
15,384
22,400
16,711
22,250
17,164
22,150
16,950
21,800
16,675
21,725
16,494
21,650
16,737
21,640
16,774
21,495
16,336
21,200
15,867
20,770
13,015
20,010
10,236
18,460
11,394
17,700
12,542
17,540
14,220
17,665
15,279
16,396
16,192
16,545
17,095
16,708
17,169
16,802
16,818
16,753
16,913
Average annual percentage change
-1.3%
1.1%
-2.1%
2.7%
Light vehicle sales per
dealer
320
361
391
593
644
589
613
576
558
509
546
604
657
644
659
661
681
746
771
765
765
759
773
775
760
748
627
512
617
709
811
865
988
1,033
1,028
1,001
1,010
2.4%
4.9%
Source:
Number of dealers - National Automobile Dealers Association website, www.nada.org. (Additional resources:
www.nada.org). Light vehicle sales - See tables 4.5 and 4.6.
a
b
As of the beginning of the year.
Includes cars and trucks up to 10,000 lb gross vehicle weight.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–31
Table 4.24
Conventional Refueling Stations, 1972–2019
Year
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
Number of stations
287,000
272,000
257,000
242,000
230,000
220,000
210,000
203,000
196,000
191,000
186,000
182,000
180,000
178,000
177,000
176,000
176,000
175,000
174,000
172,000
169,000
167,000
165,000
164,000
163,000
162,000
147,000
141,000
139,000
137,000
135,000
137,000
140,000
144,000
148,000
150,000
151,000
148,000
147,000
147,000
146,000
145,000
145,000
145,000
144,000
143,000
143,000
142,000
Vehicles in operation
(thousands)
106,212
111,217
115,920
120,054
124,378
128,126
133,522
137,260
139,832
141,908
143,854
147,104
152,162
157,049
162,094
167,193
171,740
175,960
179,299
181,447
181,519
186,315
188,714
193,441
198,294
201,071
205,043
209,509
213,300
216,683
221,027
225,882
232,167
238,384
244,643
248,701
249,813
248,972
248,232
248,932
251,497
252,715
258,027
264,194
270,566
275,979
Stations per thousand
vehicles
2.70
2.45
2.22
2.02
1.85
1.72
1.57
1.48
1.40
1.35
1.29
1.24
1.18
1.13
1.09
1.05
1.02
0.99
0.97
0.95
0.93
0.90
0.87
0.85
0.82
0.81
0.72
0.67
0.65
0.63
0.61
0.61
0.60
0.60
0.60
0.60
0.60
0.59
0.59
0.59
0.58
0.57
0.56
0.55
0.53
0.52
Thousand vehicles
per station
0.37
0.41
0.45
0.50
0.54
0.58
0.64
0.68
0.71
0.74
0.77
0.81
0.85
0.88
0.92
0.95
0.98
1.01
1.03
1.05
1.07
1.12
1.14
1.18
1.22
1.24
1.39
1.49
1.53
1.58
1.64
1.65
1.66
1.66
1.65
1.66
1.65
1.68
1.69
1.69
1.72
1.74
1.78
1.82
1.88
1.93
a
a
a
a
a
a
Notes: Includes all outlets open to the public and selling gasoline. Lundberg survey dates were 1972, 1982, 2002,
2006, 2008, 2013, 2015, 2017, and 2019. Other years were estimated by Lundberg Survey, Inc.
Sources:
Conventional refueling stations: Lundberg Survey, Inc. Used with permission.
Conventional vehicles: IHS Automotive, Detroit, MI. Used with permission.
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–32
The National Highway Traffic Safety Administration and the Environmental Protection Agency issued joint
rulemaking to establish a new National Program to regulate fuel economy and greenhouse gas emissions for model
year (MY) 2012-2025 cars and light trucks. The standards for model years 2021-2025 are currently under review.
Table 4.25
Fuel Economy and Carbon Dioxide Emissions Standards, MY 2012–2025
Year
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
Cars
Light trucks
Combined cars and light trucks
Average required fuel economy
(miles per gallon)
33.3
25.4
29.7
34.2
26.0
30.5
34.9
26.6
31.3
36.2
27.5
32.6
37.8
28.8
34.1
40.1
29.4
35.4
41.6
30.0
36.5
43.1
30.6
37.7
44.8
31.2
38.9
46.8
33.3
41.0
49.0
34.9
43.0
51.2
36.6
45.1
53.6
38.5
47.4
56.2
40.3
49.7
Average projected emissions compliance levels under
the footprint-based carbon dioxide standards
(grams per mile)
263
346
295
256
337
286
247
326
276
236
312
263
225
298
250
212
295
243
202
285
232
191
277
222
182
269
213
172
249
199
164
237
190
157
225
180
150
214
171
143
203
163
Standards
under review
Standards
under review
Note: The required fuel economy and CO2 emissions shown here use a model year 2008 baseline. The presented
rates of increase in stringency for NHTSA CAFE standards are lower than the Environmental Protection Agency
(EPA) rates of increase in stringency for greenhouse gas (GHG) standards. One major difference is that NHTSA’s
standards, unlike EPA’s, do not reflect the inclusion of air conditioning system refrigerant and leakage improvements,
but EPA’s standards would allow consideration of such improvements which reduce GHGs but generally do not affect
fuel economy. The 2025 EPA GHG standard of 163 grams/mile would be equivalent to 54.5 mpg, if the vehicles were
to meet this level all through fuel economy improvements. The agencies expect, however, that a portion of these
improvements will be made through reductions in air conditioning leakage, which would not contribute to fuel
economy.
Source:
Federal Register, Vol. 77, No. 199, October 15, 2012. (Additional resources: www.nhtsa.gov/fuel-economy)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–33
The target levels for the fuel economy and carbon dioxide emission standards for vehicles manufactured in model
years 2012-on are assigned based on a vehicle’s “footprint.” Each footprint has a different target. The vehicle
footprint is calculated as:
footprint = track width × wheelbase,
where
track width = lateral distance between the centerlines of the base tires at ground, and
wheelbase = longitudinal distance between the front and rear wheel centerlines.
Table 4.26
Fuel Economy and Carbon Dioxide Targets for Model Year 2025
Vehicle type
Example
model footprint
(square feet)
Example models
CO2 emissions
target
(grams per mile)
Fuel economy target
(miles per gallon)
131
147
170
61.1
54.9
48.0
170
188
209
252
47.5
43.4
39.2
33.0
Example Passenger Cars
Compact car
Midsize car
Fullsize car
Honda Fit
Ford Fusion
Chrysler 300
40
46
53
Example Light-Duty Trucks
Small SUV
Midsize crossover
Minivan
Large pickup truck
4WD Ford Escape
Nissan Murano
Toyota Sienna
Chevy Silverado
44
49
55
67
Notes: The model year 2025 targets are currently under review. Examples in table use model year 2012 vehicle
specifications. The fuel economy from this table will not match the fuel economy listed on the window sticker of a
new vehicle. Window sticker fuel economy is calculated by a different methodology than the Corporate Average Fuel
Economy.
Source:
Federal Register, Vol. 77, No. 199, October 15, 2012. (Additional resources: www.nhtsa.gov/fuel-economy)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–34
The Corporate Average Fuel Economy standards were first established by the U.S. Energy Policy and Conservation
Act of 1975 (PL94-163). These standards must be met at the manufacturer level. Legislation passed in December
2007 changed the CAFE standards beginning in the 2011 model year (MY). Some two-wheel drive sport utility
vehicles are classified as cars under the final standards for MY 2011-2021.
Table 4.27
Car Corporate Average Fuel Economy (CAFE) Standards versus
Sales-Weighted Fuel Economy Estimates, 1978–2017a
(miles per gallon)
Model
yearb
1978
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
CAFE standards
Domestic
Import
18.0
18.0
20.0
20.0
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5
27.5d
27.5
27.5d
27.5
27.5d
27.5
30.0
30.4
32.7
33.4
33.2
33.9
34.0
34.6
35.2
35.8
36.5
37.4
39.1
39.3
Cars
CAFE estimatesc
Domestic
Import
18.7
27.3
22.6
29.6
26.3
31.5
26.9
29.9
27.3
30.1
27.0
29.2
27.8
29.6
27.5
29.6
27.7
30.3
28.1
29.6
27.8
30.1
28.6
29.2
28.0
29.0
28.7
28.3
28.7
29.0
29.1
28.8
29.1
29.9
29.9
28.7
30.5
29.9
30.3
29.7
30.6
32.2
31.2
31.8
32.1
33.8
33.1
35.2
32.7
33.7
34.8
36.0
36.1
36.8
36.3
36.9
37.2
37.3
37.3
38.2
39.2
38.7
CAFE estimates
Cars and light
trucks combined
19.9
23.1
25.4
25.4
25.6
25.1
25.2
24.7
24.9
24.9
24.6
24.7
24.5
24.8
24.5
24.7
25.1
24.6
25.4
25.8
26.6
27.1
29.0
29.3
29.0
30.8
31.6
31.7
32.2
32.2
32.9
Source:
U.S. Department of Transportation, NHTSA, "Summary of Fuel Economy Performance," Washington, DC, December
2014 and updates 2017. (Additional resources: www.nhtsa.gov)
Only vehicles with at least 75 percent domestic content can be counted in the average domestic fuel economy
for a manufacturer.
b
Model year as determined by the manufacturer on a vehicle by vehicle basis.
c
All CAFE calculations are sales-weighted.
d
Unreformed standards, which were an option from 2008-2010. See Table 4.25 for reformed standards.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–35
The Corporate Average Fuel Economy standards for light trucks are lower than the car standards. Light trucks
include pickups, minivans, sport utility vehicles and vans. New legislation passed in December 2007 changed the
CAFE standards beginning in the 2011 model year (MY). Some two-wheel drive sport utility vehicles are classified
as cars under the final standards for MY 2011-2021.
Table 4.28
Light Truck Corporate Average Fuel Economy (CAFE) Standards versus
Sales-Weighted Fuel Economy Estimates, 1978–2017a
(miles per gallon)
Model
yearc
1978
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
CAFE
standards
e
e
19.5
20.0
20.2
20.2
20.4
20.5
20.6
20.7
20.7
20.7
20.7
20.7
20.7
20.7
20.7
20.7
21.0
21.6
22.2
22.4g
23.0g
23.4g
24.3
25.3
25.9
26.3
27.6
28.8
29.2
Light trucksb
CAFE estimatesd
Domestic
Import
f
f
16.8
19.6
20.3
20.9
20.5
20.7
20.5
20.3
20.5
20.1
20.5
20.4
21.1
20.6
20.6
21.8
20.7
24.3
26.5
23.0
23.0
22.7
22.8
22.1
21.5
22.2
22.1
23.0
22.5
19.7
21.8
21.9
22.4
22.3
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
f
Combined
f
18.5
20.7
20.8
21.3
20.8
21.0
20.8
20.5
20.8
20.6
21.0
20.9
21.3
20.9
21.4
21.8
21.5
22.1
22.5
23.1
23.6
24.8
25.2
24.7
25.0
25.7
26.5
27.3
27.4
28.1
CAFE estimates
Cars and light
trucks combined
19.9
23.1
25.4
25.4
25.6
25.1
25.2
24.7
24.9
24.9
24.6
24.7
24.5
24.8
24.5
24.7
25.1
24.6
25.4
25.8
26.6
27.1
29.0
29.3
29.0
30.8
31.6
31.7
32.2
32.2
32.9
Source:
U.S. Department of Transportation, NHTSA, "Summary of Fuel Economy Performance," Washington, DC, December
2014 and updates 2017. (Additional resources: www.nhtsa.gov)
a
Only vehicles with at least 75% domestic content can be counted in the average domestic fuel economy for a
manufacturer.
b
Represents two- and four-wheel drive trucks combined. Gross vehicle weight of 0-6,000 pounds for model
year 1978-1979 and 0-8,500 pounds for subsequent years.
c
Model year as determined by the manufacturer on a vehicle by vehicle basis.
d
All CAFE calculations are sales-weighted.
e
Standards were set for two-wheel drive and four-wheel drive light trucks, but no combined standard was set
in this year.
f
Data are not available.
g
Unreformed standards, which were an option from 2008-2010. See Table 4.25 for reformed standards.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–36
Manufacturers of cars and light trucks whose vehicles do not meet the CAFE standards are fined. Data from the
National Highway Traffic Safety Administration show the CAFE fine in the year in which the money was collected,
which may not be the same year in which it was assessed. A manufacturer can also use CAFE credits to offset fines.
Fines for recent model years have not been collected.
Table 4.29
Corporate Average Fuel Economy (CAFE) Fines Collected, as of April 2018a
Model year
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
Current
dollars
$120,000
$57,970
$5,958,020
$15,564,540
$29,871,815
$31,260,530
$43,470,545
$48,549,420
$48,308,615
$42,243,030
$38,286,565
$28,688,380
$31,498,570
$40,787,498
$19,301,930
$36,211,850
$21,739,774
$27,516,451
$51,067,038
$35,507,412
$20,041,533
$15,225,419
$30,411,986
$25,057,126
$40,933,954
$37,385,941
$11,619,696
$9,148,425
$23,803,412
$40,013,270
$14,962,382
$19,036,963
$2,289,788
2014 constant
dollarsb
$294,387
$137,795
$13,572,370
$34,241,988
$64,523,120
$65,146,945
$86,984,561
$92,680,843
$87,486,902
$73,418,386
$64,589,435
$46,991,566
$50,303,216
$63,342,984
$29,126,612
$53,412,479
$31,566,151
$39,100,876
$70,217,177
$47,473,409
$26,374,657
$19,595,114
$38,106,218
$30,369,236
$48,056,461
$42,694,745
$12,781,666
$10,090,713
$25,850,505
$42,093,960
$15,426,216
$19,341,554
$2,289,788
Source:
U.S. Department of Transportation, National Highway Traffic Safety Administration, Office of Vehicle Safety
Compliance, Washington, DC, December 2014 and updates, April 2018. Data accessed July 13, 2018. (Additional
resources: www.nhtsa.gov)
These are fines which are actually collected. Fines which are assessed in certain year may not have been
collected in that year.
b
Adjusted using the Consumer Price Inflation Index.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–37
Consumers must pay the Gas Guzzler Tax when purchasing a car that has an Environmental Protection Agency
(EPA) fuel economy rating (combined city and highway) less than that stipulated in the table below. The Gas
Guzzler Tax doubled in 1991 after remaining constant from 1986 to 1990. The tax has not changed since 1991.
This tax does not apply to light trucks such as pickups, minivans, sport utility vehicles, and vans.
Table 4.30
The Gas Guzzler Tax on New Cars
(dollars per vehicle)
Vehicle fuel
economy (mpg)
Over 22.5
22.0–22.5
21.5–22.0
21.0–21.5
20.5–21.0
20.0–20.5
19.5–20.0
19.0–19.5
18.5–19.0
18.0–18.5
17.5–18.0
17.0–17.5
16.5–17.0
16.0–16.5
15.5–16.0
15.0–15.5
14.5–15.0
14.0–14.5
13.5–14.0
13.0–13.5
12.5–13.0
Under 12.5
1980
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
200
200
300
300
550
550
1981
0
0
0
0
0
0
0
0
0
0
0
0
200
200
350
350
450
450
550
550
650
650
1982
0
0
0
0
0
0
0
0
0
200
200
350
350
450
450
600
600
750
750
950
950
1,200
1983
0
0
0
0
0
0
0
0
350
350
500
500
650
650
800
800
1,000
1,000
1,250
1,250
1,550
1,550
1984
0
0
0
0
0
0
0
450
450
600
600
750
750
950
950
1,150
1,150
1,450
1,450
1,750
1,750
2,150
1985
0
0
0
0
500
500
600
600
800
800
1,000
1,000
1,200
1,200
1,500
1,500
1,800
1,800
2,200
2,200
2,650
2,650
1986–90
0
500
500
650
650
850
850
1,050
1,050
1,300
1,300
1,500
1,500
1,850
1,850
2,250
2,250
2,700
2,700
3,200
3,200
3,850
Source:
Internal Revenue Service, Form 6197, (Rev. 10-05), "Gas Guzzler Tax." (Additional resources:
www.irs.ustreas.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1991 - on
0
1,000
1,000
1,300
1,300
1,700
1,700
2,100
2,100
2,600
2,600
3,000
3,000
3,700
3,700
4,500
4,500
5,400
5,400
6,400
6,400
7,700
4–38
Consumers who purchased these 2018 model year vehicles paid the Gas Guzzler tax. The tax is based on unadjusted
combined city/highway fuel economy. Adjusted combined fuel economy is on the window sticker.
Table 4.31
List of Model Year 2018 Cars with Gas Guzzler Taxesa
Manufacturer
Bentley
Bentley
Bentley
Bentley
BMW
BMW
BMW
BMW
BMW
BMW
Bugatti
Cadillac
Cadillac
Chevrolet
Chevrolet
Chevrolet
Dodge
Dodge
Dodge
Dodge
Dodge
Ferrari
Ferrari
Ferrari
Ford
Ford
Koenigsegg
Lamborghini
Lamborghini
Lamborghini
Lamborghini
Lamborghini
Lamborghini
Lamborghini
Lamborghini
Maserati
Maserati
Maserati
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Model(s)
Mulsanne
Continental GT Convertible
Flying Spur
Continental Supersports Convt
M5
M6 Convertible (manual)
M6 Convertible (automatic)
M6 Gran Coupe (manual)
M6 Gran Coupe (automatic)
M760i xDrive
Chiron
XTS Limo
CTS-V
Camaro (manual)
Camaro (automatic)
Corvette
Charger SRT
Challenger
Challenger SRT (automatic)
Challenger SRT (manual 6.2L)
Challenger SRT (manual 6.4L)
GTC4Lusso
GTC4Lusso T
812 Superfast
Shelby GT350 Mustang
GT
Agera RS
Aventador S Coupe
Aventador Coupe
Aventador S Roadster
Aventador Roadster
Huracan
Huracan Spyder
Huracan 2WD
Huracan Spyder 2WD
Granturismo
Granturismo Convertible
Quattroporte V8
AMG GT C (coupe)
AMG GT R (coupe)
Maybach S 650
AMG S 65
AMG S 65 (coupe)
Size class
Midsize Cars
Subcompact Cars
Midsize Cars
Subcompact Cars
Midsize Cars
Subcompact Cars
Subcompact Cars
Compact Cars
Compact Cars
Large Cars
Two Seaters
Special Purpose Vehicle 2WD
Midsize Cars
Subcompact Cars
Subcompact Cars
Two Seaters
Large Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Minicompact Cars
Minicompact Cars
Two Seaters
Subcompact Cars
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Subcompact Cars
Subcompact Cars
Large Cars
Two Seaters
Two Seaters
Large Cars
Large Cars
Compact Cars
Unadjusted
combined
city/highway
fuel
economy
17
18
18
18
22
22
20
22
20
20
13
22
22
20
19
20
20
22
20
20
22
17
22
17
21
17
17
15
15
15
14
19
19
20
20
20
20
22
22
22
20
19
20
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Adjusted
combined
city/highway
fuel
economy
14
14
14
14
17
17
16
17
16
16
11
17
17
16
15
16
16
17
16
16
17
13
17
13
16
14
13
12
12
12
12
16
15
16
16
16
15
17
17
17
16
16
16
4–39
Table 4.31 (Continued)
List of Model Year 2018 Cars with Gas Guzzler Taxesa
Make
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Pagani
Porsche
Porsche
Porsche
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Model(s)
AMG SL 65
AMG GT C (roadster)
AMG S 65 (convertible)
Huayra
911 GT3 (manual)
911 GT3 (automatic)
911 GT3 Touring
Phantom
Phantom EWB
Ghost
Ghost EWB
Wraith
Dawn
Size class
Two Seaters
Two Seaters
Subcompact Cars
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Large Cars
Large Cars
Large Cars
Large Cars
Midsize Cars
Compact Cars
Unadjusted
combined
city/highway
fuel
economy
21
22
20
15
20
22
21
18
18
18
18
18
18
Adjusted
combined
city/highway
fuel
economy
16
17
16
13
16
17
17
14
14
14
14
14
14
Source:
U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy Guide database,
www.fueleconomy.gov
a
stickers.
Tax is based on unadjusted combined fuel economy; adjusted combined fuel economy is used on window
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–40
The IRS collected $36.7 million from those buying model year 2017 cars with combined city/highway fuel economy
less than 22.5 miles per gallon. This tax does not apply to light trucks such as pickups, minivans, sport utility
vehicles, and vans. It is worthy to note that total revenue from fines paid by consumers to purchase gas-guzzling
vehicles greatly exceeds the overall fines paid by manufacturers whose vehicles fail to meet CAFE standards (see
Table 4.27).
Table 4.32
Tax Receipts from the Sale of Gas Guzzlers, 1980–2017
(thousands)
Model year
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Current dollars
740
780
1,720
4,020
8,820
39,790
147,660
145,900
116,780
109,640
103,200
118,400
144,200
111,600
64,100
73,500
52,600
48,200
47,700
68,300
70,800
78,200
79,700
126,700
140,800
163,800
201,700
178,700
172,400
99,300
85,200
68,900
73,500
61,300
48,200
58,700
72,500
36,700
2017
constant dollarsa
2,201
2,103
4,369
9,893
20,808
90,644
330,241
314,815
241,971
216,734
193,545
213,085
251,934
189,311
106,020
118,217
82,175
73,612
71,731
100,490
100,781
108,235
108,594
168,786
182,705
205,585
245,242
211,259
196,275
113,456
95,775
75,082
78,470
64,501
49,907
60,707
74,045
36,700
Source:
Ward’s Communications, Detroit, MI, 2019. Original data source: Internal Revenue Service. (Additional resources:
www.epa.gov/fueleconomy/guzzler)
a
Adjusted using the Consumer Price Inflation Index.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–41
Autonomie is a system simulation tool for vehicle energy consumption and performance analysis. It is used to
evaluate the energy consumption and cost of multiple advanced powertrain technologies. Autonomie was used to
develop data on the relationship between steady-state vehicle speed and fuel economy.
Table 4.33
Fuel Economy by Speed, Autonomie Model Results, Model Year 2016
Speed (mph)
45
55
65
75
55 - 65 mph
65 - 75 mph
55 - 75 mph
Gasoline conventional
Diesel conventional
Midsize
Small
Large
Midsize
Small
Large
car
SUV
SUV
car
SUV
SUV
(miles per gallon)
43
45
38
32
37
36
30
26
15%
15%
28%
16%
16%
29%
Hybrid
vehicle
Midsize
Car
35
31
29
25
57
55
45
37
48
45
36
30
48
40
35
29
55
46
38
33
7%
15%
21%
18%
18%
33%
19%
18%
34%
13%
17%
27%
18%
12%
28%
Fuel economy loss
Source:
Argonne National Laboratory, Autonomie model, August 2016, www.autonomie.net. (Additional resources:
www.anl.gov/energy/transportation)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–42
The latest study of vehicle fuel economy by speed indicated higher fuel economy around 40 miles per hour, as did
the 1973 and 1984 studies. Engineers at Oak Ridge National Laboratory believe that the lowest speed in the
vehicle's highest gear is where the best fuel economy is typically obtained. That speed will be different for
individual vehicles.
Table 4.34
Fuel Economy by Speed, 1973, 1984, 1997, and 2012 Studies
(miles per gallon)
Speed
(miles per hour)
15
20
25
30
35
40
45
50
55
60
65
70
75
80
50–60 mph
60–70 mph
50–70 mph
1973a
(13 vehicles)
e
e
e
21.1
21.1
21.1
20.3
19.5
18.5
17.5
16.2
14.9
e
e
10.3%
14.9%
23.6%
1984b
(15 vehicles)
21.1
25.5
30.0
31.8
33.6
33.6
33.5
31.9
30.3
27.6
24.9
22.5
20.0
1997c
(9 vehicles)
24.4
27.9
30.5
31.7
31.2
31.0
31.6
32.4
32.4
31.4
29.2
26.8
24.8
e
e
Fuel economy loss
13.5%
3.1%
18.5%
14.6%
29.5%
17.3%
2012d
(74 vehicles)
e
e
e
e
e
33.2
e
31.9
e
27.9
e
24.1
e
20.5
12.5%
13.6%
24.5%
Sources:
1973- U.S. Department of Transportation, Federal Highway Administration, Office of Highway Planning, The Effect
of Speed on Automobile Gasoline Consumption Rates, Washington, DC, October 1973.
1984 - U.S. Department of Transportation, Federal Highway Administration, Fuel Consumption and Emission Values
for Traffic Models, Washington, DC, May 1985.
1997 - West, B.H., R.N. McGill, J.W. Hodgson, S.S. Sluder, and D.E. Smith, Development and Verification of LightDuty Modal Emissions and Fuel Consumption Values for Traffic Models, FHWA-RD-99-068, U.S. Department
of Transportation, Federal Highway Administration, Washington, DC, March 1999.
2012 - U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy Guide website:
www.fueleconomy.gov. The Green Car Congress, "ORNL researchers quantify the effect of increasing highway
speed on fuel economy." February 8, 2013.
Model years 1970 and earlier cars.
Model years 1981–84 cars and light trucks.
c
Model years 1988–97 cars and light trucks.
d
Model years 2003-2012 cars and light trucks.
e
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–43
Figure 4.7. Fuel Economy by Speed, 1973, 1984, 1997, and 2012 Studies
and Autonomie Model 2016 Results
Sources:
See Tables 4.33 and 4.34.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–44
This table shows the driving cycles for the new methodology that the Environmental Protection Agency (EPA) used
to determine fuel economy ratings for new vehicles beginning in model year 2008. In addition to the Urban Driving
Cycle and the Highway Driving cycle, the EPA will also use three additional tests to adjust fuel economy ratings
to account for higher speeds, air conditioner use, and colder temperatures. Though the EPA uses a complex
combination of these five cycles to determine the fuel economy that will be posted on a new vehicle window sticker,
the manufacturer’s Corporate Average Fuel Economy is still calculated using only the city and highway driving
cycles. To know more about new vehicle fuel economy ratings, visit www.fueleconomy.gov.
Table 4.35
Driving Cycle Attributes
Test schedule
Trip type
Top speed
Average speed
Max. acceleration
Simulated distance
Time
Stops
Idling time
Engine startupa
Lab temperature
Vehicle air conditioning
Higher speeds;
harder acceleration
& braking
Air conditioner
(AC)
AC use under hot
ambient
conditions
City test
w/colder outside
temperature
60 mph
48 mph
3.2 mph/sec
10.3 mi.
12.6 min.
None
None
Warm
68-86° F
80 mph
48 mph
8.46 mph/sec
8 mi.
9.9 min.
4
7% of time
Warm
68-86° F
54.8 mph
21 mph
5.1 mph/sec
3.6 mi.
9.9 min.
5
19% of time
Warm
95° F
56 mph
21 mph
3.3 mph/sec
11 mi.
31.2 min.
23
18% of time
Cold
20° F
Off
Off
On
Off
City
Highway
High speed
Low speeds in
stop-and-go
urban traffic
Free-flow traffic
at highway
speeds
56 mph
21 mph
3.3 mph/sec
11 mi.
31.2 min.
23
18% of time
Cold
68-86° F
Off
Source:
U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy website,
www.fueleconomy.gov.
a
A vehicle’s engine doesn’t reach maximum fuel efficiency until it is warm.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Cold temp
4–45
These driving cycles simulate the performance of an engine while driving in the city and on the highway. Once the
city cycle is completed, the engine is stopped, and then started again for the 8.5-minute hot start cycle. Three
additional cycles also influence new vehicle fuel economy ratings beginning with the 2008 model year.
Figure 4.8. City Driving Cycle
Figure 4.9. Highway Driving Cycle
Source:
Code of Federal Regulations, 40CFR, "Subpart B - Fuel Economy Regulations for 1978 and Later Model Year
Automobiles - Test Procedures," July 1, 1988 edition, p. 676.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–46
Beginning with the 2008 model year, these cycles influence the new vehicle fuel economy ratings.
Figure 4.10. Air Conditioning (SC03) Driving Cycle
Source:
U.S. Department of Energy and Environmental Protection Agency, Fuel Economy website, www.fueleconomy.gov.
Figure 4.11. Cold Temperature (Cold FTP) Driving Cyclea
Source:
U.S. Department of Energy and Environmental Protection Agency, Fuel Economy website, www.fueleconomy.gov.
Cold FTP uses the same speeds as the city driving cycle. Tests the effects of colder outside temperatures on
cold-start driving in stop-and-go traffic.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–47
Beginning with the 2008 model year, this cycle influences the new vehicle fuel economy ratings. The US06 driving
cycle was originally developed as a supplement to the Federal Test Procedure. It is a short-duration cycle (600
seconds) which represents hard-acceleration driving.
Figure 4.12. High-Speed (US06) Driving Cycle
Source:
U.S. Department of Energy and Environmental Protection Agency, Fuel Economy website, www.fueleconomy.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–48
Two other test cycles are sometimes used by researchers and engineers to test new vehicles (although these do not
affect the fuel economy ratings). The New York Test Cycle was developed in the 1970's in order to simulate driving
in downtown congested areas. The Representative Number Five Test Cycle was developed in the 1990's to better
represent actual on-road driving by combining modern city and freeway driving.
Figure 4.13. New York City Driving Cycle
Figure 4.14. Representative Number Five Driving Cycle
Source:
Data obtained from Michael Wang, Argonne National Laboratory, Argonne, IL, 1997.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–49
Testing cycles to determine vehicle fuel economy and emissions vary by country. The United States currently uses
five different drive cycles to determine vehicle fuel economy. In Europe, the NEDC cycle is being replaced by the
WLTC, but the NEDC continues to be used in China. The ARTEMIS cycles are not used in vehicle certification but
are used to represent real world driving in Europe.
Table 4.36
Comparison of U.S., European, and Japanese Driving Cycles Attributes
Average
Time
Distance
Speed
Cycle
(seconds)
(miles)
(mph)
United States
City
1,872
11.0
21.2
Highway
765
10.3
48.3
High-Speed
594
8.0
48.4
Air Conditioner Use
594
3.6
21.2
Cold Temperatures
1,872
11.0
21.2
World Light Vehicle Test Cycle (WLTC)
Low
589
1.9
11.7
Medium
433
3.0
24.5
High
455
4.4
35.1
Extra High
323
5.1
57.0
Total WLTC
1,800
14.5
28.9
Japan
JC08
1,204
5.1
15.2
New European Driving Cycle (NEDC)
Urban Driving Cycle (UDC)
780
2.5
11.8
Extra Urban Driving Cycle (EUDC)
400
4.3
38.9
Total NEDC
1,180
6.8
20.9
ARTEMIS
Urban
993
3.0
11.0
Rural Road
1,082
10.7
35.7
Motorway
1,068
17.9
60.1
Total ARTEMIS
3,143
31.6
36.2
Maximum
Speed
(mph)
Maximum
Acceleration
(mph/s)
56.0
60.0
80.0
54.8
56.0
3.3
3.2
8.5
5.1
3.3
35.1
47.6
60.5
81.6
81.6
3.6
3.6
3.7
2.3
3.7
50.7
3.8
31.1
74.6
74.6
2.3
1.9
2.3
35.9
69.3
81.9
81.9
6.4
5.3
4.3
6.4
Source:
United States - U.S. Department of Energy, Fuel Economy Guide website,
www.fueleconomy.gov/feg/fe_test_schedules.shtml
All other - Compiled from public sources by Aymeric Rousseau, Argonne National Laboratory, September 2016.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
4–50
Testing cycles to determine vehicle fuel economy and emissions vary by country and therefore it is difficult to make
a direct comparison. Simulation results show up to a 28% difference in the test cycles for each vehicle type. Note
that the differences in these cycle results also vary with each individual vehicle tested.
Table 4.37
Example of Differing Results Using the U.S., European, and Japanese Driving Cycles
Vehicle type
Small car
Large car
Minivan
Sport-utility vehicle
Pickup
U.S. Corporate
Average Fuel
Economy
(CAFE) cycle
34.8
26.6
23.9
20.2
18.8
Miles per gallon
Percentage difference from
New European
Driving Cycle
(NEDC)
32.4
24.7
20.5
Japan JC08
cycle
27.6
21.5
17.2
CAFE to
NEDC
-7%
-7%
-14%
CAFE to
JC08
-21%
-19%
-28%
17.6
15.9
14.6
13.5
-13%
-15%
-28%
-28%
Note: Simulation results for identical gasoline vehicles (i.e., results for the same small car on each of the three cycles).
Source:
The International Council on Clean Transportation, Passenger Vehicle Greenhouse Gas and Fuel Economy
Standards: A Global Update, July 2009.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–1
Heavy Vehicles and Characteristics
Summary Statistics from Tables in this Chapter
Source
Table 5.1
Class 3-8 single-unit trucks, 2017
Registration (thousands)
Vehicle miles (millions)
Fuel economy (miles per gallon)
Table 5.2
116,102
7.4
Class 7-8 combination trucks, 2017
Registration (thousands)
Vehicle miles (millions)
Fuel economy (miles per gallon)
Table 5.15
9,337
2,892
181,490
6.0
Freight Shipments, 2012 Commodity Flow Survey
Table 5.15
Value (billion dollars)
13,852
Table 5.16
Tons (millions)
11,299
Table 5.17
Ton-miles (billions)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2,970
5–2
There are eight truck classes, categorized by the gross vehicle weight rating that the vehicle is assigned when it is
manufactured. The pictures below show examples of some of the different body types that would be included in
each class. Many of the body types can be in more than one category, depending on the vehicle’s attributes.
Examples of this include pickups, box trucks, buses, and truck tractors.
Figure 5.1. Examples of Body Types in Each Truck Class
Source:
Oak Ridge National Laboratory, National Transportation Research Center, Oak Ridge, TN. Gross vehicle weight
category definitions from 49CFR565.6 (2000).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–3
Class 3-8 single-unit trucks include trucks over 10,000 lb gross vehicle weight with the cab/engine and cargo space
together as one unit. Most of these trucks would be used for business or for individuals with heavy hauling or
towing needs. Very heavy single-units, such as concrete mixers and dump trucks, are also in this category. The
data series was changed by the FHWA back to 2007.
Table 5.1
Summary Statistics for Class 3-8 Single-Unit Trucks, 1970–2017
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Registrations
(thousands)
3,681
4,232
4,374
4,593
4,313
4,188
4,470
4,519
4,487
4,481
4,370
4,408
4,906
5,024
5,266
5,293
5,414
5,763
5,926
5,704
5,651
5,849
6,161
6,395
6,649
8,117
8,228
8,356
8,217
7,819
8,190
8,126
8,329
8,456
8,747
9,337
Vehicle travel
(million miles)
27,081
34,606
39,813
45,441
45,637
48,022
49,434
50,870
51,901
52,898
53,874
56,772
61,284
62,705
64,072
66,893
67,894
70,304
70,500
72,448
75,866
77,757
78,441
78,496
80,344
119,979
126,855
120,207
110,738
103,803
105,605
106,582
109,301
109,597
113,338
116,102
1970-2017
2007-2017
2.0%
1.4%
3.1%
-0.3%
Average annual
miles per vehicle
7,357
8,177
9,102
9,894
10,581
11,467
11,059
11,257
11,567
11,805
12,328
12,879
12,492
12,481
12,167
12,638
12,540
12,199
11,897
12,701
13,425
13,294
12,732
12,275
12,084
14,781
15,417
14,386
13,477
13,276
12,894
13,116
13,123
12,961
12,958
12,435
Fuel use
(million gallons)
3,968
5,420
6,923
7,399
7,386
7,523
7,701
7,779
8,357
8,172
8,237
8,488
9,032
9,216
9,409
9,576
9,741
9,372
9,563
9,667
10,321
8,881
8,959
9,501
9,852
16,314
17,144
16,253
15,097
14,214
14,376
14,502
14,894
14,850
15,338
15,600
Average fuel
economy per vehicle
(miles per gallon)
6.8
6.4
5.8
6.1
6.2
6.4
6.4
6.5
6.2
6.5
6.5
6.7
6.8
6.8
6.8
7.0
7.0
7.5
7.4
7.5
7.4
8.8
8.8
8.3
8.2
7.3
7.4
7.4
7.3
7.3
7.3
7.3
7.3
7.4
7.4
7.4
Average annual percentage change
1.1%
3.0%
-1.7%
-0.4%
0.2%
0.2%
Source:
U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2017, Washington, DC,
2019, Table VM-1 and annual. (Additional resources: www.fhwa.dot.gov)
a
Due to FHWA methodology changes, data from 2007-on are not comparable with previous data.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
a
5–4
Class 7-8 combination trucks include all trucks designed to be used in combination with one or more trailers with
a gross vehicle weight rating over 26,000 lb. 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. The data series was changed by the FHWA
back to 2007.
Table 5.2
Summary Statistics for Class 7-8 Combination Trucks, 1970–2017
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Registrations
(thousands)
905
1,131
1,417
1,403
1,408
1,530
1,667
1,707
1,709
1,691
1,675
1,680
1,681
1,696
1,747
1,790
1,831
2,029
2,097
2,154
2,277
1,908
2,010
2,087
2,170
2,635
2,585
2,617
2,553
2,452
2,469
2,471
2,577
2,747
2,752
2,892
Vehicle travela
(million miles)
35,134
46,724
68,678
78,063
81,038
85,495
88,551
91,879
94,341
96,645
99,510
103,116
108,932
115,451
118,899
124,584
128,159
132,384
135,020
136,584
138,737
140,160
142,370
144,028
142,169
184,199
183,826
168,100
175,789
163,791
163,602
168,436
169,830
170,246
174,557
181,490
1970-2017
2007-2017
2.5%
0.9%
3.6%
-0.1%
Average annual
Fuel use
miles per vehicle
(million gallons)
38,822
7,348
41,312
9,177
48,467
13,037
55,640
14,005
57,555
14,475
55,879
14,990
53,120
15,224
53,825
15,733
55,202
16,133
57,153
16,809
59,409
17,216
61,379
17,748
64,802
18,653
68,073
19,777
68,059
20,192
69,600
20,302
69,994
21,100
65,246
24,537
64,387
25,666
63,409
25,512
60,930
26,480
73,459
23,815
70,831
24,191
69,012
27,689
65,516
28,107
69,905
30,904
71,113
30,561
64,234
28,050
68,856
29,927
66,809
28,181
66,262
27,975
68,155
28,795
65,897
29,118
61,978
28,886
63,428
29,555
62,751
30,364
Average annual percentage change
1.0%
3.1%
-1.1%
-0.2%
Average fuel
economy per vehicle
(miles per gallon)
4.8
5.1
5.3
5.6
5.6
5.7
5.8
5.8
5.8
5.7
5.8
5.8
5.8
5.8
5.9
6.1
6.1
5.4
5.3
5.4
5.2
5.9
5.9
5.2
5.1
6.0
6.0
6.0
5.9
5.8
5.8
5.8
5.8
5.9
5.9
6.0
0.5%
0.0%
Source:
U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2017, Washington, DC,
2019, Table VM-1 and annual. (Additional resources: www.fhwa.dot.gov)
a
b
The Federal Highway Administration changed the combination truck travel methodology in 1993.
Due to FHWA methodology changes, data from 2007-on are not comparable with previous data.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
b
5–5
Truck sales were at an all-time high of 11.4 million in 2018. Trucks under 10,000 lb continue to dominate truck
sales.
Table 5.3
New Retail Truck Sales by Gross Vehicle Weight, 1970–2018a
(thousands)
Calendar
year
Class 1
6,000 lb
or less
Class 2
6,001–
10,000 lb
1970b
1975
1980
1981
1982
1983
1984
1985
1,049
1,101
985
896
1,102
1,314
2,031
2,408
408
952
975
850
961
1,207
1,224
1,280
1986
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
3,380
3,451
3,246
3,608
4,119
4,527
4,422
4,829
5,085
5,263
5,707
5,965
6,073
6,068
6,267
6,458
6,586
6,136
5,682
4,358
3,528
4,245
4,714
5,164
5,615
6,209
7,161
7,724
8,102
8,881
1,214
1,097
876
1,021
1,232
1,506
1,631
1,690
1,712
2,036
2,366
2,421
2,525
2,565
2,671
2,796
2,528
2,438
2,623
1,888
1,306
1,513
1,735
1,811
2,077
2,275
2,417
2,572
2,637
2,728
1970-2018
1986-2018
2008-2018
4.6%
3.1%
7.4%
4.0%
2.6%
3.8%
Class 3
Class 4
Class 5
Class 6
10,001–
14,001–
16,001–
19,501–
14,000 lb
16,000 lb
19,500 lb
26,000 lb
Domestic sales (import data are not available)
6
12
58
133
23
1
9
159
c
4
2
90
c
1
2
72
c
1
1
44
c
c
1
47
c
6
5
55
c
11
5
48
Domestic and import sales
c
12
6
45
21
27
5
38
21
24
3
22
26
26
4
28
27
33
4
27
35
44
4
20
40
53
4
23
52
59
7
19
53
57
9
18
102
43
25
32
122
49
30
48
117
47
29
51
102
52
24
42
80
38
24
45
91
40
29
51
107
47
36
70
167
49
46
60
150
50
49
70
166
51
45
54
135
36
40
39
112
20
24
22
161
12
31
29
195
10
42
41
223
9
55
40
254
12
60
47
264
13
67
52
283
14
72
55
296
14
72
62
317
19
79
63
301
21
81
72
Average annual percentage change
8.5%
1.1%
0.7%
-1.3%
10.6%
7.8%
8.5%
1.5%
8.3%
-5.5%
7.4%
6.3%
Class 7
26,001–
33,000 lb
Class 8
33,001 lb
and over
Total
36
23
58
51
62
59
78
97
89
83
117
100
76
82
138
134
1,791
2,351
2,231
1,972
2,248
2,710
3,538
3,983
101
85
73
73
81
98
107
104
114
115
130
123
92
69
67
75
89
91
70
49
39
38
41
47
48
54
59
60
62
64
113
121
99
119
158
186
201
170
179
209
262
212
140
146
142
203
253
284
151
133
95
107
171
195
185
220
249
193
192
251
4,870
4,846
4,365
4,903
5,681
6,421
6,481
6,930
7,226
7,826
8,716
8,965
9,050
9,035
9,357
9,793
9,777
9,268
8,842
6,680
5,145
6,137
6,951
7,544
8,298
9,154
10,310
10,993
11,470
12,398
1.2%
-1.4%
2.7%
2.2%
2.5%
6.5%
4.1%
3.0%
6.4%
Source:
Ward’s Communications, www.wardsauto.com. (Additional resources: www.wardsauto.com)
Sales include domestic-sponsored imports.
Data for 1970 is based on new truck registrations.
c
Data are not available.
d
1987-2018.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–6
Based on factory sales, the share of diesel medium/heavy trucks sold has declined from 1995 to 2018 for truck gross
vehicle weight rating (GVWR) classes 4, 5, and 7. Class 6 diesel sales share increased in that period and class 8
continued to be 100% diesel. The result for all class 4 through 8 trucks combined was a decline from 87% diesel
share in 1995 to 80% in 2018.
Table 5.4
Diesel Share of Medium and Heavy Truck Sales by Gross Vehicle Weight, 1995–2018a
Calendar
year
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Class 4
14,001–
16,000 lb
68%
66%
61%
72%
62%
62%
91%
68%
74%
71%
74%
76%
78%
81%
87%
94%
82%
14%
39%
32%
24%
21%
16%
18%
Class 5
16,001–
19,500 lb
87%
92%
90%
91%
86%
93%
90%
93%
92%
92%
92%
92%
92%
92%
91%
93%
80%
79%
80%
80%
80%
54%
52%
53%
Class 6
19,501–
26,000 lb
70%
69%
82%
88%
90%
54%
70%
66%
77%
76%
73%
75%
52%
58%
56%
92%
95%
95%
96%
91%
98%
89%
87%
87%
Class 7
26,001–
33,000 lb
74%
68%
70%
72%
74%
68%
59%
54%
47%
54%
56%
59%
50%
50%
36%
39%
49%
49%
46%
45%
48%
45%
45%
50%
Class 8
33,001 lb
and over
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
Source:
Ward’s Communications, www.wardsauto.com. (Additional resources: www.wardsauto.com)
a
Estimates based on available factory sales. May not represent the entire industry.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Total
(Class 4 Class 8)
87%
85%
85%
88%
88%
83%
84%
82%
83%
85%
87%
88%
81%
84%
80%
87%
91%
89%
88%
88%
89%
78%
75%
80%
5–7
The Vehicle Inventory and Use Survey (VIUS) was discontinued, thus the 2002 VIUS data remain the latest
available.
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. Internet site: www.census.gov/econ/overview/se0501.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.
The California Department of Transportation is conducting a survey to collect data on the
physical and operational characteristics of the State’s commercial vehicle population called the
California Vehicle Inventory Use and Survey. Internet site:
www.dot.ca.gov/hq/tpp/offices/omsp/statewide_modeling/cal_vehicle_survey.html
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–8
Table 5.5
Truck Statistics by Gross Vehicle Weight Class, 2002
Manufacturer's gross vehicle
weight class
1) 6,000 lb and less
2) 6,001 – 10,000 lb
3) 10,001 – 14,000 lb
4) 14,001 – 16,000 lb
5) 16,001 – 19,500 lb
6) 19,501 – 26,000 lb
7) 26,001 – 33,000 lb
8) 33,001 lb and up
Total
Light truck subtotal (1–2)
Medium truck subtotal (3–6)
Heavy truck subtotal (7–8)
Number of
trucks
51,941,389
28,041,234
691,342
290,980
166,472
1,709,574
179,790
2,153,996
85,174,777
79,982,623
2,858,368
2,333,786
Percentage
of trucks
61.0%
32.9%
0.8%
0.3%
0.2%
2.0%
0.2%
2.5%
100.0%
93.9%
3.4%
2.7%
Average
annual miles
per truck
11,882
12,684
14,094
15,441
11,645
12,671
30,708
45,739
13,088
12,163
13,237
44,581
Harmonic
mean fuel
economy
17.6
14.3
10.5
8.5
7.9
7.0
6.4
5.7
13.5
16.2
8.0
5.8
Percentage
of fuel use
42.7%
30.5%
1.1%
0.5%
0.3%
3.2%
0.9%
20.7%
100.0%
73.2%
5.2%
21.6%
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 5.6
Truck Harmonic Mean Fuel Economy by Size Class, 1992, 1997, and 2002
(miles per gallon)
Manufacturer's gross vehicle
weight class
1) 6,000 lb and less
2) 6,001–10,000 lb
3) 10,000–14,000 lb
4) 14,001–16,000 lb
5) 16,001–19,500 lb
6) 19,501–26,000 lb
7) 26,001–33,000 lb
8) 33,001 lb and over
Light truck subtotal (1–2)
Medium truck subtotal (3–6)
Large truck subtotal (7–8)
1992
TIUS
17.2
13.0
8.8
8.8
7.4
6.9
6.5
5.5
15.7
7.3
5.6
1997
VIUS
17.1
13.6
9.4
9.3
8.7
7.3
6.4
5.7
15.8
8.6
6.1
2002
VIUS
17.6
14.3
10.5
8.5
7.9
7.0
6.4
5.7
16.2
8.0
5.8
Note: Based on average fuel economy as reported by respondent.
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)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–9
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 5.7
Truck Statistics by Size, 2002
Under 50 miles
51–100 miles
101–200 miles
201–500 miles
501 miles or more
Off-road
Vehicle not in use
Not reported
Totalb
Gas station
Truck stop
Own facility
Other nonpublic facility
Other
Totalb
Manufacturer's gross vehicle weight class
Medium
Light
(10,001–
Heavy
(< 10,000 lb)
26,000 lb)
(> 26,000 lb)
Typical trip miles or range of operationa
69.2%
61.5%
40.7%
8.5%
11.7%
13.5%
2.4%
3.2%
6.7%
1.1%
1.8%
7.6%
1.4%
2.2%
10.4%
1.1%
3.5%
3.2%
2.2%
4.4%
3.2%
14.1%
11.7%
14.7%
100.0%
100.0%
100.0%
Primary refueling facility
96.9%
62.4%
28.4%
0.7%
7.7%
31.9%
2.0%
27.3%
36.2%
0.3%
2.6%
3.5%
0.0%
0.0%
0.0%
100.0%
100.0%
100.0%
Total
68.2%
8.7%
2.5%
1.3%
1.7%
1.2%
2.3%
14.1%
100.0%
93.9%
1.8%
3.7%
0.5%
0.0%
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)
a
b
The respondent was asked to choose the category which best described the trips made by the vehicle.
Percentages may not sum to totals due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–10
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 5.8
Percentage of Trucks by Size Ranked by Major Use, 2002
Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Light
(< 10,000 lb
average weight)
Personal
81.5%
Construction
4.6%
Other services a
2.5%
Not in use
2.2%
Agriculture
1.9%
Retail
1.5%
Unknown
1.3%
Leasing
0.7%
Manufacturing
0.7%
Utilities
0.6%
Waste management
0.6%
Wholesale
0.6%
Information services
0.4%
For hire
0.4%
Food services
0.3%
Arts
0.2%
Mining
0.1%
Medium
(10,001 – 26,000 lb
average weight)
Construction
18.4%
Agriculture
16.2%
For hire
9.6%
Retail
7.1%
Not in use
6.4%
Leasing
6.2%
Wholesale
5.5%
Waste management
5.4%
Utilities
5.0%
Personal
4.8%
Unknown
4.4%
Manufacturing
3.3%
Other servicesa
3.2%
Food services
1.6%
Information services
1.3%
Mining
1.1%
Arts
0.5%
Heavy
(> 26,000 lb average
weight)
For hire
30.1%
Construction
15.9%
Agriculture
12.2%
Retail
5.4%
Not in use
5.1%
Waste management
5.0%
Manufacturing
4.9%
Wholesale
4.8%
Leasing
4.6%
Unknown
3.2%
Personal
2.5%
Mining
2.4%
Other servicesa
1.3%
Utilities
1.1%
Food services
1.1%
Arts
0.3%
Information services
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–11
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 5.9
Percentage of Trucks by Fleet Size and Primary Fueling Facility, 2002
Truck fleet size
1–5
6–10
11–20
21–50
51 or more
Fleets of 6 or more
vehicles
No fleet
Gas station
73.8%
55.3%
41.1%
42.9%
48.3%
47.6%
96.4%
Primary refueling facility
Truck stop
Own facility
6.1%
18.2%
5.7%
35.5%
5.1%
48.9%
3.7%
49.8%
6.3%
44.4%
5.2%
1.6%
Other's facility
1.9%
3.4%
4.9%
3.6%
1.0%
Totala
100.0%
100.0%
100.0%
100.0%
100.0%
3.4%
0.3%
100.0%
100.0%
43.9%
1.7%
Source:
U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and Use Survey, Microdata File
CD, 2005. (Additional resources: www.census.gov/svsd/www/tiusview.html)
a
Percentages may not sum to totals due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
on
5–12
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 5.10
Share of Trucks by Major Use and Primary Fueling Facility, 2002
Major use
Personal
Other services
Information services
Retail trade
Construction
Accommodation or food services
Manufacturing
Arts, entertainment, recreation services
Waste mgmt, landscaping, admin/support services
Wholesale trade
Utilities
Agriculture, forestry, fishing, hunting
Vehicle leasing or rental
Mining
For-hire or warehousing
Overall
Gas
station
98.6%
96.0%
92.3%
86.6%
84.7%
82.4%
81.5%
81.1%
78.2%
76.2%
72.6%
62.7%
60.2%
48.7%
33.3%
93.9%
Truck
stop
0.6%
1.4%
0.4%
3.5%
3.3%
7.5%
5.1%
4.3%
3.0%
6.6%
1.8%
6.7%
1.3%
8.5%
38.7%
1.8%
Own
facility
0.7%
1.6%
7.2%
8.6%
9.8%
8.8%
11.9%
14.2%
17.1%
12.0%
24.3%
29.4%
31.8%
34.3%
25.8%
3.7%
Others
facility
0.1%
0.9%
0.1%
1.2%
2.2%
1.3%
1.5%
0.3%
1.6%
5.1%
1.3%
1.0%
6.8%
8.5%
2.3%
0.5%
Other
0.1%
0.1%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.1%
0.0%
0.0%
0.0%
0.0%
Alla
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
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)
a
Percentages may not sum to totals due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–13
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 all
trucks and trucks two years old or less. 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. Most of the
single-unit trucks in the survey travel 40,000 miles per year or less.
Figure 5.2. Distribution of Trucks over 26,000 lb by Vehicle-Miles Traveled, 2002
Note: Heavy trucks (class 7 & 8) are greater than 26,000 pounds gross vehicle weight based on the manufacturer’s
rating.
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)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–14
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 5.3. Share of Heavy Trucks with Selected Electronic Features, 2002
Note: Heavy trucks (class 7 & 8) are greater than 26,000 pounds gross vehicle weight based on the manufacturer’s
rating.
Source:
U.S. Department of Commerce, Bureau of the Census, 2002 Vehicle Inventory and User Survey, Microdata File on
CD, 2005.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–15
Fuel Economy Study for Class 8 Trucks
As part of a study sponsored by the U.S. Department of Energy (DOE) Vehicle
Technologies Office (VTO), 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, 865-9461304. The final report on this project is available on-line at:
cta.ornl.gov/cta/Publications/Reports/ORNL_TM_2008-122.pdf.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–16
The type of terrain a truck is traveling on can cause significant differences in fuel efficiency. This study (see page
5–15 for project description) shows fuel economy on severe upslopes is less than half that on flat terrain. On severe
downslopes, the fuel economy was two times higher than on flat terrain.
Table 5.11
Effect of Terrain on Class 8 Truck Fuel Economy
Type of terrain
Severe upslope (>4%)
Mild upslope (1% to 4%)
Flat terrain (1% to 1%)
Mild downslope (-4% to -1%)
Severe downslope (<-4%)
Share of data
records
0.7%
13.2%
72.4%
12.6%
1.1%
All
trucks
2.90
4.35
7.33
15.11
23.5
Average fuel efficiency (mpg)
Difference
Tractors
Tractors
between dual
with dual
with single
and single
tires
(wide) tires
tires (percent)
2.86
2.94
2.91%
4.25
4.44
4.35%
7.08
7.58
7.13%
14.64
15.57
6.36%
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.
(Additional resources: cta.ornl.gov/cta/Publications/Reports/ORNL_TM_2008-122.pdf)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–17
This table 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 5-15 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 the
table 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 5.12
Fuel Economy for Class 8 Trucks as Function of Speed
and Tractor-Trailer Tire Combination
Speed
(mph)
Idling
0+ to 5
5+ to 10
10+ to 15
15+ to 20
20+ to 25
25+ to 30
30+ to 35
35+ to 40
40+ to 45
45+ to 50
50+ to 55
55+ to 60
60+ to 65
Dual tire tractor –
dual tire trailer
Distance
Fuel
Fuel
traveled
cons.
econ.
(miles)
(gal)
(MPG)
N/A
1,858.5
N/A
281
101.8
2.76
674
198.8
3.39
723
192.0
3.77
744
199.1
3.73
938
228.4
4.11
1,178
266.9
4.41
1,481
336.8
4.40
1,917
403.5
4.75
2,955
584.1
5.06
4,935
907.9
5.43
9,397
1,629.8
5.77
20,656
3,297.2
6.26
38,964
5,879.6
6.63
65+ to 70
70+ to 75
75+ to 85
Totala
58,304
56,378
7,849
207,374
Percent
increase in
fuel
economy
from dual
tire
trac/trail
8,313.2
7,483.2
808.2
30,831.0
7.01
7.53
9.71
6.73
0.00%
Dual tire tractor –
Single (wide) tire tractor –
single (wide) tire trailer
dual tire trailer
Distance
Fuel
Fuel
Distance
Fuel
Fuel
traveled
cons.
econ.
traveled
cons.
econ.
(miles)
(gal)
(MPG)
(miles)
(gal)
(MPG)
N/A
967.9
N/A
N/A
1,676.4
N/A
148
50.4
2.93
368.0
124.2
3.0
368
103.2
3.56
808.0
245.4
3.3
396
98.3
4.03
848.0
216.5
3.9
404
100.9
4.00
882.0
221.6
4.0
489
113.6
4.31
1,111.0
244.2
4.6
609
131.5
4.63
1,420.0
286.9
5.0
753
154.2
4.88
1,774.0
341.1
5.2
1,000
193.6
5.17
2,284.0
433.6
5.3
1,543
285.9
5.40
3,380.0
603.6
5.6
2,573
447.7
5.75
5,410.0
872.8
6.2
4,962
811.5
6.11
10,046.0
1,622.7
6.2
11,707
1,721.9
6.80
22,373.0
3,257.8
6.9
21,472
2,980.8
7.20
34,517.0
4,840.0
7.1
NOT ADJUSTED FOR TERRAIN: See note below.
27,931
3,652.2
7.65
65,063.0
9,256.4
7.0
21,751
2,745.5
7.92
66,882.0
8,435.6
7.9
3,610
403.2
8.95
11,513.0
911.1
12.6
99,714 13,994.0
7.13
228,680.0
31,913.0
7.2
5.93%
6.53%
Single (wide) tire tractor single (wide) tire trailer
Distance
Fuel
Fuel
traveled
cons.
econ.
(miles)
(gal)
(MPG)
N/A
706.0
N/A
156
52.8
2.96
331
98.8
3.35
343
87.0
3.95
361
90.5
3.98
462
101.1
4.57
580
117.6
4.93
708
141.1
5.02
941
184.3
5.10
1,350
254.4
5.31
2,177
360.4
6.04
3,877
625.5
6.20
8,710
1,246.9
6.99
14,944
2,049.4
7.29
27,144
32,887
6,817
101,790
3,880.1
4,056.1
512.2
13,858.0
7.00
8.11
13.31
7.35
9.20%
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.
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.
(Additional resources: cta.ornl.gov/cta/Publications/Reports/ORNL_TM_2008-122.pdf)
a
Total fuel consumed does not include fuel consumed while idling.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–18
The fuel economy information presented in Table 5.12 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 5.4 shows the information from Table 5.12 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 types of trucks. Figure 5.4 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 5.4. 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.
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.
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.
(Additional resources: cta.ornl.gov/cta/Publications/Reports/ORNL_TM_2008-122.pdf)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–19
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 5.12, the total fuel consumed on this graph includes the fuel consumed while idling.
Figure 5.5. 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
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.
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.
(Additional resources: cta.ornl.gov/cta/Publications/Reports/ORNL_TM_2008-122.pdf)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–20
A typical class 8 truck tractor weighs about 17,000 lb. The powertrain is nearly a quarter of the weight (24%) while
the truck body structure is 19%.
Table 5.13
Class 8 Truck Weight by Component
Wheels and tires
Chassis/frame
Drivetrain and suspension
Misc. accessories/systems
Truck body structure
Powertrain
Total
Pounds
1,700
2,040
2,890
3,060
3,230
4,080
17,000
Share of total
10%
12%
17%
18%
19%
24%
100%
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 include 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.
Source:
National Academy of Sciences, Technologies and Approaches to Reducing the Fuel Consumption of Medium and
Heavy-Duty Vehicles, 2010, p. 117.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–21
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 lb). 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 5.14
Gross Vehicle Weight versus Empty Vehicle Weight
Vehicle description
Cars
Minivans, small SUVs,
small pick-ups
Large SUVs, standard pickups
Large SUVs, standard pickups
Utility van, multi- purpose,
mini-bus, step van
City delivery, parcel
delivery, large walk-in,
bucket, landscaping
City delivery, parcel
delivery, large walk-in,
bucket
City delivery, school bus,
large walk-in, bucket
City bus, furniture,
refrigerated, refuse, fuel
tanker, dump, tow, concrete,
fire engine, tractor-trailer
Refuse, concrete, furniture,
city bus, tow, fire engine
(straight trucks)
Tractor-trailer: van,
refrigerated, bulk tanker, flat
bed (combination trucks)
Gross vehicle
weight range
(pounds)
3,200-6,000
Empty vehicle
weight range
(pounds)
2,400-5,000
Maximum
payload
capacity
(pounds)
1,000
Payload
capacity share
(percent of
empty weight)
20%
1
4,000-2,400
3,200-4,500
1,500
33%
2a
6,001-8,500
4,500-6,000
2,500
40%
2b
8,501-10,000
5,000-6,300
3,700
60%
3
10,001-14,000
7,650-8,750
5,250
60%
4
14,001-16,000
7,650-8,750
7,250
80%
5
16,001-19,500
9,500-10,000
8,700
80%
6
19,501-26,000
11,500-14,500
11,500
80%
7
26,001-33,000
11,500-14,500
18,500
125%
8a
33,001-80,000
20,000-26,000
54,000
200%
8b
33,001-80,000
20,000-26,000
54,000
200%
Truck class
Source:
National Academy of Sciences, Technologies and Approaches to Reducing the Fuel Consumption of Medium and
Heavy-Duty Vehicles, 2010, pp. 18 and 116.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–22
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 lb. Eleven percent of the tractor-trailers had weight recorded around 72,800 lb
and 10% around 68,300 lb. Another 10% of tractor-trailers were on the lighter end of the scale – around 37,500
lb. These data show that only a small percent of trucks on the road are near the maximum roadway gross vehicle
weight of 80,000 lb. Thus, most trucks are filling the trailer space to capacity (cubing-out) before they reach the
maximum weight limit (weighing-out).
Figure 5.6. Distribution of Class 8 Trucks by On-Road Vehicle Weight, 2008a
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.
Source:
National Academy of Sciences, Technologies and Approaches to Reducing the Fuel Consumption of Medium and
Heavy-Duty Vehicles, 2010, p. 118. Original source: Federal Highway Administration, Vehicle Travel
Information System, 2008.
Study reported data on 5-axle tractor-trailers which are class 8 trucks. Single-unit class 8 trucks were not
considered in the study.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–23
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 survey was first conducted in various years from 1963 to
1977, and was again conducted in 1993, 1997, 2002, 2007, and 2012 with improvements in
methodology, sample size, and scope. Data collection for the 2017 survey began in late 2016 and
preliminary data are expected in December 2018. It is a shipper-based survey which covers
business establishments from these industries:
•
•
•
•
Mining
Manufacturing
Wholesale trade
Select Retail and Services
Industries not covered by CFS include transportation, construction, most retail and services
industries, farms, fisheries, foreign establishments, and most government-owned establishments.
Before 1993 data were collected only on the principal mode of travel, but after that time all modes
of a shipment were captured in the data.
The CFS is a joint effort of the Bureau of Transportation Statistics and the U.S. Census Bureau.
Additional information on the survey can be found at:
www.bts.gov/content/commodity-flow-survey-overview
www.census.gov/programs-surveys/cfs.html
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–24
Industries covered by the 2012 Commodity Flow Survey (CFS) shipped goods worth over $13 trillion. Compared
to the 1993 CFS, the value of shipments is up 1.7% per year and tons shipped are up 0.8% per year. By value,
multiple mode shipments increased 2.8% per year from 1993 to 2012.
Table 5.15
Value of Goods Shipped in the United States: Comparison of the 1993, 1997, 2002, 2007 and
2012 Commodity Flow Surveysa
All modes
Single modes
Truckb
For-hire truck
Private truck
Rail
Water
Inland water
Great Lakes
Deep sea
Multiple waterways
Air (includes truck and air)
Pipelinee
Multiple modes
Parcel, U.S.P.S. or courier
Truck and rail
Truck and water
Rail and water
Other multiple modes
Other and unknown
modes
1997
(billion
2012 dollars)
9,933.3
8,181.8
7,126.0
4,150.4
2,913.2
457.2
108.5
77.1
2.2
29.2
2002
(billion
2012 dollars)
10,716.8
8,996.6
7,957.3
4,794.9
3,120.8
396.8
114.0
73.3
1.1
39.6
240.4
155.4
1,145.4
973.7
143.6
16.2
6.4
5.6
327.7
162.4
1,353.1
1,224.4
108.3
11.8
2.5
6.1
338.1
190.4
1,377.3
1,260.6
89.2
18.3
4.2
4.9
279.4
442.5
2,067.1
1,729.5
207.3
64.7
15.4
50.2
2012
(billion
dollars)
13,852.1
11,900.4
10,132.2
6,504.6
3,627.6
473.1
301.6
218.9
0.4
59.9
22.3
450.6
542.9
1,950.8
1,688.2
224.8
29.0
8.0
0.7
418.8
398.5
342.8
309.1
1.0
1993
(billion
2012 dollars)
10,106.6
8,542.3
7,612.4
4,538.0
3,035.4
427.7
106.6
70.4
c
34.2
c
d
d
2007
(billion
2012 dollars)
12,938.9
10,562.8
9,230.4
5,487.5
3,742.8
483.3
127.2
100.8
c
25.5
d
Average
annual
percent
change
(1993-2012)
1.7%
1.8%
1.5%
1.9%
0.9%
0.5%
5.6%
6.2%
c
3.0%
c
3.4%
6.8%
2.8%
2.9%
2.4%
3.1%
1.2%
-10.3%
-27.2%
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau
of the Census, 1993, 1997, 2002, 2007, and 2012 Commodity Flow Surveys, Table 1a. (Additional resources:
www.census.gov/programs-surveys/cfs.html)
Detail may not add to total because of rounding.
"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.
c
Denotes data do not meet publication standards because of high sampling variability or poor response quality.
d
Data are not available.
e
CFS data for pipeline exclude most shipments of crude oil.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–25
Industries covered by the 2012 Commodity Flow Survey (CFS) shipped over 11 billion tons of goods nationwide.
Nearly three-quarters of the freight tonnage was shipped by truck.
Table 5.16
Tons of Freight in the United States: Comparison of the 1993, 1997, 2002, 2007 and
2012 Commodity Flow Surveysa
All modes
Single modes
Truckb
For-hire truck
Private truck
Rail
Water
Inland water
Great Lakes
Deep sea
Multiple waterways
Air (includes truck and air)
Pipelined
Multiple modes
Parcel, U.S.P.S. or courier
Truck and rail
Truck and water
Rail and water
Other multiple modes
Other and unknown modes
1993
(millions)
9,688.50
8,922.30
6,385.9
2,808.3
3,543.5
1,544.10
505.4
362.5
33
109.9
c
3.1
483.6
225.7
18.9
40.6
68
79.2
18.9
540.5
1997
(millions)
11,089.7
10,436.5
7,700.7
3,402.6
4,137.3
1,549.8
563.4
414.8
38.4
110.2
2002
(millions)
11,667.9
11,086.7
7,842.8
3,657.3
4,149.7
1,873.9
681.2
458.6
38.0
184.6
2007
(millions)
12,543.4
11,698.1
8,778.7
4,075.1
4,703.6
1,861.3
403.6
343.3
17.8
42.5
4.5
618.2
216.7
23.7
54.2
33.2
79.3
26.2
436.5
3.8
685.0
216.7
25.5
43.0
23.3
105.1
19.8
364.6
3.6
650.9
573.7
33.9
225.6
145.5
54.9
113.8
271.6
c
c
c
2012
(millions)
11,299.4
10,905.5
8,060.2
4,298.7
3,761.3
1,628.5
576.0
424.5
31.4
73.0
47.1
4.8
636.0
357.0
28.5
213.8
56.7
55.6
2.5
36.8
Average
annual
percent
change
(1993-2012)
0.8%
1.1%
1.2%
2.3%
0.3%
0.3%
0.7%
0.8%
-0.3%
-2.1%
c
2.3%
1.5%
2.4%
2.2%
9.1%
-1.0%
-1.8%
-10.1%
-13.2%
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau
of the Census, 1993, 1997, 2002, 2007, and 2012 Commodity Flow Survey, Table 1a. (Additional resources:
www.census.gov/programs-surveys/cfs.html)
Detail may not add to total because of rounding.
"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.
c
Data are not available.
d
CFS data for pipeline exclude most shipments of crude oil.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–26
Industries covered by the 2012 Commodity Flow Survey (CFS) accounted for 2.9 trillion ton-miles on the nation’s
highways, railways, waterways, pipelines, and aviation system. Ton-miles increased an average of 1.1% per year
from 1993 to 2012.
Table 5.17
Ton-Miles of Freight in the United States: Comparison of the 1993, 1997, 2002, 2007 and
2012 Commodity Flow Surveysa
All modes
Single modes
Truckb
For-hire truck
Private truck
Rail
Water
Inland water
Great Lakes
Deep sea
Multiple waterways
Air (includes truck and air)
Pipelined
Multiple modes
Parcel, U.S.P.S. or courier
Truck and rail
Truck and water
Rail and water
Other multiple modes
Other and unknown modes
1993
(billions)
2,420.90
2,136.90
869.5
629
235.9
942.6
272
164.4
12.4
95.2
c
1997
(billions)
2,661.4
2,383.5
1,023.5
741.1
268.6
1,022.5
261.7
189.3
13.4
59.0
c
2002
(billions)
3,137.9
2,867.9
1,255.9
959.6
291.1
1,261.6
282.7
211.5
13.8
57.4
c
2007
(billions)
3,344.7
2,894.3
1,342.1
1,055.6
286.5
1,344.0
157.3
117.5
6.9
33.0
c
4
6.2
5.8
4.5
191.5
13.2
37.7
40.6
70.2
204.5
18.0
55.6
34.8
77.6
18.6
73.4
225.7
19.0
45.5
32.4
115.0
13.8
44.2
416.6
28.0
196.8
98.4
47.1
46.4
33.8
c
c
92.6
e
e
e
2012
(billions)
2,969.5
2,697.4
1,247.7
1,050.9
196.8
1,211.5
192.9
118.7
11.0
22.1
41.0
5.8
e
271.8
22.7
169.5
48.6
29.2
1.9
0.3
Average
annual
percent
change
(1993-2012)
1.1%
1.2%
1.9%
2.7%
-0.9%
1.3%
-1.8%
-1.7%
-0.6%
-7.4%
c
2.0%
c
1.9%
2.9%
8.2%
1.0%
-4.5%
c
-26.0%
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau
of the Census, 1993, 1997, 2002, 2007 and 2012 Commodity Flow Surveys, Table 1a. (Additional resources:
www.census.gov/programs-surveys/cfs.html)
Detail may not add to total because of rounding.
"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.
c
Data are not available.
d
CFS data for pipeline exclude most shipments of crude oil.
e
Denotes data do not meet publication standards because of high sampling variability or poor response quality.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–27
Industries covered by the 2012 Commodity Flow Survey (CFS) had an average shipment length of 630 miles, a
49% increase from the 1993 survey. For single mode shipments, air had the highest shipment length in 2012; for
multiple modes, truck and water had the highest length.
Table 5.18
Average Miles per Shipment in the United States: Comparison of the 1993, 1997, 2002, 2007 and
2012 Commodity Flow Surveysa
All modes
Single modes
Truckb
For-hire truck
Private truck
Rail
Water
Inland water
Great Lakes
Deep sea
Multiple waterways
Air (includes truck and air)
Pipelined
Multiple modes
Parcel, U.S.P.S. or courier
Truck and rail
Truck and water
Rail and water
Other multiple modes
Other and unknown modes
534
1,861
1997
(miles)
472
184
144
485
53
769
482
177
204
1,024
2002
(miles)
546
240
173
523
64
807
568
450
339
664
2007
(miles)
619
234
206
599
57
728
520
144
657
923
1,415
1,380
1,919
1,304
736
734
1,403
1,417
627
1,082
229
813
813
1,347
1,265
1,092
895
894
1,413
1,950
957
122
130
975
975
1,007
1,429
1,928
1,182
116
1993
(miles)
424
197
144
472
52
766
c
c
c
c
c
e
e
c
e
e
c
e
2012
(miles)
630
262
227
508
58
805
908
275
347
1,157
1,034
1,295
e
Average
annual
percent
change
(1997-2012)
2.1%
1.5%
2.4%
0.4%
0.6%
0.3%
c
c
-2.2%
-2.5%
c
-0.5%
c
922
922
988
1,562
1,073
1.2%
1.2%
-1.8%
0.5%
2.9%
2
-22.1%
e
c
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau
of the Census, 1993, 1997, 2002, 2007 and 2012 Commodity Flow Surveys, Table 1a. (Additional resources:
www.census.gov/programs-surveys/cfs.html)
Detail may not add to total because of rounding.
"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.
c
Data are not available.
d
CFS data for pipeline exclude most shipments of crude oil.
e
Denotes data do not meet publication standards because of high sampling variability or poor response quality.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–28
Ranging from a speed limit of 55 miles per hour (mph) to 85 mph, the maximum speed limit for trucks varies from
state to state and sometimes from year to year. Currently, California has the most conservative maximum speed
limit for trucks – 55 mph. At the other end of the spectrum, Texas has some roads where the truck speed limit is 85
mph. Because of the varying limits, there is not one common highway speed at which trucks travel. Manufacturers
design the vehicle to perform well over the entire range of speeds.
Figure 5.7. Maximum Daytime Truck Speed Limits by State, 2019
Note: Oklahoma’s maximum speed limit is effective November 1, 2019.
Source:
Insurance Institute for Highway Safety, Highway Loss Data Institute, “Speed Limits,” July 2019.
(Additional resources: www.iihs.org/iihs/topics/speed/speed-limit-laws)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–29
Although all states allow the conventional combinations consisting of a 28-foot semi-trailer and a 28-foot trailer,
only 14 states and six state turnpike authorities allow longer combination vehicles (LCVs) on at least some parts
of their road networks. LCVs are tractors pulling a semi-trailer and trailer, with at least one of them – the semitrailer, the trailer, or both – longer than 28 feet. The routes that these LCVs can travel have not changed since
1991.
Figure 5.8. Routes Where Longer Combination Vehicles Are Permitted, 2017
Note: Empty triples are allowed on I-80 in Nebraska.
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics, Freight Facts and Figures 2017, 2018.
(Additional resources: www.bts.gov/product/freight-facts-and-figures).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5–30
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–1
Alternative Fuel and Advanced Technology
Vehicles and Characteristics
Summary Statistics from Tables in this Chapter
Source
Table 6.1
Alternative fuel vehicles made available, 2018
E85
813,774
LPG
2,468
CNG
4,451
Electric
LNG
Hydrogen
Table 6.12
1,076,884
Number of alternative fuel refuel sites, 2018
Electric outlets
253,678
0
2,513
68,160
58,634
LPG
3,357
CNG
1,664
Biodiesel
704
Hydrogen
60
Fuel type abbreviations are used throughout this chapter.
B20 = 20% biodiesel, 80% petroleum diesel
CNG = compressed natural gas
E85 = 85% ethanol, 15% gasoline
E95 = 95% ethanol, 5% gasoline
H2
= hydrogen
LNG = liquefied natural gas
LPG = liquefied petroleum gas
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–2
Alternative Fuels
The Energy Policy Act of 1992 defines alternative fuels and allows the U.S. Department of Energy
(DOE) to add to the list of alternative fuels if the fuel is substantially nonpetroleum, yields
substantial energy security benefits, and offers substantial environmental benefits. DOE currently
recognizes the following as alternative fuels:
•
•
•
•
•
•
•
•
•
•
methanol, ethanol, and other alcohols,
blends of 85% or more of alcohol with gasoline,
natural gas and liquid fuels domestically produced from natural gas,
liquefied petroleum gas (propane),
coal-derived liquid fuels,
hydrogen,
electricity,
biodiesel (B100),
fuels (other than alcohol) derived from biological materials,
P-series.
Alternative Fuels Data Center
DOE established the Alternative Fuels Data Center (AFDC) in 1991 to support its work aimed at
fulfilling the Alternative Motor Fuels Act directives. Since then, the AFDC has expanded its focus
to include all advanced transportation fuels, vehicles, and technologies. The AFDC is operated and
managed by the National Renewable Energy Laboratory (NREL) in Golden, Colorado.
The purposes of the AFDC are:
•
to gather and analyze information on the fuel consumption, emissions, operation, and
durability of alternative fuel vehicles, and
•
to provide unbiased, accurate information on alternative fuels and alternative fuel
vehicles to government agencies, private industry, research institutions, and other
interested organizations.
Much of the AFDC data can be obtained through their website: afdc.energy.gov. Several tables
and graphs in this chapter contain statistics which were generated by the AFDC. Below are some
links to specific areas of the AFDC website.
Alternative & Advanced Fuels – afdc.energy.gov
Alternative Fueling Station Locator – afdc.energy.gov/stations/#/find/nearest
Alternative & Advanced Vehicles – afdc.energy.gov/fuels
State & Federal Incentives & Laws – afdc.energy.gov/laws
Data Analysis & Trends – afdc.energy.gov/data
Tools – afdc.energy.gov/tools
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–3
The Energy Information Administration (EIA) is no longer publishing estimates of the number of alternative
vehicles in use in the United States. EIA does publish the number of alternative fuel vehicles “made available”
each year, beginning in 2004. The alternative fuel vehicles “made available” are estimates from vehicle
manufacturer production and companies performing vehicle conversions. The data are more of a proxy for
alternative fuel vehicle sales than for vehicle population, but EIA cautions that the data are not actual sales data.
Table 6.1
Estimates of Alternative Fuel Highway Vehicles Made Available, 2004-2018
Year
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
CNG
7,752
3,304
3,128
2,487
4,440
3,770
4,973
5,674
7,672
9,454
6,662
8,744
7,840
5,939
4,451
Electrica
2,200
2,281
2,715
3,152
2,802
2,255
2,229
25,382
46,624
130,323
92,594
118,560
162,951
258,689
253,678
2004-2018
2008-2018
-3.9%
0.0%
40.4%
56.9%
E85
Hydrogen
674,678
31
743,948
74
1,011,399
40
1,115,069
63
1,175,345
63
805,777
26
1,484,945
64
2,116,273
107
2,446,966
56
2,665,470
10
2,433,113
3
1,881,500
2
1,272,091
29
1,150,097
2,842
813,774
2,513
Average annual percentage change
1.3%
36.9%
-3.6%
44.6%
LNG
136
68
92
26
384
126
231
137
101
344
535
7
10
0
0
LPG
2,150
700
473
356
695
861
747
1,054
1,134
2,700
1,708
2,248
1,932
2,837
2,468
-100.0%
-100.0%
1.0%
13.5%
Note: “Made available” refers to the supply of warrantied alternative fuel vehicles by manufacturers and aftermarket
conversion companies. These do not represent sales.
Source:
U. S. Department of Energy, Energy Information Administration website, “Alternative Fuel Vehicle Data,”
www.eia.gov/renewable/afv, September 2019. (Additional resources: www.eia.gov)
a
Includes plug-in hybrid-electric vehicles and all-electric vehicles.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–4
Hybrid vehicle sales began in 1999 and plug-in electric vehicle sales began in 2010. Hybrids captured 3.2% of the
light vehicle market in 2013 but were at 2% in 2018. Plug-in hybrids and all-electrics combined accounted for
2.1% of the light vehicle market in 2018.
Table 6.2
Hybrid and Plug-In Vehicle Sales, 1999-2018
Calendar
year
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2000-2018
2011-2018
Hybrid
vehicle
sales
(thousands)
0.0
9.4
20.3
36.0
47.6
84.2
205.9
251.9
351.1
315.8
290.3
274.6
266.5
434.6
495.5
452.2
384.4
346.9
362.9
343.2
22.2%
3.7%
Plug-in
hybrid
vehicle sales
(thousands)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.3
7.7
38.6
49.0
55.4
43.0
72.9
91.1
122.8
c
48.6%
All-electric
All light
Hybrid share
vehicle salesa vehicle salesa
of all light
(thousands)
(thousands)
vehicles
0.0
16,711
0.0%
0.0
17,164
0.1%
0.0
16,950
0.1%
0.0
16,675
0.2%
0.0
16,494
0.3%
0.0
16,737
0.5%
0.0
16,774
1.2%
0.0
16,336
1.5%
0.0
15,867
2.2%
0.0
13,015
2.4%
0.0
10,236
2.8%
0.0
11,394
2.4%
10.1
12,542
2.1%
14.6
14,220
3.1%
48.1
15,279
3.2%
63.5
16,192
2.8%
71.1
17,095
2.2%
86.7
17,169
2.0%
104.4
16,818
2.2%
238.8
16,913
2.0%
Average annual percentage change
c
-0.1%
57.1%
4.4%
Plug-in
hybrid share
of
all light
vehicles
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.1%
0.3%
0.3%
0.3%
0.3%
0.4%
0.5%
0.7%
All-electric
share of
all light
vehicles
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.1%
0.1%
0.3%
0.4%
0.4%
0.5%
0.6%
1.4%
Note: Plug-in vehicle sales include only those vehicles certified for highway use. Small electric carts and
neighborhood electric vehicles are excluded.
Sources:
Hybrid and Electric Vehicle Sales – Compiled by the Transportation Research Center at Argonne National
Laboratory, 2018. (Additional resources: www.anl.gov/energy-systems/project/light-duty-electric-drivevehicles-monthly-sales-updates)
All Light Vehicle Sales – Table 3.11.
Includes plug-in hybrid-electric vehicles and all-electric vehicles.
Includes cars and trucks up to 10,000 lb gross vehicle weight.
c
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–5
Trolleybus, heavy rail, and light rail use nearly all alternative fuels. However, the 53.8% of buses using alternative
fuels replace a lot of traditional fuel use.
Table 6.3
Transit Vehicle Alternative Fuel Shares by Mode, 1992-2018
Year
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2013
2014
2015
2016
2017
2018
Busa
2.0%
4.1%
6.5%
6.3%
6.4%
5.6%
6.5%
7.5%
7.9%
9.8%
11.8%
13.0%
13.3%
16.0%
20.8%
22.4%
31.6%
30.4%
33.5%
36.6%
40.4%
41.4%
46.9%
49.1%
54.3%
53.8%
Demand
response
Commuter
rail selfpropelledb
Commuter
rail
locomotiveb
Heavy
railc
Light
raild
Trolleybus
Vanpool
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
e
5.8%
7.5%
11.2%
14.0%
13.8%
13.2%
11.4%
8.5%
5.8%
5.1%
5.1%
5.1%
4.9%
6.4%
5.3%
10.9%
10.5%
8.0%
7.7%
8.3%
16.4%
17.0%
15.9%
19.5%
14.4%
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
99.9%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
98.9%
100.0%
98.0%
98.4%
99.2%
98.2%
98.3%
98.4%
98.4%
100.0%
100.0%
100.0%
100.0%
100.0%
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
e
17.0%
27.4%
29.3%
32.1%
30.3%
99.3%
99.5%
99.1%
99.5%
99.5%
99.8%
99.2%
95.0%
98.0%
98.2%
67.9%
98.9%
11.0%
10.2%
3.6%
10.0%
11.3%
11.6%
16.6%
4.1%
3.2%
1.7%
4.4%
2.5%
Source:
American Public Transportation Association, 2019 Public Transportation Fact Book, Washington, DC, March 2019,
Appendix A. (Additional resources: www.apta.com)
Includes bus rapid transit and commuter bus vehicles.
Electric car or diesel-propelled railway for urban passenger train service between a central city and adjacent
suburbs.
c
An electric railway with the capacity for a heavy volume of traffic.
d
An electric railway with a light volume traffic capacity with power drawn from an overhead electric line.
e
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–6
Table 6.4
E85 Flex-Fuel Vehicles Available by Manufacturer, Model Year 2019
Model
Chevrolet C10 Silverado 2WD
Chevrolet C1500 Suburban 2WD
Chevrolet C1500 Tahoe 2WD
Chevrolet Impala
Chevrolet K10 Silverado 4WD
Chevrolet K1500 Suburban 4WD
Chevrolet K1500 Tahoe 4WD
Chrysler 300
Chrysler 300 AWD
Dodge Charger
Dodge Grand Caravan
Dodge Journey
Ford Escape FWD FFV
Ford Explorer FFV 2WD
Ford Explorer FFV AWD
Ford F150 2WD FFV Base Payload LT
Ford F150 2WD FFV Base Payload LT
Ford F150 4WD FFV Base Payload LT
Ford F150 4WD FFV Base Payload LT
Ford F150 5.0L 2WD FFV GVWR>7599 lb
Ford F150 5.0L 4WD FFV GVWR>7599 lb
Ford F150 Pickup 2WD FFV
Ford F150 Pickup 2WD FFV
Ford F150 Pickup 4WD FFV
Ford F150 Pickup 4WD FFV
Ford Taurus AWD FFV
Ford Taurus FWD FFV
Ford Transit Connect Van FFV
Ford Transit Connect Wagon LWB FFV
Ford Transit T150 Wagon FFV
GMC C10 Sierra 2WD
GMC C1500 Yukon 2WD
GMC C1500 Yukon XL 2WD
GMC K10 Sierra 4WD
GMC K1500 Yukon 4WD
GMC K1500 Yukon XL 4WD
Mercedes-Benz CLA 250 4MATIC
Mercedes-Benz GLA 250 4MATIC
Nissan Frontier 2WD FFV
Nissan Frontier 4WD FFV
RAM 1500 Classic 4X2
RAM 1500 Classic 4X4
Toyota Tundra 4WD FFV
Chevrolet C10 Silverado 2WD
Chevrolet C1500 Suburban 2WD
Chevrolet C1500 Tahoe 2WD
Chevrolet Impala
Chevrolet K10 Silverado 4WD
Chevrolet K1500 Suburban 4WD
Chevrolet K1500 Tahoe 4WD
Chrysler 300
Chrysler 300 AWD
Dodge Charger
Dodge Grand Caravan
EPA Size Class
Standard Pick-up Trucks 2WD
Standard SUV 2WD
Standard SUV 2WD
Large Cars
Standard Pick-up Trucks 4WD
Standard SUV 4WD
Standard SUV 4WD
Large Cars
Large Cars
Large Cars
Special Purpose Vehicle, minivan 2WD
Small SUV 2WD
Small SUV 2WD
Standard SUV 2WD
Standard SUV 4WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 4WD
Large Cars
Large Cars
Special Purpose Vehicle 2WD
Special Purpose Vehicle 2WD
Vans, Passenger Type
Standard Pick-up Trucks 2WD
Standard SUV 2WD
Standard SUV 2WD
Standard Pick-up Trucks 4WD
Standard SUV 4WD
Standard SUV 4WD
Compact Cars
Small SUV 4WD
Small Pick-up Trucks 2WD
Small Pick-up Trucks 4WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 2WD
Standard SUV 2WD
Standard SUV 2WD
Large Cars
Standard Pick-up Trucks 4WD
Standard SUV 4WD
Standard SUV 4WD
Large Cars
Large Cars
Large Cars
Special Purpose Vehicle, minivan 2WD
Range E85 (Miles)
312/368
413
332
298
288/340
382
332
314
296
314
280
287
292
279
260
382/432
311/351
358/405
311/351
311/351
287/324
382/432
311/351
358/405
311/351
285
285
300
300
276
312/368
332
413
288/340
332
382
300
280
270
250
364/448
338/416
264/380
312/368
413
332
298
288/340
382
332
314
296
314
280
Note: Vehicles with two ranges listed have two fuel tank size options.
Source:
U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy Website, Power Search
www.fueleconomy.gov/feg/powerSearch.jsp. Data accessed: September 21, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–7
Table 6.5
B20, CNG, and LPG Vehicles Available by Manufacturer, Model Year 2019
Model
Fuela
EPA Size Class
Chevrolet Colorado 2WD
B20
Small Pick-up Trucks 2WD
Chevrolet Colorado 4WD
B20
Small Pick-up Trucks 4WD
Chevrolet Colorado ZR2 4WD
B20
Small Pick-up Trucks 4WD
Chevrolet Cruze
B20
Compact Cars
Chevrolet Cruze Hatchback
B20
Midsize Cars
Chevrolet Equinox AWD
B20
Small SUV 4WD
Chevrolet Equinox FWD
B20
Small SUV 2WD
Ford F150 2WD Base Payload LT Tire
B20
Standard Pick-up Trucks 2WD
Ford F150 4WD Base Payload LT Tire
B20
Standard Pick-up Trucks 4WD
Ford F150 Pickup 2WD
B20
Standard Pick-up Trucks 2WD
Ford F150 Pickup 4WD
B20
Standard Pick-up Trucks 4WD
Ford F150 Pickup 4WD XL/XLT
B20
Standard Pick-up Trucks 4WD
GMC Canyon 2WD
B20
Small Pick-up Trucks 2WD
GMC Canyon 4WD
B20
Small Pick-up Trucks 4WD
GMC Terrain AWD
B20
Small SUV 4WD
GMC Terrain FWD
B20
Small SUV 2WD
Jaguar F-Pace
B20
Small SUV 4WD
Jaguar XE
B20
Compact Cars
Jaguar XE AWD
B20
Compact Cars
Jaguar XF
B20
Midsize Cars
Jaguar XF AWD
B20
Midsize Cars
Jeep Grand Cherokee 4X4
B20
Standard SUV 4WD
Land Rover Discovery
B20
Standard SUV 4WD
Land Rover Range Rover Sport
B20
Standard SUV 4WD
Land Rover Range Rover SVA
B20
Standard SUV 4WD
Land Rover Range Rover Velar
B20
Small SUV 4WD
Mazda CX-5 2WD
B20
Small SUV 2WD
Mazda CX-5 4WD
B20
Small SUV 4WD
RAM 1500 Classic 4X2
B20
Standard Pick-up Trucks 2WD
RAM 1500 Classic 4X4
B20
Standard Pick-up Trucks 4WD
Chevrolet Colorado 2WD
B20
Small Pick-up Trucks 2WD
Chevrolet Colorado 4WD
B20
Small Pick-up Trucks 4WD
Chevrolet Colorado ZR2 4WD
B20
Small Pick-up Trucks 4WD
Chevrolet Cruze
B20
Compact Cars
Chevrolet Cruze Hatchback
B20
Midsize Cars
Chevrolet Equinox AWD
B20
Small SUV 4WD
No light vehicles fueled with CNG are available in 2018.
No light vehicles fueled with LPG are available in 2018.
Range (Miles)
483
462
399
500
472
499
477
552/864
506/792
575/900
506/792
552/864
483
462
499
477
461
533
503
609
592
b
518
545
655
445
429
428
b
b
483
462
399
500
472
499
Note: Vehicles with two ranges listed have two fuel tank size options.
Source:
U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy Website, Power Search
www.fueleconomy.gov/feg/powerSearch.jsp. Data accessed September 21, 2019.
a
b
All diesel vehicles are capable of using B20.
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–8
Table 6.6
Hybrid-Electric Vehicles Available by Manufacturer, Model Year 2019
Model
Acura NSX Hybrid
Acura MDX AWD
Acura RLX
Audi A6 quattro
Audi A7 quattro
Audi A8L
Audi Q8
Buick Lacrosse
Chevrolet Malibu
Ford Fusion Hybrid FWD
Ford Fusion Hybrid Taxi
Honda Accord
Honda Insight
Honda Insight Touring
Hyundai Ioniq
Hyundai Ioniq Blue
Hyundai Sonata Hybrid
Hyundai Sonata Hybrid SE
Jeep Wrangler 4X4
Jeep Wrangler Unlimited 4X4
Kia Niro
Kia Niro FE
Kia Niro Touring
Kia Optima Hybrid
Lexus UX 250h
Lexus UX 250h AWD
Lexus ES 300h
Lexus LC 500h
Lexus LS 500h
Lexus LS 500h AWD
Lexus NX 300h AWD
Lexus RX 450h AWD
Lexus RX 450hL AWD
Lincoln MKZ Hybrid FWD
Mercedes-Benz AMG E53 4MATIC+
Mercedes-Benz AMG GT 53 4MATIC+
Mercedes-Benz CLS 450
Mercedes-Benz CLS 450 4MATIC
Mercedes-Benz AMG CLS53 4MATIC+
Nissan Rogue AWD Hybrid
Nissan Rogue FWD Hybrid
RAM 1500 4X2 3.6L
RAM 1500 4X2 5.7L
RAM 1500 4X4 3.6L
RAM 1500 4X4 5.7L
RAM 1500 HFE 4X2
Toyota Avalon Hybrid
Toyota Avalon Hybrid XLE
Toyota Camry Hybrid LE
Toyota Camry Hybrid XLE/SE
Toyota Highlander Hybrid AWD
Toyota Highlander Hybrid AWD LE
Toyota Prius
Toyota Prius AWD
TOYOTA PRIUS C
Toyota Prius Eco
Toyota Rav4 Hybrid AWD
EPA Size Class
Two Seaters
Small SUV 4WD
Midsize Cars
Midsize Cars
Midsize Cars
Large Cars
Standard SUV 4WD
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Large Cars
Midsize Cars
Midsize Cars
Large Cars
Large Cars
Midsize Cars
Midsize Cars
Small SUV 4WD
Small SUV 4WD
Small Station Wagons
Small Station Wagons
Small Station Wagons
Midsize Cars
Compact Cars
Compact Cars
Midsize Cars
Subcompact Cars
Midsize Cars
Midsize Cars
Small SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Midsize Cars
Midsize Cars
Compact Cars
Compact Cars
Compact Cars
Compact Cars
Small SUV 4WD
Small SUV 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 2WD
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Standard SUV 4WD
Standard SUV 4WD
Midsize Cars
Midsize Cars
Compact Cars
Midsize Cars
Small SUV 4WD
Range (Miles)
328
524
423
482
482
477
428
458
598
588
574
614
551
509
654
690
652
668
420
473
583
595
512
652
445
413
581
666
622
577
459
516
499
554
485/506
a
549
549
485
478
493
506/572
437/494
483/546
437/494
a
568
581
676
598
482
499
588
530
437
633
580
Note: Vehicles with two ranges listed have two fuel tank size options.
Source:
U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy Website, Power Search
www.fueleconomy.gov/feg/powerSearch.jsp. Data accessed September 21, 2019.
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–9
Table 6.7
Plug-in Hybrid Vehicles Available by Manufacturer, Model Year 2019
Model
BMW 530e
BMW 530e xDrive
BMW 740e xDrive
BMW I3 with Range Extender
BMW I3s with Range Extender
BMW I8 Coupe
BMW I8 Roadster
Chevrolet Volt
Chrysler Pacifica Hybrid
Ford Fusion Energi Plug-in Hybrid FWD
Ford Fusion Special Service Vehicle PHEV
Honda Clarity
Hyundai Ioniq Plug-in Hybrid
Hyundai Sonata plug-in hybrid
Karma Revero
Kia Niro Plug-in Hybrid
Kia Optima plug-in hybrid
Mercedes-Benz GLC 350e 4MATIC
Mini Mini Cooper Se Countryman ALL4
Mitsubishi Outlander PHEV
Porsche Cayenne e-Hybrid
Porsche Panamera 4 e-Hybrid
Porsche Panamera 4 e-Hybrid Executive
Porsche Panamera 4 e-Hybrid ST
Porsche Panamera Turbo S e-Hybrid
Porsche Panamera Turbo S e-Hybrid Executive
Porsche Panamera Turbo S e-Hybrid ST
Subaru Crosstrek Hybrid AWD
Toyota Prius Prime
Volvo S60 AWD
Volvo S90 AWD
Volvo XC60 AWD
Volvo XC90 AWD
EPA Size Class
Compact Cars
Compact Cars
Large Cars
Subcompact Cars
Subcompact Cars
Subcompact Cars
Two Seaters
Compact Cars
Minivan 2WD
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Subcompact Cars
Small Station Wagons
Midsize Cars
Small SUV 4WD
Midsize Cars
Small SUV 4WD
Standard SUV 4WD
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Small SUV 4WD
Midsize Cars
Compact Cars
Midsize Cars
Small SUV 4WD
Standard SUV 4WD
Range (Miles)
Elec 16 / Total 360
Elec 15 / Total 360
Elec 14 / Total 340
Elec 126 / Total 200
Elec 126 / Total 200
Elec 18 / Total 320
Elec 18 / Total 320
Elec 53 / Total 420
Elec 32 / Total 520
Elec 26 / Total 610
Elec 26 / Total 610
Elec 48 / Total 340
Elec 29 / Total 630
Elec 28 / Total 600
Elec 37 / Total 240
Elec 26 / Total 560
Elec 29 / Total 610
Elec 10 / Total 350
Elec 12 / Total 270
Elec 22 / Total 310
Elec 13 / Total 450
Elec 14 / Total 490
Elec 14 / Total 490
Elec 14 / Total 490
Elec 14 / Total 450
Elec 14 / Total 450
Elec 14 / Total 450
Elec 17 / Total 480
Elec 25 / Total 640
Elec 22 / Total 520
Elec 21 / Total 490
Elec 17 / Total 500
Elec 17 / Total 490
Note: For Range, the term "Elec" refers to the charge depleting portion of operation where electricity is exclusively
or primarily used.
Source:
U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy Website, Power Search
www.fueleconomy.gov/feg/powerSearch.jsp. Data accessed: September 21, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–10
Table 6.8
All-Electric and Fuel Cell Vehicles Available by Manufacturer, Model Year 2019
Model
Audi e-tron
BMW I3
BMW I3s
BYD e6
Chevrolet BOLT EV
FIAT 500e
Honda Clarity
HYUNDAI Ioniq Electric
HYUNDAI Kona Electric
Jaguar I-PACE
KIA Niro Electric
KIA Soul Electric
Mercedes-Benz smart EQ fortwo (coupe)
Mercedes-Benz smart EQ fortwo (convertible)
NISSAN LEAF
NISSAN LEAF
NISSAN LEAF SV/SL
Tesla Motors Model 3 Standard Range
Tesla Motors Model 3 Standard Range Plus
Tesla Motors Model 3 Mid-Range
Tesla Motors Model 3 Long Range
Tesla Motors Model 3 Long Range AWD
Tesla Motors Model3 Long Range AWD Perf
Tesla Motors Model S 75D
Tesla Motors Model S 100D
Tesla Motors Model S P100D
Tesla Motors Model S Standard Range
Tesla Motors Model S Long Range
Tesla Motors Model S Performance (19" Wheels)
Tesla Motors Model S Performance (21" Wheels)
Tesla Motors Model X 75D
Tesla Motors Model X 100D
Tesla Motors Model X P100D
Tesla Motors Model X Long Range
Tesla Motors Model X Performance (22" Wheels)
Volkswagen e-Golf
Honda Clarity Fuel Cell
Hyundai Nexo
Hyundai Nexo Blue
Toyota Mirai
Drive Type
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
EV
FCEV
FCEV
FCEV
FCEV
EPA Size Class
Standard SUV 4WD
Subcompact Cars
Subcompact Cars
Small SUV 2WD
Small Station Wagons
Minicompact Cars
Midsize Cars
Midsize Cars
Small SUV 2WD
Small SUV 4WD
Small Station Wagons
Small Station Wagons
Two Seaters
Two Seaters
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Compact Cars
Midsize Car
Small SUV
Small SUV
Subcompact Car
Range (Miles)
204
153
153
187
238
84
89
124
258
234
239
111
58
57
150
226
215
220
240
264
325
310
310
259
335
315
285
370
345
325
238
295
289
325
270
125
360
354
380
312
Note: EV = electric vehicle; FCEV = hydrogen fuel cell vehicle.
Source:
U.S. Department of Energy and U.S. Environmental Protection Agency, Fuel Economy Website, Power Search
www.fueleconomy.gov/feg/powerSearch.jsp. Data accessed September 21, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–11
In 1991 there were only two alternative fuel vehicle (AFV) models on the market which were fueled by M85. In
2018 there were 128 different models of AFV on the market, with 44% of those are electric vehicles which include
plug-in hybrid-electric vehicles. Another 42% of the models available in 2018 were fueled by E85.
Table 6.9
Number of Alternative Fuel Vehicle Models Available, 1991–2018
(number of models available)
Year
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Propanea
0
0
0
0
0
0
3
3
5
2
5
5
1
1
0
0
0
1
1
0
0
1
6
14
10
5
9
7
CNGa
0
2
2
2
10
10
9
12
16
15
16
18
16
16
5
5
1
1
1
1
1
6
11
19
17
12
8
9
1991-2018
2008-2018
c
c
c
24.6%
Ethanol
Methanol
(E85)
(M85)
0
2
1
2
1
4
1
2
0
2
1
1
1
1
2
0
6
0
8
0
11
0
16
0
22
0
19
0
24
0
22
0
31
0
31
0
36
0
34
0
72
0
62
0
84
0
90
0
84
0
66
0
45
0
54
0
Average annual percentage change
c
-100.0%
c
5.7%
Electric
vehicleb
0
0
0
0
1
0
3
8
16
12
10
6
5
1
0
0
0
1
1
1
2
6
15
16
27
29
46
56
Hydrogen
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
2
3
3
3
2
Total
2
5
7
5
13
12
17
25
43
37
42
45
44
37
29
27
32
34
39
36
75
76
117
141
141
115
111
128
c
c
49.6%
c
16.7%
14.2%
Note: Model count differs from data on Tables 6.4-6.7 because heavier vehicles, such as Ford F-250 or RAM 2500
are included.
Source:
U.S. Department of Energy, Alternative Fuels Data Center website, “Light-Duty AFV, HEV, and Diesel Model
Offerings, By Fuel Type,” www.afdc.energy.gov/data/10303, September 2016 and estimates for 2017 and
2018. (Additional resources: www.afdc.energy.gov)
Dedicated and bi-fuel vehicles.
Electric vehicles include plug-in hybrid-electric vehicles but do not include neighborhood electric vehicles,
low-speed electric vehicles, or two-wheeled electric vehicles.
c
Average annual percentage change cannot be calculated from zero.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–12
Table 6.10
Hybrid-Electric Medium/Heavy Trucks and Buses Available by Manufacturer, 2019
Manufacturer - Model
Ford Transit Van/Wagon
Ford E350, E450 Cutaway
Ford E350, E450 Stripped Chassis
Ford F-59 Stripped Chassis
Ford Super Duty Chassis Cab F350, F450, F550
Ford Transit 250/350 Van/Wagon
Ford Transit CC-CA 250, 350
Hometown Trolley Villager
Cummins Standard Low Floor
ENC AXESS
ENC E-Z RIDER II
Gillig Low Floor BRT, Low Floor BRTPlus
Gillig Low Floor Commuter
Gillig Low Floor Trolley
Gillig Standard Low Floor
Global M4 Hybrid
Hino 195h, 195h-DC Hybrid COE
Hometown Trolley Streetcar
MCI D4500 CT Hybrid Commuter Coach
New Flyer Xcelsior 35 foot
New Flyer Xcelsior 40 foot
New Flyer Xcelsior 60 foot
Nova Bus LFS Artic HEV
Nova Bus LFS HEV
US Hybrid HySweep sweeper
Drive type
Hybrid Electric
Hybrid Electric
Hybrid Electric
Hybrid Electric
Hybrid Electric
Hybrid Electric
Hybrid Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Hybrid - Diesel Electric
Truck type
Van
Vocational/Cab Chassis
Vocational/Cab Chassis
Vocational/Cab Chassis
Vocational/Cab Chassis
Van
Vocational/Cab Chassis
Shuttle Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Street Sweeper
Vocational/Cab Chassis
Shuttle Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Street Sweeper
Source:
U.S. Department of Energy, Alternative Fuels Data Center website, www.afdc.energy.gov/vehicles/search,
September 2019. (Additional resources: www.afdc.energy.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–13
Table 6.11
Electric-Drive Medium/Heavy Trucks and Buses Available by Manufacturer, 2019
Manufacturer - Model
US Hybrid H2Cargo
US Hybrid H2Ride 30
US Hybrid H2Ride 32
US Hybrid H2Truck drayage
Workhorse E-Gen
Ford Transit Van/Wagon
Ford Transit Van/Wagon
AVM EV22 Shuttle Van
AVM EV27 Shuttle Van
AVM EV33 Shuttle Van
Blue Bird All American RE Electric
Blue Bird Micro Bird 5G Electric
Blue Bird Vision Electric
BYD All-Electric Quantum Rear Loader
BYD C10 45ft coach
BYD C6 23ft coach
BYD C9 40ft coach
BYD K7 30ft transit
BYD K9 40ft transit
BYD K9S 35ft transit
BYD Q1M Yard Truck
BYD Step Van
BYD T5
BYD T7
Chanje V8100 Panel Van
eBus eBus22
First Priority GreenFleet Medium Duty Truck
First Priority GreenFleet Walk-In Van
Ford E450 Cutaway
Ford E450 Stripped Chassis
Ford F-59 Stripped Chassis
Ford Transit 350 Van/Wagon
Ford Transit CC-CA 250, 350
Global M3 SUPERCHARGED
Global M4 SUPERCHARGED
GreenPower Bus EV250
GreenPower Bus EV300
GreenPower Bus EV350
GreenPower Bus EV400
GreenPower Bus EV550
GreenPower Bus EV Star
GreenPower Bus Synapse 72 School
GreenPower Bus Synapse Shuttle
Lion Electric eLion A
Lion Electric eLion C
New Flyer Xcelsior CHARGE 35 foot
New Flyer Xcelsior CHARGE 40 foot
New Flyer Xcelsior CHARGE 60 foot
Nova Bus LFSe
Orange EV T Series terminal
Drive type
Plug-in Hybrid Electric
Plug-in Hybrid Electric
Plug-in Hybrid Electric
Plug-in Hybrid Electric
Plug-in Hybrid Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Truck type
Step Van
Shuttle Bus
Shuttle Bus
Tractor
Step Van
Van
Van
Shuttle Bus
Shuttle Bus
Shuttle Bus
School Bus
School Bus
School Bus
Refuse
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Tractor
Step Van
Vocational/Cab Chassis
Vocational/Cab Chassis
Van
Transit Bus
Vocational/Cab Chassis
Step Van
Vocational/Cab Chassis
Vocational/Cab Chassis
Vocational/Cab Chassis
Van
Vocational/Cab Chassis
Street Sweeper
Street Sweeper
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Shuttle Bus
School Bus
Shuttle Bus
School Bus
School Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Tractor
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–14
Table 6.11 (Continued)
Electric-Drive Medium/Heavy Trucks and Buses Available by Manufacturer, 2019
Proterra Catalyst 35 Foot E2 Series
Proterra Catalyst 35 Foot FC Series
Proterra Catalyst 35 Foot XR Series
Proterra Catalyst 40 Foot E2 Series
Proterra Catalyst 40 Foot FC Series
Proterra Catalyst 40 Foot XR Series
Thomas Built Saf-T-Liner C2 Jouley
US Hybrid eCargo
US Hybrid eTruck drayage
Zenith Motors Cargo Van
Zenith Motors Chassis Cab
Zenith Motors Cutaway Cab
Zenith Motors Shuttle Van
Zenith Motors Step Van
ZeroTruck ZeroTruck
Manufacturer - Model
ENC AXESS
US Hybrid H2Cargo
US Hybrid H2Ride 30
US Hybrid H2Ride 32
US Hybrid H2Truck drayage
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Drive type
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
School Bus
Step Van
Tractor
Van
Vocational/Cab Chassis
Vocational/Cab Chassis
Shuttle Bus
Step Van
Vocational/Cab Chassis
Truck type
Transit Bus
Step Van
Shuttle Bus
Shuttle Bus
Tractor
Source:
U.S. Department of Energy, Alternative Fuels Data Center website, www.afdc.energy.gov/vehicles/search,
September 2019. (Additional resources: www.afdc.energy.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–15
This list includes public and private refuel sites; therefore, not all of these sites are available to the public.
Table 6.12
Number of Alternative Refuel Sites by State and Fuel Type, 2019
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist. of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
Totals by Fuel
B20
sites
10
0
76
3
28
9
2
1
7
11
7
7
0
20
4
11
1
3
2
4
11
10
9
14
2
2
3
3
2
2
4
3
34
114
2
13
3
47
5
5
36
0
11
17
1
2
10
37
0
5
0
613
CNG
sites
30
1
30
16
320
36
18
2
2
59
52
0
11
44
32
11
20
10
23
2
13
17
22
27
7
20
1
9
6
4
28
11
69
41
1
60
119
16
86
4
12
0
24
110
51
3
24
24
3
52
8
1,591
E85
sites
35
0
24
48
178
81
3
1
3
90
54
2
4
282
227
285
38
75
14
1
38
6
255
423
6
105
1
95
12
0
6
14
69
88
38
179
55
9
125
0
59
83
73
236
2
0
61
20
34
233
11
3,781
Electric
stations
202
18
510
94
6,205
848
413
58
158
1,478
873
295
97
610
255
137
225
131
107
180
714
738
610
375
80
442
56
90
276
134
379
87
1,545
741
29
545
96
726
560
102
295
45
445
1,346
269
235
726
1,065
97
339
59
26,140
Electric charging
outlets
470
29
1,356
234
25,298
2,375
989
180
471
4,079
2,701
656
214
1,615
614
327
885
276
246
355
2,038
2,145
1,396
969
242
1,823
127
223
842
245
1,073
239
3,877
1,770
44
1,296
230
1,762
1,310
349
620
116
1,127
3,716
814
598
1,842
2,975
228
645
156
78,207
Hydrogen
sites
0
0
0
0
46
1
2
1
1
0
0
2
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
61
LNG
sites
2
0
8
1
44
1
0
0
0
3
4
1
0
2
1
0
1
2
1
0
0
1
0
0
2
1
0
1
1
0
0
1
0
2
0
5
1
2
3
0
1
0
5
16
2
0
2
1
0
1
0
119
LPG
sites
73
5
78
37
273
59
23
9
0
138
88
2
30
100
61
34
37
34
59
13
30
29
100
44
83
73
41
28
28
27
16
62
59
81
25
90
130
57
108
5
57
23
66
441
42
1
95
80
14
72
25
3,185
Totals by
Statea
620
35
1,572
339
26,187
2,562
1,037
194
484
4,380
2,906
670
259
2,063
939
668
982
400
345
375
2,130
2,210
1,784
1,477
342
2,024
173
359
891
278
1,127
330
4,109
2,096
110
1,644
538
1,893
1,637
363
786
222
1,306
4,536
912
604
2,034
3,138
279
1,008
200
87,557
Source:
U.S. Department of Energy, Alternative Fuels Data Center website,
www.afdc.energy.gov/afdc/fuels/stations counts.html, September 2019. (Additional resources: www.afdc.energy.gov)
Totals by State is the total number of fuel types available at stations. Stations are counted once for each type of fuel
available. For electric, the number of charging outlets was used.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–16
There were just over 3,000 propane stations in the United States in 1992 making up 89% of all alternative
refueling stations. Electric vehicle stations, which after 2010 are counted by the number of plugs rather than by
the geographic location, have the largest number of stations in 2019.
Table 6.13
Number of Alternative Refuel Stations, 1992–2019
(number of stations)
Year
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
Propane
3,297
3,297
3,299
3,299
4,252
4,255
5,318
4,153
3,268
3,403
3,431
3,966
3,689
2,995
2,619
2,371
2,175
2,468
2,647
2,597
2,654
2,956
2,931
3,594
3,665
3,541
3,341
3,185
CNG
349
497
1,042
1,065
1,419
1,426
1,268
1,267
1,217
1,232
1,166
1,035
917
787
732
721
778
772
841
910
1,107
1,263
1,495
1,563
1,725
1,697
1,659
1,591
1992-2019
2009-2019
-0.1%
2.6%
5.8%
7.5%
LNG
c
c
c
c
72
71
66
46
44
44
36
62
58
40
37
35
38
36
39
45
59
81
103
111
140
131
137
119
c
12.7%
Ethanol
Methanol
Biodiesela
(E85)
(M85)
0
2
43
0
7
50
0
32
82
0
37
88
0
68
95
0
71
106
0
40
91
0
49
51
2
113
3
16
154
0
79
149
0
142
188
0
176
200
0
304
436
0
459
762
0
742
1,208
0
645
1,644
0
679
1,928
0
644
2,142
0
627
2,442
0
675
2,553
0
757
2,639
0
783
2,840
0
721
2,990
0
697
3,091
0
702
3,322
0
681
3,617
0
613
3,781
0
Average annual percentage change
c
32.2%
-100.0%
d
-1.0%
7.0%
Electric
vehicleb
Hydrogen
c
c
c
c
188
194
310
486
490
558
693
873
830
671
588
465
442
430
465
541
3,394
13,392
19,410
25,602
30,945
42,029
50,627
61,067
78,207
c
c
c
c
c
c
c
c
c
7
7
9
14
17
32
46
63
58
56
58
53
51
39
54
64
60
61
c
c
e
-0.3%
Total
3,691
3,851
4,455
4,677
6,100
6,239
7,269
6,056
5,205
5,542
5,741
6,230
5,720
5,164
5,091
5,551
5,756
6,411
6,912
10,071
20,498
27,159
33,805
39,963
51,398
60,053
70,562
87,557
12.4%
29.9%
Source:
U.S. Department of Energy, Alternative Fuels Data Center website, “U.S. Alternative Fueling Stations by Fuel Type,”
www.afdc.energy.gov/data/10332. (Additional resources: www.afdc.energy.gov)
Stations selling biodiesel blends less than B20 are included in the station count for years 2005-2007 only.
Starting in 2011, electric stations are counted by the plug rather than by the geographical location. This is
different from the other fuels, which count only the geographical location regardless of how many dispensers or
nozzles are on site.
c
Data are not available.
d
Because data are not comparable from 2009 to 2019, an average annual percentage change is not provided.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–17
Clean Cities is a locally-based government/industry partnership, coordinated by the U.S. Department of Energy to
expand the use of alternatives to gasoline and diesel fuel. By combining the decision-making with voluntary action
by partners, the "grass-roots" approach of Clean Cities departs from traditional "top-down" Federal programs.
Figure 6.1. Clean Cities Coalitions
Source:
U.S. Department of Energy, Clean
Cities
website, “Clean
Cities
Coalition Locations,”
cleancities.energy.gov/coalitions/locations, September 2019. (Additional resources: cleancities.energy.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–18
The 2017 California Vehicle Survey
Data on vehicles operating in California are necessary for the California Energy
Commission to forecast future state transportation needs. The California Vehicle Survey was
begun two decades ago to meet those needs and has been conducted periodically since that time.
The survey uses a multi-method sampling approach with samples stratified by the six regions
defined across California (San Francisco, Sacramento, Central Valley, Los Angeles, San Diego,
and the Rest of California). The survey includes both residential and commercial light vehicle
owners, as well as an add-on survey for those who own or lease plug-in electric vehicles (PEV).
The PEV owner survey asks questions related to vehicle refueling, charging, use, and incentives.
Data from the California Vehicle Survey are shown in Tables 6.13-6.15 and Figures 6.2 and 6.3.
Additional information on this survey can be found
at: www.energy.ca.gov/data-
reports/surveys/california-vehicle-survey.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–19
In the 2017 California Vehicle Survey, plug-in hybrid electric vehicle owners were more likely to report charging
daily than owners of all-electric vehicles. This is true in both residential and commercial settings though daily
charging is most common for vehicles used commercially.
Table 6.14
Vehicle Charging Frequency Regardless of Location, 2017 California Vehicle Survey
Plug-in hybrid
electric vehicle
owners
Count
Percent
Charging frequency
Daily
5 or 6 times a week
3 or 4 times a week
1 or 2 times a week
Less than once a week
Never
Total
94
25
22
7
6
2
156
60%
16%
14%
5%
4%
1%
100%
Daily
5 or 6 times a week
3 or 4 times a week
1 or 2 times a week
Less than once a week
Never
Total
90
23
13
6
3
1
136
66%
17%
10%
4%
2%
1%
100%
All-electric vehicle
owners
Count
Percent
Residential Vehicle Owners
71
45%
34
21%
30
19%
19
12%
5
3%
0
0%
159
100%
Commercial Vehicle Owners
92
20
25
11
0
0
148
62%
14%
17%
7%
0%
0%
100%
Count
Total
Percent
165
59
52
26
11
2
315
52%
19%
17%
8%
3%
1%
100%
182
43
38
17
3
1
284
64%
15%
13%
6%
1%
0%
100%
Source:
California Energy Commission, 2015-2017 California Vehicle Survey, May 2018, CEC-200-2018-006. (Additional
information: www.energy.ca.gov/data-reports/surveys/california-vehicle-survey)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–20
Most California residential plug-in vehicle charging occurs between evening and the early morning hours. Some
utilities offer lower rates for off-peak electricity usage which usually begins in the evening. Plug-in vehicle
owners in those areas can schedule their charging to take advantage of lower rates.
Figure 6.2. Typical Daily Charging Times for Residential Plug-in Electric Vehicles,
2017 California Vehicle Survey
Note: Electric vehicles include both all-electric and plug-in hybrid electric vehicles. N=315.
Source:
California Energy Commission, 2015-2017 California Vehicle Survey, May 2018, CEC-200-2018-006.
(Additional information: www.energy.ca.gov/data-reports/surveys/california-vehicle-survey)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–21
California commercial plug-in vehicle patterns are very similar to residential charging patterns with most
charging occurring from evening to the early morning hours. For most times of the day, plug-in hybrid vehicles
were reported to be charging more often than all-electric vehicles.
Figure 6.3. Typical Daily Charging Times for Commercial Plug-in Electric Vehicles,
2017 California Vehicle Survey
Note: Electric vehicles include both all-electric and plug-in hybrid electric vehicles. N=315.
Source:
California Energy Commission, 2015-2017 California Vehicle Survey, May 2018, CEC-200-2018-006. (Additional
information: www.energy.ca.gov/data-reports/surveys/california-vehicle-survey)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–22
The 2017 California Vehicle Survey revealed that state rebates and federal tax incentives were the two most
important factors cited by owners in making it possible to buy or lease a plug-in vehicle.
Table 6.15
Ranking of Important Factors for Buying or Leasing an Electric Vehicle,
2017 California Vehicle Survey
How important were each of the following factors in making it
possible for you to buy or lease your electric vehicle?
The California state vehicle rebate (up to $2,500)
The federal tax incentives (up to $7,500)
HOV lane access
Having free charging locations available
Manufacturer or dealer incentives (e.g. low interest rate, cash back)
Special electricity rates for charging
Attractive lease terms
Parking incentives (employer, business, or government)
The availability of carshare/car rental as part of purchase
Share of PEV owners answering
"extremely important"
or "very important"
65%
63%
42%
38%
38%
33%
32%
16%
10%
Source:
2017 California Vehicle Survey, Transportation Secure Data Center, National Renewable Energy Laboratory.
Accessed September 5, 2019: www.nrel.gov/tsdc-california-vehicle-survey-2017.html
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–23
The 2017 California Vehicle Survey showed that the two most important reasons behind the decision to purchase
a plug-in vehicle were reducing environmental impacts and saving money on fuel costs. Of those two reasons, allelectric vehicle owners were more likely to cite reducing environmental impacts while plug-in hybrid owners were
more likely to cite saving money on fuel.
Table 6.16
Factors that were the Most Important Reasons for Deciding to Purchase an All-electric or Plug-in
Hybrid Electric Vehicle, 2017 California Vehicle Survey
Which of the following factors were the most important
reasons why you decided to purchase an electric vehicle?
(Select up to five)
Reducing environmental impacts
Saving money on fuel costs
Politics of fossil fuels
Saving money overall
Vehicle performance
Carpool or High Occupancy Vehicle (HOV) lane access
Convenience of charging at home or work
A desire for the newest technology
Free charging at work or away from home
Vehicle styling, finish and comfort
Good lease terms & options
Special/low EV electricity rate at home
Manufacturer or dealer cash back
Brand name
Free or privileged parking space
Better finance/interest rate
Insurance discount
Other
Share of California
all-electric vehicle
owners
74%
47%
38%
38%
32%
31%
31%
31%
23%
18%
17%
15%
8%
6%
4%
3%
2%
9%
Share of California plugin hybrid electric vehicle
owners
59%
62%
30%
26%
18%
39%
25%
24%
6%
19%
19%
21%
17%
16%
4%
5%
3%
10%
Note: Respondents were able to select up to five important reasons.
Source:
2017 California Vehicle Survey, Transportation Secure Data Center, National Renewable Energy Laboratory.
Accessed September 5, 2019: www.nrel.gov/tsdc-california-vehicle-survey-2017.html
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–24
Table 6.17
Properties of Conventional and Alternative Liquid Fuels
Property
formulaa
Standard chemical
Physical state
Molecular weight
Composition (weight %)
Carbon
Hydrogen
Oxygen
Main fuel source(s)
Gasoline gallon equivalent (GGE)
(Fuel unit measured/GGE)
Specific gravity (60˚ F/ 60˚ F)
Density (lb./gal @ 60˚ F)
Boiling temperature (F˚)
Freezing point (F˚)
Autoignition temperature (F˚)
Reid vapor pressure (psi)
Gasoline
C4 to C12
Liquid Fuels
Low-sulfur diesel
Methanol
C8 to C25
CH3OH
Ethanol (E100)
CH3CH2OH
Liquid
100–105
Liquid
~200
Liquid
32.04
Liquid
46.07
85–88
12–15
0
87
13
0
37.5
12.6
49.9
52.2
13.1
34.7
Crude oil
Crude oil
Natural gas, coal, or
woody biomass
Corn, grains, or
agricultural waste
1.0
(E0 gasoline)
0.889 (Diesel
gal/GGE)
2.04 Methanol
gal/GGE)
0.72–0.78
6.0–6.5
80–437
-40
495
0.85
7.079
356–644
-40–30
~600
0.796
6.63
149
-143.5
897
1.20-1.37 (E85b
gal/GGE)
1.03 (E10 gal/GGE)
0.794
6.61
172
-173.2
793
8–15
<0.2
4.6
2.3
Source:
U.S. Department of Energy, Alternative Fuels Data Center website, “Fuel Properties Comparison,"
www.afdc.energy.gov/fuels/fuel_comparison_chart.pdf, July 2015, and communication with George Mitchell,
National Renewable Energy Laboratory, July 2015.
a
Standard Chemical Formulas represent idealized fuels. Some table values are expressed in ranges to represent
typical fuel variations that are encountered in the field.
b
1 gallon of E85 has 73% to 83% of the energy of one gallon of gasoline (variation due to ethanol content in
E85).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–25
Table 6.18
Properties of Conventional and Alternative Gaseous Fuels
Property
Propane (LPG)
Standard chemical formulaa
Physical state
Molecular weight
Composition (weight %)
Carbon
Hydrogen
Oxygen
Main fuel source(s)
Gasoline gallon equivalent (GGE)
(Fuel unit measured/GGE)
Diesel gallon equivalent (DGE)
(Fuel unit measured/DGE)
Specific Gravity (60˚ F/60˚F)
Density (lb./cu ft @ 60˚F)
Freezing point (F˚)
Boiling Point (˚F)
Autoignition temperature (F˚)
Reid vapor pressure (psi)
Gaseous Fuels
CNG
Hydrogen
C3H8
CH4
H2
Pressurized liquid
Compressed gas
Compressed gas or liquid
44.1
16.04
2.02
82
18
n/a
75
25
n/a
Underground reserves
Underground reserves
and renewable Bio-gas
1.34-1.38 (LPG gal/GGE)
5.56-5.71 (lb.
mass/GGE)b
0
100
0
Natural gas, methanol,
electrolysis, and other energy
sources
1.54 (LPG gal/DGE)
6.38 (lb. mass/DGE)
n/a
1.55
0.124
-305.8
-44
850-950
0.60
0.0458
-296
-260
1,004
0.069
0.0056
-435
-423
1,050-1,080
208
n/a
n/a
0.991-1.017 (kg mass/GGE)
Note: n/a = not applicable.
Source:
U.S. Department of Energy, Alternative Fuels Data Center website, “Fuel Properties Comparison,"
www.afdc.energy.gov/fuels/fuel_comparison_chart.pdf, July 2015, and communication with George Mitchell,
National Renewable Energy Laboratory, July 2015.
Standard Chemical Formulas represent idealized fuels.
CNG: 1 Gasoline Gallon Equivalent = 5.66 lb. (as referenced by NIST Special Publication 854; Report of the
78th NCWM (1993); p. 326; NG data derived from field sampling of pipeline natural gas by IGT/GRI).
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
6–26
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–1
Chapter 7
Transit and Other Shared Mobility
Summary Statistics from Tables in this Chapter
Source
Passenger-miles
(millions)
Table 7.1
Transit buses and trolleybuses, 2017
Table 7.2
Demand response vehicles, 2017
Table 7.3
Commuter rail, 2017
12,384
Table 7.4
Transit rail, 2017
20,169
Energy use
20,209
2,031
(trillion Btu)
Table 7.1
Transit buses and trolleybuses, 2017
91.6
Table 7.2
Demand response vehicles, 2017
26.6
Table 7.3
Commuter rail, 2017
20.5
Table 7.4
Transit rail, 2017
15.9
Table 7.5
Number of countries in which Uber operates, 2018
63
Table 7.5
Average Uber trips per day, 2018
14 million
Table 7.5
Cumulative number of Uber worldwide trips from 2010-2018
10 billion
Table 7.7
Share of Lyft riders who do not own or lease a personal
vehicle, 2018
Table 7.8
Carshare members, 2016
35%
(millions)
Asia
8.7
Europe
4.4
North America
1.8
Oceania
1.0
South America
0.1
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–2
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 7.1
Summary Statistics on Transit Buses and Trolleybuses, 1994–2017
Year
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1994-2017
2007-2017
Number of
active buses
68,766
67,802
72,353
73,425
72,788
74,885
75,665
76,675
76,806
78,000
81,630
82,642
83,689
65,808
67,096
65,363
66,810
69,654
70,757
71,699
71,603
72,686
72,557
72,877
0.3%
1.0%
PassengerVehicle-miles
miles
Btu/passenger(millions)
(millions)
mile
2,176
19,019
4,225
2,198
19,005
4,271
2,234
19,280
4,315
2,259
19,793
4,407
2,188
20,542
4,374
2,290
21,391
4,320
2,329
21,433
4,506
2,389
22,209
4,123
2,425
22,029
4,110
2,435
21,438
4,191
2,484
21,550
4,342
2,498
21,998
4,229
2,507
22,985
4,297
2,314
21,132
4,352
2,388
21,918
4,328
2,345
21,645
4,233
2,425
21,172
4,107
2,425
21,574
4,232
2,417
21,251
4,023
2,425
22,306
4,052
2,445
22,614
3,810
2,439
21,822
4,059
2,495
21,452
4,283
2,513
20,209
4,535
Average annual percentage change
0.6%
0.3%
0.3%
0.8%
-0.4%
0.4%
Energy use
(trillion Btu)
80.4
81.2
83.2
87.2
89.9
92.4
96.6
91.6
90.5
89.8
93.6
93.0
93.0
92.0
94.9
91.6
86.9
91.3
89.5
90.4
86.2
88.6
91.9
91.6
0.6%
0.0%
Source:
American Public Transportation Association, 2019 Public Transportation Fact Book, Washington, DC, April 2019,
Appendix A. (Additional resources: www.apta.com)
Data are not continuous between 2006 and 2007 due to changes in estimation methodology. See source
document for details.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
a
7–3
Demand response vehicles (also called paratransit or dial-a-ride) are widely used by transit agencies. The vehicles
do not operate over a fixed route or on a fixed schedule. The vehicle may be dispatched to pick up several
passengers at different pick-up points before taking them to their respective destinations and may even be
interrupted en route to these destinations to pick up other passengers. Demand response service is provided
primarily by vans. 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 7.2
Summary Statistics on Demand Response Vehicles, 1994–2017
Year
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number
of
agencies
5,214
5,214
5,214
5,214
5,214
5,252
5,252
5,251
5,251
5,346
5,960
5,960
5,960
7,300
7,200
6,700
6,741
6,600
6,511
6,270
6,370
6,340
6,532
6,426
Number of
active vehicles
28,729
29,352
30,804
32,509
29,646
31,884
33,080
34,661
34,699
35,954
37,078
41,958
43,509
64,865
65,799
68,957
68,621
65,336
68,632
68,559
71,359
71,299
68,059
69,316
1994-2017
2007-2017
0.9%
-1.3%
3.9%
0.7%
Average
annual
PassengerVehicle-miles
miles per
miles
(millions)
vehicle
(millions)
464
16,140
577
507
17,256
607
548
17,800
656
585
18,004
754
671
22,630
735
718
22,532
813
759
22,941
839
789
22,772
855
803
23,130
853
864
24,031
930
890
23,990
962
978
23,316
1,058
1,013
23,283
1,078
1,471
22,684
1,502
1,495
22,724
1,412
1,529
22,176
1,477
1,694
24,680
1,494
1,612
24,669
1,580
1,618
23,576
1,756
1,565
22,829
2,171
1,595
22,353
2,267
1,617
22,679
2,056
1,692
24,855
1,976
1,705
24,594
2,031
Average annual percentage change
5.8%
1.8%
5.6%
1.5%
0.8%
3.1%
Average
load
factor
a
1.41
1.21
1.36
1.21
1.34
1.30
1.28
1.24
1.27
1.25
1.25
1.24
1.18
1.09
1.12
1.03
1.13
1.24
1.59
1.65
1.48
1.35
1.38
-0.1%
1.6%
Energy use
(trillion Btu)
9.5
9.2
9.9
9.8
10.4
10.6
10.8
11.3
11.6
12.9
13.3
14.8
15.5
24.7
24.7
23.1
22.8
24.1
24.8
26.4
32.0
26.0
25.8
26.6
4.6%
0.8%
Note: See Glossary for a detailed definition of demand response.
Source:
American Public Transportation Association, 2019 Public Transportation Fact Book, Washington, DC, April 2019.
(Additional resources: www.apta.com)
Data are not available.
Data are not continuous between 2006 and 2007 due to changes in estimation methodology. See source
document for details.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
b
7–4
Commuter rail, which is also known as regional rail or suburban rail, is long-haul rail passenger service operating
between metropolitan and suburban areas, whether within or across state lines. Commuter rail lines usually have
reduced fares for multiple rides and commutation tickets for regular, recurring riders.
Table 7.3
Summary Statistics for Commuter Rail Operations, 1984–2017
Year
1984
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number of
passenger
vehicles
4,075
4,035
4,982
5,126
5,164
4,982
5,126
5,164
5,240
5,426
5,536
5,550
5,498
5,572
5,724
5,959
6,228
6,392
6,403
6,391
6,617
6,941
6,927
7,193
7,059
7,310
7,337
7,216
7,350
7,290
Vehiclemiles
(millions)
167.9
182.7
212.7
214.9
218.8
223.9
230.8
237.7
241.9
250.7
259.5
265.9
270.9
277.3
283.7
286.0
294.7
303.4
314.7
325.7
310.2
343.5
345.3
345.2
346.4
359.1
370.8
373.7
376.0
378.2
1984–2017
2007–2017
1.8%
1.3%
2.5%
1.5%
Passenger
PassengerAverage
trips
miles
trip length
(millions)
(millions)
(miles)
267
6,207
23.2
275
6,534
23.8
328
7,082
21.6
318
7,344
23.1
314
7,320
23.3
322
6,940
21.6
339
7,996
23.6
344
8,244
24.0
352
8,351
23.7
357
8,038
22.5
381
8,704
22.8
396
8,766
22.1
413
9,402
22.8
419
9,548
22.8
414
9,504
22.9
410
9,559
23.3
414
9,719
23.5
423
9,473
22.4
441
10,361
23.5
459
11,153
24.3
472
11,049
23.4
468
11,232
24.0
464
10,874
23.4
466
11,427
24.5
471
11,181
23.7
480
11,862
24.7
490
11,718
23.9
495
11,813
23.9
504
11,899
23.6
503
12,384
24.6
Average annual percentage change
1.9%
2.1%
0.2%
0.9%
1.1%
0.1%
Energy intensity
(Btu/passengermile) a
1,798
1,720
1,622
1,601
1,565
1,782
1,605
1,580
1,541
1,630
1,612
1,670
1,542
1,533
1,542
1,542
1,536
1,658
1,539
1,543
1,579
1,714
1,753
1,681
1,703
1,676
1,638
1,661
1,705
1,657
Energy
use
(trillion
Btu) a
11.2
11.2
11.5
11.8
11.5
12.4
12.8
13.0
12.9
13.1
14.0
14.6
14.5
14.6
14.7
14.7
14.9
15.7
15.9
17.2
17.4
19.2
19.1
19.2
19.0
19.9
19.2
19.6
20.3
20.5
-0.2%
0.7%
1.9%
1.8%
Source:
American Public Transportation Association, 2019 Public Transportation Fact Book, Washington, DC, April 2019,
Appendix A. (Additional resources: www.apta.com)
Only end-use energy was counted for electricity. Before Edition 36, primary energy use (which included
generation and distribution losses) was shown in this table.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–5
The energy intensity of commuter rail systems, measured in Btu per passenger-mile, varies greatly. The average of
all commuter rail systems in 2017 was 1,644 Btu/passenger-mile. Most of these 25 systems used diesel power, but
nine systems used both diesel and electricity: Chesterton, IN; Harrisburg, PA; Jamaica, NY; Denver, CO; New
York, NY; Newark, NJ; Philadelphia, PA; Chicago, IL; and Baltimore, MD.
Figure 7.1. Energy Intensity of Commuter Rail Systemsa, 2017
Note: Does not include systems classified as hybrid rail.
Source:
U.S. Department of Transportation, 2017 National Transit Database, October 2018.
www.transit.dot.gov/ntd)
(Additional resources:
Electric railcar or diesel-propelled railway for urban passenger train service between a central city and
adjacent suburbs. Only end-use energy was counted for electricity. Before Edition 36, primary energy use (which
included generation and distribution losses) was shown in this figure.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–6
The energy intensity of heavy rail systems, measured in Btu per passenger-mile, varies greatly. The average of all
heavy rail systems in 2017 was 723 Btu/passenger-mile.
Figure 7.2. Energy Intensity of Heavy Rail Systemsa, 2017
Source:
U.S. Department of Transportation, 2017 National Transit Database, October 2018.
www.transit.dot.gov/ntd)
(Additional resources:
An electric railway with the capacity for a heavy volume of traffic. Only end-use energy was counted for
electricity. Before Edition 36, primary energy use (which included generation and distribution losses) was shown in
this figure.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–7
The energy intensity of light rail systems, measured in Btu per passenger-mile, varies greatly. The average of all
light rail systems in 2017 was 1,231 Btu/passenger-mile.
Figure 7.3. Energy Intensity of Light Rail Transit Systemsa, 2017
Source:
U.S. Department of Transportation, 2017 National Transit Database, October 2018.
www.transit.dot.gov/ntd)
(Additional resources:
An electric railway with a light volume traffic capacity with power drawn from an overhead electric line. Only
end-use energy was counted for electricity. Before Edition 36, primary energy use (which included generation and
distribution losses) was shown in this figure.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–8
This table on transit rail operations includes data on light rail and heavy rail systems. Light rail vehicles are
usually single vehicles driven electrically with power drawn from overhead wires. Heavy rail is characterized by
high speed and rapid acceleration of rail cars operating on a separate right-of-way.
Table 7.4
Summary Statistics for Rail Transit Operations, 1970–2017a
Year
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number of
passenger
vehicles
10,548
10,617
10,654
11,109
11,332
11,156
11,341
11,471
11,521
11,603
12,168
12,084
12,479
12,236
12,480
12,755
12,853
13,032
13,346
13,529
13,614
13,328
12,455
12,434
12,608
12,820
12,912
12,848
Vehiclemiles
(millions)
440.8
446.9
402.2
467.8
560.9
571.8
580.7
598.9
609.5
626.4
648.0
662.4
681.9
694.2
709.7
715.4
726.4
741.2
762.8
775.3
759.6
744.1
749.5
774.3
780.9
803.2
810.2
823.6
1970–2017
2007–2017
0.4%
-0.1%
1.3%
1.1%
Passenger
PassengerAverage trip
trips
miles
length
(millions)b
(millions)c
(miles)d
f
2,116
12,273
f
1,797
10,423
2,241
10,939
4.9
2,422
10,777
4.4
2,521
12,046
4.8
2,284
11,419
5.0
2,418
12,487
5.2
2,692
13,091
4.9
2,669
13,412
5.0
2,813
14,108
5.0
2,952
15,200
5.1
3,064
15,615
5.1
3,025
15,095
5.0
3,005
15,082
5.0
3,098
15,930
5.1
3,189
16,118
5.1
3,334
16,587
5.0
3,879
18,070
4.7
4,001
18,941
4.7
3,955
19,004
4.8
4,007
18,580
4.6
4,083
19,520
4.8
4,192
19,835
4.7
4,275
20,381
4.8
4,411
20,829
4.7
4,339
20,710
4.8
4,346
20,922
4.8
4,314
20,169
4.7
Average annual percentage change
1.5%
1.1%
-0.6%g
1.1%
1.1%
0.0%
Energy intensity
(Btu/passengermile)e
712
866
763
927
998
1,102
996
943
931
919
923
925
948
936
907
919
893
851
832
830
832
812
791
793
786
777
761
788
Energy use
(trillion Btu) e
8.7
9.0
8.3
10.0
12.0
12.6
12.4
12.3
12.5
13.0
14.0
14.4
14.3
14.1
14.5
14.8
14.8
15.4
15.8
15.8
15.5
15.8
15.7
16.2
16.4
16.1
15.9
15.9
0.2%
-0.8%
1.3%
0.3%
Sources:
American Public Transportation Association, 2019 Public Transportation Fact Book, Washington, DC, April 2019,
Appendix A. (Additional resources: www.apta.com)
Energy use – See Appendix A for Rail Transit Energy Use.
Heavy rail and light rail. Series not continuous between 1983 and 1984 because of a change in data source
by the American Public Transit Association (APTA). Beginning in 1984, data provided by APTA are taken from
mandatory reports filed with the Urban Mass Transit Administration (UMTA). Data for prior years were provided on
a voluntary basis by APTA members and expanded statistically.
b
1970–79 data represents total passenger rides; after 1979, data represents unlinked passenger trips.
c
Estimated for years 1970–76 based on an average trip length of 5.8 miles.
d
Calculated as the ratio of passenger-miles to passenger trips.
e
Only end-use energy was counted for electricity. Before Edition 36, primary energy use (which included
generation and distribution losses) was shown in this table. Large system-to-system variations exist for energy
intensities.
f
Data are not available.
g
Average annual percentage change is calculated for years 1977–2017.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–9
Uber is the United States' largest transportation network company (TNC), which allows customers to hail a ride
on demand via a phone app. The ride fare and tip are paid via credit card stored in the app and feedback is
encouraged after each ride. Through the end of 2018, the Uber app has facilitated 10 billion trips worldwide.
Table 7.5
Uber Ride Hailing Statistics as of December 2018
First Uber trip taken
July 5, 2010
Countries in which Uber operates, 2018
63 countries
Cumulative number of worldwide trips from 2010-2015
1 billion
Cumulative number of worldwide trips from 2010-2018
10 billion
Trips completed per day, December 2018
14 million
Monthly active platform customers, 2018
91 million
Number of drivers, 2018
3.9 million
Number of company employees, 2018
22,000
Source:
Uber, Uber Newsroom, www.nber.org/papers/w22843.pdf, accessed September 9, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–10
In December 2014, the Benenson Survey Group (BSG) conducted a web survey of Uber’s driver-partners in 20
market areas that represented 85 percent of all of Uber’s U.S. driver-partners. Jonathan V. Hall, an Uber
employee, and Alan B. Krueger, an Uber consultant, compared the BSG Survey results to the 2012-2013 American
Community Survey data from the U.S. Census Bureau, resulting in a Working Paper for the National Bureau of
Economic Research.
Table 7.6
Characteristics of Uber’s Driver-Partners, Taxi Drivers and All Workers
Age 18-29
30-39
40-49
50-64
65+
Male
Female
Less than HS
High School
Some College / Associate’s
College Degree
Postgraduate Degree
White Non-Hispanic
Black Non-Hispanic
Asian Non-Hispanic
Other Non-Hispanic
Hispanic
Married
Have Children at Home
Currently Attending School
Veteran
Number of Observations
Uber’s Driver-Partners
(2014 BSG Survey)
19%
30%
26%
22%
3%
86%
14%
3%
9%
40%
37%
11%
40%
20%
17%
6%
18%
50%
46%
7%
7%
601
Taxi Drivers and Chauffeurs
(2012-13 ACS)
9%
20%
27%
37%
8%
92%
8%
16%
36%
29%
15%
4%
26%
32%
18%
2%
22%
59%
45%
5%
5%
2,080
All workers
(2012-13 ACS)
22%
23%
23%
27%
5%
53%
47%
9%
21%
28%
25%
16%
56%
15%
8%
2%
20%
53%
42%
10%
5%
648,494
Notes: ACS data pertain to the same 20 markets as the BSG survey and are for 2012 and 2013. The 20 markets
were: Atlanta, Austin, Baltimore, Boston, Chicago, Dallas, Denver, Houston, Los Angeles, Miami, Minneapolis,
New Jersey, New York City, Orange County, Philadelphia, Phoenix, San Diego, San Francisco, Seattle, and
Washington, DC.
Source:
National Bureau of Economic Research, An Analysis of The Labor Market for Uber’s Driver-Partners in the United
States, NBER Working Paper No. 22843, November 2016.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–11
Lyft is the second-largest transportation network company (TNC) in the United States. As with Uber, a mobile app
is used to hail a ride on demand. In 2018, 35% of Lyft riders did not own or lease a personal vehicle.
Table 7.7
Lyft Ride Hailing Statistics, 2018
Areas served by Lyft, 2018
All U.S. States,
District of Columbia,
and Toronto, Canada
Cumulative Driver Earnings, June 2012 - 2018
Share of drivers that are veterans, 2018
$10 billion
9%
Share of drivers that are female, 2018
27%
Share of drivers that are in a minority group, 2018
56%
Share of drivers that are over the age of 50, 2018
25%
Share of drivers that drive fewer than 20 hours per week, 2018
91%
Share of Lyft riders who do not own or lease a personal vehicle, 2018
35%
Share of Lyft riders that are in a minority group, 2018
41%
Share of U.S. population in a minority group, 2017
39%
Median annual household income of Lyft riders, 2018
$50,400
U.S. median annual household income, 2017
$57,700
Share of Lyft trips that start or end in a low-income area, 2018
44%
Source:
Lyft, Economic Impact Report 2019, National and Toronto, www.lyftimpact.com/stats/national, website accessed
September 10, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–12
Carshare programs provide one alternative to car ownership. Typically, a carshare program has membership
requirements and hourly rates for use of a common fleet of vehicles located throughout an area. The carshare
operator typically provides insurance, gasoline, parking, and maintenance.
Table 7.8
Carshare Members and Vehicles by World Region, 2006–2016
2006
2008
Members
Vehicles
Member-Vehicle Ratio
15,700
608
25.8
12,546
810
15.5
Members
Vehicles
Member-Vehicle Ratio
212,124
7,491
28.3
334,168
10,833
30.8
Members
Vehicles
Member-Vehicle Ratio
117,656
3,337
35.3
318,898
7,505
42.5
Members
Vehicles
Member-Vehicle Ratio
1,130
65
17.4
5,210
255
20.4
Members
Vehicles
Member-Vehicle Ratio
0
0
0
0
0
0
2010
2012
Asia
81,817
160,500
4,315
6,155
19.0
26.1
Europe
552,868
691,943
16,779
20,464
32.9
33.8
North America
516,100
908,584
10,420
15,795
49.5
57.5
Oceania
12,750
25,500
440
1,080
29.0
23.6
South America
110
1,500
13
60
8.5
25
2014
2016
955,880
20,344
47.0
8,722,138
67,329
129.5
2,206,884
57,947
38.1
4,371,151
57,857
75.6
1,625,652
24,210
67.1
1,837,854
26,691
68.9
50,700
1,524
33.3
96,600
5,040
19.2
3,500
100
35
7,350
120
61.3
Note: Data are as of October of each year listed.
Source:
Transportation Sustainability Research Center, University of California, Berkeley, Innovative Mobility: Carsharing
Outlook, Spring 2018. (Additional information: https://tsrc.berkeley.edu/research/shared-mobility)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–13
Micromobility sharing services (bikes and scooters) have expanded rapidly in cities across the United States. The
number of shared bike trips in the 100 largest U.S. cities has been estimated by the National Association of City
Transportation Officials (NACTO). The number of bike trips increased from 321 thousand in 2010 to 39.0 million
in 2018, with another 6.5 million electronic e-bike trips in addition. Shared scooter trips were added to the NACTO
study in 2018. There were 38.5 million scooter trips in 2018 representing 46% of the 84 million shared
micromobility trips taken.
Figure 7.4. Shared Micromobility Trips, 2010–2018
Notes: Includes systems with over 150 bikes or scooters and only includes data reported by the 100 largest cities by
population. Does not include private or closed campus systems like those operating on university campuses. For more
detail, see the full report.
Source:
National Association of City Transportation Officials (NACTO), Shared Micromobility in the U.S.: 2018, April
2019. (Additional information: nacto.org/2019/04/17/84-million-trips-on-shared-bikes-and-scooters)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–14
The most common reasons cited for bike sharing trips were connecting to transit, social trips, and commuting to
and from work. A higher percent of shared scooter trips was attributed to recreation/exercise. Connection to transit
and social purposes were a greater percent of shared bike trips.
Figure 7.5. Reasons for Using Shared Bikes and Scooters, 2018
Notes: Data for scooters come from Denver, Portland, and Baltimore. Data for bike share come from Washington,
DC, New York City, and Chicago. The social and recreation/exercise categories were only available from Washington,
DC.
Source:
National Association of City Transportation Officials (NACTO), Shared Micromobility in the U.S.: 2018, April
2019. (Additional information: nacto.org/2019/04/17/84-million-trips-on-shared-bikes-and-scooters)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–15
For shared bikes and scooters, casual users of station-based bikes travel the farthest and for the longest duration.
Figure 7.6. Average Miles per Trip for Shared Bikes and Scooters, 2018
Note: Station-based bike share data are based on data from Capital Bike Share, Bluebikes, Citi Bike, Divvy, and Ford
GoBike, which are the five largest bike share systems.
Source:
National Association of City Transportation Officials (NACTO), Shared Micromobility in the U.S.: 2018, April
2019. (Additional information: nacto.org/2019/04/17/84-million-trips-on-shared-bikes-and-scooters)
Figure 7.7. Average Minutes per Trip for Shared Bikes and Scooters, 2018
Note: Station-based bike share data are based on data from Capital Bike Share, Bluebikes, Citi Bike, Divvy, and Ford
GoBike, which are the five largest bike share systems.
Source:
National Association of City Transportation Officials (NACTO), Shared Micromobility in the U.S.: 2018, April
2019. (Additional information: nacto.org/2019/04/17/84-million-trips-on-shared-bikes-and-scooters)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
7–16
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8–1
Chapter 8
Fleet Vehicles and Characteristics
Summary Statistics from Tables in this Chapter
Source
Figure 8.1
Fleet cars, 2018
3,669,000
Figure 8.1
Fleet trucks ≤ 19,500 lbs. GVW, 2018
4,958,000
Table 8.3
Average annual miles per commercial fleet vehicle, 2018
Figure 8.2
Table 8.4
SUVs
22,800
Intermediate cars
23,412
Pickup trucks
23,340
Average annual miles per Federal Government
fleet vehicle, 2017
SUVs
9,795
Sedans
9,216
Passenger vans
8,790
Buses
8,424
Ambulances
7,028
Heavy trucks
6,929
Light trucks
6,536
Medium trucks
6,289
Federal government vehicles, FY 2017
640,918
Light trucks (<8,500 lbs. GVW)
273,650
Cars and other passenger vehicles
225,981
Medium trucks (8,500–26,000 lbs. GVW)
99,079
Heavy trucks (>26,000 lbs. GVW)
33,585
Buses and ambulances
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8,623
8–2
Vehicles in fleets of 15 or more are counted as fleet vehicles, as well as vehicles in fleets where five or more vehicles
are purchased annually. There are more trucks in fleets than cars in 2018.
Figure 8.1. Fleet Vehicles in Service as of January 1, 2018
Source:
Bobit Publishing Company, Automotive Fleet Research Department, Automotive Fleet Factbook 2018, Redondo
Beach, CA, 2019.
Rental category includes vans and sports utility vehicles under cars, not trucks.
Fleets of 15 or more in operation or 5 or more fleet vehicles purchased annually. Taxi and police fleet data
are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8–3
Data for fleet vehicles (cars and trucks less than 19,501 pounds) show that rental fleets are the largest share of
cars and commercial fleets are the largest share of trucks. Government fleets are the second largest share for both
cars and trucks.
Table 8.1
Fleet Vehicles in Service, 2006-2018
(thousands of vehicles)
Year
Commercial
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
896.9
911.8
879.1
791.0
741.2
803.9
834.7
727.7
688.5
659.2
685.0
628.2
613.4
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2,362.4
2,383.2
2,318.5
2,224.0
1,999.5
2,136.3
2,236.8
2,186.9
2,136.4
2,231.8
2,340.0
2,377.7
2,564.2
Rentala
Cars
c
Government
1,623.0
1,195.9
1,650.0
1,215.8
1,465.1
1,255.8
1,289.0
1,299.0
1,175.0
1,352.0
1,553.2
1,330.0
1,745.0
1,240.0
1,850.0
1,290.0
1,920.0
1,245.2
2,040.0
1,325.0
2,156.0
1,340.0
1,930.0
1,278.0
1,820.0
1,236.0
Trucksc <19,501 lbs.
499.7
1,635.5
560.8
1,682.3
500.1
1,682.0
381.0
1,701.0
380.0
1,751.0
391.0
1,684.0
417.0
1,512.0
465.0
1,560.0
480.0
1,631.5
535.0
1,727.4
582.0
1,810.0
542.0
1,807.0
496.0
1,898.0
Police & Taxib
Total
555.2
564.5
586.0
607.0
575.7
578.6
556.6
570.6
582.4
595.8
575.8
4,271.0
4,342.0
4,186.0
3,986.0
3,843.8
4,265.7
4,376.3
4,438.3
4,443.2
4,620.0
4,756.8
3,836.2
3,669.4
d
d
45.4
46.7
45.5
59.0
55.4
58.4
62.0
66.5
74.9
77.4
77.4
d
d
4,543.0
4,673.0
4,546.0
4,365.0
4,185.8
4,269.7
4,227.8
4,278.4
4,322.8
4,571.6
4,809.0
4,726.7
4,958.2
Source:
Bobit Publishing Company, Automotive Fleet Research Department, Automotive Fleet Factbook 2018, and annual,
Redondo Beach, CA, 2019. (Additional resources: www.fleet-central.com)
Rental category includes vans and sports utility vehicles under cars, not trucks.
Taxi category includes vans.
c
Fleets of 15 or more in operation or 5 or more fleet vehicles purchased annually.
d
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8–4
In commercial fleets, full size vans stay in service the longest—an average of 59 months in 2017. Commercial fleet
vehicles averaged about 23,000 miles in 2017 and 2018.
Table 8.2
Average Length of Time Commercial Fleet Vehicles Are in Service, 2017 and 2018
Vehicle type
Compact cars
Intermediate cars
Pickup trucks
Minivans
Sport utility vehicles
Full-size vans
Average months in service
2018
2017
35
38
32
33
53
48
38
46
31
33
59
53
Note: Based on data collected from four leading Fleet Management companies.
Source:
Bobit Publishing Company, Automotive Fleet, Redondo Beach, CA, January 2018 and December 2018. (Additional
resources: www.fleet-central.com)
Table 8.3
Average Annual Vehicle-Miles of Travel for Commercial Fleet Vehicles, 2017 and 2018
Vehicle type
Compact cars
Intermediate cars
Pickup trucks
Minivans
Sport utility vehicles
Full-size vans
Average annual miles of travel
2018
2017
20,328
21,168
24,120
23,412
22,248
23,340
24,384
23,940
25,356
22,800
21,312
21,888
Source:
Bobit Publishing Company, Automotive Fleet, Redondo Beach, CA, January 2018 and December 2018. (Additional
resources: www.fleet-central.com)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8–5
These data, which apply to domestic Federal fleet vehicles, indicate that sport utility vehicles (SUVs) have the
highest average annual miles per vehicle, followed closely by sedans.
Figure 8.2. Average Miles per Domestic Federal Vehicle by Vehicle Type, 2016 and 2017
Note: Light trucks = less than 8,500 pounds gross vehicle weight (GVW).
Medium trucks = 8,501-23,999 pounds GVW.
Heavy trucks = 24,000 pounds GVW or more.
LSEVs = low-speed electric vehicles.
Source:
U.S. General Services Administration, Federal Vehicle Policy Division, FY 2016 Federal Fleet Report and FY 2017
Federal Fleet Report, Washington, DC, 2018, Table 4-2. (Additional resources: www.gsa.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8–6
The Federal Government vehicle inventory includes 21% more light trucks than passenger vehicles.
Table 8.4
Federal Government Vehicle Inventory, FY 2001-2017
Vehicle Type
Passenger vehicles
Low-speed electric vehicle
2001
2005
2010
2015
2016
2017
0
0
3,029
3,686
3,257
2,369
5,462
2,401
6,797
27,356
28,309
27,566
Compact
60,938
58,284
46,489
38,766
38,155
38,043
Midsize
36,921
36,656
48,242
24,775
24,442
24,558
Large
11,107
15,966
10,063
7,150
6,216
3,516
116
191
412
83
85
52
56,563
42,109
41,676
37,448
36,620
32,379
727
13,252
15,218
14,617
15,963
15,364
40,842
50,445
66,316
73,203
75,614
75,850
Subcompact
Limousines
Light duty passenger vans
Medium duty passenger vans
Light duty SUVs
Medium duty SUVs
0
6,096
11,117
8,235
8,170
6,284
212,676
225,400
249,359
235,319
236,831
225,981
Light trucks 4x2
227,937
243,477
241,011
232,914
233,189
223,558
Light trucks 4x4
29,975
35,417
40,105
49,079
53,143
50,092
Medium trucks
88,993
83,747
89,253
79,421
94,111
99,079
Heavy trucks
27,988
35,230
32,760
34,049
34,939
33,585
Ambulances
1,819
1,580
1,480
1,349
1,339
1,385
Buses
Total trucks and other
vehicles
GRAND TOTAL ALL
VEHICLES
6,726
7,837
8,186
8,173
8,085
7,238
383,438
407,288
412,795
404,985
424,806
414,937
596,114
632,688
662,154
640,304
661,637
640,918
Total passenger vehicles
Trucks and other vehicles
Note: Light trucks = less than 8,500 pounds gross vehicle weight rating (GVWR).
Medium trucks = 8,501-23,999 pounds GVWR.
Heavy trucks = 24,000 pounds GVWR or more.
Source:
U.S. General Services Administration, Federal Supply Service, FY 2017 Federal Fleet Report, Washington, DC, 2018,
Tables 2-5 and 2-6. (Additional resources: www.gsa.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8–7
Table 8.5
Federal Fleet Vehicle Acquisitions
by Fuel Type, FY 2002–2017
Fuel type
Gasoline
Gasoline hybrid
Gasoline LGHGb
Gasoline plug-in hybrid
Diesel
Diesel hybrid
Diesel LGHGb
CNG
E-85
Electric
LNG
LPG
M-85
Hydrogen
Grand total
2002
44,850
a
0
0
8,107
c
0
1,267
8,054
7
3
59
25
0
62,372
2005
41,247
222
0
0
6,049
1
0
188
16,892
13
0
1
0
0
64,613
2007
32,089
458
0
0
5,809
4
0
129
26,581
7
0
4
0
0
65,081
2010
26,547
4,853
0
0
4,136
27
0
60
26,789
1,376
0
2
0
4
63,794
2013
15,994
1,364
369
258
4,625
51
0
123
21,644
284
0
23
0
2
44,737
2015
17,080
2,500
224
263
6,215
7
0
241
24,651
231
0
6
0
0
51,418
2016
30,349
3147
81
86
6,136
11
0
67
27,243
180
0
9
0
0
67,309
2017
24,257
4475
41
16
5,626
10
0
12
24,110
478
0
2
0
0
59,027
Source:
U.S. General Services Administration, Federal Vehicle Policy Division, FY 2017 Federal Fleet Report, Washington,
DC, 2018, Table 5-4. (Additional resources: www.gsa.gov)
Table 8.6
Fuel Consumed by Federal Government Fleets, FY 2000–2017
(thousand gasoline equivalent gallons)
2000
284,480
70,181
865
1
569
0
14
34
347
0
0
2005
300,261
53,363
1,245
6
8,052
0
0
231
3,060
102
0
2007
293,848
74,806
889
5
9,515
0
0
322
3,854
95
0
2009
301,437
76,456
499
4
7,393
5
0
208
7,923
35
0
2010
322,023
75,329
504
36
8,258
0
0
195
8,201
0
1
2013
295,076
67,332
369
88
5,619
358
0
257
14,158
0
0
2015
310,416
66,736
400
197
4,722
11
0
150
13,512
7
0
2016
2017
Gasoline
Diesel
CNG
Electricity
Biodiesel (B20)
Biodiesel (B100)d
Methanol/M-85
LPG
Ethanol/E-85
LNG
Hydrogen
315,043
69,990
397
86
4,404
0
0
231
11,942
4
0
305,978
72,351
357
64
4,206
155
0
239
10,431
0
0
Total
356,491
366,320
383,334
393,961
414,548
383,257
396,152
402,097
393,781
Source:
U.S. General Services Administration, Federal Vehicle Policy Division, FY 2017 Federal Fleet Report, Washington,
DC, 2018, Table 5-1. (Additional resources: www.gsa.gov)
Combined with gasoline.
Low greenhouse gas emissions.
c
Combined with diesel.
d
B100 cannot be separated from B20 from 2000-2007.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
8–8
The light truck category includes pickups, SUVs, and vans. Previously, this table included SUVs and vans with
cars. The U.S. Postal Service owned 46.4% of all federal light trucks.
Table 8.7
Federal Government Vehicles by Agency, FY 2017
Department or agency
CIVILIAN
American Battle Monuments Commission
Broadcasting Board of Governors
Consumer Product Safety Commission
Court Services and Offender Supervision Agency
Department of Agriculture
Department of Commerce
Department of Education
Department of Energy
Department of Health and Human Services
Department of Homeland Security
Department of Housing and Urban Development
Department of Justice
Department of Labor
Department of State
Department of the Interior
Department of the Treasury
Department of Transportation
Department of Veterans Affairs
Environmental Protection Agency
Equal Employment Opportunity Commission
Federal Communications Commission
Federal Housing Finance Agency
Federal Maritime Commission
General Services Administration
Government Printing Office
Library of Congress
National Aeronautics and Space Administration
National Archives & Records Administration
National Gallery of Art
National Labor Relations Board
National Science Foundation
National Transportation Safety Board
Nuclear Regulatory Commission
Office of Personnel Management
Peace Corps
Pretrial Services Agency for the District of Columbia
Small Business Administration
Smithsonian Institution
Social Security Administration
Tennessee Valley Authority
US Agency for International Development
US International Trade Commission
TOTAL CIVILIAN AGENCIES
MILITARY
Corps of Engineers, Civil Works
Defense Agencies
Department of Air Force
Department of Army
Department of Navy
United States Marine Corps
TOTAL MILITARY AGENCIES
U. S. POSTAL SERVICE
TOTAL ALL FLEETS
Cars
Light
trucks
Medium
trucks
Heavy
trucks
Total
25
0
65
53
5,230
278
53
847
1,713
10,292
255
17,385
1,007
1,773
2,027
1,682
1,253
7,512
245
70
0
2
7
523
13
5
419
1
0
29
27
0
5
1,815
48
2
85
14
236
351
78
1
55,426
12
106
27
21
24,411
1,230
35
7,273
2,402
35,655
76
25,133
2,230
11,129
15,191
1,346
3,541
9,478
559
12
85
4
0
374
16
4
1,386
35
6
3
222
3
19
186
627
1
74
308
176
1,224
464
1
145,085
7
18
2
0
8,863
425
0
3,933
303
4,064
0
1,120
229
782
8,281
50
1,090
1,630
119
0
0
0
0
21
8
0
607
14
2
0
208
0
1
2
0
0
1
55
8
908
43
0
32,794
0
22
0
0
2,370
50
0
2,430
75
1,593
0
1,259
331
834
3,258
9
150
1,872
33
0
0
0
0
2
5
4
401
7
3
0
103
0
2
0
13
0
0
48
28
127
16
0
15,045
44
146
94
74
40,874
1,983
88
14,483
4,493
51,604
331
44,897
3,797
14,518
28,757
3,087
6,034
20,492
956
82
85
6
7
920
42
13
2,813
57
11
32
560
3
27
2,003
688
3
160
425
448
2,610
601
2
248,350
622
1,941
4,508
13,550
6,543
3,271
30,435
7,874
93,735
4,109
2,793
17,828
25,521
16,202
4,875
71,328
187,114
403,527
1,827
547
14,921
13,109
6,835
1,877
39,116
28,554
100,464
688
733
6,939
7,135
2,926
1,652
20,073
5,705
40,823
7,246
6,014
44,196
59,315
32,506
11,675
160,952
229,247
638,549
Note: Light trucks include SUVs, vans, and pickups less than 8,500 lb gross vehicle weight (GVW). Medium trucks are 8,50123,999 lb GVW and include ambulances. Heavy trucks are 24,000 lb GVW or more and include buses. Does not include lowspeed vehicles.
Source:
U.S. General Services Administration, Federal Supply Service, FY 2017 Federal Fleet Report, Washington, DC, 2018, Table 2-1.
(Additional resources: www.gsa.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–1
Household Vehicles and Characteristics
Summary Statistics from Tables/Figures in this Chapter
Source
Table 9.2
Table 9.4
Figure 9.1
Vehicles per capita, 2017
0.848
Vehicles per licensed driver, 2017
1.225
Vehicles per household, 2017
2.187
Share of households owning 3 or more vehicles
1960
2.5%
1970
5.5%
1980
17.5%
1990
17.3%
2000
18.3%
2010
19.5%
2017
21.5%
Average occupancy rates by vehicle type, 2017
Van
2.44
Sport Utility Vehicle
1.83
Car
1.54
Pickup
1.49
Table 9.9
Average annual miles per household vehicle, 2017
Table 9.19
Share of workers who car pooled, 2017
Table 9.20
Long-distance trips in the United States, 2001
(latest available data)
10,200
9.2%
Person-trips
2,554 million
Person-miles
1,138 billion
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–2
The number of vehicles in the United States is growing faster than the population. The growth in vehicle-miles has
slowed to 0.6% per year from 2007-2017. See Table 9.2 for vehicles per capita and vehicle-miles per capita.
Table 9.1
Population and Vehicle Profile, 1950–2017
Year
1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Resident
populationa
(thousands)
151,868
165,069
179,979
193,526
205,052
215,973
227,226
238,466
250,132
266,557
269,667
272,912
276,115
279,295
282,385
285,309
288,105
290,820
293,463
296,186
298,996
302,004
304,798
307,439
309,347
311,719
314,103
316,427
318,907
320,897
323,406
325,719
1950-2017
2007-2017
1.1%
0.8%
Number of
Total
Total vehiclevehicles in
households
miles
operation
(thousands)
(thousands)
(millions)
43,554
43,501
458,246
47,874
56,540
605,646
52,799
67,906
718,762
57,436
82,066
887,812
63,401
98,136
1,109,724
71,120
120,054
1,327,664
80,776
139,831
1,527,295
86,789
157,048
1,774,826
93,347
179,299
2,144,362
98,990
193,441
2,422,696
99,627
198,294
2,485,848
101,018
201,071
2,561,695
102,528
205,043
2,631,522
103,874
209,509
2,691,056
104,705
213,300
2,746,925
108,209
216,683
2,797,287
109,297
221,027
2,855,508
111,278
225,882
2,890,450
112,000
232,167
2,964,788
113,343
238,384
2,989,430
114,384
244,643
3,014,371
116,011
248,701
3,031,124
116,783
249,813
2,976,528
117,181
248,972
2,956,764
117,538
248,231
2,967,266
118,682
248,932
2,950,402
121,084
251,497
2,969,433
122,459
252,715
2,988,280
123,027
258,027
3,025,656
125,819
264,194
3,095,373
126,819
270,566
3,174,408
126,224
275,979
3,212,347
Average annual percentage change
1.6%
2.8%
2.9%
0.8%
1.0%
0.6%
Number of
licensed drivers
(thousands)
62,194
74,686
87,253
98,502
111,543
129,791
145,295
156,868
167,015
176,628
179,539
182,709
184,980
187,170
190,625
191,276
194,296
196,166
198,889
200,549
202,810
205,742
208,321
209,618
210,115
211,875
211,815
212,160
214,092
218,084
221,712
225,346
Number of
civilian
employed
persons
(thousands)
58,920
62,171
65,778
71,088
78,628
85,846
99,303
107,150
118,793
124,900
126,708
129,558
131,463
133,488
136,891
136,933
136,485
137,736
139,252
141,730
144,427
146,047
145,362
139,877
139,064
139,869
142,469
143,929
146,305
148,834
151,436
153,337
1.9%
0.9%
1.4%
0.5%
Sources:
Resident population and civilian employed persons – U.S. Department of Commerce, Bureau of the Census, Online
Data Retrieval, Washington, DC, 2018. (Additional resources: www.census.gov)
Vehicles in operation – IHS Automotive. Used with permission. FURTHER REPRODUCTION PROHIBITED.
(Additional resources: https://www.ihs.com/industry/automotive.html)
Licensed drivers and vehicle-miles – U.S. Department of Transportation, Federal Highway Administration, Highway
Statistics 2017, Tables DL-20 and VM-1, and annual. (Additional resources: www.fhwa.dot.gov)
a
Estimates as of July 1. Includes Armed Forces in the United States.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–3
In 2017, vehicles per capita reached a new high of 0.847. Vehicle-miles per capita were over 10,000 miles from
2004 to 2007 but were 9,862 miles in 2017. There were 1.800 vehicles for every employed civilian in the United
States in 2017.
Table 9.2
Vehicles and Vehicle-Miles per Capita, 1950–2017a
Year
1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Vehicles
per capita
0.286
0.343
0.377
0.424
0.479
0.556
0.614
0.659
0.717
0.726
0.735
0.737
0.743
0.750
0.755
0.759
0.767
0.777
0.791
0.805
0.818
0.824
0.820
0.810
0.802
0.799
0.801
0.799
0.810
0.823
0.837
0.847
Vehicles per
household
0.999
1.181
1.286
1.429
1.548
1.688
1.731
1.810
1.921
1.954
1.990
1.990
2.000
2.017
2.037
2.002
2.022
2.030
2.073
2.103
2.139
2.144
2.139
2.125
2.112
2.097
2.077
2.064
2.094
2.100
2.133
2.186
1950-2017
2007-2017
1.6%
0.3%
1.2%
0.2%
Vehicles per
Vehicles
civilian
per licensed
employed
driver
persons
0.699
0.738
0.757
0.909
0.778
1.032
0.833
1.154
0.880
1.247
0.925
1.398
0.962
1.408
1.001
1.466
1.074
1.509
1.095
1.549
1.104
1.565
1.100
1.552
1.108
1.560
1.119
1.569
1.119
1.558
1.133
1.582
1.138
1.619
1.151
1.640
1.167
1.667
1.189
1.682
1.206
1.694
1.209
1.703
1.199
1.719
1.188
1.780
1.181
1.785
1.175
1.780
1.187
1.765
1.191
1.756
1.205
1.764
1.211
1.775
1.220
1.787
1.225
1.800
Average annual percentage change
0.8%
1.3%
0.1%
0.6%
Vehicle-miles
per capita
3,017
3,669
3,994
4,588
5,412
6,147
6,707
7,443
8,573
9,089
9,218
9,387
9,531
9,635
9,728
9,804
9,911
9,939
10,103
10,093
10,082
10,037
9,766
9,617
9,592
9,467
9,457
9,450
9,498
9,646
9,816
9,862
Vehicle-miles
per licensed
driver
7,368
8,109
8,238
9,013
9,949
10,229
10,512
11,314
12,839
13,716
13,846
14,021
14,226
14,378
14,410
14,624
14,697
14,735
14,907
14,906
14,863
14,733
14,288
14,105
14,122
13,925
14,019
14,085
14,133
14,193
14,318
14,255
1.8%
-0.2%
1.0%
-0.3%
Sources:
Resident population and civilian employed persons – U.S. Department of Commerce, Bureau of the Census, Online
Data Retrieval, Washington, DC, 2018. (Additional resources: www.census.gov)
Vehicles in operation – IHS Automotive. Used with permission. FURTHER REPRODUCTION PROHIBITED.
(Additional resources: https://www.ihs.com/industry/automotive.html)
Vehicle-miles – U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2016, Table
VM-1 and annual. (Additional resources: www.fhwa.dot.gov)
a
Includes all vehicles (light and heavy).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–4
In 1985 there was about one licensed driver for every vehicle in the United States. Since that time, there are more
vehicles than licensed drivers. The average number of licensed drivers per household in 2017 was 1.785.
Table 9.3
Licensed Driver Statistics, 1950–2017a
Year
1950
1955
1960
1965
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Licensed drivers
per capita
0.410
0.452
0.485
0.509
0.544
0.601
0.638
0.658
0.668
0.667
0.674
0.665
0.666
0.663
0.666
0.669
0.670
0.670
0.675
0.670
0.674
0.675
0.678
0.677
0.678
0.681
0.683
0.682
0.679
0.680
0.675
0.671
0.672
0.680
0.686
0.692
1950–2017
2007–2017
0.8%
0.2%
Licensed drivers
per capita 16 years
old and up
Licensed drivers
Licensed drivers
per household
per vehicle
b
1.428
1.430
b
1.560
1.321
b
1.653
1.285
b
1.715
1.200
b
1.759
1.137
b
1.825
1.081
b
1.799
1.039
b
1.807
0.999
0.861
1.789
0.931
0.870
1.792
0.931
0.885
1.810
0.954
0.877
1.796
0.929
0.880
1.806
0.929
0.878
1.784
0.913
0.881
1.802
0.905
0.888
1.809
0.909
0.888
1.804
0.902
0.890
1.802
0.893
0.886
1.821
0.894
0.868
1.768
0.883
0.869
1.778
0.879
0.868
1.763
0.868
0.870
1.776
0.857
0.867
1.769
0.841
0.866
1.773
0.829
0.870
1.773
0.827
0.873
1.784
0.834
0.870
1.789
0.842
0.861
1.788
0.846
0.860
1.785
0.851
0.852
1.749
0.842
0.845
1.732
0.840
0.845
1.737
0.830
0.853
1.733
0.825
0.859
1.748
0.819
0.865
1.785
0.817
Average annual percentage change
b
0.3%
-0.8%
-0.1%
0.1%
-0.1%
Licensed drivers
per civilian
employed persons
1.056
1.201
1.326
1.386
1.418
1.512
1.463
1.464
1.406
1.436
1.461
1.440
1.425
1.414
1.417
1.410
1.407
1.402
1.393
1.397
1.424
1.424
1.428
1.415
1.404
1.409
1.433
1.499
1.511
1.515
1.487
1.474
1.463
1.465
1.464
1.470
0.5%
0.4%
Sources:
Resident population, population 16 years and older, and civilian employed persons – U.S. Department of Commerce,
Bureau of the Census, Online Data Retrieval, Washington, DC, 2018. (Additional resources: www.census.gov)
Vehicles in operation – IHS Automotive. Used with permission. FURTHER REPRODUCTION PROHIBITED.
(Additional resources: https://www.ihs.com/industry/automotive.html)
a
b
Includes all vehicles (light and heavy).
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–5
Household vehicle ownership shows a dramatic increase from 1960 to 1990. In 1960, nearly 79% of households
owned less than two vehicles; by 1990, it declined to 45%. Census data prior to 1990 indicated that the majority
of households owned one vehicle; in 1990 that changed to two vehicles. Since 2000, less than 10% of households
had no vehicles. The share of households with three or more vehicles has risen each year since 2011. The American
Community Survey now collects these data on an annual basis, thus annual data are available after 2010.
Table 9.4
Household Vehicle Ownership, 1960–2017
(percentage)
1960
1970
1980
1990
2000
2010
2011
2012
2013
2014
2015
2016
2017
No
vehicles
21.5%
17.5%
12.9%
11.5%
9.4%
9.1%
9.3%
9.2%
9.1%
9.1%
8.9%
8.7%
8.6%
One
vehicle
56.9%
47.7%
35.5%
33.7%
33.8%
33.8%
34.1%
34.1%
33.9%
33.7%
33.5%
33.2%
32.7%
Two
vehicles
19.0%
29.3%
34.0%
37.4%
38.6%
37.6%
37.5%
37.3%
37.3%
37.3%
37.2%
37.1%
37.3%
Three or
more
vehicles
2.5%
5.5%
17.5%
17.3%
18.3%
19.5%
19.1%
19.3%
19.7%
19.9%
20.3%
21.0%
21.5%
Source:
U. S. Department of Transportation, Volpe National Transportation Systems Center, Journey-to-Work Trends in the
United States and its Major Metropolitan Area, 1960–1990, Cambridge, MA, 1994, p. 2-2.
2000 data – U.S. Bureau of the Census, American Fact Finder, factfinder.census.gov, Table QT-04, August 2001.
(Additional resources: www.census.gov)
2010-2017 data – U.S. Bureau of the Census, American Community Survey, 1-year estimates, Table CP04, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–6
2017 National Household Travel Survey Daily Trip Data
The Department of Transportation (DOT) collected data on daily trips in 1969, 1977, 1983, 1990 and
1995 via the Nationwide Personal Transportation Survey (NPTS). For 2001, the DOT combined the
collection of long trip and daily trip data into one survey – the 2001 National Household Travel Survey
(NHTS). The long trip data were not included in the 2009 or 2017 NHTS.
The NHTS is the nation’s inventory of daily travel. The survey includes demographic characteristics
of households, people, vehicles, and detailed information on daily travel for all purposes by all modes.
NHTS survey data are collected from a sample of U.S. households and expanded to provide national
estimates of trips and miles by travel mode, trip purpose, and a host of household attributes.
The NHTS was designed to continue the NPTS series, but as with all data surveys, caution should be
used when comparing statistics from one survey to another due to changes in terminology, survey
procedures, and target population. The NHTS surveys collected data on trips of children under 5 years of
age, while the previous NPTS did not. Improved methodologies first used in the collection of trip
information in the 1995 NPTS make it difficult to compare these data with past NPTS survey data. Thus,
the 1990 NPTS trip data have been adjusted to make it comparable with the later surveys.
In the 2017 survey, households were able to respond online as well as by phone. The online survey
included a mapping feature that allowed more accurate trip distances to be collected. These derived trip
distances appear to be about 10% shorter than self-reported trips.
A vehicle trip in the NHTS is defined as a one-way trip by a single privately-operated vehicle regardless
of the number of persons in the vehicle. A person trip is defined as a movement in the public space between
two identifiable points. Two household members traveling together in one car would be counted as two
person trips and one vehicle trip. Trips made in other highway vehicles, such as buses, streetcars, taxis
(including Uber/Lyft), and school buses are collected in the NHTS, but these are shown as person trips by
those modes because there is no way to trace movement of those vehicles throughout the day.
Table 9.5
Demographic Statistics from the 1969, 1977, 1983, 1990, 1995 NPTS and 2001, 2009, 2017 NHTS
Persons per household
Vehicles per household
Workers per household
Licensed drivers per household
Vehicles per worker
Vehicles per licensed driver
Average vehicle trip length (miles)
1969
3.16
1.16
1.21
1.65
0.96
0.70
8.89
1977
2.83
1.59
1.23
1.69
1.29
0.94
8.34
1983
2.69
1.68
1.21
1.72
1.39
0.98
7.90
1990
2.56
1.77
1.27
1.75
1.40
1.01
8.98
1995
2.63
1.78
1.33
1.78
1.34
1.00
9.06
2001
2.58
1.89
1.35
1.77
1.39
1.06
9.87
2009
2.50
1.87
1.34
1.88
1.40
1.00
9.72
2017
2.55
1.87
1.33
1.89
1.41
0.99
9.55
Percent
change
1969–2017
-19%
61%
10%
14%
47%
42%
7%
Note: Average vehicle trip length for 1990 and 1995 is calculated using only those records with trip mileage
information present. The 1969 survey does not include pickups and other light trucks as household vehicles. Data on
vehicles per household and licensed drivers per household will not match Table 9.2 and 8.3 because they come from
a different source.
Sources:
U.S. Department of Transportation, Federal Highway Administration, 1990 Nationwide Personal Transportation
Survey: Summary of Travel Trends, FHWA-PL-92-027, Washington, DC, March 1992, Table 2. Data for
1995, 2001, 2009, and 2017 were generated from the 2017 National Household Travel Survey website
nhts.ornl.gov. (Additional resources: www.fhwa.dot.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–7
Due to methodology improvements in collecting trip information, the 2001 and 1995 data should be compared only
to the 1990 adjusted data. The original 1990 data are comparable to all previous surveys; however, comparisons
should always be made with caution because of differing survey methodologies.
Table 9.6
Average Annual Vehicle-Miles, Vehicle Trips, and Trip Length per Household
1969, 1977, 1983, 1990, 1995 NPTS and 2001, 2009, 2017 NHTS
Journey-to-worka
All trips
Average annual vehicle-miles per household
1969
4,183
12,423
1977
3,815
12,036
1983
3,538
11,739
1990 original
4,853
15,100
1990 adjusted
4,853
18,161
1995
6,492
20,895
2001
5,724
21,171
2009
5,513
19,850
2017
5,379
20,629
Average annual vehicle trips per household
1969
445
1,396
1977
423
1,442
1983
414
1,486
1990 original
448
1,702
1990 adjusted
448
2,077
1995
553
2,321
2001
479
2,171
2009
457
2,068
2017
450
1,865
Average vehicle trip length (miles)
1969
9.4
8.9
1977
9.0
8.4
1983
8.5
7.9
1990 original
11.0
9.0
1990 adjusted
11.0
8.9
1995
11.8
9.1
2001
12.2
9.9
2009
12.2
9.7
2017
12.0
9.6
Note: A vehicle trip is defined as one start and end movement from location to location in a single privatelyoperated vehicle regardless of the number of persons in the vehicle. The 2017 survey featured some online trip
mapping which collected more accurate trip distances. The derived distances appear to be about 10% shorter than
self-reported trips.
Sources:
U.S. Department of Transportation, Federal Highway Administration, 1990 Nationwide Personal Transportation
Survey: Summary of Travel Trends, FHWA-PL-92-027, Washington, DC, March 1992, Table 7. 1990 adjusted
data – Oak Ridge National Laboratory, Oak Ridge, TN, August 1998. 1995 NPTS, 2001, 2009, 2017 NHTS
data were generated from the 2017 National Household Travel Survey website nhts.ornl.gov. (Additional
resources: www.fhwa.dot.gov, nhts.ornl.gov)
It is believed that the methodology changes in the 1995 NPTS did not affect journey-to-work trips; therefore,
no adjustment is necessary.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–8
The number of drivers in a household makes a difference in vehicle miles of travel (vmt), as does the presence of
children in the household. Households with children have 64% more vmt than households without children in 2017.
Rural households have more vehicles, on average, than urban households.
Table 9.7
Average Number of Vehicles and Vehicle Travel per Household,
1990 NPTS and 2001, 2009, and 2017 NHTS
Number of licensed drivers
1
2
3
4 or more
Household size
1 person
2 persons
3 persons
4 persons
5 persons
6 or more persons
Household urban status
Urban
Rural
Household composition
With children
Without children
All households
Average
number of vehicles
per household
1990 2001 2009 2017
1.5
1.2
1.1
1.2
2.1
2.2
2.2
2.2
2.9
3.0
3.0
3.1
3.8
3.8
3.9
4.1
1990
15,200
22,900
29,400
40,500
Average
vehicle-miles traveled
per householda
2001
2009
9,700
8,800
25,800
23,500
37,900
37,700
47,200
55,200
2017
11,700
24,500
35,900
48,400
1.2
1.9
2.2
2.4
2.4
2.7
1.0
2.0
2.3
2.4
2.4
2.5
1.0
2.0
2.3
2.4
2.4
2.4
1.0
2.0
2.3
2.5
2.6
2.7
11,400
19,300
23,700
25,300
24,900
29,200
7,500
21,200
28,400
28,600
33,200
33,800
7,100
17,500
27,900
33,200
33,700
33,600
9,300
20,100
26,800
30,000
32,500
34,400
1.9
2.1
1.8
2.3
1.7
2.4
1.8
2.5
19,000
22,200
19,300
28,400
17,600
27,700
19,200
27,100
2.2
1.8
1.8
2.2
1.7
1.9
2.2
1.7
1.9
2.2
1.7
1.9
24,100
17,600
18,300
28,300
16,700
21,200
30,400
14,400
19,900
27,800
17,100
20,600
Note: The 2017 survey featured some online trip mapping which collected more accurate trip distances. The derived
distances appear to be about 10% shorter than self-reported trips.
Source:
Generated from the Department of Transportation, Federal Highway Administration, Nationwide Personal
Transportation Survey Public Use Files, Washington, DC, 2000 and the 2017 National Household Travel
Survey website nhts.ornl.gov. (Additional resources: nhts.ornl.gov)
Average vehicle-miles traveled per household is the total movement in miles of all privately operated
vehicles, regardless of the number of people in the vehicle, divided by the total number of households in the survey.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–9
In 2017, 24% of vehicle trips were traveling to and from work. Another 20% of trips were for shopping which is
down slightly from 2001. Shopping is done close to home, as the average trip length for shopping was only
seven miles.
Table 9.8
Trip Statisticsa by Trip Purpose, 2001 and 2017 NHTS
Trip purpose
To/from work
Work-related business
Shopping
Other family/personal business
School/church
Medical/dental
Visit friends/relatives
Other social/recreational
Other
All
Share of trips
2001
2017
22.1%
24.1%
4.1%
2.0%
21.1%
19.9%
24.7%
20.9%
4.9%
5.2%
2.2%
2.4%
6.3%
5.7%
13.7%
15.8%
0.5%
3.8%
100.0% 100.0%
Share of vehiclemiles traveled
2001
2017
27.0%
30.2%
8.4%
3.2%
14.5%
14.7%
18.7%
14.3%
3.7%
5.4%
2.2%
2.4%
9.4%
8.8%
13.2%
14.6%
1.0%
6.4%
100.0% 100.0%
Trip length
(miles)
2001
2017
12.1
12.0
20.3
15.2
6.7
7.0
7.5
6.6
7.5
9.9
9.9
9.5
14.9
14.6
9.6
8.8
18.1
16.0
9.9
9.6
Trip length
(minutes)
2001 2017
22.3
25.0
30.9
28.1
14.4
16.1
15.2
16.1
15.8
20.2
20.7
23.1
24.4
26.8
18.2
19.4
31.4
31.1
18.7
20.6
Note: The "All" category for average trip length and duration includes records for which trip purpose was not
identified. The 2017 survey featured some online trip mapping which collected more accurate trip distances. The
derived distances appear to be about 10% shorter than self-reported trips.
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
a
Percentages may not sum to totals due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–10
Overall, household vehicle occupancy remained the same in 2017 as in 2009. Sport utility vehicle occupancy
declined from 1.90 to 1.83 from 2009 to 2017, while pickup truck occupancy stayed the same. Car occupancy was
nearly the same in those years as well.
Figure 9.1. Average Household Vehicle Occupancy by Vehicle Type, 1995 NPTS and
2009, 2017 NHTS
Note: Average vehicle occupancy is mileage-weighted and only includes privately operated household vehicles.
Sources:
Generated from the Department of Transportation, Federal Highway Administration, Nationwide Personal
Transportation Survey Public Use Files, Washington, DC, 2000 and the 2017 National Household Travel
Survey website nhts.ornl.gov. (Additional resources: nhts.ornl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–11
The average vehicle occupancy, calculated as person-miles per vehicle-mile, is highest for social and recreational
purposes. The highest vehicle occupancy levels for all purposes were in 1977. The increase in number of vehicles
per household and the decrease in average household size could have contributed to the decline since then.
Figure 9.2. Average Household Vehicle Occupancy by Trip Purpose, 1977 NPTS and
2009, 2017 NHTS
Note: Average vehicle occupancy is mileage-weighted and only includes privately operated household vehicles.
The “All purposes” category includes other purposes not shown above, such as trips to school, church, doctor,
dentist, and work-related business.
Sources:
U.S. Department of Transportation, Federal Highway Administration, 1990 Nationwide Personal Transportation
Survey: Summary of Travel Trends, FHWA-PL-92027, Washington, DC, March 1992, Figure 6. Data from
2009 and 2017 NHTS were generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
(Additional resources: www.fhwa.dot.gov, nhts.ornl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–12
The 1990 household survey reports the highest average annual miles per vehicle and the 2017 survey reports the
lowest. These data show that younger vehicles are typically driven more miles than older vehicles.
Table 9.9
Average Annual Miles per Household Vehicle by Vehicle Age,
1983, 1990, 1995 NPTS and 2001, 2009, 2017 NHTS
Vehicle age
(years)
Under 1
1
2
3
4
5
6
7
8
9
10 and older
All
household
vehicles
1983
self-reported
8,200
15,200
16,800
14,500
13,000
12,100
11,300
10,000
9,800
9,000
7,300
1990
self-reported
19,600
16,800
16,600
14,700
13,600
12,900
13,200
12,400
12,600
11,500
9,200
1995
self-reported
15,900
16,800
15,500
14,400
14,100
13,500
13,200
12,800
12,200
12,200
8,900
2001
self-reported
15,500
14,300
14,000
13,100
12,500
12,000
11,800
11,600
10,900
10,800
7,400
2009
self-reported
13,200
14,600
13,900
12,700
12,600
12,800
12,100
11,900
11,500
11,300
9,300
2017
self-reported
13,000
14,000
14,200
12,400
12,900
13,100
12,400
12,300
11,400
12,000
9,400
10,400
12,500
12,200
11,100
11,300
11,200
Note: Data include all household vehicles and have been rounded to the nearest hundred. The 2017 survey featured
some online trip mapping which collected more accurate trip distances. The derived distances appear to be about 10%
shorter than self-reported trips.
Sources:
Nationwide Personal Transportation Study—1983: D. Klinger and J. Richard Kuzmyak, COMSIS Corporation,
Personal Travel in the United States, Volume 1: 1983–84 Nationwide Personal Travel Study, prepared for the
U.S. Department of Transportation, Washington, DC, August 1986, Table 4-22, p. 4-21. 1990: Generated from
the 1990 Nationwide Personal Transportation Study Public Use Tape, March 1992. 1995, 2001, 2009, and
2017: Generated from the 2017 National Household Travel Survey website nhts.ornl.gov. (Additional
resources: nhts.ornl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–13
Historically, the data from the Nationwide Personal Transportation Survey (NPTS) are based on estimates reported
by survey respondents. For the 1995 NPTS and the 2001 National Household Travel Survey (NHTS), odometer
data were also collected. The 1995 data indicate that respondents overestimate the number of miles they drive in
a year, but the 2001 data do not show that same trend.
Table 9.10
Self-Reported vs. Odometer Average Annual Miles, 1995 NPTS and 2001 NHTS
Vehicle age
(years)
Under 1
1
2
3
4
5
6
7
8
9
10 and older
All household
vehicles
1995
self-reported
15,900
16,800
15,500
14,400
14,100
13,500
13,200
12,800
12,200
12,200
8,900
12,200
1995
odometer
15,600
14,500
14,800
13,800
12,900
12,700
12,400
11,600
11,300
11,200
9,000
11,800
2001
self-reported
15,500
14,300
14,000
13,100
12,500
12,000
11,800
11,600
10,900
10,800
7,400
11,000
2001
odometer
14,500
14,200
13,700
14,100
13,400
12,900
12,400
12,100
11,300
10,500
8,100
11,800
Note: The 2009 NHTS did not collect similar data. Survey methodology on odometer reading data differs from 1995
to 2001 data.
Source:
Generated from the 2009 National Household Travel Survey website nhts.ornl.gov and 2001 NHTS public use file.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–14
Figure 9.3. Share of Vehicle Trips by Trip Distance, 2017 NHTS
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
Figure 9.4. Share of Vehicle Trips to Work by Trip Distance, 2017 NHTS
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–15
Fifteen percent of new vehicles (1-year-old and under) travel over 20,000 miles per year. Seventy-five percent of
the vehicles over 20 years old travel less than 4,000 miles in a year.
Table 9.11
Share of Vehicles by Annual Miles of Travel and Vehicle Age, 2017 NHTS
Vehicle age (years)
Annual vehicle miles
of travel
< 1,000 miles
1 - 2,000 miles
2 - 4,000 miles
4 - 6,000 miles
6 - 8,000 miles
8 - 10,000 miles
10 - 12,000 miles
12 - 15,000 miles
15 - 20,000 miles
20 - 30,000 miles
>30,000 miles
All
1 and
under
2%
2%
7%
9%
10%
11%
11%
14%
15%
13%
6%
100%
2
2%
2%
8%
11%
10%
13%
11%
13%
15%
10%
5%
100%
< 1,000 miles
1 - 2,000 miles
2 - 4,000 miles
4 - 6,000 miles
6 - 8,000 miles
8 - 10,000 miles
10 - 12,000 miles
12 - 15,000 miles
15 - 20,000 miles
20 - 30,000 miles
>30,000 miles
All
8
5%
3%
9%
10%
13%
12%
10%
13%
12%
9%
3%
100%
9
4%
3%
9%
12%
12%
11%
11%
13%
13%
9%
4%
100%
3
4
2%
3%
3%
3%
7%
6%
11%
8%
11%
10%
12%
12%
12%
11%
15%
15%
14%
17%
11%
11%
3%
4%
100%
100%
Vehicle age (years)
10
11-15
4%
6%
4%
5%
8%
12%
11%
13%
12%
13%
12%
12%
10%
10%
13%
11%
12%
10%
10%
6%
3%
3%
100%
100%
5
3%
2%
7%
8%
11%
13%
12%
13%
16%
12%
4%
100%
6
3%
3%
7%
9%
11%
12%
12%
15%
13%
11%
4%
100%
16-20
9%
8%
15%
16%
13%
10%
8%
7%
7%
5%
2%
100%
Over 20
16%
10%
17%
16%
11%
8%
6%
5%
5%
4%
1%
100%
7
3%
3%
7%
10%
11%
13%
12%
14%
14%
9%
4%
100%
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov. (Additional resources:
nhts.ornl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–16
The average driver made 2.7 trips per day with an average of 9.6 miles for each trip in 2017.
Table 9.12
Household Vehicle Trips, 1990, 1995 NPTS and 2001, 2009, 2017 NHTS
1990
1995
2001
2009
2017
Number of daily
vehicle trips
(per driver)
3.3
3.6
3.4
3.0
2.7
Average
vehicle trip
length (miles)
8.9
9.1
9.9
9.7
9.6
Daily vehicle
miles of travel
(per driver)
28.5
32.1
32.7
29.0
25.9
Note: The 2017 survey featured some online trip mapping which collected more accurate trip distances. The derived
distances appear to be about 10% shorter than self-reported trips.
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
Figure 9.5. Average Daily Miles Driven (per Driver), 2017 NHTS
Note: Center city = urban area; suburban = urban cluster and area surrounded by urban areas; rural = not in urban
area.
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–17
Table 9.13
Daily Vehicle Miles of Travel (per Vehicle) by Number of Vehicles
in the Household, 2001, 2009, and 2017 NHTS
Number of household vehicles
1
2
3
4
5
More than 5
2001
25.6
27.5
24.2
23.0
21.1
18.4
Daily miles per vehicle
2009
29.1
32.7
31.3
30.2
27.6
27.2
All
25.2
31.1
2017
30.9
32.2
30.6
28.3
27.4
24.7
30.5
Note: The 2017 survey featured some online trip mapping which collected more accurate trip distances.
The derived distances appear to be about 10% shorter than self-reported trips.
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
Table 9.14
Daily and Annual Vehicle Miles of Travel and Average Age for
Each Vehicle in a Household, 2017 NHTS
Vehicle number
One-vehicle household
1
Two-vehicle household
1
2
Three-vehicle household
1
2
3
Four-vehicle household
1
2
3
4
Five-vehicle household
1
2
3
4
5
Six-vehicle household
1
2
3
4
5
6
Average daily
miles
Average
annual miles
Average age
(years)
31.0
11,300
9.3
44.1
20.3
16,100
7,400
8.2
9.8
50.7
27.1
13.4
18,500
9,900
4,900
9.0
10.3
13.1
52.9
30.4
18.6
9.6
19,300
11,100
6,800
3,500
9.6
11.0
12.4
14.9
56.2
34.0
22.2
14.5
7.7
20,500
12,400
8,100
5,300
2,800
9.9
11.6
13.3
14.2
15.9
58.6
35.6
24.9
17.5
10.4
4.9
21,400
13,000
9,100
6,400
3,800
1,800
10.6
12.0
13.4
15.7
16.9
18.0
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–18
Figure 9.6. Daily Vehicle Miles of Travel for Each Vehicle in a Household, 2017 NHTS
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
Figure 9.7. Annual Vehicle Miles of Travel for Each Vehicle in a Household, 2017 NHTS
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–19
Household vehicles fueled with gasoline were driven an average of 11,103 miles in 2017, while electric vehicles
were driven an average of 10,582.
Figure 9.8. Annual Vehicle Miles of Travel by Fuel Type, 2017 NHTS
Note: HEV = hybrid-electric vehicle. PHEV = plug-in hybrid vehicle. Includes household vehicles only.
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–20
Table 9.15
Characteristics of U.S. Daily per Vehicle Driving by Housing Density, 2017 NHTS
Share of
vehicles in
density type
21.5%
19.7%
14.1%
19.8%
16.3%
6.3%
1.8%
0.6%
100.0%
Housing units per square milea
0–99
100–499
500–999
1,000–1,999
2,000–3,999
4,000–9,999
10,000–24,999
25,000–999,999
All
Hours per
vehicle
per day
0.79
0.87
0.90
0.96
1.05
1.14
1.31
1.14
0.93
Average vehicle
speed
(miles/hour)
34.1
31.0
29.1
26.1
24.0
22.2
16.7
16.9
27.9
Miles
per vehicle
per day
26.8
27.1
26.0
25.0
25.3
25.2
21.8
19.2
25.9
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
Table 9.16
Housing Unit Characteristics, 2017
Housing unit age
New construction (< 2 years)
New construction (2-5 years)
Older construction (6+ years)
Housing unit structure
Single-unit dwelling
Multi-unit dwelling
Manufactured/mobile homes
Other
Housing unit geographic location (Census Region)
Northeast
Midwest
South
West
Housing unit tenure
Owner
Renter
All occupied units
Share of occupied
housing units
Percent with
garage or carport
0.7%
4.2%
95.1%
74.0%
71.8%
65.3%
70.6%
23.9%
5.5%
0.1%
80.3%
29.0%
37.2%
20.0%
18.0%
22.0%
37.5%
22.5%
52.1%
74.5%
59.2%
78.6%
63.8%
36.2%
121,200,000 units
80.6%
39.2%
65.6%
Note: The American Housing Survey is updated every two years.
Source:
U.S. Bureau of the Census, 2017 American Housing Survey, Table Creator, accessed September 23,
2018. (Additional information: www.census.gov/programs-surveys/ahs)
a
Housing units per square mile in the census block group of the household’s home location.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–21
Trips to and from work by 21 different modes averaged 11.45 miles and 26.58 minutes in 2017. Sixty-three percent
of workers traveled less than 30 minutes to work in 2017.
Table 9.17
Average Length and Duration of Trips To and From Work by Mode, 2017 NHTS
Mode
Walk
Bicycle
Car
SUV
Van
Pickup truck
Golf cart / Segway
Motorcycle / Moped
RV (motor home, ATV, snowmobile)
School bus
Public or commuter bus
Paratransit / Dial-a-ride
Private / Charter / Tour / Shuttle bus
City-to-city bus (Greyhound, Megabus)
Amtrak / Commuter rail
Subway / elevated / light rail / street car
Taxi / limo (including Uber / Lyft)
Rental car (including Zipcar / Car2Go)
Airplane
Boat / ferry / water taxi
Something else
All
Trip Length (miles)
Trip Duration (minutes)
1.19
2.72
12.21
10.76
10.73
12.60
0.39
10.12
5.37
5.78
10.35
8.63
19.32
58.97
25.57
9.90
5.91
15.68
718.69
11.64
37.79
11.45
15.26
21.79
25.47
23.79
23.33
25.97
5.00
22.53
16.19
36.03
56.97
41.51
50.94
117.86
78.13
53.41
22.54
26.22
134.83
55.34
52.99
26.58
Note: A trip is defined as a movement in the public space between two identifiable points.
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
Table 9.18
Workers by Commute Time, 1990, 2000, 2010, and 2017
Commute time (one-way)
Less than 15 minutes
15–29 minutes
30–39 minutes
40–59 minutes
60 minutes or more
Average travel time (minutes)
1990
32.5%
37.0%
15.2%
9.2%
6.1%
22.4
2000
29.4%
36.1%
15.8%
10.7%
8.0%
25.5
2010
28.6%
36.2%
16.1%
11.1%
8.0%
25.2
2017
26.3%
36.2%
16.6%
12.0%
8.9%
26.4
Sources:
1990-2000 – U.S. Bureau of the Census, Journey to Work: 2000, Tables 1 and 2, 1990-2000, March 2004.
2010-2017 – U.S. Bureau of the Census, 2013-2017 American Community Survey, 5-Year Estimates, Tables S0802
and B08303. (Additional resources: www.census.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–22
According to the U.S. Census data, the share of workers who car pooled has dropped from 19.7% in 1980 to 9.2%
in 2017. The share of workers using public transit declined from 6.2% to 5.1% in the same time period. Those
driving alone and those working at home increased. The average travel time increased by 4.7 minutes from 1980
to 2017. The American Community Survey (ACS) now collects journey-to-work data on an annual basis. It shows
the average commute time as 26.4 minutes in 2017.
Table 9.19
Means of Transportation to Work, 1980, 1990, 2000, and 2017
Means of transportation
Private vehicle
Drove alone
Car pooled
Public transportation
Bus or trolley busa
Streetcar or trolley cara
Subway or elevated
Railroad
Ferryboat
Taxicab
Motorcycle
Bicycle
Walked only
Other means
Worked at home
Total workers
Average travel time (minutes)
1980 Census
Number of
workers
(thousands)
Share
81,258
84.1%
62,193
64.4%
19,065
19.7%
6,008
6.2%
3,925
b
1,529
554
b
167
419
468
5,413
703
2,180
96,616
1990 Census
Number of
workers
(thousands)
Share
99,593
86.5%
84,215
73.2%
15,378
13.4%
5,889
5.1%
4.1%
3.0%
3,207
2.5%
3,776
2.5%
78
1,755
574
0.1%
1.5%
0.5%
73
1,886
658
0.1%
1.5%
0.5%
88
2,821
867
0.1%
1.9%
0.6%
37
179
237
467
4,489
809
3,406
115,069
0.0%
0.2%
0.2%
0.4%
3.9%
0.7%
3.0%
100.0%
44
200
142
488
3,759
901
4,184
128,279
0.0%
0.2%
0.1%
0.4%
2.9%
0.7%
3.3%
100.0%
56
206
271
872
4,049
1,345
7,027
148,432
0.0%
0.1%
0.2%
0.6%
2.7%
0.9%
4.7%
100.0%
1.6%
0.6%
0.2%
0.4%
0.5%
5.6%
0.7%
2.3%
100.0%
2017 ACS
Number of
workers
(thousands)
Share
127,054
85.6%
113,465
76.4%
13,589
9.2%
7,608
5.1%
3,445
b
b
2000 Census
Number of
workers
(thousands)
Share
112,737
87.9%
97,102
75.7%
15,635
12.2%
5,868
4.6%
21.7
22.4
25.5
26.4
Sources:
1980-1990 data – Provided by the Journey-to-Work and Migration Statistics Branch, Population Division, U.S. Bureau
of the Census.
2000 data – U.S. Bureau of the Census, Journey to Work: 2000, Tables 1 and 2, 1990-2000, March 2004
(www.census.gov/population/www/socdemo/journey.html).
2017 data – U.S. Bureau of the Census, 2013-2017 American Community Survey Five-Year Estimates, Tables B08301
and GCT0801. (Additional resources: www.census.gov)
a
b
This category was "Bus or streetcar" in 1980.
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–23
In 2017, 6% of walk trips and 20% of bike trips were to/from work. Thirty-one percent of all bike trips were for
social/recreational purposes. Fourteen percent of walk trips were shopping trips.
Figure 9.9. Walk and Bike Trips by Trip Purpose, 2017 NHTS
Note: Percentages may not sum to totals due to rounding.
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–24
After 2001, only data on daily trips were collected in the NHTS. The 2001 data are still the latest available on
long-distance trips.
Long Distance Trips – 2001 National Household Travel Survey
The 2001 National Household Travel Survey (NHTS) collected data on long-distance trips as well as
everyday travel. The everyday travel data is a continuation of the Nationwide Personal Transportation
Survey (NPTS), while the long-distance travel data is a continuation of the American Travel Survey (ATS)
which was collected in 1977 and 1985.
The survey collected trip-related data such as mode of
transportation, duration, distance and purpose of trip. It also gathered demographic, geographic, and
economic data for analysis purposes.
A long-distance trip is defined as a trip of 50 miles or more, one-way. Long-trip data from the 2001
NHTS were released in the summer of 2004. For additional information about the 2001 NHTS data, go to
the following website: nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–25
Table 9.20
Long-Distance Tripa Characteristics, 2001 NHTS
Trip characteristic
Total
Principal means of transportation:
Personal use vehicles
Airplane
Commercial airplane
Busb
Intercity bus
Charter, tour, or school bus
Train
Round trip distance:
100 to 300 miles
300 to 499 miles
500 to 999 miles
1,000 to 1,999 miles
2,000 miles or more
Mean (miles)
Median (miles)
Calendar quarter:
1st quarter
2nd quarter
3rd quarter
4th quarter
Main purpose of trip:
Commuting
Other business
Personal/leisure
Personal business
Other
Nights away from home:
None
1 to 3 nights
4 to 7 nights
8 or more nights
Destination:
Within Census division
Across Census division, within Census
Across Census region
Person trips
(thousands)
(percent)
2,554,068
100.0
Person miles
(thousands)
(percent)
1,138,322,697
100.0
2,310,376
165,039
158,880
52,962
3,456
45,952
20,672
90.5
6.5
6.2
2.1
0.1
1.8
0.8
735,882,255
367,888,741
361,717,015
23,747,433
1,765,696
21,019,942
9,266,373
64.7
32.3
31.8
2.1
0.2
1.9
0.8
1,688,358
373,550
261,802
125,665
104,694
446
206
66.1
14.6
10.3
4.9
4.1
284,586,370
143,571,597
180,669,482
178,629,838
350,865,409
25.0
12.6
15.9
15.7
30.8
566,502
653,310
734,878
599,378
22.2
25.6
28.8
23.5
246,556,190
298,154,812
341,021,290
252,590,405
21.7
26.2
30.0
22.2
329,395
405,866
1,406,411
322,645
88,230
12.9
15.9
55.1
12.6
3.5
65,877,968
242,353,212
667,471,358
130,020,982
32,031,679
5.8
21.3
58.7
11.4
2.8
1,454,847
808,281
214,464
76,475
57.0
31.7
8.4
3.0
304,469,524
414,219,147
269,265,597
150,368,429
26.8
36.4
23.7
13.2
2,077,810
196,890
279,367
81.4
7.7
10.9
549,651,116
134,930,113
453,741,468
48.3
11.9
39.9
c
c
c
c
c
c
Note: Long-distance trips were not included in the 2009 or 2017 NHTS.
Source:
U.S. Bureau of Transportation Statistics and the U.S. Federal Highway Administration, 2001 National Household
Transportation Survey. (Additional resources: nhts.ornl.gov)
A long-distance trip is defined as a trip of 50 miles or more, one-way.
Includes other types of buses.
c
Not applicable.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
9–26
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–1
Nonhighway Modes
Summary Statistics from Tables in this Chapter
Source
Passenger-miles
(millions)
Table 10.2
Domestic and international air carrier, 2018
Table 10.10
Amtrak, 2017
6,563
Freight ton-miles
(millions)
Table 10.5
Domestic waterborne commerce, 2017
Table 10.8
Class I railroad, 2017
Passenger energy use
1,016,997
489,000
1,674,784
(trillion Btu)
Table 10.2
Domestic and international air carrier, 2018
Table 10.3
General aviation, 2017
232.2
Table 10.6
Recreational boats, 2016
246.8
Table 10.10
Amtrak, 2017
10.0
Freight energy use
(trillion Btus)
Table 10.8
Class I railroad, 2017
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2,530.9
490.5
10–2
Nonhighway transportation modes accounted for 17.9% of total transportation energy use in 2017.
Table 10.1
Nonhighway Energy Use Shares, 1970–2017
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Air
8.5%
7.2%
7.0%
7.1%
7.1%
7.6%
7.6%
7.8%
8.0%
7.9%
8.6%
8.8%
9.1%
9.2%
9.4%
9.2%
9.6%
9.1%
9.0%
9.0%
9.1%
9.2%
9.3%
9.5%
9.3%
9.6%
9.8%
9.3%
8.5%
8.5%
9.1%
9.3%
9.1%
8.7%
8.4%
7.9%
8.0%
8.2%
8.0%
7.9%
7.9%
8.1%
8.2%
8.4%
Water
5.5%
5.4%
5.9%
6.2%
6.9%
5.9%
7.4%
6.8%
5.9%
5.4%
5.1%
4.6%
6.6%
6.7%
6.7%
7.1%
6.7%
7.3%
7.4%
6.5%
6.1%
6.3%
5.9%
5.2%
5.0%
5.3%
5.6%
4.6%
4.7%
4.0%
4.8%
5.0%
5.2%
5.3%
5.1%
4.9%
5.4%
5.2%
4.4%
3.9%
3.4%
3.9%
4.2%
4.3%
Share of transportation energy use
Nonhighway
Pipeline
Rail
total
5.4%
3.5%
22.9%
4.0%
3.1%
19.7%
3.5%
3.1%
19.6%
3.3%
3.0%
19.7%
3.1%
2.9%
20.1%
3.6%
3.0%
20.2%
3.9%
3.0%
22.0%
4.0%
2.9%
21.6%
3.8%
2.5%
20.3%
3.2%
2.5%
19.0%
3.3%
2.7%
19.7%
3.1%
2.5%
19.0%
2.9%
2.3%
20.8%
3.0%
2.3%
21.2%
3.4%
2.3%
21.7%
3.4%
2.2%
21.9%
3.6%
2.2%
22.1%
3.3%
2.1%
21.8%
3.2%
2.1%
21.6%
3.3%
2.1%
20.9%
3.5%
2.2%
20.9%
3.5%
2.2%
21.2%
3.4%
2.3%
20.9%
3.5%
2.2%
20.5%
3.0%
2.2%
19.5%
2.9%
2.2%
20.0%
2.8%
2.1%
20.4%
2.8%
2.2%
18.9%
2.9%
2.1%
18.3%
2.6%
2.2%
17.3%
2.5%
2.3%
18.6%
2.5%
2.2%
19.0%
2.5%
2.3%
19.1%
2.5%
2.1%
18.6%
2.6%
2.1%
18.2%
2.9%
1.8%
17.5%
2.9%
2.0%
18.2%
3.0%
2.1%
18.5%
3.2%
2.1%
17.8%
3.6%
2.2%
17.6%
3.1%
2.3%
16.7%
3.0%
2.2%
17.1%
3.0%
2.0%
17.4%
3.1%
2.0%
17.8%
Transportation
total (trillion Btu) a
15,192
17,204
18,266
18,951
19,922
19,473
18,760
18,558
18,055
18,188
18,773
19,017
20,086
20,578
21,131
21,487
21,383
20,985
21,646
22,125
22,729
23,263
23,773
24,126
24,461
25,760
26,071
25,741
26,329
26,509
26,965
27,373
27,546
29,004
28,365
26,878
26,949
26,357
25,966
25,868
25,949
26,084
26,485
26,592
Source:
See Appendix A, Section 2.3. Nonhighway Energy Use.
a
Only end-use energy was counted for electricity. Before Edition 36, primary energy use (which included
generation and distribution losses) was shown in this table. See Appendix C for this table with electricity generation
and distribution losses included.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–3
These data include ALL international and domestic certificated route air carrier statistics; therefore, the data are
different than those in Chapter 2. Revenue aircraft-miles, passenger-miles, and seat-miles began to rise in 2010
and have continued to rise. Passenger load factor was 83.3% in 2018.
Table 10.2
Summary Statistics for U.S. Domestic and International Certificated
Route Air Carriers (Combined Totals), 1970–2018a
Year
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1970–2018
2008–2018
Revenue
aircraftmiles
(millions)
2,542
2,241
2,924
3,462
4,724
5,627
5,855
6,025
6,220
6,558
6,946
6,814
6,834
7,367
7,479
7,716
8,220
8,415
8,142
7,534
7,666
7,783
7,727
7,725
7,740
7,877
8,077
8,223
8,545
2.6%
0.5%
Revenue
Available
Available
Passenger load
passenger-miles
seat-miles
seats per
factor
(millions)
(millions)
aircraftb
(percentage)c
148,137
264,904
104
55.9%
173,324
315,823
141
54.9%
267,722
448,479
153
59.7%
351,073
565,677
163
62.1%
472,236
753,211
159
62.7%
558,794
832,081
148
67.2%
596,164
859,721
147
69.3%
620,029
880,715
146
70.4%
634,933
899,029
145
70.6%
668,626
942,311
144
71.0%
708,926
981,080
141
72.3%
664,849
950,519
139
69.9%
655,215
913,898
134
71.7%
674,160
922,440
125
73.1%
752,341
1,000,193
134
75.2%
795,117
1,029,316
133
77.2%
810,086
1,027,526
125
78.8%
842,007
1,060,093
126
79.4%
823,783
1,040,840
128
79.1%
779,997
975,307
129
80.0%
809,051
991,934
129
81.6%
825,916
1,012,597
130
81.6%
832,733
1,012,261
131
82.3%
848,000
1,025,616
133
82.7%
869,688
1,048,107
135
83.0%
908,795
1,090,185
138
83.4%
939,240
1,131,983
140
83.0%
969,904
1,168,055
142
83.0%
1,016,997
1,220,539
143
83.3%
Average annual percentage change
4.1%
3.2%
0.7%
0.8%
2.1%
1.6%
1.1%
0.5%
Revenue cargo
ton-miles
(millions)
3,755
5,062
7,885
9,048
16,403
23,375
24,892
27,610
28,015
25,147
30,221
27,882
30,507
32,446
37,958
39,286
38,251
38,433
35,227
30,317
35,209
35,713
34,937
33,561
34,471
35,011
35,920
39,867
42,629
Energy use
(trillion
Btu)d
1,363.4
1,283.4
1,386.0
1,701.4
2,180.2
2,338.6
2,409.1
2,513.6
2,459.5
2,665.0
2,750.4
2,592.5
2,430.1
2,470.6
2,657.2
2,693.3
2,661.1
2,684.6
2,547.8
2,303.2
2,335.3
2,370.3
2,287.7
2,271.3
2,265.3
2,342.1
2,385.2
2,433.9
2,530.9
5.2%
1.9%
1.3%
-0.1%
Sources:
U.S. Department of Transportation, Bureau of Transportation Statistics, www.transtats.bts.gov. (Additional
resources: www.bts.gov)
1970–76 Energy Use – Department of Transportation, Civil Aeronautics Board, Fuel Cost and Consumption,
Washington, DC, 1981, and annual.
Data are for all U.S. air carriers reporting on Form 41.
Available seats per aircraft is calculated as the ratio of available seat-miles to revenue aircraft-miles.
c
Passenger load factor is calculated as the ratio of revenue passenger-miles to available seat-miles for scheduled
and nonscheduled services.
d
Energy use includes fuel purchased abroad for international flights.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–4
General aviation includes: (1) aircraft operating under general operating and flight rules; (2) not-for-hire
airplanes with a seating capacity of 20 or more or a maximum payload capacity of 6,000 lbs. or more; (3) rotorcraft
external load operations; (4) on-demand and commuter operations not covered under Federal Aviation Regulations
Part 121; and (5) agricultural aircraft operations.
Table 10.3
Summary Statistics for General Aviation, 1970–2017
Calendar year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1970–2017
2007–2017
Aircraft hours flown
Total number of aircraft
(thousands)
131,700a
26,030b
168,475
30,298
211,045
41,016
196,500
31,456
205,300
31,782
202,700
30,883
196,200
31,114
205,000
32,332
198,000
32,096
196,874
29,862
185,650
26,747
177,120
24,455
172,935
24,092
188,089
26,612
191,129
26,909
192,414
27,713
204,710
28,100
219,464
31,231
217,533
29,960
211,446
27,017
211,244
27,040
209,708
27,329
219,426
28,126
224,352
26,982
221,943
27,705
231,607
27,852
228,663
26,009
223,877
23,763
223,370
24,802
220,770
24,570
209,034
24,403
199,927
22,876
204,408
23,271
210,030
24,142
211,793
24,833
211,757
25,212
Average annual percentage change
1.0%
-0.1%
-0.9%
-1.0%
Energy use (trillion Btu)
94.3
110.7
165.9
143.9
147.9
139.1
148.5
134.1
131.8
120.0
103.7
93.6
95.3
106.6
111.0
121.1
147.4
172.1
175.2
165.1
141.5
141.4
175.9
242.4
256.3
243.6
265.7
210.3
221.2
227.1
228.8
203.6
221.0
208.9
217.8
232.2
1.9%
-0.5%
Sources:
U.S. Department of Transportation, Federal Aviation Administration, General Aviation and Part 135 Activity
Surveys, CY 2017, Tables 1.1, 1.4, 5.1, and annual. 2011 Data: Aviation Forecasts, Tables 28 and 29, May
2013. (Additional resources: www.faa.gov/data-research/aviation_data_statistics/general_aviation)
a
b
Active fixed-wing general aviation aircraft only.
Includes rotorcraft.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–5
In the early seventies, domestic waterborne commerce accounted for over 60% of total tonnage on United States
waterways, but by 1994 foreign tonnage grew to more than half of all waterborne tonnage. Total foreign and
domestic tons shipped were about 2.39 billion tons in 2017, down from a peak of 2.59 billion tons in 2006.
Table 10.4
Tonnage Statistics for Domestic and International Waterborne Commerce, 1970–2017
(million tons shipped)
Year
Foreign and domestic
total
1970–2017
2007–2017
0.9%
-0.7%
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1,532
1,695
1,999
1,788
2,164
2,092
2,132
2,128
2,215
2,240
2,284
2,333
2,340
2,323
2,425
2,393
2,340
2,394
2,552
2,527
2,588
2,564
2,477
2,211
2,335
2,368
2,307
2,274
2,346
2,279
2,292
2,385
Foreign totala
Domestic totalb
581
951
749
946
921
1,077
774
1,014
1,042
1,122
1,014
1,079
1,037
1,095
1,060
1,068
1,116
1,099
1,147
1,093
1,183
1,101
1,221
1,113
1,245
1,094
1,261
1,062
1,355
1,070
1,351
1,042
1,319
1,021
1,378
1,016
1,505
1,050
1,499
1,029
1,565
1,028
1,543
1,022
1,521
956
1,354
858
1,441
894
1,480
892
1,422
890
1,383
891
1,409
937
1,374
905
1,415
877
1,512
873
Average annual percentage change
2.1%
-0.2%
-0.2%
-1.6%
Percent domestic of total
62.1%
55.8%
53.9%
56.7%
51.8%
51.6%
51.4%
50.2%
49.6%
48.8%
48.2%
47.7%
46.8%
45.7%
44.1%
43.5%
43.6%
42.4%
41.0%
40.7%
39.5%
39.9%
38.6%
38.8%
38.3%
37.5%
38.4%
39.2%
39.9%
39.7%
38.3%
36.6%
Source:
1970-2016—U.S. Department of the Army, Corps of Engineers, Waterborne Commerce of the United States,
Calendar Year 2016, Part 5—National Summaries, 2017, Table 1-1.
(Additional resources:
www.navigationdatacenter.us/index.htm)
2017—U.S. Department of the Army, Corps of Engineers, The U.S. Waterway System, 2017 Transportation Facts
and Information, New Orleans, LA, 2019.
All movements between the United States and foreign countries and between Puerto Rico and the Virgin
Islands and foreign countries are classified as foreign trade.
b
All movements between U.S. ports, continental and noncontiguous, and on the inland rivers, canals, and
connecting channels of the United States, Puerto Rico, and the Virgin Islands, excluding the Panama Canal. Beginning
in 1996, fish was excluded for internal and intra-port domestic traffic.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–6
The U.S. Army Corps of Engineers Navigation Data Center collects a wealth of waterborne commerce data. Energy
use data, however, have never been collected as part of this effort. The average length of haul in domestic
waterborne commerce was 560 miles in 2017.
Table 10.5
Summary Statistics for Domestic Waterborne Commerce, 1970–2017
Year
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number of vesselsa
25,832
31,666
38,792
41,672
41,119
36,860
37,945
41,419
42,032
41,766
40,665
41,003
41,002
39,983
40,290
41,354
40,104
40,695
40,301
40,109
39,883
40,545
40,530
39,999
40,381
40,791
42,674
42,539
1970–2017
2007–2017
1.1%
0.4%
Ton-miles
(billions)
Tons shippedb (millions)
596
949
566
944
922
1,074
893
1,011
834
1,118
808
1,086
765
1,093
707
1,106
673
1,087
656
1,056
646
1,064
622
1,037
612
1,016
606
1,010
621
1,045
591
1,025
563
1,022
553
1,016
521
952
477
853
502
889
500
888
475
888
465
890
505
936
491
903
478
875
489
873
Average annual percentage change
-0.4%
-0.2%
-1.2%
-1.5%
Average length of haul
(miles)
628.2
599.9
856.4
883.5
745.7
743.6
699.4
639.5
618.9
621.1
606.8
599.7
602.5
600.3
596.7
577.3
551.3
544.2
546.7
559.7
565.0
562.4
535.0
522.6
539.1
543.2
546.1
560.1
-0.2%
0.3%
Sources:
Number of vessels 1970–92, 1995–2017 – U.S. Department of the Army, Corps of Engineers, Waterborne
Transportation Lines of the United States, 2017, New Orleans, LA, 2018, Table 2 and annual. 1993–94 – U.S.
Department of the Army, Corps of Engineers, The U.S. Waterway System-Facts, Navigation Data Center, New
Orleans, Louisiana, January 1996.
Ton-miles, tons shipped, average length of haul. 1970-2016 – U.S. Department of the Army, Corps of Engineers,
Waterborne Commerce of the United States, Calendar Year 2016, Part 5: National Summaries, New Orleans,
LA, 2017, Table 1-4 and annual. 2017 – U.S. Department of the Army, Corps of Engineers, The U.S. Waterway
System, 2017 Transportation Facts and Information, New Orleans, LA, 2019. (Additional resources:
www.navigationdatacenter.us/index.htm)
Grand total for self-propelled and non-self-propelled.
These figures are not consistent with the figures on Table 10.4 because intra-territory tons are not included in
this table. Intra-territory traffic is traffic between ports in Puerto Rico and the Virgin Islands.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–7
The data displayed in this table come from 1970 to 1998 are from the Environmental Protection Agency’s
MOVES2014a model. From 1999-on, the data are from the updated MOVES2014b model.
Table 10.6
Recreational Boat Energy Use, 1970–2017
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number of boats
(thousands)
10,087
10,337
10,387
10,437
10,487
10,537
10,587
10,637
10,687
10,737
10,787
10,837
10,887
10,937
11,030
11,122
11,215
11,327
11,440
11,553
11,770
11,988
12,206
12,244
12,283
12,358
12,405
12,465
12,513
12,573
12,584
12,777
12,704
12,776
12,547
12,583
12,293
12,064
11,967
11,907
11,810
11,978
12,202
12,397
1970–2017
2007–2017
0.4%
-0.3%
Diesel fuel
Gasoline
(trillion Btu)
5.5
151.7
10.7
156.4
11.8
157.4
12.8
158.3
13.9
159.3
14.9
160.2
16.0
161.2
17.0
162.1
18.0
163.1
19.1
164.0
20.1
165.0
21.2
165.9
22.2
166.9
23.3
167.8
24.3
170.4
25.4
172.9
26.4
175.4
27.5
178.7
28.5
182.0
29.5
185.3
30.6
192.5
31.6
199.7
32.7
206.8
33.7
207.2
34.8
207.4
38.0
207.6
38.0
207.3
38.1
207.1
38.2
206.1
38.3
204.9
38.3
202.6
38.7
202.7
38.5
199.1
38.7
197.6
38.0
191.9
38.1
190.0
37.2
183.4
36.6
177.7
36.2
173.9
36.0
171.0
35.8
167.7
37.6
168.0
39.0
169.3
39.9
170.4
Average annual percentage change
4.3%
0.2%
0.3%
-1.5%
Total energy use
157.2
167.1
169.1
171.1
173.1
175.1
177.1
179.1
181.1
183.1
185.1
187.1
189.1
191.1
194.7
198.3
201.8
206.2
210.5
214.8
223.1
231.3
239.5
240.9
242.2
245.6
245.3
245.2
244.3
243.2
240.9
241.5
237.6
236.3
229.9
228.1
220.6
214.2
210.2
207.0
203.5
205.6
208.3
210.3
0.6%
-1.2%
Source:
1970-1998: U.S. Environmental Protection Agency, MOVES2014a model, www3.epa.gov/otaq/models/moves.
1999-on: U.S. Environmental Protection Agency, MOVES2014b model, www3.epa.gov/otaq/models/moves.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–8
The Interstate Commerce Commission designates Class I railroads on the basis of annual gross revenues. In 2017,
seven railroads were given this designation. The number of railroads designated as Class I has changed
considerably in the last 30 years; in 1976 there were 52 railroads given Class I designation.
Table 10.7
Class I Railroad Freight Systems in the United States
Ranked by Revenue Ton-Miles, 2017
Railroad
Burlington Northern and Santa Fe Railway Company
Union Pacific Railroad Company
CSX Transportation
Norfolk Southern Railway
Canadian National, Grand Trunk Corporation
Canadian Pacific Soo Railway
Kansas City Southern Railway Company
Total
Revenue ton-miles
(billions)
666
467
208
201
63
35
35
1,675
Percent
39.8%
27.9%
12.4%
12.0%
3.8%
2.1%
2.1%
100.0%
Source:
Association of American Railroads, Railroad Facts, 2018 Edition, Washington, DC, November 2018, p. 64.
(Additional resources: www.aar.org)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–9
Revenue ton-miles for Class I freight railroads was over 1.6 trillion in 2017. Though there are many regional and
local freight railroads, the Class I freight railroads accounted for 94% of the railroad industry’s freight revenue
in 2017 and 68% of the industry’s mileage operated. The energy intensity of Class I railroads hit an all-time low
of 289 Btu/ton-mile in 2010 and continued to be below 300 Btu/ton-mile in 2017.
Table 10.8
Summary Statistics for Class I Freight Railroads, 1970–2017
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1970–2017
2007–2017
Number of
locomotives
in servicea
27,077d
27,846
28,094
22,548
20,790
19,647
19,364
19,015
18,835
18,344
18,004
18,161
18,505
18,812
19,269
19,684
20,261
20,256
20,028
19,745
20,506
20,774
22,015
22,779
23,732
24,143
24,003
24,045
23,893
24,250
24,707
25,033
25,916
26,574
26,716
26,547
Number of
freight cars
(thousands)b
1,424
1,359
1,168
867
799
749
725
682
659
633
605
587
591
583
571
568
576
579
560
500
478
467
474
475
475
460
450
416
398
381
381
374
372
331
315
306
0.0%
1.0%
-3.2%
-4.0%
Average
TrainTons
length of
miles
originatedc
haul
Car-miles
(millions) (millions)
(millions)
(miles)
427
29,890
1,485
515
403
27,656
1,395
541
428
29,277
1,492
616
347
24,920
1,320
665
347
24,414
1,306
664
361
25,627
1,372
688
379
26,339
1,430
697
383
26,196
1,403
723
380
26,159
1,425
726
375
25,628
1,383
751
390
26,128
1,399
763
405
26,883
1,397
794
441
28,485
1,470
817
458
30,383
1,550
843
469
31,715
1,611
842
475
31,660
1,585
851
475
32,657
1,649
835
490
33,851
1,717
835
504
34,590
1,738
843
500
34,243
1,742
859
500
34,680
1,767
853
516
35,555
1,799
862
535
37,071
1,844
902
548
37,712
1,899
894
563
38,995
1,957
906
543
38,186
1,940
913
524
37,226
1,934
919
436
32,115
1,668
919
476
35,541
1,851
914
493
36,649
1,885
917
500
36,525
1,760
973
504
35,253
1,758
990
518
37,193
1,840
1,006
495
35,853
1,740
1,020
453
32,572
1,554
1,021
465
34,065
1,622
1,033
Average annual percentage change
0.2%
0.3%
0.2%
1.5%
-1.5%
-1.1%
-1.8%
1.2%
Revenue tonmiles
(millions)
764,809
754,252
918,958
876,984
867,722
943,747
996,182
1,013,841
1,033,969
1,038,875
1,066,781
1,109,309
1,200,701
1,305,688
1,355,975
1,348,926
1,376,802
1,433,461
1,465,960
1,495,472
1,507,011
1,551,438
1,662,598
1,696,425
1,771,897
1,770,545
1,777,236
1,532,214
1,691,004
1,729,256
1,712,567
1,740,687
1,851,229
1,738,283
1,585,440
1,674,784
Energy
intensity
(Btu/tonmile)
691
687
597
497
486
456
443
437
420
391
393
389
388
372
368
370
365
363
352
346
345
344
341
337
330
320
305
291
289
298
294
296
292
297
299
293
Energy
use
(trillion
Btu)
528.1
518.3
548.7
436.1
421.5
430.3
441.4
442.6
434.7
405.8
419.2
431.6
465.4
485.9
499.4
499.7
502.0
520.0
516.0
517.3
520.3
533.9
566.2
571.4
584.5
566.9
542.5
446.6
488.1
514.6
504.0
514.9
540.5
516.4
474.2
490.5
1.7%
-0.6%
-1.8%
-0.9%
-0.2%
-1.4%
Source:
Association of American Railroads, Railroad Facts, 2018 Edition, Washington, DC, November 2018, pp. 30, 31, 36,
37, 39, 50, and 65. (Additional resources: www.aar.org)
Does not include self-powered units.
Does not include private or shipper-owned cars. Beginning in 2001, Canadian-owned U.S. railroads are
excluded.
c
Tons originated is a more accurate representation of total tonnage than revenue tons. Revenue tons often
produces double-counting of loads switched between rail companies.
d
Data represent total locomotives used in freight and passenger service. Separate estimates are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–10
According to the 2012 Commodity Flow Survey, 7% of all freight ton-miles are rail intermodal shipments (truck/rail
or rail/water). See Table 5.16 for details. Containerization has increased in the last two decades, evidenced by the
455% increase in the number of containers from 1988 to 2017. The number of trailers moved by rail fell to an alltime low in 2016 but rose in 2017.
Table 10.9
Intermodal Rail Traffic, 1965–2017a
Year
1965
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1965–2017
2007–2017
Trailers & containers
Trailers
b
1,664,929
b
2,363,200
b
2,238,117
b
3,059,402
b
4,590,952
b
4,997,229
b
5,503,819
5,779,547
3,481,020
5,987,355
3,496,262
6,206,782
3,451,953
6,246,134
3,201,560
6,627,841
3,264,597
7,156,628
3,464,126
8,128,228
3,752,502
7,936,172
3,492,463
8,143,258
3,302,128
8,698,308
3,453,907
8,772,663
3,353,032
8,907,626
3,207,407
9,176,890
2,888,630
8,935,444
2,603,423
9,312,360
2,531,338
9,955,605
2,625,837
10,993,662
2,928,123
11,693,512
2,979,906
12,282,221
2,882,699
12,026,631
2,600,635
11,499,978
2,478,890
9,875,967
1,639,603
11,283,151
1,684,684
11,892,418
1,698,615
12,267,416
1,518,323
12,831,311
1,483,938
13,496,876
1,530,759
13,710,662
1,467,913
13,490,713
1,170,305
14,011,834
1,258,932
Average annual percentage change
b
4.2%
1.5%
-7.0%
Containers
b
b
b
b
b
b
b
2,298,527
2,491,093
2,754,829
3,044,574
3,363,244
3,692,502
4,375,726
4,443,709
4,841,130
5,244,401
5,419,631
5,700,219
6,288,260
6,332,021
6,781,022
7,329,768
8,065,539
8,713,606
9,399,522
9,425,996
9,021,088
8,236,364
9,598,467
10,193,803
10,749,093
11,347,373
11,965,117
12,242,749
12,320,408
12,752,902
b
3.1%
Source:
Association of American Railroads, Railroad Facts, 2018 Edition, Washington, DC, November 2018, p. 29.
(Additional resources: www.aar.org)
Beginning in 1995, the Grand Trunk Western Railroad and the Soo Line Railroad Company are excluded.
Beginning in 1999, the Illinois Central data are excluded. Beginning in 2002, the Wisconsin Central data are excluded.
b
Data are not available.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
10–11
The National Railroad Passenger Corporation, known as Amtrak, began operation in 1971. Amtrak revenue
passenger-miles have grown at an average annual rate of 2.6% from 1971 to 2017.
Table 10.10
Summary Statistics for the National Railroad Passenger Corporation (Amtrak), 1971–2017
Year
1971
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1971–2017
2007–2017
Number of
locomotives
in service
b
355
448
382
318
316
336
360
411
422
348
292
362
385
385
401
372
442
276
258
319
270
278
274
282
287
485
418
428
423
434
419
b
4.5%
Number of
passenger
cars
1,165
1,913
2,128
1,818
1,863
1,786
1,796
1,853
1,874
1,907
1,501
1,572
1,347
1,285
1,891
2,084
2,896
1,623
1,211
1,186
1,191
1,164
1,177
1,214
1,274
1,301
2,090
1,447
1,419
1,428
1,402
1,405
0.4%
1.9%
Revenue
passengermiles
Train-miles
Car-miles
(thousands)
(thousands)
(millions)
16,537
140,147
1,993
30,166
253,898
3,753
29,487
235,235
4,503
30,038
250,642
4,785
33,000
300,996
6,057
34,000
312,484
6,273
34,000
307,282
6,091
34,936
302,739
6,199
34,940
305,600
5,869
31,579
282,579
5,401
30,542
277,750
5,066
32,000
287,760
5,166
32,926
315,823
5,325
34,080
349,337
5,289
35,404
371,215
5,574
36,512
377,705
5,571
37,624
378,542
5,314
37,459
331,864
5,680
37,159
308,437
5,511
36,199
264,796
5,381
36,083
263,908
5,410
37,484
266,545
5,784
37,736
271,762
6,179
38,300
282,764
5,914
37,453
294,820
6,420
37,090
296,315
6,670
37,640
319,088
6,804
38,410
324,949
6,810
38,013
324,683
6,675
37,798
319,464
6,536
37,808
316,384
6,520
37,859
316,148
6,563
Average annual percentage change
1.8%
1.8%
2.6%
0.1%
1.7%
1.3%
Average
trip length
(miles)
188
224
217
238
273
285
286
280
276
266
257
255
251
245
243
238
228
231
219
215
220
218
215
217
220
213
218
218
218
218
208
205
0.2%
-0.6%
Energy intensity
(Btu per revenue
passenger-mile)
Energy
use
(trillion
Btu) a
3,311
2,859
2,237
2,052
2,011
2,117
2,142
1,917
2,071
2,194
2,289
2,246
2,362
2,651
2,690
2,537
2,145
2,068
2,025
1,948
1,824
1,745
1,773
1,668
1,628
1,561
1,608
1,629
1,589
1,551
1,524
12.4
12.9
10.7
12.4
12.6
12.9
13.3
11.3
11.2
11.1
11.8
12.0
12.5
14.8
15.0
13.5
12.2
11.4
10.9
10.5
10.5
10.8
10.5
10.7
10.7
10.6
11.0
10.9
10.4
10.1
10.0
b
b
b
b
-1.8%
-0.5%
Sources:
1971–83 – Association of American Railroads, Economics and Finance Department, Statistics of Class I Railroads,
Washington, DC, and annual.
1984–88 – Association of American Railroads, Railroad Facts, 1988 Edition, Washington, DC, December 1989, p. 61,
and annual.
1989–93 – Personal communication with the Corporate Accounting Office of Amtrak, Washington, DC.
1994–2017 – Number of locomotives in service, number of passenger cars, train-miles, car-miles, revenue passengermiles, and average trip length - Association of American Railroads, Railroad Facts, 2018 Edition, Washington,
DC, 2018, p. 73.
Energy use – Personal communication with the Amtrak, Washington, DC. (Additional resources: www.amtrak.com,
www.aar.org)
Only end-use energy was counted for electricity. Previous editions included primary energy use for electricity
which included generation and distribution losses.
b
Data are not available.
c
Energy use for 1994 on is not directly comparable to earlier years. Some commuter rail energy use may have
been inadvertently included in earlier years.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
c
10–12
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–1
Transportation and the Economy
Summary Statistics from Tables/Figures in this Chapter
Source
Table 11.1
Average household transportation expenditures, 2017
Figure 11.2
Share of gasoline cost attributed to taxes, 2017
Table 11.13
Table 11.14
Table 11.15
Table 11.19
15.9%
Canada
34%
France
64%
Germany
64%
Japan
48%
Korea
58%
United Kingdom
65%
United States
22%
Average price of a new car, 2018 (current dollars)
25,259
Domestic
23,498
Import
31,106
Average price of a new light truck, 2018 (current dollars)
37,138
Domestic
38,459
Import
32,740
Car operating costs, 2017
Variable costs (constant 2017 dollars per 10,000 miles)
1,559
Fixed costs (constant 2017 dollars per 10,000 miles)
4,965
Transportation sector share of total employment
1990
10.6%
2000
9.8%
2018
8.7%
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–2
Adjusting Dollar Amounts for Inflation
A dollar spent in 1970 does not have the purchasing power of a dollar spent in 2016 due
to the inflation of prices for all goods and services. Thus, prices in a historical series must be
adjusted in order to provide proper comparison. The term “current dollars” is used in this report
for dollar amounts that were current as of the year listed – this can also be referred to as
“nominal dollars.” The term “constant 2016 dollars” is used in this report for dollar amounts that
have been adjusted to a constant purchasing power (2016, in this example) and thus the data are
comparable historically – this can also be referred to as “real dollars.”
Appendix B, Table B.17 contains the Consumer Price Inflation Index and Table B.18
contains the Gross National Product Implicit Price Deflator for years 1970 to 2016. Tables in the
report with constant dollars have a footnote indicating which of these inflation adjustment
indices were used.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–3
The Transportation Services Index (TSI) was created by the U.S. Department of Transportation Bureau of
Transportation Statistics (BTS). It is an index that measures the movement of freight and passengers.
The Freight TSI consists of:
•
•
•
•
•
for-hire trucking (parcel services are not included);
freight railroad services (including rail-based intermodal shipments such as containers on flat cars);
inland waterway traffic;
pipeline movements (including principally petroleum and petroleum products and natural gas); and
air freight.
The index does not include international or coastal steamship movements, private trucking, courier services, or the
United States Postal Services.
The Passenger TSI consists of:
• local mass transit;
• intercity passenger rail; and
• passenger air transportation.
The index does not include intercity bus, sightseeing services, taxi service, private car usage, or bicycling and other
nonmotorized means of transportation.
Figure 11.1. Transportation Services Index, January 1990–January 2019
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics, Transportation Services Index website,
www.transtats.bts.gov/OSEA/TSI/. (Additional resources: www.bts.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–4
Table 11.1
Average Annual Expenditures of Households by Income, 2017a
All
households
$60,060
Total expenditures
Foodc
Housing
Apparel and services
Transportation
Vehicle purchases (net outlay)
Gasoline and motor oil
Other vehicle expenditures
Public transportation
Health care
Entertainment
Personal Insurance & pensions
Othersd
Householdse (thousands)
Percentage of households
Average number of vehicles in HH
13.8%
33.1%
3.1%
15.9%
6.7%
3.3%
4.7%
1.2%
8.2%
5.3%
11.3%
9.4%
130,001
100.0%
1.9
$50,000–
$69,999
$54,216
Total expenditures
Foodc
Housing
Apparel and services
Transportation
Vehicle purchases (net outlay)
Gasoline and motor oil
Other vehicle expenditures
Public transportation
Health care
Entertainment
Personal Insurance & pensions
Othersd
Householdse (thousands)
Percentage of households
Average number of vehicles in HH
14.6%
34.0%
2.6%
17.6%
7.8%
3.8%
5.1%
1.0%
8.7%
5.1%
9.4%
7.9%
17,068
13.1%
2.0
Income before taxes
Less than
$15,000–
$30,000–
$15,000
$29,999
$39,999
$24,607
$33,300
$41,550
Percentage of total expendituresb
16.7%
15.0%
14.8%
39.8%
38.5%
35.1%
3.6%
3.0%
3.2%
13.8%
14.8%
17.3%
4.8%
5.9%
7.5%
3.5%
3.7%
4.0%
4.5%
4.4%
5.0%
1.0%
0.9%
0.9%
8.9%
10.1%
10.2%
5.1%
4.7%
4.7%
2.2%
4.9%
6.6%
10.1%
9.0%
8.1%
16,887
22,385
13,039
13.0%
17.2%
10.0%
0.9
1.3
1.7
Income before taxes
$70,000–
$100,000–
$150,000–
$99,999
$149,999
$199,999
$66,116
$86,170
$115,404
Percentage of total expendituresb
13.7%
13.7%
11.4%
33.2%
31.0%
30.8%
3.0%
3.2%
3.0%
16.3%
16.3%
16.3%
6.5%
7.4%
6.7%
3.8%
3.3%
2.6%
4.9%
4.4%
5.5%
1.1%
1.2%
1.5%
8.5%
7.9%
6.4%
5.2%
5.4%
6.2%
12.2%
14.1%
16.0%
8.0%
8.4%
10.0%
19,324
16,501
6,947
14.9%
12.7%
5.3%
2.3
2.6
2.8
$40,000–
$49,999
$46,258
15.1%
35.1%
2.9%
16.3%
5.6%
3.9%
5.8%
0.9%
9.9%
4.6%
7.4%
8.8%
10,655
8.2%
1.8
$200,000
and over
$161,247
11.2%
29.4%
3.0%
14.5%
7.0%
2.0%
3.8%
1.8%
6.0%
5.9%
16.5%
13.5%
7,195
5.5%
2.9
Source:
U.S. Department of Labor, Bureau of Labor Statistics, website: www.bls.gov/cex, 2019. (Additional resources:
www.bls.gov)
Public assistance monies are included in reported income. Data for those reporting incomes.
Percentages may not sum to totals due to rounding.
c
Includes alcoholic beverages.
d
Includes personal care, reading, education, tobacco and smoking supplies, cash contributions, and
miscellaneous items.
e
The term household refers to a “consumer unit,” which is defined differently than households on Table 8.1.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–5
The average amount of money that a household spends in a year has grown about 10% between 1985 and 2017 in
constant dollar terms. Expenditures on transportation were 19.4% of the total in 1985 but were only 15.9% in
2017. Vehicle purchases made up about 42% of transportation expenditures in 2017, while gas and oil were 21%.
Table 11.2
Annual Household Expenditures for Transportation, 1985-2017
(constant 2017 dollarsa )
Transportation expenditures
Year
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Vehicle
purchases
4,700
5,229
4,350
4,948
4,641
4,072
3,877
3,786
3,925
4,471
4,304
4,565
4,362
4,576
5,013
4,934
5,229
5,148
5,157
4,408
4,448
4,160
3,835
3,137
3,036
2,909
2,908
3,427
3,442
3,418
4,134
3,711
4,054
Gas &
Oil
2,383
2,064
1,901
1,935
1,951
1,977
1,796
1,700
1,657
1,637
1,631
1,728
1,695
1,549
1,576
1,873
1,785
1,706
1,802
2,074
2,527
2,708
2,818
3,091
2,269
2,397
2,893
2,942
2,747
2,555
2,161
1,950
1,968
1985-2017
2007-2017
-0.5%
0.6%
-0.6%
-3.5%
Other vehicle
Public
Total
expensesb
transportation transportation
2,907
604
10,591
3,073
559
10,925
3,088
559
9,900
3,218
551
10,650
3,289
550
10,431
3,128
568
9,745
3,196
554
9,421
3,155
501
9,141
3,203
539
9,323
3,290
650
10,050
3,318
590
9,845
3,354
669
10,314
3,531
596
10,185
3,436
642
10,203
3,436
600
10,626
3,338
628
10,773
3,387
561
10,961
3,474
550
10,878
3,219
533
10,712
3,069
572
10,123
2,936
562
10,473
2,863
614
10,345
3,064
636
10,354
2,984
584
9,796
2,898
547
8,750
2,770
554
8,630
2,674
562
9,037
2,658
579
9,606
2,719
565
9,474
2,819
602
9,394
2,850
684
9,828
2,945
636
9,242
2,842
712
9,576
Average annual percentage change
-0.1%
0.5%
-0.3%
-0.8%
1.1%
-0.8%
Average
annual
household
expenditures
54,619
54,658
53,460
54,679
55,988
54,504
54,868
53,334
53,326
54,151
54,037
55,603
55,203
56,032
57,591
57,277
57,294
57,985
56,940
56,310
58,248
58,846
58,682
57,478
56,062
54,080
54,164
54,921
53,768
55,390
57,892
58,532
60,060
Transportation
share of annual
expenditures
19.4%
20.0%
18.5%
19.5%
18.6%
17.9%
17.2%
17.1%
17.5%
18.6%
18.2%
18.5%
18.5%
18.2%
18.5%
18.8%
19.1%
18.8%
18.8%
18.0%
18.0%
17.6%
17.6%
17.0%
15.6%
16.0%
16.7%
17.5%
17.6%
17.0%
17.0%
15.8%
15.9%
0.3%
0.2%
Source:
U.S. Department of Labor, Bureau of Labor Statistics, Consumer Expenditure Survey, www.bls.gov/cex, September
2018. (Additional resources: www.bls.gov)
Adjusted using the U.S. Consumer Price Inflation Index.
Other vehicle expenses include vehicle finance charges, maintenance and repairs, insurance, licenses, and
other vehicle charges.
a
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–6
The United States prices are the lowest of these listed countries. Those in France, the United Kingdom, and
Germany paid, on average, over $5 per gallon in 2018. Data for China and India have been discontinued by the
International Energy Agency.
Table 11.3
Gasoline Pricesa for Selected Countries, 1990–2018
1990
China
Japan
Current dollars per gallon
1995
2000
2005
2010
2015
2018
Average annual
percentage change
1990–2018
b
b
b
4.30
5.27
1.8%
b
b
3.16
1.03
4.43
b
3.65
1.70
4.28
3.71
5.73
India
b
b
b
3.71
4.29
b
South Korea
b
b
b
b
5.28
5.60
5.05
b
b
Francec
3.63
4.26
3.80
5.46
6.74
5.68
6.28
2.0%
United Kingdomc
Germanyc
Canada
2.82
2.65
1.87
3.21
3.96
1.53
4.58
3.45
1.86
5.97
5.75
2.89
6.83
7.11
3.80
6.43
5.88
3.22
5.91
6.10
3.67
2.7%
3.0%
2.4%
United Statesd
1.16
1.15
1.51
2.27
2.78
2.43
2.72
1990
Constant 2018 dollarse per gallon
1995
2000
2005
2010
2015
2018
3.1%
Average annual
percentage change
1990–2018
b
b
China
b
1.70
b
2.19
4.27
b
Japan
6.07
7.30
5.32
5.50
6.60
4.56
5.27
-0.5%
India
b
b
b
4.77
4.94
b
b
b
South Korea
b
b
b
6.78
6.45
5.35
b
b
Francec
6.97
7.02
5.54
7.02
7.76
6.02
6.28
-0.4%
United Kingdomc
Germanyc
Canada
5.42
5.09
3.59
5.29
6.52
2.52
6.68
5.03
2.71
7.67
7.39
3.71
7.87
8.18
4.38
6.81
6.23
3.41
5.91
6.10
3.67
0.3%
0.6%
0.1%
United Statesd
2.23
1.89
2.20
2.92
3.20
2.57
2.72
0.7%
Note: Comparisons between prices and price trends in different countries require care. They are of limited validity
because of fluctuations in exchange rates; differences in product quality, marketing practices, and market structures;
and the extent to which the standard categories of sales are representative of total national sales for a given period.
Source:
International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019. (Additional resources:
www.iea.org)
Prices represent the retail prices (including taxes) for regular unleaded gasoline, except for Korea, France,
Germany and the United Kingdom which are premium unleaded gasoline.
b
Data are not available.
c
Premium gasoline.
d
These estimates are international comparisons only and do not necessarily correspond to gasoline price
estimates in other sections of the book.
e
Adjusted by the U.S. Consumer Price Inflation Index.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–7
Of these selected countries, the United Kingdom had the highest diesel fuel price average in 2018, while the United
States had the lowest. All of the countries listed except the United States had diesel prices over $4 per gallon in
2018.
Table 11.4
Diesel Fuel Pricesa for Selected Countries, 1990–2018
China
Japan
South Korea
France
United Kingdom
Germany
United Statesc
China
Japan
South Korea
France
United Kingdom
Germany
United Statesc
1990
2000
1.75
2.85
2.05
2.95
4.66
2.79
1.50
b
b
1.78
2.04
2.72
0.99
b
1990
2000
3.36
4.16
2.99
4.30
6.79
4.07
2.18
b
b
3.42
3.92
5.23
1.90
b
Current dollars per gallon
2005
2010
1.69
3.65
3.44
4.86
3.98
4.92
4.81
5.74
6.25
6.97
5.01
6.15
2.40
2.99
2015
2018
Average annual
percentage
change
1990–2018
3.66
4.35
4.83
6.65
4.99
2.71
4.52
3.4%
5.99
6.14
5.49
3.18
2018
4.4%
4.0%
2.5%
4.3%
Average annual
percentage
change
1990–2018
4.52
1.1%
5.99
6.14
5.49
3.18
2.2%
1.6%
0.2%
1.9%
b
Constant 2018 dollarsd per gallon
2005
2010
2015
b
2.18
4.21
4.43
5.60
3.88
5.12
5.67
4.61
6.19
6.61
5.12
8.04
8.03
7.04
6.44
7.08
5.29
3.08
3.45
2.87
b
b
b
b
b
b
b
b
Note: Comparisons between prices and price trends in different countries require care. They are of limited validity
because of fluctuations in exchange rates; differences in product quality, marketing practices, and market structures;
and the extent to which the standard categories of sales are representative of total national sales for a given period.
Source:
International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019. (Additional resources:
www.iea.org)
Prices represent the retail prices (including taxes) for car diesel fuel for non-commercial (household) use.
Data are not available.
c
These estimates are for international comparisons only and do not necessarily correspond to gasoline price
estimates in other sections of the book.
d
Adjusted by the U.S. Consumer Price Inflation Index.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–8
In 2018 over sixty percent of the cost of gasoline in France, Germany, and the United Kingdom went for taxes. Of
the listed countries, the United States has the lowest percentage of taxes.
Figure 11.2. Gasoline Prices for Selected Countries, 1990 and 2018
Source:
Table 11.3 and International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019.
(Additional resources: www.iea.org)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–9
Diesel fuel is taxed heavily in the European countries shown here. The U.S. diesel fuel tax share is the lowest of
the listed countries.
Figure 11.3. Diesel Prices for Selected Countries, 1990 and 2018
Note: Data for Canada are not available.
Source:
Table 11.4 and International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019.
(Additional resources: www.iea.org)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–10
The cost of crude oil influences the price of gasoline, but it is not the only factor which determines the price at the
pump. Refining cost, transportation cost, marketing cost, and taxes also play a part of the cost of a gallon of
gasoline. The average price of a barrel of crude oil (in constant 2018 dollars) increased by 56% from 2000 to
2018, while the average price of a gallon of gasoline increased 23% in this same time period.
Table 11.5
Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2018
Year
1978
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1978-2018
2008-2018
Crude oila
Gasolineb
(dollars per barrel)
(dollars per gallon)
Current
Constant 2018c
Current
Constant 2018c
12.5
48.0
0.65
2.51
28.1
85.5
1.22
3.72
26.8
62.4
1.20
2.79
22.2
42.7
1.22
2.34
19.1
35.1
1.20
2.21
18.4
33.0
1.19
2.13
16.4
28.5
1.17
2.04
15.6
26.4
1.17
1.99
17.2
28.4
1.21
1.99
20.7
33.1
1.29
2.06
19.0
29.8
1.29
2.02
12.5
19.3
1.12
1.72
17.5
26.4
1.22
1.84
28.3
41.2
1.56
2.28
23.0
32.5
1.53
2.17
24.1
33.6
1.44
2.01
28.5
38.9
1.64
2.24
37.0
49.2
1.92
2.56
50.2
64.6
2.34
3.01
60.2
75.0
2.64
3.28
67.9
82.3
2.85
3.45
94.7
110.5
3.32
3.87
59.3
69.4
2.40
2.81
76.7
88.3
2.84
3.27
101.9
113.7
3.58
3.99
100.9
110.4
3.70
4.04
100.5
108.3
3.58
3.86
92.0
97.6
3.43
3.63
48.4
51.3
2.51
2.66
40.7
42.5
2.20
2.31
50.7
51.9
2.47
2.53
64.4
64.4
2.79
2.79
Average annual percentage change
4.2%
0.7%
3.7%
0.3%
-3.8%
-5.3%
-1.7%
-3.2%
Ratio of
gasoline price to
crude oil price
2.2
1.8
1.9
2.3
2.6
2.7
3.0
3.2
2.9
2.6
2.8
3.7
2.9
2.3
2.8
2.5
2.4
2.2
2.0
1.8
1.8
1.5
1.7
1.6
1.5
1.5
1.5
1.6
2.2
2.3
2.0
1.8
Sources:
Crude oil – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019,
Washington, DC, Table 9.1.
Gasoline – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019,
Washington, DC, Table 9.4. (Additional resources: www.eia.doe.gov)
Refiner acquisition cost of composite (domestic and imported) crude oil.
Average for all types. These prices were collected from a sample of service stations in 85 urban areas selected
to represent all urban consumers. Urban consumers make up about 80% of the total U.S. population.
c
Adjusted by the Consumer Price Inflation Index.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–11
Because crude oil is the main cost component for gasoline, the prices of a barrel of crude oil and a gallon of
gasoline show similar trends.
Figure 11.4. Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2018
(constant 2018 dollars)
Source:
Table 10.5.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–12
The price of a gallon of gasoline changes depending on different price components, including taxes, distribution
and marketing, refining, and crude oil. The largest component of gasoline price is crude oil. The cost of refining
and the cost of crude oil are the most variable over the series.
Figure 11.5. Gasoline Price Components, 2000–2018
Note: Based on regular motor gasoline in all areas. Annual averages were created from monthly component price
data.
Source:
Energy Information Administration, Gasoline and Diesel Fuel Update, Gasoline Pump Components History,
https://www.eia.gov/petroleum/gasdiesel/gaspump_hist.php.
(Additional resources: www.eia.gov/petroleum/gasdiesel)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–13
The price of diesel fuel has been consistently higher than regular gasoline (in constant dollars) since 2005.
Premium gasoline in 2018 averaged 54 cents higher than regular gasoline. Prices for diesel and gasoline declined
substantially in 2016 but rose again in 2017 and 2018.
Table 11.6
Retail Prices for Motor Fuel, 1978–2018
(dollars per gallon, including tax)
Diesel fuela
Year
1978
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1978-2018
2008-2018
Current
c
Constant
2018b
c
Unleaded regular gasoline
Constant
Current
2018b
0.67
2.58
1.25
3.79
1.20
2.81
1.16
2.24
1.14
2.10
1.13
2.02
1.11
1.93
1.11
1.88
1.15
1.89
1.23
1.97
1.23
1.93
1.06
1.63
1.17
1.76
1.51
2.20
1.46
2.07
1.36
1.90
1.59
2.17
1.88
2.50
2.30
2.95
2.59
3.22
2.80
3.39
3.27
3.81
2.35
2.75
2.79
3.21
3.53
3.94
3.64
3.99
3.53
3.80
3.37
3.57
2.45
2.59
2.14
2.24
2.41
2.47
2.74
2.74
1.01
3.08
1.22
2.85
1.07
2.06
0.91
1.68
1.06
1.90
0.98
1.70
1.11
1.89
1.11
1.83
1.24
1.98
1.20
1.87
1.04
1.61
1.12
1.69
1.49
2.17
1.40
1.99
1.32
1.84
1.51
2.06
1.81
2.41
2.40
3.09
2.71
3.37
2.89
3.49
3.80
4.44
2.47
2.89
2.99
3.45
3.84
4.29
3.97
4.34
3.92
4.23
3.83
4.06
2.71
2.87
2.30
2.41
2.65
2.71
3.18
3.18
Average annual percentage change
3.1%d
0.1%d
3.3%
-1.8%
-3.3%
-1.8%
-0.1%
-3.3%
Unleaded premium gasoline
Constant
Current
2018b
c
c
c
c
1.34
1.35
1.32
1.32
1.30
1.31
1.34
1.41
1.42
1.25
1.36
1.69
1.66
1.56
1.78
2.07
2.49
2.81
3.03
3.52
2.61
3.05
3.79
3.92
3.84
3.71
2.87
2.61
2.91
3.27
3.13
2.59
2.44
2.36
2.26
2.21
2.20
2.26
2.22
1.93
2.05
2.47
2.35
2.17
2.43
2.75
3.20
3.49
3.67
4.10
3.05
3.51
4.23
4.29
4.14
3.94
3.04
2.73
2.98
3.27
2.5%
-0.7%
-0.1%d
-2.2%
Sources:
Gasoline – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2019,
Washington, DC, Table 9.4.
Diesel – 1980-1994 U.S. Department of Energy, Energy Information Administration, International Energy Annual
2004, Washington, DC, June 2004, Table 7.2. 1995–2018 from Monthly Energy Review, March 2019,
Table 9.4. (Additional resources: www.eia.doe.gov)
1980-1993: Collected from a survey of prices on January 1 of the current year. 1994-on: Annual average.
Adjusted by the Consumer Price Inflation Index.
c
Data are not available.
d
Average annual percentage change is from the earliest year possible to 2018.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–14
Major oil price shocks have disrupted world energy markets five times in the past 30 years (1973-74, 1979-80,
1990-91, 1999-2000, 2008). Most of the oil price shocks were followed by an economic recession in the
United States.
Figure 11.6. Oil Price and Economic Growth, 1970–2018
Source:
Greene, D.L. and N. I. Tishchishyna, Costs of Oil Dependence: A 2000 Update, Oak Ridge National Laboratory,
ORNL/TM-2000/152, Oak Ridge, TN, 2000, and data updates, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–15
The United States has long recognized the problem of oil dependence and the economic problems that arise from
it. Greene, Lee and Hopson define oil dependence as a combination of four factors: (1) a noncompetitive world oil
market strongly influenced by the Organization of the Petroleum Exporting Countries (OPEC) cartel, (2) high
levels of U.S. imports, (3) the importance of oil to the U.S. economy, and (4) the lack of economical and readily
available substitutes for oil. The most recent study shows that the U.S. economy suffered the greatest losses in 2008
when wealth transfer and gross domestic product (GDP) losses (combined) amounted to nearly half a trillion
dollars. However, when comparing oil dependence to the size of the economy, the year 1980 is the highest. Low oil
prices in 2009-2010 and 2013-2014 caused total dependence cost to drop; in 2018, the total cost was about
$100 billion (in 2018 dollars).
Figure 11.7. Costs of Oil Dependence to the U.S. Economy, 1970–2018
Notes:
Wealth Transfer is the product of total U.S. oil imports and the difference between the actual market price of oil
(influenced by market power) and what the price would have been in a competitive market.
Dislocation Losses are temporary reductions in GDP as a result of oil price shocks.
Loss of Potential Gross Domestic Product (GDP) results because a basic resource used by the economy to produce
output has become more expensive. As a consequence, with the same endowment of labor, capital, and other
resources, our economy cannot produce quite as much as it could have at a lower oil price.
Source:
Greene, David L., Roderick Lee, and Janet L. Hopson, “OPEC and the Costs to the U.S. Economy of Oil Dependence:
1970-2010,” Oak Ridge National Laboratory Memorandum, 2011, and updates from the ORNL Transportation
Energy Evolution Modeling Team.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–16
The fuel prices shown here are refiner sales prices of transportation fuels to end users, excluding tax. Sales to end
users are those made directly to the ultimate consumer, including bulk consumers. Bulk sales to utility, industrial,
and commercial accounts previously included in the wholesale category are now counted as sales to end users.
Both propane and diesel prices fell drastically in 2015. Although both fuels experienced price increases from 2016
to 2018, they continue to be lower than 2014 prices.
Table 11.7
Refiner Sales Prices for Propane and No. 2 Diesel, 1978–2018
(dollars per gallon, excluding tax)
Propanea
Year
1978
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1978-2018
2008-2018
No 2. diesel fuel
Constant
Constant
Current
2018b
Current
2018b
0.34
1.29
0.38
1.45
0.48
1.47
0.82
2.49
0.72
1.67
0.79
1.84
0.75
1.71
0.48
1.10
0.70
1.55
0.55
1.22
0.71
1.52
0.50
1.06
0.62
1.25
0.59
1.18
0.75
1.43
0.73
1.39
0.73
1.35
0.65
1.19
0.64
1.15
0.62
1.11
0.67
1.17
0.60
1.05
0.53
0.90
0.55
0.94
0.49
0.81
0.56
0.92
0.61
0.97
0.68
1.09
0.55
0.86
0.64
1.00
0.41
0.62
0.49
0.76
0.46
0.69
0.58
0.88
0.60
0.88
0.94
1.36
0.51
0.72
0.84
1.19
0.42
0.58
0.76
1.06
0.58
0.79
0.94
1.29
0.84
1.12
1.24
1.65
1.09
1.40
1.79
2.30
1.36
1.69
2.10
2.61
1.49
1.80
2.27
2.75
1.89
2.21
3.15
3.67
1.22
1.43
1.83
2.15
1.48
1.71
2.13
2.46
1.71
1.91
3.12
3.48
1.14
1.25
3.20
3.50
1.03
1.11
3.12
3.37
1.10
1.16
2.92
3.10
0.48
0.51
1.82
1.93
0.50
0.52
1.51
1.58
0.77
0.79
1.81
1.86
0.93
0.93
2.26
2.26
Average annual percentage change
2.6%
-0.8%
4.6%
1.1%
-6.9%
-8.3%
-3.3%
-4.8%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, April
2019, Table 9.7. (Additional resources: www.eia.doe.gov)
a
b
Consumer grade.
Adjusted by the Consumer Price Inflation Index.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–17
Prices of finished aviation gasoline (current dollars) dropped in 2009 but then began to climb. In 2012 kerosenetype jet fuel reached its all-time high.
Table 11.8
Refiner Sales Prices for Aviation Gasoline and Jet Fuel, 1978–2018
(dollars per gallon, excluding tax)
Year
1978
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1978-2018
2008-2018
Finished aviation gasoline
Current
Constant 2018a
0.52
1.99
1.08
3.30
1.20
2.80
1.01
2.32
0.91
2.00
0.89
1.89
1.00
2.01
1.12
2.15
1.05
1.93
1.03
1.84
0.99
1.72
0.96
1.62
1.01
1.66
1.12
1.79
1.13
1.76
0.96
1.47
1.06
1.60
1.31
1.90
1.32
1.88
1.29
1.80
1.49
2.04
1.82
2.42
2.23
2.87
2.68
3.34
2.85
3.45
3.27
3.82
2.44
2.86
3.03
3.49
3.80
4.25
3.97
4.34
3.93
4.24
3.99
4.23
b
b
b
b
5.8%c
3.3% c
Kerosene-type jet fuel
Current
Constant 2018a
0.39
1.49
0.87
2.65
0.80
1.86
0.53
1.21
0.54
1.20
0.51
1.09
0.59
1.20
0.77
1.47
0.65
1.20
0.61
1.09
0.58
1.01
0.53
0.90
0.54
0.89
0.65
1.04
0.61
0.96
0.45
0.70
0.54
0.82
0.90
1.31
0.78
1.10
0.72
1.01
0.87
1.19
1.21
1.60
1.74
2.23
2.00
2.49
2.17
2.62
3.05
3.56
1.70
1.99
2.20
2.53
3.05
3.41
3.10
3.39
2.98
3.21
2.77
2.94
b
1.63
1.73
b
1.32
1.38
b
1.63
1.67
b
2.12
2.12
Average annual percentage change
2.1% c
4.3%
0.9%
1.7% c
-3.6%
-5.1%
Source:
U.S. Department of Energy, Energy Information Administration, Petroleum Data Analysis Tools, Refiner Petroleum
Product Prices by Sales Type, April 2019, Washington, DC. (Additional resources: www.eia.doe.gov)
Adjusted by the Consumer Price Inflation Index.
EIA withheld value to avoid disclosure of individual company data.
c
Data through 2014.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–18
The federal government taxes highway motor fuel and uses the money to pay for roadway upkeep and improvement,
as well as other related expenditures. Compressed natural gas (CNG) and liquefied petroleum gas (LPG) taxes are
calculated per energy equivalent of a gallon of gasoline, while liquified natural gas tax is calculated per energy
equivalent of diesel.
Table 11.9
Federal Excise Taxes on Motor Fuels, 2017
Fuel
Gasoline
Diesel and kerosene
Gasohola
CNG
LNG
LPG
Other alternative fuelsb
Cents per gallon
18.4
24.4
18.4
18.3c
24.3d
18.3c
18.4
Effective Date
October 1, 1997
October 1, 1997
January 1, 2005
October 1, 2006
January 1, 2016
January 1, 2016
October 1, 1997
Sources:
U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2017, Washington, DC,
2018, Table FE-21B. (Additional resources: www.fhwa.dot.gov)
Public Law 114-41, July 31, 2015. (Additional resources: www.congress.gov/bill/114th-congress/house-bill/3236)
All gasohol blends are taxed at the same rate.
Includes benzol, benzene, naphtha, and other liquids used as a motor fuel.
c
Compressed natural gas and liquefied petroleum gas are 18.3 cents per energy equivalent of a gallon of
gasoline.
d
Liquefied natural gas is 24.3 cents per energy equivalent of a gallon of diesel.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–19
In addition to the 18.4 cents per gallon federal gasoline tax, the states also tax gasoline at varying rates. Some
states have sales and/or use taxes added to gasoline excise taxes while others have inspection fees, environmental
fees, leaking underground storage tank taxes, etc. The Energy Information Administration has compiled gasoline
excise taxes, along with other state taxes and fees, to arrive at an estimate of the amount of state taxes consumers
are paying per gallon.
Table 11.10
State Gasoline Tax Rates, February 2019
(cents per gallon)
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
District of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Tax Rate
19.0
9.0
19.0
21.8
49.9
22.9
25.0
23.0
23.5
34.1
28.0
18.5
33.0
36.1
42.0
30.7
25.0
26.0
20.9
31.4
35.5
26.8
40.2
28.6
18.4
17.4
State
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
Tax Rate
32.3
30.5
23.8
23.8
41.5
18.9
34.1
36.5
23.0
28.0
20.0
34.0
58.7
34.1
20.8
30.0
26.4
20.0
30.7
31.2
16.8
49.5
35.7
32.9
24.0
Note: Includes gasoline tax plus other per gallon fees, such as leaking underground storage tank fees. See source for
additional specifics on individual state rates.
Source:
Energy Information Administration, Petroleum Supply Monthly, Federal and state motor fuels taxes, accessed
April 15, 2019. (Additional resources: https://www.eia.gov/petroleum/marketing/monthly/xls/fueltaxes.xls)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–20
Federal, state, and local jurisdictions have laws and incentives for alternative fuels production use.
Table 11.11
Federal, State, and Local Alternative Fuel Incentives, 2018
(number of incentives)
State (including
jurisdictions in the
State)
Federal
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist. of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
Totals
Biodiesel
28
2
1
4
4
17
11
3
2
2
7
4
8
3
11
12
7
7
8
5
5
2
5
2
7
2
7
6
2
6
4
3
8
3
10
11
6
8
10
3
4
8
5
5
5
2
4
14
10
4
10
3
330
Ethanol
24
2
2
4
3
15
8
4
2
3
6
4
8
1
8
11
10
11
8
4
4
2
4
1
9
2
6
5
4
4
1
2
4
3
9
9
6
10
9
3
3
6
7
6
6
1
3
11
7
4
7
4
300
Natural
Gas
27
5
1
15
6
31
19
5
4
4
6
4
4
2
7
12
5
6
5
6
4
4
5
7
5
6
9
3
6
7
3
5
5
8
8
3
10
15
10
3
5
5
2
7
15
15
5
16
7
6
7
6
396
Liquefied
petroleum
gas (LPG)
26
4
1
14
5
19
14
4
5
4
5
3
4
2
6
9
4
3
4
6
4
4
4
5
2
5
9
3
3
7
3
4
4
2
6
2
8
8
8
3
3
5
2
3
8
8
4
10
4
5
7
4
299
Electric
vehicles
(EVs)
25
3
1
18
3
66
21
16
7
4
13
7
8
5
13
7
7
1
1
2
5
12
16
7
13
1
7
2
2
11
6
9
5
17
12
1
7
6
19
8
11
5
0
2
10
14
12
13
18
5
8
5
497
Neighborhood
electric
vehicles
(NEVs)
3
0
1
1
0
3
1
0
1
0
1
0
2
2
1
1
1
1
1
1
3
2
1
0
4
0
1
2
1
2
2
1
1
1
0
1
0
1
1
0
2
1
0
1
1
1
2
1
1
1
1
0
57
Hydrogen
fuel cells
22
1
1
12
2
32
9
6
1
4
2
3
7
1
4
5
2
0
2
0
2
2
5
5
1
1
5
1
1
6
1
2
5
5
5
2
4
6
7
4
5
7
0
1
6
7
5
11
3
5
5
1
242
Aftermarket
conversions
6
2
1
0
2
6
2
4
1
1
1
1
0
0
3
3
1
3
1
2
1
2
1
0
0
2
0
1
1
1
2
1
0
2
1
0
2
7
1
3
2
2
0
1
4
2
2
3
1
0
0
0
85
Source:
U.S. Department of Energy, Energy Efficiency and Renewable Energy, Alternative Fuels Data Center. Data
downloaded August 2018. (Additional resources: www.eere.energy.gov/afdc/laws/matrix/tech)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–21
Table 11.12
Federal, State, and Local Advanced Technology Incentives, 2018
(number of incentives)
State (including jurisdictions in the
State)
Federal
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist. of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
Totals
Hybrid electric
vehicles (HEV)
11
1
0
2
0
15
6
2
1
1
1
2
3
2
2
3
0
0
0
1
1
1
2
1
1
1
1
0
0
3
0
4
2
5
3
0
1
1
2
1
3
5
0
2
3
2
2
4
1
0
2
0
107
Plug-in hybrid
vehicles
(PHEVs)
25
3
1
16
3
62
19
15
6
4
13
7
8
5
10
6
7
0
1
2
5
10
13
6
12
1
5
2
2
8
5
6
4
14
10
0
4
6
17
6
8
6
0
1
10
11
9
11
15
5
8
5
438
Fuel economy or
efficiency
12
1
1
0
0
7
2
1
2
3
1
0
1
0
3
3
0
0
0
1
2
1
0
0
2
1
0
1
0
0
2
4
2
3
1
0
0
0
1
4
3
0
0
1
1
3
2
2
2
0
0
0
76
Idle reduction
7
4
1
2
1
5
3
2
2
1
1
2
1
0
5
4
1
1
0
0
3
3
3
0
3
1
1
0
1
1
5
1
1
3
3
0
2
1
3
4
4
2
0
1
3
3
5
2
1
2
1
1
107
Othera
6
0
0
0
1
11
3
1
1
1
0
1
1
0
0
3
0
0
1
0
2
2
2
0
1
0
0
0
0
0
3
5
1
4
1
0
0
3
2
2
7
0
1
1
2
4
1
2
1
1
1
0
79
Source:
U.S. Department of Energy, Energy Efficiency and Renewable Energy, Alternative Fuels Data Center. Data
downloaded August 2018. (Additional resources: www.eere.energy.gov/afdc/laws/matrix/tech)
a
Includes Clean Fuel Initiatives and Pollution Prevention.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–22
In current dollars, import cars, on average, were less expensive than domestic cars until 1982. Since then, import
prices have more than tripled, while domestic prices have more than doubled (current dollars). When adjusted for
inflation, the average price for domestic cars was less expensive in 2018 than any year since 1979.
Table 11.13
Average Price of a New Car (Domestic and Import), 1970–2018
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1970-2018
2008-2018
Domestica
Import
Current
Constant 2018
Current
Constant 2018
dollars
dollarsb
dollars
dollarsb
3,706
23,982
2,649
17,146
5,096
23,784
4,367
20,381
7,591
23,134
7,468
22,758
11,576
27,016
12,843
29,971
12,316
28,217
13,710
31,412
12,906
28,528
14,459
31,961
13,415
28,476
15,227
32,322
13,927
28,203
15,491
31,369
14,483
27,826
16,615
31,922
15,188
28,001
16,343
30,131
15,635
27,984
18,589
33,270
15,936
27,693
20,230
35,155
16,817
28,494
21,885
37,081
16,797
27,676
23,069
38,010
17,180
27,495
26,049
41,690
17,532
27,430
27,682
43,310
18,488
28,481
28,708
44,225
19,006
28,646
27,485
41,427
19,559
28,521
26,008
37,925
19,995
28,350
25,854
36,658
20,436
28,525
25,616
35,755
19,956
27,234
26,150
35,688
20,500
27,251
25,954
34,502
21,568
27,731
26,635
34,246
22,126
27,560
27,019
33,655
22,255
26,953
27,466
33,263
22,191
25,881
25,854
30,154
22,039
25,796
25,166
29,456
23,769
27,372
27,250
31,380
24,158
26,968
28,269
31,558
24,116
26,376
28,974
31,689
23,916
25,780
29,285
31,566
23,765
25,208
27,941
29,637
24,057
25,487
27,496
29,130
24,437
25,567
27,737
29,020
23,836
24,418
30,022
30,755
23,498
23,498
31,106
31,106
Average annual percentage change
3.9%
0.0%
5.3%
1.2%
0.6%
-1.0%
1.9%
0.3%
Current
dollars
3,543
4,961
7,557
11,835
12,655
13,385
13,930
14,357
15,033
15,476
16,331
16,833
17,798
17,892
18,504
19,182
20,238
20,701
21,030
21,464
21,866
21,663
22,068
23,012
23,611
23,883
23,431
23,108
24,907
25,471
25,536
25,441
24,904
24,937
25,259
25,330
25,259
4.2%
0.8%
Total
Constant 2018
dollarsb
22,929
23,157
23,030
27,619
28,993
29,587
29,568
29,074
28,882
28,532
29,228
29,252
30,156
29,480
29,614
30,011
31,177
31,201
30,666
30,433
30,521
29,564
29,336
29,588
29,409
28,925
27,327
27,048
28,682
28,434
27,929
27,424
26,416
26,420
26,427
25,948
25,259
0.2%
-0.8%
Note: These data are based on an average car and do not include prices for pickups, vans, or sport utility vehicles.
Source:
U.S. Department of Commerce, Bureau of Economic Analysis, Average Transaction Price per New Car, Washington,
DC, 2019. (Additional resources: www.bea.gov)
a
b
Includes all vehicles produced in the United States regardless of manufacturer.
Adjusted by the Consumer Price Inflation Index.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–23
The average price of a new light truck grew 42% from 1990-2018 in constant dollars terms, and by 173% when not
adjusted for inflation. From the earliest available estimates in 2002, average prices for import light trucks were
slightly higher than domestic prices until 2009. By 2018, domestic light truck prices averaged nearly $6,000 higher
than import prices.
Table 11.14
Average Price of a New Light Trucka (Domestic and Import), 1990-2018
Year
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1990-2018
2008-2018
Domesticb
Current
Constant
dollars
2018 dollarsc
Current
dollars
d
Import
Constant
2018 dollarsc
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
d
26,066
26,420
26,950
27,296
27,999
29,158
28,267
29,447
32,327
33,373
34,040
34,773
35,793
36,817
37,514
38,135
38,459
36,383
36,055
35,825
35,096
34,875
35,312
32,967
34,466
37,227
37,255
37,230
37,482
37,966
39,006
39,249
39,066
38,459
d
d
3.1%
1.6%
26,753
37,343
28,604
39,036
28,760
38,232
29,543
37,985
29,611
36,883
29,817
36,111
29,958
34,940
29,072
34,028
32,305
37,202
33,317
37,193
34,136
37,335
33,766
36,397
34,204
36,280
33,675
35,677
33,408
34,953
33,357
34,172
32,740
32,740
Average Annual Percentage Change
d
d
0.9%
-0.6%
Current
dollars
13,592
14,124
15,032
15,611
16,821
17,725
19,574
21,777
22,787
23,626
23,363
24,391
26,149
26,715
27,190
27,590
28,248
29,265
28,555
29,381
32,324
33,365
34,054
34,616
35,546
36,251
36,678
37,096
37,138
3.7%
2.7%
Total
Constant
2018 dollarsc
26,115
26,040
26,904
27,129
28,501
29,205
31,327
34,072
35,104
35,611
34,068
34,584
36,500
36,458
36,144
35,474
35,185
35,442
33,304
34,389
37,223
37,246
37,245
37,313
37,704
38,406
38,374
38,002
37,138
1.3%
1.1%
Source:
U.S. Department of Commerce, Bureau of Economic Analysis, Underlying Detail, Motor Vehicle Output, March
2019 and Ward’s Communications, www.wardsauto.com.
Light trucks in this table are 14,000 lb and less.
Includes all vehicles produced in the United States regardless of manufacturer.
c
Adjusted by the Consumer Price Inflation Index.
d
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–24
The total cost of operating a car is the sum of the fixed cost (depreciation, insurance, finance charge, and license
fee) and the variable cost (gas and oil, tires, and maintenance), which is related to the amount of travel. The gas
and oil share of total cost was 12.5% in 2018 which is down from 18.4% in 2012.
Table 11.15
Car Operating Cost per Mile, 1985–2018
Model year
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1985–2018
2008–2018
Total cost per
Constant 2018 dollars per 10,000 milesa
mileb (constant
Variable cost
Fixed cost
Total cost
2018 centsa)
1,732
4,810
6,541
65.41
1,494
5,286
6,779
67.79
1,481
5,146
6,627
66.27
1,677
6,432
8,108
81.08
1,620
5,913
7,533
75.33
1,614
6,256
7,869
78.69
1,788
6,575
8,363
83.63
1,611
6,773
8,383
83.83
1,599
6,468
8,067
80.67
1,542
6,500
8,042
80.42
1,582
6,599
8,181
81.81
1,536
6,711
8,247
82.47
1,690
6,803
8,492
84.92
1,648
6,976
8,624
86.24
1,598
7,024
8,621
86.21
1,779
6,889
8,668
86.68
1,928
6,552
8,480
84.80
1,647
6,803
8,450
84.50
1,788
6,665
8,453
84.53
1,675
7,488
9,163
91.63
1,813
6,958
8,771
87.71
1,881
5,837
7,718
77.18
1,756
5,771
7,527
75.27
1,978
6,297
8,275
82.75
1,805
6,468
8,273
82.73
1,927
6,586
8,512
85.12
1,980
6,538
8,519
85.19
2,148
6,284
8,432
84.32
2,201
6,243
8,444
84.44
2,019
6,126
8,144
81.44
1,833
6,199
8,032
80.32
1,541
6,353
7,894
78.94
1,597
5,086
6,683
66.83
1,664
5,344
7,008
70.08
Average annual percentage change
-0.1%
0.3%
0.2%
0.2%
-1.7%
-1.6%
-1.6%
-1.6%
Percentage gas
and oil of total
cost
19.9%
15.1%
14.7%
13.6%
14.2%
13.2%
14.6%
12.6%
12.7%
11.8%
11.7%
10.9%
12.2%
11.1%
9.8%
11.6%
13.2%
9.7%
11.6%
9.4%
12.0%
15.3%
14.3%
16.4%
14.3%
15.4%
16.2%
18.4%
18.4%
16.9%
14.8%
11.2%
12.6%
12.5%
Source:
Ward’s Communications, Motor Vehicle Facts and Figures 2018, Southfield, Michigan, 2018, and annual. Original
data from AAA “Your Driving Costs.” (Additional resources: newsroom.aaa.com)
a
Adjusted by the U.S. Consumer Price Inflation Index. Can be converted to constant dollars using
Table B.17.
b
Based on 10,000 miles per year.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–25
While the previous table shows costs per mile, this table presents costs per year for fixed costs associated with car
operation. For 2018 model year cars, the fixed cost is $14.64 per day per vehicle.
Table 11.16
Fixed Car Operating Costs per Year, 1975–2018
(constant 2018 dollars)a
Model year
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Insuranceb
1,788
1,522
1,431
1,177
1,190
1,229
1,091
1,170
1,190
1,224
1,316
1,304
1,314
1,415
1,299
1,308
1,296
1,359
1,329
1,390
1,467
1,422
1,412
1,419
1,510
2,131
1,656
1,153
1,193
1,100
1,142
1,187
1,081
1,095
1,109
1,085
1,181
1,279
1,276
1,273
1975–2018
2008–2018
-0.8%
1.5%
License,
registration
& taxes
Depreciation
140
3,608
250
3,163
243
3,555
141
3,529
245
3,272
256
2,917
257
2,945
298
3,024
283
3,302
295
3,787
292
4,087
317
4,528
310
4,617
311
4,863
309
4,918
329
4,981
334
5,063
344
5,073
338
5,119
348
5,182
341
5,179
325
5,092
295
5,031
281
5,194
280
5,101
552
5,027
500
4,987
666
4,225
652
4,108
646
3,873
664
4,051
674
4,093
664
4,162
667
3,876
659
3,849
680
3,723
705
3,871
719
3,933
563
2,734
558
2,922
Average annual percentage change
3.3%
-0.5%
-1.5%
-2.8%
Finance
charge
c
c
c
c
c
c
1,246
1,459
1,163
1,199
1,191
1,306
490
1,425
1,164
1,098
1,130
1,149
1,202
1,252
1,248
1,238
1,228
1,156
1,015
985
950
892
888
884
912
928
919
925
914
898
709
715
512
569
c
-4.3%
Total
5,536
6,195
6,561
6,240
6,036
5,670
5,533
5,948
5,931
6,497
6,875
7,445
6,722
8,008
7,684
7,711
7,818
7,919
7,984
8,169
8,230
8,070
7,959
8,045
7,900
8,695
8,094
6,937
6,840
6,503
6,769
6,882
6,825
6,563
6,531
6,387
6,466
6,645
5,086
5,322
Average
fixed cost
per day
15.17
16.97
17.98
17.10
16.54
15.54
15.17
16.29
16.25
17.81
18.83
20.40
18.42
21.94
21.06
21.13
21.42
21.70
21.87
22.38
22.55
22.11
21.81
22.04
21.64
23.82
22.17
19.00
18.74
17.82
18.54
18.85
18.70
17.98
17.89
17.50
17.71
18.20
13.93
14.64
-0.1%
-2.0%
-0.1%
-1.9%
Source:
Ward’s Communications, Motor Vehicle Facts and Figures 2018, Southfield, Michigan, 2018, and annual. Original
data from AAA “Your Driving Costs.” (Additional resources: newsroom.aaa.com)
Adjusted by the U.S. Consumer Price Inflation Index. Can be converted to constant dollars using Table B.17.
Fire & Theft: $50 deductible 1975 through 1977; $100 deductible 1978 through 1992; $250 deductible for
1993 – 2003; $100 deductible 2004-2015. Collision: $100 deductible through 1979; $250 deductible 1980-1992;
$500 deductible for 1993 – on. Property Damage & Liability: coverage = $100,000/$300,000.
c
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–26
Table 11.17
Personal Consumption Expenditures, 1970–2018
(billion dollars)
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1970-2018
2008-2018
Transportation personal
Personal consumption expenditures
consumption expenditures
Constant
Constant
Current
2018a
Current
2018a
646.7
3,296.6
80.8
411.9
1,030.5
3,814.5
132.6
490.8
1,750.7
4,574.8
241.7
631.6
1,934.0
4,616.6
266.2
635.4
2,071.3
4,656.7
270.1
607.2
2,281.6
4,935.7
298.3
645.3
2,492.3
5,203.7
335.4
700.3
2,712.8
5,490.4
370.7
750.3
2,886.3
5,725.7
373.7
741.3
3,076.3
5,953.7
387.7
750.3
3,330.0
6,224.8
416.3
778.2
3,576.8
6,433.2
440.0
791.4
3,809.0
6,602.5
455.7
789.9
3,943.4
6,610.7
430.5
721.7
4,197.6
6,880.2
463.4
759.5
4,452.0
7,128.5
497.3
796.3
4,721.0
7,401.4
540.0
846.6
4,962.6
7,619.6
565.5
868.3
5,244.6
7,907.5
610.9
921.1
5,536.8
8,206.5
652.6
967.3
5,877.2
8,613.8
677.8
993.4
6,279.1
9,072.1
738.5
1,067.0
6,762.1
9,556.5
809.0
1,143.3
7,065.6
9,771.2
821.1
1,135.5
7,342.7
9,996.3
821.1
1,117.8
7,723.1
10,322.2
857.5
1,146.1
8,212.7
10,688.9
913.2
1,188.5
8,747.1
11,040.4
977.7
1,234.0
9,260.3
11,344.7
1,011.7
1,239.4
9,706.4
11,580.1
1,053.7
1,257.1
9,976.3
11,673.8
1,047.1
1,225.3
9,842.2
11,428.5
903.0
1,048.5
10,185.8
11,691.5
986.4
1,132.2
10,641.1
11,963.1
1,107.4
1,245.0
11,006.8
12,141.4
1,159.6
1,279.1
11,317.2
12,268.6
1,195.6
1,296.1
11,824.0
12,581.5
1,228.8
1,307.5
12,294.5
12,946.2
1,182.4
1,245.1
12,766.9
13,297.9
1,176.4
1,225.3
13,321.4
13,618.3
1,242.2
1,269.9
13,948.5
13,948.5
1,307.5
1,307.5
Average annual percentage change
6.6%
3.1%
6.0%
2.4%
3.4%
1.8%
2.2%
0.7%
Transportation PCE
as a percent of PCE
12.5%
12.9%
13.8%
13.8%
13.0%
13.1%
13.5%
13.7%
12.9%
12.6%
12.5%
12.3%
12.0%
10.9%
11.0%
11.2%
11.4%
11.4%
11.6%
11.8%
11.5%
11.8%
12.0%
11.6%
11.2%
11.1%
11.1%
11.2%
10.9%
10.9%
10.5%
9.2%
9.7%
10.4%
10.5%
10.6%
10.4%
9.6%
9.2%
9.3%
9.4%
Note: Transportation PCE includes the following categories: transportation, motor vehicles and parts, and gasoline
and oil.
Source:
U.S. Department of Commerce, Bureau of Economic Analysis, National Income and Product Accounts, Table 2.3.5,
www.bea.gov
a
Adjusted by the GNP price deflator.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–27
Table 11.18
Consumer Price Indices, 1970–2018
(1970 = 1.000)
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Consumer price
index
1.000
1.387
1.466
1.562
1.680
1.871
2.124
2.343
2.487
2.567
2.678
2.773
2.825
2.928
3.049
3.196
3.369
3.510
3.616
3.724
3.820
3.928
4.044
4.137
4.201
4.294
4.438
4.564
4.637
4.742
4.869
5.034
5.196
5.344
5.549
5.529
5.620
5.797
5.917
6.004
6.101
6.109
6.186
6.318
6.472
Transportation
consumer price indexa
1.000
1.336
1.469
1.573
1.645
1.880
2.216
2.485
2.587
2.648
2.765
2.837
2.728
2.811
2.899
3.043
3.213
3.301
3.373
3.477
3.581
3.709
3.813
3.848
3.776
3.851
4.088
4.115
4.077
4.203
4.349
4.637
4.824
4.925
5.215
4.780
5.157
5.663
5.796
5.798
5.758
5.308
5.197
5.375
5.618
New car
consumer price
index
1.000
1.186
1.262
1.328
1.429
1.542
1.667
1.768
1.836
1.881
1.932
1.998
2.083
2.154
2.194
2.245
2.286
2.373
2.433
2.499
2.591
2.655
2.706
2.718
2.701
2.691
2.689
2.676
2.637
2.597
2.582
2.597
2.591
2.566
2.527
2.554
2.599
2.672
2.716
2.745
2.755
2.771
2.775
2.768
2.755
Used car
consumer price
index
1.000
1.404
1.612
1.753
1.788
1.929
1.997
2.465
2.846
3.163
3.606
3.644
3.487
3.625
3.782
3.859
3.769
3.785
3.949
4.292
4.542
5.016
5.032
4.843
4.827
4.872
4.994
5.087
4.872
4.580
4.272
4.468
4.487
4.351
4.293
4.070
4.587
4.776
4.818
4.804
4.779
4.715
4.599
4.431
4.435
Gross national product
index
1.000
1.573
1.751
1.947
2.198
2.463
2.678
3.001
3.131
3.400
3.773
4.042
4.257
4.513
4.871
5.248
5.555
5.733
6.068
6.381
6.771
7.102
7.506
7.966
8.410
8.943
9.528
9.846
10.171
10.666
11.385
12.147
12.842
13.486
13.770
13.514
14.067
14.614
15.217
15.760
16.452
17.084
17.526
18.273
19.223
Sources:
Bureau of Labor Statistics, Consumer Price Index, All Urban Consumers, Multi-screen data search, www.bls.gov/data.
(Additional resources: www.bls.gov)
GNP – U.S. Department of Commerce, Bureau of Economic Analysis, National Income and Product Accounts, Table
1.7.5. (Additional resources: www.bea.gov)
Transportation Consumer Price Index includes new and used cars, gasoline, car insurance rates, intracity mass
transit, intracity bus fare, and airline fares.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–28
The data below were summarized from the Bureau of Labor Statistics (BLS) Current Employment Statistics Survey
data using the North American Industry Classification System (NAICS). Transportation-related employment was
8.7% of total employment in 2018.
Table 11.19
Transportation-Related Employment, 1990, 2000, and 2018a
(thousands)
Truck transportation (includes drivers)
Transit and ground transportation
Air transportation
Rail transportation
Water transportation
Pipeline transportation
Motor vehicle and parts - retail
Motor vehicles and parts - wholesale
Gasoline stations - retail
Automotive repair and maintenance
Automotive equipment rental and leasing
Manufacturing (subtotal)
Cars and light trucks
Heavy-duty trucks
Motor vehicle bodies and trailers
Motor vehicle parts
Aerospace products and parts
Railroad rolling stock
Ship & boat building
Tires
Oil and gas pipeline construction
Highway street and bridge construction
Scenic & sightseeing
Support activities for transportation
Couriers and messengers
Travel arrangement and reservation services
Total transportation-related employment
Total nonfarm employment
Transportation-related to total employment
1990
1,122.6
274.2
529.2
271.8
56.8
59.8
1,494.4
313.8
910.2
659.4
163.2
2,224.9
238.8
32.7
129.8
653.0
840.7
65.9
173.7
90.3
86.0
288.5
15.7
364.1
375.0
250.0
11,684.5
109,976.0
10.6%
2000
1,406.1
372.1
614.4
231.7
56.0
46.0
1,846.9
360.8
935.7
888.1
208.3
2,143.9
237.4
54.0
182.7
839.5
516.7
72.7
154.1
86.8
72.2
340.1
27.5
537.4
605.0
298.6
13,134.7
133,555.0
9.8%
2018
1,491.9
487.5
501.3
214.1
64.8
48.5
2,021.2
348.7
934.0
937.8
219.9
1,759.8
201.6
32.0
165.3
597.1
509.4
57.6
139.4
57.4
167.6
343.9
34.2
711.8
725.4
219.0
12,991.2
149,074.0
8.7%
Percent
change
1990-2018
32.9%
77.8%
-5.3%
-21.2%
14.1%
-18.9%
35.3%
11.1%
2.6%
42.2%
34.7%
-20.9%
-15.6%
-2.1%
27.3%
-8.6%
-39.4%
-12.6%
-19.7%
-36.4%
94.9%
19.2%
117.8%
95.5%
93.4%
-12.4%
11.2%
37.5%
Source:
Tabulated from the U.S. Department of Labor, Bureau of Labor Statistics, Current Employment Statistics,
www.bls.gov/ces/data.htm, April 2019. (Additional resources: www.bls.gov)
a
Not seasonally adjusted.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–29
The total number of employees involved in the manufacture of motor vehicles decreased by 14% from 1990 to 2018
and by 9% for those involved in the manufacture of motor vehicle parts. The total number of employees and
production workers has risen each year since 2009. Beginning in 2008, the share of production workers fell below
80% for manufacturers of both vehicles and parts and remained below 80% for motor vehicle parts.
Table 11.20
U.S. Employment for Motor Vehicles and Motor Vehicle Parts Manufacturing, 1990–2018a
Year
All employees
(thousands)
1990
1995
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
271.4
294.7
291.4
278.7
265.4
264.6
255.9
247.6
236.5
220.0
191.6
146.4
152.6
157.9
167.6
181.5
194.0
200.8
211.8
218.9
233.6
1990
1995
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
653.0
786.9
839.5
774.7
733.6
707.8
692.1
678.1
654.7
607.9
543.7
413.7
418.9
445.5
482.8
508.7
537.0
564.9
581.2
589.2
597.1
Production workers
(thousands)
Motor vehicles
243.4
273.7
251.0
236.4
220.8
217.1
208.0
198.6
191.8
177.3
151.1
114.2
120.7
124.7
134.7
150.1
160.8
161.6
168.9
173.8
187.0
Motor vehicle parts
527.4
647.7
676.7
624.9
590.9
567.6
561.6
553.9
533.7
488.9
430.6
317.8
323.3
345.0
365.3
385.2
415.9
436.7
448.6
453.3
457.4
Share of production workers
to total employees
89.7%
92.9%
86.1%
84.8%
83.2%
82.0%
81.3%
80.2%
81.1%
80.6%
78.9%
78.0%
79.1%
79.0%
80.4%
82.7%
82.9%
80.5%
79.7%
79.4%
80.1%
80.8%
82.3%
80.6%
80.7%
80.5%
80.2%
81.1%
81.7%
81.5%
80.4%
79.2%
76.8%
77.2%
77.4%
75.7%
75.7%
77.4%
77.3%
77.2%
76.9%
76.6%
Source:
Tabulated from the U.S. Department of Labor, Bureau of Labor Statistics, Current Employment Statistics,
www.bls.gov/ces/data.htm, April 2019. (Additional resources: www.bls.gov)
a
Not seasonally adjusted.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
11–30
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–1
Greenhouse Gas Emissions
Summary Statistics from Tables/Figures in this Chapter
Source
Table 12.1
Carbon dioxide emissions (million metric tons)
1990
2018
United States
4,989
5,211
OECD Europe
4,149
3,972
China
2,293
10,194
Russia
2,393
1,623
Japan
1,054
1,121
Non-OECD Europe and Eurasia
4,246
2,664
573
2,251
India
Table 12.5
Transportation share of U.S. carbon dioxide emissions from fossil fuel
consumption
1990
31.2%
2007
32.6%
2017
37.1%
Table 12.7
Motor gasoline share of transportation carbon dioxide
emissions, 2017
Table 12.11
Average annual carbon footprint, 2018 (metric tons of CO2)
60.5%
New cars
5.7
New light trucks
7.8
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–2
The U.S. accounted for 23% of the World’s carbon dioxide emissions in 1990, 21% in 2005, and only 15% in 2018.
About 45% of the U.S. carbon emissions are from oil use.
Table 12.1
World Carbon Dioxide Emissions, 1990, 2005, and 2018
Country/Region
OECDa Americas
United States
Canada
Mexico/Chile
Total
OECDa Europe
OECDa Asia
Japan
Australia/New Zealand
Other
Total
Non-OECD Europe &
Eurasia
Russia
Other
Total
Non-OECD Asia
China
India
Other
Total
Other Non-OECD
Middle East
Africa
Central & South America
Total
Total World
Million
metric
tons
1990
Percent of
emissions
from oil use
Million
metric
tons
2005
Percent of
emissions
from oil use
Million
metric
tons
2018
Percent of
emissions
from oil use
4,989
471
302
5,762
4,149
44%
48%
77%
46%
45%
5,985
620
461
7,066
4,488
44%
49%
66%
46%
49%
5,211
600
500
6,310
3,972
45%
49%
57%
47%
48%
1,054
298
243
1,595
65%
38%
59%
59%
1,241
438
494
2,173
52%
55%
30%
47%
1,121
413
692
2,225
41%
41%
44%
42%
2,393
1,853
4,246
33%
32%
32%
1,548
1,120
2,668
25%
26%
25%
1,623
1,041
2,664
31%
28%
30%
2,293
573
811
3,677
15%
28%
57%
26%
5,490
1,182
1,665
8,337
16%
27%
53%
25%
10,194
2,251
2,572
15,016
17%
28%
49%
24%
704
659
695
2,058
21,487
70%
46%
76%
64%
42%
1,333
978
1,011
3,322
28,054
59%
43%
72%
58%
40%
2,062
1,369
1,236
4,666
34,854
57%
47%
69%
113%
37%
Note: The International Energy Agency Outlook 2018 does not include world carbon dioxide emissions. The 2018
forecast from the 2017 report was used.
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics Databases, and
International Energy Outlook 2017, Washington, DC, September 2017. (Additional resources:
www.eia.doe.gov)
OECD is the Organization for Economic Cooperation and Development. See Glossary for included
countries.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–3
Since 1990, China shows the greatest increase of carbon dioxide (CO2) emissions. The Americas have increased
CO2 emissions by only 10% from 1990 to 2018. Europe and Eurasia have fewer CO2 emissions in 2018 than 1990.
Figure 12.1. World Carbon Dioxide Emissions, 1990–2018
Source:
1990–2012: U.S. Department of Energy, Energy Information Administration, International Energy Statistics, Total
Carbon Dioxide Emissions from the Consumption of Energy,
www.eia.doe.gov/cfapps/ipdbproject/IEDIndex3.cfm, September 2016.
2013–2018: U.S. Department of Energy, Energy Information Administration, International Energy Outlook 2017,
www.eia.gov/forecasts/ieo/index.cfm, accessed August 2019. (Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–4
Global Warming Potentials (GWP) were developed to allow comparison of the ability of each greenhouse gas to
trap heat in the atmosphere relative to carbon dioxide. Extensive research has been performed and it has been
discovered that the effects of various gases on global warming are too complex to be precisely summarized by a
single number. Further understanding of the subject also causes frequent changes to estimates. Despite that, the
scientific community has developed approximations, the latest of which are shown below. Most analysts use the
100-year time horizon.
Table 12.2
Numerical Estimates of Global Warming Potentials Compared with Carbon Dioxide
(kilogram of gas per kilogram of carbon dioxide)
Gas
Carbon Dioxide (CO2)
Methane (CH4)b
Tetrafluoroethane (HFC-134a)
Trichlorofluoromethane (CFC-11)
Nitrous Oxide (N2O)
Perfluoromethane (CF4)
Lifetime
(years)
5-200a
12.4
13.4
45
121
50,000
Global warming potential
direct effect for time horizons of
20 years
100 years
1
1
86
34
3,790
1,550
7,020
5,350
268
298
4,950
7,350
Note: Includes climate-carbon feedbacks.
Source:
Myhre, G., D. Shindell, F.-M. Breon, W. Collins, J. Fuglestvedt, J. Huang, D. Koch, J.-F. Lamarque, D. Lee, B.
Mendoza, T. Nakajima, A. Robock, G. Stephens, T. Takemura and H. Zhang, 2013: Anthropogenic and
Natural Radiative Forcing. In: Climate Change 2013: The Physical Science Basis. Contribution of Working
Group 1 to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change [Stocker, R.F., D.
Qin, G.-K. Plattner, M. Tignor, S.K. Allen, J. Boschung, A. Nauels, Y. Zia, V. Bex and P.M. Midgley (eds)].
Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA.
No single lifetime can be defined for carbon dioxide due to different rates of uptake by different removal
processes.
b
These values do not include carbon dioxide from methane oxidation. Perturbation lifetime is used in the
calculation of metrics.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–5
Carbon dioxide emissions in 2017 were 3% higher than in 1990, but down from the highest annual emissions of
this data series in 2007. Carbon dioxide accounts for the majority (81%) of greenhouse gases.
Table 12.3
U.S. Emissions of Greenhouse Gases, Based on Global Warming Potential, 1990–2017
(million metric tons of carbon dioxide equivalenta)
Year
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Carbon
dioxide
5,088.0
5,396.4
5,584.9
5,660.2
5,707.9
5,779.6
5,951.7
5,846.9
5,890.7
5,933.4
6,046.1
6,072.8
5,991.7
6,076.1
5,878.9
5,446.4
5,653.7
5,526.8
5,323.6
5,474.8
5,525.6
5,376.5
5,260.0
5,224.3
1990-2017
2007-2017
0.1%
-1.5%
Nitrous
High
Methane
oxide
GWP gasesb
779.7
370.1
99.6
767.8
388.3
117.0
759.5
395.5
127.6
745.0
386.7
134.9
729.6
402.5
150.6
717.5
376.9
147.4
709.2
376.9
148.4
703.8
377.9
135.0
694.7
376.2
142.8
695.3
380.0
132.7
687.4
400.1
139.8
691.4
375.8
141.3
691.9
384.4
143.5
694.4
393.0
154.3
702.1
374.4
155.6
692.5
373.1
149.8
697.4
382.7
158.1
675.5
375.0
164.2
665.3
348.9
159.9
662.9
365.4
158.9
662.1
362.7
163.1
661.3
374.1
165.3
654.7
364.4
166.3
656.3
360.5
169.1
Average annual percent change
-0.6%
-0.1%
2.0%
-0.6%
-0.9%
0.9%
Total
6,337.4
6,669.5
6,867.5
6,926.8
6,990.6
7,021.4
7,186.2
7,063.6
7,104.4
7,141.4
7,273.4
7,281.3
7,211.5
7,317.8
7,111.0
6,661.8
6,891.9
6,741.5
6,497.7
6,662.0
6,713.5
6,577.2
6,445.4
6,410.2
0.0%
-1.3%
Note: This greenhouse gas emissions inventory includes fossil fuel combustion, use of fluorinated gases and other
transportation categories.
Source:
U.S. Environmental Protection Agency, Inventory of U. S. Greenhouse Gas Emissions and Sinks: 1990-2017, April 11,
2019, EPA 430-R-19-001. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2017)
Carbon dioxide equivalents are computed by multiplying the weight of the gas being measured by its estimated
Global Warming Potential (See Table 12.2).
b
GWP = Global warming potential. Includes HFC-hydrofluorocarbons; PFC-perfluorocarbons; and SF6-sulfur
hexaflouride.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–6
The transportation sector accounted for 34.7% of carbon dioxide emissions and 29.2% of all greenhouse gas
emissions in 2017. The industrial sector is the only sector that accounts for more greenhouse gas emissions than
the transportation sector.
Table 12.4
Total U.S. Greenhouse Gas Emissions by End-Use Sector, 2017
(million metric tons of carbon dioxide equivalenta)
Residential
Commercial
Agricultural
Industrial
Transportation
Total greenhouse gas emissions
Transportation share of total
Carbon
dioxide
917.2
844.7
85.7
1,562.2
1,814.5
5,224.3
34.7%
Methane
4.2
125.7
248.8
276.2
1.4
656.3
0.2%
Nitrous
oxide
9.7
16.0
286.3
33.9
14.6
360.5
4.0%
Hydrofluorocarbons,
perfluorocarbons,
sulfur hexafluoride
33.4
52.1
0.1
43.4
40.1
169.1
23.7%
Total
greenhouse
gas
emissions
964.5
1,038.5
620.9
1,915.7
1,870.6
6,410.2
29.2%
Note: Does not include U.S. territories. Totals may not sum due to rounding.
Source:
U.S. Environmental Protection Agency, Inventory of U. S. Greenhouse Gas Emissions and Sinks: 1990-2017, April 11,
2019, EPA 430-R-19-001. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2017)
a
Carbon dioxide equivalents are computed by multiplying the weight of the gas being measured by its estimated
Global Warming Potential (See Table 12.2).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–7
The transportation sector accounts for approximately one-third of carbon dioxide emissions. The commercial
sector accounts for the lowest share of carbon dioxide emissions.
Table 12.5
U.S. Carbon Emissions from Fossil Fuel Consumption
by End-Use Sector, 1990–2017a
(million metric tons of carbon dioxide)
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Residential
930.9
948.9
944.9
997.5
988.8
994.5
1,055.3
1,044.9
1,049.5
1,070.3
1,133.0
1,124.7
1,151.8
1,181.8
1,179.3
1,213.9
1,151.4
1,204.3
1,190.3
1,122.8
1,175.0
1,117.1
1,008.0
1,064.1
1,080.9
1,001.6
946.3
911.5
1990-2017
2007-2017
-0.1%
-2.7%
End use sector
Commercial
Industrial
Transportation
764.3
1,543.9
1,472.1
769.5
1,514.1
1,425.5
763.3
1,570.2
1,480.7
784.9
1,582.3
1,511.7
796.9
1,605.7
1,556.9
814.4
1,610.9
1,583.5
846.1
1,666.7
1,630.2
886.9
1,682.7
1,646.4
905.2
1,660.8
1,681.8
914.6
1,629.7
1,749.2
977.2
1,661.5
1,782.8
983.6
1,603.6
1,762.1
982.4
1,578.3
1,803.3
993.9
1,596.7
1,796.8
1,010.5
1,623.6
1,841.7
1,029.7
1,589.7
1,861.7
1,010.1
1,589.1
1,857.3
1,051.8
1,586.4
1,859.9
1,043.2
1,522.5
1,764.9
981.3
1,351.8
1,692.0
997.8
1,441.3
1,701.9
963.1
1,425.8
1,681.5
901.2
1,403.5
1,670.5
929.1
1,434.8
1,686.9
938.5
1,412.5
1,726.0
908.5
1,357.4
1,738.2
865.8
1,325.2
1,783.2
839.1
1,315.1
1,804.9
Average annual percentage change
0.3%
-0.6%
0.8%
-2.2%
-1.9%
-0.3%
Transportation
percentage
31.2%
30.6%
31.1%
31.0%
31.5%
31.6%
31.4%
31.3%
31.7%
32.6%
32.1%
32.2%
32.7%
32.3%
32.6%
32.7%
33.1%
32.6%
32.0%
32.9%
32.0%
32.4%
33.5%
33.0%
33.5%
34.7%
36.2%
37.1%
CO2 from
all sectors
4,711.2
4,658.0
4,759.1
4,876.4
4,948.3
5,003.3
5,198.3
5,260.9
5,297.3
5,363.8
5,554.5
5,474.0
5,515.8
5,569.2
5,655.1
5,695.0
5,607.9
5,702.4
5,520.9
5,147.9
5,316.0
5,187.5
4,983.2
5,114.9
5,157.9
5,005.7
4,920.5
4,870.6
0.1%
-1.6%
Note: The CO2 from all sectors does not match Table 11.3 since it is only from fossil fuel consumption and does not
include the use of fluorinated gases and other transportation categories. U.S. territories are not included.
Source:
U.S. Environmental Protection Agency, Inventory of U. S. Greenhouse Gas Emissions and Sinks: 1990-2017, April 11,
2019, EPA 430-R-19-001. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2017)
a
Includes energy from petroleum, coal, and natural gas. Electric utility emissions are distributed across
consumption sectors.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–8
This report has typically displayed carbon and carbon dioxide data from the Environmental Protection Agency
(EPA). However, the Energy Information Administration’s (EIA’s) Monthly Energy Review also includes carbon
dioxide emission data. The differences in the two-data series have been about 5-7%, but as high as 8.5% in 1991.
Reasons for the differences include the treatment of international bunker fuel, nonfuel use of fossil fuels, and the
agencies’ use of different fuel consumption control totals.
Table 12.6
Transportation Sector Carbon Dioxide Emissions from
Energy Consumption, 1973-2018
(million metric tons of carbon dioxide)
Year
1973
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Energy Information
Administration’s Monthly
Energy Review
1,315.2
1,291.6
1,400.2
1,421.2
1,587.6
1,567.9
1,591.6
1,604.2
1,644.1
1,678.5
1,723.8
1,742.2
1,779.4
1,825.6
1,869.7
1,849.1
1,889.8
1,890.7
1,957.4
1,984.2
2,012.3
2,017.9
1,893.3
1,824.5
1,842.9
1,809.0
1,773.4
1,796.4
1,814.9
1,838.8
1,871.0
1,887.5
1,915.2
Environmental Protection
Agency’s Greenhouse Gas
Inventory Report
Percentage difference
a
a
a
a
a
a
1,484.0
1,436.1
1,491.6
1,522.8
1,568.4
1,594.9
1,641.2
1,658.0
1,693.9
1,761.5
1,795.0
1,773.2
1,814.3
1,806.9
1,852.0
1,872.0
1,867.3
1,870.2
1,774.4
1,700.5
1,712.3
1,691.6
1,679.7
1,696.6
1,736.1
1,749.2
1,793.6
1,814.5
6.5%
8.4%
6.3%
5.1%
4.6%
5.0%
4.8%
4.8%
4.8%
3.5%
4.0%
4.1%
4.0%
4.4%
5.4%
5.7%
7.2%
7.3%
6.3%
6.8%
7.1%
6.5%
5.3%
5.6%
4.3%
4.9%
4.1%
3.9%
a
a
a
a
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, July 2019, Washington,
DC, Table 11.5.
U.S. Environmental Protection Agency, Inventory of U. S. Greenhouse Gas Emissions and Sinks: 1990-2017,
April 11, 2019, EPA 430-R-19-001. (Additional resources: www.epa.gov/ghgemissions/inventory-usgreenhouse-gas-emissions-and-sinks-1990-2017)
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–9
Most U.S. transportation sector carbon dioxide emissions come from petroleum fuels. Motor gasoline has been
responsible for 60%-65% of U.S. carbon dioxide emissions over the last 27 years.
Table 12.7
U.S. Carbon Emissions from Fossil Fuel Combustion in the Transportation
End-Use Sector, 1990–2017
(million metric tons of carbon dioxide equivalent)
Year
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Motor
gasoline
LPGa
0.5%
-0.4%
-3.1%
-8.1%
958.9
944.6
973.7
987.2
999.7
1,013.1
1,036.5
1,048.8
1,079.4
1,113.0
1,110.1
1,118.4
1,143.7
1,147.4
1,164.1
1,153.6
1,141.9
1,134.8
1,077.6
1,072.0
1,062.9
1,039.8
1,036.1
1,037.4
1,077.4
1,070.0
1,095.3
1,092.3
1990-2017
2007-2017
1.4
1.3
1.2
1.2
2.1
1.1
1.0
0.9
1.1
0.9
0.7
0.8
0.9
1.1
1.2
1.7
1.7
1.4
2.5
1.7
0.6
0.6
0.6
0.6
0.6
0.6
0.6
0.6
Jet fuel
184.3
168.8
166.6
168.2
175.5
172.2
184.5
184.5
188.4
192.4
194.9
189.6
185.3
179.3
186.6
189.4
182.3
179.5
173.1
154.1
151.5
146.6
143.4
147.1
148.4
157.6
166.1
171.7
-0.3%
-0.4%
Distillate
fuel
Aviation
gas
Natural
gas
Average annual percentage change
2.2%
-1.2%
-2.9%
0.1%
-5.5%
-4.4%
0.6%
1.9%
262.9
255.2
271.1
287.6
309.4
323.9
339.9
354.8
366.0
387.9
402.1
400.3
413.4
422.0
437.1
457.5
468.6
472.8
448.1
406.0
422.0
430.0
427.5
433.9
447.7
460.8
462.6
475.8
Residual
fuel
22.6
16.9
30.0
27.6
26.9
29.1
23.6
10.3
5.9
13.2
33.3
12.0
17.1
7.4
14.0
19.3
23.0
29.0
20.4
13.9
20.4
19.4
15.8
15.1
5.8
4.2
12.9
16.5
3.1
2.9
2.8
2.7
2.6
2.7
2.6
2.7
2.5
2.7
2.5
2.4
2.3
2.1
2.2
2.4
2.3
2.2
2.0
1.8
1.9
1.9
1.7
1.5
1.5
1.5
1.4
1.4
36.0
32.9
32.2
34.2
37.6
38.4
39.1
41.4
35.3
35.8
35.7
34.9
37.1
33.3
31.9
33.1
33.1
35.2
36.7
37.9
38.2
38.9
41.4
47.0
40.2
39.4
40.1
42.3
Electricityb
3.0
3.0
3.0
3.0
3.1
3.1
3.1
3.1
3.2
3.2
3.4
3.6
3.5
4.3
4.5
4.7
4.5
5.1
4.7
4.5
4.5
4.3
4.0
4.3
4.5
4.3
4.2
4.3
Total
1,472.2
1,425.6
1,480.6
1,511.7
1,556.9
1,583.6
1,630.3
1,646.5
1,681.8
1,749.1
1,782.7
1,762.0
1,803.3
1,796.9
1,841.6
1,861.7
1,857.4
1,860.0
1,765.1
1,691.9
1,702.0
1,681.5
1,670.5
1,686.9
1,726.1
1,738.4
1,783.2
1,804.9
1.3%
-1.7%
0.8%
-0.3%
Note: Emissions from U.S. Territories are not included. Emissions from International Bunker Fuels are not included.
Source:
U.S. Environmental Protection Agency, Inventory of U. S. Greenhouse Gas Emissions and Sinks: 1990-2017, April 11,
2019, EPA 430-R-19-001. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2017)
a
b
Liquefied petroleum gas.
Share of total electric utility carbon dioxide emissions weighted by sales to the transportation sector.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–10
Highway vehicles are responsible for the majority of greenhouse gas emissions in the transportation sector.
Table 12.8
Transportation Carbon Dioxide Emissions by Mode, 1990–2017
(Million metric tons of carbon dioxide equivalent)
Year
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Passenger
Vehicles
926.2
911.3
942.7
959.4
972.6
986.4
1,010.2
1,023.2
1,053.8
1,087.3
1,084.3
1,094.3
1,120.3
1,134.9
1,153.1
1,135.9
1,124.8
1,094.0
1,035.5
1,033.6
1,025.7
1,007.2
1,003.9
1,004.6
1,044.7
1,038.1
1,062.8
1,059.0
1990-2017
2007-2017
0.5%
-0.3%
Heavy
Highway
Trucks
Total
Water
237.7
1,163.9
46.4
232.2
1,143.5
41.1
242.8
1,185.5
56.3
255.8
1,215.2
53.1
272.8
1,245.4
54.6
283.2
1,269.6
58.0
295.5
1,305.7
55.0
309.5
1,332.7
41.7
322.9
1,376.7
35.1
341.7
1,429.0
43.9
355.7
1,440.0
64.4
353.6
1,447.9
41.8
366.8
1,487.1
46.5
364.2
1,499.1
36.5
379.5
1,532.6
39.1
407.1
1,543.0
44.3
416.1
1,540.9
47.2
444.8
1,538.8
53.6
426.7
1,462.2
44.2
387.3
1,420.9
37.6
399.3
1,425.0
43.1
398.6
1,405.8
44.4
399.7
1,403.6
38.0
406.1
1,410.7
37.2
420.1
1,464.8
26.4
428.3
1,466.4
30.8
436.0
1,498.8
37.5
449.7
1,508.7
40.2
Average annual percentage change
2.4%
1.0%
-0.5%
0.1%
-0.2%
-2.8%
Air
187.4
171.7
169.4
170.9
178.1
174.9
187.1
187.2
190.9
195.1
197.4
192.0
187.6
181.4
188.8
191.8
184.6
181.7
175.1
155.9
153.4
148.5
145.1
148.6
149.9
159.1
167.5
173.1
Rail
38.5
36.4
37.4
38.3
41.2
42.7
43.4
43.5
43.9
45.4
45.5
45.8
45.4
47.1
49.6
50.2
52.2
51.3
47.6
40.4
43.1
44.7
43.4
44.1
45.6
43.6
40.2
41.3
Pipeline
36.0
32.9
32.2
34.2
37.6
38.4
39.1
41.4
35.2
35.7
35.5
34.6
36.7
32.8
31.3
32.4
32.4
34.4
35.9
37.1
37.3
38.1
40.6
46.2
39.4
38.5
39.2
41.4
Total
1,472.2
1,425.6
1,480.8
1,511.7
1,556.9
1,583.6
1,630.3
1,646.5
1,681.8
1,749.1
1,782.8
1,762.1
1,803.3
1,796.9
1,841.4
1,861.7
1,857.3
1,859.8
1,765.0
1,691.9
1,701.9
1,681.5
1,670.7
1,686.8
1,726.1
1,738.4
1,783.2
1,804.7
-0.3%
-0.5%
0.3%
-2.1%
0.5%
1.9%
0.8%
-0.3%
Note: Emissions from U.S. Territories are not included. Emissions from International Bunker Fuels are not included.
Passenger vehicles include cars, light trucks and motorcycles. Heavy trucks include medium and heavy trucks and
buses.
Source:
U.S. Environmental Protection Agency, Inventory of U. S. Greenhouse Gas Emissions and Sinks: 1990-2017, April 11,
2019, EPA 430-R-19-001. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2017)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–11
The Greenhouse Gases, Regulated Emissions, and Energy Use
in Transportation (GREET) Model
greet.es.anl.gov
Sponsored by the U.S. Department of Energy's Office of Energy Efficiency and Renewable Energy
(EERE), Argonne has developed a full life-cycle model called GREET® (Greenhouse gases, Regulated
Emissions, and Energy use in Transportation). It allows researchers and analysts to evaluate energy and
environmental impacts of various vehicle and fuel combinations on a life-cycle basis. The first version of
GREET was released in 1996. Since then, Argonne has continued to update and expand the model. The
most recent GREET versions are GREET 1 2018 version for fuel-cycle analysis and GREET 2 2018 version
for vehicle-cycle analysis.
Figure 12.2. GREET Model
For a given vehicle and fuel system, GREET separately calculates the following:
•
Consumption of total resources (energy in non-renewable and renewable sources), fossil
fuels (petroleum, natural gas, and coal together), petroleum, coal, natural gas, and water.
•
Emissions of CO2-equivalent greenhouse gases - primarily carbon dioxide (CO2), methane
(CH4), and nitrous oxide (N2O).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–12
•
Emissions of seven criteria pollutants: volatile organic compounds (VOCs), carbon
monoxide (CO), nitrogen oxide (NOx), particulate matter with size smaller than 10 micron
(PM10), particulate matter with size smaller than 2.5 micron (PM2.5), black carbon (BC) and
sulfur oxides (SOx).
GREET includes more than 100 fuel production pathways and more than 80 vehicle/fuel systems.
These vehicle/fuel systems cover current and advanced vehicle technologies such as conventional sparkignition engine vehicles, compression-ignition engine vehicles, hybrid electric vehicles, plug-in hybrid
electric vehicles, battery-powered electric vehicles and fuel-cell electric vehicles. GREET also evaluates
transportation modes other than light-duty vehicles, such as heavy-duty vehicles, aviation, rail and marine.
Figure 12.3. GREET Model Feedstocks and Fuels
To address technology improvements over time, GREET 2018 simulates current and future vehicle/fuel
systems up to year 2050.
For additional information about the GREET model and associated documentation, please visit the
GREET website www.greet.es.anl.gov, or contact greet@anl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–13
Results from the GREET 1 2018 model on emissions of carbon dioxide equivalents per mile are shown
for various fuels and vehicle technologies. A full description of the model is on the preceding pages.
Figure 12.4. Well-to-Wheel Emissions for Various Fuels and Vehicle Technologies
Note: BEV = Battery-electric vehicle. PHEV40 = Plug-in hybrid electric vehicle with 40-mile electric range.
Source:
Argonne National Laboratory, GREET WTW Calculator and Sample Results from GREET 1 2018,
greet.es.anl.gov/results. (Additional resources: greet.es.anl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–14
Greenhouse gas emissions associated with vehicle manufacturing (current technology) were estimated
using the GREET model. Emissions from manufacturing the vehicle body are just over two tonnes of
carbon dioxide equivalent for each of the vehicle types. Emissions from the manufacture of the hydrogen
on-board storage and fuel cell auxiliary cause the total emissions associated with the manufacture of a
hydrogen fuel cell vehicle to be higher than the other vehicle types.
Figure 12.5. Vehicle Manufacturing Cycle Greenhouse Gas Emissions by Vehicle Component
Note: GHG = greenhouse gases. ICEV = internal combustion engine vehicle. CNG = compressed natural gas.
E-85 = fuel with approximately 85% ethanol and 15% gasoline. HEV = hybrid-electric vehicle. PHEV10 = Plug-in
electric vehicle with 10-mile electric range. PHEV35 = Plug-in hybrid electric vehicle with 35-mile electric range.
H2FCEV = Hydrogen fuel cell electric vehicle. BEV90 = Battery-electric vehicle with a 90-mile range. BEV210 =
Battery-electric vehicle with a 210-mile range.
Source:
Argonne National Laboratory, Cradle-to-Grave Lifecycle Analysis of U.S. Light-Duty Vehicle-Fuel Pathways: A
Greenhouse Gas Emissions and Economic Assessment of Current (2015) and Future (2025-2030) Technologies,
June 01, 2016, p. 143. (Additional resources: greet.es.anl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–15
Carbon Footprint
The carbon footprint measures a vehicle’s impact on climate change in tons of carbon dioxide (CO2)
emitted annually. The following three tables show the carbon footprint for various vehicle classes. The
sales-weighted average fuel economy rating for each vehicle class, based on 45% highway and 55% city
driving, is used to determine the average annual carbon footprint for vehicles in the class. An estimate of
15,000 annual miles is used for each vehicle class and for each year in the series.
CarbonFootprint
AnnualMiles
= CO 2 × LHV ×
+ (CH 4 + N 2 O ) × AnnualMiles
CombinedMPG
where:
CO2 = (Tailpipe CO2 + Upstream Greenhouse Gases) in grams per million Btu
LHV = Lower (or net) Heating Value in million Btu per gallon
CH4 = Tailpipe CO2 equivalent methane in grams per mile
N2O = Tailpipe CO2 equivalent nitrous oxide in grams per mile
Note: The Environmental Protection Agency publishes tailpipe emissions in terms of grams of CO2 per
mile in the Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends:
1975 through 2017, www.epa.gov/fueleconomy/trends-report.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–16
The production-weighted average annual carbon footprint for cars and car SUVs declined by about 2% annually
between 1975 and 2018.
Table 12.9
Production-Weighted Annual Carbon Footprint of New Domestic and Import Cars
Model Years 1975–2018a
(metric tons of CO2)
Model Year
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1975–2018
2008–2018
Car
Car SUVb
12.6
15.2
8.5
11.6
7.4
8.4
7.1
8.9
7.1
8.7
7.0
8.8
7.2
8.9
7.3
9.0
7.2
9.3
7.3
9.5
7.2
9.9
7.3
9.4
7.2
9.5
7.3
9.2
7.3
8.8
7.3
9.3
7.4
9.1
7.4
9.5
7.4
9.0
7.3
8.8
7.3
8.5
7.3
8.5
7.2
8.4
7.3
8.3
7.0
8.2
7.0
8.0
6.7
7.7
6.5
7.4
6.6
7.2
6.2
7.3
6.0
7.0
6.0
6.9
5.9
6.7
5.8
6.5
5.6
6.5
5.5
6.3
Average annual percentage change
-1.9%
-2.0%
-2.3%
-2.3%
Source:
Calculated using fuel economy from the U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends
Report: Greenhouse Gas Emissions, Fuel Economy, and Technology since 1975, EPA-420-R-19-002, March
2019. See page 11-15 for details. (Additional resources: https://www.epa.gov/automotive-trends)
a
b
Annual carbon footprint is based on 15,000 miles of annual driving. Includes tailpipe plus upstream emissions.
Car SUV category is defined in Table 4.9.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–17
The production-weighted average annual footprint of pickups, vans, and truck SUVs decreased from 1975 to 2018.
Truck SUVs experienced the greatest decline from 2008 to 2018.
Table 12.10
Production-Weighted Annual Carbon Footprint of New Domestic and Import Trucks
Model Years 1975–2018a
(metric tons of CO2)
Model Year
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1975–2018
2008–2018
Pickup
Van
14.2
15.2
10.2
12.0
9.3
10.2
9.7
9.5
9.3
9.4
9.7
9.4
9.6
9.3
9.7
9.5
10.0
9.4
9.9
9.2
10.0
9.3
10.0
9.1
10.4
9.3
10.2
9.1
10.6
9.4
10.7
9.1
10.5
8.9
10.7
8.8
10.7
8.8
10.5
8.7
10.5
8.7
10.3
8.5
10.0
8.4
10.0
8.4
9.8
8.1
9.8
8.0
9.7
8.0
9.4
8.0
9.0
7.8
8.9
7.8
8.9
7.6
8.8
7.4
Average annual percentage change
-1.1%
-1.7%
-1.6%
-1.4%
Truck SUVb
15.3
12.8
10.2
10.3
10.1
10.4
10.4
10.6
10.6
10.4
10.5
10.5
10.5
10.6
10.3
10.4
10.3
10.3
10.1
9.9
9.6
9.3
8.8
8.6
8.5
8.5
8.1
7.8
7.7
7.6
7.6
7.4
-1.7%
-2.3%
Note: Light truck data include pickups, vans, and truck SUVs less than 8,500 lb. Beginning with 2011, SUV and
passenger vans up to 10,000 lb were also included.
Source:
Calculated using fuel economy from the U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends
Report: Greenhouse Gas Emissions, Fuel Economy, and Technology since 1975, EPA-420-R-19-002, March
2019. See page 11-15 for details. (Additional resources: https://www.epa.gov/automotive-trends)
a
b
Annual carbon footprint is based on 15,000 miles of annual driving. Includes tailpipe plus upstream emissions.
Truck SUV category includes all SUV not in the Car SUV category. Car SUV category is defined in Table 4.9.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–18
Between 1975 and 2018, the production-weighted average annual carbon footprint for new light vehicles dropped
dramatically. Total new cars experienced a decrease of 54.8% while the carbon footprint for light trucks decreased
by 46.5%.
Table 12.11
Average Annual Carbon Footprint of New Vehicles by Vehicle Classification,
Model Years 1975 and 2018a
(metric tons of CO2)
Vehicle class
Car
Car SUVb
Total cars
Van
Truck SUVb
Pickup
Total light trucks
Production share
Carbon footprint
Model year
Model year
Model year Model year
1975
2018
1975
2018
Cars
80.6%
42.0%
12.6
5.5
0.1%
9.7%
15.2
6.3
80.7%
51.7%
12.6
5.7
Light trucks
4.5%
3.3%
15.2
7.4
1.7%
31.7%
15.3
7.4
13.1%
13.3%
14.2
8.8
19.3%
48.3%
14.5
7.8
Percent change
1975 - 2018
-56.0%
-58.2%
-54.8%
-51.4%
-51.8%
-38.1%
-46.5%
Note: Light truck data include pickups, vans, and truck SUVs less than 8,500 lb. Beginning with 2011, SUV and
passenger vans up to 10,000 lb were also included.
Source:
Calculated using fuel economy from the U.S. Environmental Protection Agency, The 2018 EPA Automotive Trends
Report: Greenhouse Gas Emissions, Fuel Economy, and Technology since 1975, EPA-420-R-19-002, March
2019. See page 11-15 for details. (Additional resources: https://www.epa.gov/automotive-trends)
Annual carbon footprint is based on 15,000 miles of annual driving. Includes tailpipe and upstream
emissions.
b
Car SUV category is defined in Table 4.9. Truck SUV category includes all SUVs not in the Car SUV
category.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
12–19
The average carbon content of 11 different transportation fuels comes from the GREET Model. Residual oil (used
in ships) has the highest carbon content of those listed. Ethanol has the lowest carbon content per gallon.
Table 12.12
Carbon Content of Transportation Fuels
Fuel Type
Gasoline blendstock
Ethanol
Gasoline (E10)
U.S. conventional diesel
Low-sulfur diesel
Conventional jet fuel
Ultra low-sulfur jet fuel
Residual oil
Liquefied petroleum gas (LPG)
Methyl ester (biodiesel, BD)
Density
(grams/gallon)
2,819
2,988
2,836
3,167
3,206
3,036
2,998
3,752
1,923
3,361
Carbon ratio
(grams of carbon
per grams of fuel)
0.863
0.522
0.828
0.865
0.871
0.862
0.860
0.868
0.820
0.776
Carbon content
(grams/gallon)
2,433
1,560
2,347
2,739
2,792
2,617
2,578
3,257
1,577
2,608
Source:
Argonne National Laboratory, GREET 1 2015 Model.
a
Based on higher (gross) heating values.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Carbon contenta
(grams per Btu)
0.0196
0.0185
0.0195
0.0199
0.0202
0.0197
0.0196
0.0217
0.0173
0.0204
12–20
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–1
Criteria Air Pollutants
Summary Statistics from Tables in this Chapter
Source
Table 13.1
Transportation’s share of U.S. emissions, 2018
CO
52.1%
NOX
57.6%
VOC
20.2%
PM-2.5
5.4%
PM-10
2.4%
SO2
3.5%
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–2
Transportation accounts for the majority of carbon monoxide and nitrogen oxide emissions. Highway vehicles are
responsible for the largest share of transportation emissions.
Table 13.1
Total National Emissions of Criteria Air Pollutants by Sector, 2018
(millions of short tons/percentage)
Sector
Highway vehicles
Other off-highway
Transportation total
Stationary source fuel combustion
Industrial processes
Waste disposal and recycling total
Miscellaneous
Total of all sources
CO
17.05
29.3%
13.27
22.8%
30.32
52.1%
4.06
7.0%
2.03
3.5%
1.97
3.4%
19.77
34.0%
58.15
100.0%
NOx
3.30
32.0%
2.65
25.7%
5.95
57.6%
2.80
27.1%
1.17
11.3%
0.11
1.1%
0.29
2.9%
10.33
100.0%
VOC
1.61
10.1%
1.62
10.2%
3.23
20.2%
0.52
3.3%
7.32
45.8%
0.23
1.5%
4.67
29.2%
15.97
100.0%
PM-10
0.25
1.4%
0.18
1.0%
0.43
2.4%
0.87
4.8%
0.83
4.6%
0.28
1.5%
15.71
86.7%
18.12
100.0%
PM-2.5
0.12
2.2%
0.17
3.3%
0.29
5.4%
0.75
14.0%
0.37
7.0%
0.23
4.3%
3.69
69.2%
5.33
100.0%
SO2
0.03
1.0%
0.07
2.5%
0.10
3.5%
1.96
71.5%
0.50
18.4%
0.03
1.2%
0.15
5.5%
2.74
100.0%
Note: CO = Carbon monoxide. NOx = Nitrogen oxides. VOC = Volatile organic compounds. PM-10 = Particulate
matter less than 10 microns. PM-2.5 = Particulate matter less than 2.5 microns. SO2 = Sulfur dioxide.
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/air-pollutant-emissions-trends-data.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–3
The transportation sector accounted for more than 52% of the nation’s carbon monoxide (CO) emissions in 2018.
Highway vehicles are by far the source of the greatest amount of CO. For details on the highway emissions of CO,
see Table 13.3.
Table 13.2
Total National Emissions of Carbon Monoxide, 1970–2018a
(million short tons)
Source category
Highway vehicles
Other off-highway
Transportation total
Stationary fuel combustion total
Industrial processes total
Waste disposal and recycling total
Miscellaneous total
Total of all sources
1970
163.23
11.37
174.60
4.63
9.84
7.06
7.91
204.04
1980
143.83
16.69
160.52
7.30
6.95
2.30
8.34
185.41
1990
110.26
21.45
131.71
5.51
4.77
1.08
11.12
154.19
2000
68.06
24.18
92.24
4.78
2.63
1.85
12.96
114.46
2010
28.24
15.35
43.59
4.52
1.90
1.20
22.56
73.77
2018
17.05
13.27
30.32
4.06
2.03
1.97
19.77
58.15
Percent
of total,
2018
29.3%
22.8%
52.1%
7.0%
3.5%
3.4%
34.0%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/air-pollutant-emissions-trends-data.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
a
The sums of subcategories may not equal total due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–4
Though gasoline-powered light vehicles continue to be responsible for the majority of carbon monoxide emissions
from highway vehicles, the total pollution from light vehicles in 2005 is less than a fifth of what it was in 1970.
This is despite the fact that there were many more light vehicles on the road in 2005. Between 2005 and 2011 the
Environmental Protection Agency updated their source from the MOBILE 6.2 emissions model to the MOVES
emission model. MOVES results typically show higher emissions, especially for heavy trucks. The 2014 data are
the latest available.
Table 13.3
Emissions of Carbon Monoxide from Highway Vehicles, 1970–2014a
(million short tons)
Source category
1970
1980
Light vehicles &
motorcycles
1990
2000
2005
Gasoline powered
119.14
98.21
67.24
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal gasoline vehicles
22.27
141.41
21.27
162.68
28.83
127.04
15.35
142.39
Light vehicles
0.01
0.03
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal diesel vehicles
0.06
0.07
0.49
0.56
0.05
0.08
1.36
1.43
0.03
0.07
1.81
1.87
163.23
143.83
0.3%
1.0%
Highway vehicle total
Percent diesel
36.40
32.23
27.04
99.47
63.44
8.92
3.42
108.39
66.86
Diesel powered
0.04
0.01
2011b
2014b
Percent of
total,
2014
24.19
c
c
c
21.19
45.38
1.97
47.35
c
c
c
25.34
0.86
26.20
20.03
0.90
20.93
91.7%
4.1%
95.8%
0.01
c
c
c
c
0.01
0.02
0.85
0.87
c
c
0.38
0.77
1.15
0.24
0.67
0.91
1.1%
3.1%
4.2%
110.26
0.01
0.02
1.19
1.20
Total
68.06
48.22
27.36
21.84
100.0%
1.7%
1.8%
1.8%
4.2%
4.2%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/national-emissions-inventory-nei.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
The sums of subcategories may not equal total due to rounding.
These data are not directly comparable to the older data due to the change in source from the MOBILE
emissions model to the MOVES emissions model.
c
Data are not available.
d
Less than 8,500 pounds.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–5
The transportation sector accounted for almost 58% of the nation’s nitrogen oxide (NOx) emissions in 2018, with
the majority coming from highway vehicles. For details on the highway emissions of NOx, see Table 13.5.
Table 13.4
Total National Emissions of Nitrogen Oxides, 1970–2018a
(million short tons)
Source category
Highway vehicles
Other off-highway
Transportation total
Stationary fuel combustion total
Industrial processes total
Waste disposal and recycling total
Miscellaneous total
Total of all sources
1970
12.62
2.65
15.27
10.06
0.78
0.44
0.33
26.88
1980
11.49
3.35
14.84
11.32
0.56
0.11
0.25
27.08
1990
9.59
3.78
13.37
10.89
0.80
0.09
0.37
25.52
2000
8.39
4.17
12.56
8.82
0.81
0.13
0.28
22.60
2010
5.70
3.32
9.02
4.33
1.12
0.09
0.29
14.85
2018
3.30
2.65
5.95
2.80
1.17
0.11
0.29
10.33
Percent
of total,
2018
32.0%
25.7%
57.6%
27.1%
11.3%
1.1%
2.9%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/air-pollutant-emissions-trends-data.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
a
The sums of subcategories may not equal total due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–6
Diesel-powered vehicles were responsible for nearly one-half (49%) of highway vehicle nitrogen oxide emissions
in 2014, while light gasoline vehicles were responsible for the rest. Between 2005 and 2011 the Environmental
Protection Agency updated their source from the MOBILE 6.2 emissions model to the MOVES emission model.
MOVES results typically show higher emissions, especially for heavy trucks. The 2014 data are the latest available.
Table 13.5
Emissions of Nitrogen Oxides from Highway Vehicles, 1970–2014a
(million short tons)
Source category
1970
1980
Light vehicles &
motorcycles
1990
2000
2005
Gasoline powered
8.54
6.63
4.26
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal gasoline vehicles
1.54
10.08
0.72
10.81
1.58
8.21
0.62
8.83
1.50
5.76
0.57
6.33
Light vehicles
0.00
0.03
2.31
1.44
3.75
0.45
4.20
Diesel powered
0.04
0.01
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal diesel vehicles
0.07
0.07
1.76
1.83
0.05
0.08
2.59
2.66
0.02
0.06
3.19
3.26
Highway vehicle total
Percent diesel
12.64
14.5%
11.49
23.1%
9.59
34.0%
0.01
0.02
4.18
4.19
Total
8.39
49.9%
2011b
2014b
Percent of
total,
2014
1.63
c
c
c
1.56
3.19
0.38
3.57
c
c
c
3.09
0.09
3.18
2.29
0.09
2.38
49.1%
1.9%
51.0%
c
c
c
c
0.00
0.01
0.01
2.81
2.82
c
c
0.13
2.56
2.69
0.11
2.17
2.28
2.4%
46.6%
49.0%
6.39
44.1%
5.87
45.8%
4.67
49.0%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/national-emissions-inventory-nei.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
The sums of subcategories may not equal total due to rounding.
These data are not directly comparable to the older data due to the change in source from the MOBILE
emissions model to the MOVES emissions model.
c
Data are not available.
d
Less than 8,500 pounds.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–7
The transportation sector accounted for about 20% of the nation’s volatile organic compound (VOC) emissions in
2018, with the majority coming from highway vehicles. For details on the highway emissions of VOC, see Table
13.7.
Table 13.6
Total National Emissions of Volatile Organic Compounds, 1970–2018a
(million short tons)
Source category
Highway vehicles
Off-highway
Transportation total
Stationary fuel combustion total
Industrial processes total
Waste disposal and recycling total
Miscellaneous total
Total of all sources
1970
16.91
1.62
18.53
0.72
12.33
1.98
1.10
34.66
1980
13.87
2.19
16.06
1.05
12.10
0.76
1.13
31.10
1990
9.39
2.66
12.05
1.01
9.01
0.99
1.06
24.12
2000
5.33
2.64
7.97
1.18
7.21
0.42
0.73
17.51
2010
2.77
2.30
5.06
0.60
6.96
0.15
5.06
17.84
2018
1.61
1.62
3.23
0.52
7.32
0.23
4.67
15.97
Percent
of total,
2018
10.1%
10.2%
20.2%
3.3%
45.8%
1.5%
29.2%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/air-pollutant-emissions-trends-data.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
The sum of subcategories may not equal total due to rounding. The EPA's definition of volatile organic
compounds excludes methane, ethane, and certain other nonphotochemically reactive organic compounds.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–8
Gasoline-powered vehicles are responsible for over 90% of highway vehicle emissions of volatile organic
compounds. VOC emissions from highway vehicles in 2014 were less than one-quarter of the 1990 level. Between
2005 and 2011 the Environmental Protection Agency updated their source from the MOBILE 6.2 emissions model
to the MOVES emission model. MOVES results typically show higher emissions, especially for heavy trucks. The
2014 data are the latest available.
Table 13.7
Emissions of Volatile Organic Compounds from Highway Vehicles, 1970–2014a
(thousand short tons)
Source category
1970
1980
Light vehicles & motorcycles
11,996
9,304
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal gasoline vehicles
2,776
14,772
1,679
16,451
2,864
12,168
1,198
13,366
8
16
41
49
411
460
28
44
459
503
Light vehicles
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal diesel vehicles
Highway vehicle total
Percent diesel
16,911
2.7%
13,869
3.6%
1990
2000
Gasoline powered
5,690
2,903
2,617
1,929
8,307
4,832
633
256
8,940
5,088
Diesel powered
18
3
15
33
415
448
4
7
230
238
Total
9,388
5,326
4.8%
4.5%
2005
2011b
2014b
Percent
of total,
2014
2,111
c
c
c
1,629
3,740
171
3,911
c
c
c
1,811
41
1,853
88.2%
2.0%
90.3%
2,345
40
2,386
2
c
c
c
6
8
159
167
c
c
c
4,078
4.1%
43
213
256
2,642
9.7%
26
174
200
1.3%
8.4%
9.7%
2,053
9.7%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/national-emissions-inventory-nei.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
The sums of subcategories may not equal total due to rounding.
These data are not directly comparable to the older data due to the change in source from the MOBILE
emissions model to the MOVES emissions model.
c
Data are not available.
d
Less than 8,500 pounds.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–9
The transportation sector accounted for less than 3% of the nation’s particulate matter (PM-10) emissions in 2018.
For details on the highway emissions of PM-10, see Table 13.9.
Table 13.8
Total National Emissions of Particulate Matter (PM-10), 1970–2018a
(million short tons)
Source category
Highway vehicles
Off-highway
Transportation total
Stationary fuel combustion total
Industrial processes total
Waste disposal and recycling total
Miscellaneous total
1970
0.48
0.16
0.64
2.87
7.67
1.00
0.84
1980
0.43
0.26
0.69
2.45
2.75
0.27
0.85
1990
0.39
0.33
0.72
1.20
1.04
0.27
24.54
2000
0.23
0.32
0.55
1.47
0.71
0.36
20.65
2010
0.28
0.23
0.51
0.98
1.05
0.21
18.08
2018
0.25
0.18
0.43
0.87
0.83
0.28
15.71
Percent of
total, 2018
1.4%
1.0%
2.4%
4.8%
4.6%
1.5%
86.7%
Total of all sources
13.02
7.01
27.75
23.75
20.82
18.12
100.0%
Note: Because PM-10 is fine particulate matter less than 10 microns, it also includes PM-2.5. Specific data for PM2.5 are shown on Tables 13.10 and 13.11.
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/air-pollutant-emissions-trends-data.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
Fine particulate matter less than 10 microns. The sums of subcategories may not equal total due to
rounding.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–10
In 2014, diesel-powered vehicles were responsible for 45% of highway vehicle emissions of particulate matter (PM10); in 1990 diesels were responsible for 73.4%. Between 2005 and 2011 the Environmental Protection Agency
updated their source from the MOBILE 6.2 emissions model to the MOVES emission model. MOVES results
typically show higher emissions, especially for heavy trucks. The 2014 data are the latest available.
Table 13.9
Emissions of Particulate Matter (PM-10) from Highway Vehicles, 1970–2014a
(thousand short tons)
1970
1980
1990
Light vehicles &
motorcycles
249
141
56
51
46
c
c
c
74
49
31
31
35
c
c
c
323
44
367
190
30
220
87
17
104
82
10
92
81
8
89
199
3
203
166
5
171
53.5%
1.5%
55.0%
2
9
11
1
c
c
c
19
21
92
113
12
21
191
212
5
16
268
284
1
2
92
94
c
c
c
10
159
168
7
133
140
2.2%
42.8%
45.0%
480
23.5%
432
49.1%
387
73.4%
183
51.4%
371
45.3%
311
45.0%
100.0%
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal gasoline vehicles
Light vehicles
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal diesel vehicles
Highway vehicle total
Percent diesel
2000
2005
Gasoline powered
Diesel powered
1
1
2
135
137
Total
230
59.6%
2011b
Percent of
total, 2014
Source category
2014b
Note: Because PM-10 is fine particulate matter less than 10 microns, it also includes PM-2.5. Specific data for PM2.5 are shown on Tables 13.10 and 13.11.
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/national-emissions-inventory-nei.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
The sums of subcategories may not equal total due to rounding.
These data are not directly comparable to the older data due to the change in source from the MOBILE
emissions model to the MOVES emissions model.
c
Data are not available.
d
Less than 8,500 pounds.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–11
The transportation sector accounted for about 5% of the nation’s particulate matter (PM-2.5) emissions in 2018.
For details on the highway emissions of PM-2.5, see Table 13.11.
Table 13.10
Total National Emissions of Particulate Matter (PM-2.5), 1990–2018a
(million short tons)
Source category
Highway vehicles
Off-highway
Transportation total
Stationary fuel combustion total
Industrial processes total
Waste disposal and recycling total
Miscellaneous total
Total of all sources
1990
0.32
0.30
0.62
0.91
0.56
0.23
5.23
7.56
1995
0.25
0.31
0.56
0.90
0.50
0.25
4.73
6.93
2000
0.17
0.30
0.47
1.29
0.50
0.33
4.69
7.29
2005
0.31
0.29
0.60
1.13
0.53
0.27
3.07
5.59
2010
0.20
0.21
0.41
0.84
0.40
0.18
4.11
5.96
2018
0.10
0.17
0.27
0.75
0.37
0.23
3.69
5.31
Percent
of total,
2018
1.9%
3.3%
5.1%
14.1%
7.0%
4.3%
69.4%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/air-pollutant-emissions-trends-data.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
a
The sums of subcategories may not equal total due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–12
Diesel vehicles are responsible for the majority of highway vehicle PM-2.5 emissions. Nearly two-thirds of the
highway vehicles’ PM-2.5 emissions are from heavy diesel trucks. Between 2005 and 2011 the Environmental
Protection Agency updated their source from the MOBILE 6.2 emissions model to the MOVES emission model.
MOVES results typically show higher emissions, especially for heavy trucks. The 2014 data are the latest available.
Table 13.11
Emissions of Particulate Matter (PM-2.5) from Highway Vehicles, 1990–2014a
(thousand short tons)
Source category
Light vehicles & motorcycles
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal gasoline vehicles
Light vehicles
Light trucksd
Subtotal light vehicles
Heavy vehicles
Subtotal diesel vehicles
Highway vehicle total
Percent diesel
1990
1995
35
21
56
11
67
30
20
50
9
59
9
4
13
243
256
4
2
6
179
185
323
79.3%
244
75.8%
2000
2005
2011b
Gasoline powered
c
27
23
c
18
18
45
41
68
7
6
2
52
47
70
Diesel powered
c
1
1
c
1
1
2
2
6
119
79
120
121
81
126
Total
173
128
196
69.9%
63.3%
64.6%
2014b
Percent
of total,
2014
c
c
c
c
59
2
61
37.2%
1.1%
38.3%
c
c
c
c
4
93
97
2.8%
58.9%
61.7%
159
61.7%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/national-emissions-inventory-nei.
(Additional
resources:
www.epa.gov/air-emissions-inventories/national-emissions-inventory)
The sums of subcategories may not equal total due to rounding.
These data are not directly comparable to the older data due to the change in source from the MOBILE
emissions model to the MOVES emissions model. The 2011 data include condensable plus filterable PM-2.5.
c
Data are not available.
d
Less than 8,500 pounds.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–13
The transportation sector accounted for less than 4% of the nation’s sulfur dioxide (SO2) emissions in 2018, with
off-highway vehicles responsible for most of the emissions. Stationary fuel combustion (e.g. electricity generation)
was responsible for about 72% of all SO2 emissions in 2018.
Table 13.12
Total National Emissions of Sulfur Dioxide, 1970–2018a
(million short tons)
Source category
Highway vehicles
Other off-highway
Transportation total
Stationary fuel combustion total
Industrial processes total
Waste disposal and recycling total
Miscellaneous total
Total of all sources
1970
0.27
0.28
0.55
23.46
7.10
0.01
0.11
31.22
1980
0.39
0.32
0.72
21.39
3.81
0.03
0.01
25.93
1990
0.50
0.37
0.87
20.21
1.90
0.04
0.01
23.08
2000
0.26
0.44
0.70
14.16
1.42
0.03
0.07
16.35
2010
0.04
0.12
0.16
6.75
0.68
0.02
0.16
7.73
2018
0.03
0.07
0.10
1.96
0.50
0.03
0.15
2.74
Percent
of total,
2018
1.0%
2.5%
3.5%
71.5%
18.4%
1.2%
5.5%
100.0%
Source:
U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website
www.epa.gov/air-emissions-inventories/air-pollutant-emissions-trends-data.
(Additional resources: www.epa.gov/air-emissions-inventories/national-emissions-inventory)
a
The sums of subcategories may not equal total due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–14
EMISSION STANDARDS
The U.S. Environmental Protection Agency (EPA) regulates emissions from mobile sources
including vehicles, engines, and motorized equipment that produce exhaust and evaporative emissions.
Mobile sources contribute to four main air pollutants: carbon monoxide, hydrocarbons, nitrogen oxides,
and particulate matter. The EPA not only sets standards for the vehicles, engines, and equipment, but also
the fuels that they use. Tables 12.13 through Table 12.30 contain summaries of the current standards.
Acronyms Used on Tables 12.13 through Table 12.30
ABT
ATV
bhp
CFR
CI
CO
DE
EPA
FEL
FTP
g
g/kN
g/kW-hr
g/mi
GPA
GVW
HC
HCHO
HLDT
Hp-hr
ICAO
kN
kW
kW-hr
LDT
LDV
LEV
Averaging, banking, and credit trading program
All-terrain vehicle
Brake horsepower-hour
Code of Federal Regulations
Compression-ignition
Carbon Monoxide
Diesel engine
Environmental Protection Agency
Family emission limit
Federal test procedure
Gram
Grams per kilonewton
Grams per kilowatt-hour
Grams per mile
Geographic Phase-in Area
Gross vehicle weight
Hydrocarbons
Formaldehyde
Heavy light-duty truck
Horsepower-hour
International Civil Aviation Organization
Kilonewton
Kilowatt
Kilowatt-hour
Light-duty truck
Light-duty vehicle
Low-emission vehicle
LLDT
LPG
LVW
MDPV
MDV
MY
NMHC
NMOG
NR
NRLM
NOx
NTE
OEM
PM
ppm
PWC
rO
rPR
SI
SULEV
THC
THCE
ULEV
ULSD
ZEV
Light light-duty truck
Liquefied petroleum gas
Loaded vehicle weight
Medium-duty passenger vehicle
(8,500-10,000 lbs. GVWR)
Medium-duty vehicle
Model year
Non-methane hydrocarbon
Non-methane organic gases
Nonroad
Nonroad, locomotive and marine
Nitrogen oxides
Not-to-exceed
Original equipment manufacturer
Particulate matter
Parts per million
Personal watercraft
Rated output
Rated pressure ratio
Spark-ignition
Super-ultra-low-emission vehicle
Total hydrocarbons
Total hydrocarbon equivalent
Ultra-low-emission vehicle
Ultra-low sulfur diesel
Zero-emission vehicle
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–15
The Environmental Protection Agency issued final Tier 3 emission standards in 2014. The combined emissions of
non-methane organic gases (NMOG) and nitrogen oxides (NOx) that new gasoline engines are allowed to produce
from model years 2017 to 2025 are regulated in these new standards. These standards apply to a corporate
average, meaning that some vehicles produced in those model years will emit more than the standard, while others
will emit less, so long as the average for each Original Equipment Manufacturer (OEM) product offerings meets
the standard.
Table 13.13
Tier 3 Non-Methane Organic Gases and Nitrogen Oxide Standards
(milligrams per mile)
Model Year
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025 and later
Light-duty
vehicles and
LDT1
LDT2, 3, 4, and
medium-duty
passenger vehicles
a
86
79
72
65
58
51
44
37
30
a
101
92
83
74
65
56
47
38
30
Class 2b trucks
333b
310b
278
253
228
203
178
178
178
178
Class 3 trucks
548b
508b
451
400
349
298
247
247
247
247
Notes: Standards are for the Federal Test Procedure. Different standards apply for the Supplemental Federal Test
Procedure. For vehicles over 6,000 lbs. gross vehicle weight rating (GVWR), the standards apply beginning in MY
2018.
LDT1 = Light trucks less than 6,000 lbs. GVWR and less than 3,750 lbs. loaded vehicle weight (LVW).
LDT2, 3, 4 = Light trucks less than 8,500 lbs. GVWR and more than 3,750 lbs. LVW.
Class 2b trucks = trucks 8,501-10,000 lbs. GVWR.
Class 3 trucks = trucks 10,001-14,000 lbs. GVWR.
Source:
Federal Register Vol. 79, No. 81, Monday, April 28, 2014.
a
b
Not applicable.
Voluntary standard.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–16
Table 13.14
Tier 3 Particulate Matter Emission Standards for Light Gasoline Vehicles, MY 2017 and Beyond
(milligrams per mile)
Model Year
2017
2018
2019
2020
2021
2022-on
Certification standard
(milligrams per mile)
3
3
3
3
3
3
In-use standard
(milligrams per mile)
6
6
6
6
6
3
Phase-in (percent of
U.S. sales)
20a
20
40
70
100
100
Note: Standards are for the Federal Test Procedure. The standards apply to all light-duty vehicles, light-duty trucks,
and medium-duty passenger vehicles. For vehicles over 6,000 lbs. gross vehicle weight rating, the standards apply
beginning in MY 2018.
Source:
Federal Register Vol. 79, No. 81, Monday, April 28, 2014.
Table 13.15
Tier 3 Evaporative Emission Standards
(grams per test)
Vehicle class
Light-duty vehicles and LDT1
LDT2
LDT3, LT4, and medium-duty passenger vehicles
Heavy-duty gasoline vehicles
Highest hot soak + diurnal level
(over both 2-day and 3-day diurnal tests)
0.3
0.4
0.5
0.6
Note: LDT1 = Light trucks less than 6,000 lbs. gross vehicle weight rating (GVWR) and less than 3,750 lbs. loaded
vehicle weight (LVW).
LDT2 = Light trucks less than 6,000 lbs. GVWR and less than 3,750 lbs. LVW.
LDT3, 4 = Light trucks less than 8,500 lbs. GVWR and more than 3,750 lbs. LVW.
Heavy-duty gasoline vehicles = trucks over 10,000 lbs. GVWR.
Source:
Federal Register Vol. 79, No. 81, Monday, April 28, 2014.
Manufacturers comply with 20% of their light-duty truck fleet under 6,000 lbs. gross vehicle weight,
alternatively with 10% of their total light-duty vehicles, light-duty trucks and medium-duty passenger vehicle fleet.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–17
These exhaust emission standards were phased-in from 2004 to 2010.
Table 13.16
Light-Duty Vehicle, Light-Duty Truck, and Medium-Duty Passenger Vehicle – Tier 2 Exhaust
Emission Standards
Standard
Federal
Emission limits at 50,000 miles
NOx NMOG
CO
PM
HCHO
(g/mi) (g/mi) (g/mi) (g/mi) (g/mi)
Emission limits at full useful life
(120,000 miles)a
NOx NMOG
CO
PM
HCHO
(g/mi) (g/mi) (g/mi) (g/mi) (g/mi)
Bin 1
-
-
-
-
-
0
0
0
0
0
Bin 2
-
-
-
-
-
0.02
0.01
2.1
0.01
0.004
Bin 3
-
-
-
-
-
0.03
0.055
2.1
0.01
0.011
Bin 4
-
-
-
-
-
0.04
0.07
2.1
0.01
0.011
Bin 5
0.05
0.075
3.4
-
0.015
0.07
0.09
4.2
0.01
0.018
Bin 6
0.08
0.075
3.4
-
0.015
0.1
0.09
4.2
0.01
0.018
Bin 7
0.11
0.075
3.4
-
0.015
0.15
0.09
4.2
0.02
0.018
Bin 8
0.14
0.100 /
0.125c
3.4
-
0.015
0.2
0.125 /
0.156
4.2
0.02
0.018
Bin 9b
0.2
0.075 /
0.140
3.4
-
0.015
0.3
0.090 /
0.180
4.2
0.06
0.018
Bin 10b
0.4
0.125 /
0.160
3.4 /
4.4
-
0.015 /
0.018
0.6
0.156 /
0.230
4.2 /
6.4
0.08
0.018 /
0.027
Bin 11b
0.6
0.195
5
-
0.022
0.9
0.28
7.3
0.12
0.032
Note: Tests Covered: Federal Test Procedure (FTP), cold carbon monoxide, highway, and idle. Definitions of
acronyms are on page 12-14.
Source:
40 CR 86 Subpart S. (Additional resources: www.epa.gov/emission-standards-reference-guide/light-duty-vehiclesand-trucks-emission-standards)
a
In lieu of intermediate useful life standards (50,000 miles) or to gain additional nitrogen oxides credit,
manufacturers may optionally certify to the Tier 2 exhaust emission standards with a useful life of 150,000 miles.
b
Bins 9-11 expired in 2006 for light-duty vehicles and light light-duty trucks and 2008 for heavy light-duty
trucks and medium-duty passenger vehicles.
c
Pollutants with two numbers have a separate certification standard (1st number) and in-use standard (2nd
number).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–18
Table 13.17
Light-Duty Vehicle, Light-Duty Truck, and Medium-Duty Passenger Vehicle – Tier 2 Evaporative
Emission Standards
Federal
Vehicle type
LDV/LLDTsa
HLDTsb
MDPVsa, b
LDVa
LLDTa
HLDTb
MDPVa, b
Model
year
2004
2004
2004
2009
2009
2010
2010
3 Day diurnal
+ hot soak
(g/test)
0.95
1.20
1.40
0.50
0.65
0.90
1.00
Supplemental
2 day diurnal
+ hot soak
(g/test)
1.20
1.50
1.75
0.65
0.85
1.15
1.25
Running
loss
(g/mi)
0.05
0.05
0.05
0.05
0.05
0.05
0.05
Note: Multi-fuel vehicle phase-in applies. Definitions of acronyms are on page 12-14.
Source:
40 CR 86 Subpart S. (Additional resources: www.epa.gov/emission-standards-reference-guide/light-duty-vehiclesand-trucks-emission-standards)
For liquefied petroleum gas-fueled light-duty vehicles (LDV), light-duty trucks (LDT), and medium-duty
passenger vehicles (MDPV): 0.15 grams hydrocarbon per gallon (0.04 grams per liter) of fuel dispensed.
b
Refueling standards for heavy light-duty trucks (HLDT) are subject to phase-in requirements. MDPVs must
also comply with the phase-in requirement and must be grouped with HLDTs to determine phase-in compliance.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–19
Table 13.18
Heavy-Duty Highway Compression-Ignition Engines and Urban Buses – Exhaust
Emission Standards
HC
(g/bhphr)
NMHC
(g/bhphr)
NMHC + NOx
(g/bhphr)
NOx
(g/bhphr)
PM
(g/bhphr)
CO
(g/bhphr)
Idle CO
(percent
Exhaust
gas flow)
Smokea
(percentage)
Useful life
(hours/years/miles)
1974-78
-
-
16
-
-
40
-
20 / 15 / 50
-
1979-84
1.5
-
10
-
-
25
-
20 / 15 / 50
-
1985-87
1.3
-
-
10.7
-
15.5
-
20 / 15 / 50
MHDDE: - / 8 / 185,000
1988-89
1.3d
-
-
10.7
0.6
15.5
0.5c
20 / 15 / 50
1990
1.3d
-
-
6.0
0.6
15.5
0.5c
20 / 15 / 50
1991-93
1.3
-
-
5.0 [ABT]
15.5
0.5c
20 / 15 / 50
MHDDE: - / 8 / 185,000
15.5
c
20 / 15 / 50
1994+ urban buses for PM
only:
Year
LHDDE: - / 8 / 110,000
HHDDE: - / 8 / 290,000
1994-97
1.3
-
-
5.0 [ABT]
0.25 [ABT]
0.10e
0.1 [ABT]
0.07f,0.05g
0.5
1990-97 and 1998+ for
HC, CO, and PM:
LHDDE: - / 8 / 110,000
HHDDE: - / 8 / 290,000
LHDDE: - / 10 / 110,000
Federalb
1998+ for NOx:
1998-2003
1.3
-
-
4.0 [ABT]
2004-2006h
-
-
2.4 (or 2.5
with a limit of
0.5 on
NMHC)o
[ABTi,j]
-
2.4 (or 2.5
with a limit of
0.5 on NMHC)
[ABT]
0.2o
2007+h,k,l,m,n
-
0.14o
0.1 [ABT]
0.05g
0.1
0.05g
LHDDE: - / 10 / 110,000
15.5
0.5c
20 / 15 / 50
15.5
0.5
20 / 15 / 50
MHDDE: - / 10 / 185,000
HHDDE: - / 10 / 290,000
For all pollutants:p
LHDDE: - / 10 / 110,000
MHDDE: - / 10 / 185,000
0.01
15.5
0.5
20 / 15 / 50
HHDDE: 22,000 / 10 /
435,000
Note: The test procedures are the EPA Transient Test Procedure and the EPA Smoke Test Procedure. Definitions
of acronyms are on page 12-14.
Sources:
40 CFR 86.099-11 Emission standards for 1999 and later model year diesel heavy-duty engines and vehicles.
40 CFR 86.004-11 Emission standards for 2004 and later model year diesel heavy-duty engines and vehicles.
40 CFR 86.007-11 Emission standards and supplemental requirements for 2007 and later model year diesel heavyduty engines and vehicles. (Additional resources: www.epa.gov/emission-standards-reference-guide/lightduty-vehicles-and-trucks-emission-standards)
Percentages apply to smoke opacity at acceleration/lug/peak modes.
Standards for 1990 apply only to diesel-fueled heavy-duty engines (HDE). Standards for 1991+ apply to both
diesel- and methanol-fueled HDEs. Standards that apply to urban buses specifically are footnoted.
c
This standard applies to the following fueled engines for the following model years: methanol - 1990+, natural
gas and liquefied petroleum gas (LPG) - 1994+.
d
For petroleum-fueled engines, the standard is for hydrocarbons (HC). For methanol-fueled engines, the
standard is for total hydrocarbon equivalent (THCE).
e
Certification standard for urban buses for 1993.
f
Certification standard for urban buses from 1994-95.
g
Certification standard for urban buses from 1996 and later. The in-use standard is 0.07.
h
Load Response Test certification data submittal requirements take effect for heavy-duty diesel engines
beginning in model year 2004. The following requirements take effect with the 2007 model year: steady-state test
requirement and Not-to-Exceed (NTE) test procedures for testing of in-use engines. On-board diagnostic requirements
applicable to heavy-duty diesel vehicles and engines up to 14,000 pounds gross vehicle weight rating (GVWR) phase
in from the 2005 through 2007 model years.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–20
Table 13.18 (continued)
Heavy-Duty Highway Compression-Ignition Engines and Urban Buses – Exhaust
Emission Standards
The modified averaging, banking, and trading program for 1998 and later model year engines applies only to
diesel cycle engines. Credits generated under the modified program may be used only in 2004 and later model years.
j
For heavy-duty diesel engines, there are three options to the measurement procedures currently in place for
alternative fueled engines: (1) use a THC measurement in place of an non-methane hydrocarbon (NMHC)
measurement; (2) use a measurement procedure specified by the manufacturer with prior approval of the
Administrator; or (3) subtract two percent from the measured THC value to obtain an NMHC value. The methodology
must be specified at time of certification and will remain the same for the engine family throughout the engines' useful
life. For natural gas vehicles, EPA allows the option of measuring NMHC through direct quantification of individual
species by gas chromatography.
k
Starting in 2006, refiners must begin producing highway diesel fuel that meets a maximum sulfur standard of
15 parts per million (ppm).
l
Subject to a Supplemental Emission Test (1.0 x Federal Test Procedure [FTP] standard (or Family Emission
Limit [FEL]) for nitrogen oxides [NOx], NMHC, and particulate matter [PM]) and a NTE test (1.5 x FTP standard [or
FEL] for NOx, NMHC, and PM).
m
EPA adopted the lab-testing and field-testing specifications in 40 CFR Part 1065 for heavy-duty highway
engines, including both diesel and Otto-cycle engines. These procedures replace those previously published in 40
Code of Federal Regulations (CFR) Part 86, Subpart N. Any new testing for 2010 and later model years must be done
using the 40 CFR Part 1065 procedures.
n
Two-phase in-use NTE testing program for heavy-duty diesel vehicles. The program begins with the 2007
model year for gaseous pollutants and 2008 for PM. The requirements apply to diesel engines certified for use in
heavy-duty vehicles (including buses) with GVWRs greater than 8,500 pounds. However, the requirements do not
apply to any heavy-duty diesel vehicle that was certified using a chassis dynamometer, including medium-duty
passenger vehicles with GVWRs of between 8,500 and 10,000 pounds.
o
NOx and NMHC standards will be phased in together between 2007 and 2010. The phase-in will be on a
percent-of-sales basis: 50 percent from 2007 to 2009 and 100 percent in 2010.
p
Note that for an individual engine, if the useful life hours interval is reached before the engine reaches 10
years or 100,000 miles, the useful life shall become 10 years or 100,000 miles, whichever occurs first, as required
under Clean Air Act section 202(d).
i
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–21
Table 13.19
Heavy-Duty Highway Spark-Ignition Engines – Exhaust Emission Standards
Engine or
vehicle
Gross
vehicle
weight
(lbs)
HCa
(g/bhp-hr)
NMHCb
(g/bhphr)
NOx
(g/bhp-hr)
NOx +
NMHCc
(g/bhp-hr)
PM
(g/bhphr)
CO
(g/bhp-hr)
Idle CO
(% exhaust
gas flow)
Formaldehyde
(g/mile)
Prior to
Control
-
12.7
-
-
6.86
-
155
-
-
1970-73
-
275 ppm
-
-
-
-
1.50%
-
-
1974-78
-
-
-
16
-
-
40
-
-
1979-84
-
1.5
-
10
-
-
25
-
-
1985-86
-
1.9
-
-
10.6
-
37.1
-
-
≤ 14,000
1.1
-
-
10.6
-
14.4
> 14,000
1.9
-
-
10.6
-
37.1
≤ 14,000
1.1
-
-
6.0
-
14.4
-
-
> 14,000
1.9
-
-
6.0
-
37.1
-
-
≤ 14,000
1.1
-
-
6.0
-
14.4
-
> 14,000
1.9
-
-
6.0
-
37.1
-
≤ 14,000
g
1.1
-
-
5.0
-
14.4
-
> 14,000
1.9h
-
-
5.0
-
37.1
-
≤ 14,000
1.1g
-
-
-
14.4
-
> 14,000
1.9
-
-
-
37.1
-
≤ 14,000
1.1
g
-
-
-
14.4
> 14,000
1.9h
-
-
-
37.1
All
-
0.14
0.2
-
0.01
14.4
8,500 10,000
-
0.280m
-
0.9
-
7.3
-
10,000 14,000
-
0.330m
-
1.0
-
8.1
-
8,500 10,000
-
0.195o
-
0.2
0.02
7.3
0.032
10,000 14,000
-
0.230o
-
0.4
0.02
8.1
0.04
Year
1987
Heavy
duty
enginesd
1988-90
1990e
Federal
1991-97f
19982004f
20052007f
2008+
20052007
Complete
heavy-duty
vehiclesn, q
2008+p
h
1.0l
4.0i
0.5
Useful life
(years /
miles)
5 / 50,000
-
8 / 110,000k
0.5j
-
10 / 110,000
11 / 110,000
Note: Definitions of acronyms are on page 12-14.
Sources:
40 CFR 86.1816-05, 86.1816-08 Emission standards for complete heavy-duty vehicles
40 CFR 86.1806-01, 86.1806-04, 86.1806-05 Onboard diagnostics requirements
40 CFR 86.1817-05, 86.1817-08 Complete heavy-duty vehicle averaging, banking, and trading program
40 CFR 86.091-10 Heavy-duty engine averaging, banking, and trading program for 1991 and later - Not available in
the e-CFR
40 CFR Part 86 Subpart B Vehicle test procedures (Additional resources: www.epa.gov/emission-standardsreference-guide/light-duty-vehicles-and-trucks-emission-standards)
For methanol-fueled engines, the standard is for total hydrocarbon equivalent (THCE).
For methanol and alcohol fueled vehicles the standard is for non-methane hydrocarbon equivalent (NMHCE).
c
For methanol fueled engines the standard is for nitrogen oxides (NOx) plus NMHCE.
d
Standards for heavy-duty engines are expressed in grams per brake horsepower-hour (g/bhp-hr). Starting with
the 1998 model year, crankcase emissions are not allowed.
e
Standards for 1990 apply to gasoline and methanol-fueled engines.
f
Standards for 1991 and later apply to gasoline and methanol engines and are optional for natural gas and
Liquefied Petroleum Gas-fueled engines through the 1996 model year.
g
For natural gas fueled engines the standard is 0.9 g/bhp-hr non-methane hydrocarbon (NMHC).
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–22
Table 13.19 (continued)
Heavy-Duty Highway Spark-Ignition Engines – Exhaust Emission Standards
For natural gas fueled engines the standard is 1.7 g/bhp-hr NMHC.
The NOx standard is 5.0 for all natural gas-fueled engines.
j
This standard applies to the following engines utilizing aftertreatment technology (except for methanol) for
the following model years: gasoline/1990+; natural gas and LPG/1991+; methanol/1990+. Starting in 2005, engines
certified to on-board diagnostics requirements are not required to meet the idle carbon monoxide (CO) standard.
k
Useful life is expressed in years or miles, whichever comes first. Useful life for the 1998 and later NOx
standard and for all 2004 standards is 10 years or 110,000 miles, whichever comes first.
l
Manufacturers can choose this standard or one of the following options: (1) a standard of 1.5 g/bhp-hr
NMHC+NOX that applies to the 2004 through 2007 model years, with complete heavy-duty vehicle standards taking
effect in 2005; or (2) a standard of 1.5 g/bhp-hr NMHC + NOX that would apply to the 2003 through 2007 heavyduty engines and optionally to 2003 through 2006 complete heavy-duty vehicles.
m
Standard is expressed as non-methane organic gas, but compliance can optionally be shown using
measurement of NMHC or total hydrocarbon (THC).
n
Complete heavy-duty vehicles have the primary load-carrying container or device attached. Incomplete heavyduty vehicles are certified to heavy-duty engine standards. Standards for complete heavy-duty vehicles are expressed
in grams per mile (g/mi). Starting in 2005 (or 2003 or 2004 depending on the selected phase in option; see footnote
l), complete heavy-duty vehicles under 14,000 lbs gross vehicle weight are tested on chassis-based rather than enginebased procedures and must meet these complete heavy-duty vehicle standards.
o
Although expressed as NMHC, compliance can optionally be shown using measurement of NMOG or THC.
p
At least 50 percent of a manufacturer's sales must meet these standards in 2008, with 100 percent required in
2009.
q
Gross vehicle weight ranges are more accurately specified as follows: 8,500 ≤ GVW ≤ 10,000 and 10,000 <
GVW < 14,000.
h
i
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–23
Table 13.20
Heavy-Duty Highway Compression-Ignition and Spark-Ignition Engines – Evaporative
Emission Standards
Engine
type
Year
1991-95
SI
1996-2007
(Enhanced)f
2008+
(Enhanced)
Federal
1996-97
CI
1998+
(Enhanced)g
Gross vehicle
weight (lbs)
Conventional
diurnal + hot
soak (g/test)a
Three-diurnal
test sequence
(g/test)b
Supplemental
two-diurnal
test sequence
(g/test)c
Running
loss
(g/mi)c
Spitback
(g/test)c
≤ 14,000
3.0
-
-
-
-
> 14,000e
4.0
-
-
-
-
≤ 14,000
-
3.0
3.5
1.0
> 14,000e
-
4.0
4.5
-
8500-14,000
-
1.4
1.75
> 14,000e
-
1.9
2.3
≤ 14,000
-
3.0
-
-
-
> 14,000e
-
4.0
-
-
-
≤ 14,000
-
3.0
3.5
> 14,000e
-
4.0
4.5
0.05
1.0
-
0.05
1.0
Useful lifed
8 / 110,000
10 / 120,000
11 / 110,000
MHDDE: 8 / 185,000
HHDDE: 8 / 290,000
MHDDE: 8 / 185,000
HHDDE: 8 / 290,000
-
Note: Definitions of acronyms are on page 12-14.
Sources:
40 CFR 86.099-11 Emission standards for 1999 and later model year diesel heavy-duty engines and vehicles.
40 CFR 86.004-11 Emission standards for 2004 and later model year diesel heavy-duty engines and vehicles.
CFR 86.007-11 Emission standards and supplemental requirements for 2007 and later model year diesel heavy-duty
engines and vehicles. (Additional resources: www.epa.gov/emission-standards-reference-guide/light-dutyvehicles-and-trucks-emission-standards)
Applies to gasoline and methanol engines. Standard is hydrocarbon (HC) for gasoline engines, total
hydrocarbon equivalent (THCE) for methanol engines.
b
For spark-ignition (SI) engines, standard applies to gasoline, methanol, natural gas, and liquefied petroleum
gas engines. For compression-ignition (CI) engines, standard applies to methanol, natural gas, and liquefied petroleum
gas engines. Standard is THCE for methanol engines, HC for others.
c
For SI engines, standard applies to gasoline and methanol engines. For CI engines, standard applies to
methanol engines. Standard is THCE for methanol engines, HC for others.
d
Useful life is expressed in years or miles, whichever comes first.
e
Vehicles over 26,000 pounds gross vehicle weight may demonstrate compliance with an engineering design
evaluation in lieu of testing.
f
A new enhanced evaporative test procedure applies, which is considerably more stringent than the previous
test procedure despite the fact that the standard values do not change from prior years. Gasoline and methanol engines
are phased in at the following rates of a manufacturer's sales for the specified model year: 1996: 20 percent; 1997: 40
percent; 1998: 90 percent; 1999: 100 percent.
g
A new enhanced evaporative test procedure applies, which is considerably more stringent than the previous
test procedure despite the fact that the standard values do not change from prior years. Methanol-fueled vehicles are
phased in at a rate of 90 percent of a manufacturer's production in 1998 and 100 percent in 1999.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–24
The LEV III exhaust standards apply to new cars, light trucks, and medium vehicles, including fuel-flexible, bi-fuel,
and dual-fuel vehicles from model year 2015-on.
Table 13.21
California New Car, Light Truck and Medium Truck Emission Certification Standards,
Model Year 2015-On
Vehicle
emission
category
Vehicle type
Non-methane
organic gases
+ nitrogen
oxides (g/mi)
Carbon
monoxide
(g/mi)
Formaldehyde
(mg/mi)
Particulates
(g/mi)
All passenger cars;
LDTs 8,500 lbs. GVW or
less
LEV160
0.16
4.2
4
0.01
ULEV125
0.125
2.1
4
0.01
ULEV70
0.07
1.7
4
0.01
All MDPVs
ULEV50
0.05
1.7
4
0.01
SULEV30
0.03
1.0
4
0.01
SULEV20
0.02
1.0
4
0.01
LEV395
0.395
6.4
6
0.12
ULEV340
0.34
6.4
6
0.06
ULEV250
0.25
6.4
6
0.06
ULEV200
0.2
4.2
6
0.06
SULEV170
0.17
4.2
6
0.06
SULEV150
0.15
3.2
6
0.06
LEV630
0.63
7.3
6
0.12
ULEV570
0.57
7.3
6
0.06
ULEV400
0.4
7.3
6
0.06
ULEV270
0.27
4.2
6
0.06
SULEV230
0.23
4.2
6
0.06
SULEV200
0.2
3.7
6
0.06
Vehicles in this category
are tested at their loaded
vehicle weight
MDVs
8,501-10,000 lbs. GVW
Vehicles in this category
are tested at their adjusted
loaded vehicle weight
MDVs
10,000-14,000 lbs. GVW
Vehicles in this category
are tested at their adjusted
loaded vehicle weight
Note: Definitions of acronyms are on page 12-14. These standards would also apply to states that adopted
California emissions regulations.
Source:
California LEV III Regulations with amendments effective January 1, 2016,
www.arb.ca.gov/msprog/levprog/cleandoc/cleancomplete%201ev-ghg%20regs%201-16.pdf. (Additional
resources: www.arb.ca.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–25
These exhaust emission standards apply to commercial aircraft engines.
Table 13.22
Aircraft – Exhaust Emission Standards
Applicabilitya
HC (g/kN)
NOx
1974+
1976+
1978+
Pressure
ratio (PR)
-
T8
TF with rOc ≥ 129 kN
T3d
-
-
CO
(g/kN)
-
1983+
-
TF with rO < 26.7 kN
-
-
-
-
T3, T8, TF with rO ≥ 26.7
kN
19.6
-
-
-
TSS
140(.92)rPR
-
-
-
TSS with rO ≥ 26.7 kN
140(.92)rPR
-
-
-
TP with rO ≥ 1,000 kW
T3, T8, TF with rO > 26.7
kN
T3, T8, TF newly
certified with rO > 26.7
kN
T3, T8, TF newly
manufactured with rO >
26.7 kN
T3, T8, TF newly
certified with rO > 89 kN
T3, T8, TF newly
certified with 26.7 kN <
rO ≤ 89 kN
T3, T8, TF newly
certified with rO>89 kN
T3, T8, TF newly
certified with 26.7kN < r0
≤ 89kN
T3, T8, TF
-
-
-
19.6
40+2(rPR)
118
19.6
32+1.6(rPR)
118
83.6(rO)-0.274 NTE
max of SN=50
19.6
32+1.6(rPR)
118
83.6(rO)-0.274 NTE
max of SN=50
-
19+1.6(rPR)
-
-
-
37.572+1.6(rPR)0.2087(rO)
-
-
-
7+2.0(rPR)
-
-
-
-
-
-
Year
1984+
Federalb
1997+
2000+
-
PR ≤ 30
2005+
30 < PR <
62.5
PR ≤ 62.5
-
42.71+1.4286(rPR)0.4013(rO)+0.00642(rP
R)(rO)
32+1.6(rPR)
Smoke
30
83.6(rO)-0.274
25
83.6(rO)-0.274 NTE
max of SN=50
83.6(rO)-0.274 NTE
max of SN=50
83.6(rO)-0.274 NTE
max of SN=50
83.6(rO)-0.274 NTE
max of SN=50
187(rO)-0.168
83.6(rO)-0.274 NTE
max of SN=50
Note: The test procedures are the International Civil Aviation Organization (ICAO) Smoke Emission Test Procedure
and the ICAO Gaseous Emissions Test Procedure. There is no useful life or warranty period for purposes of
compliance with aircraft emissions standards. Definitions of acronyms are on page 12-14.
Source:
40 CFR Part 87, Aircraft emission standards, test procedures, certification requirements (Additional resources:
www.epa.gov/emission-standards-reference-guide/nonroad-engines-and-vehicles-emission-standards)
a
T8=all aircraft gas turbine engines of the JT8D model family
TF=all turbofan and turbojet aircraft engines except engines of Class T3, T8, and TSS
T3=all aircraft gas turbine engines of the JT3D model family
TSS=all aircraft gas turbine engines for aircraft operations at supersonic flight speeds
TP=all aircraft turboprop engines
b
Federal standards apply to planes operating in the United States, regardless of where they were manufactured.
c
Rated output (rO) is the maximum power/thrust available for takeoff.
d
T3 engines are no longer manufactured but are in the existing fleet.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–26
These standards apply to construction and agricultural equipment, such as excavators, paving equipment, tractors,
combines, bulldozers, and skidders.
Table 13.23
Nonroad Compression-Ignition Engines – Exhaust Emission Standards
Rated
power
(kW)
kW < 8
8 ≤ kW < 19
19 ≤ kW < 37
Tier
1
2
4
1
2
4
1
2
4
37 ≤ kW < 56
56 ≤ kW < 75
1
2
3e
4 (Option 1)f
4 (Option 2)f
4
1
2
3
4
Federal
75 ≤ kW < 130
1
2
3
4
130 ≤ kW <
225
1
2
3
4
225 ≤ kW <
450
1
2
3
4
450 ≤ kW <
560
1
2
3
4
560 ≤ kW <
900
1
2
4
Model
year
2000-2004
2005-2007
2008+
2000-2004
2005-2007
2008+
1999-2003
2004-2007
2008-2012
2013+
1998-2003
2004-2007
2008-2011
2008-2012
2012
2013+
1998-2003
2004-2007
2008-2011
2012-2103g
2014+h
1997-2002
2003-2006
2007-2011
2012-2013g
2014+
1996-2002
2003-2005
2006-2010
2011-2013g
2014+h
1996-2000
2001-2005
2006-2010
2011-2013g
2014+h
1996-2001
2002-2005
2006-2010
2011-2013g
2014+h
2000-2005
2006-2010
2011-2014
2015+h
NMHC
(g/kW
-hr)
--------------------0.19
----0.19
1.3i
---0.19
1.3i
---0.19
1.3i
---0.19
1.3i
-0.4
0.19
NMHC
+ NOx
(g/kW
-hr)
10.5
7.5
7.5
9.5
7.5
7.5
9.5
7.5
7.5
4.7
-7.5
4.7
4.7
4.7
4.7
-7.5
4.7
4.7
--6.6
4.0
4.0
--6.6
4.0
4.0
--6.4
4.0
4.0
--6.4
4.0
4.0
--6.4
---
NOx
(g/kW
-hr)
----------9.2
-----9.2
---0.4
9.2
---0.4
9.2
---0.4
9.2
---0.4
9.2
---0.4
9.2
-3.5
3.5j
PM
(g/kW
-hr)
1.0
0.80
0.40c
0.80
0.80
0.40
0.80
0.60
0.30
0.03
-0.40
0.40
0.30
0.03
0.03
-0.40
0.40
0.02
0.02
-0.3
0.3
0.02
0.02
0.54
0.20
0.20
0.02
0.02
0.54
0.20
0.20
0.02
0.02
0.54
0.20
0.20
0.02
0.02
0.54
0.20
0.10
0.04k
CO
(g/kW
-hr)
8.0
8.0
8.0
6.6
6.6
6.6
5.5
5.5
5.5
5.5
-5.0
5.0
5.0
5.0
5.0
-5.0
5.0
5.0
5.0
-5.0
5.0
5.0
5.0
11.4
3.5
3.5
3.5
3.5
11.4
3.5
3.5
3.5
3.5
11.4
3.5
3.5
3.5
3.5
11.4
3.5
3.5
3.5
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Smokea
percentage
Useful life
(hours/years)b
3,000 / 5
3,000 / 5
5,000 / 7d
20 / 15 / 50
8,000 / 10
13–27
Table 13.23 (continued)
Nonroad Compression-Ignition Engines – Exhaust Emission Standards
Rated
power
(kW)
Federal
kW > 900
Tier
Model
year
NMHC
(g/kW
-hr)
1
2000-2005
1.3i
NMHC
+ NOx
(g/kW
-hr)
--
2
2006-2010
--
2011-2014
0.4
2015+h
0.19
4
NOx
(g/kW
-hr)
PM
(g/kW
-hr)
CO
(g/kW
-hr)
9.2
0.54
11.4
6.4
--
0.20
3.5
--
3.5j
0.10
3.5
--
3.5j
0.04k
3.5
Smokea
percentage
Useful life
(hours/years)b
20 / 15 / 50
8,000 / 10
Note: Definitions of acronyms are on page 12-14.
Sources:
40 CFR 98.112 = Exhaust emission standards
40 CFR 1039.101 = Exhaust emission standards for after 2014 model year
40 CFR 1039.102 = Exhaust emission standards for model year 2014 and earlier
40 CFR 1039 Subpart F = Exhaust emissions transient and steady state test procedures
40 CFR 86 Subpart I = Smoke emission test procedures
40 CFR 1065 = Test equipment and emissions measurement procedures (Additional resources:
www.epa.gov/emission-standards-reference-guide/nonroad-engines-and-vehicles-emission-standards)
Smoke emissions may not exceed 20 percent during the acceleration mode, 15 percent during the
lugging mode, and 50 percent during the peaks in either mode. Smoke emission standards do not apply to
single-cylinder engines, constant-speed engines, or engines certified to a PM emission standard of 0.07 grams
per kilowatt-hour (g/kW-hr) or lower. Smoke emissions are measured using procedures in 40 CFR Part 86
Subpart I.
b
Useful life and warranty period are expressed hours and years, whichever comes first.
c
Hand-startable air-cooled direct injection engines may optionally meet a PM standard of 0.60 g/kWhr. These engines may optionally meet Tier 2 standards through the 2009 model years. In 2010 these engines
are required to meet a PM standard of 0.60 g/kW-hr.
d
Useful life for constant speed engines with rated speed 3,000 revolutions per minute (rpm) or higher
is 5 years or 3,000 hours, whichever comes first.
e
These Tier 3 standards apply only to manufacturers selecting Tier 4 Option 2. Manufacturers selecting
Tier 4 Option 1 will be meeting those standards in lieu of Tier 3 standards.
f
A manufacturer may certify all their engines to either Option 1 or Option 2 sets of standards starting
in the indicated model year. Manufacturers selecting Option 2 must meet Tier 3 standards in the 2008-2011
model years.
g
These standards are phase-out standards. Not more than 50 percent of a manufacturer's engine
production is allowed to meet these standards in each model year of the phase out period. Engines not
meeting these standards must meet the final Tier 4 standards.
h
These standards are phased in during the indicated years. At least 50 percent of a manufacturer's
engine production must meet these standards during each year of the phase in. Engines not meeting these
standards must meet the applicable phase-out standards.
i
For Tier 1 engines the standard is for total hydrocarbons.
j
The NOx standard for generator sets is 0.67 g/kW-hr.
k
The PM standard for generator sets is 0.03 g/kW-hr.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–28
These standards apply to gasoline and propane industrial equipment such as forklifts, generators, airport service
equipment, compressors and ice-grooming machines.
Table 13.24
Nonroad Large Spark-Ignition Engines – Exhaust and Evaporative Emission Standards
Tier
1c
Year
20042006
General duty-cycle
standards
HC+NOxa
CO
(g/kW-hr)
(g/kW-hr)
Alternative standards for
severe-duty engines
CO
HC+NOxa
(g/kW-hr)
(g/kW-hr)
Field testing standards
HC+NOxa
CO
(g/kW-hr)
(g/kW-hr)
Useful life
(years/hours)
4.0d
50.0
4.0d
130.0
-
-
7 / 5,000e
2.7f
4.4f
2.7
130.0
3.8f
6.5f
7 / 5,000e
Evaporative emission standards (for engines fueled by a volatile liquid fuel)
Federal
b
2f
2007+
Fuel line
permeation
Nonmetallic fuel lines must meet the permeation specifications of SAE
J2260 (November 1996)
Diurnal
emissions
Evaporative HC emissions may not exceed 0.2 grams per gallon of fuel
tank capacity
Running
loss
Liquid fuel in the fuel tank may not reach boiling during continuous
engine operation in the final installation at an ambient temperature of
30°C
5/-
Sources:
40 CFR 1048.101 = Exhaust emission standards
40 CFR 1048.105 = Evaporative emission standards
40 CFR 1048.110 = Engine diagnostic requirements (Additional resources: www.epa.gov/emission-standardsreference-guide/nonroad-engines-and-vehicles-emission-standards)
The numerical emission standards for hydrocarbons (HC) must be met based on the following types of
hydrocarbon emissions for engines powered by the following fuels: (1) non-methane hydrocarbons (NMHC) for
natural gas; (2) total hydrocarbon equivalent (THCE) for alcohol; and (3) total hydrocarbons (THC) for other fuels.
b
Voluntary Blue Sky standards for large spark-ignition (SI) engines are available. Engines with displacement
at or below 1,000 cubic centimeters (cc) and maximum power at or below 30 kilowatts (kW) may be certified under
the program for small SI engines.
c
Emission standards are based on testing over a steady-state duty-cycle.
d
The Tier 1 HC plus nitrogen oxides (NOx) emission standard for in-use testing is 5.4 grams per kW-hour
(g/kW-hr).
e
Useful life is expressed in years and hours, whichever comes first. These are the minimum useful life
requirements. For severe-duty engines, the minimum useful life is seven years or 1,500 hours of operation, whichever
comes first. A longer useful life in hours is required if: (a) the engine is designed to operate longer than the minimum
useful life based on the recommended rebuild interval; or (b) the basic mechanical warranty is longer than the
minimum useful life.
f
Optional engine certification is allowed according to the following formula: (HC+NOx) × CO0.784 ≤ 8.57. The
HC+NOx and carbon monoxide (CO) emission levels selected to satisfy this formula, rounded to the nearest 0.1 g/kWhr, become the emission standards that apply for those engines. One may not select an HC+NOx emission standard
higher than 2.7 g/kW-hr or a CO emission standard higher than 20.6 g/kW-hr.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–29
Table 13.25
Locomotives – Exhaust Emission Standards
Dutycycleb
Tier
Tier 0
Tier 1
Linehaul
Tier 2
Tier 3
Federal
Tier 4
a
Tier 0
Tier 1
Switch
Tier 2
Tier 3
Tier 4
Yearc
19731992d,e
19932004d,e
20052011d
20122014f
2015+g
19732001
20022004h
20052010h
20112014
2015+
HCi
(g/hp-hr)
NOx
(g/bhp-hr)
PM
(g/bhp-hr)
CO
(g/bhp-hr)
Smoke
(percentage)m
1.0
9.5 [ABT]
0.22 [ABT]
5.0
30 / 40 / 50
0.55
7.4 [ABT]
0.22 [ABT]
2.2
25 / 40 / 50
0.30
5.5 [ABT]
0.10k [ABT]
1.5
20 / 40 / 50
(7.5 x hp) / 10 / -
0.30
5.5 [ABT]
0.10 [ABT]
1.5
20 / 40 / 50
(7.5 x hp) / 10 / -
0.14
1.3 [ABT]
0.03 [ABT]
1.5
-
2.10
11.8 [ABT]
0.26 [ABT]
8.0
30 / 40 / 50
(7.5 x hp) / 10 / (7.5 x hp) / 10 /
750,000o
1.20
11.0 [ABT]
0.26 [ABT]
2.5
25 / 40 / 50
(7.5 x hp) / 10 / -
0.60
8.1 [ABT]
0.13l [ABT]
2.4
20 / 40 / 50
(7.5 x hp) / 10 / -
0.60
5.0 [ABT]
0.10 [ABT]
2.4
20 / 40 / 50
(7.5 x hp) / 10 / -
0.14
1.3 [ABT]
0.03 [ABT]
2.4
-
(7.5 x hp) / 10 / -
j
j
Minimum useful life
(hours / years / miles)n
(7.5 x hp) / 10 /
750,000o
(7.5 x hp) / 10 /
750,000o
(7.5 x hp) / 10 / -
Source:
40 CFR 1033.101 = Emission Standards and Useful Life. (Additional resources: www.epa.gov/emission-standardsreference-guide/nonroad-engines-and-vehicles-emission-standards)
a
These standards apply to locomotives that are propelled by engines with total rated horsepower (hp) of 750
kilowatts (kW) (1006 hp) or more, unless the owner chooses to have the equipment certified to meet the requirements
of locomotives. This does not include vehicles propelled by engines with total rated horsepower of less than 750 kW
(1006 hp); see the requirements in 40 Code of Federal Regulations (CFR) Parts 86, 89 and 1039. The test procedures
specify chassis-based testing of locomotives. These test procedures include certification testing, production line
testing, and in-use testing using the Federal Test Procedure (FTP) when the locomotive has reached between 50-70
percent of its useful life.
b
Line-haul locomotives are powered by an engine with a maximum rated power (or a combination of engines
having a total rated power) greater than 2300 hp. Switch locomotives are powered by an engine with a maximum rated
power (or a combination of engines having a total rated power) of 2300 hp or less.
c
The Tier 0 standards apply to locomotives manufactured after 1972 when they are manufactured or
remanufactured. Note that interim standards may apply for Tier 0 or Tier 1 locomotives remanufactured in 2008 or
2009, or for Tier 2 locomotives manufactured or remanufactured in 2008-2012.
d Line-haul locomotives subject to the Tier 0 through Tier 2 emission standards must also meet switch standards
of the same tier.
e
The Tier 0 standards apply for 1993-2001 locomotives not originally manufactured with a separate loop intake
air cooling system.
f
Tier 3 line-haul locomotives must also meet Tier 2 switch standards.
g
Manufacturers using credits may elect to meet a combined nitrogen oxides (NOx) plus hydrocarbon (HC)
standard of 1.4 grams per brakehorsepower-hour (g/bhp-hr) instead of the otherwise applicable Tier 4 NOx and HC
standards.
h
Tier 1 and Tier 2 switch locomotives must also meet line-haul standards of the same tier.
i
The numerical emission standards for HC must be met based on the following types of hydrocarbon emissions
for locomotives powered by the following fuels: (1) alcohol: total hydrocarbon equivalent (THCE) emissions for Tier
3 and earlier locomotives, and non-methane hydrocarbon equivalent (NMHCE) for Tier 4; (2) natural gas and liquefied
petroleum gas: non-methane hydrocarbon (NMHC) emissions; and (3) diesel: total hydrocarbon (THC) emissions for
Tier 3 and earlier locomotives, and NMHC for Tier 4.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–30
Table 13.25 (continued)
Locomotives – Exhaust Emission Standards
Manufacturers may elect to meet a combined NOx+HC standard of 1.4 g/bhp-hr instead of the otherwise
applicable Tier 4 NOx and HC standards.
k
The line-haul particulate matter (PM) standard for newly remanufactured Tier 2 locomotives is 0.20 g/bhp-hr
until January 1, 2013, except as specified in 40 CFR Part 1033.150(a).
l
The switch PM standard for new Tier 2 locomotives is 0.24 g/bhp-hr until January 1, 2013, except as specified
in 40 CFR Part 1033.150(a).
m
The smoke opacity standards apply only for locomotives certified to one or more PM standards or Family
Emission Limits (FEL) greater than 0.05 g/bhp-hr. Percentages apply to smoke opacity at steady state/30-second
peak/3-second peak, as measured continuously during testing.
n
Useful life and warranty period are expressed in megawatt-hours (MW-hr), years, or miles, whichever comes
first. Manufacturers are required to certify to longer useful lives if their locomotives are designed to last longer
between overhauls than the minimum useful life value.
o
For locomotives originally manufactured before January 1, 2000, and not equipped with MW-hr meters.
j
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–31
These standards apply to auxiliary and propulsion engines used by all types of recreational and commercial vessels,
from small fishing boats to ocean-going ships.
Table 13.26
Marine Compression-Ignition (CI) Engines – Exhaust Emission Standards
Category a, b
Tier
Displacem ent
(L/cylinder)
1
≥ 2.5
Pow er
(kW)
c
Speed
(rpm )
Model
Year
rpm < 130
Federalg
C1
Commercial
Engines w ith
≤ 35 kW/L
pow er
density k
h
-
-
-
-
-
-
7.5 (ABT)
0.40 (ABT)
5.0
-
2004 h
-
-
7.2 (ABT)
0.30 (ABT)
5.0
-
2004
h
-
-
7.2 (ABT)
0.20 (ABT)
5.0
2.5 ≤ disp < 5.0
-
2007 h
-
-
7.2 (ABT)
0.20 (ABT)
5.0
-
-
-
-
≥ 2.5
130 ≤ rpm <
2000
all
≥ 37
≥ 37
all
17.0
-0.20 i
45.0 x N
-
-
-
-
rpm ≥ 2000
2004
9.8
-
-
-
-
-
2007
-
-
7.5 (ABT)
0.40 (ABT)
5.0
-
2006
-
-
7.2 (ABT)
0.30 (ABT)
5.0
-
2006
-
-
7.2 (ABT)
0.20 (ABT)
5.0
-
2009
-
-
7.2 (ABT)
0.20 (ABT)
5.0
<8
-
2009+
-
-
7.5 (ABT)
0.40 (ABT)
8.0
8 ≤ kW < 19
-
2009+
-
-
7.5 (ABT)
0.40 (ABT)
6.6
-
7.5 (ABT) 0.30 (ABT)
-
2014+
-
-
4.7 (ABT)
37 ≤ kW <
75
-
2009-2013
-
-
7.5 j (ABT)
-
2014+
-
-
4.7 j (ABT)
< 0.9
-
-
2012+
-
-
5.4 (ABT)
0.9 ≤ disp < 1.2
All
-
2013+
-
-
5.4 (ABT)
-
2014-2017
-
-
5.6 (ABT)
-
2018+
-
-
2014+
-
-
5.6 (ABT)
-
2013-2017
-
-
2018+
-
-
5.6 (ABT)
-
2013+
-
-
5.6 (ABT)
-
2012-2017
-
-
2018+
-
-
5.8 (ABT)
≥ 600
-
2012+
-
-
5.8 (ABT)
0.11 (ABT)
≥ 75
-
2012+
-
-
5.8 (ABT)
0.15 (ABT)
-
2013+
-
-
5.8 (ABT)
-
2014+
-
-
5.8 (ABT)
2.5 ≤ disp < 3.5
-
2013+
-
-
5.8 (ABT)
3.5 ≤ disp < 7.0
-
2012+
-
-
5.8 (ABT)
3l
≥ 600
2.5 ≤ disp < 3.5
< 600
3.5 ≤ disp < 7.0
< 0.9
< 600
0.9 ≤ disp < 1.2
1.2 ≤ disp < 2.5
All
-
j
-
< 600
2009-2013
j
19 ≤ kW <
37
< 0.9
1.2 ≤ disp < 2.5
3
-
-
1.2 ≤ disp < 2.5
l
45.0 x N
-
≥ 600
C1
Commercial
engines w ith
> 35 kW/L
pow er
density & All
Recreational
Engines k
-
-
disp < 0.9
3
-
9.8
2.5 ≤ disp < 5.0
C1
Commercial &
Recreational
< 75 kW
-
2005h
0.9 ≤ disp < 1.2
2
-
-0.20 i
rpm < 130
C1
Commercial &
Recreational
17.0
PM (g/kW- CO (g/kWhr)
hr)
2004
1.2 ≤ disp < 2.5
1
HC+NOx d
(g/kW-hr)
-
≥ 37
0.9 ≤ disp < 1.2
2
130 ≤rpm <
2000
HC (g/kWhr)
rpm ≥2000
disp. < 0.9
C1
Commercial
≥ 37
NOx (g/kWhr)
j
0.20 (ABT)
j
0.30 (ABT)
Useful Life e
(years/hours)
10 / 10,000
10 / 10,000
10/ 1,000
10 / 1,000
5 / 3,000
5.5
5.0
7 / 5,000
10 / 1,000 for
CI
Recreational
5.0
5.0
8.0 for < 8
kW
6.6 for 8 ≤
0.12 (ABT)
kW < 19
5.5 for 19 ≤
0.11 (ABT)
kW < 37
5.0 for ≤ 37
0.10 (ABT)
kW
0.14 (ABT)
10 / 10,000
5 / 3,000 for commercial
engines < 19 kW
7 / 5,000 for commercial
engines 19 ≤ kW < 37
10 / 10,000 for C1
Commercial ≤ 37 kW
0.11 (ABT)
0.11 (ABT)
0.10 (ABT)
0.11 (ABT)
0.11 (ABT)
0.10 (ABT)
8.0 for < 8
kW
6.6 for 8 ≤
0.14 (ABT)
kW < 19
5.5 for 19 ≤
0.14 (ABT)
kW < 37
5.0 for ≥ 37
0.12 (ABT)
kW
0.11 (ABT)
(Continued on next page)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
5 / 3,000 for commercial
engines < 19 kW
7 / 5,000 for commercial
engines 19 ≤ kW < 37
10 / 10,000 for C1
Commercial ≥ 37 kW
10 / 1,000 for CI
Recreational
13–32
Table 13.26 (continued)
Marine Compression-Ignition (CI) Engines – Exhaust Emission Standards
Category a, b
Tier
Displacem ent
(L/cylinder)
All
C1
Commercial >
600 kW
All
4m
All
< 7.0
Pow er
(kW)
c
600 ≤ kW <
1,400
1,400 ≤ kW
< 2,000
2,000 ≤ kW
< 3,700
≥ 3,700
Speed
(rpm )
Model
Year
NOx (g/kWhr)
HC (g/kWhr)
HC+NOx d
(g/kW-hr)
-
2017+
1.8 (ABT)
-
0.19 HCn
0.04 (ABT)
n
-
2016+
1.8 (ABT)
-
0.19 HC
0.04 (ABT)
-
2014+
1.8 (ABT)
-
0.19 HCn
0.04 (ABT)
-
2014-2015
1.8 (ABT)
-
0.19 HCn
0.12 (ABT)
-
2016+
1.8 (ABT)
-
0.19 HCn
0.06 (ABT)
17.0
-
-
-
-
45.0 x N-0.20 i
-
-
-
-
rpm ≥ 2,000
9.8
-
-
-
-
rpm < 130
1
2
5.0 ≤ disp <
15.0
15.0 ≤ disp <
20.0
15.0 ≤ disp <
20.0
20.0 ≤ disp <
25.0
25.0 ≤ disp <
30.0
7.0 ≤ disp <
15.0
C2
3o,p
Federalg
≥ 2.5
15.0 ≤ disp <
20.0
20.0 ≤ disp <
25.0
25.0 ≤ disp <
30.0
All
All
m,p
4
All
≥ 37
130 ≤ rpm <
2,000
2004
all
-
-
-
7.8 (ABT)
0.27 (ABT)
5.0
-
-
-
8.7 (ABT)
0.50 (ABT)
5.0
≥ 3,300
-
-
-
9.8 (ABT)
0.50 (ABT)
5.0
all
-
-
-
9.8 (ABT)
0.50 (ABT)
5.0
2007
all
-
-
-
11.0 (ABT)
0.50 (ABT)
5.0
< 2,000
-
-
-
6.2 (ABT)
0.14 (ABT)
5.0
2,000 ≤ kW
< 3,700
-
-
-
7.8 (ABT)
0.14 (ABT)
5.0
< 2,000
-
-
-
7.0 (ABT)
0.34 (ABT)
5.0
< 2,000
-
-
-
9.8 (ABT)
0.27 (ABT)
5.0
< 2,000
-
-
-
11.0 (ABT)
0.27 (ABT)
5.0
600 ≤ kW <
1,400
1400 ≤ kW
< 2,000
2,000 ≤ kW
< 3,700q
≥ 3,700
All
-
2013+
2014+
2017+
≥30.0
All
≥30.0
All
-
0.19 HC
0.04 (ABT)
1.8 (ABT)
-
0.19 HCn
0.04 (ABT)
-
2014-2015
1.8 (ABT)
-
0.19 HCn
0.12 (ABT)
-
2014-2015
1.8 (ABT)
-
0.19 HCn
0.25 (ABT)
-
2016+
1.8 (ABT)
-
0.19 HCn
0.06 (ABT)
5.0
17.0
-
-
-
-
45.0 × N-0.20 i
-
-
-
-
9.8
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
130 ≤ rpm <
2,000
2004
130 ≤ rpm <
2,000
14.4
2011
All
130 ≤ rpm <
2,000
rpm ≥ 2,000
44.0 × N-0.23 i
2.0
7.7
3.4
2016
9.0 × N-0.20 i
2.0
2.0
Useful Life e
(years/hours)
10 / 10,000
10 / 20,000
10 / 20,000
10 / 20,000
0.04 (ABT)
1.8 (ABT)
rpm < 130
≥ 30.0
n
2014+
rpm ≥ 2,000
3
0.19 HC
2016+
rpm < 130
2
-
-
rpm ≥ 2,000
C3
1.8 (ABT)
n
-
rpm < 130
1
5.0
< 3,300
< 15.0
15.0 ≤ disp <
30.0
PM (g/kW- CO (g/kWhr)
hr)
10 / 20,000
3 / 10,000
5.0
3 / 10,000
5.0
3 / 10,000
Sources:
40 CFR 89.104 = Tiers 1 and 2 useful life & warranty period for marine CI engines less than 37 kW
40 CFR 89.112 = Tiers 1 and 2 emission standards for marine CI engines less than 37 kW
40 CFR 89 Subpart E = Tiers 1 and 2 test procedures for marine CI engines less than 37 kW
40 CFR 94.8 = Tiers 1 and 2 emission standards for C1 (both commercial & recreational), C2 and C3 engines
40 CFR 94.9 = Tiers 1 and 2 useful life for C1 (both commercial & recreational), C2 and C3 engines
40 CFR 94 Subpart B = Tiers 1 and 2 test procedures for C1 (both commercial & recreational), C2 and C3 engines
40 CFR 1042.101 = Tiers 3 and 4 exhaust emission standards and useful life
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–33
Table 13.26 (continued)
Marine Compression-Ignition (CI) Engines – Exhaust Emission Standards
Sources (continued):
40 CFR 1042.107 = Tiers 3 and 4 evaporative emission standards engines using a volatile liquid fuel (e.g., methanol)
40 CFR 1042.120 = Tiers 3 and 4 warranty period
40 CFR 1042 Subpart F = Tiers 3 and 4 test procedures (Additional resources: www.epa.gov/emission-standardsreference-guide/nonroad-engines-and-vehicles-emission-standards)
For Tiers 1 and 2, Category 1 marine engines are greater than or equal to 37 kilowatts (kW) and have a
displacement less than 5.0 liters per cylinder (L/cylinder); Category 2 marine engines have a displacement greater
than or equal to 5.0 L/cylinder and less than 30 L/cylinder; and Category 3 marine engines have a displacement greater
than or equal to 30.0 L/cylinder. For Tiers 3 and 4, Category 1 represents engines up to 7 L/cylinder displacement;
and Category 2 includes engines from 7 to 30 L/cylinder. The definition of Category 3 marine engines remains the
same.
b
Tiers 1 and 2 for marine engines less than 37 kW are subject to the same emission standards as for land-based
engines. See Table 1 in 40 Code of Federal Regulations (CFR) Part 89.112 and 40 CFR Part 89.104.
c
For Tiers 1 and 2, this refers to the rated power; for Tiers 3 and 4, this refers to the maximum engine power.
d
Total hydrocarbon (THC) plus nitrogen oxides (NOx) for Tier 2 standards.
e
Useful life is expressed in hours or years, whichever comes first. For Tiers 3 and 4, a longer useful life in
hours for an engine family must be specified if either:1) the engine is designed, advertised, or marketed to operate
longer than the minimum useful life; or 2) the basic mechanical warranty is longer than the minimum useful life.
f
Warranty period is expressed in years and hours, whichever comes first.
g
For Tiers 3 and 4, there are no evaporative emission standards for diesel-fueled engines, or engines using
other nonvolatile or nonliquid fuels (e.g., natural gas). If an engine uses a volatile liquid fuel, such as methanol, the
engine's fuel system and the vessel in which the engine is installed must meet the evaporative emission requirements
of 40 Code of Federal Regulations (CFR) Part 1045 that apply with respect to spark-ignition engines. Manufacturers
subject to evaporative emission standards must meet the requirements of 40 CFR 1045.112 as described in 40 CFR
1060.1(a)(2).
h
Indicates the model years for which the specified standards start.
i
N is the maximum test speed of the engine in revolutions per minute (rpm).
j
Manufacturers of Tier 3 engines greater than or equal to 19 kW and less than 75 kW with displacement below
0.9 L/cylinder may alternatively certify some or all of their engine families to a particulate matter (PM) emission
standard of 0.20 grams per kilowatt-hour (g/kW-hr) and a NOx+HC emission standard fo 5.8 g/kW-hr for 2014 and
later model years.
k
The applicable Tier 2 NOx+HC standards continue to apply instead of the Tier 3 values for engines at or
above 2000 kW.
l
These Tier 3 standards apply to Category 1 engines below 3700 kW except for recreational marine engines at
or above 3700 kW (with any displacement), which must meet the Tier 3 standards specified for recreational marine
engines with a displacement of 3.5 to 7.0 L/cylinder.
m
The following provisions are optional: 1) Manufacturers may use NOx credits to certify Tier 4 engines to a
NOX+HC emission standard of 1.9 g/kW-hr instead of the NOX and HC standards. See 40 CFR 1042.101(a)(8)(i) for
more details. 2) For engines below 1000 kW, manufacturers may delay complying with the Tier 4 standards until
October 1, 2017. 3) For engines at or above 3700 kW, manufacturers may delay complying with the Tier 4 standards
until December 31, 2016.
n
The Tier 4 standard is for HC (not HC+NOx) in g/kW-hr.
o
These Tier 3 standards apply to Category 2 engines below 3700 kW; no Tier 3 standards apply for Category
2 engines at or above 3700 kW, although there are Tier 4 standards that apply.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–34
Table 13.26 (continued)
Marine Compression-Ignition (CI) Engines – Exhaust Emission Standards
An alternative set of Tier 3 and Tier 4 standards for PM, NOx, and HC are available for Category 2 engines
at or above 1400 kW, but must be applied to all of a manufacturer's engines in a given displacement category in model
years 2012 through 2015.
p
Tier
3
4
Maximum
engine
power
kW ≥ 1400
1400 ≤ kW < 3700
kW ≥ 3700
Model
year
2012-2014
2015
2015
PM
(g/kW-hr)
0.14
0.04
0.06
NOx
HC
(g/kW-hr)
(g/kW-hr)
7.8 NOx+HC
1.8
0.19
1.8
0.19
q
Interim Tier 4 PM standards apply for 2014 and 2015 model year Category 2 engines with per-cylinder
displacement at or above 15.0 liters: 0.34 g/kW-hr for engines 2000 = kW < 3000, and 0.27 g/kW-hr for engines 3300
= kW < 3700.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–35
These standards apply to gasoline boats and personal watercraft, such as pleasure boats, jet-skis, outboard engines
and sterndrive/inboard engines.
Table 13.27
Marine Spark-Ignition Engines and Vessels – Exhaust Emission Standards
Engine type
Model
year
1998
1999
2000
2001
2002
Personal watercraft &
outboard marine engines
Federale
2003
2004
2005
20062009
2010 +g
HC + NOxa
(g/KW-hr)
P ≤ 4.3 kWb
278 ABT
253 ABT
228 ABT
204 ABT
179 ABT
155 ABT
130 ABT
105 ABT
81 ABT
30 ABT
P > 4.3 kWb
(0.917 x (151 +
557/P0.9 + 2.44)
[ABT]
(0.833 x (151 +
557/P0.9 + 2.89)
[ABT]
(0.750 x (151 +
557/P0.9) + 3.33
[ABT]
(0.667 x (151 +
557/P0.9) + 3.78
[ABT]
(0.583 x (151 +
557/P0.9) + 4.22
[ABT]
(0.500 x (151 +
557/P0.9) + 4.67
[ABT]
(0.417 x (151 +
557/P0.9) + 5.11
[ABT]
(0.333 x (151 +
557/P0.9) + 5.56
[ABT]
(0.250 x (151 +
557/P0.9) + 6.00
[ABT]
2.1 + 0.09 x
(151 +
557/P0.9)
[ABT]
Sterndrive/
inboard
engines
Conventional
enginesg
Highperformance
engines
5.0
[ABT]
2010 +
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
500 - 5.0
xP
75
[ABT]
P ≤ kW
P > 485 kW
2010
20.0
25.0
2011+
16.0
22.0
b
COc
(g/KW-hr)
P ≤ 4.3
P > 4.3
kWb
kWb
b
350
300
Useful life
(hours/years)d
350 / 5
Personal
Watercraft: 350
/ 5h
Outboard: 350
/ 10h
480 / 10i
P ≤ 485 kW:
150 / 3
P > 485 kW:
50 / 1
Sources:
40 CFR 91.104 = Outboard and personal watercraft (PWC) exhaust emission standards (1998-2009)
40 CFR 91.105 = Outboard and PWC useful life (1998-2009)
40 CFR 1045.103 = Outboard and PWC exhaust emission standards (2010+)
40 CFR 1045.105 = Sterndrive/Inboard exhaust emission standards
40 CFR 1045.107 = Not-to-exceed exhaust emission standards (Additional resources: www.epa.gov/emissionstandards-reference-guide/nonroad-engines-and-vehicles-emission-standards)
The numerical emission standards for hydrocarbons (HC) must be met based on the following types of HC
emissions for engines powered by the following fuels: (1) total hydrocarbon equivalent for alcohol; (2) non-methane
hydrocarbon for natural gas; and (3) total hydrocarbons for other fuels.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–36
Table 13.27 (continued)
Marine Spark-Ignition Engines and Vessels – Exhaust Emission Standards
P stands for the maximum engine power in kilowatts.
Manufacturers may generate or use emission credits for averaging, but not for banking or trading.
d
Useful life and warranty period are expressed hours or years of operation (unless otherwise indicated),
whichever comes first.
e
The test procedure for federal standards uses the International Organization for Standardization (ISO) 8178
E4 5-Mode Steady-State Test Cycle.
f
Also applies to model year (MY) 1997 engine families certified pursuant to 40 Code of Federal Regulations
(CFR) 91.205.
g
Not-to-exceed emission standards specified in 40 CFR 1045.107 also apply.
h
A longer useful life in terms of hours must be specified for the engine family if the average service life is
longer than the minimum value as described in 40 CFR 1045.103(e)(3).
i
The useful life may not be shorter than: (1) 150 hours of operation; (2) the recommended overhaul interval; or
(3) the engine's mechanical warranty. A longer useful life must be specified in terms of hours if the average service
life is longer than the minimum value as described in 40 CFR 1045.105(e)(3).
b
c
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–37
These standards apply to land-based recreational vehicles, such as snowmobiles, dirt bikes, all-terrain vehicles
and go-karts.
Table 13.28
Nonroad Recreational Engines and Vehicles – Exhaust Emission Standards
Vehicle
Snowmobilesc
Federal
Phase
Year
1d
2006+
2
20102011
3e
2012+
HCa
g/kW-hr
100
[ABT]
75
[ABT]
150 f
[ABT]
HC +
NOx
g/km
-
g/kW-hr
275
[ABT]
275
[ABT]
400 f
[ABT]
CO
g/km
Minimum useful life
(hours/years/km)b
-
400 / 5 / 8,000
-
Off-highway
motorcyclesg
1d
2006+
-
2.0h, i
[ABT]
-
25h, i
[ABT]
ATVsg
1d
2006+
-
1.5j, k
[ABT]
-
35k
[ABT]
> 70 cc
Displacement: - / 5 /
10,000
≤ 70 cc
Displacement: - / 5 /
5,000
≥ 100 cc
Displacement: 1000 /
5 / 10,000
< 100 cc
Displacement: 500 /
5 / 5,000
Source:
40 CFR 1051.101-115 = Emission standards (Additional resources: www.epa.gov/emission-standards-referenceguide/nonroad-engines-and-vehicles-emission-standards)
The numerical emission standards for hydrocarbons (HC) must be met based on the following types of
hydrocarbon emissions for recreational engines and vehicles powered by the following fuels: (1) non-methane
hydrocarbons for natural gas; (2) total hydrocarbon equivalent for alcohol; and (3) total hydrocarbons for other fuels.
b
Useful life is expressed in hours, years, or kilometers, whichever comes first; warranty period is expressed in
hours, months, or kilometers (km), whichever comes first. Nonroad recreational engines and vehicles must meet
emission standards over their full useful life. A longer useful life in terms of km and hours must be specified for the
engine family if the average service life is longer than the minimum value as described in 40 Code of Federal
Regulations (CFR) 1051 Subpart B.
c
Test procedures for snowmobiles use the equipment and procedures for spark-ignition engines in 40 CFR Part
1065.
d
Phase 1 standards will be phased in: 50 percent by 2006, 100 percent by 2007.
e
Litigation on the November 2002 final rule resulted in a court decision that requires EPA to clarify the
evidence and analysis upon which the Phase 3 carbon monoxide (CO) and HC standards were based. EPA will address
this in a future rulemaking.
f
These are the maximum allowable family emission limits (FEL). The HC and CO standards are defined by a
functional relationship as described in 40 CFR 1051.103(a)(2).
g
For off-highway motorcycles and ATVs, chassis dynamometer emissions test procedures are specified in 40
CFR Part 86, Subpart F and engine dynamometer emissions test procedures are specified in 40 CFR Part 1065.
h
Maximum allowable FEL: 20.0 grams per kilometer (g/km) for HC plus nitrogen oxides (NOx) and 50 g/km
for CO.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–38
Table 13.28 (continued)
Nonroad Recreational Engines and Vehicles – Exhaust Emission Standards
Manufacturers may certify off-highway motorcycles with engines that have total displacement of 70 cubic
centimeters (cc) or less to an HC+NOx standard of 16.1 grams per kilowatt-hour (g/kW-hr) (with an FEL cap of 32.2
g/kW-hr) and a CO standard of 519 g/kW-hr.
j
Maximum allowable FEL for HC+NOx is 20.0 g/km.
k
Manufacturers may certify all-terrain vehicles with engines that have total displacement of less than 100 cc to
an HC+NOx standard of 25.0 g/kW-hr (with an FEL cap of 40.0 g/kW-hr) and a CO standard of 500 g/kW-hr.
i
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–39
The latest standards were established by the Environmental Protection Agency in conjunction with the Tier 3
emission standards.
Table 13.29
Gasoline Sulfur Standards
Federal
Regulated entity
Large refiners /
importersa
GPA
refiners d, e
Small
refiners f, g, h
Downstream
standards i, j
Refinery average and per-gallon cap by year (ppm)
2005
2006
2007
2008-2016
2017-2019
2004
120b
/
300c
30 /
90b
/ 300
2020
30 / 80
30 / 80
30 / 80
10 / 80
10 / 80
150 / 300c
150 / 300
150 / 300
30 / 80
30 / 80
30 / 80
10 / 80
k
k
k
k
30 / 80
30 / 80
10 / 80
378
326
95
95
95
95
95
Source:
40 CFR 80 Subpart H (Additional resources: www.epa.gov/emission-standards-reference-guide/fuel-sulfurstandards)
Standards effective January 1 at the refinery gate.
No Refinery Average Standard applies in 2004; Corporate Average Standard applies in 2004 (120 ppm) and
2005 (90 ppm).
c
Cap exceedances up to 50 ppm in 2004 must be made up in 2005.
d
Geographic Phase-in Area (GPA) refiners must also comply with the corporate average standards in 2004 and
2005 if less than 50% of the refiner's gasoline is designated as GPA gasoline in a given compliance period.
e
GPA refiners may receive an additional two years (i.e., through 2008) to comply with the 30 / 80 ppm gasoline
sulfur standards in exchange for producing 95% of their highway diesel fuel at the 15 ppm sulfur standard by June 1,
2006.
f
Small refiners may receive an additional two years (i.e., through 2009) to comply with the 30 / 80 ppm gasoline
sulfur standards via a hardship demonstration.
g
Small refiners may receive an additional three years (i.e., through 2010) to comply with the 30 / 80 ppm
gasoline sulfur standards in exchange for producing 95% of their highway diesel fuel at the 15 ppm sulfur standard
by June 1, 2006.
h
Small refiners may receive a 20% increase in their annual average and per-gallon cap standards in exchange
for producing 95% of their highway, nonroad, locomotive, and marine diesel fuel at the 15 ppm sulfur standard by
June 1, 2006.
i
Downstream standards are effective February 1 at any downstream location other than at a retail outlet or
wholesale purchaser-consumer (e.g., pipelines and terminals) and March 1 at any downstream location.
j
Downstream standards for gasoline that is not blended with small refiner gasoline are shown. Refer to the
Code of Federal Regulations (CFR) for the downstream standards that apply when a gasoline blend includes small
refiner gasoline.
a
b
k
1997-98 Refinery
baseline sulfur level
(ppm)
0 to 30
31 to 200
201 to 400
401 to 600
601 and above
Small refiner interim gasoline sulfur standards
(ppm) 2004 - 2007
Average
Cap
30
300
baseline level
300
200
300
50% of baseline
1.5 x avg. standard
300
450
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
13–40
Ultra-low sulfur diesel (ULSD) fuel is necessary for new advanced emission control technologies. It also reduces
particulate matter in the existing fleet of nonroad engines and equipment.
Table 13.30
Highway, Nonroad, Locomotive, and Marine (NRLM) Diesel Fuel Sulfur Standards
Regulated entity
Large refiners &
importers
Small refiners
Federal
Large refiners &
importers
Small refiners
Transmix
processor & in-use
Covered
fuel
2006a
Highway
Highway
NR
LM
NRLM
with
creditse
NRLMf
NRe
LMe
-
Per-gallon maximum sulfur level by year (ppm)
2007b
2008
2009
2010c,d 2011 2012
80% 15
20% 500
15
500
500
500
500
15
15
15
500
500
500
500
500
15
2013
2014
15
15
15
15
-
HS
HS
HS
500
500
500
500
15
-
HS
HS
HS
HS
HS
HS
HS
HS
HS
500
500
500
500
500
500
500
500
500
500
500
500
15
15
500
Source:
40 CFR 80 Subpart I (Additional resources: www.epa.gov/emission-standards-reference-guide/fuel-sulfurstandards)
For highway diesel fuel, standards are effective June 1 for refiners/importers, September 1 for pipelines and
terminals, and October 15 for retailers and wholesale purchaser-consumers. Anti-downgrading provisions effective
October 16, 2006.
b
For Nonroad, Locomotive, and Marine (NRLM) diesel fuel, standards are effective June 1 for refiners;
downstream requirements apply for Northeast/Mid-Atlantic area only (August 1 for terminals, October 1 for retailers
and wholesale purchaser-consumers, and December 1 for in-use).
c
For highway diesel fuel, standards are effective June 1 for refiners/importers, October 1 for pipelines and
terminals, and December 1 for retailers and wholesale purchaser-consumers.
d
For NRLM diesel fuel, standards are effective June 1 for refiners, August 1 for terminals, October 1 for
retailers and wholesale purchaser-consumers, and December 1 for in-use.
e
Excluding the Northeast and Alaska.
f
Excluding the Northeast, with approval in Alaska.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–1
SOURCES & METHODOLOGIES
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–2
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–3
SOURCES & METHODOLOGIES
This appendix contains documentation of the estimation procedures used by ORNL. The
reader can examine the methodology behind the estimates and form an opinion as to their utility.
The appendix is arranged by subject heading. Only tables which contain ORNL estimations are
documented in Appendix A; all other tables have sources listed at the bottom of the table. Since
abbreviations are used throughout the appendix, a list of abbreviations is also included.
Contents of Appendix A
1. List of Abbreviations Used in Appendix A .......................................................................... A–4
2. Energy Use Sources .............................................................................................................. A–5
2.1
Highway energy use .....................................................................................................A–5
2.2
Off-highway energy use ............................................................................................. A–14
2.3
Nonhighway energy use ............................................................................................. A–14
2.4
Calculation of Million Barrels per Day Crude Oil Equivalent .................................. A–23
3. Passenger Travel and Energy Use.......................................................................................A–24
4. Highway Passenger Mode Energy Intensities.....................................................................A–28
5. Nonhighway Mode Energy Intensities................................................................................ A–32
6. Freight Mode Energy Intensities .........................................................................................A–34
7. Car/Light Truck Shares .......................................................................................................A–35
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–4
1. LIST OF ABBREVIATIONS USED IN APPENDIX A
AAR
Association of American Railroads
APTA
American Public Transportation Association
Amtrak
National Railroad Passenger Corporation
BTS
Bureau of Transportation Statistics
Btu
British thermal unit
CD
Compact Disc
CNG
Compressed Natural Gas
CO2
Carbon Dioxide
CPI
Consumer Price Index
CY
Calendar Year
DOE
Department of Energy
DOT
Department of Transportation
EIA
Energy Information Administration
EPA
Environmental Protection Agency
FAA
Federal Aviation Administration
FHWA
Federal Highway Administration
IRS
Internal Revenue Service
gal
Gallons
kWh
Kilowatt hour
L
Liter
lb
Pound
lng
Liquefied Natural Gas
lpg
Liquefied Petroleum Gas
mpg
Miles per Gallon
NHTS
National Household Travel Survey
NPTS
Nationwide Personal Transportation Survey
NVPP
National Vehicle Population Profile
ORNL
Oak Ridge National Laboratory
RTECS
Residential Transportation Energy Consumption Survey
SCF
Standard Cubic Feet
TIUS
Truck Inventory and Use Survey
VIUS
Vehicle Inventory and Use Survey
vmt
vehicle-miles traveled
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–5
2. ENERGY USE SOURCES
2.1 HIGHWAY ENERGY USE
2.1.1 Cars
Fuel use in gallons (1970-2008) – DOT, FHWA, Highway Statistics 2008, Table VM-1 and
annual editions back to 1996; DOT, FHWA, Highway Statistics Summary to 1995.
Fuel use in gallons (2009–2017) – See Section 7. Appendix A Car and Light Truck Shares.
Fuel type distribution for gallons – Fuel use was distributed among fuel types using the
percentages shown in Table A.1. The FHWA discontinued gasohol data in 2005. Therefore, data
from EIA, Alternatives to Traditional Transportation Fuels, 2006-2011, Table C1 were used
through 2013. From 2014-on, author estimates were used, with knowledge of how the
Renewable Fuels Standard affects the gasoline/gasohol mix.
Electricity use (2010-2017) – Estimates derived using cumulative electric vehicle (EV) and
plug-in hybrid vehicle (PHEV) sales as a proxy for vehicle population; sales-weighted vehicle
efficiencies from the U.S. Department of Energy and U.S. Environmental Protection Agency’s
vehicle database on www.fueleconomy.gov; and annual miles traveled from varying PHEV
utility factors and EV usage assumptions. Methodology documented in an Argonne National
Laboratory report Impacts of Electrification of Light-Duty Vehicles in the United States, 20102017, January 2018, www.ipd.anl.gov/anlpubs/2018/01/141595.pdf. For tables in the main body
of the report, electricity was converted from kWh to Btu using 3,412 Btu/kWh. For tables in
Appendix C, electricity generation and distribution were considered. Table C.1 contains the
conversion factors used for tables in Appendix C.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–6
Table A.1
Car Fuel Use and Fuel Type Shares for Calculation of Energy Use
Year
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Fuel use
(million gallons)
67,820
71,346
75,937
78,233
74,229
74,140
78,297
79,060
80,652
76,588
69,981
69,112
69,116
70,322
70,663
71,518
73,174
73,308
73,345
73,913
69,568
64,318
65,436
67,047
67,874
68,072
69,221
69,892
71,695
73,283
73,065
73,559
75,471
74,590
75,402
77,418
75,009
74,377
a
71,497
66,587
62,245
59,646
57,899
57,290
56,420
55,212
54,248
52,268
Source for
gasohol shares
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
Author estimates
Author estimates
Author estimates
Author estimates
Heat content used for conversion to btu:
a
b
Source for
gasoline/diesel shares
1984 NVPP
interpolated
interpolated
interpolated
interpolated
interpolated
interpolated
interpolated
interpolated
1979 RTECS
interpolated
1981 RTECS
interpolated
1983 RTECS
interpolated
1985 RTECS
interpolated
interpolated
1988 RTECS
interpolated
interpolated
1991 RTECS
interpolated
interpolated
1994 RTECS
interpolated
interpolated
interpolated
interpolated
interpolated
2000 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
2001 NVPP
Gasoline
99.8%
99.2%
98.7%
98.1%
97.5%
97.0%
96.4%
95.8%
95.3%
94.7%
93.9%
93.4%
93.5%
93.2%
92.7%
90.8%
91.0%
92.4%
91.4%
92.6%
92.0%
90.8%
90.8%
89.7%
89.1%
87.6%
88.8%
86.9%
88.0%
88.3%
86.9%
86.5%
83.9%
75.3%
67.2%
66.9%
78.2%
72.9%
61.8%
55.8%
49.5%
48.7%
48.7%
49.0%
24.5%
14.5%
4.5%
4.5%
125,000
btu/gallon
Shares by fuel typeb
Gasohol
Diesel
0.0%
0.2%
0.0%
0.8%
0.0%
1.3%
0.0%
1.9%
0.0%
2.5%
0.0%
3.0%
0.0%
3.6%
0.0%
4.2%
0.0%
4.7%
0.0%
5.3%
0.5%
5.6%
0.7%
5.9%
2.3%
4.2%
4.3%
2.5%
5.3%
2.0%
7.7%
1.5%
7.6%
1.4%
6.3%
1.3%
7.4%
1.2%
6.2%
1.2%
6.8%
1.2%
8.0%
1.2%
7.9%
1.2%
9.1%
1.3%
9.6%
1.3%
11.2%
1.2%
10.1%
1.0%
12.2%
0.9%
11.2%
0.8%
11.0%
0.6%
12.6%
0.5%
13.0%
0.5%
15.6%
0.5%
24.2%
0.5%
32.3%
0.5%
32.6%
0.5%
21.3%
0.5%
26.6%
0.5%
37.7%
0.5%
43.7%
0.5%
50.0%
0.5%
50.8%
0.5%
50.8%
0.5%
50.5%
0.5%
75.0%
0.5%
85.0%
0.5%
95.0%
0.5%
95.0%
0.5%
120,900
138,700
btu/gallon
btu/gallon
Data are not continuous between 2008 and 2009 due to changes in source.
Percentages may not sum due to rounding.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–7
2.1.2 Motorcycles
DOT, FHWA, Highway Statistics 2017, Table VM-1, and annual editions. The FHWA made
methodology changes for Highway Statistics 2009-10. At that time, they published historical data
back to 2007 which do not match the previous data.
Table A.2
Motorcycle Fuel Use
Fuel use
Year
(thousand gallons)
Year
1970
59,580
1994
1971
72,140
1995
1972
86,620
1996
1973
103,880
1997
1974
108,900
1998
1975
112,580
1999
1976
120,060
2000
1977
126,980
2001
1978
143,160
2002
1979
172,740
2003
1980
204,280
2004
1981
213,800
2005
1982
198,200
2006
1983
175,200
2007
1984
175,680
2008
1985
181,720
2009
1986
187,940
2010
1987
190,120
2011
1988
200,480
2012
1989
207,420
2013
1990
191,140
2014
1991
183,560
2015
1992
191,140
2016
1993
198,120
2017
Heat content used for conversion to btu:
Fuel use
(thousand gallons)
204,800
198,262
195,940
201,620
205,660
211,680
209,380
192,780
191,040
190,780
202,447
189,495
221,030
474,923
489,417
482,290
426,732
426,378
491,130
467,716
458,628
447,879
465,802
458,429
125,000 btu/gallon
a
a
Data are not continuous between 2006 and 2007 due to changes in estimation methodology. See source
document for details.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–8
2.1.3 Buses
Transit
APTA, 2019 Public Transportation Fact Book, Washington, DC, 2019. Includes motorbus and
trolley bus data.
Table A.3
Transit Bus Fuel Use
Year
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used
for conversion
to btu:
6.3
6.2
8.2
6.9
6.7
CNG
(million
gallons)
3.1
10.0
11.5
20.0
32.6
39.9
50.4
60.9
77.8
94.9
106.7
117.2
138.8
129.1
135.5
141.6
126.2
131.1
127.3
134.9
146.0
158.9
170.3
173.8
Gasoline
(million
gallons)
2.1
2.3
1.8
2.7
2.0
1.4
1.3
1.5
1.3
1.1
1.8
1.0
2.3
2.5
3.8
6.7
8.1
8.9
12.5
12.9
11.7
11.1
11.6
12.9
Diesel
fuel
(million
gallons)
565.1
563.8
577.7
597.6
606.6
618.0
635.2
587.2
559.0
536.0
550.5
533.8
536.7
494.1
493.3
455.5
435.4
455.1
439.0
427.5
413.6
415.0
428.9
432.0
91,300
btu/gallon
138,700
btu/gallon
125,000
btu/gallon
138,700
btu/gallon
LNG
(million
gallons)
1.1
1.7
2.3
3.3
3.1
5.3
10.5
11.7
16.8
14.2
16.5
18.3
19.6
18.3
17.9
25.5
23.0
21.6
19.6
17.6
15.4
11.3
10.7
4.9
LPG
(million
gallons)
0.2
0.3
0.6
1.0
0.9
0.8
0.7
1.2
1.8
1.8
1.7
2.0
1.6
84,800
btu/gallon
a
a
a
a
a
a
Electricity
(thousand
kilowatt
hours)
102.9
100.0
69.0
78.0
74.0
75.0
77.0
74.0
73.0
69.0
68.0
67.0
62.0
61.0
62.2
69.5
66.0
61.0
61.0
63.0
64.0
62.0
64.0
62.0
3,412
btu/kWh
Note: CNG is reported in diesel-gallon equivalents.
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Biodiesel
(million
gallons)
20.5
25.8
41.8
40.6
43.5
51.1
56.6
66.2
38.1
43.9
43.2
37.2
Methanol
(million
gallons)
12.5
12.0
11.6
8.7
5.0
2.7
0.8
0.8
1.8
1.9
4.7
8.1
0.9
1.3
0.9
0.0
0.0
0.0
0.0
0.0
1.2
0.9
0.0
0.6
126,200
btu/gallon
64,600
btu/gallon
a
a
a
a
a
a
a
a
a
a
a
a
A–9
Intercity and School
Eno Transportation Foundation, Transportation in America, 2001, Nineteenth Edition, 2003,
Washington, DC, pp. 20–23. School bus fuel was assumed to be 90% diesel fuel and 10%
gasoline based on estimates from the National Association of State Directors of Pupil
Transportation Services. Intercity bus fuel was assumed to be 100% diesel.
Table A.4
Intercity and School Bus Fuel Use
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Fuel type shares
Heat content used for
conversion to btu:
Intercity
(million gallons)
305.34
181.02
213.78
205.38
227.22
237.30
169.26
165.48
148.68
155.82
160.44
166.74
159.60
160.44
157.08
171.36
195.30
195.30
199.92
212.52
220.08
241.08
233.10
217.35a
210.22a
208.32a
208.87a
214.37a
208.32a
214.37a
218.48a
224.58a
214.95a
215.53a
230.42a
236.76a
249.75a
253.35a
255.22a
268.92a
100% diesel
138,700
btu/gallon
School
(million gallons)
299.88
341.88
379.68
386.82
398.58
400.68
375.06
425.04
462.42
487.20
511.14
498.12
472.08
533.40
546.00
533.40
546.00
545.16
545.16
544.74
550.20
555.66
577.08
538.08a
520.44a
515.72a
517.09a
530.70a
515.72a
530.70a
540.89a
556.00a
532.15a
533.58a
570.45a
586.14a
618.29a
627.22a
631.84a
665.76a
90% diesel
10% gasoline
138,700 btu/gallon
125,000 btu/gallon
a Estimated using the rate of change of bus vehicle-miles traveled from FHWA
Highway Statistics, Table VM-1.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–10
2.1.4 Trucks
Light Trucks
Fuel use in gallons (1970-2007) – DOT, FHWA, Highway Statistics 2008, Table VM-1 and
annual editions back to 1996 and DOT, FHWA, Highway Statistics Summary to 1995.
Fuel use in gallons (2008–2017) – See Section 7. Appendix A Car and Light Truck Shares.
Fuel type distribution for gallons – Fuel use was distributed among fuel types using the
percentages shown in Table A.1. The FHWA discontinued gasohol data in 2005. Therefore, data
from EIA, Alternatives to Traditional Transportation Fuels, 2006-2011, Table C1 were used
through 2013. From 2014-on, author estimates were used, with knowledge of how the
Renewable Fuels Standard affects the gasoline/gasohol mix.
Electricity use (2010-2017) – Estimates derived using cumulative electric vehicle (EV) and
plug-in hybrid vehicle (PHEV) sales as a proxy for vehicle population; sales-weighted vehicle
efficiencies from the U.S. Department of Energy and U.S. Environmental Protection Agency’s
vehicle database on www.fueleconomy.gov; and annual miles traveled from varying PHEV
utility factors and EV usage assumptions. Methodology documented in an Argonne National
Laboratory report Impacts of Electrification of Light-Duty Vehicles in the United States, 20102017, January 2018, www.ipd.anl.gov/anlpubs/2018/01/141595.pdf. For tables in the main body
of the report, electricity was converted from kWh to Btu using 3,412 Btu/kWh. For tables in
Appendix C, electricity generation and distribution were considered. Table C.1 contains the
conversion factors used for tables in Appendix C.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–11
Table A.5
Light Truck Fuel Use and Fuel Type Shares for Calculation of Energy Use
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Fuel use
(million
gallons)
12,313
19,081
20,828
22,383
24,162
24,445
23,796
23,697
22,702
23,945
25,604
27,363
29,074
30,598
32,653
33,271
35,611
38,217
40,929
42,851
44,112
45,605
47,354
49,388
50,462
52,859
52,939
53,522
55,220
60,758
63,417
58,869
60,685
61,836
61,199
61,824
64,687
65,786
66,395
65,555
69,012
70,933
73,107
73,835
Source for
gasohol shares
a
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
FHWA, MF-33e
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
EIA, C1
Author estimates
Author estimates
Author estimates
Author estimates
Source for
gasoline/diesel
/lpg shares
1977 TIUS
1977 TIUS
1977 TIUS
1977 TIUS
Interpolated
Interpolated
Interpolated
Interpolated
1982 TIUS
Interpolated
Interpolated
Interpolated
Interpolated
1987 TIUS
Interpolated
Interpolated
Interpolated
Interpolated
1992 TIUS
Interpolated
Interpolated
Interpolated
Interpolated
1997 VIUS
Interpolated
Interpolated
Interpolated
Interpolated
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
Heat content used for conversion to btu:
a
Shares by fuel type
Gasoline
97.6%
97.6%
97.6%
97.6%
97.1%
96.7%
95.7%
95.1%
93.0%
91.0%
90.0%
87.6%
87.7%
89.0%
88.2%
89.5%
89.2%
88.1%
88.5%
87.3%
86.8%
85.1%
86.2%
84.2%
85.0%
84.9%
83.1%
82.4%
79.6%
71.0%
62.9%
62.6%
73.9%
68.6%
57.5%
51.5%
45.2%
44.4%
44.4%
44.7%
25.2%
15.2%
5.2%
0.2%
125,000
btu/gallon
Gasohol
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.5%
0.7%
2.3%
4.3%
5.3%
7.7%
7.6%
6.3%
7.4%
6.2%
6.8%
8.0%
7.9%
9.1%
9.6%
11.2%
10.1%
12.2%
11.2%
11.0%
12.6%
13.0%
15.6%
24.2%
32.3%
32.6%
21.3%
26.6%
37.7%
43.7%
50.0%
50.8%
50.8%
50.5%
70.0%
80.0%
90.0%
95.0%
120,900
btu/gallon
Data are not continuous between 2008 and 2009 due to changes in source.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Diesel
1.6%
1.6%
1.6%
1.6%
2.0%
2.4%
2.7%
3.1%
3.5%
3.5%
3.5%
3.5%
3.5%
3.5%
3.5%
3.4%
3.4%
3.3%
3.3%
3.3%
3.3%
3.4%
3.4%
3.4%
3.5%
3.6%
3.8%
3.9%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
4.0%
138,700
btu/gallon
Lpg
0.8%
0.8%
0.8%
0.8%
0.9%
1.0%
1.0%
1.1%
1.2%
1.2%
1.2%
1.2%
1.2%
1.2%
1.0%
0.8%
0.7%
0.5%
0.3%
0.3%
0.3%
0.3%
0.3%
0.2%
0.3%
0.4%
0.6%
0.7%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
0.8%
90,800
btu/gallon
A–12
Medium/Heavy Trucks
DOT, FHWA, Highway Statistics 2017, Table VM-1 and annual editions back to 1996 and DOT,
FHWA, Highway Statistics Summary to 1995. The FHWA made methodology changes for
Highway Statistics 2009. At that time, they published historical data back to 2007 which do not
match the previous data. Total gallons for medium/heavy trucks are the sum of single-unit trucks
and combination trucks.
Table A.6
Medium/Heavy Truck Fuel Use and Fuel Type Shares for Calculation of Energy Use
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Fuel use
(million gallons)
11,316
14,598
19,960
20,376
20,386
20,761
21,428
21,405
21,861
22,513
22,925
23,512
24,490
24,981
25,453
26,236
27,685
28,828
29,601
29,878
30,841
33,909
35,229
35,179
36,800
35,775
33,150
37,190
37,959
47,218
47,705
44,303
45,024
42,396
42,351
43,297
44,012
43,734
44,893
45,963
a
Heat content used for conversion to btu:
a
Source for
fuel type shares
1977 TIUS
1977 TIUS
Interpolated
Interpolated
1982 TIUS
Interpolated
Interpolated
Interpolated
Interpolated
1987 TIUS
Interpolated
Interpolated
Interpolated
Interpolated
1992 TIUS
Interpolated
Interpolated
Interpolated
Interpolated
1997 VIUS
Interpolated
Interpolated
Interpolated
Interpolated
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
2002 VIUS
Gasoline
10.4%
10.4%
27.9%
33.8%
39.6%
35.6%
31.5%
27.5%
23.4%
19.4%
18.8%
18.1%
17.5%
16.8%
16.2%
15.4%
14.7%
13.9%
13.2%
12.4%
12.1%
11.8%
11.6%
11.3%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
11.0%
125,000
btu/gallon
Shares by fuel type
Diesel
89.5%
89.5%
71.4%
65.4%
59.4%
63.6%
67.8%
72.0%
76.2%
80.4%
81.0%
81.6%
82.1%
82.7%
83.3%
84.1%
84.8%
85.6%
86.3%
87.1%
87.4%
87.6%
87.9%
88.1%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
88.4%
138,700
btu/gallon
Lpg
0.1%
0.1%
0.6%
0.8%
1.0%
0.8%
0.7%
0.5%
0.4%
0.2%
0.3%
0.3%
0.4%
0.4%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
90,800
btu/gallon
Data are not continuous between 2006 and 2007 due to changes in methodology. See source for details.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–13
Shares of Class 3-6 and 7-8 energy use by fuel type were calculated from the 2002 Vehicle
Inventory and Use Survey (VIUS) and applied to all years 1970-2017.
Table A.7
Share of Medium and Heavy Truck Energy Use
Fuel type
Gasoline
Diesel
LPG
Share of energy use
Class 3-6
Class 7-8
92%
8%
14%
86%
99%
1%
Total
100%
100%
100%
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–14
2.2 OFF-HIGHWAY ENERGY USE
U.S. Environmental Protection Agency, MOVES2014a model, results generated September
2018. Gallons of fuel by fuel type were produced for agricultural equipment, airport equipment,
construction and mining equipment, industrial equipment, lawn and garden equipment, logging
equipment, railroad maintenance equipment, and recreational equipment. Some nontransportation-related equipment, such as generators, chain saws, compressors, and pumps, were
excluded from the data.
2.3 NONHIGHWAY ENERGY USE
2.3.1 Air
General Aviation
DOT, FAA, General Aviation and Part 135 Activity Surveys - CY 2017, Table 5.1, and annual.
2011 Data: Aviation Forecasts, Tables 28 and 29, May 2013.
Table A.8
General Aviation Fuel Use
Year
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
Heat content used for
conversion to btu:
Jet fuel
(million
gallons)
208.0
226.0
245.0
304.0
357.0
453.0
495.0
536.0
763.0
736.0
766.0
759.0
887.0
613.0
738.9
691.0
732.1
672.7
746.0
688.0
662.0
579.0
496.0
454.1
135,000
btu/gallon
Aviation gasoline
(million gallons)
551.0
508.0
584.0
411.0
443.0
412.0
432.0
456.0
518.0
570.0
520.0
489.0
448.0
428.0
462.4
421.0
408.6
401.8
398.0
342.8
353.0
348.0
306.0
268.4
120,200
btu/gallon
Year
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Jet fuel
(million gallons)
470.8
544.0
567.5
639.4
814.6
967.2
998.1
938.7
815.5
820.0
1,075.2
1,507.4
1,636.3
1,516.3
1,688.6
1,350.6
1,451.5
1,490.7
1,492.1
1,353.6
1,454.1
1,384.4
1,445.7
1,548.7
135,000
btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
Aviation gasoline
(million gallons)
264.1
276.0
286.5
289.7
311.4
345.4
336.3
319.3
261.4
255.5
256.1
323.6
294.7
314.8
306.3
226.6
210.3
215.5
227.7
173.3
205.8
183.2
187.8
192.4
120,200
btu/gallon
A–15
Domestic and International Air Carrier
DOT, Bureau of Transportation Statistics, "Fuel Cost and Consumption Tables,"
www.transtats.bts.gov/fuel. The table below shows all international fuel use. Because the data
for international include fuel purchased abroad, for the tables in Chapter 2, the international total
was divided in half to estimate domestic fuel use for international flights.
Table A.9
Air Carrier Fuel Use
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to btu:
Domestic (thousand
International
gallons)
(thousand gallons)
Separate estimates for domestic
and international are not available
from 1970-1976.
8,202,051
1,708,376
8,446,117
1,741,918
8,865,885
1,828,435
8,519,233
1,747,306
8,555,249
2,032,520
8,432,465
1,967,733
8,672,574
1,998,289
9,625,958
2,286,407
10,115,007
2,487,929
11,137,331
2,544,996
11,586,838
2,893,617
11,917,904
3,262,824
11,905,144
3,557,294
12,429,305
3,963,081
11,506,477
3,939,666
11,762,852
4,120,132
11,958,663
4,113,321
12,475,549
4,310,879
12,811,717
4,511,418
13,187,305
4,658,093
13,659,581
4,964,181
13,876,971
5,185,562
14,402,127
5,250,492
14,844,592
5,474,685
14,017,461
5,237,487
12,848,329
4,990,798
12,958,581
4,836,356
13,622,603
4,931,546
13,778,869
5,520,889
13,694,437
6,017,638
13,681,664
6,204,502
12,666,911
6,186,747
11,339,220
5,721,298
11,256,900
6,041,500
11,035,400
6,522,600
10,439,700
6,506,300
10,337,000
6,487,300
10,458,600
6,321,400
10,928,600
6,420,600
11,373,600
6,294,800
11,587,600
6,441,300
135,000
135,000
btu/gallon
btu/gallon
Total
(thousand gallons)
10,085,000
10,412,640
10,400,040
9,910,427
10,188,035
10,694,320
10,266,539
10,587,769
10,400,198
10,670,863
11,912,365
12,602,936
13,682,327
14,480,455
15,180,728
15,462,438
16,392,386
15,446,144
15,882,983
16,071,984
16,786,428
17,323,135
17,845,398
18,623,762
19,062,533
19,652,619
20,319,277
19,254,948
17,839,127
17,794,936
18,554,149
19,309,758
19,712,075
19,886,165
18,853,658
17,060,517
17,288,400
17,558,000
16,946,000
16,824,300
16,780,000
17,349,200
17,668,400
18,028,900
135,000
btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–16
2.3.2 Water
Freight
Total – DOE, EIA, Petroleum and Other Liquids Database, September 2019. Adjusted sales of
distillate and residual fuel oil for vessel bunkering. (This may include some amounts of bunker
fuels used for recreational purposes.)
Table A.10
Diesel and Residual Fuel Oil for Vessel Bunkering
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to btu:
Domestic share of total
fuel use
Distillate fuel oil
(thousand gallons)
819,000
1,097,880
717,376
1,723,143
1,423,216
1,418,890
1,692,045
1,894,265
2,034,215
2,223,258
2,310,367
2,356,444
2,197,004
2,167,640
2,240,170
2,043,745
2,026,899
1,978,105
2,177,608
2,107,561
2,125,568
2,064,590
2,041,433
2,099,011
2,056,465
1,863,150
2,313,448
2,115,381
2,206,690
2,158,930
1,980,729
2,138,690
2,427,051
2,651,859
1,842,107
1,655,258
1,626,527
2,415,253
2,020,587
1,807,230
138,700
btu/gallon
Residual fuel oil
(thousand gallons)
3,774,120
4,060,140
7,454,242
7,922,512
6,408,818
5,724,115
5,688,931
5,269,733
5,690,250
5,869,154
6,025,511
6,621,100
6,248,095
6,786,055
7,199,078
6,269,882
5,944,383
6,431,238
5,804,977
4,789,861
4,640,153
5,598,630
6,192,294
4,345,284
4,783,956
3,801,425
4,886,978
5,533,552
6,000,434
6,773,950
6,274,047
5,331,657
6,032,367
5,207,886
4,560,546
3,876,795
2,987,363
3,103,402
4,192,719
4,472,233
149,700
btu/gallon
77.5%
9.3%
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–17
Recreational Boating
Fuel use by recreational boating for years 1970-1998 comes from the EPA’s MOVES2014a
model. Data from 1999-on come from the updated MOVES2014b model.
Table A.11
Recreational Boating Fuel Use
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to btu:
Diesel use
(gallons)
39,589,953
77,294,680
84,835,632
92,376,573
99,917,523
107,458,470
114,999,421
122,540,357
130,081,302
137,622,248
145,163,202
152,704,140
160,245,074
167,786,030
175,326,970
182,867,916
190,408,869
197,949,808
205,490,749
213,031,707
220,572,649
228,113,596
235,654,521
243,195,481
250,736,414
273,614,890
273,885,726
274,699,518
275,242,097
276,055,034
275,783,985
279,309,693
277,411,274
279,037,889
274,156,923
274,970,396
268,462,593
263,581,279
261,140,658
259,784,908
257,886,775
270,902,771
281,478,856
287,444,461
138,700
btu/gallon
Gasoline use
(gallons)
1,213,397,311
1,251,387,972
1,258,986,070
1,266,584,111
1,274,182,341
1,281,780,460
1,289,378,532
1,296,976,672
1,304,574,832
1,312,172,890
1,319,771,007
1,327,369,146
1,334,967,322
1,342,565,455
1,362,856,034
1,383,146,636
1,403,437,194
1,429,688,292
1,455,939,504
1,482,190,597
1,539,794,180
1,597,269,921
1,654,446,069
1,657,737,628
1,659,056,085
1,660,897,656
1,658,797,382
1,656,581,817
1,648,949,353
1,639,089,564
1,621,105,112
1,621,729,779
1,593,043,638
1,580,468,954
1,535,255,008
1,519,694,458
1,466,964,903
1,421,359,003
1,391,588,940
1,367,836,644
1,341,947,672
1,344,235,659
1,354,416,848
1,363,320,915
125,000
btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–18
2.3.3 Pipeline
The sum of natural gas, crude petroleum and petroleum product, and coal slurry and water.
Natural Gas
The amount of natural gas used to transport natural gas was defined as "pipeline fuel" as reported
in DOE, EIA, Natural Gas Annual 2017, Table 1. Cubic feet were converted to Btu using 1,031
Btu/ft3. Electricity use was estimated using the following procedure as reported on p. 5-110 of J.
N. Hooker et al., End Use Energy Consumption DataBase: Transportation Sector. The energy
consumption of a natural gas pipeline was taken to be the energy content of the fuel used to drive
the pumps. Some 94% of the installed pumping horsepower was supplied by natural gas. The
remaining 6% of the horsepower was generated more efficiently, mostly by electric motors. The
energy consumed by natural gas pipeline pumps that were electrically powered was not known.
In order to estimate the electricity consumed, the Btu of natural gas pipeline fuel consumed was
multiplied by a factor of 0.015.
Crude Petroleum and Petroleum Product
J. N. Hooker, Oil Pipeline Energy Consumption and Efficiency, ORNL-5697, ORNL, Oak
Ridge, TN, 1981. (Data held constant; Latest available data.)
Coal Slurry and Water
W. F. Banks, Systems, Science and Software, Energy Consumption in the Pipeline Industry,
LaJolla, CA, October 1977. (Data held constant; Latest available data.)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–19
Table A.12
Pipeline Fuel Use
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to btu:
Natural gas
(million cubic
feet)
722,166
582,963
548,323
532,669
530,451
600,964
634,622
642,325
596,411
490,042
528,754
503,766
485,041
519,170
613,912
629,308
659,816
601,305
587,710
624,308
685,362
700,335
711,446
751,470
635,477
645,319
642,210
624,964
666,920
591,492
566,187
584,026
584,213
621,364
647,956
670,174
674,124
687,784
730,790
833,061
700,150
678,183
686,732
721,518
1,031 btu/cubic
foot
Estimated natural gas
pipeline electricity use
(million kWh)
3,272.9
2,642.0
2,485.0
2,414.1
2,404.0
2,723.6
2,876.1
2,911.0
2,703.0
2,220.9
2,396.3
2,283.1
2,198.2
2,352.9
2,782.3
2,852.0
2,990.3
2,725.1
2,663.5
2,829.4
3,106.1
3,173.9
3,224.3
3,405.7
2,880.0
2,924.6
2,910.5
2,832.3
3,022.5
2,680.7
2,566.0
2,646.8
2,647.7
2,816.0
2,936.6
3,037.2
3,055.1
3,117.0
3,312.0
3,775.4
3,173.1
3,073.5
3,112.3
3,269.9
3,412
Btu/kWha
Electricity
constant
(trillion btu)
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
70.0
For tables in the main body of the report, electricity was converted from kWh to Btu using 3,412 Btu/kWh. For
tables in Appendix C, electricity generation and distribution were considered. Table C.1 contains the conversion
factors used for tables in Appendix C.
a
Note: Formula for estimating electricity use for natural gas pipelines is:
Natural gas use (in million cubic ft) × 1,031 btu/cubic ft × 0.015 × 29.305 ×10-5 kWh/btu.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–20
2.3.4 Rail
Freight
AAR, Railroad Facts, 2018 Edition, Washington, DC, 2018.
Table A.13
Class I Freight Railroad Fuel Use
Year
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to btu:
Diesel fuel
(thousand gallons)
3,807,663
3,822,907
3,996,985
4,160,730
4,175,375
3,736,484
3,895,542
3,985,069
3,968,007
4,072,187
3,955,996
3,756,439
3,178,116
3,137,295
3,388,173
3,144,190
3,039,069
3,102,227
3,182,267
3,190,815
3,134,446
2,925,970
3,022,108
3,111,981
3,355,802
3,503,096
3,600,649
3,602,793
3,619,341
3,749,428
3,720,107
3,729,985
3,751,413
3,849,229
4,082,236
4,119,879
4,214,459
4,087,405
3,911,178
3,220,059
3,519,021
3,710,485
3,634,025
3,712,582
3,897,113
3,723,491
3,418,577
3,536,618
138,700
Btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–21
Passenger
Commuter - APTA, 2019 Public Transportation Fact Book, Washington, DC, 2019.
Table A.14
Commuter Rail Fuel Use
Year
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to btu:
Diesel
(thousand gallons)
58,320
55,372
54,608
51,594
53,054
52,516
52,681
54,315
54,951
59,766
61,900
63,064
61,888
63,195
69,200
73,005
70,818
72,204
72,847
72,264
71,999
76,714
78,600
80,700
83,500
95,000
93,200
93,900
92,800
98,700
93,900
97,400
102,878
104,245
Electricity
(million kWh)
901
1,043
1,170
1,155
1,195
1,293
1,226
1,239
1,124
1,196
1,244
1,253
1,255
1,270
1,299
1,322
1,370
1,354
1,334
1,383
1,449
1,484
1,478
1,763
1,718
1,780
1,797
1,813
1,808
1,816
1,809
1,792
1,764
1,776
138,700
Btu/gallon
3,412
Btu/kWha
For tables in the main body of the report, electricity was converted from kWh to Btu using 3,412 Btu/kWh. For
tables in Appendix C, electricity generation and distribution were considered. Table C.1 contains the conversion
factors used for tables in Appendix C.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–22
Transit – APTA, 2019 Public Transportation Fact Book, Washington, DC, 2019. Includes light
rail and heavy rail.
Table A.15
Transit Rail Fuel Use
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to btu:
Light rail
Electricity (million kWh)
Heavy rail
Light rail and heavy rail data are
not available separately from
1970 to 1985.
173
191
243
242
239
274
297
281
282
288
321
363
382
416
563
587
510
507
553
571
634
687
721
738
749
789
806
882
985
898
907
930
3,412
Btu/kWha
3,066
3,219
3,256
3,286
3,284
3,248
3,193
3,287
3,431
3,401
3,322
3,253
3,280
3,385
3,549
3,646
3,683
3,632
3,684
3,769
3,709
3,817
3,898
3,866
3,780
3,854
3,795
3,856
3,812
3,816
3,760
3,728
3,412
Btu/kWha
Total
2,561
2,646
2,576
2,303
2,223
2,473
2,446
2,655
2,722
2,930
3,092
2,928
3,239
3,410
3,499
3,528
3,523
3,522
3,490
3,568
3,713
3,689
3,643
3,616
3,662
3,801
4,112
4,233
4,193
4,138
4,237
4,339
4,343
4,505
4,619
4,624
4,529
4,643
4,601
4,738
4,797
4,713
4,667
4,658
3,412
Btu/kWha
For tables in the main body of the report, electricity was converted from kWh to Btu using 3,412 Btu/kWh. For
tables in Appendix C, electricity generation and distribution were considered. Table C.1 contains the conversion
factors used for tables in Appendix C.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–23
Intercity – Personal communication with Amtrak, Washington, DC, 2018.
Table A.16
Intercity Rail Fuel Use
Year
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Heat content used for
conversion to Btu
Diesel fuel
(thousand gallons)
73,516
72,371
71,226
75,656
75,999
79,173
94,968
96,846
84,432
74,621
68,605
65,477
62,463
61,824
63,428
61,704
63,474
63,450
63,058
66,036
65,711
62,468
60,212
60,076
138,700 Btu/gallon
Electricity
(thousand kWh)
308,948
335,818
362,689
389,559
416,429
443,300
470,170
455,703
518,306
536,950
550,695
531,377
548,856
577,864
582,022
564,968
558,662
555,425
549,201
525,127
515,332
504,017
515,711
489,949
3,412
Btu/kWha
For tables in the main body of the report, electricity was converted from kWh to Btu using 3,412 Btu/kWh. For
tables in Appendix C, electricity generation and distribution were considered. Table C.1 contains the conversion
factors used for tables in Appendix C.
a
2.4 CALCULATION OF MILLION BARRELS PER DAY CRUDE OIL
EQUIVALENT
One gallon of gasoline, diesel fuel, or lpg is estimated to be the equivalent of one gallon of crude
oil. Petroleum used for electricity was calculated using the following formula:
({[(BTU×S)/G ]/P }/365)/1000
BTU =
S
=
G
P
=
=
Btus of electricity
Share of petroleum used in making primary electricity (Calculated from Table 2.6
from the EIA, Monthly Energy Review)
Electricity generation and distribution (assumed 29%)
Btus per barrel of petroleum product (Table A3 from the EIA, Monthly Energy
Review).
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–24
3. PASSENGER TRAVEL AND ENERGY USE
3.1 CARS
Number of vehicles – DOT, FHWA, Highway Statistics 2017, Table MV-1 and annual editions
back to 2009. From 1970-2008, Table VM-1 was used.
Vehicle-miles – See Appendix A, Section 7. Car and Light Truck Shares.
Passenger-miles – Vehicle-miles multiplied by an average load factor.
Load factor – 2017 NHTS shows car load factor as 1.54 persons per vehicle.
Energy intensities –
Btu per vehicle-mile – Car energy use divided by vehicle-miles.
Btu per passenger-mile – Car energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 2.9.
3.2 LIGHT TRUCKS
Number of vehicles – DOT, FHWA, Highway Statistics 2017, Table MV-9 and annual editions
back to 2009. From 1970-2008, Table VM-1 was used. Columns for pickups, vans, sport
utility vehicles, and other light trucks. Data were multiplied by the shares of light trucks
which are for personal use (Table A.17) which were derived by ORNL from the 2002 VIUS
Micro Data File on CD.
Vehicle-miles – See Appendix A, Section 7. Car and Light Truck Shares. Data were multiplied
by the shares of vehicle miles which are for personal use (Table A.17) which were derived by
ORNL from the 2002 VIUS Micro Data File on CD.
Passenger-miles – Vehicle-miles multiplied by an average load factor.
Load factor – 2017 NHTS shows personal light truck load factor as 1.82 persons per vehicle.
Energy intensities Btu per vehicle-mile – Personal light truck energy use divided by personal light truck
vehicle-miles.
Btu per passenger-mile – Personal light truck energy use divided by personal light truck
passenger-miles.
Energy use – See Section 2. Energy Use Sources (light trucks, medium/heavy trucks). Data by
truck type were multiplied by the shares of truck fuel use which are for personal use (Table
A.17) which were derived by ORNL from the 2002 VIUS Micro Data File on CD.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–25
Table A.17
Share of Trucks, Truck Travel,
and Fuel Use for Personal Travel
Personal trucks
85.6%
26.9%
Personal truck travel
80.9%
13.1%
Personal truck fuel use
78.0%
6.0%
2-axle, 4-tire trucks
Other single-unit and combination trucks
2-axle, 4-tire trucks
Other single-unit and combination trucks
2-axle, 4-tire trucks
Other single-unit and combination trucks
Note: Since these shares come from the 2002 VIUS, they may
underestimate the amount of personal trucks, truck travel, and
energy use for 2017.
3.3 MOTORCYCLES
Number of vehicles, vehicle-miles – DOT, FHWA, Highway Statistics 2017, Table VM-1.
Passenger-miles – Vehicle-miles multiplied by an average load factor.
Load factor – 2017 NHTS shows motorcycle load factor as 1.20 persons per vehicle.
Energy intensities –
Btu per vehicle-mile – Motorcycle energy use divided by vehicle-miles.
Btu per passenger-mile – Motorcycle energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 2.9.
3.4 DEMAND RESPONSE
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2019 Public Transportation Fact
Book, Washington, DC, 2019.
Load factor – Passenger-miles divided by vehicle-miles.
Energy intensities –
Btu per vehicle-mile – Energy use divided by vehicle-miles.
Btu per passenger-mile – Energy use divided by passenger-miles.
Energy use – APTA, 2019 Public Transportation Fact Book, Washington, DC, 2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
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3.5 BUSES
3.5.1 Transit
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2017 Public Transportation Fact
Book, Washington, DC, 2016. Data series shown on Table 7.9. Data for 2016 are directly
from the U.S. Department of Transportation, Federal Transit Administration, National
Transit Database.
Load factor – Passenger-miles divided by vehicle-miles.
Energy intensities –
Btu per vehicle-mile – Transit bus energy use divided by transit bus vehicle-miles.
Btu per passenger-mile – Transit bus energy use divided by transit bus passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 7.9.
3.5.2 Intercity
Energy use – See Section 2. Energy Use Sources. Because the data past 2000 are not available,
the rate of change in bus VMT from FHWA, Highway Statistics 2016, was used to estimate
the change in energy use.
3.5.3 School
Number of vehicles – DOT, FHWA, Highway Statistics 2016, Table MV-10.
Energy use – See Section 2. Energy Use Sources. Because the data past 2000 are not available,
the rate of change in bus VMT from FHWA, Highway Statistics 2016, was used to estimate
the change in energy use.
3.6 AIR
3.6.1 Certificated Air Carriers
Aircraft-miles, passenger-miles – DOT, BTS, U.S. Air Traffic Statistics Through December
2017, www.transtats.bts.gov, Washington, DC.
Load factor – Passenger-miles divided by aircraft-miles.
Energy intensities –
Btu per passenger-mile – Certificated air carrier energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. All of domestic fuel use and half of
international fuel use was considered to be domestic use.
Note: These data differ from the data in Table 9.2 because that table contains data on ALL
domestic AND international air carrier energy use and passenger-miles.
3.6.2 General Aviation
Number of vehicles – DOT, FAA, General Aviation and Air Taxi Activity Surveys - CY 2016.
2011 Data: Aviation Forecasts, Tables 28 and 29, May 2013. Data series shown in
Table 9.3.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–27
Energy intensities –
Btu per passenger-mile – General aviation energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.3.
3.7 RECREATIONAL BOATING
Number of vehicles and energy use – U.S. EPA’s MOVES2014a model.
3.8 RAIL
3.8.1 Intercity
Number of vehicles, vehicle-miles, passenger-miles – AAR, Railroad Facts, 2017 Edition,
Washington, DC, 2017.
Load factor – Passenger-miles divided by vehicle-miles.
Energy Intensities –
Btu per vehicle-mile – Intercity rail energy use divided by vehicle-miles.
Btu per passenger-mile – Intercity rail energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.10.
3.8.2 Transit
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2017 Public Transportation Fact
Book, Washington, DC, 2017. Sum of light and heavy rail transit. Data series shown on
Table 9.12. Data for 2016 are directly from the U.S. Department of Transportation, Federal
Transit Administration, National Transit Database.
Load factor – Passenger-miles divided by vehicle-miles.
Energy intensities –
Btu per vehicle-mile – Light and heavy transit rail energy use divided by vehicle-miles.
Btu per passenger-mile – Light and heavy transit rail energy use divided by passengermiles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.12.
3.8.3 Commuter
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2017 Public Transportation Fact
Book, Washington, DC, 2017. Data series shown on Table 9.11. Data for 2016 are directly
from the U.S. Department of Transportation, Federal Transit Administration, National
Transit Database.
Load factor – Passenger-miles divided by vehicle-miles.
Energy intensities –
Btu per vehicle-mile – Commuter rail energy use divided by vehicle-miles.
Btu per passenger-mile – Commuter rail energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.11.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–28
4. HIGHWAY PASSENGER MODE ENERGY INTENSITIES
4.1 CARS
Btu per vehicle-mile – Car energy use divided by car vehicle miles of travel.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 2.9.
Vehicle-miles – 1970-2008: DOT, FHWA, Highway Statistics 2009, Table VM-1 and
annual editions back to 1996 and DOT, FHWA, Highway Statistics Summary to
1995. Data series shown in Table 4.1.
2009-2016: See Appendix A, Section 7. Car and Light Truck Shares.
Btu per passenger-mile – Car energy use divided by car passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 2.9.
Passenger miles – Vehicle miles multiplied by an average load factor.
Vehicle-miles – 1970-2008: DOT, FHWA, Highway Statistics 2009, Table VM-1 and
annual editions back to 1996 and DOT, FHWA, Highway Statistics Summary to
1995. Data series shown in Table 4.1.
2009-2015: See Appendix A, Section 7. Car and Light Truck Shares.
Load factor – NPTS 1969, 1977, 1983/84, 1990, and 1995; NHTS 2001, 2009, and 2017.
Data series shown in Table A.18.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–29
Table A.18
Car Load Factor used to Calculate Passenger-Miles
Year
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Source
1969 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
1977 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
1983/84 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
1990 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
1995 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2017 NHTS
2017 NHTS
Load Factor
1.90
1.90
1.90
1.90
1.90
1.90
1.90
1.90
1.88
1.87
1.85
1.83
1.82
1.80
1.77
1.74
1.71
1.69
1.66
1.63
1.60
1.60
1.60
1.60
1.60
1.60
1.60
1.59
1.59
1.58
1.58
1.57
1.57
1.57
1.57
1.57
1.57
1.57
1.55
1.55
1.55
1.55
1.55
1.55
1.55
1.55
1.54
1.54
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–30
4.2 LIGHT TRUCKS
Btu per vehicle-mile – Light truck energy use divided by light truck vehicle miles of travel.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 2.9.
Vehicle-miles – 1970-2008: DOT, FHWA, Highway Statistics 2008, Table VM-1 and
annual editions back to 1996 and DOT, FHWA, Highway Statistics Summary to 1995.
Data series shown in Table 4.2. 2009-2016: See Appendix A, Section 7. Car and Light
Truck Shares.
Table A.19
Light Truck Load Factor used to Calculate Passenger-Miles
Year
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Source
1969 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
1977 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
1983/84 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
1990 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
1995 NPTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2001 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2009 NHTS
2017 NHTS
2017 NHTS
Load Factor
1.90
1.89
1.87
1.86
1.84
1.83
1.81
1.80
1.81
1.83
1.84
1.86
1.87
1.90
1.87
1.84
1.81
1.79
1.76
1.73
1.70
1.68
1.66
1.64
1.62
1.60
1.62
1.64
1.66
1.68
1.70
1.72
1.72
1.72
1.72
1.72
1.72
1.72
1.84
1.84
1.84
1.84
1.84
1.84
1.84
1.84
1.82
1.82
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–31
Btu per passenger-mile – Light truck energy use divided by light trucks passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 2.9.
Passenger miles – Vehicle miles multiplied by an average load factor.
Vehicle-miles – 1970-2008: DOT, FHWA, Highway Statistics 2009, Table VM-1 and
annual editions back to 1996 and DOT, FHWA, Highway Statistics Summary to
1995. Data series shown in Table 4.2.
2009-2015: See Appendix A, Section 7. Car and Light Truck Shares.
Load factor – NPTS 1969, 1977, 1983/84, 1990, and 1995; NHTS 2001, 2009, and 2017.
Data series shown in Table A.19.
4.3 Buses
4.3.1 Transit
Btu per vehicle-mile – Transit bus energy use divided by transit bus vehicle-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 7.9.
Vehicle-miles – APTA, 2017 Public Transportation Fact Book, Washington, DC, 2018.
Data series shown on Table 7.9. Data for 2016 are directly from the U.S. Department
of Transportation, Federal Transit Administration, National Transit Database.
Btu per passenger-mile – Transit bus energy use divided by transit bus passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 7.9.
Passenger-miles – APTA, 2017 Public Transportation Fact Book, Washington, DC,
2016. Data series shown on Table 7.9. Data for 2016 are directly from the U.S.
Department of Transportation, Federal Transit Administration, National Transit
Database.
4.3.2 Intercity
Btu per passenger-mile – Data are not available.
Energy use – See Section 2. Energy Use Sources. Because the data past 2000 are not
available, the rate of change in bus VMT from FHWA, Highway Statistics 2016, was
used to estimate the change in energy use.
Passenger-miles – Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
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5. NONHIGHWAY MODE ENERGY INTENSITIES
5.1 AIR
5.1.1 Certificated Air Carriers
Btu per passenger-mile – Certificated air carrier energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. All of domestic fuel use and half of
international fuel use was considered to be domestic use.
Passenger-miles – DOT, BTS, Air Carrier Traffic Statistics, Washington, DC,
www.transtats.bts.gov. Pre-1994 data are from various editions of the FAA Statistical
Handbook of Aviation (no longer published). Scheduled service passenger-miles of
domestic air carriers and half of international air carriers were used to coincide with fuel
use.
Note: These data differ from the data in Table 9.2 because that table contains data on ALL
domestic AND international air carrier energy use and passenger-miles.
5.1.2 General Aviation
Btu per passenger-mile – Data are not available.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.3.
Passenger-miles – Data are not available.
5.2 RAIL
5.2.1 Intercity
Btu per passenger-mile – Intercity rail energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.10.
Passenger-miles – AAR, Railroad Facts, 2017 Edition, and previous annual editions.
5.2.2 Transit
Btu per passenger-mile – Transit rail energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.12.
Passenger-miles – APTA, 2017 Public Transportation Fact Book, Washington, DC,
2017. Data series shown on Table 9.12. Data for 2016 are directly from the U.S.
Department of Transportation, Federal Transit Administration, National Transit
Database.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–33
5.2.3 Commuter
Btu per passenger-mile – Commuter rail energy use divided by passenger-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.11.
Passenger-miles – APTA, 2017 Public Transportation Fact Book, Washington, DC,
2018. Data series shown on Table 9.11. Data for 2016 are directly from the U.S.
Department of Transportation, Federal Transit Administration, National Transit
Database.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–34
6. FREIGHT MODE ENERGY INTENSITIES
6.1 TRUCK
Btu per vehicle-mile – Heavy single-unit and combination truck energy use divided by vehicle
miles
Energy use – See Section 2. Energy Use Sources (medium/heavy trucks).
Vehicle-miles – DOT, FHWA, Highway Statistics 2016, Table VM-1 and annual editions
back to 1996 and DOT, FHWA, Highway Statistics Summary to 1995. Data series is
the total of vehicle travel data on Tables 5.1 and 5.2.
6.2 RAIL
Btu per freight car-mile – Class I rail energy use divided by freight car-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.8.
Freight car miles – AAR, Railroad Facts, 2017 Edition, Washington, DC, 2017. Data
series shown in Table 9.8.
Btu per ton-mile – Class I rail energy use divided by ton-miles.
Energy use – See Section 2. Energy Use Sources. Data series shown in Table 9.8.
Ton-miles – AAR, Railroad Facts, 2017 Edition, Washington, DC, 2017. Data series
shown in Table 9.8.
6.3 WATER
Btu per ton-mile – Domestic waterborne commerce energy use on taxable waterways divided
by ton-miles on taxable waterways.
Energy use – Modeled by Chrisman A. Dager, University of Tennessee, Knoxville, using
Waterborne Commerce Statistics Center detail records and annual IRS reports on the
Inland Waterway Trust Fund tax on diesel fuel used on the inland waterway.
Note: These data are not available for 2015 or 2016.
Ton-miles – Based on detailed records from the U.S. Department of the Army, Army
Corps of Engineers, Waterborne Commerce Statistics Center. Includes only ton-miles
on taxable waterways.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–35
7. CAR AND LIGHT TRUCK SHARES
In 2011, the Federal Highway Administration (FHWA) changed the methodology for producing
the data on the VM-1 Table in the annual Highway Statistics publication. Historically, VM-1
included individual categories for passenger cars and 2-axle, 4-tire trucks. VM-1 included the
vehicle miles of travel (VMT), registrations, fuel use, and fuel economy of passenger cars and 2axle, 4-tire trucks. After the methodology change, the categories of light vehicles on VM-1
changed to Light-Duty Vehicles with Short wheelbase (less than or equal to 121 inches) and
Light-Duty Vehicles with Long Wheelbase (over 121 inches). As some passenger cars have long
wheelbases and some 2-axle, 4-tire trucks have short wheelbases, the categories of cars and 2axle, 4-tire trucks are no longer available. Despite these changes, there are many transportation
analysts who require information on cars and 2-axle, 4-tire trucks. Thus, a new methodology to
estimate the data in these categories was developed for years 2009 through 2016.
7.1 CARS
Registrations – DOT, FHWA, Highway Statistics 2017, Table MV-1 and annual editions back
to 2009.
Vehicle travel –
Total for all light vehicles – DOT, FHWA, Highway Statistics 2017, Table VM-1 and annual
editions back to 2009; sum of light-duty short wheelbase and light-duty long wheelbase
VMT.
Cars – Using historical shares of passenger cars/2-axle, 4-tire trucks from the Highway
Statistics, the percent of light vehicle travel attributable to cars was estimated for 20092017, keeping in mind the economic conditions present in those years and the general
trend in total light vehicle VMT. The estimated share was applied to total VMT as shown
in Table A.20.
Table A.20
Estimated Car VMT
Year
2009
2010
2011
2012
2013
2014
2015
2016
2017
Total Light Vehicle
VMT (billions)
2,633.3
2,648.5
2,650.5
2,664.1
2,677.8
2,710.6
2,779.7
2,849.7
2,877.4
Share Attributable to
Cars
59.5%
56.5%
55.0%
54.0%
54.0%
53.0%
52.0%
51.0%
49.5%
Total Car
VMT (billions)
1,566.8
1,496.4
1,457.8
1,438.6
1,446.0
1,436.6
1,445.4
1,453.4
1,424.3
Miles per Vehicle – Vehicle travel divided by registrations.
Fuel Use – Vehicle travel divided by fuel economy.
Fuel Economy – DOE, EIA, Annual Energy Outlook 2019, January 2019 and annual editions
back to 2012.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
A–36
7.2 2-AXLE, 4-TIRE TRUCKS
Registrations – DOT, FHWA, Highway Statistics 2017, Table MV-1 and annual editions back
to 2009.
Vehicle travel –
Total for all light vehicles – DOT, FHWA, Highway Statistics 2017, Table VM-1 and annual
editions back to 2009; sum of light-duty short wheelbase and light-duty long wheelbase
VMT.
2-axle, 4-tire truck VMT – Using historical shares of passenger cars/2-axle, 4-tire trucks
from the Highway Statistics, the percent of light vehicle travel attributable to cars was
estimated for 2009-2017, keeping in mind the economic conditions present in those years
and the general trend in total light vehicle VMT. The estimated share was applied to total
VMT as shown in Table A.21.
Table A.21
Estimated 2-axle, 4-tire Truck VMT
Year
2009
2010
2011
2012
2013
2014
2015
2016
2017
Total Light Vehicle
VMT (billions)
2,633.2
2,648.5
2,650.5
2,664.1
2,677.8
2,710.6
2,779.7
2,849.7
2,877.4
Share Attributable to
2-axle, 4-tire Trucks
40.5%
43.5%
45.0%
46.0%
46.0%
47.0%
48.0%
49.0%
50.5%
Total 2-axle, 4-tire
Truck VMT (billions)
1,066.5
1,152.1
1,192.7
1,225.5
1,231.8
1,274.0
1,334.3
1,396.4
1,453.1
Miles per Vehicle – Vehicle travel divided by registrations.
Fuel Use – Vehicle travel divided by fuel economy.
Fuel Economy – DOE, EIA, Annual Energy Outlook 2019, January 2019 and annual editions
back to 2012.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–1
CONVERSIONS
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–2
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–3
CONVERSIONS
A Note about Heating Values
The heat content of a fuel is the quantity of energy released by burning a unit amount of
that fuel. However, this value is not absolute and can vary according to several factors. For
example, empirical formulae for determining the heating value of liquid fuels depend on the fuels'
American Petroleum Institute (API) gravity. The API gravity varies depending on the percent by
weight of the chemical constituents and impurities in the fuel, both of which are affected by the
combination of raw materials used to produce the fuel and by the type of manufacturing process.
Temperature and climatic conditions are also factors.
Because of these variations, the heating values in Table B.4 may differ from values in other
publications. The figures in this report are representative or average values, not absolute ones.
The gross (higher) heating values used here agree with those used by the Energy Information
Administration (EIA).
Heating values fall into two categories, usually referred to as “higher” (or gross) and
“lower” (or net). If the products of fuel combustion are cooled back to the initial fuel-air or fueloxidizer mixture temperature and the water formed during combustion is condensed, the energy
released by the process is the higher (gross) heating value. If the products of combustion are
cooled to the initial fuel-air temperature, but the water is considered to remain as a vapor, the
energy released by the process is the lower (net) heating value. Usually the difference between
the gross and net heating values for fuels used in transportation is around 5 to 8 percent; however,
it is important to be consistent in their use.
The Transportation Energy Data Book has always used gross heating values for fuel
conversion.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–4
Table B.1
Hydrogen Heat Content
1 kilogram hydrogen =
Higher heating value
Lower heating value
134,200 Btu
113,400 Btu
39.3 kWhr
33.2 kWhr
141,600 kJ
119,600 kJ
33,800 kCal
28,560 kCal
Table B.2
Hydrogen Conversions
Weight
1 lb
1 kg
1 SCF gas
1 Nm3 gas
1 gal liquid
1 L liquid
Pounds
(lb)
1.0
2.205
0.005209
0.19815
0.5906
0.15604
Gas
Standard
cubic feet
(SCF)
192.00
423.3
1.0
38.04
113.41
29.99
Kilograms
(kg)
0.4536
1.0
0.002363
0.08988
0.2679
0.07078
Normal
cubic meter
(Nm3)
5.047
11.126
0.02628
1.0
2.981
0.77881
Liquid
Gallons
(gal)
1.6928
3.733
0.00882
0.3355
1.0
0.2642
Liters
(L)
6.408
14.128
0.0339
1.2699
3.785
1.0
Table B.3
Pressure Conversions
Bar
Atmosphere
lb/in2 (or psi)
Bar
1.0
1.013
0.0689
Atmosphere
0.987
1.0
0.0680
lb/in2 (or psi)
14.5
14.696
1.0
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–5
Table B.4
Heat Content for Various Fuels
Conventional gasoline
125,000 Btu/gal (gross) = 115,400 Btu/gal (net)
E10
120,900 Btu/gal (gross) = 112,400 Btu/gal (net)
E15
119,000 Btu/gal (gross) = 109,400 Btu/gal (net)
Hydrogen
134,200 Btu/kg (gross) = 113,400 Btu/kg (net)
Low-sulfur diesel
138,700 Btu/gal (gross) = 128,700 Btu/gal (net)
Biodiesel
126,200 Btu/gal (gross) = 117,100 Btu/gal (net)
Methanol
64,600 Btu/gal (gross) = 56,600 Btu/gal (net)
Ethanol
84,600 Btu/gal (gross) = 75,700 Btu/gal (net)
E85
90,700 Btu/gal (gross) = 81,600 Btu/gal (net)
Aviation gasoline
120,200 Btu/gal (gross) = 112,000 Btu/gal (net)
Liquefied petroleum gas (LPG)
91,300 Btu/gal (gross) = 83,500 Btu/gal (net)
Butane
103,000 Btu/gal (gross) = 93,000 Btu/gal (net)
Jet fuel (naphtha)
127,500 Btu/gal (gross) = 118,700 Btu/gal (net)
Jet fuel (kerosene)
135,000 Btu/gal (gross) = 128,100 Btu/gal (net)
Lubricants
144,400 Btu/gal (gross) = 130,900 Btu/gal (net)
Waxes
131,800 Btu/gal (gross) = 120,200 Btu/gal (net)
Asphalt and road oil
158,000 Btu/gal (gross) = 157,700 Btu/gal (net)
Liquefied natural gas (LNG)
23,700 Btu/lb (gross) = 20,900 Btu/lb (net)
Compressed natural gas (CNG)
22,500 Btu/lb (gross) = 20,200 Btu/lb (net)
Crude petroleum
138,100 Btu/gal (gross) = 131,800 Btu/gal (net)
Fuel Oils
Residual
149,700 Btu/gal (gross) = 138,400 Btu/gal (net)
Distillate
138,700 Btu/gal (gross) = 131,800 Btu/gal (net)
Production average
19.880 x 106 Btu/short ton
Consumption average
19.499 x 106 Btu/short ton
Coal
Note: Heat content values are approximate. Data are rounded to the nearest hundred.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–6
Table B.5
Fuel Equivalents
1 million bbl crude oil/day
=
=
=
=
=
=
0.365 billion bbl crude oil/year
2.089 quadrillion Btu/year
107.110 million short tons coal/year
97.170 million metric tons coal/year
2.016 trillion ft3 natural gas/year
2,203 petajoules/year
1 billion bbl crude oil/year
=
=
=
=
=
=
2.740 million bbl crude oil/day
5.722 quadrillion Btu/year
293.451 million short tons coal/year
266.219 million metric tons coal/year
5.523 trillion ft3 natural gas/year
6,037 petajoules/year
1 quadrillion Btu/year
=
=
=
=
=
=
=
8.000 billion gasoline gallon equivalents/year
0.479 million bbl crude oil/day
174.764 million bbl crude oil/year
51.285 million short tons coal/year
46.525 million metric tons coal/year
965.251 billion ft3 natural gas/year
1,055 petajoules/year
1 billion short tons coal/year
=
=
=
=
=
=
0.907 billion metric tons coal/year
9.336 million bbl crude oil/day
3.408 billion bbl crude oil/year
19.499 quadrillion Btu/year
18.821 trillion ft3 natural gas/year
20,572 petajoules/year
1 billion metric tons coal/year
=
=
=
=
=
=
1.102 billion short tons coal/year
8.470 million bbl crude oil/day
3.091 billion bbl crude oil/year
17.689 quadrillion btu/year
17.075 trillion ft3 natural gas/year
18,662 petajoules/year
1 trillion ft3 natural gas/year
=
=
=
=
=
=
0.496 million bbl crude oil/day
0.181 billion bbl crude oil/year
1.036 quadrillion Btu/year
53.131 million short tons coal/year
48.200 million metric tons coal/year
1,093 petajoules/year
1 petajoule/year
=
=
=
=
=
=
453.844 bbl crude oil/day
165.653 thousand bbl crude oil/year
0.948 trillion Btu/year
48.661 thousand short tons coal/year
44.100 thousand metric tons coal/year
0.915 billion ft3 natural gas/year
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–7
Table B.6
Energy Unit Conversions
1 Btu =
=
=
=
=
=
778.2 ft-lb
107.6 kg-m
1055 J
39.30 x 10-5 hp-h
39.85 x 10-5 metric hp-h
29.31 x 10-5 kWhr
1 kWhr =
=
=
=
=
=
3412 Btua
2.655 x 106 ft-lb
3.671 x 105 kg-m
3.600 x 106 J
1.341 hp-h
1.360 metric hp-h
1 kg-m
= 92.95 x 10-4 Btu
= 7.233 ft-lb
= 9.806 J
= 36.53 x 10-7 hp-h
= 37.04 x 10-7 metric hp-h
= 27.24 x 10-7 kWhr
1 Joule =
=
=
=
=
=
94.78 x 10-5 Btu
0.7376 ft-lb
0.1020 kg-m
37.25 x 10-8 hp-h
37.77 x 10-8 metric hp-h
27.78 x 10-8 kWhr
1 hp-h
=
=
=
=
=
=
1 metric hp-h =
=
=
=
=
=
2544 Btu
1.98 x 106 ft-lb
2.738 x 106 kgm
2.685 x 106 J
1.014 metric hp-h
0.7475 kWhr
2510 Btu
1.953 x 106 ft-lb
27.00 x 104 kg-m
2.648 x 106 J
0.9863 hp-h
0.7355 kWhr
This figure does not take into account the fact that electricity generation and distribution efficiency is
approximately 33%. If generation and distribution efficiency are taken into account, 1 kWhr = 10,339 Btu.
a
Table B.7
International Energy Conversions
To:
From:
Petajoules
Gigacalories
Million metric tons
of oil equivalent
Million Btu
Gigawatthours
Gigacalories
Million
metric tons of
oil equivalent
Million
Btu
Gigawatthours
1
238.8 x 103
2.388 x 10-2
947.8 x 103
277.8
4.1868 x 10-6
1
10-7
3.968
1.163 x 10-3
41.868
107
1
3.968 x 107
11,630
1.0551 x 10-6
0.252
2.52 X 10-8
1
2.931 x 10-4
3.6 x 10-3
860
8.6 x 10-5
3412
1
Petajoules
multiply by:
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–8
Table B.8
Distance and Velocity Conversions
1 in = 83.33 x 10-3 ft
1 ft = 12.0 in
= 27.78 x 10 yd
= 0.33 yd
= 15.78 x 10-6 mile
= 189.4 x 10-3 mile
= 25.40 x 10-3 m
= 0.3048 m
= 0.2540 x 10 km
= 0.3048 x 10-3 km
-3
-6
1 mile
= 63360 in
1 km = 39370 in
= 5280 ft
= 3281 ft
= 1760 yd
= 1093.6 yd
= 1609 m
= 0.6214 mile
= 1.609 km
= 1000 m
1 ft/sec = 0.3048 m/s = 0.6818 mph = 1.0972 km/h
1 m/sec = 3.281 ft/s = 2.237 mph = 3.600 km/h
1 km/h = 0.9114 ft/s = 0.2778 m/s = 0.6214 mph
1 mph = 1.467 ft/s = 0.4469 m/s = 1.609 km/h
Table B.9
Alternative Measures of Greenhouse Gases
1 pound methane, measured in carbon units
(CH4)
=
1.333 pounds methane, measured at full
molecular weight (CH4)
1 pound carbon dioxide, measured in
carbon units (CO2-C)
=
3.6667 pounds carbon dioxide, measured at
full molecular weight (CO2)
1 pound carbon monoxide, measured in
carbon units (CO-C)
=
2.333 pounds carbon monoxide, measured at
full molecular weight (CO)
1 pound nitrous oxide, measured in
nitrogen units (N2O-N)
=
1.571 pounds nitrous oxide, measured at full
molecular weight (N2O)
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–9
Table B.10
Volume and Flow Rate Conversionsa
A U.S. gallon of gasoline weighs 6.2 pounds
1 U.S. gal
1 imperial gal
1 U.S. gal/hr
1 liter/hr
1 bbl/hr
a
= 231 in3
1 liter
= 61.02 in3
= 0.1337 ft3
= 3.531 x 10-2 ft3
= 3.785 liters
= 0.2642 U.S. gal
= 0.8327 imperial gal
= 0.2200 imperial gal
= 0.0238 bbl
= 6.29 x 10-3 bbl
= 0.003785 m3
= 0.001 m3
= 277.4 in3
1 bbl
= 9702 in3
= 0.1605 ft3
= 5.615 ft3
= 4.546 liters
= 158.97 liters
= 1.201 U.S. gal
= 42 U.S. gal
= 0.0286 bbl
= 34.97 imperial gal
= 0.004546 m3
= 0.15898 m3
= 3.208 ft3/day
= 1171 ft3/year
= 90.85 liter/day
= 33160 liter/year
= 19.78 imperial gal/day
= 7220 imperial gal/year
= 0.5714 bbl/day
= 208.57 bbl/year
= 0.8476 ft3/day
= 309.3 ft3/year
= 6.340 U.S. gal/day
= 2308 U.S. gal/year
= 5.28 imperial gal/day
= 1927 imperial gal/year
= 0.1510 bbl/day
= 55.10 bbl/year
= 134.7 ft3/day
= 49184 ft3/year
= 1008 U.S. gal/day
= 3.679 x 105 U.S. gal/year
= 839.3 imperial gal/day
= 3.063 x 105 imperial gal/year
= 3816 liter/day
= 1.393 x 106 liter/day
The conversions for flow rates are identical to those for volume measures, if the time units are identical.
Conversions to/from barrels (bbl) are based on barrels of petroleum.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–10
Table B.11
Power Conversions
TO
FROM
Horsepower
Kilowatts
Metric
horsepower
Ft-lb per sec
Kilocalories
per sec
Btu per sec
Horsepower
1
0.7457
1.014
550
0.1781
0.7068
Kilowatts
1.341
1
1.360
737.6
0.239
0.9478
Metric
horsepower
0.9863
0.7355
1
542.5
0.1757
0.6971
Ft-lb per sec
1.36 x 10-3
1.356 x 10-3
1.84 x 10-3
1
0.3238 x 10-3
1.285 x 10-3
Kilocalories
per sec
5.615
4.184
5.692
3088
1
3.968
Btu per sec
1.415
1.055
1.434
778.2
0.2520
1
Table B.12
Mass Conversions
TO
FROM
Pound
Kilogram
Short ton
Long ton
Metric ton
Pound
1
0.4536
5.0 x 10-4
4.4643 x 10-4
4.5362 x 10-4
Kilogram
2.205
1
1.1023 x 10-3
9.8425 x 10-4
1.0 x 10-3
Short ton
2,000
907.2
1
0.8929
0.9072
Long ton
2,240
1,106
1.12
1
1.016
Metric ton
2,205
1,000
1.102
0.9842
1
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–11
Table B.13
Fuel Efficiency Conversions
MPG
Miles/liter
Kilometers/L
L/100
kilometers
Grams of
CO2
per milea
Pounds of CO2
per milea
10
2.64
4.25
23.52
877.80
1.94
15
3.96
6.38
15.68
585.20
1.29
20
5.28
8.50
11.76
438.90
0.97
25
30
6.60
7.92
10.63
12.75
9.41
7.84
351.12
292.60
0.78
0.65
35
9.25
14.88
6.72
250.80
0.55
40
10.57
17.00
5.88
219.45
0.49
45
50
11.89
13.21
19.13
21.25
5.23
4.70
195.07
175.56
0.43
0.39
55
14.53
23.38
4.28
159.60
0.35
60
15.85
25.51
3.92
146.30
0.32
65
70
17.17
18.49
27.63
29.76
3.62
3.36
135.05
125.40
0.30
0.28
75
19.81
31.88
3.14
117.04
0.26
80
21.13
34.01
2.94
109.73
0.24
85
90
22.45
23.77
36.13
38.26
2.77
2.61
103.27
97.53
0.23
0.22
95
25.09
40.38
2.48
92.40
0.20
100
26.42
42.51
2.35
87.78
0.19
105
110
27.74
29.06
44.64
46.76
2.24
2.14
83.60
79.80
0.18
0.18
115
30.38
48.89
2.05
76.33
0.17
120
31.70
51.01
1.96
73.15
0.16
125
33.02
53.14
1.88
70.22
0.16
130
34.34
55.26
1.81
67.52
0.15
135
35.66
57.39
1.74
65.02
0.14
140
145
36.98
38.30
59.51
61.64
1.68
1.62
62.70
60.54
0.14
0.13
150
39.62
63.76
1.57
58.52
0.13
8,778/MPG
19.4/MPG
Formula
a
MPG/3.785
MPG/[3.785/1.609]
235.24/MPG
For gasoline-fueled vehicles.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–12
Table B.14
SI Prefixes and Their Values
One million million millionth
One thousand million millionth
One million millionth
One thousand millionth
One millionth
One thousandth
One hundredth
One tenth
One
Ten
One hundred
One thousand
One million
One billiona
One trilliona
One quadrilliona
One quintilliona
Value
10-18
10-15
10-12
10-9
10-6
10-3
10-2
10-1
100
101
102
103
106
109
1012
1015
1018
Prefix
atto
femto
pico
nano
micro
milli
centi
deci
Symbol
a
f
p
n
μ
m
c
deca
hecto
kilo
mega
giga
tera
peta
exa
k
M
G
T
P
E
Care should be exercised in the use of this nomenclature, especially in foreign correspondence, as it is either
unknown or carries a different value in other countries. A "billion," for example, signifies a value of 1012 in most
other countries.
a
Table B.15
Metric Units and Abbreviations
Quantity
Energy
Specific energy
Specific energy consumption
Energy consumption
Energy economy
Power
Specific power
Power density
Speed
Acceleration
Range (distance)
Weight
Torque
Volume
Mass; payload
Length; width
Brake specific fuel consumption
Fuel economy (heat engine)
Unit name
Joule
Joule/kilogram
Joule/kilogram•kilometer
Joule/kilometer
kilometer/kilojoule
kilowatt
Watt/kilogram
Watt/meter3
kilometer/hour
meter/second2
kilometer
kilogram
Newton•meter
meter3
kilogram
meter
kilogram/Joule
Liters/100 km
Symbol
J
J/kg
J/(kg•km)
J/km
km/kJ
kW
W/kg
W/m3
km/h
m/s2
km
kg
N•m
m3
kg
m
kg/J
L/100 km
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–13
Table B.16
Carbon Coefficients
(Million metric tons carbon per quadrillion Btu)
Energy Source
Coal
Natural gas
Petroleum
Fuel Type
Carbon Coefficients
Anthracite
Bituminous
Subbituminous
Lignite
Coke
Coal (All types)
28.28
25.45
26.51
26.65
31.12
26.00
Natural Gas
Flared natural gas
Propane
Butane
Butane/Propane Mix
14.47
14.92
17.20
17.71
17.46
Gasoline
Diesel fuel
Jet Fuel
Aviation Gas
Kerosene
Residual Heating Fuel
Petroleum coke
Asphalt and Road Oil
Lubricants
Petrochemical Feedstocks
Special Naphthas (solvents)
Waxes
Other petroleum & miscellaneous
19.45
19.95
19.34
18.87
19.72
21.49
27.85
20.62
20.24
19.37
19.85
19.81
19.81
Note: Additional information:
www.eia.gov/environment/emissions/co2_vol_mass.cfm
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–14
Conversion of Constant Dollar Values
Many types of information in this data book are expressed in dollars. Generally, constant
dollars are used–that is, dollars of a fixed value for a specific year, such as 2010 dollars.
Converting current dollars to constant dollars, or converting constant dollars for one year to
constant dollars for another year, requires conversion factors (Table B.17 and
Table B.18). Table B.17 shows conversion factors for the Consumer Price Index inflation factors.
Table B.18 shows conversion factors using the Gross National Product Implicit Price Deflator.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
B–15
Table B.17
Consumer Price Inflation (CPI) Index
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1970
1.000
0.958
0.928
0.874
0.787
0.721
0.682
0.640
0.595
0.534
0.471
0.427
0.402
0.390
0.373
0.361
0.354
0.342
0.328
0.313
0.297
0.285
0.277
0.269
0.262
0.255
0.247
0.242
0.238
0.233
0.225
0.219
0.216
0.211
0.205
0.199
0.192
0.187
0.180
0.181
0.178
0.172
0.169
0.167
0.164
0.164
0.162
0.158
0.155
1971
1.044
1.000
0.969
0.912
0.822
0.753
0.712
0.668
0.621
0.558
0.492
0.446
0.420
0.407
0.390
0.376
0.370
0.357
0.342
0.327
0.310
0.297
0.289
0.280
0.273
0.266
0.258
0.252
0.248
0.243
0.235
0.229
0.225
0.220
0.214
0.207
0.201
0.195
0.188
0.189
0.186
0.180
0.176
0.174
0.171
0.171
0.169
0.165
0.161
1972
1.077
1.032
1.000
0.941
0.848
0.777
0.735
0.690
0.641
0.576
0.507
0.460
0.433
0.420
0.402
0.388
0.381
0.368
0.353
0.337
0.320
0.307
0.298
0.289
0.282
0.274
0.266
0.260
0.256
0.251
0.243
0.236
0.232
0.227
0.221
0.214
0.207
0.202
0.194
0.195
0.192
0.186
0.182
0.179
0.177
0.176
0.174
0.171
0.166
1973
1.144
1.096
1.062
1.000
0.901
0.825
0.780
0.733
0.681
0.612
0.539
0.488
0.460
0.446
0.427
0.413
0.405
0.391
0.375
0.358
0.340
0.326
0.316
0.307
0.300
0.291
0.283
0.277
0.272
0.267
0.258
0.251
0.247
0.241
0.235
0.227
0.220
0.214
0.206
0.207
0.204
0.197
0.193
0.191
0.188
0.187
0.185
0.181
0.177
To:
1974
1.271
1.217
1.179
1.110
1.000
0.916
0.866
0.814
0.756
0.679
0.598
0.542
0.511
0.495
0.474
0.458
0.450
0.434
0.417
0.398
0.377
0.362
0.351
0.341
0.333
0.323
0.314
0.307
0.302
0.296
0.286
0.278
0.274
0.268
0.261
0.252
0.245
0.238
0.229
0.230
0.226
0.219
0.215
0.212
0.208
0.208
0.205
0.201
0.196
1975
1.387
1.328
1.287
1.212
1.091
1.000
0.946
0.888
0.825
0.741
0.653
0.592
0.558
0.540
0.518
0.500
0.491
0.474
0.455
0.434
0.412
0.395
0.383
0.372
0.363
0.353
0.343
0.335
0.330
0.323
0.312
0.304
0.299
0.292
0.285
0.275
0.267
0.259
0.250
0.251
0.247
0.239
0.234
0.231
0.227
0.227
0.224
0.219
0.214
1976
1.466
1.405
1.361
1.282
1.154
1.058
1.000
0.939
0.873
0.784
0.691
0.626
0.590
0.571
0.548
0.529
0.519
0.501
0.481
0.459
0.435
0.418
0.406
0.394
0.384
0.373
0.363
0.355
0.349
0.342
0.330
0.321
0.316
0.309
0.301
0.291
0.282
0.274
0.264
0.265
0.261
0.253
0.248
0.244
0.240
0.240
0.237
0.232
0.227
1977
1.562
1.496
1.450
1.365
1.229
1.126
1.065
1.000
0.929
0.835
0.735
0.667
0.628
0.608
0.583
0.563
0.553
0.533
0.512
0.489
0.464
0.445
0.432
0.419
0.409
0.398
0.386
0.378
0.372
0.364
0.352
0.342
0.337
0.329
0.321
0.310
0.301
0.292
0.281
0.282
0.278
0.269
0.264
0.260
0.256
0.256
0.252
0.247
0.241
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1978
1.680
1.610
1.560
1.468
1.323
1.212
1.146
1.076
1.000
0.898
0.791
0.717
0.676
0.655
0.628
0.606
0.595
0.574
0.551
0.526
0.499
0.479
0.465
0.451
0.440
0.428
0.416
0.406
0.400
0.391
0.379
0.368
0.362
0.354
0.345
0.334
0.323
0.314
0.303
0.304
0.299
0.290
0.284
0.280
0.275
0.275
0.272
0.266
0.260
1979
1.871
1.793
1.737
1.635
1.473
1.349
1.276
1.198
1.113
1.000
0.881
0.799
0.752
0.729
0.699
0.675
0.662
0.639
0.614
0.585
0.555
0.533
0.517
0.502
0.490
0.476
0.463
0.452
0.445
0.436
0.422
0.410
0.404
0.395
0.384
0.372
0.360
0.350
0.337
0.338
0.333
0.323
0.316
0.312
0.307
0.306
0.302
0.296
0.289
B–16
Table B.17
Consumer Price Inflation (CPI) Index (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1980
2.124
2.035
1.971
1.856
1.671
1.532
1.448
1.360
1.264
1.135
1.000
0.906
0.854
0.827
0.793
0.766
0.752
0.725
0.697
0.665
0.630
0.605
0.587
0.570
0.556
0.541
0.525
0.513
0.506
0.495
0.479
0.465
0.458
0.448
0.436
0.422
0.409
0.397
0.383
0.384
0.378
0.366
0.359
0.354
0.348
0.348
0.343
0.336
0.328
1981
2.343
2.244
2.175
2.047
1.844
1.690
1.598
1.500
1.394
1.252
1.103
1.000
0.942
0.913
0.875
0.845
0.829
0.800
0.768
0.733
0.695
0.667
0.648
0.629
0.613
0.596
0.579
0.566
0.558
0.546
0.528
0.513
0.505
0.494
0.481
0.465
0.451
0.438
0.422
0.424
0.417
0.404
0.396
0.390
0.384
0.384
0.379
0.371
0.362
1982
2.487
2.383
2.309
2.173
1.957
1.794
1.696
1.592
1.480
1.329
1.171
1.062
1.000
0.969
0.929
0.897
0.880
0.849
0.816
0.778
0.738
0.709
0.688
0.668
0.651
0.633
0.615
0.601
0.592
0.579
0.560
0.545
0.536
0.524
0.511
0.494
0.479
0.465
0.448
0.450
0.443
0.429
0.420
0.414
0.408
0.407
0.402
0.394
0.384
1983
2.567
2.459
2.383
2.243
2.020
1.851
1.750
1.644
1.528
1.372
1.209
1.096
1.032
1.000
0.959
0.926
0.909
0.877
0.842
0.803
0.762
0.731
0.710
0.689
0.672
0.654
0.635
0.621
0.611
0.598
0.578
0.562
0.554
0.541
0.527
0.510
0.494
0.480
0.463
0.464
0.457
0.443
0.434
0.428
0.421
0.420
0.415
0.406
0.397
To:
1984
2.678
2.565
2.486
2.340
2.108
1.931
1.826
1.715
1.594
1.431
1.261
1.143
1.077
1.043
1.000
0.966
0.948
0.915
0.878
0.838
0.795
0.763
0.741
0.719
0.701
0.682
0.662
0.647
0.637
0.624
0.603
0.587
0.578
0.565
0.550
0.532
0.515
0.501
0.483
0.484
0.476
0.462
0.453
0.446
0.439
0.438
0.433
0.424
0.414
1985
2.773
2.657
2.574
2.423
2.183
2.000
1.891
1.776
1.650
1.482
1.306
1.184
1.115
1.080
1.036
1.000
0.982
0.947
0.910
0.868
0.823
0.790
0.767
0.745
0.726
0.706
0.686
0.670
0.660
0.646
0.625
0.608
0.598
0.585
0.570
0.551
0.534
0.519
0.500
0.502
0.493
0.478
0.469
0.462
0.455
0.454
0.448
0.439
0.429
1986
2.825
2.706
2.622
2.468
2.223
2.037
1.926
1.809
1.681
1.510
1.330
1.206
1.136
1.100
1.055
1.019
1.000
0.965
0.926
0.884
0.839
0.805
0.781
0.758
0.740
0.719
0.699
0.683
0.672
0.658
0.636
0.619
0.609
0.596
0.580
0.561
0.544
0.529
0.509
0.511
0.503
0.487
0.477
0.470
0.463
0.462
0.457
0.447
0.436
1987
2.928
2.805
2.718
2.559
2.304
2.112
1.996
1.875
1.742
1.565
1.379
1.250
1.177
1.141
1.093
1.056
1.036
1.000
0.960
0.916
0.869
0.834
0.810
0.786
0.767
0.745
0.724
0.708
0.697
0.682
0.660
0.641
0.631
0.617
0.601
0.582
0.563
0.548
0.528
0.530
0.521
0.505
0.495
0.488
0.480
0.479
0.473
0.463
0.452
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1988
3.049
2.921
2.830
2.664
2.400
2.199
2.079
1.952
1.814
1.629
1.436
1.301
1.226
1.188
1.139
1.099
1.079
1.041
1.000
0.954
0.905
0.869
0.843
0.819
0.798
0.776
0.754
0.737
0.726
0.710
0.687
0.668
0.658
0.643
0.626
0.606
0.587
0.571
0.549
0.551
0.543
0.526
0.515
0.508
0.500
0.499
0.493
0.483
0.471
1989
3.196
3.062
2.967
2.793
2.515
2.305
2.179
2.046
1.902
1.708
1.505
1.364
1.285
1.245
1.193
1.152
1.131
1.092
1.048
1.000
0.949
0.910
0.884
0.858
0.837
0.814
0.790
0.773
0.761
0.744
0.720
0.700
0.689
0.674
0.656
0.635
0.615
0.598
0.576
0.578
0.569
0.551
0.540
0.532
0.524
0.523
0.517
0.506
0.494
B–17
Table B.17
Consumer Price Inflation (CPI) Index (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1990
3.369
3.227
3.127
2.944
2.651
2.429
2.297
2.157
2.005
1.800
1.586
1.438
1.354
1.312
1.258
1.215
1.193
1.151
1.105
1.054
1.000
0.960
0.932
0.904
0.882
0.858
0.833
0.814
0.802
0.785
0.759
0.738
0.727
0.710
0.692
0.669
0.648
0.630
0.607
0.609
0.599
0.581
0.569
0.561
0.552
0.551
0.545
0.533
0.520
1991
3.510
3.363
3.258
3.068
2.763
2.532
2.394
2.248
2.089
1.876
1.653
1.498
1.411
1.367
1.311
1.266
1.243
1.199
1.151
1.098
1.042
1.000
0.971
0.943
0.919
0.894
0.868
0.849
0.836
0.818
0.791
0.769
0.757
0.740
0.721
0.697
0.676
0.657
0.633
0.635
0.625
0.605
0.593
0.585
0.575
0.575
0.567
0.556
0.542
1992
3.616
3.464
3.356
3.160
2.846
2.608
2.466
2.315
2.152
1.933
1.703
1.543
1.454
1.409
1.350
1.304
1.280
1.235
1.186
1.131
1.073
1.030
1.000
0.971
0.947
0.921
0.894
0.874
0.861
0.842
0.815
0.792
0.780
0.763
0.743
0.718
0.696
0.677
0.652
0.654
0.643
0.624
0.611
0.602
0.593
0.592
0.585
0.572
0.559
1993
3.724
3.568
3.457
3.255
2.931
2.686
2.540
2.384
2.216
1.990
1.754
1.590
1.497
1.451
1.391
1.343
1.318
1.272
1.221
1.165
1.106
1.061
1.030
1.000
0.975
0.948
0.921
0.900
0.887
0.867
0.839
0.816
0.803
0.785
0.765
0.740
0.717
0.697
0.671
0.674
0.663
0.642
0.629
0.620
0.610
0.610
0.602
0.590
0.575
To:
1994
3.820
3.659
3.545
3.338
3.006
2.755
2.605
2.446
2.273
2.041
1.799
1.630
1.536
1.488
1.426
1.377
1.352
1.305
1.253
1.195
1.134
1.088
1.056
1.026
1.000
0.972
0.945
0.923
0.909
0.890
0.861
0.837
0.824
0.805
0.785
0.759
0.735
0.715
0.688
0.691
0.680
0.659
0.645
0.636
0.626
0.625
0.617
0.605
0.590
1995
3.928
3.763
3.646
3.432
3.091
2.833
2.678
2.515
2.337
2.099
1.850
1.677
1.579
1.530
1.467
1.416
1.391
1.342
1.288
1.229
1.166
1.119
1.086
1.055
1.028
1.000
0.971
0.950
0.935
0.915
0.885
0.861
0.847
0.828
0.807
0.780
0.756
0.735
0.708
0.710
0.699
0.678
0.664
0.654
0.644
0.643
0.635
0.622
0.607
1996
4.044
3.874
3.754
3.534
3.183
2.916
2.757
2.589
2.406
2.161
1.904
1.726
1.626
1.575
1.510
1.458
1.432
1.381
1.326
1.265
1.200
1.152
1.118
1.086
1.059
1.030
1.000
0.978
0.963
0.942
0.911
0.886
0.872
0.853
0.831
0.803
0.778
0.757
0.729
0.731
0.720
0.698
0.683
0.674
0.663
0.662
0.654
0.640
0.625
1997
4.137
3.963
3.840
3.615
3.256
2.983
2.821
2.649
2.462
2.211
1.948
1.766
1.663
1.611
1.545
1.492
1.464
1.413
1.357
1.294
1.228
1.178
1.144
1.111
1.083
1.053
1.023
1.000
0.985
0.963
0.932
0.906
0.892
0.872
0.850
0.822
0.796
0.774
0.745
0.748
0.736
0.714
0.699
0.689
0.678
0.677
0.669
0.655
0.639
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1998
4.201
4.025
3.900
3.671
3.306
3.030
2.865
2.690
2.500
2.245
1.978
1.793
1.689
1.637
1.569
1.515
1.487
1.435
1.378
1.315
1.247
1.197
1.162
1.128
1.100
1.070
1.039
1.016
1.000
0.978
0.947
0.920
0.906
0.886
0.863
0.835
0.809
0.786
0.757
0.760
0.748
0.725
0.710
0.700
0.689
0.688
0.679
0.665
0.649
1999
4.294
4.114
3.986
3.752
3.379
3.097
2.928
2.749
2.555
2.295
2.022
1.833
1.726
1.673
1.603
1.548
1.520
1.467
1.408
1.344
1.275
1.223
1.187
1.153
1.124
1.093
1.062
1.038
1.022
1.000
0.967
0.941
0.926
0.905
0.882
0.853
0.826
0.804
0.774
0.777
0.764
0.741
0.726
0.715
0.704
0.703
0.694
0.680
0.663
B–18
Table B.17
Consumer Price Inflation (CPI) Index (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2000
4.438
4.252
4.120
3.878
3.493
3.201
3.026
2.842
2.641
2.372
2.090
1.894
1.784
1.729
1.657
1.600
1.571
1.516
1.456
1.389
1.318
1.264
1.227
1.192
1.162
1.130
1.098
1.073
1.056
1.034
1.000
0.972
0.957
0.936
0.912
0.882
0.854
0.831
0.800
0.803
0.790
0.766
0.750
0.739
0.727
0.727
0.717
0.703
0.686
2001
4.564
4.373
4.237
3.989
3.592
3.292
3.112
2.922
2.716
2.439
2.149
1.948
1.835
1.778
1.705
1.646
1.616
1.559
1.497
1.428
1.355
1.300
1.262
1.226
1.195
1.162
1.129
1.103
1.087
1.063
1.028
1.000
0.984
0.963
0.938
0.907
0.878
0.854
0.823
0.825
0.812
0.787
0.771
0.760
0.748
0.747
0.738
0.723
0.705
2002
4.637
4.442
4.304
4.052
3.649
3.344
3.162
2.969
2.759
2.478
2.183
1.979
1.864
1.806
1.731
1.672
1.641
1.584
1.521
1.451
1.376
1.321
1.282
1.245
1.214
1.180
1.147
1.121
1.104
1.080
1.045
1.016
1.000
0.978
0.952
0.921
0.892
0.868
0.836
0.839
0.825
0.800
0.784
0.772
0.760
0.759
0.750
0.734
0.716
2003
4.742
4.543
4.402
4.144
3.732
3.420
3.234
3.036
2.822
2.534
2.233
2.024
1.907
1.847
1.771
1.710
1.679
1.620
1.555
1.484
1.408
1.351
1.311
1.273
1.242
1.207
1.173
1.146
1.129
1.104
1.069
1.039
1.023
1.000
0.974
0.942
0.913
0.887
0.855
0.858
0.844
0.818
0.801
0.790
0.777
0.776
0.767
0.751
0.733
2004
4.869
4.664
4.519
4.255
3.832
3.511
3.320
3.117
2.897
2.602
2.292
2.078
1.958
1.897
1.818
1.756
1.724
1.663
1.597
1.523
1.445
1.387
1.346
1.307
1.275
1.240
1.204
1.177
1.159
1.134
1.097
1.067
1.050
1.027
1.000
0.967
0.937
0.911
0.877
0.881
0.866
0.840
0.823
0.811
0.798
0.797
0.787
0.771
0.752
To:
2005
5.034
4.822
4.672
4.399
3.961
3.630
3.432
3.223
2.995
2.690
2.370
2.149
2.024
1.961
1.880
1.815
1.782
1.719
1.651
1.575
1.494
1.434
1.392
1.352
1.318
1.281
1.245
1.217
1.198
1.172
1.134
1.103
1.086
1.061
1.034
1.000
0.969
0.942
0.907
0.910
0.896
0.868
0.851
0.838
0.825
0.824
0.814
0.797
0.778
2006
5.196
4.978
4.823
4.541
4.089
3.747
3.543
3.327
3.092
2.777
2.447
2.218
2.089
2.024
1.940
1.874
1.839
1.775
1.704
1.626
1.542
1.480
1.437
1.395
1.360
1.323
1.285
1.256
1.237
1.210
1.171
1.138
1.121
1.096
1.067
1.032
1.000
0.972
0.936
0.940
0.925
0.896
0.878
0.865
0.852
0.851
0.840
0.822
0.803
2007
5.344
5.120
4.960
4.670
4.206
3.854
3.644
3.421
3.180
2.856
2.516
2.281
2.149
2.082
1.996
1.927
1.892
1.825
1.753
1.672
1.586
1.522
1.478
1.435
1.399
1.360
1.321
1.292
1.272
1.245
1.204
1.171
1.153
1.127
1.098
1.062
1.028
1.000
0.963
0.966
0.951
0.922
0.903
0.890
0.876
0.875
0.864
0.846
0.826
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2008
5.549
5.316
5.151
4.849
4.367
4.002
3.784
3.553
3.302
2.966
2.613
2.369
2.231
2.162
2.072
2.001
1.964
1.895
1.820
1.736
1.647
1.581
1.535
1.490
1.453
1.413
1.372
1.341
1.321
1.292
1.250
1.216
1.197
1.170
1.140
1.102
1.068
1.038
1.000
1.004
0.987
0.957
0.938
0.924
0.909
0.908
0.897
0.878
0.857
2009
5.529
5.297
5.132
4.832
4.352
3.988
3.770
3.540
3.290
2.955
2.604
2.360
2.223
2.154
2.065
1.994
1.957
1.889
1.813
1.730
1.641
1.575
1.529
1.485
1.448
1.408
1.367
1.337
1.316
1.288
1.246
1.211
1.193
1.166
1.136
1.098
1.064
1.035
0.996
1.000
0.984
0.954
0.934
0.921
0.906
0.905
0.894
0.875
0.854
B–19
Table B.17
Consumer Price Inflation (CPI) Index (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2010
5.620
5.384
5.217
4.911
4.423
4.053
3.832
3.598
3.344
3.004
2.646
2.399
2.260
2.189
2.099
2.027
1.990
1.920
1.843
1.759
1.668
1.601
1.554
1.509
1.471
1.431
1.390
1.359
1.338
1.309
1.266
1.231
1.212
1.185
1.154
1.117
1.082
1.052
1.013
1.016
1.000
0.969
0.950
0.936
0.921
0.920
0.909
0.890
0.868
2011
5.797
5.554
5.381
5.066
4.563
4.181
3.953
3.712
3.450
3.098
2.730
2.475
2.331
2.258
2.165
2.091
2.052
1.980
1.901
1.814
1.721
1.652
1.603
1.557
1.518
1.476
1.434
1.401
1.380
1.350
1.306
1.270
1.250
1.222
1.191
1.152
1.116
1.085
1.045
1.048
1.032
1.000
0.980
0.966
0.950
0.949
0.937
0.918
0.896
2012
5.917
5.669
5.493
5.171
4.657
4.268
4.035
3.789
3.521
3.162
2.786
2.526
2.379
2.305
2.210
2.134
2.095
2.021
1.941
1.852
1.757
1.686
1.636
1.589
1.549
1.507
1.463
1.430
1.409
1.378
1.333
1.296
1.276
1.248
1.215
1.176
1.139
1.107
1.066
1.070
1.053
1.021
1.000
0.986
0.970
0.969
0.957
0.937
0.914
2013
6.004
5.752
5.573
5.247
4.725
4.330
4.094
3.844
3.573
3.209
2.827
2.563
2.414
2.339
2.242
2.165
2.126
2.051
1.969
1.879
1.782
1.710
1.660
1.612
1.572
1.529
1.485
1.451
1.429
1.398
1.353
1.315
1.295
1.266
1.233
1.193
1.156
1.124
1.082
1.086
1.068
1.036
1.015
1.000
0.984
0.983
0.971
0.950
0.928
To:
2014
6.101
5.845
5.664
5.332
4.802
4.400
4.161
3.907
3.631
3.261
2.873
2.604
2.453
2.377
2.278
2.200
2.160
2.084
2.001
1.909
1.811
1.738
1.687
1.638
1.597
1.553
1.509
1.475
1.452
1.421
1.375
1.337
1.316
1.287
1.253
1.212
1.174
1.142
1.100
1.103
1.086
1.052
1.031
1.016
1.000
0.999
0.986
0.966
0.943
2015
6.109
5.852
5.670
5.338
4.808
4.406
4.166
3.911
3.635
3.265
2.876
2.607
2.456
2.380
2.281
2.203
2.163
2.086
2.004
1.911
1.813
1.740
1.689
1.640
1.599
1.555
1.511
1.477
1.454
1.423
1.376
1.338
1.317
1.288
1.255
1.214
1.176
1.143
1.101
1.105
1.087
1.054
1.032
1.017
1.001
1.000
0.988
0.967
0.944
2016
6.186
5.926
5.742
5.406
4.868
4.461
4.218
3.961
3.681
3.306
2.913
2.640
2.487
2.410
2.310
2.231
2.190
2.113
2.029
1.936
1.836
1.762
1.711
1.661
1.619
1.575
1.530
1.495
1.472
1.441
1.394
1.355
1.334
1.304
1.271
1.229
1.191
1.158
1.115
1.119
1.101
1.067
1.045
1.030
1.014
1.013
1.000
0.979
0.956
2017
6.318
6.052
5.864
5.521
4.972
4.556
4.308
4.045
3.760
3.376
2.975
2.697
2.540
2.461
2.359
2.278
2.236
2.158
2.072
1.977
1.875
1.800
1.747
1.696
1.654
1.608
1.562
1.527
1.504
1.471
1.423
1.384
1.363
1.332
1.298
1.255
1.216
1.182
1.138
1.143
1.124
1.090
1.068
1.052
1.035
1.034
1.021
1.000
0.976
Source:
U.S. Bureau of Labor Statistics.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2018
6.472
6.200
6.007
5.656
5.093
4.667
4.413
4.144
3.851
3.459
3.047
2.762
2.602
2.521
2.417
2.334
2.291
2.210
2.123
2.025
1.921
1.844
1.790
1.738
1.694
1.648
1.600
1.565
1.541
1.507
1.458
1.418
1.396
1.365
1.329
1.286
1.246
1.211
1.166
1.170
1.152
1.116
1.094
1.078
1.061
1.059
1.046
1.024
1.000
B–20
Table B.18
Gross National Product Implicit Price Deflator
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1970
1.000
0.952
0.912
0.865
0.794
0.726
0.688
0.648
0.606
0.559
0.513
0.469
0.442
0.425
0.411
0.398
0.390
0.380
0.367
0.353
0.341
0.330
0.322
0.315
0.308
0.302
0.297
0.292
0.288
0.284
0.278
0.272
0.268
0.262
0.255
0.248
0.240
0.234
0.229
0.228
0.225
0.220
0.217
0.213
0.210
0.207
0.204
0.200
0.196
1971
1.051
1.000
0.958
0.909
0.834
0.763
0.723
0.681
0.636
0.588
0.539
0.493
0.464
0.447
0.431
0.418
0.410
0.399
0.386
0.371
0.358
0.346
0.339
0.331
0.324
0.317
0.312
0.306
0.303
0.299
0.292
0.286
0.281
0.276
0.268
0.260
0.252
0.246
0.241
0.239
0.236
0.232
0.228
0.224
0.220
0.217
0.214
0.211
0.206
1972
1.097
1.043
1.000
0.948
0.870
0.796
0.755
0.711
0.664
0.613
0.563
0.515
0.485
0.466
0.450
0.436
0.428
0.417
0.403
0.388
0.374
0.362
0.353
0.345
0.338
0.331
0.325
0.320
0.316
0.312
0.305
0.298
0.294
0.288
0.280
0.271
0.263
0.256
0.252
0.250
0.246
0.242
0.237
0.234
0.230
0.226
0.224
0.220
0.215
1973
1.156
1.100
1.055
1.000
0.918
0.840
0.796
0.749
0.700
0.647
0.593
0.543
0.511
0.492
0.475
0.460
0.451
0.440
0.425
0.409
0.394
0.381
0.373
0.364
0.357
0.349
0.343
0.337
0.334
0.329
0.322
0.314
0.310
0.303
0.295
0.286
0.278
0.270
0.265
0.263
0.260
0.255
0.250
0.247
0.243
0.239
0.236
0.232
0.227
1974
1.260
1.199
1.149
1.090
1.000
0.915
0.867
0.817
0.763
0.705
0.647
0.591
0.557
0.536
0.517
0.501
0.491
0.479
0.463
0.445
0.429
0.415
0.406
0.397
0.389
0.381
0.374
0.367
0.363
0.358
0.350
0.343
0.337
0.331
0.322
0.312
0.303
0.295
0.289
0.287
0.283
0.278
0.273
0.269
0.264
0.260
0.257
0.252
0.247
To:
1975
1.377
1.310
1.256
1.191
1.093
1.000
0.948
0.892
0.834
0.770
0.707
0.646
0.608
0.585
0.565
0.548
0.537
0.523
0.506
0.487
0.469
0.454
0.444
0.434
0.425
0.416
0.408
0.401
0.397
0.392
0.383
0.374
0.369
0.361
0.352
0.341
0.331
0.322
0.316
0.313
0.309
0.303
0.298
0.294
0.289
0.284
0.281
0.276
0.270
1976
1.453
1.382
1.325
1.256
1.153
1.055
1.000
0.942
0.880
0.813
0.745
0.682
0.642
0.617
0.596
0.578
0.566
0.552
0.533
0.513
0.495
0.479
0.468
0.457
0.448
0.439
0.431
0.424
0.419
0.413
0.404
0.395
0.389
0.381
0.371
0.360
0.349
0.340
0.333
0.331
0.326
0.320
0.315
0.310
0.305
0.300
0.296
0.291
0.285
1977
1.543
1.468
1.407
1.334
1.224
1.121
1.062
1.000
0.934
0.863
0.792
0.724
0.682
0.656
0.633
0.614
0.602
0.586
0.567
0.545
0.526
0.509
0.497
0.486
0.476
0.466
0.458
0.450
0.445
0.439
0.429
0.419
0.413
0.405
0.394
0.382
0.370
0.361
0.354
0.351
0.347
0.340
0.334
0.329
0.324
0.319
0.315
0.309
0.303
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1978
1.651
1.571
1.506
1.428
1.311
1.199
1.137
1.070
1.000
0.924
0.847
0.775
0.730
0.702
0.678
0.657
0.644
0.628
0.606
0.584
0.563
0.544
0.532
0.520
0.509
0.499
0.490
0.481
0.476
0.470
0.459
0.449
0.442
0.433
0.422
0.409
0.397
0.386
0.379
0.376
0.371
0.364
0.358
0.352
0.346
0.341
0.337
0.331
0.324
1979
1.788
1.701
1.630
1.546
1.419
1.298
1.231
1.159
1.083
1.000
0.917
0.839
0.790
0.760
0.734
0.711
0.697
0.679
0.656
0.632
0.609
0.589
0.576
0.563
0.551
0.540
0.530
0.521
0.516
0.508
0.497
0.486
0.479
0.469
0.457
0.442
0.429
0.418
0.410
0.407
0.402
0.394
0.387
0.381
0.375
0.369
0.365
0.358
0.351
B–21
Table B.18
Gross National Product Implicit Price Deflator (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1980
1.949
1.854
1.777
1.685
1.547
1.415
1.341
1.263
1.180
1.090
1.000
0.915
0.861
0.828
0.800
0.775
0.760
0.741
0.716
0.689
0.664
0.643
0.628
0.614
0.601
0.588
0.578
0.568
0.562
0.554
0.542
0.530
0.522
0.511
0.498
0.482
0.468
0.456
0.447
0.444
0.438
0.429
0.422
0.416
0.409
0.402
0.397
0.390
0.383
1981
2.131
2.028
1.943
1.843
1.691
1.548
1.467
1.381
1.290
1.192
1.093
1.000
0.942
0.906
0.875
0.848
0.831
0.810
0.782
0.753
0.726
0.703
0.687
0.671
0.657
0.644
0.632
0.621
0.615
0.606
0.592
0.579
0.570
0.559
0.544
0.527
0.512
0.498
0.489
0.485
0.479
0.469
0.461
0.455
0.447
0.440
0.435
0.427
0.419
1982
2.263
2.153
2.064
1.957
1.796
1.644
1.558
1.467
1.370
1.266
1.161
1.062
1.000
0.962
0.929
0.900
0.882
0.860
0.831
0.800
0.771
0.746
0.730
0.713
0.698
0.683
0.671
0.660
0.653
0.644
0.629
0.615
0.606
0.594
0.578
0.560
0.543
0.529
0.519
0.515
0.508
0.499
0.490
0.483
0.475
0.467
0.461
0.453
0.445
1983
2.353
2.239
2.145
2.034
1.867
1.709
1.619
1.525
1.425
1.316
1.207
1.104
1.040
1.000
0.966
0.936
0.917
0.894
0.864
0.831
0.802
0.776
0.758
0.741
0.725
0.710
0.698
0.686
0.679
0.669
0.654
0.639
0.630
0.617
0.601
0.582
0.565
0.550
0.540
0.536
0.529
0.518
0.509
0.502
0.493
0.486
0.480
0.471
0.462
1984
2.436
2.318
2.222
2.107
1.933
1.769
1.677
1.579
1.475
1.363
1.250
1.143
1.076
1.035
1.000
0.969
0.950
0.926
0.895
0.861
0.830
0.803
0.785
0.767
0.751
0.736
0.722
0.710
0.703
0.693
0.677
0.662
0.652
0.639
0.622
0.603
0.585
0.570
0.559
0.555
0.547
0.537
0.527
0.520
0.511
0.503
0.497
0.488
0.479
To:
1985
2.514
2.392
2.293
2.174
1.995
1.826
1.731
1.629
1.522
1.406
1.290
1.180
1.111
1.069
1.032
1.000
0.980
0.956
0.923
0.888
0.857
0.829
0.810
0.792
0.775
0.759
0.746
0.733
0.725
0.715
0.699
0.683
0.673
0.660
0.642
0.622
0.604
0.588
0.577
0.572
0.565
0.554
0.544
0.536
0.527
0.519
0.513
0.504
0.494
1986
2.565
2.441
2.339
2.218
2.036
1.863
1.766
1.662
1.553
1.435
1.316
1.204
1.133
1.090
1.053
1.020
1.000
0.975
0.942
0.906
0.874
0.846
0.827
0.808
0.791
0.775
0.761
0.748
0.740
0.729
0.713
0.697
0.687
0.673
0.655
0.635
0.616
0.600
0.588
0.584
0.576
0.565
0.555
0.547
0.538
0.530
0.523
0.514
0.504
1987
2.631
2.504
2.399
2.275
2.088
1.911
1.811
1.705
1.593
1.472
1.350
1.235
1.163
1.118
1.080
1.047
1.026
1.000
0.966
0.930
0.897
0.867
0.848
0.828
0.811
0.795
0.780
0.767
0.759
0.748
0.732
0.715
0.704
0.691
0.672
0.651
0.632
0.615
0.604
0.599
0.591
0.580
0.570
0.561
0.552
0.543
0.537
0.527
0.517
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1988
2.723
2.591
2.484
2.355
2.161
1.978
1.875
1.765
1.649
1.523
1.398
1.278
1.203
1.158
1.118
1.083
1.062
1.035
1.000
0.962
0.928
0.898
0.878
0.858
0.840
0.822
0.808
0.794
0.786
0.774
0.757
0.740
0.729
0.715
0.696
0.674
0.654
0.637
0.625
0.620
0.612
0.600
0.590
0.581
0.571
0.562
0.555
0.546
0.535
1989
2.830
2.693
2.580
2.447
2.246
2.055
1.948
1.834
1.714
1.583
1.452
1.328
1.250
1.203
1.162
1.126
1.103
1.075
1.039
1.000
0.964
0.933
0.912
0.891
0.872
0.855
0.839
0.825
0.816
0.805
0.787
0.769
0.757
0.743
0.723
0.700
0.679
0.662
0.649
0.644
0.636
0.623
0.613
0.604
0.593
0.584
0.577
0.567
0.556
B–22
Table B.18
Gross National Product Implicit Price Deflator (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
1990
2.935
2.793
2.676
2.538
2.329
2.131
2.020
1.902
1.777
1.642
1.506
1.377
1.297
1.247
1.205
1.167
1.144
1.115
1.078
1.037
1.000
0.968
0.946
0.924
0.905
0.886
0.870
0.856
0.847
0.835
0.816
0.798
0.786
0.770
0.750
0.726
0.705
0.686
0.673
0.668
0.659
0.647
0.635
0.626
0.616
0.606
0.598
0.588
0.577
1991
3.033
2.886
2.766
2.623
2.407
2.203
2.088
1.966
1.837
1.697
1.556
1.423
1.340
1.289
1.245
1.206
1.182
1.153
1.114
1.072
1.033
1.000
0.978
0.955
0.935
0.916
0.899
0.884
0.875
0.862
0.843
0.824
0.812
0.796
0.775
0.751
0.728
0.709
0.696
0.690
0.681
0.668
0.657
0.647
0.636
0.626
0.618
0.608
0.597
1992
3.102
2.952
2.829
2.683
2.462
2.253
2.135
2.011
1.879
1.735
1.592
1.456
1.371
1.319
1.273
1.234
1.209
1.179
1.139
1.096
1.057
1.023
1.000
0.977
0.956
0.937
0.920
0.905
0.895
0.882
0.863
0.843
0.830
0.814
0.792
0.768
0.745
0.726
0.712
0.706
0.697
0.683
0.672
0.662
0.651
0.641
0.633
0.621
0.610
1993
3.176
3.022
2.896
2.746
2.520
2.307
2.186
2.058
1.923
1.776
1.630
1.490
1.403
1.350
1.304
1.263
1.238
1.207
1.166
1.122
1.082
1.047
1.024
1.000
0.979
0.959
0.942
0.926
0.916
0.903
0.883
0.863
0.850
0.834
0.811
0.786
0.763
0.743
0.729
0.723
0.713
0.700
0.688
0.677
0.666
0.656
0.648
0.636
0.625
1994
3.243
3.086
2.958
2.805
2.574
2.356
2.233
2.102
1.964
1.814
1.664
1.522
1.433
1.379
1.331
1.290
1.264
1.233
1.191
1.146
1.105
1.069
1.046
1.021
1.000
0.979
0.962
0.946
0.936
0.922
0.902
0.882
0.868
0.851
0.829
0.803
0.779
0.759
0.744
0.738
0.729
0.715
0.702
0.692
0.680
0.670
0.661
0.650
0.638
To:
1995
3.311
3.151
3.020
2.863
2.628
2.405
2.279
2.146
2.005
1.852
1.699
1.554
1.463
1.408
1.359
1.317
1.291
1.259
1.216
1.170
1.128
1.092
1.067
1.043
1.021
1.000
0.982
0.966
0.955
0.942
0.921
0.900
0.886
0.869
0.846
0.820
0.795
0.775
0.760
0.754
0.744
0.729
0.717
0.706
0.695
0.684
0.675
0.663
0.651
1996
3.372
3.209
3.075
2.916
2.676
2.449
2.321
2.185
2.042
1.886
1.730
1.582
1.490
1.433
1.384
1.341
1.315
1.282
1.238
1.192
1.149
1.112
1.087
1.062
1.040
1.018
1.000
0.983
0.973
0.959
0.938
0.917
0.903
0.885
0.861
0.835
0.810
0.789
0.773
0.768
0.758
0.743
0.730
0.719
0.707
0.696
0.688
0.675
0.663
1997
3.429
3.263
3.128
2.966
2.722
2.491
2.361
2.223
2.077
1.918
1.760
1.609
1.516
1.458
1.408
1.364
1.337
1.303
1.259
1.212
1.169
1.131
1.106
1.080
1.057
1.036
1.017
1.000
0.989
0.975
0.954
0.932
0.918
0.900
0.876
0.849
0.824
0.802
0.787
0.781
0.770
0.756
0.743
0.732
0.719
0.708
0.699
0.687
0.675
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
1998
3.467
3.299
3.162
2.998
2.751
2.518
2.387
2.247
2.099
1.939
1.779
1.627
1.532
1.474
1.423
1.379
1.352
1.318
1.273
1.225
1.181
1.143
1.118
1.092
1.069
1.047
1.028
1.011
1.000
0.986
0.964
0.942
0.928
0.910
0.886
0.858
0.832
0.811
0.795
0.789
0.779
0.764
0.751
0.740
0.727
0.716
0.707
0.695
0.682
1999
3.517
3.346
3.207
3.041
2.791
2.554
2.421
2.279
2.130
1.967
1.805
1.650
1.554
1.495
1.444
1.399
1.371
1.337
1.291
1.243
1.198
1.159
1.134
1.107
1.084
1.062
1.043
1.025
1.014
1.000
0.978
0.956
0.941
0.923
0.898
0.870
0.844
0.823
0.807
0.800
0.790
0.775
0.761
0.750
0.738
0.727
0.718
0.705
0.692
B–23
Table B.18
Gross National Product Implicit Price Deflator (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2000
3.596
3.422
3.280
3.110
2.854
2.612
2.476
2.331
2.178
2.012
1.846
1.688
1.589
1.529
1.476
1.431
1.402
1.367
1.321
1.271
1.225
1.186
1.159
1.132
1.109
1.086
1.067
1.049
1.037
1.023
1.000
0.978
0.963
0.944
0.919
0.890
0.864
0.841
0.825
0.819
0.808
0.792
0.779
0.767
0.755
0.744
0.734
0.721
0.708
2001
3.679
3.501
3.355
3.181
2.920
2.672
2.532
2.384
2.228
2.058
1.888
1.726
1.626
1.564
1.510
1.463
1.434
1.398
1.351
1.300
1.254
1.213
1.186
1.158
1.134
1.111
1.091
1.073
1.061
1.046
1.023
1.000
0.985
0.966
0.940
0.911
0.883
0.861
0.844
0.837
0.826
0.810
0.797
0.785
0.772
0.761
0.751
0.738
0.723
2002
3.735
3.555
3.407
3.230
2.965
2.713
2.571
2.421
2.262
2.090
1.917
1.753
1.651
1.588
1.533
1.486
1.456
1.420
1.372
1.320
1.273
1.232
1.204
1.176
1.152
1.128
1.108
1.089
1.077
1.062
1.039
1.015
1.000
0.980
0.954
0.925
0.897
0.874
0.857
0.850
0.839
0.823
0.809
0.797
0.784
0.772
0.762
0.749
0.735
2003
3.810
3.626
3.475
3.295
3.024
2.767
2.623
2.470
2.307
2.131
1.955
1.788
1.684
1.620
1.564
1.516
1.485
1.448
1.399
1.347
1.298
1.256
1.228
1.200
1.175
1.151
1.130
1.111
1.099
1.083
1.059
1.036
1.020
1.000
0.973
0.943
0.915
0.891
0.874
0.867
0.856
0.839
0.825
0.813
0.800
0.788
0.778
0.764
0.748
2004
3.915
3.725
3.570
3.385
3.107
2.843
2.695
2.537
2.371
2.190
2.009
1.837
1.730
1.664
1.607
1.557
1.526
1.488
1.437
1.383
1.334
1.291
1.262
1.233
1.207
1.182
1.161
1.141
1.129
1.113
1.088
1.064
1.048
1.027
1.000
0.969
0.940
0.916
0.898
0.891
0.879
0.862
0.848
0.835
0.822
0.809
0.799
0.785
0.768
To:
2005
4.040
3.845
3.685
3.494
3.206
2.934
2.781
2.619
2.447
2.260
2.073
1.896
1.785
1.717
1.659
1.607
1.575
1.536
1.484
1.428
1.377
1.332
1.302
1.272
1.246
1.220
1.198
1.178
1.165
1.149
1.123
1.098
1.082
1.060
1.032
1.000
0.970
0.945
0.927
0.920
0.908
0.890
0.875
0.862
0.848
0.835
0.825
0.810
0.792
2006
4.164
3.963
3.798
3.601
3.305
3.025
2.867
2.699
2.522
2.330
2.137
1.954
1.840
1.770
1.710
1.657
1.624
1.583
1.529
1.472
1.419
1.373
1.343
1.311
1.284
1.258
1.235
1.214
1.201
1.184
1.158
1.132
1.115
1.093
1.064
1.031
1.000
0.974
0.955
0.948
0.936
0.917
0.902
0.888
0.874
0.861
0.850
0.835
0.816
2007
4.275
4.068
3.899
3.697
3.393
3.105
2.943
2.771
2.589
2.392
2.194
2.006
1.889
1.817
1.755
1.701
1.667
1.625
1.570
1.511
1.457
1.410
1.378
1.346
1.318
1.291
1.268
1.247
1.233
1.216
1.189
1.162
1.145
1.122
1.092
1.058
1.027
1.000
0.981
0.973
0.960
0.942
0.926
0.912
0.898
0.884
0.873
0.857
0.838
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
2008
4.359
4.148
3.976
3.770
3.460
3.166
3.001
2.825
2.640
2.439
2.237
2.046
1.926
1.853
1.789
1.734
1.700
1.657
1.601
1.541
1.485
1.437
1.405
1.373
1.344
1.317
1.293
1.271
1.257
1.240
1.212
1.185
1.167
1.144
1.114
1.079
1.047
1.020
1.000
0.992
0.979
0.960
0.944
0.930
0.915
0.901
0.890
0.874
0.855
2009
4.393
4.180
4.006
3.799
3.487
3.191
3.024
2.847
2.660
2.457
2.254
2.062
1.941
1.867
1.803
1.747
1.713
1.670
1.613
1.553
1.497
1.448
1.416
1.383
1.355
1.327
1.303
1.281
1.267
1.249
1.222
1.194
1.176
1.153
1.122
1.087
1.055
1.028
1.008
1.000
0.987
0.968
0.951
0.937
0.922
0.908
0.897
0.881
0.861
B–24
Table B.18
Gross National Product Implicit Price Deflator (Continued)
From:
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2010
4.451
4.236
4.059
3.849
3.533
3.233
3.064
2.885
2.696
2.490
2.284
2.089
1.967
1.892
1.827
1.771
1.735
1.692
1.634
1.573
1.517
1.468
1.435
1.402
1.372
1.344
1.320
1.298
1.284
1.266
1.238
1.210
1.192
1.168
1.137
1.102
1.069
1.041
1.021
1.013
1.000
0.981
0.964
0.949
0.935
0.920
0.909
0.893
0.871
2011
4.539
4.319
4.140
3.925
3.602
3.297
3.125
2.942
2.749
2.539
2.329
2.130
2.006
1.929
1.863
1.806
1.770
1.725
1.667
1.604
1.547
1.497
1.463
1.429
1.400
1.371
1.346
1.324
1.309
1.291
1.262
1.234
1.215
1.191
1.160
1.123
1.090
1.062
1.041
1.033
1.020
1.000
0.983
0.968
0.954
0.940
0.928
0.911
0.889
2012
4.618
4.395
4.212
3.994
3.665
3.354
3.179
2.993
2.797
2.583
2.370
2.167
2.041
1.963
1.896
1.837
1.801
1.755
1.696
1.632
1.574
1.523
1.489
1.454
1.424
1.395
1.370
1.347
1.332
1.313
1.284
1.255
1.236
1.212
1.180
1.143
1.109
1.080
1.059
1.051
1.038
1.017
1.000
0.985
0.971
0.957
0.945
0.928
0.907
2013
4.688
4.461
4.275
4.054
3.720
3.405
3.227
3.038
2.839
2.622
2.406
2.200
2.072
1.993
1.924
1.865
1.828
1.782
1.721
1.657
1.597
1.546
1.511
1.476
1.445
1.416
1.390
1.367
1.352
1.333
1.303
1.274
1.255
1.230
1.198
1.160
1.126
1.097
1.075
1.067
1.053
1.033
1.015
1.000
0.986
0.972
0.960
0.943
0.922
To:
2014
4.767
4.536
4.348
4.123
3.784
3.463
3.282
3.090
2.887
2.667
2.447
2.237
2.107
2.027
1.957
1.896
1.859
1.812
1.751
1.685
1.625
1.572
1.537
1.501
1.470
1.440
1.414
1.390
1.375
1.354
1.324
1.295
1.275
1.250
1.217
1.179
1.144
1.114
1.092
1.084
1.070
1.048
1.030
1.015
1.000
0.990
0.977
0.960
0.940
2015
4.841
4.607
4.415
4.187
3.842
3.516
3.333
3.138
2.932
2.708
2.485
2.272
2.139
2.058
1.987
1.926
1.888
1.840
1.778
1.711
1.650
1.596
1.561
1.525
1.493
1.462
1.436
1.412
1.397
1.375
1.345
1.315
1.295
1.270
1.236
1.197
1.161
1.131
1.109
1.101
1.086
1.064
1.045
1.029
1.010
1.000
0.987
0.970
0.950
2016
4.903
4.666
4.472
4.241
3.892
3.562
3.376
3.179
2.970
2.743
2.517
2.301
2.167
2.085
2.013
1.951
1.912
1.864
1.801
1.733
1.671
1.617
1.581
1.544
1.512
1.481
1.454
1.430
1.415
1.393
1.362
1.332
1.312
1.286
1.252
1.213
1.176
1.146
1.124
1.115
1.100
1.078
1.059
1.042
1.024
1.013
1.000
0.982
0.960
2017
4.991
4.749
4.552
4.317
3.961
3.625
3.436
3.235
3.023
2.792
2.561
2.343
2.206
2.122
2.049
1.986
1.946
1.897
1.833
1.764
1.701
1.646
1.609
1.572
1.539
1.507
1.480
1.455
1.440
1.418
1.386
1.356
1.335
1.309
1.274
1.234
1.197
1.166
1.144
1.135
1.120
1.097
1.077
1.060
1.042
1.031
1.018
1.000
0.978
2018
5.098
4.851
4.650
4.408
4.045
3.702
3.508
3.303
3.085
2.849
2.613
2.387
2.248
2.163
2.088
2.024
1.984
1.935
1.869
1.799
1.733
1.676
1.639
1.601
1.568
1.535
1.508
1.482
1.466
1.445
1.413
1.383
1.361
1.337
1.302
1.262
1.225
1.193
1.170
1.161
1.148
1.124
1.103
1.084
1.064
1.053
1.042
1.022
1.000
Source:
U.S. Department of Commerce, Bureau of Economic Analysis, Survey of Current Business, Washington, DC,
monthly.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–1
ENERGY TABLES INCLUDING ELECTRICITY GENERATION AND
DISTRIBUTION
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–2
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–3
ENERGY TABLES INCLUDING ELECTRICITY GENERATION
AND DISTRIBUTION
The heat content of electricity is “the amount of heat energy available to be released by
the transformation or use of a specified physical unit of an energy form (e.g., a ton of coal, a
barrel of oil, a kilowatt-hour of electricity, a cubic foot of natural gas, or a pound of steam).a”
The heat content does not change whether the electricity is created from coal, natural gas, oil,
biomass, etc. Table C.1 shows the heat content of electricity.
The heat rate for electricity is “a measure of generating station thermal efficiency
commonly stated as Btu per kilowatt-hour. a” The heat rate for electricity can change depending
on power plant efficiency and the source from which electricity is created. Table C.1 shows the
heat rate for electricity for fossil-fuels, noncombustible renewable energyb, and nuclear.
The tables in the body of the Transportation Energy Data Book show only end-use energy
for transportation modes using electricity, thus, were converted from kilowatt-hours to Btu using
3,412 Btu per kilowatt-hour. In Appendix C, those same tables and graphics are displayed taking
electricity generation and distribution into account by using the conversion rates in Table C.1 for
fossil-fuels and noncombustible renewable energy. Only tables/figures with electricity use are
displayed in Appendix C.
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Glossary.
b
Noncombustible renewable energy includes hydro, geothermal, solar, thermal, photovoltaic, and wind.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–4
Table C.1
Approximate Heat Rates and Heat Content of Electricity, 1970-2018
(Btu per kilowatt-hour)
Year
1970
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
Electricity Net
Generation Heat Rate
for Fossil-Fuels
10,494
10,406
10,373
10,435
10,361
10,353
10,388
10,453
10,454
10,520
10,440
10,447
10,446
10,419
10,324
10,432
10,402
10,436
10,342
10,309
10,316
10,312
10,340
10,213
10,197
10,226
10,201
10,333
10,173
10,125
10,016
9,999
9,919
9,884
9,854
9,760
9,756
9,716
9,516
9,541
9,510
9,319
9,232
9,213
9,213
Electricity Net
Generation Heat Rate
for Nuclear
10,977
11,013
11,047
10,769
10,941
10,879
10,908
11,030
11,073
10,905
10,843
10,622
10,579
10,442
10,602
10,583
10,582
10,484
10,471
10,504
10,452
10,507
10,503
10,494
10,491
10,450
10,429
10,443
10,442
10,422
10,428
10,436
10,435
10,489
10,452
10,459
10,452
10,464
10,479
10,449
10,459
10,458
10,459
10,459
10,459
Electricity Net Generation Heat
Rate for Noncombustible
Renewable Energya
10,494
10,406
10,373
10,435
10,361
10,353
10,388
10,453
10,454
10,520
10,440
10,447
10,446
10,419
10,324
10,432
10,402
10,436
10,342
10,309
10,316
10,312
10,340
10,213
10,197
10,226
10,201
10,333
10,173
10,125
10,016
9,999
9,919
9,884
9,854
9,760
9,756
9,716
9,516
9,541
9,510
9,319
9,232
9,213
9,213
Heat Content
of Electricity
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
3,412
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2019, Table A6.
a
The fossil-fuels heat rate is used as the thermal conversion factor for electricity net generation from
noncombustible renewable energy to approximate the quantity of fossil fuels replaced by these sources.
Noncombustible renewable energy includes hydro, geothermal, solar, thermal, photovoltaic, and wind.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–5
This table is the same as Table 2.7 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. Please see Appendix A for a description of the methodology used to develop
these data.
Table C.2
Domestic Consumption of Transportation Energy by Mode and Fuel Type with Electricity
Generation and Distribution, 2017a
(trillion Btu)
HIGHWAY
Light vehicles
Cars
Light trucksd
Motorcycles
Buses
Transit
Intercity
School
Medium/heavy trucks
Class 3-6 trucks
Class 7-8 trucks
NONHIGHWAY
Air
General aviation
Domestic air carriers
International air carrierse
Water
Freight
Recreational
Pipeline
Rail
Freight (Class I)
Passenger
Transit
Commuter
Intercity
TOTAL HWY &
NONHWYc
Gasoline
15,495.3
14,853.3
6,297.2
8,498.8
57.3
9.9
1.6
8.3
632.0
581.4
50.6
193.0
22.6
22.6
170.4
170.4
-
Diesel
fuel
6,266.5
445.9
36.2
409.6
185.0
64.6
37.3
83.1
5,635.6
789.0
4,846.6
803.9
-
290.5
250.7
39.9
513.3
490.5
22.8
Liquefied
petroleum
gas
75.5
53.9
Jet fuel
-
Residual
fuel oil
-
Natural
gas
24.6
-
0.6
0.6
-
-
24.6
24.6
0.6
0.6
21.0
20.8
0.2
-
-
-
-
-
669.5
-
743.9
-
274.3
-
-
2,208.2
2,208.2
209.1
1,564.3
434.8
-
669.5
669.5
-
-
-
-
-
743.9
-
219.0
55.2
53.9
14.5
8.3
15,710.1
7,085.0
75.5
2,208.2
669.5
768.4
Electricityb
18.4
17.9
15.6
2.3
55.2
34.3
16.4
4.5
Totalc
21,880.3
15,371.0
6,349.1
8,964.6
57.3
220.7
92.0
37.3
91.4
6,288.6
1,391.2
4,897.4
4,892.7
2,230.8
231.7
1,564.3
434.8
1,130.4
920.2
210.3
962.9
568.5
490.5
78.0
34.3
30.8
12.8
292.7
26,773.0
Source:
See Appendix A, Section 2. Energy Use Sources.
Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g.,
snowmobiles).
b
Primary energy use for electricity including electricity generation and distribution losses.
c
Totals may not sum due to rounding.
d
Two-axle, four-tire trucks.
e
One half of fuel used by domestic carriers in international operation.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–6
This figure is the same as Figure 2.6 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu.The gasoline and diesel used in highway modes accounted for the majority of
transportation energy use (81.7%) and nearly all highway use in 2017.
Figure C.1. Domestic Consumption of Transportation Energy Use by Mode and Fuel Type, 2017a
Note: Residual fuel oil is heavier oil which can be used in vessel bunkering.
Source:
See Table C.2 or Appendix A, Section 2. Energy Use Sources.
a
Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g.,
snowmobiles). Primary energy use for electricity including electricity generation and distribution losses.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–7
This table is the same as Table 2.8 but with electricity generation and distribution considered when
converting kilowatt-hours of electricity to Btu. Please see Appendix A for a description of the methodology
used to develop these data.
Table C.3
Transportation Energy Use by Mode, 2016–2017a
HIGHWAY
Light vehicles
Cars
Light trucksb
Motorcycles
Buses
Transit
Intercity
School
Medium/heavy trucks
Class 3-6 trucks
Class 7-8 trucks
NONHIGHWAY
Air
General aviation
Domestic air carriers
International air
Water
Freight
Recreational
Pipeline
Rail
Freight (Class I)
Passenger
Transit
Commuter
Intercity
HWY & NONHWY TOTAL
Off-highwayc
Trillion Btu
2016
2017
21,889.8
21,880.3
15,533.3
15,371.0
6,583.7
6,349.1
8,891.4
8,964.6
58.2
57.3
214.4
220.7
92.2
92.0
35.4
37.3
86.8
91.4
6,142.1
6,288.6
1,358.8
1,391.2
4,783.3
4,897.4
4,772.9
4,892.7
2,178.1
2,230.8
217.8
231.7
1,535.4
1,564.3
424.9
434.8
1,116.2
1,130.4
907.9
920.2
208.3
210.3
926.1
962.9
552.5
568.5
474.2
490.5
78.4
78.0
34.7
34.3
30.6
30.8
13.1
12.8
26,662.7
26,773.0
1,895.5
1,980.8
Percentage of total based on Btus
2016
2017
82.1%
81.7%
58.3%
57.4%
24.7%
23.7%
33.3%
33.5%
0.2%
0.2%
0.8%
0.8%
0.3%
0.3%
0.1%
0.1%
0.3%
0.3%
23.0%
23.5%
5.1%
5.2%
17.9%
18.3%
17.9%
18.3%
8.2%
8.3%
0.8%
0.9%
5.8%
5.8%
1.6%
1.6%
4.2%
4.2%
3.4%
3.4%
0.8%
0.8%
3.5%
3.6%
2.1%
2.1%
1.8%
1.8%
0.3%
0.3%
0.1%
0.1%
0.1%
0.1%
0.0%
0.0%
100.0%
100.0%
Source:
See Appendix A, Section 2. Energy Use Sources.
Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g.,
snowmobiles). Includes primary energy use for electricity including electricity generation and distribution losses.
b
Two-axle, four-tire trucks.
c
Includes equipment that does not travel on roads, such as equipment from agriculture, construction, and
airports.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–8
This table is the same as Table 2.9 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. Light trucks include pick-ups, minivans, sport-utility vehicles, and vans.
Table C.4
Highway Transportation Energy Consumption by Mode, 1970–2017
(trillion Btu)
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1970-2017
2007-2017
Cars
8,479
9,298
8,800
8,693
8,673
8,802
8,837
8,932
9,138
9,157
9,158
9,232
8,688
8,029
8,169
8,368
8,470
8,489
8,634
8,710
8,936
9,134
9,100
9,161
9,391
9,255
9,331
9,579
9,316
9,221
8,831
8,209
7,657
7,336
7,122
7,050
6,895
6,720
6,584
6,349
Light
trucks
1,539
2,384
2,975
2,963
2,837
2,990
3,197
3,413
3,629
3,819
4,078
4,156
4,451
4,774
5,117
5,356
5,515
5,695
5,917
6,169
6,303
6,602
6,607
6,678
6,883
7,551
7,861
7,296
7,550
7,679
7,572
7,635
7,971
8,104
8,180
8,077
8,448
8,656
8,891
8,965
Light
vehicles
subtotal
10,018
11,682
11,775
11,656
11,510
11,792
12,034
12,345
12,767
12,976
13,236
13,388
13,139
12,803
13,286
13,724
13,985
14,184
14,551
14,879
15,239
15,736
15,707
15,839
16,274
16,806
17,192
16,875
16,866
16,900
16,404
15,843
15,628
15,440
15,301
15,127
15,343
15,376
15,475
15,314
Motorcycles
7
14
26
27
25
22
22
23
23
24
25
26
24
23
24
25
26
25
24
25
26
26
26
24
24
24
25
24
28
59
61
60
53
53
61
58
57
56
58
57
-0.6%
-3.7%
3.8%
1.6%
0.9%
-1.0%
4.6%
-0.4%
Class
Class
Heavy
3-6
7-8
trucks
Buses
trucks
trucks
subtotal
129
333
1,220
1,553
124
430
1,574
2,003
143
929
1,757
2,686
145
1,065
1,659
2,724
151
1,182
1,525
2,707
152
1,121
1,649
2,770
146
1,072
1,801
2,873
153
986
1,897
2,883
161
920
2,038
2,958
165
858
2,203
3,061
170
860
2,257
3,118
170
869
2,330
3,199
167
891
2,442
3,334
178
895
2,507
3,402
184
897
2,570
3,468
183
906
2,671
3,577
183
936
2,842
3,778
184
954
2,983
3,937
186
958
3,088
4,045
192
945
3,141
4,086
196
967
3,251
4,218
203
1,054
3,584
4,638
209
1,085
3,734
4,819
196
1,074
3,738
4,813
192
1,114
3,921
5,035
190
1,083
3,812
4,895
194
1,003
3,532
4,535
196
1,126
3,963
5,088
199
1,149
4,045
5,193
195
1,429
5,031
6,460
200
1,444
5,083
6,527
200
1,341
4,720
6,061
190
1,363
4,797
6,160
195
1,283
4,517
5,801
200
1,282
4,512
5,794
204
1,310
4,613
5,924
206
1,332
4,689
6,022
210
1,324
4,660
5,984
214
1,359
4,783
6,142
221
1,391
4,897
6,289
Average annual percentage change
1.1%
3.1%
3.0%
3.0%
1.2%
-0.3%
-0.3%
-0.3%
b
Highway
subtotal
11,707
13,823
14,630
14,552
14,393
14,736
15,075
15,404
15,909
16,226
16,549
16,783
16,664
16,406
16,962
17,509
17,972
18,330
18,806
19,182
19,679
20,603
20,761
20,872
21,525
21,915
21,946
22,183
22,286
23,615
23,192
22,164
22,032
21,489
21,358
21,313
21,628
21,625
21,890
21,880
1.3%
-0.8%
Total
transportationa
15,379
17,384
18,941
18,743
18,240
18,373
18,965
19,208
20,279
20,772
21,325
21,686
21,581
21,183
21,838
22,318
22,926
23,461
23,970
24,320
24,653
25,955
26,265
25,939
26,525
26,700
27,153
27,561
27,733
29,193
28,554
27,065
27,136
26,543
26,148
26,054
26,132
26,263
26,663
26,774
1.2%
-0.9%
Note: Totals may not add due to rounding.
Source:
See Appendix A, Section 2.1 Highway Energy Use.
Total transportation figures do not include military and off-highway energy use and may not include all
possible uses of fuel for transportation (e.g., snowmobiles). Includes primary energy use for electricity including
electricity generation and distribution losses.
b
Due to changes in the FHWA fuel use methodology, motorcycle, bus, and heavy truck data are not comparable
with data before the year 2007. Car and light truck data changed after 2008; see Appendix A for car/light truck shares.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–9
This table is the same as Table 2.10 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. About 18% of transportation energy use is for nonhighway modes. Air travel
accounts for 46% of nonhighway energy use.
Table C.5
Nonhighway Transportation Energy Consumption by Mode, 1970–2017
(trillion Btu)
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Air
1,287
1,234
1,434
1,677
1,823
1,899
1,978
1,981
2,046
1,916
1,945
1,986
2,075
2,141
2,206
2,300
2,275
2,483
2,554
2,397
2,229
2,260
2,456
2,532
2,511
2,509
2,396
2,127
2,149
2,157
2,077
2,037
2,060
2,118
2,178
2,231
1970-2017
2007-2017
1.2%
-1.2%
Water
836
927
1,393
871
1,323
1,378
1,417
1,516
1,442
1,523
1,599
1,437
1,394
1,468
1,411
1,250
1,232
1,370
1,455
1,187
1,246
1,071
1,293
1,363
1,442
1,550
1,444
1,323
1,460
1,362
1,148
1,017
876
1,005
1,116
1,130
Pipeline
Rail
994
555
842
558
897
587
757
498
737
486
773
496
873
508
892
513
925
504
862
475
846
487
884
502
950
536
966
556
979
569
1,019
569
894
573
905
594
901
594
885
597
927
598
845
610
815
643
834
649
832
661
871
648
899
624
921
529
925
570
939
597
980
584
1,091
597
947
621
919
596
926
553
963
569
Average annual percentage change
0.6%
-0.1%
0.1%
-3.1%
1.0%
-1.3%
Nonhighway
subtotal
3,672
3,561
4,311
3,804
4,369
4,546
4,776
4,903
4,917
4,776
4,876
4,809
4,955
5,131
5,164
5,138
4,973
5,351
5,504
5,067
5,000
4,785
5,206
5,378
5,446
5,578
5,363
4,900
5,104
5,054
4,790
4,741
4,504
4,637
4,773
4,893
Total
transportationa
15,379
17,384
18,941
19,208
20,279
20,772
21,325
21,686
21,581
21,183
21,838
22,318
22,926
23,461
23,970
24,320
24,653
25,955
26,265
25,939
26,525
26,700
27,153
27,561
27,733
29,193
28,554
27,065
27,136
26,543
26,148
26,054
26,132
26,263
26,663
26,774
0.6%
-1.3%
1.2%
-0.9%
Note: Totals may not add due to rounding.
Source:
See Appendix A, Section 2.3 Nonhighway Energy Use.
Total transportation figures do not include military and off-highway energy use and may not include all
possible uses of fuel for transportation (e.g., snowmobiles). Includes primary energy use for electricity including
electricity generation and distribution losses.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–10
This table is the same as Table 2.13 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. Great care should be taken when comparing modal energy intensity data among
modes. Because of the inherent differences among the transportation modes in the nature of services, routes
available, and many additional factors, it is not possible to obtain truly comparable national energy intensities
among modes. These values are averages, and there is a great deal of variability even within a mode.
Table C.6
Passenger Travel and Energy Use, 2017a
Cars
Personal trucks
Motorcycles
Demand responseb
Buses
Transit
Intercityd
Schoold
Air
Certificated routee
General aviation
Recreational boats
Rail
Intercity (Amtrak)
Transit
Commuter
Number of
vehicles
(thousands)
111,177.0
121,202.8
8,715.2
69.3
Passengermiles
(millions)
2,195,206
2,210,432
23,978
2,031
c
c
72.9
2,513
20,209
8.0
36,611
4,552
702.3
c
c
c
c
c
c
c
c
c
c
c
c
5,848
685,977
117.3
280,416
2,391
c
c
c
c
c
1,518
316
823.6
378
39,116
6,563
20,169
12,384
25.8
20.8
24.5
32.7
44,607
40,634
41,703
54,251
1,731
1,957
1,703
1,657
c
c
211.8
12,396.7
20.6
0.4
12.8
7.3
c
c
c
c
c
c
Load factor
(persons/
vehicle)
1.5
1.8
1.2
1.2
Energy intensities
(Btu per
(Btu per
vehiclepassengermile)
mile)
4,458
2,892
6,067
3,334
2,844
2,390
15,619
13,109
Vehiclemiles
(millions)
1,424,302
1,214,523
20,149
1,705
c
c
c
c
c
c
c
Energy use
(trillion Btu)
6,349.1
7,368.6
57.3
26.6
214.2
92.0
35.4
86.8
1,872.2
1,640.0
232.2
210.3
67.7
12.8
34.3
20.5
Source:
See Appendix A, Section 3. Passenger Travel and Energy Use.
Includes primary energy use for electricity including electricity generation and distribution losses.
Demand response data are for 2015. Includes passenger cars, vans, and small buses operating in response to
calls from passengers to the transit operator who dispatches the vehicles.
c
Data are not available.
d
Energy use is estimated.
e
Only domestic service and domestic energy use are shown on this table. (Previous editions included half of
international energy.) These energy intensities may be inflated because all energy use is attributed to passengers–
cargo energy use is not taken into account.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–11
This table is the same as Table 2.14 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. Great care should be taken when comparing modal energy intensity data among
modes. Because of the inherent differences among the transportation modes in the nature of services, routes
available, and many additional factors, it is not possible to obtain truly comparable national energy intensities
among modes. These values are averages, and there is a great deal of variability even within a mode.
Table C.7
Energy Intensities of Highway Passenger Modes, 1970–2017
Year
1970
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
(Btu per
vehicle-mile)
9,250
8,993
7,916
7,164
6,169
5,912
5,956
6,087
6,024
5,902
5,874
5,797
5,767
5,821
5,687
5,626
5,662
5,535
5,489
5,607
5,511
5,513
5,466
5,239
5,117
5,032
4,951
4,875
4,799
4,649
4,530
4,458
1970-2017
2007-2017
-1.5%
-2.1%
Cars
(Btu per
passenger-mile)
4,868
4,733
4,279
4,110
3,856
3,695
3,723
3,804
3,765
3,689
3,683
3,646
3,638
3,684
3,611
3,583
3,612
3,537
3,513
3,594
3,538
3,546
3,520
3,380
3,304
3,252
3,202
3,156
3,109
3,014
2,939
2,895
-1.1%
-2.0%
Light truckb
(Btu per
(Btu per
vehicle-mile)
passenger-mile)
12,479
6,568
11,879
6,496
10,224
5,548
8,730
4,737
7,746
4,557
7,351
4,376
7,239
4,361
7,182
4,379
7,212
4,452
7,208
4,505
7,247
4,473
7,251
4,421
7,260
4,373
7,327
4,361
7,158
4,211
7,080
4,116
7,125
4,142
7,673
4,461
7,653
4,449
7,009
4,075
6,974
4,055
6,904
4,014
6,830
3,712
7,159
3,891
6,919
3,760
6,795
3,693
6,675
3,628
6,557
3,564
6,631
3,604
6,487
3,526
6,368
3,499
6,169
3,390
Average annual percentage change
-1.5%
-1.4%
-1.1%
-1.7%
Transit Busesc
(Btu per
(Btu per
vehicle-mile) passenger-mile)
31,796
2,472
33,748
2,814
36,553
2,813
38,876
3,423
37,374
3,794
37,732
3,877
40,243
4,310
39,043
4,262
37,258
4,262
37,250
4,307
37,452
4,340
38,857
4,434
41,292
4,399
40,574
4,344
41,690
4,531
38,535
4,146
37,543
4,133
37,090
4,212
37,846
4,363
37,421
4,249
39,558
4,315
39,919
4,371
39,894
4,347
39,261
4,253
36,030
4,126
37,806
4,250
37,191
4,039
37,432
4,070
35,397
3,827
36,472
4,076
36,975
4,300
36,611
4,552
0.3%
-0.9%
1.3%
0.4%
Source:
See Appendix A, Section 4. Highway Passenger Mode Energy Intensities.
Includes primary energy use for electricity including electricity generation and distribution losses.
All two-axle, four-tire trucks.
c
Series not continuous between 1983 and 1984 because of a change in data source by the American Public
Transportation Association (APTA).
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–12
This table is the same as Table 2.15 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. Great care should be taken when comparing modal energy intensity data among
modes. Because of the inherent differences between the transportation modes in the nature of services, routes
available, and many additional factors, it is not possible to obtain truly comparable national energy intensities
among modes.
Table C.8
Energy Intensities of Nonhighway Passenger Modes, 1970–2017a
Year
1970
1975
1980
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Air
Certificated air carriersb
(Btu per
passenger-mile)
10,115
7,625
5,561
5,053
5,011
4,827
4,861
4,844
4,797
4,602
4,455
4,490
4,407
4,349
4,199
4,173
3,987
4,108
3,960
3,943
3,718
3,614
3,505
3,346
3,250
3,153
3,055
2,901
2,825
2,772
2,633
2,568
2,506
2,477
2,449
2,415
1970-2017
2007-2017
-3.0%
-2.6%
Intercity Amtrak
(Btu per
passenger-mile)
c
3,311
2,859
2,710
2,487
2,456
2,378
2,621
2,509
2,422
2,534
2,564
2,280
2,500
2,690
2,801
2,777
2,933
3,224
3,256
3,196
2,779
2,728
2,675
2,608
2,470
2,352
2,380
2,220
2,162
2,054
2,081
2,100
2,044
2,011
1,957
Average annual percentage changed
-1.4%
-2.3%
Rail
Rail transit
(Btu per
passenger-mile)
2,190
2,642
2,323
2,838
2,909
2,891
2,854
2,734
2,836
3,029
2,887
3,099
3,077
3,071
2,751
2,538
2,494
2,454
2,382
2,413
2,482
2,438
2,316
2,338
2,218
2,088
2,028
1,996
1,985
1,918
1,821
1,805
1,740
1,717
1,659
1,703
-0.5%
-2.0%
Commuter rail
(Btu per
passenger-mile)
c
c
c
2,843
2,945
2,815
2,869
2,881
2,832
2,786
2,629
2,971
2,679
2,628
2,582
2,704
2,625
2,697
2,531
2,514
2,491
2,514
2,521
2,690
2,467
2,566
2,580
2,720
2,801
2,681
2,690
2,615
2,580
2,557
2,568
2,489
-0.4%
-0.3%
Source:
See Appendix A, Section 5. Nonhighway Passenger Mode Energy Intensities.
Includes primary energy use for electricity including electricity generation and distribution losses.
These data differ from the data on Table C.6 because they include half of international services. These energy
intensities may be inflated because all energy use is attributed to passengers–cargo energy use is not taken into account.
c
Data are not available.
d
Average annual percentage calculated to earliest year possible.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–13
This table is the same as Figure 7.1 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. The energy intensity of commuter rail systems, measured in Btu per passengermile, varies greatly. The average of all commuter rail systems in 2017 is 2,485 Btu/passenger-mile. Most of these
25 systems used diesel power, but nine systems used both diesel and electricity: Chesterton, IN; Harrisburg, PA;
Jamaica, NY; Denver, CO; New York, NY; Newark, NJ; Philadelphia, PA; Chicago, IL; and Baltimore, MD.
Figure C.2. Energy Intensity of Commuter Rail Transit Systemsa, 2017
Note: Does not include systems classified as hybrid rail.
Source:
U.S. Department of Transportation, 2017 National Transit Database, October 2018.
www.transit.dot.gov/ntd)
(Additional resources:
Electric railcar or diesel-propelled railway for urban passenger train service between a central city and adjacent
suburbs. Includes primary energy use for electricity including electricity generation and distribution losses.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–14
This table is the same as Figure 7.2 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. The energy intensity of heavy rail systems, measured in Btu per passenger-mile,
varies greatly. The average of all heavy rail systems in 2017 is 1,952 Btu/passenger-mile.
Figure C.3. Energy Intensity of Heavy Rail Systemsa, 2017
Source:
U.S. Department of Transportation, 2017 National Transit Database, October 2018.
www.transit.dot.gov/ntd)
(Additional resources:
An electric railway with the capacity for a heavy volume of traffic. Includes primary energy use for electricity
including electricity generation and distribution losses.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–15
This table is the same as Figure 7.3 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. The energy intensity of light rail systems, measured in Btu per passenger-mile,
varies greatly. The average of all light rail systems in 2017 is 3,324 Btu/passenger-mile.
Figure C.4. Energy Intensity of Light Rail Transit Systemsa, 2017
Source:
U.S. Department of Transportation, 2017 National Transit Database, October 2018.
www.transit.dot.gov/ntd)
(Additional resources:
An electric railway with a light volume traffic capacity with power drawn from an overhead electric line.
Includes primary energy use for electricity including electricity generation and distribution losses.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–16
This table is the same as Table 10.10 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. The National Railroad Passenger Corporation, known as Amtrak, began
operation in 1971.
Table C.9
Summary Statistics for the National Railroad Passenger Corporation (Amtrak), 1971–2017
Year
1971
1975
1980
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
1971–2017
2007–2017
Number of
locomotives
in service
a
355
448
382
318
316
336
360
411
422
348
292
362
385
385
401
372
442
276
258
319
270
278
274
282
287
485
418
428
423
434
419
b
4.5%
Number of
passenger
cars
1,165
1,913
2,128
1,818
1,863
1,786
1,796
1,853
1,874
1,907
1,501
1,572
1,347
1,285
1,891
2,084
2,896
1,623
1,211
1,186
1,191
1,164
1,177
1,214
1,274
1,301
2,090
1,447
1,419
1,428
1,402
1,405
0.4%
1.9%
Revenue
passengermiles
Train-miles
Car-miles
(thousands)
(thousands)
(millions)
16,537
140,147
1,993
30,166
253,898
3,753
29,487
235,235
4,503
30,038
250,642
4,785
33,000
300,996
6,057
34,000
312,484
6,273
34,000
307,282
6,091
34,936
302,739
6,199
34,940
305,600
5,869
31,579
282,579
5,401
30,542
277,750
5,066
32,000
287,760
5,166
32,926
315,823
5,325
34,080
349,337
5,289
35,404
371,215
5,574
36,512
377,705
5,571
37,624
378,542
5,314
37,459
331,864
5,680
37,159
308,437
5,511
36,199
264,796
5,381
36,083
263,908
5,410
37,484
266,545
5,784
37,736
271,762
6,179
38,300
282,764
5,914
37,453
294,820
6,420
37,090
296,315
6,670
37,640
319,088
6,804
38,410
324,949
6,810
38,013
324,683
6,675
37,798
319,464
6,536
37,808
316,384
6,520
37,859
316,148
6,563
Average annual percentage change
1.8%
1.8%
2.6%
0.1%
1.7%
1.3%
Average
trip length
(miles)
188
224
217
238
273
285
286
280
276
266
257
255
251
245
243
238
228
231
219
215
220
218
215
217
220
213
218
218
218
218
208
205
0.2%
-0.6%
Energy intensity
(Btu per revenue
passenger-mile)
Energy
use
(trillion
Btu) a
3,311
2,859
2,710
2,509
2,422
2,534
2,564
2,280
2,500
2,690
2,801
2,777
2,933
3,224
3,256
3,196
2,779
2,728
2,675
2,608
2,470
2,352
2,380
2,220
2,162
2,054
2,081
2,100
2,044
2,011
1,957
12.4
12.9
13.0
15.2
15.2
15.4
15.9
13.4
13.5
13.6
14.5
14.8
15.5
18.0
18.1
17.0
15.8
15.0
14.4
14.1
14.3
14.5
14.1
14.3
14.2
14.0
14.2
14.0
13.4
13.1
12.8
a
a
b
a
-2.3%
-1.1%
Sources:
1971–83 – Association of American Railroads, Economics and Finance Department, Statistics of Class I Railroads,
Washington, DC, and annual.
1984–88 – Association of American Railroads, Railroad Facts, 1988 Edition, Washington, DC, December 1989, p. 61,
and annual.
1989–93 – Personal communication with the Corporate Accounting Office of Amtrak, Washington, DC.
1994–2017 – Number of locomotives in service, number of passenger cars, train-miles, car-miles, revenue passengermiles, and average trip length - Association of American Railroads, Railroad Facts, 2018 Edition, Washington,
DC, 2019, p. 73.
Energy use – Personal communication with the Amtrak, Washington, DC. (Additional resources: www.amtrak.com,
www.aar.org)
Includes primary energy use for electricity including electricity generation and distribution losses.
Data are not available.
c
Energy use for 1994 on is not directly comparable to earlier years. Some commuter rail energy use may have
been inadvertently included in earlier years.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–17
This table is the same as Table 7.3 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. Commuter rail, which is also known as regional rail or suburban rail, is longhaul rail passenger service operating between metropolitan and suburban areas, whether within or across state
lines. Commuter rail lines usually have reduced fares for multiple rides and commutation tickets for regular,
recurring riders.
Table C.10
Summary Statistics for Commuter Rail Operations, 1984–2017
Year
1984
1985
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number of
passenger
vehicles
1984
1985
4,982
5,126
5,164
4,982
5,126
5,164
5,240
5,426
5,536
5,550
5,498
5,572
5,724
5,959
6,228
6,392
6,403
6,391
6,617
6,941
6,927
7,193
7,059
7,310
7,337
7,216
7,350
7,290
Vehiclemiles
(millions)
4,075
4,035
212.7
214.9
218.8
223.9
230.8
237.7
241.9
250.7
259.5
265.9
270.9
277.3
283.7
286.0
294.7
303.4
314.7
325.7
310.2
343.5
345.3
345.2
346.4
359.1
370.8
373.7
376.0
378.2
1984–2017
2007–2017
1.8%
1.3%
2.5%
1.5%
Passenger
PassengerAverage
trips
miles
trip length
(millions)
(millions)
(miles)
167.9
267
6,207
182.7
275
6,534
328
7,082
21.6
318
7,344
23.1
314
7,320
23.3
322
6,940
21.6
339
7,996
23.6
344
8,244
24.0
352
8,351
23.7
357
8,038
22.5
381
8,704
22.8
396
8,766
22.1
413
9,402
22.8
419
9,548
22.8
414
9,504
22.9
410
9,559
23.3
414
9,719
23.5
423
9,473
22.4
441
10,361
23.5
459
11,153
24.3
472
11,049
23.4
468
11,232
24.0
464
10,874
23.4
466
11,427
24.5
471
11,181
23.7
480
11,862
24.7
490
11,718
23.9
495
11,813
23.9
504
11,899
23.6
503
12,384
24.6
Average annual percentage change
1.9%
2.1%
0.2%
0.9%
1.1%
0.1%
Energy intensity
(Btu/passengermile) a
23.2
23.8
2,832
2,786
2,629
2,971
2,679
2,628
2,582
2,704
2,625
2,697
2,531
2,514
2,491
2,514
2,521
2,690
2,467
2,566
2,580
2,720
2,801
2,681
2,690
2,615
2,580
2,557
2,568
2,489
Energy use
(trillion
Btu) a
2,819
2,843
20.1
20.5
19.2
20.6
21.4
21.7
21.6
21.7
22.8
23.6
23.8
24.0
23.7
24.0
24.5
25.5
25.6
28.6
28.5
30.5
30.5
30.6
30.1
31.0
30.2
30.2
30.6
30.8
-0.4%
-0.3%
1.7%
0.7%
Source:
American Public Transportation Association, 2019 Public Transportation Fact Book, Washington, DC, April 2019,
Appendix A. (Additional resources: www.apta.com)
a
Includes primary energy use for electricity including electricity generation and distribution losses.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–18
This table is the same as Table 7.4 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. This table includes data on light rail and heavy rail systems. Light rail vehicles
are usually single vehicles driven electrically with power drawn from overhead wires. Heavy rail is characterized
by high speed and rapid acceleration of rail cars operating on a separate right-of-way.
Table C.11
Summary Statistics for Rail Transit Operations, 1970–2017a
Year
1970
1975
1980
1985
1990
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number of
passenger
vehicles
10,548
10,617
10,654
11,109
11,332
11,156
11,341
11,471
11,521
11,603
12,168
12,084
12,479
12,236
12,480
12,755
12,853
13,032
13,346
13,529
13,614
13,328
12,455
12,434
12,608
12,820
12,912
12,848
Vehiclemiles
(millions)
440.8
446.9
402.2
467.8
560.9
571.8
580.7
598.9
609.5
626.4
648.0
662.4
681.9
694.2
709.7
715.4
726.4
741.2
762.8
775.3
759.6
744.1
749.5
774.3
780.9
803.2
810.2
823.6
1970–2017
2007–2017
0.4%
-0.1%
1.3%
1.1%
Passenger
PassengerAverage trip
trips
miles
length
(millions)b
(millions)c
(miles)d
2,116
12,273
f
1,797
10,423
f
2,241
10,939
4.9
2,422
10,777
4.4
2,521
12,046
4.8
2,284
11,419
5.0
2,418
12,487
5.2
2,692
13,091
4.9
2,669
13,412
5.0
2,813
14,108
5.0
2,952
15,200
5.1
3,064
15,615
5.1
3,025
15,095
5.0
3,005
15,082
5.0
3,098
15,930
5.1
3,189
16,118
5.1
3,334
16,587
5.0
3,879
18,070
4.7
4,001
18,941
4.7
3,955
19,004
4.8
4,007
18,580
4.6
4,083
19,520
4.8
4,192
19,835
4.7
4,275
20,381
4.8
4,411
20,829
4.7
4,339
20,710
4.8
4,346
20,922
4.8
4,314
20,169
4.7
Average annual percentage change
1.5%
1.1%
-0.6%
1.1%
1.1%
0.0%
Energy intensity
(Btu/passengermile)e
2,190
2,642
2,323
2,838
2,836
3,071
2,751
2,538
2,494
2,454
2,382
2,413
2,482
2,438
2,316
2,338
2,218
2,088
2,028
1,996
1,985
1,918
1,821
1,805
1,740
1,717
1,659
1,703
Energy use
(trillion Btu) e
26.9
27.5
25.4
30.6
34.2
35.1
34.4
33.2
33.4
34.6
36.2
37.7
37.5
36.8
36.9
37.7
36.8
37.7
38.4
37.9
36.9
37.4
36.1
36.8
36.3
35.6
34.7
34.3
-0.5%
-2.0%
0.5%
-0.9%
Sources:
American Public Transportation Association, 2019 Public Transportation Fact Book, Washington, DC, April 2019,
Appendix A. (Additional resources: www.apta.com)
Energy use – See Appendix A for Rail Transit Energy Use.
Heavy rail and light rail. Series not continuous between 1983 and 1984 because of a change in data source
by the American Public Transit Association (APTA). Beginning in 1984, data provided by APTA are taken from
mandatory reports filed with the Urban Mass Transit Administration (UMTA). Data for prior years were provided on
a voluntary basis by APTA members and expanded statistically.
b
1970–79 data represents total passenger rides; after 1979, data represents unlinked passenger trips.
c
Estimated for years 1970–76 based on an average trip length of 5.8 miles.
d
Calculated as the ratio of passenger-miles to passenger trips.
e
Includes primary energy use for electricity including electricity generation and distribution losses.
f
Data are not available.
g
Average annual percentage change is calculated for years 1977–2017.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–19
This table is the same as Table 10.1 but with electricity generation and distribution considered when converting
kilowatt-hours of electricity to Btu. Nonhighway transportation modes accounted for 18.4% of total
transportation energy use in 2017.
Table C.12
Nonhighway Energy Use Shares, 1970–2017
Year
1970
1975
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Air
8.4%
7.1%
7.6%
7.8%
7.9%
7.8%
8.5%
8.7%
9.0%
9.1%
9.3%
9.1%
9.5%
9.0%
8.9%
8.9%
9.1%
9.1%
9.2%
9.5%
9.2%
9.6%
9.7%
9.2%
8.4%
8.5%
9.0%
9.2%
9.1%
8.6%
8.4%
7.9%
7.9%
8.1%
7.9%
7.8%
7.9%
8.1%
8.2%
8.3%
Water
5.4%
5.3%
7.4%
6.8%
5.8%
5.3%
5.1%
4.5%
6.5%
6.6%
6.6%
7.0%
6.7%
7.2%
7.3%
6.4%
6.1%
6.3%
5.9%
5.1%
5.0%
5.3%
5.5%
4.6%
4.7%
4.0%
4.8%
4.9%
5.2%
5.3%
5.1%
4.9%
5.4%
5.1%
4.4%
3.9%
3.4%
3.8%
4.2%
4.2%
Share of transportation energy use
Nonhighway
Pipeline
Rail
total
6.5%
3.6%
23.9%
4.8%
3.2%
20.5%
4.7%
3.1%
22.8%
4.8%
3.0%
22.4%
4.7%
2.6%
21.1%
4.1%
2.6%
19.8%
4.1%
2.8%
20.5%
3.9%
2.6%
19.8%
3.6%
2.4%
21.5%
3.7%
2.4%
21.9%
4.1%
2.4%
22.4%
4.1%
2.4%
22.6%
4.3%
2.3%
22.8%
4.1%
2.2%
22.5%
3.9%
2.2%
22.3%
4.0%
2.2%
21.5%
4.1%
2.3%
21.6%
4.1%
2.4%
21.9%
4.1%
2.4%
21.5%
4.2%
2.3%
21.1%
3.6%
2.3%
20.2%
3.5%
2.3%
20.6%
3.4%
2.3%
21.0%
3.4%
2.3%
19.5%
3.5%
2.3%
18.8%
3.2%
2.3%
17.9%
3.0%
2.4%
19.2%
3.0%
2.4%
19.5%
3.0%
2.4%
19.6%
3.0%
2.2%
19.1%
3.1%
2.2%
18.8%
3.4%
2.0%
18.1%
3.4%
2.1%
18.8%
3.5%
2.2%
19.0%
3.7%
2.2%
18.3%
4.2%
2.3%
18.2%
3.6%
2.4%
17.2%
3.5%
2.3%
17.7%
3.5%
2.1%
17.9%
3.6%
2.1%
18.3%
Transportation
total (trillion Btu) a
15,379
17,384
18,941
18,743
18,240
18,373
18,965
19,208
20,279
20,772
21,325
21,686
21,581
21,183
21,838
22,318
22,926
23,461
23,970
24,320
24,653
25,955
26,265
25,939
26,525
26,700
27,153
27,561
27,733
29,193
28,554
27,065
27,136
26,543
26,148
26,054
26,132
26,263
26,663
26,774
Source:
See Appendix A, Section 2.3. Nonhighway Energy Use.
a
Includes primary energy use for electricity including electricity generation and distribution losses.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
C–20
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
G–1
GLOSSARY
Acceleration power – Often measured in kilowatts. Pulse power obtainable from a battery used
to accelerate a vehicle. This is based on a constant current pulse for 30 seconds at no less
than 2/3 of the maximum open-circuit-voltage, at 80% depth-of-discharge relative to the
battery's rated capacity and at 20○ C ambient temperature.
Age – The amount of time a person or thing has existed.
Air Carrier – The commercial system of air transportation consisting of certificated air carriers,
air taxis (including commuters), supplemental air carriers, commercial operators of large
aircraft, and air travel clubs.
Certificated route air carrier: An air carrier holding a Certificate of Public Convenience
and Necessity issued by the Department of Transportation to conduct scheduled interstate
services. Nonscheduled or charter operations may also be conducted by these carriers.
These carriers operate large aircraft (30 seats or more, or a maximum payload capacity of
7,500 pounds or more) in accordance with Federal Aviation Regulation part 121.
Domestic air operator: Commercial air transportation within and between the 50 States
and the District of Columbia. Includes operations of certificated route air carriers, Pan
American, local service, helicopter, intra-Alaska, intra-Hawaii, all-cargo carriers and other
carriers. Also included are transborder operations conducted on the domestic route
segments of U.S. air carriers. Domestic operators are classified based on their operating
revenue as follows:
Majors - over $1 billion
Nationals - $100 million to $1 billion
Large Regionals - $20 million to $99 million
Medium Regionals – Less than $20 million
International air operator: Commercial air transportation outside the territory of the
United States, including operations between the U.S. and foreign countries and between
the U.S. and its territories and possessions.
Supplemental air carrier: A class of air carriers which hold certificates authorizing them
to perform passenger and cargo charter services supplementing the scheduled service of
the certificated route air carriers. Supplemental air carriers are often referred to as
nonscheduled air carriers or "nonskeds."
Alcohol – The family name of a group of organic chemical compounds composed of carbon,
hydrogen, and oxygen. The molecules in the series vary in chain length and are composed
of a hydrocarbon plus a hydroxyl group. Alcohol includes methanol and ethanol.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
G–2
Alternative fuel – For transportation applications, includes the following: methanol; denatured
ethanol, and other alcohols; fuel mixtures containing 85 percent or more by volume of
methanol, denatured ethanol, and other alcohols with gasoline or other fuels; natural gas;
liquefied petroleum gas (propane); hydrogen; coal-derived liquid fuels; fuels (other than
alcohol) derived from biological materials (biofuels such as soy diesel fuel); and electricity
(including electricity from solar energy). The term "alternative fuel" does not include
alcohol or other blended portions of primarily petroleum-based fuels used as oxygenates
or extenders, i.e. MTBE, ETBE, other ethers, and the 10-percent ethanol portion of
gasohol.
Amtrak – See Rail.
Anthropogenic – Human made. Usually used in the context of emissions that are produced as the
result of human activities.
Aviation – See General aviation.
Aviation gasoline – All special grades of gasoline for use in aviation reciprocating engines, as
given in the American Society for Testing and Materials (ASTM) Specification D 910.
Includes all refinery products within the gasoline range that are to be marketed straight or
in blends as aviation gasoline without further processing (any refinery operation except
mechanical blending). Also included are finished components in the gasoline range which
will be used for blending or compounding into aviation gasoline.
Barges – Shallow, non-self-propelled vessels used to carry bulk commodities on the rivers and the
Great Lakes.
Battery efficiency – Measured in percentage. Net DC energy delivered on discharge, as a
percentage of the total DC energy required to restore the initial state-of-charge. The
efficiency value must include energy losses resulting from self-discharge, cell equalization,
thermal loss compensation, and all battery-specific auxiliary equipment.
Bike sharing – Allows users access to bicycles on an as-needed basis for a pre-determined fee.
Station-based bike sharing typically involves an unattended kiosk and bikes can be returned
to any kiosk. Some bike share users have annual/monthly memberships and others are
casual users paying higher usage rates than members. Some bike share programs offer
electric-assist bikes, often called e-bikes.
Btu – British thermal unit. The amount of energy required to raise the temperature of 1 pound of
water 1 degree Fahrenheit at or near 39.2 degrees Fahrenheit. An average Btu content of
fuel is the heat value per quantity of fuel as determined from tests of fuel samples.
Bunker – A storage tank.
Bunker fuels – Fuel supplied to ships and aircraft, both domestic and foreign, consisting primarily
of residual and distillate fuel oil for ships and kerosene-based jet fuel for aircraft.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
G–3
Bus –A mode of transit service characterized by roadway vehicles powered by diesel, gasoline,
battery, or alternative fuel engines contained within the vehicle.
Intercity bus: A standard size bus equipped with front doors only, high backed seats,
luggage compartments separate from the passenger compartment and usually with
restroom facilities, for high-speed long-distance service.
Motor bus: Rubber-tired, self-propelled, manually-steered bus with fuel supply on board
the vehicle. Motor bus types include intercity, school, and transit.
School and other nonrevenue bus: Bus services for which passengers are not directly
charged for transportation, either on a per passenger or per vehicle basis.
Transit bus: A bus designed for frequent stop service with front and center doors,
normally with a rear-mounted diesel engine, low-back seating, and without luggage storage
compartments or restroom facilities.
Trolley coach: Rubber-tired electric transit vehicle, manually-steered, propelled by a
motor drawing current, normally through overhead wires, from a central power source not
on board the vehicle.
Calendar year – The period of time between January 1 and December 31 of any given year.
Captive imports – Products produced overseas specifically for domestic manufacturers.
Carsharing – Users have access to a light vehicle on a temporary basis, typically paying a fee for
each use in addition to membership fees. The carshare operator maintains a fleet of vehicles
that are parked in various locations across a city or urban area. The operator typically
provides the insurance, gasoline, parking, and maintenance.
Car size classifications – Size classifications of cars are established by the Environmental
Protection Agency (EPA) as follows:
Minicompact – less than 85 cubic feet of passenger and luggage volume.
Subcompact – between 85 to 99 cubic feet of passenger and luggage volume.
Compact – between 100 to 109 cubic feet of passenger and luggage volume.
Midsize – between 110 to 119 cubic feet of passenger and luggage volume.
Large – 120 cubic feet or more of passenger and luggage volume.
Two seater – cars designed primarily to seat only two adults.
Small station wagon – less than 130 cubic feet of passenger and luggage volume.
Mid-size station wagon – between 130 to 159 cubic feet of passenger and luggage
volume.
Large station wagon – 160 or more cubic feet of passenger and luggage volume.
Carbon dioxide (CO2) – A colorless, odorless, non-poisonous gas that is a normal part of the
ambient air. Carbon dioxide is a product of fossil fuel combustion.
Carbon monoxide (CO) – A colorless, odorless, highly toxic gas that is a by-product of
incomplete fossil fuel combustion. Carbon monoxide, one of the major air pollutants, can
be harmful in small amounts if breathed over a certain period of time.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
G–4
Car-mile (railroad) – A single railroad car moved a distance of one mile.
Cargo ton-mile – See Ton-mile.
Certificated route air carriers – See Air carriers.
Class I freight railroad – See Rail.
Coal slurry – Finely crushed coal mixed with sufficient water to form a fluid.
Combination trucks – Consist of a power unit (a truck tractor) and one or more trailing units (a
semi-trailer or trailer). The most frequently used combination is popularly referred to as a
"tractor-semitrailer" or "tractor trailer."
Commercial sector – An energy-consuming sector that consists of service-providing facilities of:
businesses; Federal, State, and local governments; and other private and public
organizations, such as religious, social or fraternal groups. Includes institutional living
quarters.
Commuter rail – A mode of transit service (also called metropolitan rail, regional rail, or
suburban rail) characterized by an electric or diesel propelled railway for urban passenger
train service consisting of local short distance travel operating between a central city and
adjacent suburbs.
Compact car – See car size classifications.
Compression ignition – The form of ignition that initiates combustion in a diesel engine. The
rapid compression of air within the cylinders generates the heat required to ignite the fuel
as it is injected.
Constant dollars – A time series of monetary figures is expressed in constant dollars when the
effect of change over time in the purchasing power of the dollar has been removed. Usually
the data are expressed in terms of dollars of a selected year or the average of a set of years.
Consumer Price Index (CPI) – A measure of the average change over time in the prices paid by
urban consumers for a market basket of consumer goods and services.
Continuous discharge capacity – Measured as percent of rated energy capacity. Energy
delivered in a constant power discharge required by an electric vehicle for hill climbing
and/or high-speed cruise, specified as the percent of its rated energy capacity delivered in
a one hour constant-power discharge.
Conventional Refueling Station – An establishment for refueling motor vehicles with traditional
transportation fuels, such as gasoline and diesel fuel.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
G–5
Corporate Average Fuel Economy (CAFE) Standards – CAFE standards were originally
established by Congress for new cars, and later for light-duty trucks, in Title V of the Motor
Vehicle Information and Cost Savings Act (15 U.S.C.1901, et seq.) with subsequent
amendments. Under CAFE, car manufacturers are required by law to produce vehicle
fleets with a composite sales-weighted fuel economy which cannot be lower than the CAFE
standards in a given year, or for every vehicle which does not meet the standard, a fine of
$5.00 is paid for every one-tenth of a mpg below the standard.
Criteria pollutant – A pollutant determined to be hazardous to human health and regulated under
EPA's National Ambient Air Quality Standards. The 1970 amendments to the Clean Air
Act require EPA to describe the health and welfare impacts of a pollutant as the "criteria"
for inclusion in the regulatory regime.
Crude oil – A mixture of hydrocarbons that exists in liquid phase in natural underground reservoirs
and remains liquid at atmospheric pressure after passing through surface separating
facilities. Crude oil production is measured at the wellhead and includes lease condensate.
Crude oil imports – The volume of crude oil imported into the 50 States and the District of
Columbia, including imports from U.S. territories, but excluding imports of crude oil into
the Hawaiian Foreign Trade Zone.
Curb weight – The weight of a vehicle including all standard equipment, spare tire and wheel, all
fluids and lubricants to capacity, full tank of fuel, and the weight of major optional
accessories normally found on the vehicle.
Current dollars – Represents dollars current at the time designated or at the time of the
transaction. In most contexts, the same meaning would be conveyed by the use of the term
"dollars." See also constant dollars.
Demand Response – A transit mode that includes passenger cars, vans, and small buses operating
in response to calls from passengers to the transit operator who dispatches the vehicles.
The vehicles do not operate over a fixed route on a fixed schedule. Can also be known as
paratransit or dial-a-ride.
Diesel fuel – See Distillate fuel oil.
Disposable personal income – See Income.
Distillate fuel oil – The lighter fuel oils distilled off during the refining process. Included are
products known as ASTM grades numbers 1 and 2 heating oils, diesel fuels, and number 4
fuel oil. The major uses of distillate fuel oils include heating, fuel for on-and off-highway
diesel engines, and railroad diesel fuel.
Domestic air operator – See Air carrier.
Domestic water transportation – See Internal water transportation.
E85 – 85% ethanol and 15% gasoline.
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E95 – 95% ethanol and 5% gasoline.
Electric utilities sector – Consists of privately and publicly owned establishments which generate
electricity primarily for resale.
Emission standards – Limits or ranges established for pollution levels emitted by vehicles as well
as stationary sources. The first standards were established under the 1963 Clean Air Act.
End-use sector – See Sector.
Energy capacity – Often measured in kilowatt hours. The energy delivered by the battery up to
termination of discharge specified by the battery manufacturer.
Energy efficiency – In reference to transportation, the inverse of energy intensiveness: the ratio
of outputs from a process to the energy inputs; for example, miles traveled per gallon of
fuel (mpg).
Energy intensity – In reference to transportation, the ratio of energy inputs to a process to the
useful outputs from that process; for example, gallons of fuel per passenger-mile or Btu
per ton-mile.
Ethanol (C2H5OH) – Otherwise known as ethyl alcohol, alcohol, or grain-spirit. A clear,
colorless, flammable oxygenated hydrocarbon with a boiling point of 78.5 degrees Celsius
in the anhydrous state. In transportation, ethanol is used as a vehicle fuel by itself (E100 –
100% ethanol by volume), blended with gasoline (E85 – 85% ethanol by volume), or as a
gasoline octane enhancer and oxygenate (10% by volume).
Excise tax – Paid when purchases are made on a specific good, such as gasoline. Excise taxes are
often included in the price of the product. There are also excise taxes on activities, such as
highway usage by trucks.
Ferry boat – A transit mode comprising vessels carrying passengers and in some cases vehicles
over a body of water, and that are generally steam or diesel-powered.
Fixed operating cost – See Operating cost.
Fleet vehicles –
Private fleet vehicles: Ideally, a vehicle could be classified as a member of a fleet if it is:
a) operated in mass by a corporation or institution,
b) operated under unified control, or
c) used for non-personal activities.
However, the definition of a fleet is not consistent throughout the fleet industry. Some
companies make a distinction between cars that were bought in bulk rather than singularly,
or whether they are operated in bulk, as well as the minimum number of vehicles that
constitute a fleet (i.e. 4 or 10).
Government fleet vehicles: Includes vehicles owned by all Federal, state,
county, city, and metro units of government, including toll road operations.
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Foreign freight – Movements between the United States and foreign countries and between Puerto
Rico, the Virgin Islands, and foreign countries. Trade between U.S. territories and
possessions (e.g. American Samoa, Guam, North Mariana Islands and U.S. Outlying
Islands) and foreign countries is excluded. Traffic to or from the Panama Canal Zone is
included, but traffic with U.S. origin and U.S. destination traveling through the Panama
Canal is not.
Gas Guzzler Tax – Originates from the 1978 Energy Tax Act (Public Law 95-618). A new car
purchaser is required to pay the tax if the car purchased has a combined city/highway fuel
economy rating that is below the standard for that year. For model years 1986 and later,
the standard is 22.5 mpg.
Gasohol – A mixture of 10% anhydrous ethanol and 90% gasoline by volume; 7.5% anhydrous
ethanol and 92.5% gasoline by volume; or 5.5% anhydrous ethanol and 94.5% gasoline by
volume. There are other fuels that contain methanol and gasoline, but these fuels are not
referred to as gasohol.
Gasoline – See Motor gasoline.
General aviation – That portion of civil aviation which encompasses all facets of aviation except
air carriers. It includes any air taxis, commuter air carriers, and air travel clubs which do
not hold Certificates of Public Convenience and Necessity.
Global warming potential (GWP) – An index used to compare the relative radiative forcing of
different gases without directly calculating the changes in atmospheric concentrations.
GWPs are calculated as the ratio of the radiative forcing that would result from the emission
of one kilogram of a greenhouse gas to that from the emission of one kilogram of carbon
dioxide over a fixed period of time, such as 100 years.
Greenhouse gases – Those gases, such as water vapor, carbon dioxide, nitrous oxide, methane,
hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulfur hexafluoride, that are
transparent to solar (short-wave) radiation but opaque to long-wave (infrared) radiation,
thus preventing long-wave radiant energy from leaving Earth's atmosphere. The net effect
is a trapping of absorbed radiation and a tendency to warm the planet's surface.
Gross Domestic Product (GDP) – The market value of goods and services produced by labor and
property in the United States, regardless of nationality; gross domestic product replaced
gross national product as the primary measure of U.S. production in 1991.
Gross National Product (GNP) – A measure of monetary value of the goods and services
becoming available to the nation from economic activity. The market value of goods and
services produced by labor and property supplied by U.S. residents, regardless of where
they are located. Calculated quarterly by the Department of Commerce, the gross national
product is the broadest available measure of the level of economic activity.
Gross vehicle weight (gvw) – The weight of the empty truck plus the maximum anticipated load
weight, including passengers, fluids, and cargo.
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Gross vehicle weight rating (gvwr) – The gross vehicle weight which is assigned to each new
truck by the manufacturer. This rating may be different for trucks of the same model
because of certain features, such as heavy-duty suspension. Passenger cars are not assigned
gross vehicle weight ratings.
Heavy-heavy truck – See Truck size classifications.
Heavy rail – A mode of transit service (also called metro, subway, rapid transit, or rapid rail)
operating on an electric railway with the capacity for a heavy volume of
traffic. Characterized by high speed and rapid acceleration of passenger rail cars.
Household – Consists of all persons who occupy a housing unit, including the related family
members and all unrelated persons, if any, who share the housing unit.
Housing unit – A house, apartment, a group of rooms, or a single room occupied or intended for
occupancy as separate living quarters. Separate living quarters are those in which the
occupants do not live and eat with any other persons in the structure and which have either
(1) direct access from the outside of the building or through a common hallway intended
to be used by the occupants of another unit or by the general public, or (2) complete kitchen
facilities for the exclusive use of the occupants. The occupants may be a single family,
one person living alone, two or more families living together, or any other group of related
or unrelated persons who share living arrangements.
Hybrid-electric vehicles – Combines the benefits of gasoline engines and electric motors and can
be configured to obtain different objectives, such as improved fuel economy, increased
power, or additional auxiliary power for electronic devices and power tools.
Hydrocarbon (HC) – A compound that contains only hydrogen and carbon. The simplest and
lightest forms of hydrocarbon are gaseous. With greater molecular weights they are liquid,
while the heaviest are solids.
Income –
Disposable personal income: Personal income less personal tax and non-tax payments.
National income: The aggregate earnings of labor and property which arise in the current
production of goods and services by the nation's economy.
Personal income: The current income received by persons from all sources, net of
contributions for social insurance.
Industrial sector – Construction, manufacturing, agricultural and mining establishments.
Inertia weight – The curb weight of a vehicle plus 300 pounds.
Intercity bus – See Bus.
Intermodal – Transportation activities involving more than one mode of transportation, including
transportation connections and coordination of various modes.
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Internal water transportation – Includes all local (intraport) traffic and traffic between ports or
landings wherein the entire movement takes place on inland waterways. Also termed
internal are movements involving carriage on both inland waterways and the water of the
Great Lakes, and inland movements that cross short stretches of open water that link inland
systems.
International air operator – See Air carrier.
International freight – See Foreign freight.
Jet fuel – Includes both naphtha-type and kerosene-type fuels meeting standards for use in aircraft
turbine engines. Although most jet fuel is used in aircraft, some is used for other purposes
such as generating electricity in gas turbines.
Kerosene-type jet fuel: A quality kerosene product with an average gravity of 40.7
degrees API and 10% to 90% distillation temperatures of 217 to 261 degrees Celsius. Used
primarily as fuel for commercial turbojet and turboprop aircraft engines. It is a relatively
low freezing point distillate of the kerosene type.
Naphtha-type jet fuel: A fuel in the heavy naphtha boiling range with an average gravity
of 52.8 degrees API and 10% to 90% distillation temperatures of 117 to 233 degrees Celsius
used for turbojet and turboprop aircraft engines, primarily by the military. Excludes ramjet
and petroleum.
Kerosene – A petroleum distillate in the 300 to 500 degrees Fahrenheit boiling range and generally
having a flash point higher than 100 degrees Fahrenheit by the American Society of Testing
and Material (ASTM) Method D56, a gravity range from 40 to 46 degrees API, and a
burning point in the range of 150 to 175 degrees Fahrenheit. It is a clean-burning product
suitable for use as an illuminant when burned in wick lamps. Includes grades of kerosene
called range oil having properties similar to Number 1 fuel oil, but with a gravity of about
43 degrees API and an end point of 625 degrees Fahrenheit. Used in space heaters, cooking
stoves, and water heaters.
Kerosene-type jet fuel – See Jet fuel.
Large car – See Car size classifications.
Lease Condensate – A liquid recovered from natural gas at the well or at small gas/oil separators
in the field. Consists primarily of pentanes and heavier hydrocarbons (also called field
condensate).
Light-duty vehicles – Cars and light-duty trucks combined.
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Light-duty truck – Light-duty trucks are defined differently by different agencies/companies.
Therefore, this document does not have one single definition of light-duty trucks. The
Environmental Protection Agency defines light-duty trucks size classes as follows:
Class
Pickup Trucks
Small
Standard
Vans
Passenger
Cargo
Minivans
SUVs
All
Small
Standard
Special Purpose Vehicles
Gross Vehicle Weight Rating (GVWR)
Through 2007
As of 2008
< 4,500 lbs
< 6,000 lbs
4,500 to 8,500 lbs
6,000 to 8,500 lbs
Through 2010
As of 2011
< 8,500 lbs
< 10,000 lbs
< 8,500 lbs
< 8,500 lbs
Through 2010
2011–12
< 8,500 lbs
< 10,000 lbs
As of 2013
< 6,000 lbs
6,000 to 9,999 lbs
Through 2010
As of 2011
< 8,500 lbs
< 8,500 lbs
or < 10,000 lbs
depending on configuration
Light-heavy truck – See Truck size classifications.
Light rail – Mode of transit service (also called streetcar, tramway or trolley) operating passenger
rail cars singly (or in short, usually two-car or three-car trains) on fixed rails in right-ofway that is often separated from other traffic for part or much of the way.
Liquefied petroleum gas (lpg) – Consists of propane and butane and is usually derived from
natural gas. In locations where there is no natural gas and the gasoline consumption is low,
naphtha is converted to lpg by catalytic reforming.
Load factor – Total passenger miles divided by total vehicle miles.
Low emission vehicle – Any vehicle certified to the low emission standards which are set by the
Federal government and/or the state of California.
M85 – 85% methanol and 15% gasoline.
M100 – 100% methanol.
Medium truck – See Truck size classifications.
Methanol (CH3OH) – A colorless highly toxic liquid with essentially no odor and very little taste.
It is the simplest alcohol and boils at 64.7 degrees Celsius. In transportation, methanol is
used as a vehicle fuel by itself (M100), or blended with gasoline (M85).
Midsize car – See Car size classifications.
Minicompact car – See Car size classifications.
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Model year – In this publication, model year is referring to the "sales" model year, the period from
October 1 to the next September 31.
Motor bus – See Bus.
Motor gasoline – A mixture of volatile hydrocarbons suitable for operation of an internal
combustion engine whose major components are hydrocarbons with boiling points ranging
from 78 to 217 degrees Celsius and whose source is distillation of petroleum and cracking,
polymerization, and other chemical reactions by which the naturally occurring petroleum
hydrocarbons are converted into those that have superior fuel properties.
Regular gasoline: Gasoline having an antiknock index, i.e., octane rating, greater than or
equal to 85 and less than 88. Note: Octane requirements may vary by altitude.
Midgrade gasoline: Gasoline having an antiknock index, i.e., octane rating, greater than
or equal to 88 and less than or equal to 90. Note: Octane requirements may vary by altitude.
Premium gasoline: Gasoline having an antiknock index, i.e., octane rating, greater than
90. Note: Octane requirements may vary by altitude.
Reformulated gasoline: Finished motor gasoline formulated for use in motor vehicles,
the composition and properties of which meet the requirements of the reformulated
gasoline regulations promulgated by the U.S. Environmental Protection Agency under
Section 211(k) of the Clean Air Act. For more details on this clean fuel program see
http://www.epa.gov/otaq/fuels/gasolinefuels/rfg/index.htm. Note: This category includes
oxygenated fuels program reformulated gasoline (OPRG) but excludes reformulated
gasoline blendstock for oxygenate blending (RBOB).
MTBE – Methyl Tertiary Butyl Ether–a colorless, flammable, liquid oxygenated hydrocarbon
containing 18.15 percent oxygen.
Naphtha-type jet fuel – See Jet fuel.
National income – See Income.
Nationwide Household Travel Survey (NHTS) – A nationwide survey of households that
provides information on the characteristics and personal travel patterns of the U.S.
population. Surveys were conducted in 2001, 2009, and 2017 by the U.S. Bureau of Census
for the U.S. Department of Transportation. This is a follow-on to the NPTS.
Nationwide Personal Transportation Survey (NPTS) – A nationwide survey of households that
provides information on the characteristics and personal travel patterns of the U.S.
population. Surveys were conducted in 1969, 1977, 1983, 1990, and 1995 by the U.S.
Bureau of Census for the U.S. Department of Transportation.
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Natural gas – A mixture of hydrocarbon compounds and small quantities of various nonhydrocarbons existing in the gaseous phase or in solution with crude oil in natural
underground reservoirs at reservoir conditions.
Natural gas, dry: Natural gas which remains after: 1) the liquefiable hydrocarbon portion
has been removed from the gas stream; and 2) any volumes of nonhydrocarbon gases have
been removed where they occur in sufficient quantity to render the gas unmarketable. Dry
natural gas is also known as consumer-grade natural gas. The parameters for measurement
are cubic feet at 60 degrees Fahrenheit and 14.73 pounds per square inch absolute.
Natural gas, wet: The volume of natural gas remaining after removal of lease condensate
in lease and/or field separation facilities, if any, and after exclusion of nonhydrocarbon
gases where they occur in sufficient quantity to render the gas unmarketable. Natural gas
liquids may be recovered from volumes of natural gas, wet after lease separation, at natural
gas processing plants.
Natural gas plant liquids: Natural gas liquids recovered from natural gas in processing
plants and from natural gas field facilities and fractionators. Products obtained include
ethane, propane, normal butane, isobutane, pentanes plus, and other products from natural
gas processing plants.
Nitrogen oxides (NOx) – A product of combustion of fossil fuels whose production increases with
the temperature of the process. It can become an air pollutant if concentrations are
excessive.
Nonattainment area – Any area that does not meet the national primary or secondary ambient air
quality standard established by the Environmental Protection Agency for designated
pollutants, such as carbon monoxide and ozone.
Oil Stocks – Oil stocks include crude oil (including strategic reserves), unfinished oils, natural gas
plant liquids, and refined petroleum products.
Operating cost –
Fixed operating cost: In reference to passenger car operating cost, refers to those
expenditures that are independent of the amount of use of the car, such as insurance costs,
fees for license and registration, depreciation and finance charges.
Variable operating cost: In reference to passenger car operating cost, expenditures which
are dependent on the amount of use of the car, such as the cost of gas and oil, tires, and
other maintenance.
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Organization for Economic Cooperation and Development (OECD) – Consists of Australia,
Austria, Belgium, Canada, Chile, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Ireland, Israel, Italy, Japan, Luxembourg, Mexico,
Netherlands, New Zealand, Norway, Poland, Portugal, Slovak Republic, Slovenia, South
Korea, Spain, Sweden, Switzerland, Turkey, United Kingdom, and United States. Total
OECD includes the United States Territories (Guam, Puerto Rico, and the U.S. Virgin
Islands).
OECD Europe: Consists of Austria, Belgium, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Luxembourg,
Netherlands, Norway, Poland, Portugal, Slovak Republic, Slovenia, Spain, Sweden,
Switzerland, Turkey, and United Kingdom.
OECD Pacific: Consists of Australia, Japan, South Korea, and New Zealand.
Organization for Petroleum Exporting Countries (OPEC) – Includes Algeria, Angola,
Ecuador, Iran, Iraq, Kuwait, Libya, Nigeria, Qatar, Saudi Arabia, United Arab Emirates,
and Venezuela.
Arab OPEC – Consists of Algeria, Bahrain, Egypt, Iraq, Kuwait, Libya, Qatar, Saudi
Arabia, Syria, Tunisia, and the United Arab Emirates.
Other single-unit truck – See Single-unit truck.
Oxygenate – A substance which, when added to gasoline, increases the amount of oxygen in that
gasoline blend. Includes fuel ethanol, methanol, and methyl tertiary butyl ether (MTBE).
Paratransit – Mode of transit service (also called demand response or dial-a-ride) characterized
by the use of passenger cars, vans or small buses operating in response to calls from
passengers or their agents to the transit operator, who then dispatches a vehicle to pick up
the passengers and transport them to their destinations.
Particulates – Carbon particles formed by partial oxidation and reduction of the hydrocarbon fuel.
Also included are trace quantities of metal oxides and nitrides, originating from engine
wear, component degradation, and inorganic fuel additives. In the transportation sector,
particulates are emitted mainly from diesel engines.
Passenger-miles traveled (PMT) – One person traveling the distance of one mile.
passenger-miles traveled, thus, give the total mileage traveled by all persons.
Total
Passenger rail – See Rail, "Amtrak" and "Transit Railroad".
Persian Gulf countries – Consists of Bahrain, Iran, Iraq, Kuwait, Qatar, Saudi Arabia, and the
United Arab Emirates.
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Personal Consumption Expenditures (PCE) – As used in the national accounts, the market value
of purchases of goods and services by individuals and nonprofit institutions and the value
of food, clothing, housing, and financial services received by them as income in kind. It
includes the rental value of owner-occupied houses but excludes purchases of dwellings,
which are classified as capital goods (investment).
Personal income – See Income.
Petroleum – A generic term applied to oil and oil products in all forms, such as crude oil, lease
condensate, unfinished oil, refined petroleum products, natural gas plant liquids, and nonhydrocarbon compounds blended into finished petroleum products.
Petroleum consumption: A calculated demand for petroleum products obtained by
summing domestic production, imports of crude petroleum and natural gas liquids, imports
of petroleum products, and the primary stocks at the beginning of the period and then
subtracting the exports and the primary stocks at the end of the period.
Petroleum exports: Shipments of petroleum products from the 50 States and the District
of Columbia to foreign countries, Puerto Rico, the Virgin Islands, and other U.S.
possessions and territories.
Petroleum imports: All imports of crude petroleum, natural gas liquids, and petroleum
products from foreign countries and receipts from Guam, Puerto Rico, the Virgin Islands,
and the Hawaiian Trade Zone. The commodities included are crude oil, unfinished oils,
plant condensate, and refined petroleum products.
Petroleum inventories: The amounts of crude oil, unfinished oil, petroleum products, and
natural gas liquids held at refineries, at natural gas processing plants, in pipelines, at bulk
terminals operated by refining and pipeline companies, and at independent bulk terminals.
Crude oil held in storage on leases is also included; these stocks are known as primary
stocks. Secondary stocks–those held by jobbers dealers, service station operators, and
consumers–are excluded. Prior to 1975, stock held at independent bulk terminals were
classified as secondary stocks.
Petroleum products supplied: For each petroleum product, the amount supplied is
calculated by summing production, crude oil burned directly, imports, and net withdrawals
from primary stocks and subtracting exports.
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Plug-in hybrid-electric vehicles (PHEVs) — Hybrid-electric vehicles with high capacity
batteries that can be charged by plugging them into an electrical outlet or charging station.
There are two basic PHEV configurations:
Parallel or Blended PHEV: Both the engine and electric motor are mechanically
connected to the wheels, and both propel the vehicle under most driving conditions.
Electric-only operation usually occurs only at low speeds.
Series PHEVs, also called Extended Range Electric Vehicles (EREVs): Only the
electric motor turns the wheels; the gasoline engine is only used to generate electricity.
Series PHEVs can run solely on electricity until the battery needs to be recharged. The
gasoline engine will then generate the electricity needed to power the electric motor. For
shorter trips, these vehicles might use no gasoline at all.
Processing Gain – The amount by which the total volume of refinery output is greater than the
volume of input for given period of time. The processing gain arises when crude oil and
other hydrocarbons are processed into products that are, on average, less dense than the
input.
Processing Loss – The amount by which the total volume of refinery output is less than the volume
of input for given period of time. The processing loss arises when crude oil and other
hydrocarbons are processed into products that are, on average, denser than the input.
Proved Reserves of Crude Oil – The estimated quantities of all liquids defined as crude oil, which
geological and engineering data demonstrate with reasonable certainty to be recoverable in
future years from known reservoirs under existing economic and operating conditions.
Quad – Quadrillion, 1015. In this publication, a Quad refers to Quadrillion Btu.
Rail –
Amtrak (American Railroad Tracks): Operated by the National Railroad Passenger
Corporation of Washington, DC. This rail system was created by President Nixon in 1970,
and was given the responsibility for the operation of intercity, as distinct from suburban,
passenger trains between points designated by the Secretary of Transportation.
Class I freight railroad: Defined by the Interstate Commerce Commission each year
based on annual operating revenue. A railroad is dropped from the Class I list if it fails to
meet the annual earnings threshold for three consecutive years.
Commuter railroad: Those portions of mainline railroad (not electric railway)
transportation operations which encompass urban passenger train service for local travel
between a central city and adjacent suburbs. Commuter railroad service–using both
locomotive-hauled and self-propelled railroad passenger cars–is characterized by multitrip tickets, specific station-to-station fares, and usually only one or two stations in the
central business district. Also known as suburban railroad.
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Transit railroad: Includes "heavy" and "light" transit rail. Heavy transit rail is
characterized by exclusive rights-of-way, multi-car trains, high speed rapid acceleration,
sophisticated signaling, and high platform loading. Also known as subway, elevated
railway, or metropolitan railway (metro). Light transit rail may be on exclusive or shared
rights-of-way, high or low platform loading, multi-car trains or single cars, automated or
manually operated. In generic usage, light rail includes streetcars, trolley cars, and
tramways.
Refiner sales price – Sales from the refinery made directly to ultimate consumers, including bulk
consumers (such as agriculture, industry, and electric utilities) and residential and
commercial consumers.
Reformulated gasoline (RFG) – See Motor gasoline.
RFG area – An ozone nonattainment area designated by the Environmental Protection Agency
which requires the use of reformulated gasoline.
Residential sector – An energy consuming sector that consists of living quarters for private
households. Excludes institutional living quarters.
Residential Transportation Energy Consumption Survey (RTECS) – This survey was
designed by the Energy Information Administration of the Department of Energy to
provide information on how energy is used by households for personal vehicles. It has
been conducted five times since 1979, the most recent being 1991.
Residual fuel oil – The heavier oils that remain after the distillate fuel oils and lighter
hydrocarbons are boiled off in refinery operations. Included are products know as ASTM
grade numbers 5 and 6 oil, heavy diesel oil, Navy Special Fuel Oil, Bunker C oil, and acid
sludge and pitch used as refinery fuels. Residual fuel oil is used for the production of
electric power, for heating, and for various industrial purposes.
Ride hailing – Ride hailing services (also called transportation network companies) provide ondemand transportation for a fee, typically via a mobile phone application that matches
drivers and riders. The most popular ride hailing companies in the U.S. are Uber and Lyft.
Rural – Usually refers to areas with population less than 5,000.
Sales period – October 1 of the previous year to September 30 of the given year. Approximately
the same as a model year.
Sales-weighted miles per gallon (mpg) – Calculation of a composite vehicle fuel economy based
on the distribution of vehicle sales.
Scrappage rate – As applied to motor vehicles, it is usually expressed as the percentage of
vehicles of a certain type in a given age class that are retired from use (lacking registration)
in a given year.
School and other nonrevenue bus – See Bus.
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Sector – A group of major energy-consuming components of U.S. society developed to measure
and analyze energy use. The sectors most commonly referred to are: residential,
commercial, industrial, transportation, and electric power.
Shared micromobility –Refers to small fleets of fully or partially human-powered vehicles
including bikes, e-bikes and e-scooters.
Shared mobility – Any mode of shared transportation, such as public transit, bike and scooter
sharing, carsharing, carpooling, and ride hailing.
Single-unit truck – Includes two-axle, four-tire trucks and other single-unit trucks.
Two-axle, four-tire truck: A motor vehicle consisting primarily of a single motorized
device with two axles and four tires.
Other single-unit truck: A motor vehicle consisting primarily of a single motorized
device with more than two axles or more than four tires.
Spark ignition engine – An internal combustion engine in which the charge is ignited electrically
(e.g., with a spark plug).
Special fuels – Consist primarily of diesel fuel with small amount of liquefied petroleum gas, as
defined by the Federal Highway Administration.
Specific acceleration power – Measured in watts per kilogram. Acceleration power divided by
the battery system weight. Weight must include the total battery system.
Specific energy – Measured in watt hours per kilogram. The rated energy capacity of the battery
divided by the total battery system weight.
Subcompact car – See Car size classifications.
Supplemental air carrier – See Air carrier.
Survival rate – As applied to motor vehicles, it is usually expressed as the percentage of vehicles
of a certain type in a given age class that will be in use at the end of a given year.
Tax incentives – In general, a means of employing the tax code to stimulate investment in or
development of a socially desirable economic objective without direct expenditure from
the budget of a given unit of government. Such incentives can take the form of tax
exemptions or credits.
Test weight – The weight setting at which a vehicle is tested on a dynamometer by the U.S.
Environmental Protection Agency (EPA). This weight is determined by the EPA using the
inertia weight of the vehicle.
Ton-mile – The movement of one ton of freight the distance of one mile. Ton-miles are computed
by multiplying the weight in tons of each shipment transported by the distance hauled.
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Transmission types –
A3 – Automatic three speed
A4 – Automatic four speed
A5 – Automatic five speed
L4 – Automatic lockup four speed
M5 – Manual five speed
Transit bus – See Bus.
Transit railroad – See Rail.
Transportation network company (TNC) – provides on-demand transportation for a fee,
typically via a mobile phone application that matches drivers and riders. The most popular
TNCs in the U.S. are Uber and Lyft.
Transportation sector – Consists of both private and public passenger and freight transportation,
as well as government transportation, including military operations.
Truck Inventory and Use Survey (TIUS) – Survey designed to collect data on the characteristics
and operational use of the nation's truck population. It is conducted every five years by the
U.S. Bureau of the Census. Surveys were conducted in 1963, 1967, 1972, 1977, 1982,
1987, and 1992. For the 1997 survey, it was renamed the Vehicle Inventory and Use Survey
in anticipation of including additional vehicle types. However, no additional vehicle types
were added to the 1997 survey.
Trolleybus – Mode of transit service (also called transit coach) using vehicles propelled by a motor
drawing current from overhead wires via connecting poles called a trolley pole, from a
central power source not onboard the vehicle.
Truck size classifications – U.S. Bureau of the Census has categorized trucks by gross vehicle
weight (gvw) as follows:
Light – Less than 10,000 pounds gvw (Also see Light-duty truck.)
Medium – 10,001 to 20,000 pounds gvw
Light-heavy – 20,001 to 26,000 pounds gvw
Heavy-heavy – 26,001 pounds gvw or more.
Two-axle, four-tire truck – See Single-unit truck.
Two-seater car – See Car size classifications.
Ultra-low emission vehicle – Any vehicle certified to the ultra-low emission standards which are
set by the Federal government and/or the state of California.
Urban – Usually refers to areas with population of 5,000 or greater.
Vanpool: A ridesharing prearrangement using vans or small buses providing round-trip
transportation between the participant’s prearranged boarding points and a common and
regular destination.
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Variable operating cost – See Operating cost.
Vehicle Inventory and Use Survey – Last conducted in 2002. See Truck Inventory and Use
Survey.
Vehicle-miles traveled (vmt) – One vehicle traveling the distance of one mile. Total vehicle
miles, thus, is the total mileage traveled by all vehicles.
Volatile organic compounds (VOCs) – Organic compounds that participate in atmospheric
photochemical reactions.
Waterborne Commerce –
Coastwise: Domestic traffic receiving a carriage over the ocean, or the Gulf of Mexico.
Traffic between Great Lakes ports and seacoast ports, when having a carriage over the
ocean, is also termed Coastwise.
Domestic: Includes coastwise, lakewise, and internal waterborne movements.
Foreign: Waterborne import, export, and in-transit traffic between the United States,
Puerto Rico and the Virgin Islands and any foreign country.
Internal: Vessel movements (origin and destination) which take place solely on inland
waterways. An inland waterway is one geographically located within the boundaries of the
contiguous 48 states or within the boundaries of the State of Alaska.
Lakewise: Waterborne traffic between the United States ports on the Great Lakes System.
The Great Lakes System is treated as a separate waterway system rather than as a part of
the inland waterway system. In comparing historical data for the Great Lakes System, one
should note that prior to calendar year 1990, marine products, sand and gravel being moved
from the Great Lakes to Great Lake destinations were classified as local traffic. From 1990on, these activities are classified as lakewise traffic.
Well-to-wheel – A life cycle analysis used in transportation to consider the entire energy cycle for
a given mode, rather than just tailpipe emissions. The analysis starts at the primary energy
source and ends with the turning wheels of the vehicle.
Zero-emission vehicle – Any vehicle certified to the zero emission standards which are set by the
Federal government and/or the state of California. These standards apply to the vehicle
emissions only.
TRANSPORTATION ENERGY DATA BOOK: EDITION 38—2019
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