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Transportation
Book
Energy Data
Edition 40
Stacy C. Davis and Robert G. Boundy
ORNL/TM-2022/2376
Transportation Energy Data Book
Quick Facts
Petroleum
•
•
•
•
•
•
•
•
•
•
In 2020 the U.S. produced more than 16 million barrels of petroleum per day (mmbd), or 18.2% of
the world’s 88 mmbd.
The U.S. consumed 20.5 mmbd, or 20% of the world’s 100 mmbd in 2020.
Net imports of petroleum to the U.S. in 2020 were -0.65 mmbd meaning the U.S. exported more
petroleum than it imported.
Petroleum use in U.S. transportation comprised 66% of total U.S. petroleum use in 2020.
In 2020, U.S. transportation petroleum use was 73% of total U.S. petroleum production.
Petroleum comprised 90% of U.S. transportation energy use in 2020.
Cars and light trucks accounted for 63% of U.S. transportation petroleum use in 2019.
Medium trucks (Class 3-6) accounted for 4% of U.S. transportation petroleum use in 2019.
Heavy trucks (Class 7-8) and buses accounted for 19% of U.S. transportation petroleum use in 2019.
Nonhighway modes accounted for the remainder of U.S. transportation petroleum use in 2019
(14%).
Energy
•
•
•
•
•
Energy use in U.S. transportation accounted for about 26% of total U.S. energy use in 2020.
Cars and light trucks accounted for 58% of U.S. transportation energy use in 2019.
Medium trucks accounted for 5% of U.S. transportation energy use in 2019.
Heavy trucks and buses accounted for 18% of U.S. transportation energy use in 2019.
Nonhighway modes accounted for the remainder of U.S. transportation energy use in 2019 (19%).
Light Vehicle Characteristics
•
•
•
•
•
•
In 2019 there were 109 million cars and 144 million light trucks in the U.S. (253 million total light
vehicles).
Light vehicles accounted for 90% of the 3.3 trillion vehicle miles driven in the U.S. in 2019.
The average age of a U.S. light vehicle was 12.1 years in 2020.
U.S. cars:
o 3,402,000 cars were sold in 2020 which was 23% of new light vehicle sales.
o In 2019 the average fuel economy for the U.S. car fleet (all cars on the road) was 28.3 mpg.
U.S. light trucks:
o 10,712,000 light trucks were sold in 2020 which was 72% of new light vehicle sales.
o In 2019 the average fuel economy for the U.S. light truck fleet (all light trucks on the road) was
20.4 mpg which was 7.9 mpg lower than the average for cars.
The average U.S. household vehicle travels 11,200 miles per year (2017 NHTS).
Heavy Truck Characteristics
•
•
•
13,085,000 heavy trucks were registered in the U.S. in 2019.
Heavy trucks and buses accounted for 10% of the 3.3 trillion vehicle miles driven in 2019.
In 2002 (the last time a survey was conducted), heavy trucks accounted for 80% of medium and
heavy truck fuel use.
Cover image credit: RichLegg/E+/Getty Images
ORNL/TM-2022/2376
(Edition 40 of ORNL-5198)
Energy and Transportation Science Division
TRANSPORTATION ENERGY DATA BOOK:
EDITION 40
Stacy C. Davis
Oak Ridge National Laboratory
Robert G. Boundy
Roltek, Inc.
February 2022
Transportation Energy Data Book: Edition 40
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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recommendation, or favoring by the United States Government or
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herein do not necessarily state or reflect those of the United States
Government or any agency thereof.
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
2360 Cherahala Boulevard
Knoxville, Tennessee 37932
Telephone: (865) 341-1256
E-mail: DavisSC@ornl.gov
Website Location: tedb.ornl.gov
Jacob W. Ward and Raphael Isaac
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Transportation Energy Data Book
include data for years not presented
in the published document.
Spreadsheets can be found on the web at:
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Find useful data and information in other products from the
U.S. Department of Energy, Office of Energy Efficiency and
Renewable Energy, Vehicle Technologies Office.
Light Duty Electric Drive Vehicles
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, 1980–2020............................1–2
Table 1.2
World Crude Oil Production, 1960–2020 .........................................................1–3
Table 1.3
World Petroleum Production, 1973–2020 ........................................................1–4
Table 1.4
World Petroleum Consumption, 1960–2020 ....................................................1–5
Figure 1.1
World Oil Reserves, Production, and Consumption, 1980 ...............................1–6
Figure 1.2
World Oil Reserves, Production, and Consumption, 2000 ...............................1–6
Figure 1.3
World Oil Reserves, Production, and Consumption, 2020 ...............................1–7
Table 1.5
World Oil Reserves, Production, and Consumption, 1980, 2000 and 2020 .....1–7
Table 1.6
U.S. Petroleum Imports, 1960–2020.................................................................1–8
Table 1.7
Imported Crude Oil by Country of Origin, 1960-2020 .....................................1–9
Table 1.8
Crude Oil Supplies, 1973-2020.......................................................................1–10
Figure 1.4
Refinery Gross Output by World Region, 2010 and 2020 ..............................1–11
Table 1.9
U.S. Refinery Input of Crude Oil and Petroleum Products, 1987–2019.........1–12
Table 1.10
U.S. Refinery Yield of Petroleum Products from a Barrel of Crude Oil,
1978–2020.......................................................................................................1–13
Table 1.11
United States Petroleum Production, Imports, and Exports, 1950–2020 .......1–14
Table 1.12
Petroleum Production and Transportation Petroleum Consumption in
Context, 1950–2020 ........................................................................................1–15
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 1950–2020 ..........................1–18
Table 1.14
Transportation Petroleum Consumption by State, 1960–2019 .......................1–19
Table 1.15
Highway Transportation Petroleum Consumption by Mode, 1970–2019 ......1–20
Table 1.16
Nonhighway Transportation Petroleum Consumption by Mode,
1970–2019.......................................................................................................1–21
Table 1.17
Transportation Petroleum Use by Mode, 2018–2019 .....................................1–22
CHAPTER 2
ENERGY .........................................................................................................2–1
Figure 2.1
World Consumption of Primary Energy, 2018 .................................................2–2
Figure 2.2
World Natural Gas Reserves, Production, and Consumption, 1980 ................2–3
Figure 2.3
World Natural Gas Reserves, Production, and Consumption, 1999 ................2–3
Figure 2.4
World Natural Gas Reserves, Production, and Consumption, 2019 ................2–4
Table 2.1
World Natural Gas Reserves, Production, and Consumption, 1980,
1999, and 2019 ..................................................................................................2–4
Figure 2.5
Natural Gas Production and Reserves for the Top Ten Natural Gas
Producing Countries, 2019 ...............................................................................2–5
Table 2.2
U.S. Consumption of Total Energy by End-Use Sector, 1950–2020 ...............2–6
Table 2.3
Distribution of Energy Consumption by Source and Sector, 1973
and 2020 ............................................................................................................2–7
Table 2.4
Distribution of Transportation Energy Consumption by Source,
1950–2020.........................................................................................................2–8
Table 2.5
Transportation Energy Consumption by State 1960–2019 ...............................2–9
Table 2.6
Fuel Ethanol and Biodiesel Production, Net Imports, and Consumption,
1981–2020.......................................................................................................2–10
Table 2.7
Domestic Consumption of Transportation Energy by Mode and Fuel
Type, 2019 ......................................................................................................2–11
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
vii
Figure 2.6
Domestic Consumption of Transportation Energy Use by Mode and Fuel
Type, 2019 .......................................................................................................2–12
Table 2.8
Transportation Energy Use by Mode, 2018–2019 ..........................................2–13
Table 2.9
Highway Transportation Energy Consumption by Mode, 1970–2019 ...........2–14
Table 2.10
Nonhighway Transportation Energy Consumption by Mode, 1970–2019 .....2–15
Table 2.11
Off-Highway Transportation-Related Fuel Consumption, 2019 ....................2–16
Table 2.12
Highway Usage of Gasoline and Diesel, 1973–2019 .....................................2–17
Table 2.13
Passenger Travel and Energy Use, 2019.........................................................2–18
Table 2.14
Energy Intensities of Highway Passenger Modes, 1970–2019 .......................2–19
Table 2.15
Energy Intensities of Nonhighway Passenger Modes, 1970–2019 .................2–20
Table 2.16
Energy Intensities of Freight Modes, 1970–2019 ...........................................2–21
CHAPTER 3
ALL HIGHWAY VEHICLES AND CHARACTERISTICS .....................3–1
Table 3.1
World Production of Cars and Trucks, 2000 and 2020 ....................................3–2
Figure 3.1
World Car Production, 1983–2020 ..................................................................3–3
Figure 3.2
World Truck and Bus Production, 1983–2020 .................................................3–3
Table 3.2
Car Registrations for Selected Countries, 1960–2019 ......................................3–4
Table 3.3
Truck and Bus Registrations for Selected Countries, 1960–2019 ....................3–5
Table 3.4
U.S. Cars and Trucks in Use, 1970–2019 .........................................................3–7
Table 3.5
Motor Vehicle Registrations by State and Vehicle Type, 2019........................3–8
Table 3.6
New Retail Vehicle Sales, 1970–2020..............................................................3–9
Figure 3.3
Vehicles per Thousand People: U.S. (Over Time) Compared to Other
Countries (in 2009 and 2019) .........................................................................3–10
Table 3.7
Vehicles per Thousand People in Selected Countries/Regions,
2009 and 2019 .................................................................................................3–12
Table 3.8
Vehicles per Thousand People in the United States, 1900–2019 ...................3–13
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
viii
Table 3.9
Shares of Highway Vehicle-Miles Traveled by Vehicle Type,
1970–2019.......................................................................................................3–14
Table 3.10
Vehicle Miles of Travel by State, 2019 ..........................................................3–15
Table 3.11
Cars in Operation by Age, 1970, 2000, and 2013 ...........................................3–16
Table 3.12
Trucks in Operation by Age, 1970, 2000, and 2013 .......................................3–17
Table 3.13
U.S. Average Vehicle Age, 1970–2020 ..........................................................3–18
Table 3.14
Annual Mileage for Cars and Light Trucks by Vehicle Age .........................3–19
Table 3.15
Survival Rates for Cars and Light Trucks by Vehicle Age ............................3–20
Table 3.16
Heavy Truck Scrappage and Survival Rates, 1970, 1980, and 1990
Model Years ....................................................................................................3–21
CHAPTER 4
LIGHT VEHICLES AND CHARACTERISTICS ......................................4–1
Table 4.1
Summary Statistics for Cars, 1970–2019..........................................................4–3
Table 4.2
Summary Statistics for Two-Axle, Four-Tire Trucks, 1970–2019 ...................4–4
Table 4.3
Summary Statistics for Light Vehicles, 1970–2019 .........................................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, 1970–2020 ....................................4–8
Table 4.7
New Retail Sales of Trucks 10,000 Pounds GVW and Less in the
United States, 1970–2020 .................................................................................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 2020 Toyota Prius Eco ....................................4–11
Table 4.9
Production, Production Shares, and Production-Weighted Fuel Economies
of New Domestic and Import Cars, Model Years 1975–2020........................4–12
Table 4.10
Definition of Car Sport Utility Vehicles in Model Year 2020........................4–13
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
ix
Table 4.11
Production, Production Shares, and Production-Weighted Fuel Economies
of New Domestic and Import Light Trucks, Model Years 1975–2020 ..........4–14
Table 4.12
Production and Production-Weighted Fuel Economies of New Domestic
and Import Cars, Light Trucks and Light Vehicles, Model Years
1975–2020.......................................................................................................4–15
Table 4.13
Light Vehicle Production Shares, Model Years 1975–2020 ..........................4–16
Figure 4.4
Light Vehicle Production Shares, Model Years 1975–2020 ...........................4–17
Figure 4.5
Car and Light Truck Production by Transmission Speed, Model Years
1980–2020.......................................................................................................4–18
Figure 4.6
Horsepower, Fuel Economy, Weight, and 0-60 Time for New Light
Vehicles, Model Years 1980–2020..................................................................4–19
Table 4.14
Car Technology Penetration, 1996–2020 .......................................................4–20
Table 4.15
Light Truck Technology Penetration, 2002–2020 ..........................................4–21
Table 4.16
Production-Weighted Engine Size of New Domestic and Import Cars,
Model Years 1975–2020 .................................................................................4–22
Table 4.17
Production-Weighted Engine Size of New Domestic and Import Light
Trucks, Model Years 1975–2020....................................................................4–23
Table 4.18
Production-Weighted Loaded Vehicle Weight of New Domestic and
Import Cars, Model Years 1975–2020............................................................4–24
Table 4.19
Production-Weighted Loaded Vehicle Weight of New Domestic and
Import Light Trucks, Model Years 1975–2020 ..............................................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, 2020 .........................................4–27
Table 4.22
U.S.-Based Tier 1 Suppliers in the Global Top 100, 2020 .............................4–28
Table 4.23
New Light Vehicle Dealerships and Sales, 1970–2020 ..................................4–30
Table 4.24
Conventional Refueling Stations, 1972–2020 ................................................4–31
Table 4.25
Fuel Economy and Carbon Dioxide Emissions Standards,
MY 2017–2026 ...............................................................................................4–32
Table 4.26
Vehicle Footprint by Vehicle Type, Model Years 2008-2020 .......................4–33
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
x
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
February 2020 .................................................................................................4–36
Table 4.30
The Gas Guzzler Tax on New Cars ................................................................4–37
Table 4.31
List of Model Year 2021 Cars with Gas Guzzler Taxes .................................4–38
Table 4.32
Tax Receipts from the Sale of Gas Guzzlers, 1980–2018 ..............................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
CHAPTER 5
HEAVY VEHICLES AND CHARACTERISTICS .....................................5–1
Figure 5.1
Examples of Body Types in Each Truck Class ..................................................5–2
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xi
Table 5.1
Summary Statistics for Class 3-8 Single-Unit Trucks, 1970–2019 ..................5–3
Table 5.2
Summary Statistics for Class 7-8 Combination Trucks, 1970–2019 ................5–4
Table 5.3
New Retail Truck Sales by Gross Vehicle Weight, 1970–2020 .......................5–5
Table 5.4
Diesel Share of Medium and Heavy Truck Sales by Gross Vehicle Weight,
1995–2020.........................................................................................................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 a 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
Table 5.15
Value of Goods Shipped in the United States: Comparison of the 1993,
1997, 2002, 2007, 2012, and 2017 Commodity Flow Surveys.......................5–24
Table 5.16
Tons of Freight in the United States: Comparison of the 1993, 1997,
2002, 2007, 2012, and 2017 Commodity Flow Surveys.................................5–25
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xii
Table 5.17
Ton-Miles of Freight in the United States: Comparison of the 1993,
1997, 2002, 2007, 2012, and 2017 Commodity Flow Surveys.......................5–26
Table 5.18
Average Miles per Shipment in the United States: Comparison of the
1993, 1997, 2002, 2007, 2012, and 2017 Commodity Flow Surveys.............5–27
Table 5.19
Tons of Freight Moved in the United States by Mode and Distance
Band, 2018 ......................................................................................................5–29
Table 5.20
Top Ten Commodities Moved in the United States by Weight, Ton-Miles,
and Value, 2018 ..............................................................................................5–30
Table 5.21
U.S. Freight Ton-Miles by State, 2018 ...........................................................5–31
Figure 5.7
Maximum Daytime Truck Speed Limits by State, 2021 ..................................5–32
Figure 5.8
Routes Where Longer Combination Vehicles Are Permitted, 2017 ................5–33
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, 1999–2020.................................................6–4
Table 6.3
Transit Vehicle Alternative Fuel Shares by Mode, 1992–2020 ........................6–5
Table 6.4
E85 Flex-Fuel Vehicles Available by Manufacturer, Model Year 2021 ..........6–6
Table 6.5
B20, CNG, and LPG Vehicles Available by Manufacturer,
Model Year 2021 ..............................................................................................6–7
Table 6.6
Hybrid-Electric Vehicles Available by Manufacturer,
Model Year 2021 ..............................................................................................6–8
Table 6.7
Plug-in Hybrid Vehicles Available by Manufacturer, Model Year 2021 .......6–11
Table 6.8
All-Electric and Fuel Cell Vehicles Available by Manufacturer,
Model Year 2021 ............................................................................................6–12
Table 6.9
Number of Alternative Fuel Light Vehicle Models Available,
1991–2020.......................................................................................................6–13
Table 6.10
Hybrid-Electric Medium/Heavy Trucks and Buses Available by
Manufacturer, 2021 .........................................................................................6–14
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xiii
Table 6.11
Electric-Drive Medium/Heavy Trucks and Buses Available by
Manufacturer, 2021 .........................................................................................6–15
Table 6.12
Number of Alternative Refuel Sites by State and Fuel Type, 2021................6–18
Table 6.13
Number of Alternative Refuel Stations, 1992–2021.......................................6–19
Figure 6.1
Clean Cities Coalitions ...................................................................................6–20
Table 6.14
Primary Vehicle Charging Type, 2019 California Vehicle Survey ................6–22
Figure 6.2
Typical Daily Charging Times for Residential Plug-in Electric Vehicles,
2019 California Vehicle Survey ......................................................................6–23
Figure 6.3
Typical Daily Charging Times for Commercial Plug-in Electric Vehicles,
2017 California Vehicle Survey ......................................................................6–24
Table 6.15
Ranking of Important Factors for Buying or Leasing an Electric Vehicle,
2017 California Vehicle Survey......................................................................6–25
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 ................................................................................................6–26
Table 6.17
Properties of Conventional and Alternative Liquid Fuels ..............................6–27
Table 6.18
Properties of Conventional and Alternative Gaseous Fuels ...........................6–28
CHAPTER 7
TRANSIT AND OTHER SHARED MOBILITY ........................................7–1
Table 7.1
Summary Statistics on Transit Buses and Trolleybuses, 1994–2019 ...............7–2
Table 7.2
Summary Statistics on Demand Response Vehicles, 1994–2019 .....................7–3
Table 7.3
Summary Statistics for Commuter Rail Operations, 1984–2019......................7–4
Figure 7.1
Energy Intensity of Commuter Rail Systems, 2019 ...........................................7–5
Figure 7.2
Energy Intensity of Heavy Rail Systems, 2019..................................................7–6
Figure 7.3
Energy Intensity of Light Rail Transit Systems, 2019 .......................................7–7
Table 7.4
Summary Statistics for Rail Transit Operations, 1970–2019 ...........................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, 2021...................................................................7–11
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xiv
Table 7.8
Carshare Members and Vehicles by World Region, 2006–2018 ....................7–12
Table 7.9
North American Shared Micromobility Systems, 2020..................................7–14
Figure 7.4
Shared Micromobility Vehicles in North America, 2019–2020 ......................7–15
Figure 7.5
Shared Micromobility Trips in the United States, 2010–2019 .......................7–16
Figure 7.6
Reasons for Using Shared Bikes and Scooters in the United States, 2018 .....7–17
Figure 7.7
Average Miles per Trip for U.S. Shared Bikes and Scooters, 2019 ................7–18
Figure 7.8
Average Minutes per Trip for U.S. Shared Bikes and Scooters, 2019 ............7–18
Figure 7.9
Share of U.S. Trips Replaced by Dockless Bikes and Scooters
by Mode, 2019 .................................................................................................7–19
CHAPTER 8 FLEET VEHICLES AND CHARACTERISTICS........................................8–1
Figure 8.1
Fleet Vehicles in Service as of January 1, 2020 ...............................................8–2
Table 8.1
Fleet Vehicles in Service, 2006–2020 ..............................................................8–3
Table 8.2
Average Length of Time Commercial Fleet Vehicles Are in Service,
2018 and 2020 ...................................................................................................8–4
Table 8.3
Average Annual Vehicle-Miles of Travel for Commercial Fleet Vehicles,
2018 and 2020 ...................................................................................................8–4
Figure 8.2
Average Miles per Domestic Federal Vehicle by Vehicle Type, 2019 ..............8–5
Table 8.4
Federal Government Vehicle Inventory, FY 2001–2019 .................................8–6
Table 8.5
Federal Fleet Vehicle Acquisitions by Fuel Type, FY 2002–2019 ..................8–7
Table 8.6
Fuel Consumed by Federal Government Fleets, FY 2000–2019 ......................8–7
Table 8.7
Federal Government Vehicles by Agency, FY 2019 ........................................8–8
CHAPTER 9
HOUSEHOLD VEHICLES AND CHARACTERISTICS..........................9–1
Table 9.1
Population and Vehicle Profile, 1950–2019 .....................................................9–2
Table 9.2
Vehicles and Vehicle-Miles per Capita, 1950–2019 ........................................9–3
Table 9.3
Licensed Driver Statistics, 1950–2019 .............................................................9–4
Table 9.4
Household Vehicle Ownership, 1960–2019 .....................................................9–5
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xv
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
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
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xvi
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 ................................................................9–21
Table 9.17
Average Length and Duration of Trips To and From Work
by Mode, 2017 NHTS .....................................................................................9–22
Table 9.18
Workers by Commute Time, 1990, 2000, 2010, and 2019 .............................9–22
Table 9.19
Means of Transportation to Work, 1980, 1990, 2000 and 2019 .....................9–23
Figure 9.9
Walk and Bike Trips by Trip Purpose, 2017 NHTS ........................................9–24
Table 9.20
Long-Distance Trip Characteristics, 2001 NHTS ...........................................9–26
CHAPTER 10 NONHIGHWAY MODES ...........................................................................10–1
Table 10.1
Nonhighway Energy Use Shares, 1970–2019 ................................................10–2
Table 10.2
Summary Statistics for U.S. Domestic and International Certificated
Route Air Carriers (Combined Totals), 1970–2020 .......................................10–3
Table 10.3
Summary Statistics for General Aviation, 1970–2019 ...................................10–4
Table 10.4
Tonnage Statistics for Domestic and International Waterborne
Commerce, 1970–2019 ...................................................................................10–5
Table 10.5
Summary Statistics for Domestic Waterborne Commerce, 1970–2019 .........10–6
Table 10.6
Recreational Boat Energy Use, 1970–2019 ....................................................10–7
Table 10.7
Class I Railroad Freight Systems in the United States Ranked by
Revenue Ton–Miles, 2019 ..............................................................................10–8
Table 10.8
Summary Statistics for Class I Freight Railroads, 1970–2019 .......................10–9
Table 10.9
Intermodal Rail Traffic, 1965–2019 .............................................................10–10
Table 10.10
Summary Statistics for the National Railroad Passenger Corporation
(Amtrak), 1971–2019 ....................................................................................10–11
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xvii
CHAPTER 11 TRANSPORTATION AND THE ECONOMY .........................................11–1
Figure 11.1
Transportation Services Index, January 1990–December 2020.....................11–3
Table 11.1
Average Annual Expenditures of Households by Income, 2019 ....................11–4
Table 11.2
Annual Household Expenditures for Transportation, 1985-2019 ...................11–5
Table 11.3
Gasoline Prices for Selected Countries, 1990–2019 .......................................11–6
Table 11.4
Diesel Fuel Prices for Selected Countries, 1990–2019 ...................................11–7
Figure 11.2
Gasoline Prices for Selected Countries, 1990 and 2019 ................................11–8
Figure 11.3
Diesel Prices for Selected Countries, 1990 and 2019 ....................................11–9
Table 11.5
Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2020 .......11–10
Figure 11.4
Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2020 .....11–11
Figure 11.5
Gasoline Price Components, 2000-2020 ......................................................11–12
Table 11.6
Retail Prices for Motor Fuel, 1978–2020 .....................................................11–13
Figure 11.6
Oil Price and Economic Growth, 1970–2020...............................................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, 1978–2020 ...................11–16
Table 11.8
Refiner Sales Prices for Aviation Gasoline and Jet Fuel, 1978–2020 ..........11–17
Table 11.9
Federal Excise Taxes on Motor Fuels, 2020 .................................................11–18
Table 11.10
State Gasoline Tax Rates, February 2021 .....................................................11–19
Table 11.11
Federal, State, and Local Alternative Fuel Incentives, 2020 ........................11–20
Table 11.12
Federal, State, and Local Advanced Technology Incentives, 2020 ..............11–21
Table 11.13
Average Price of a New Car (Domestic and Import), 1970–2020 ................11–22
Table 11.14
Average Price of a New Light Truck (Domestic and Import),
1990–2020.....................................................................................................11–23
Table 11.15
Car Operating Cost per Mile, 1985–2020 .....................................................11–24
Table 11.16
Fixed Car Operating Costs per Year, 1975–2020 .........................................11–25
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xviii
Table 11.17
Personal Consumption Expenditures, 1970–2020 ........................................11–26
Table 11.18
Consumer Price Indices, 1970–2020 ............................................................11–27
Table 11.19
Transportation-Related Employment, 1990, 2000, and 2020 .......................11–28
Table 11.20
U.S. Employment for Motor Vehicles and Motor Vehicle Parts
Manufacturing, 1990–2020 ...........................................................................11–29
CHAPTER 12 GREENHOUSE GAS EMISSIONS ............................................................12–1
Table 12.1
World Carbon Dioxide Emissions, 1990, 2005, and 2020 .............................12–2
Figure 12.1
World Carbon Dioxide Emissions, 1990–2020 ..............................................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, 1990–2019 ......................................................................................12–5
Table 12.4
Total U.S. Greenhouse Gas Emissions by End-Use Sector, 2019 ..................12–6
Table 12.5
U.S. Carbon Emissions from Fossil Fuel Consumption by End-Use Sector,
1990–2019.......................................................................................................12–7
Table 12.6
Transportation Sector Carbon Dioxide Emissions from Energy
Consumption, 1973–2020 ...............................................................................12–8
Table 12.7
U.S. Carbon Emissions from Fossil Fuel Combustion in the Transportation
End-Use Sector, 1990–2019 ...........................................................................12–9
Table 12.8
Transportation Carbon Dioxide Emissions by Mode, 1990–2019................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 1975-2020 ..........................................................12–16
Table 12.10
Production-Weighted Annual Carbon Footprint of New Domestic and
Import Trucks, Model Years 1975-2020 ......................................................12–17
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xix
Table 12.11
Average Annual Carbon Footprint of New Vehicles by Vehicle
Classification, Model Years 1975 and 2020 .................................................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, 2020 .............13–2
Table 13.2
Total National Emissions of Carbon Monoxide, 1970–2020 .........................13–3
Table 13.3
Emissions of Carbon Monoxide from Highway Vehicles, 1970–2017 ..........13–4
Table 13.4
Total National Emissions of Nitrogen Oxides, 1970–2020 ............................13–5
Table 13.5
Emissions of Nitrogen Oxides from Highway Vehicles, 1970–2017 .............13–6
Table 13.6
Total National Emissions of Volatile Organic Compounds, 1970–2020 .......13–7
Table 13.7
Emissions of Volatile Organic Compounds from Highway Vehicles,
1970–2017.......................................................................................................13–8
Table 13.8
Total National Emissions of Particulate Matter (PM–10), 1970–2020 ..........13–9
Table 13.9
Emissions of Particulate Matter (PM–10) from Highway Vehicles,
1970–2017.....................................................................................................13–10
Table 13.10
Total National Emissions of Particulate Matter (PM-2.5), 1990–2020 ........13–11
Table 13.11
Emissions of Particulate Matter (PM-2.5) from Highway Vehicles,
1990–2017.....................................................................................................13–12
Table 13.12
Total National Emissions of Sulfur Dioxide, 1970–2020.............................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 –
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xx
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
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
GLOSSARY.............................................................................................................................. G–1
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, Raphael Isaac, and the
Vehicle Technologies Office staff for their continued support of the Transportation Energy Data
Book project. We would like to thank Shawn Ou for his help with the 2019 California Vehicle
Survey data. We would also like to thank Mark Robbins for the cover design. 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 40—2022
xxii
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
xxiii
ABSTRACT
The Transportation Energy Data Book: Edition 40 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 40—2022
xxiv
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40 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 40—2022
xxvi
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–1
Chapter 1
PETROLEUM
Credit: Anton Petrus/Moment/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 132% higher in 2020 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, 1980–2020
Year
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
2019
2020
1980-2020
2010-2020
Crude Oil Reserves
Natural Gas Reserves
U.S. Share of
(billion barrels)
(trillion cubic feet)
Crude Oil
World
United States
Reserves
World
United States
643.1
31.2
2,585.5
201.0
4.9%
699.2
30.0
3,401.6
197.5
4.3%
699.8
29.9
3,483.7
193.4
4.3%
699.0
28.3
3,641.3
191.6
4.1%
888.6
28.7
3,789.3
187.2
3.2%
907.1
28.2
3,921.9
168.0
3.1%
1,001.5
27.9
3,981.0
167.1
2.8%
1,000.0
27.6
4,215.7
169.3
2.8%
933.4
25.9
2,626.8
167.1
2.8%
940.3
25.0
2,941.6
165.0
2.7%
942.5
24.1
3,016.8
162.4
2.6%
944.1
23.6
3,004.9
163.8
2.5%
951.6
23.5
2,957.1
165.1
2.5%
1,019.8
23.3
4,947.0
166.5
2.3%
1,021.4
23.9
5,088.7
167.2
2.3%
1,034.1
22.4
5,143.1
164.0
2.2%
1,018.2
23.2
5,151.1
167.4
2.3%
1,029.6
23.5
5,290.0
177.4
2.3%
1,033.4
23.8
5,458.6
183.5
2.3%
1,214.7
24.0
5,506.3
186.9
2.0%
1,266.5
23.1
6,079.9
189.0
1.8%
1,278.8
22.6
6,046.3
192.5
1.8%
1,289.6
23.0
6,126.0
204.4
1.8%
1,320.3
22.3
6,192.3
211.1
1.7%
1,328.9
22.8
6,215.8
237.7
1.7%
1,336.8
20.6
6,265.5
244.7
1.5%
1,357.1
22.3
6,641.4
272.5
1.6%
1,475.4
25.2
6,712.5
304.6
1.7%
1,523.8
29.0
6,814.0
334.1
1.9%
1,644.9
33.4
6,850.9
308.0
2.0%
1,651.8
36.5
6,979.4
338.3
2.2%
1,659.3
39.9
6,957.4
368.7
2.4%
1,652.0
35.2
6,885.5
307.7
2.1%
1,647.1
35.2
6,929.8
322.2
2.1%
1,662.8
42.0
7,131.3
438.5
2.5%
1,659.2
47.1
7,176.9
474.8
2.8%
1,661.9
47.1
2.8%
7,257.2
465.4
Average annual percentage change
2.4%
1.0%
2.6%
2.1%
2.0%
7.8%
0.9%
5.5%
U.S. Share of
Natural Gas
Reserves
7.8%
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%
3.2%
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%
4.8%
5.3%
4.5%
4.6%
6.1%
6.6%
6.4%
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics, April 2021.
(Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–3
In 2020, the Organization of Petroleum Exporting Countries (OPEC) accounted for 36.1% of world oil production.
U.S. crude oil production reached an all-time high in 2019 and was still above 11 million barrels per day in 2020.
Table 1.2
World Crude Oil Production, 1960–2020a
(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
2019
2020
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
5.36
5.48
5.67
6.52
7.49
8.79
9.45
8.85
9.37
10.96
12.25
11.31
1960-2020
1970-2020
2010-2020
0.8%
0.3%
7.5%
U.S. share
33.5%
25.7%
21.0%
17.6%
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%
7.6%
8.5%
9.8%
11.2%
11.7%
11.0%
11.6%
13.2%
14.9%
14.9%
Total OPECb
OPEC share
8.70
41.4%
14.35
47.3%
23.30
50.8%
25.45
53.5%
24.95
41.9%
15.08
27.9%
22.24
36.8%
22.18
36.9%
23.46
39.0%
24.21
40.2%
24.61
40.2%
25.22
40.4%
25.68
40.2%
27.01
41.0%
27.98
41.7%
26.87
40.7%
28.57
41.7%
27.69
40.6%
26.08
38.8%
27.45
39.5%
29.84
41.1%
31.26
42.3%
30.95
42.0%
30.64
41.8%
32.05
43.1%
30.31
41.5%
31.11
41.5%
31.08
41.5%
32.32
42.3%
31.23
40.8%
31.25
39.9%
32.50
40.3%
33.53
41.5%
33.41
41.2%
33.34
40.2%
31.31
38.0%
27.48
36.1%
Average annual percentage change
1.9%
0.3%
-1.2%
Total nonOPEC
12.29
15.98
22.59
22.12
34.61
38.89
38.26
37.95
36.64
35.97
36.56
37.21
38.13
38.79
39.06
39.10
39.96
40.44
41.21
42.01
42.75
42.61
42.68
42.68
42.26
42.80
43.77
43.83
44.10
45.24
47.10
48.21
47.25
47.65
49.55
51.00
48.64
World
20.99
30.33
45.89
47.57
59.56
53.97
60.50
60.13
60.10
60.18
61.17
62.43
63.82
65.80
67.03
65.97
68.53
68.13
67.29
69.46
72.60
73.87
73.63
73.32
74.30
73.12
74.88
74.91
76.42
76.46
78.35
80.70
80.77
81.06
82.88
82.31
76.12
2.3%
1.5%
1.1%
2.2%
1.0%
0.2%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021. (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 40—2022
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 18.8% of the world’s petroleum production in 2020 and 14.9%
of the world’s crude oil production (Table 1.2).
Table 1.3
World Petroleum Production, 1973–2020a
(million barrels per day)
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
2019
2020
1973-2020
2010-2020
United
States
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
7.27
7.56
7.88
8.93
10.10
11.80
12.79
12.36
13.15
15.33
17.07
16.47
0.9%
8.1%
U.S.
share
20.6%
19.9%
16.1%
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%
9.1%
9.4%
10.4%
11.8%
13.4%
14.1%
13.6%
14.3%
16.3%
18.2%
18.8%
Total
Total
OPEC
nonOPECb
share
OPEC
29.39
55.3%
23.75
25.82
51.3%
24.54
25.60
40.6%
37.40
15.88
27.4%
42.02
23.41
35.9%
41.73
23.35
36.0%
41.59
24.69
38.0%
40.26
25.51
39.1%
39.73
26.20
39.4%
40.35
26.86
39.5%
41.15
27.32
39.3%
42.20
28.73
40.1%
42.92
29.76
40.7%
43.28
28.69
39.8%
43.46
30.45
40.7%
44.45
29.78
39.8%
45.05
28.25
38.1%
45.85
29.72
38.8%
46.80
32.51
40.5%
47.69
34.26
41.9%
47.51
33.99
41.6%
47.69
33.83
41.5%
47.74
35.23
42.7%
47.29
33.50
41.1%
47.97
34.34
41.1%
49.16
34.31
41.0%
49.40
35.66
41.7%
49.95
34.52
40.2%
51.32
34.49
39.1%
53.69
35.70
39.3%
55.15
36.75
40.3%
54.35
36.67
40.0%
55.03
36.58
38.9%
57.51
34.48
36.7%
59.41
30.43
34.7%
57.37
Average annual percentage change
0.1%
1.9%
-1.2%
1.6%
NonOPEC
share
44.7%
48.7%
59.4%
72.6%
64.1%
64.0%
62.0%
60.9%
60.6%
60.5%
60.7%
59.9%
59.3%
60.2%
59.3%
60.2%
61.9%
61.2%
59.5%
58.1%
58.4%
58.5%
57.3%
58.9%
58.9%
59.0%
58.3%
59.8%
60.9%
60.7%
59.7%
60.0%
61.1%
63.3%
65.3%
World
53.15
50.36
63.00
57.90
65.14
64.94
64.95
65.24
66.55
68.01
69.52
71.65
73.04
72.15
74.90
74.83
74.10
76.52
80.19
81.77
81.68
81.57
82.51
81.47
83.50
83.71
85.61
85.84
88.18
90.85
91.10
91.70
94.08
93.89
87.80
1.1%
0.5%
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics website, April 2021.
(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 40—2022
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 and 2009 but has continued to increase thereafter. NonOECD consumption has continued to increase.
Table 1.4
World Petroleum Consumption, 1960–2020
(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
2019
2020
United States
9.80
11.51
14.70
16.32
17.06
15.73
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
18.90
18.48
18.97
19.10
19.53
19.69
19.95
20.51
20.54
18.12
1960-2020
1970-2020
2010-2020
1.0%
0.4%
-0.6%
U.S. share
45.9%
37.0%
31.4%
29.0%
27.0%
26.2%
25.5%
24.9%
25.3%
25.7%
25.9%
25.4%
25.5%
25.5%
25.6%
25.8%
25.6%
25.3%
25.1%
25.0%
24.8%
24.6%
24.1%
23.7%
22.5%
21.9%
21.6%
21.1%
20.4%
20.6%
20.4%
20.5%
20.3%
20.2%
20.5%
Total OECDa
15.78
22.81
34.69
39.23
42.01
37.78
41.87
42.26
43.44
43.93
45.24
45.67
46.82
47.56
47.76
48.66
48.80
48.84
48.87
49.58
50.45
50.79
50.62
50.44
48.64
46.61
47.30
46.75
46.30
46.33
46.05
46.80
47.23
47.82
48.15
b
47.34
b
41.51
Average annual percentage change
-1.4%c
1.6%
-0.9% c
0.4%
-0.7% c
-1.3%
Total non-OECD
5.56
8.33
12.12
16.97
21.10
22.35
24.79
24.73
23.81
23.09
23.21
24.20
25.12
25.59
26.23
26.98
28.27
28.95
29.74
30.66
32.99
33.85
35.19
36.76
38.06
39.22
41.40
42.64
44.41
45.90
47.48
48.46
49.56
51.12
51.90
World
21.34
31.14
46.81
56.20
63.11
60.13
66.67
66.99
67.25
67.02
68.45
69.87
71.94
73.15
73.99
75.64
77.07
77.79
78.62
80.24
83.43
84.65
85.80
87.19
86.70
85.83
88.70
89.38
90.71
92.24
93.53
95.26
96.79
98.94
100.05
b
b
3.9% c
3.1% c
2.9% c
2.7% c
1.6% c
1.5% c
b
b
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics, April 2021.
(Additional resources: www.eia.doe.gov)
Organization for Economic Cooperation and Development. See Glossary for membership.
Data are not available.
c
Average annual percentage change is through 2018.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 2000
Source:
See Table 1.5.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–7
Figure 1.3. World Oil Reserves, Production, and Consumption, 2020
Source:
See Table 1.5.
Table 1.5
World Oil Reserves, Production, and Consumption, 1980, 2000 and 2020
Crude oil
reserves
(billion
barrels)
Reserve
share
Petroleum
production
(million
barrels per
day)
United States
OPEC
Rest of world
31.2
423.0
188.9
5%
66%
29%
8.6
25.7
29.7
United States
OPEC
Rest of world
23.2
803.2
191.8
2%
79%
19%
9.1
30.6
38.0
United States
OPEC
Rest of world
47.1
1,181.5
433.3
3%
71%
26%
18.6
30.7
44.9
Production
share
1980
13%
40%
47%
2000
12%
39%
49%
2020
20%
33%
47%
Petroleum
consumption
(million barrels
per day)
Consumption
share
17.1
2.4
43.6
27%
4%
69%
19.7
4.8
51.1
26%
6%
68%
20.7
9.0
69.0
21%
9%
70%
Note: Consumption for OPEC and Rest of World in 2020 are actually 2019 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, August 2020. (Additional resources:
www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 declining total imports and rising petroleum exports, net petroleum imports were negative in 2020
for the first time in the series.
Table 1.6
U.S. Petroleum Imports, 1960–2020
(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
2019
2020
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
1.64
0.89
1960-2020
1970-2020
2010-2020
-0.5%
-0.8%
-15.7%
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%
29.0%
2.34
11.4%
17.9%
0.67
3.3%
11.3%
-0.65
-3.6%
Average annual percentage change
b
b
b
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
9.94
9.14
7.86
2.5%
1.7%
-3.5%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2021, Table 3.3a. (Additional resources: www.eia.gov)
a
Organization of Petroleum Exporting Countries. See Glossary for membership.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–9
More than half of the oil imported to the United States in 2019 was from North America. Canada and Mexico
provided most of the oil, plus a small amount from the U.S. Virgin Islands (not listed separately).
Table 1.7
Imported Crude Oil by Country of Origin, 1960–2020
(million barrels per day)
Year
1960
1965
1970
1973
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
2019
2020
Saudi
Arabia
0.08
0.16
0.03
0.49
0.71
1.26
0.17
1.34
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
0.53
0.52
1960-2020
1970-2020
2010-2020
3%
6%
-7%
Venezuela
0.91
0.99
0.99
1.13
0.70
0.48
0.60
1.02
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
0.09
Nigeria
0.00
0.00
0.00
0.46
0.76
0.86
0.29
0.80
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
0.19
0.08
b
b
b
b
b
-23%
b
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
1.33
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
4.29
0.72
0.82
4.43
0.65
0.29
4.12
0.75
Average annual percentage change
0%
6%
7%
0%
3%
6%
-17%
5%
-5%
Russia
b
b
0.00
0.03
0.01
0.00
0.01
0.04
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
0.52
0.54
b
11%
-1%
Other
nonOPEC
countries
0.45
0.66
1.31
1.90
1.52
1.62
1.64
1.99
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
1.90
1.56
2%
0%
-4%
Total
imports
1.81
2.47
3.42
6.26
6.06
6.91
5.07
8.02
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
9.94
9.14
7.86
2%
2%
-4%
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2021, 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 40—2022
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 18.1
million barrels per day in 2020. At that rate of consumption, the SPR supply would last 35 days if used exclusively
and continuously.
Table 1.8
Crude Oil Supplies, 1973-2020
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
2019
2020
1973-2020
2010-2020
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
635.0
638.1
c
-1.3%
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
442.5
1,091.6
20.5
432.9
1,067.9
20.5
485.3
1,123.3
18.1
Average annual percentage change
1.5%
3.3%
0.1%
4.5%
0.8%
-0.6%
Number of days
the SPR would
supply the U.S.b
c
6.3
31.4
34.5
34.0
33.7
34.1
33.4
33.4
30.9
30.3
30.2
29.1
27.4
28.0
30.3
31.9
32.6
32.9
33.3
33.7
36.0
38.7
37.9
36.8
37.6
36.7
36.2
35.6
35.3
33.2
31.6
30.9
35.2
c
-0.7%
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2021, 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 40—2022
1–11
Other parts of the world refine crude oil to produce more diesel fuel and less gasoline than the OECD Americas.
The OECD Europe countries produce the lowest share of gasoline and highest share of diesel in 2020.
Figure 1.4. Refinery Gross Output by World Region, 2010 and 2020
Source:
International Energy Agency, Monthly Oil Statistics, August 2021 and Monthly Oil Survey, December 2011.
(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 40—2022
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, 1987–2019
(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
2018
2019
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
6,193,832
6,045,396
Natural gas
liquids
280,889
170,589
172,306
171,701
179,213
169,868
172,026
164,552
151,769
146,921
135,756
138,921
156,479
155,429
152,763
154,356
161,037
182,924
184,383
177,559
177,194
161,479
178,884
186,270
181,112
186,601
188,722
196,281
206,629
209,708
208,501
1987-2019
2009-2019
0.8%
1.5%
-0.9%
1.6%
Fuel
ethanol
c
Oxygenates
MTBEa
c
Other
oxygenatesb
d
c
c
d
c
c
d
c
c
d
3,351
49,393
1,866
3,620
52,937
1,918
9,055
79,396
4,122
11,156
79,407
3,570
11,803
86,240
4,246
11,722
89,362
4,038
13,735
94,784
4,147
15,268
90,288
4,005
16,929
87,116
4,544
26,320
90,291
2,338
55,626
67,592
1,937
74,095
47,600
940
84,088
39,751
612
117,198
11,580
57
136,603
1,610
0
190,084
480
0
240,955
90
0
285,883
901
0
297,266
1,154
0
304,155
806
0
310,568
915
0
317,171
719
1
325,858
830
0
334,767
1,062
0
d
d
335,023
d
d
336,205
d
d
337,168
Average annual percentage change
d
d
d
3.4%
d
d
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
397,744
479,185
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
7,137,489
7,070,250
4.1%
-0.8%
1.0%
1.4%
Source:
U.S. Department of Energy, Energy Information Administration, Petroleum Supply Annual 2019, Vol. 1, August 2021,
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 40—2022
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, 1978–2020
(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
2019
2020
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
46.1
46.2
46.9
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
29.7
32.0
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
10.5
6.9
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
3.5
3.7
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
16.4
16.8
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
106.4
106.3
106.3
Source:
U.S. Department of Energy, Energy Information Administration, Petroleum Supply Navigator, April 2021.
(Additional resources: www.eia.doe.gov)
a
Includes aviation gasoline (0.1%), kerosene (0.1%), residual fuel oil (3.1%), naphtha and other oils for
petrochemical feedstock use (1.2%), other oils for petrochemical feedstock use (0.7%), special naphthas (0.2%),
lubricants (1.0%), petroleum coke (5.2%) asphalt and road oil (2.2%), still gas (4.2%), and miscellaneous products
(0.6%).
b
Products sum to greater than 100% due to processing gain. The processing gain for years 1978 to 1980 is
assumed to be 4%.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–14
Domestic petroleum production increased in 2009 for the first time in 20 years and reached an all-time high of 17
mmbd in 2019. Most of the petroleum imported by the United States is in the form of crude oil. Exports were at an
all-time high in 2019 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, 1950–2020
(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
2019
2020
1950-2020
1970-2020
2010-2020
Domestic production
Natural
gas
Crude
plant
oil
liquids
Totala
5.41
0.50
5.91
6.81
0.77
7.58
7.04
0.93
7.96
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
5.36
1.91
7.27
5.48
2.07
7.56
5.67
2.22
7.88
6.52
2.41
8.93
7.49
2.61
10.10
8.79
3.01
11.80
9.45
3.34
12.79
8.85
3.51
12.36
9.37
3.78
13.15
10.96
4.37
15.33
12.25
4.82
17.07
11.31
5.16
16.47
1.1%
0.3%
7.5%
3.4%
2.3%
9.5%
1.5%
0.8%
8.1%
Total imports
Crude
oil
0.49
0.78
1.02
1.24
1.32
4.11
5.26
3.20
5.89
7.23
7.51
8.23
8.71
8.73
9.07
9.33
9.14
9.66
10.09
10.13
10.12
10.03
9.78
9.01
9.21
8.94
8.53
7.73
7.34
7.36
7.85
7.97
7.77
6.80
5.88
Petroleum
products
0.36
0.47
0.80
1.23
2.10
1.95
1.65
1.87
2.12
1.61
1.97
1.94
2.00
2.12
2.39
2.54
2.39
2.60
3.06
3.59
3.59
3.44
3.13
2.68
2.58
2.50
2.07
2.13
1.90
2.09
2.20
2.18
2.17
2.34
1.98
Exports
Total
0.85
1.25
1.82
2.47
3.42
6.06
6.91
5.07
8.02
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
9.94
9.14
7.86
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
2.05
2.98
3.18
Average annual percentage change
3.6%
2.5%
3.2%
3.0%
-0.1%
1.7%
-4.4%
-2.6%
-4.0%
5.1%
11.5%
54.3%
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
5.55
5.49
5.33
4.7%
6.4%
8.7%
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
7.60
8.47
8.51
4.9%
7.2%
13.7%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2021, 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 40—2022
1–15
U.S. petroleum production has been mainly increasing and petroleum imports decreasing from 2009 to 2019.
Despite a slight decline in petroleum production in 2020, net imports of petroleum in 2020 were negative for the
first time in the series history. Transportation petroleum use as a share of domestic production went below 100%
in 2018 for the first time since the 1980's.
Table 1.12
Petroleum Production and Transportation Petroleum Consumption in Context, 1950–2020
Domestic
petroleum
productiona
1950
1955
1960
1965
1970
1975
1980
1985
1990
1995
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
1950-2020
1970-2020
2010-2020
5.91
7.58
7.99
9.01
11.30
10.01
10.17
10.58
8.91
8.32
7.73
7.67
7.62
7.37
7.25
6.90
6.82
6.86
6.78
7.27
7.56
7.88
8.93
10.10
11.80
12.79
12.36
13.15
15.33
17.07
16.47
1.5%
0.8%
8.1%
U.S.
petroleum Transportation
Net
Transportation
U.S.
World
Net imports consumption petroleum use
petroleum
petroleum
petroleum
petroleum as a share of as a share of as a share of
imports
consumption consumption consumption
U.S.
world
domestic
(million barrels per day)
consumption consumption
production
b
b
0.55
3.36
6.46
8.4%
56.8%
b
b
0.88
4.46
8.46
10.4%
58.8%
1.62
5.15
9.82
21.34
16.5%
46.0%
64.5%
2.28
6.04
11.51
31.14
19.8%
37.0%
67.0%
3.16
7.78
14.70
46.81
21.5%
31.4%
68.9%
5.85
8.92
16.32
56.20
35.8%
29.0%
89.4%
6.36
9.55
17.06
63.11
37.3%
27.0%
93.9%
4.29
9.84
15.73
60.13
27.3%
26.2%
93.0%
7.16
10.89
16.99
66.67
42.2%
25.5%
122.1%
7.89
11.67
17.72
69.87
44.5%
25.4%
140.2%
10.42
13.01
19.70
77.07
52.9%
25.6%
168.3%
10.90
12.94
19.65
77.79
55.5%
25.3%
168.7%
10.55
13.21
19.76
78.62
53.4%
25.1%
173.2%
11.24
13.29
20.03
80.24
56.1%
25.0%
180.3%
12.10
13.72
20.73
83.43
58.4%
24.8%
189.2%
12.55
13.96
20.80
84.65
60.3%
24.6%
202.3%
12.39
14.18
20.69
85.80
59.9%
24.1%
207.7%
12.04
14.29
20.68
87.19
58.2%
23.7%
208.4%
11.11
13.62
19.50
86.70
57.0%
22.5%
200.8%
9.67
13.30
18.77
85.83
51.5%
21.9%
183.0%
9.44
13.50
19.18
88.70
49.2%
21.6%
178.6%
8.45
13.29
18.90
89.38
44.7%
21.1%
168.6%
7.39
13.01
18.48
90.71
40.0%
20.4%
145.7%
6.24
13.25
18.97
92.24
32.9%
20.6%
131.2%
5.07
13.45
19.10
93.53
26.5%
20.4%
114.0%
4.71
13.65
19.53
95.26
24.1%
20.5%
106.7%
4.79
13.89
19.69
96.79
24.3%
20.3%
112.3%
3.77
14.02
19.95
98.94
18.9%
20.2%
106.6%
2.34
14.15
20.51
100.05
11.4%
20.5%
92.3%
b
b
0.67
14.14
20.54
3.3%
82.8%
b
b
-0.65
11.96
18.12
-3.6%
72.7%
Average annual percentage change
b
b
1.8%
1.5%
b
0.9%
0.4%
1.6%
b
b
-1.2%
-0.6%
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2021, 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 40—2022
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 about 3 million barrels per
day and in 2007, the gap was 12.8 million barrels per day. By 2050, there is no gap expected if petroleum and other
inputs are included or 1.6 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 2020 and 2021, except transportation which is
between 2019 and 2020.
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
September 2021, Table 3.1. Historical other inputs - Energy Information Administration, Monthly Energy Review
September 2021, Tables 10.3 and 10.4. Forecasted petroleum use and petroleum production – Energy Information
Administration, 2021 Annual Energy Outlook, January 2021, reference case tables 7, 11, and 35.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 for the first time.
Transportation accounted for about two-thirds of all U.S. petroleum consumption in 2020.
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 7.7 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 2019 and 2020.
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 September 2021, Table 3.1. Historical other inputs Energy Information Administration, Monthly Energy Review September 2021, Tables 10.3 and 10.4.
Forecasted petroleum use and petroleum production – Energy Information Administration, 2021 Annual
Energy Outlook, January 2021, reference case tables 7, 11, and 35.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–18
Transportation accounted for about 70% of U.S. petroleum use from 2008 to 2018, but declined to 66% in 2020,
likely due to less travel during the COVID-19 pandemic. Total petroleum use in 2020 was at the lowest level since
1995.
Table 1.13
Consumption of Petroleum by End-Use Sector, 1950–2020
(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
2019
2020
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
13.01
13.25
13.45
13.65
13.89
14.02
14.15
14.14
11.96
1950-2020
1970-2020
2010-2020
1.8%
0.9%
-1.2%
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
70.3%
0.61
0.34
70.4%
0.51
0.30
69.9%
0.57
0.30
70.4%
0.61
0.32
69.9%
0.58
0.48
70.5%
0.52
0.47
70.2%
0.52
0.46
69.0%
0.61
0.48
68.8%
0.58
0.48
66.0%
0.52
0.42
Average annual percentage change
-0.3%
0.0%
-2.0%
-1.2%
-2.4%
1.8%
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
4.52
4.56
4.72
4.58
4.69
4.71
4.86
5.15
5.25
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
0.12
0.09
0.08
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
18.90
18.48
18.97
19.10
19.53
19.69
19.95
20.51
20.54
18.12
1.5%
0.6%
1.7%
-1.3%
-4.7%
-6.5%
1.5%
0.4%
-0.3%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2021, Tables 3.7a–3.7c. (Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–19
Transportation accounted for 80% or more of petroleum consumption in twenty-three states in 2019. Florida had
the highest transportation petroleum share at 91% while Louisiana had the lowest share at 22%.
Table 1.14
Transportation Petroleum Consumption by State, 1960-2019
(million barrels)
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
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
Total
1960
31
5
19
18
220
19
22
8
5
65
38
11
8
91
48
27
24
25
40
12
31
41
71
34
18
46
11
16
8
6
62
14
142
43
8
87
27
21
94
11
23
8
32
137
12
4
51
33
14
33
7
1,880
1970
46
11
31
29
333
36
34
9
6
112
73
22
12
141
69
36
33
42
58
16
50
64
110
50
29
70
12
23
14
10
90
20
195
67
10
124
41
33
127
11
36
10
52
207
17
6
79
53
19
50
9
2,839
1980
61
16
45
36
424
45
35
10
5
174
100
26
15
149
80
42
42
56
100
16
58
66
114
60
40
75
16
25
21
11
104
25
184
82
13
144
53
43
145
10
46
12
73
306
23
6
87
75
25
60
15
3,494
1990
70
30
56
41
511
49
38
12
5
209
124
28
16
141
104
41
44
65
112
21
61
75
124
60
46
87
15
27
24
14
145
28
167
99
12
146
58
49
148
11
57
12
82
371
27
8
106
102
25
62
14
3,974
2000
83
38
82
53
552
66
42
13
5
259
158
23
22
176
120
49
45
79
142
22
74
84
148
91
60
102
18
31
38
19
165
34
174
130
13
179
74
57
176
12
70
15
105
456
40
10
125
113
28
77
17
4,762
2010
87
37
85
52
562
77
44
12
3
281
176
25
24
177
113
55
48
86
121
23
82
84
133
86
63
106
20
37
37
20
168
35
192
133
16
174
79
58
171
12
84
17
114
497
41
10
135
108
28
82
18
4,927
2019
90
29
103
53
565
85
43
16
3
325
176
32
30
182
106
55
49
90
85
20
83
89
144
92
60
106
21
37
50
20
134
41
218
156
21
164
76
58
164
11
90
17
124
591
49
9
144
122
30
85
19
5,162
Share of
transportation use to
all petroleum use,
2019
86%
75%
87%
82%
85%
81%
71%
70%
83%
91%
89%
67%
83%
74%
77%
60%
72%
75%
22%
61%
87%
78%
80%
72%
80%
85%
63%
79%
86%
64%
81%
80%
80%
86%
58%
78%
77%
87%
74%
71%
88%
75%
88%
38%
82%
57%
88%
81%
72%
77%
64%
69%
Source:
U. S. Energy Information Administration, State Energy Data System, June 25, 2021. (Additional resources:
eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–20
Cars and light trucks use most of the petroleum in the transportation sector. Light trucks include pick-ups, minivans,
sport-utility vehicles, and vans. Table 1.16 shows nonhighway petroleum consumption. See Table 2.9 for highway
energy use in trillion Btu.
Table 1.15
Highway Transportation Petroleum Consumption by Mode, 1970–2019a
(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
2018
2019
1970-2019
2009-2019
Cars
4,424
4,836
4,565
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
3,338
3,169
-0.7%
-3.1%
Light
trucks
803
1,245
1,552
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
4,814
4,948
Light
vehicle
subtotal
5,227
6,081
6,117
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
8,152
8,117
3.8%
2.1%
0.9%
-0.3%
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
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
30
107
575
2,452
3,027
29
106
566
2,412
2,977
Average annual percentage change
4.2%
1.1%
2.9%
2.9%
2.9%
-0.7%
1.1%
0.3%
0.3%
0.3%
c
Highway
subtotal
6,031
7,099
7,500
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
11,316
11,230
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
13,225
13,080
1.3%
-0.1%
1.2%
-0.1%
Source:
See Appendix A, Section 2.1 Highway 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 2.4 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.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1–21
Although 19% 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. Table 1.15 shows highway petroleum
consumption. See Table 2.10 for nonhighway transportation energy use in trillion Btu.
Table 1.16
Nonhighway Transportation Petroleum Consumption by Mode, 1970–2019a
(thousand barrels per day)
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
2019
1970-2019
2009-2019
Air
625
651
697
814
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
1,142
1,147
1.2%
1.1%
Water
381
423
625
564
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
514
466
Pipeline
Rail
14
250
16
246
11
259
4
214
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
1
252
1
237
Average annual percentage change
0.4%
-6.2%
-0.1%
-2.6%
-5.9%
0.7%
Nonhighway
subtotal
1,270
1,336
1,592
1,596
1,865
1,823
1,876
1,831
1,871
1,944
1,959
1,935
1,918
2,087
2,157
1,966
1,909
1,853
2,061
2,131
2,159
2,197
2,083
1,856
1,946
1,920
1,779
1,708
1,668
1,745
1,801
1,839
1,909
1,851
Total
transportationb
7,301
8,435
9,092
9,526
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
13,225
13,080
0.8%
0.0%
1.2%
-0.1%
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 40—2022
1–22
Highway vehicles were responsible for 85.9% of all transportation petroleum use in 2019. See Table 2.8 for
transportation energy use in trillion Btu.
Table 1.17
Transportation Petroleum Use by Mode, 2018–2019a
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
2018
2019
11,316.4
11,229.8
8,182.2
8,146.3
3,338.2
3,168.9
4,814.2
4,948.2
29.8
29.2
107.1
106.1
42.4
42.4
18.6
18.3
46.1
45.3
3,027.1
2,977.4
575.1
565.7
2,451.9
2,411.7
1,908.6
1,850.6
1,141.5
1,146.9
133.7
111.4
792.6
818.1
215.2
217.3
514.3
466.4
405.7
357.3
108.6
109.2
0.8
0.6
252.0
236.7
241.2
226.0
10.9
10.8
0.2
0.1
6.8
6.8
4.0
3.8
13,225.0
13,080.4
1,957.6
1,998.0
Percentage of totalb
2018
2019
85.6%
85.9%
61.9%
62.3%
25.2%
24.2%
36.4%
37.8%
0.2%
0.2%
0.8%
0.8%
0.3%
0.3%
0.1%
0.1%
0.3%
0.3%
22.9%
22.8%
4.3%
4.3%
18.5%
18.4%
14.4%
14.1%
8.6%
8.8%
1.0%
0.9%
6.0%
6.3%
1.6%
1.7%
3.9%
3.6%
3.1%
2.7%
0.8%
0.8%
0.0%
0.0%
1.9%
1.8%
1.8%
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
2018
2019
55.2%
54.7%
39.9%
39.7%
16.3%
15.4%
23.5%
24.1%
0.1%
0.1%
0.5%
0.5%
0.2%
0.2%
0.1%
0.1%
0.2%
0.2%
14.8%
14.5%
2.8%
2.8%
12.0%
11.7%
9.3%
9.0%
5.6%
5.6%
0.7%
0.5%
3.9%
4.0%
1.0%
1.1%
2.5%
2.3%
2.0%
1.7%
0.5%
0.5%
0.0%
0.0%
1.2%
1.2%
1.2%
1.1%
0.1%
0.1%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
64.5%
63.7%
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 40—2022
2–1
Credit: Allou/iStock/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–2
Petroleum accounted for 33% of the world’s energy use in 2018. 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
renewables and a greater reliance on natural gas.
Figure 2.1. World Consumption of Primary Energy, 2018
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, August 2021.
(Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–3
Figure 2.2. World Natural Gas Reserves, Production, and Consumption, 1980
Source:
See Table 2.1.
Figure 2.3. World Natural Gas Reserves, Production, and Consumption, 1999
Source:
See Table 2.1.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–4
Figure 2.4. World Natural Gas Reserves, Production, and Consumption, 2019
Source:
See Table 2.1.
Table 2.1
World Natural Gas Reserves, Production, and Consumption, 1980, 1999, and 2019
(trillion cubic feet)
Natural
gas
reserves
Reserve
share
Natural gas
production
United States
OPEC
Rest of world
201.0
911.1
1,473.4
8%
35%
57%
19.4
2.2
31.7
Production
share
1980
36%
4%
60%
Natural gas
consumption
Consumption
share
19.9
2.2
30.9
38%
4%
58%
United States
OPEC
Rest of world
164.0
1,842.9
3,136.1
3%
36%
61%
18.8
22.3
55.1
1999
20%
23%
57%
22.4
7.3
54.0
27%
9%
64%
United States
OPEC
Rest of world
474.8
2,555.5
4,146.6
7%
36%
58%
34.0
22.0
86.7
2019
24%
15%
61%
34.0
19.3
91.0
24%
13%
64%
Note: Production data are dry gas production. See Glossary for OPEC countries.
Source:
Energy Information Administration, International Energy Statistics, September 2021. (Additional resources:
www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–5
In 2019, the United States and Russia were by far the top natural gas producing countries with nearly triple that
of any other country. Although the United States produced more than Russia, Russia has 3.6 times more reserves.
Figure 2.5. Natural Gas Production and Reserves for the Top Ten
Natural Gas Producing Countries, 2019
Source:
Energy Information Administration, International Energy Statistics, September 2021. (Additional resources:
www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–6
Total energy use was over 100 quads in 2018 and 2019 with transportation using 28% but in 2020 transportation
used only 26% of U.S. energy. The Energy Information Administration includes renewable energy in the
appropriate sectors.
Table 2.2
U. S. Consumption of Total Energy by End-Use Sector, 1950–2020
(quadrillion Btu)
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
2018
2019
2020
Transportation
8.5
9.6
10.6
12.4
16.1
18.2
19.7
20.1
22.4
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
28.5
28.5
24.3
1950-2020
1970-2020
2010-2020
1.5%
0.8%
-1.0%
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%
25.0
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
26.6%
31.7
13.3
26.2%
33.9
14.7
26.0%
34.8
15.2
26.2%
35.1
15.7
26.8%
34.8
16.0
26.8%
34.7
16.4
26.9%
34.6
17.2
27.3%
32.7
17.1
27.5%
32.6
17.3
27.5%
32.5
17.3
27.8%
33.4
17.7
28.2%
32.4
17.9
28.9%
32.3
17.7
28.6%
32.3
18.3
27.8%
31.3
18.4
28.3%
28.4
17.9
27.7%
30.6
18.1
27.5%
30.9
18.0
27.7%
31.0
17.4
27.4%
31.5
17.9
27.3%
31.7
18.3
28.0%
31.4
18.2
28.5%
31.3
18.0
28.7%
31.9
17.9
28.1%
32.8
18.4
28.4%
32.8
18.0
26.1%
31.2
16.8
Average annual percentage change
0.9%
2.1%
0.1%
1.4%
0.2%
-0.7%
Residential
6.0
7.3
9.0
10.6
13.8
14.8
15.8
16.0
16.9
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
21.5
21.0
20.7
Totala
34.6
40.2
45.0
54.0
67.8
71.9
78.0
76.3
84.4
90.9
93.9
94.5
94.9
96.5
98.7
96.1
97.5
97.8
100.0
100.1
99.4
100.9
98.8
93.9
97.5
96.9
94.4
97.1
98.3
97.4
97.3
97.7
101.2
100.3
93.0
1.8%
0.8%
-0.5%
1.4%
0.6%
-0.5%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021, 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 40—2022
2–7
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 2.3
Distribution of Energy Consumption by Source and Sector, 1973 and 2020
(percentage)
Energy
source
Petroleuma
Natural gasb
Coal
Renewable
Nuclear
Electricityc
Total
Transportation
1973
2020
95.8
90.3%
4.0
4.2%
0.0
0.0%
0.0
5.2%
0.0
0.0%
0.2
0.3%
100.0
100.0%
Energy
source
Petroleuma
Natural gasb
Coal
Renewable
Nuclear
Electricityc
Total
Industrial
1973
27.9
31.8
12.4
3.7
0.0
24.2
100.0
2020
27.2%
33.6%
3.0%
7.4%
0.0%
28.8%
100.0%
Residential
1973
2020
18.8
4.2%
33.4
23.2%
0.6
0.0%
2.4
3.8%
0.0
0.0%
44.8
68.8%
100.0
100.0%
Commercial
1973
2020
16.8
4.4%
27.8
19.5%
1.7
0.1%
0.1
1.7%
0.0
0.0%
53.6
74.3%
100.0
100.0%
Electric utilities
1973
2020
17.8
0.5%
19.0
33.4%
44.0
23.1%
14.4
19.4%
4.6
23.1%
0.2
0.5%
100.0
100.0%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021, 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 40—2022
2–8
Total transportation energy consumption was 24.3 quads in 2020, down from 28.5 quads the previous year.
Petroleum has accounted for more than 90% of transportation energy consumption since the mid-1950’s.
Renewables, including ethanol and biodiesel, were 5.2% of the total in 2020.
Table 2.4
Distribution of Transportation Energy Consumption by Source, 1950–2020
Year
Petroleuma
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
2019
2020
78.8%
92.1%
95.6%
95.4%
95.1%
96.5%
96.5%
96.9%
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%
91.4%
91.2%
90.3%
Natural gasb
1.5%
2.7%
3.4%
4.2%
4.6%
3.3%
3.3%
2.6%
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%
3.4%
3.6%
4.2%
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%
0.2%
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%
4.9%
5.2%
Electricityc
Total
(trillion Btu)
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%
0.3%
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%
0.3%
8,492.5
9,550.2
10,596.0
12,432.5
16,098.3
18,245.1
19,696.7
20,088.0
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
26,881.0
27,826.5
28,260.7
28,696.8
28,815.1
27,421.4
26,592.2
26,978.4
26,598.6
26,125.7
26,611.7
26,868.9
27,238.0
27,785.5
28,014.1
28,465.1
28,507.4
24,296.6
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021, 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 40—2022
2–9
Transportation energy use was 20%-30% of all energy use for 25 states in 2019. Hawaii had the highest share of
transportation use at 57%. Transportation energy use in Texas and California was over 3 quads in 2019.
Table 2.5
Transportation Energy Consumption by State, 1960-2019
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
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
Total
1960
176
27
117
105
1,224
104
117
44
29
348
209
62
42
504
265
151
173
154
257
67
173
220
387
181
129
254
58
94
42
34
338
91
802
232
42
485
151
111
536
61
126
41
174
798
65
19
290
180
85
180
41
10,597
1970
268
76
194
167
1,833
195
183
50
33
608
401
125
66
791
378
210
251
261
392
88
273
349
593
274
216
391
68
139
73
51
493
138
1,099
364
54
674
241
183
718
63
199
54
308
1,212
92
29
446
291
108
271
57
16,094
1980
350
90
266
204
2,364
251
185
54
27
951
550
147
83
821
442
238
279
324
647
83
319
358
620
332
261
411
89
141
116
58
566
176
1,027
444
72
787
308
240
818
52
248
63
409
1,802
127
34
482
416
147
329
88
19,697
(trillion Btu)
1990
398
169
326
228
2,835
271
206
63
27
1,137
682
155
91
788
582
236
280
380
691
115
331
407
684
339
291
477
82
152
133
73
799
230
929
537
65
803
340
280
843
58
309
66
466
2,155
149
42
584
571
147
341
81
22,424
2000
473
220
460
294
3,018
366
228
70
28
1,404
860
125
124
968
659
271
270
441
854
120
403
453
816
513
359
555
106
173
205
102
906
226
971
703
81
985
426
320
999
65
379
85
583
2,563
221
52
683
626
186
419
109
26,521
2010
478
210
465
288
3,044
420
237
64
19
1,514
951
136
134
967
610
302
281
473
711
122
440
445
718
469
362
564
116
205
201
104
910
194
1,065
702
101
939
457
317
959
63
447
94
616
2,757
231
51
725
590
171
432
122
26,992
2019
497
163
564
287
3,073
462
234
85
22
1,748
942
174
167
1,008
573
305
284
498
616
106
463
482
781
503
343
567
117
207
274
103
720
230
1,211
825
131
894
464
312
917
59
475
99
667
3,334
273
46
780
674
184
452
116
28,456
Source:
U. S. Energy Information Administration, State Energy Data System, June 25, 2021.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
Share of transportation
use to all energy use,
2019
26%
26%
36%
26%
39%
29%
32%
29%
13%
40%
32%
57%
30%
25%
21%
19%
25%
29%
14%
28%
34%
33%
27%
26%
32%
31%
26%
23%
35%
32%
34%
31%
31%
31%
20%
25%
28%
30%
24%
31%
29%
25%
31%
23%
32%
34%
32%
32%
22%
24%
21%
28%
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 but has declined each year since then. 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 2020, about 1.9 billion gallons
of biodiesel were consumed.
Table 2.6
Fuel Ethanol and Biodiesel Production, Net Imports, and Consumption, 1981–2020
(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
2019
2020
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
16,091.3
15,778.5
13,926.2
1981-2020
2010-2020
14.0%
0.5%
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)
(1,655.2)
(1,271.6)
(1,198.7)
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
14,420.4
1,857.3
14,551.7
1,724.5
12,629.3
1,807.5
Average annual percentage change
a
13.7%
-0.2%
18.1%
Biodiesel
Net imports
a
a
a
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
62.9
56.6
54.8
a
Consumption
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
1,903.7
1,812.8
1,863.8
a
21.8%
Note: Net imports are total imports minus exports.
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, March
2021, Table 10.3 and Table 10.4. (Additional resources: www.eia.doe.gov)
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 1.17 for transportation petroleum use in thousand barrels per
day.
Table 2.7
Domestic Consumption of Transportation Energy by Mode and Fuel Type, 2019a
(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
15,278.3
14,640.3
5,852.8
8,731.5
56.0
10.4
1.7
8.7
627.6
577.4
50.2
194.4
22.6
22.6
171.9
171.9
-
Diesel
fuel
6,237.2
454.5
33.7
420.9
186.3
60.6
38.9
86.7
5,596.4
783.5
4,812.9
812.5
-
Liquefied
petroleum
gas
76.4
55.4
Jet fuel
-
Residual
fuel oil
-
Natural
gas
26.7
-
0.2
0.2
-
-
26.7
26.7
0.2
0.2
20.8
20.6
0.2
-
-
-
-
-
530.5
-
973.5
-
109.2
-
-
2,347.4
2,347.4
204.6
1,693.1
449.8
-
530.5
530.5
-
-
-
-
-
973.5
-
84.6
24.6
55.4
309.5
268.1
41.4
502.9
480.4
22.5
24.6
16.9
6.1
1.7
14.4
8.1
15,472.7
7,049.7
Electricityb
14.2
14.0
12.2
1.8
76.4
2,347.4
530.5
1,000.2
123.4
Totalc
21,632.8
15,164.2
5,898.7
9,209.5
56.0
223.8
89.5
38.9
95.4
6,244.8
1,381.5
4,863.3
4,967.6
2,370.0
227.1
1,693.1
449.8
1,011.9
798.6
213.3
1,058.1
527.5
480.4
47.1
16.9
20.5
9.8
26,600.4
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.
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 40—2022
2–12
The gasoline and diesel used in highway modes accounted for the majority of transportation energy use (81.3%)
and nearly all highway use in 2019.
Figure 2.6. Domestic Consumption of Transportation Energy Use by Mode and Fuel Type, 2019a
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.
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.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–13
Nonhighway modes were responsible for 18.7% of all transportation energy use in 2019. See Table 1.17 for
transportation energy use in thousand barrels per day.
Table 2.8
Transportation Energy Use by Mode, 2018–2019a
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
2018
2019
21,800.9
21,632.8
15,225.9
15,164.2
6,209.2
5,898.7
8,959.6
9,209.5
57.1
56.0
225.9
223.8
89.2
89.5
39.6
38.9
97.1
95.4
6,349.0
6,244.8
1,404.6
1,381.5
4,944.5
4,863.3
5,025.1
4,967.6
2,358.6
2,370.0
272.8
227.1
1,640.4
1,693.1
445.4
449.8
1,120.0
1,011.9
907.9
798.6
212.1
213.3
987.0
1,058.1
559.5
527.5
512.8
480.4
46.7
47.1
16.4
16.9
20.3
20.5
10.0
9.8
26,826.0
26,600.4
2,147.4
2,198.5
Percentage of total based on Btus
2018
2019
81.3%
81.3%
56.8%
57.0%
23.1%
22.2%
33.4%
34.6%
0.2%
0.2%
0.8%
0.8%
0.3%
0.3%
0.1%
0.1%
0.4%
0.4%
23.7%
23.5%
5.2%
5.2%
18.4%
18.3%
18.7%
18.7%
8.8%
8.9%
1.0%
0.9%
6.1%
6.4%
1.7%
1.7%
4.2%
3.8%
3.4%
3.0%
0.8%
0.8%
3.7%
4.0%
2.1%
2.0%
1.9%
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.
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 40—2022
2–14
Light trucks include pick-ups, minivans, sport-utility vehicles, and vans. See Table 1.15 for highway petroleum use
in thousand barrels per day.
Table 2.9
Highway Transportation Energy Consumption by Mode, 1970–2019
(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
2018
2019
Cars
8,479
9,298
8,800
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
6,209
5,899
Light
trucks
1,539
2,384
2,975
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
8,964
8,960
9,210
1970-2019
2009-2019
-0.7%
-3.3%
3.7%
1.9%
Light
vehicles
subtotal
10,018
11,682
11,775
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
15,169
15,108
Motorcycles
7
14
26
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
57
56
0.8%
-0.5%
4.3%
-0.7%
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
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
226
1,405
4,944
6,349
224
1,382
4,863
6,245
Average annual percentage change
1.1%
2.9%
2.9%
2.9%
1.2%
0.3%
0.3%
0.3%
b
Highway
subtotal
11,707
13,823
14,630
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
21,801
21,633
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
26,593
26,826
26,600
1.3%
-0.2%
1.1%
-0.1%
Note: Totals may not add due to rounding.
Source:
See Appendix A, Section 2.1 Highway Energy Use.
a
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.
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–15
About 19% of transportation energy use was for nonhighway modes in 2019. Air travel accounted for 48% of
nonhighway energy use in 2019. See Table 1.16 for nonhighway petroleum use in thousand barrels per day.
Table 2.10
Nonhighway Transportation Energy Consumption by Mode, 1970–2019
(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
2018
2019
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
2,359
2,370
1970-2019
2009-2019
1.3%
1.1%
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
1,120
1,012
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
826
537
987
560
1,058
528
Average annual percentage change
0.4%
0.5%
0.0%
-2.6%
3.2%
0.7%
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
5,158
5,311
4,870
4,805
4,594
5,018
5,190
5,260
5,389
5,174
4,714
4,918
4,869
4,610
4,558
4,326
4,465
4,603
4,724
5,026
4,968
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
26,593
26,826
26,600
0.7%
0.5%
1.1%
-0.1%
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.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 2019
(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
8.2
527.0
0.0
1.6
536.8
0.3
10.4
0.2
a
10.8
21.7
913.7
2.5
0.0
938.0
51.6
268.2
229.9
35.1
584.7
1.1
18.5
a
a
19.6
0.2
3.3
0.0
a
3.5
103.2
1.8
0.1
a
105.2
186.3
1,742.9
232.7
36.6
2,198.5
Source:
Environmental Protection Agency, MOVES3.0.1, www.epa.gov/moves.
a
There is no equipment listed for this fuel type.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 1973–2019
(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
2018
2019
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
137.2
136.1
1973-2019
2009-2019
0.7%
0.2%
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
43.5
43.9
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%
24.1%
24.4%
Average annual percentage change
3.3%
2.2%
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
180.7
180.0
1.1%
0.7%
Source:
U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2019, Washington, DC,
2021, 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 40—2022
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, 2019a
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)
108,547.7
126,769.3
8,596.3
73.2
Passengermiles
(millions)
2,116,430
2,353,356
23,626
1,823
b
b
73.2
2,566
19,311
7.5
34,877
4,634
708.8
b
b
b
b
b
b
b
b
b
b
b
b
6,269
754,981
120.4
270,081
2,243
b
b
b
b
b
1,504
278.889
842.899
381.773
39,265
6,479
19,859
12,928
26.1
23.2
23.6
33.9
31,331
34,987
20,040
53,587
1,200
1,506
851
1,583
b
b
211.0
12,691.8
21.1
0.4
13.5
7.2
b
b
b
b
b
b
Load factor
(persons/
vehicle)
1.5
1.8
1.2
1.1
Energy intensities
(Btu per
(Btu per
vehiclepassengermile)
mile)
4,292
2,787
5,845
3,212
2,844
2,370
17,377
15,527
Vehiclemiles
(millions)
1,374,305
1,293,053
19,688
1,629
b
b
b
b
b
b
b
Energy use
(trillion Btu)
5,898.7
7,558.1
56.0
28.3
226.3
89.5
39.6
97.1
1,920.2
1,693.1
227.1
213.3
47.1
9.8
16.9
20.5
Source:
See Appendix A, Section 3. Passenger Travel and Energy Use.
Only end-use energy was counted for electricity.
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
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 1970–2019
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
2019
(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
4,950
4,874
4,797
4,646
4,525
4,450
4,374
4,292
1970-2019
2009-2019
-1.6%
-2.0%
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
3,201
3,155
3,107
3,012
2,936
2,890
2,840
2,787
-1.1%
-1.9%
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
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
6,169
3,389
6,064
3,332
5,943
3,265
Average annual percentage change
-1.5%
-1.4%
-1.8%
-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
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
35,075
4,560
34,877
4,634
0.2%
-1.1%
1.3%
0.9%
Source:
See Appendix A, Section 4. Highway Passenger Mode Energy Intensities.
Only end-use energy was counted for electricity.
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 40—2022
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, 1970–2019a
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
2019
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
2,408
2,370
1970-2019
2009-2019
-2.9%
-2.0%
Intercity Amtrak
(Btu per
passenger-mile)
c
3,311
2,859
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
1,579
1,506
Average annual percentage changed
-1.7%
-1.6%
Rail
Rail transit
(Btu per
passenger-mile)
712
866
763
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
844
851
0.4%
0.2%
Commuter rail
(Btu per
passenger-mile)
c
c
c
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
1,580
1,583
-0.4%
-0.8%
Source:
See Appendix A, Section 5. Nonhighway Passenger Mode Energy Intensities.
Only end-use energy was counted for electricity.
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.
e
Average annual percentage calculated to earliest year possible.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–21
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 2.16
Energy Intensities of Freight Modes, 1970–2019
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
2019
1970-2019
2009-2019
Heavy single-unit and
combination trucks
Class I freight railroad
(Btu per vehicle-mile)
(Btu per freight car-mile)
(Btu per ton-mile)
24,960
17,669
691
24,631
18,739
687
24,758
18,742
597
23,343
17,500
497
23,352
17,265
486
22,923
16,790
456
22,596
16,758
443
22,411
16,894
437
22,795
16,619
420
22,749
15,835
391
22,609
16,043
393
22,373
16,056
389
22,193
16,340
388
22,097
15,992
372
22,109
15,747
368
21,340
15,784
370
21,516
15,372
365
22,884
15,363
363
23,449
14,917
352
23,024
15,108
346
23,462
15,003
345
22,461
15,016
344
20,540
15,274
341
22,866
15,152
337
b
23,340
14,990
330
28,452
14,846
320
28,695
14,573
305
21,024
13,907
291
21,499
13,733
289
21,677
14,043
298
21,524
13,800
294
21,540
14,607
296
21,573
14,533
292
21,382
14,405
297
21,335
14,557
299
21,132
14,400
293
20,826
14,644
296
20,812
14,453
298
Average annual percentage change
-0.4%
-0.4%
-1.7%
-0.1%
0.4%
0.2%
Waterborne commerce on
taxable waterways
(Btu per ton-mile)
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
266
256
266
270
253
253
251
241
241
235
225
252
225
217
211
211
233
214
a
a
a
a
a
a
a
Source:
See Appendix A, Section 6. Freight Mode Energy Intensities.
a
b
2007.
Data are not available.
Due to changes in the FHWA fuel use methodology, truck data are not comparable with data before the year
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2–22
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–1
Credit: Lightvision, LLC/Moment/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–2
The top countries producing the world’s cars and trucks have changed over the last 18 years. In 2020, 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). Car production in 2020 was less than in 2000 likely due to two reasons -sport utility vehicles becoming more popular than automobiles in some countries and the 2020 pandemic.
Table 3.1
World Production of Cars and Trucks, 2000 and 2020
(thousands)
Cars
China
Japan
Germany
U.S.
Spain
India
Brazil
Russia
Czech Republic
South Korea
Slovakia
Mexico
France
UK
Turkey
All Other Countries
Total World
Trucksa
China
U.S.
South Korea
Mexico
India
Japan
Canada
Thailand
All Other Countries
Total World
605
8,363
5,132
5,542
2,366
605
1,362
969
428
1,881
123
1,130
2,880
1,641
297
7,903
41,229
2020
10,149
6,960
3,515
1,924
1,801
1,707
1,609
1,257
1,153
1,148
970
951
920
890
855
5,170
40,979
Percent change
2000-2020
2000
2020
Percent change
2000-2020
2000
1,464
7,263
512.99
792.401
283.403
1,781
1,411
315
3,893
17,717
15,076
6,897
2,359
2,208
1,687
1,108
1,048
889
4,129
35,400
Source:
Ward’s Communications, www.wardsauto.com.
a
Includes light trucks, heavy trucks, and buses.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
1578%
-17%
-31%
-65%
-24%
182%
18%
30%
169%
-39%
689%
-16%
-68%
-46%
187%
-35%
-1%
929%
-5%
360%
179%
495%
-38%
-26%
182%
6%
100%
3–3
Figure 3.1. World Car Production, 1983–2020a
Source:
See Table 3.1.
Figure 3.2. World Truck and Bus Production, 1983–2020a
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 40—2022
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 continued to be below 12%. 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, 1960–2019
(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
26,065
13,846
60,987
11,279
2,807
41,000
16,562
2019
11,067
37,720
23,600
212,395
32,125
47,716
34,504
17,238
62,140
16,382
3,355
52,956
19,129
Average
annual
percentage
change
1990-2019
3.3%
4.0%
2.2%
17.7%
1.1%
1.0%
9.8%
9.6%
2.0%
7.9%
5.4%
5.2%
8.0%
15,438
121,601
22,528
143,550
27,185
127,721
30,652
132,909
31,258
129,053
33,542
122,322
35,732
121,231
1.6%
-0.6%
38.0%
320,390
32.3%
444,900
23.3%
548,558
21.5%
617,914
17.8%
723,567
13.1%
931,260
11.8%
1,083,528
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 40—2022
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, 1960–2019
(thousands)
Country
1960
1970
1980
1990
2000
2005
2010
2015
2019
Average
annual
percentage
change
1990-2019
Argentina
392
788
1,217
1,501
1,554
1,730
2,511
3,305
3,576
3.0%
a
a
a
936
3,917
4,653
6,524
7,272
7,759
7.6%
Brazil
Canadab
1,056
1,481
2,955
3,931
739
786
933
1,147
1,221
-4.0%
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
41,485
8,127
8.1%
1.8%
786
1,228
1,617
2,764
3,534
3,133
2,960
3,356
3,890
1.2%
India
a
a
a
2,050
2,390
4,145
9,500
18,447
26,827
9.3%
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
10,549
14,529
7.2%
-1.5%
616
1,030
1,323
1,138
1,335
1,676
3.5%
Germanyd
896
8,803
14,197
Malaysia
a
a
a
Pakistan
a
a
a
172
385
414
538
678
779
5.3%
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
8,968
0.8%
a
a
a
1,320
3,956
4,275
4,310
4,428
4,505
4.3%
1,534
1,769
1,920
3,774
3,361
3,943
4,220
4,677
5,277
1.2%
12,186
19,175
34,195
45,106
85,579
104,788
119,179
141,872
165,653
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
40.7%
406,770
3.8%
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 40—2022
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 40—2022
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, 1970–2019
(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
2018
2019
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
111,242
108,548
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
122,828
121,231
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%
-9.4%
-10.5%
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
152,702
158,352
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
158,671
165,653
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%
-3.8%
-4.4%
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
263,944
266,900
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
281,499
286,884
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%
-6.2%
-7.0%
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. 2009-2019 data from Tables MV-1 and MV-9,
Highway Statistics 2019 and earlier editions. (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 40—2022
3–8
Light trucks comprise more than half of all vehicle registrations in 44 states. The District of Columbia has the
smallest share of light trucks.
Table 3.5
Motor Vehicle Registrations by State and Vehicle Type, 2019
(thousands)
State
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
Dist. of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusettsc
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraskac
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahomac
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginiac
Wisconsin
Wyoming
Total
Cars
2,109
179
2,406
887
14,895
1,741
1,261
423
204
7,841
3,500
499
602
4,323
2,186
1,222
947
1,669
1,350
374
1,869
2,089
2,831
1,837
806
2,053
439
662
1,060
489
2,639
642
4,444
3,435
229
4,423
1,255
1,425
4,268
397
1,801
343
2,185
8,314
922
207
3,187
2,944
537
2,004
196
108,548
Motorcycles
108
28
160
170
808
186
86
28
4
591
204
40
67
315
252
193
92
112
41
52
113
163
253
235
32
136
339
54
75
79
148
60
385
188
39
407
129
135
367
24
117
124
185
351
106
30
194
232
47
284
29
8,596
Light Trucksa
2,812
529
3,163
1,645
13,777
3,226
1,433
532
118
8,676
4,422
692
1,155
5,386
3,217
2,070
1,421
2,355
2,172
622
2,033
2,642
4,957
2,996
1,071
2,982
1,002
995
1,330
732
2,940
1,012
6,080
4,416
495
5,470
2,067
2,138
5,488
416
2,303
689
3,230
13,116
1,283
342
3,943
3,812
991
3,034
554
143,983
Medium &
Heavy Trucksb
253
51
245
188
1,667
246
88
29
19
666
432
38
126
634
547
292
216
236
210
78
166
154
390
338
151
336
116
244
77
60
279
106
398
457
138
559
252
204
622
30
278
123
188
1,156
113
40
289
364
91
330
61
14,369
Buses
6
9
8
12
101
13
12
4
5
59
37
3
4
35
21
9
7
11
29
5
23
14
9
20
7
27
5
14
4
3
26
6
82
32
4
42
3
18
56
2
18
3
30
70
7
1
35
25
3
15
4
995
All Motor Vehicles
5,288
795
5,983
2,902
31,247
5,412
2,879
1,017
350
17,834
8,595
1,272
1,955
10,692
6,223
3,786
2,682
4,383
3,803
1,130
4,204
5,061
8,440
5,426
2,067
5,534
1,901
1,968
2,547
1,363
6,033
1,825
11,389
8,527
904
10,901
3,707
3,919
10,800
869
4,516
1,281
5,818
23,007
2,430
620
7,648
7,377
1,668
5,666
844
276,491
Source:
U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2019, Washington, DC,
2021, Tables MV-1 and MV-9. (Additional resources: www.fhwa.dot.gov)
Includes pickups, vans, sport-utility vehicles and other light trucks.
Includes medium and heavy trucks over 10,000 lb. gross vehicle weight rating.
c
Estimated by FHWA based on State reported data or data from secondary sources.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–9
Table 3.6
New Retail Vehicle Sales, 1970–2020
(thousands)
Calendar
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
2019
2020
1970-2020
2010-2020
Cars
8,321
8,486
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
7,529
6,883
6,089
5,310
4,720
3,402
-1.8%
-4.9%
Light
Subtotal
Trucksa
Light Vehicles
1,457
9,778
2,053
10,539
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
17,107
10,296
17,179
10,738
16,827
11,609
16,919
11,911
16,630
10,712
14,114
Average annual percentage change
4.1%
0.7%
6.4%
2.2%
Heavy
Trucks
334
298
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
854
758
Total
Vehicle
Sales
10,112
10,837
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
17,839
17,876
17,559
17,708
17,485
14,872
1.7%
7.2%
0.8%
2.4%
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 40—2022
3–10
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 2019. 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, 2009 and 2019. For example, the graph shows that in 2009, Eastern Europe’s
vehicles per thousand people was about where the United States was in 1949, but by 2019 it is about where the
United States was in 1958. 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 2009 and 2019)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–11
Source:
See Tables 3.7 and 3.8.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–12
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 3.7
Vehicles per Thousand People in Selected Countries/Regions, 2009 and 2019
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
2009
2019
24.9
41.2
57.7
125.8
101.2
159.4
149.2
215.9
620.9
669.4
169.7
185.3
46.2
182.7
363.9
418.4
583.3
628.9
14.4
46.8
35.9
102.7
225.1
356.2
560.9
608.4
828.7
842.3
Sources:
2019 population – U.S. Census Bureau, Population Division, International Data Base (IDB) World, September 2021.
(Additional resources: www.census.gov/programs-surveys/international-programs)
2019 vehicles – United States: See Table 3.6. All other countries: Ward’s Communications, www.wardsauto.com.
2009 data – Oak Ridge National Laboratory, Transportation Energy Data Book: Edition 30, ORNL-6986, 2011.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–13
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 2019 there were 842.3 vehicles per thousand
people in the United States.
Table 3.8
Vehicles per Thousand People in the United States, 1900–2019
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
2018
2019
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
836.3
842.3
Sources:
Population – U.S. Census Bureau, Population Division, International Data Base (IDB) World, September 2021.
(Additional resources: www.census.gov/programs-surveys/international-programs.html)
Vehicles – U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2019,
Washington, DC, 2021.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–14
Total vehicle-miles traveled increased each year from 2011 to 2019. 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 36% more travel in 2019 than in 1970, and cars account for 40% less travel between those two
time periods.
Table 3.9
Shares of Highway Vehicle-Miles Traveled by Vehicle Type, 1970–2019
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
2019
1970–2019
2009–2019
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%
43.8%
42.1%
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%
0.6%
45.6%
3.7%
5.7%
0.6%
47.5%
3.8%
5.4%
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%
0.6%
0.6%
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
3,240,326
3,261,772
2.2%
1.0%
Source:
U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2019, Washington, DC,
2021, Table VM-1 and annual. (Additional resources: www.fhwa.dot.gov). 2009-2019 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 40—2022
3–15
The majority of vehicle miles of travel (VMT) in each state is on streets and roads. Interstate travel accounted for
35% of VMT in the United States in 2019.
Table 3.10
Vehicle Miles of Travel by State, 2019
(million vehicle miles)
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
U.S. Total
Rural
Interstatea
6,644
851
7,257
4,617
23,161
5,217
805
375
0
13,492
8,114
0
3,208
9,567
9,046
5,216
5,091
9,991
7,048
2,196
2,722
959
8,610
4,195
4,829
12,350
2,642
3,979
2,328
1,254
1,723
4,698
6,992
9,619
1,624
11,002
5,443
4,087
13,055
357
8,902
2,614
8,805
21,201
3,600
1,269
10,142
6,893
2,379
7,459
2,738
300,364
Rural streets
and roadsb
22,367
1,739
9,433
13,328
33,319
10,999
2,383
2,152
0
24,039
23,696
1,877
6,901
15,809
21,060
14,740
10,139
16,607
12,751
8,056
7,990
2,093
22,672
20,633
19,166
22,160
6,299
7,684
3,311
4,301
3,244
11,725
18,495
32,000
5,252
24,020
16,577
9,521
21,450
562
17,113
4,319
17,379
57,424
5,288
3,953
19,250
10,604
7,231
25,927
4,452
683,488
Urban
Interstatea
9,945
790
16,681
6,668
136,460
15,684
14,173
2,258
898
48,048
29,396
2,568
1,927
25,707
12,597
3,225
6,153
7,611
10,804
1,418
22,798
23,954
24,211
13,572
4,918
20,023
633
2,904
6,570
3,465
28,926
3,033
38,879
26,662
535
32,027
8,628
7,208
24,383
2,806
8,937
900
18,569
86,625
8,931
610
22,312
18,545
3,664
11,818
572
830,630
Urban Streets
and Roadsb
32,778
2,501
36,910
12,486
147,895
22,733
14,239
5,460
2,859
140,935
71,922
6,580
6,021
56,442
40,016
10,356
10,459
15,202
20,758
3,202
26,705
37,883
46,680
22,332
12,177
24,636
3,318
6,674
16,585
4,809
44,312
8,316
59,620
54,194
2,415
47,644
14,000
14,992
43,976
3,857
22,987
2,088
38,139
122,977
15,091
1,514
33,729
26,488
5,803
21,144
2,446
1,447,289
Total
71,735
5,881
70,281
37,099
340,836
54,634
31,601
10,245
3,756
226,514
133,128
11,024
18,058
107,525
82,719
33,537
31,843
49,410
51,360
14,871
60,216
64,890
102,174
60,731
41,091
79,168
12,892
21,242
28,794
13,828
78,205
27,772
123,986
122,475
9,826
114,694
44,648
35,808
102,864
7,581
57,939
9,922
82,892
288,227
32,911
7,346
85,432
62,530
19,077
66,348
10,208
3,261,772
Source:
U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2019, Washington, DC,
2021, Table VM-2. (Additional resources: www.fhwa.dot.gov)
a
b
Includes Interstates, freeways, and expressways.
Includes other principal arterial, minor arterial, major collector, minor collector and local streets and roads.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
3–16
In 1970 only 2.9% of the car population was 15 years old or older; by 2013 that number rose to nearly 20%.
Table 3.11
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 40—2022
3–17
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 3.12
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 40—2022
3–18
The average age of cars and light trucks has grown to a record level in 2020—12.1 years. Light trucks, which
include pickups, vans, and sport utility vehicles, had a lower average age than cars in 2018.
Table 3.13
U.S. Average Vehicle Age, 1970–2020
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
2019
2020
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
a
a
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
11.7
11.8
11.9
12.1
b
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 40—2022
3–19
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 3.14
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 40—2022
3–20
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 3.15
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 40—2022
3–21
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 3.16
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 40—2022
3–22
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–1
Credit: Image by Marie LaFauci/Moment/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 3.6, 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 U. S. 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 4.10 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 4.9 through 4.19 are based on EPA data and thus use this definition of
cars and light trucks. The CAFE data on Table 4.27 apply to cars only through 2011 and cars plus
car SUVs after that. The CAFE data on Table 4.28 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 40—2022
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, 1970–2019
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
2018
2019
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
111,242
108,548
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
1,419.6
1,374.3
1970-2019
2009-2019
0.4%
-2.1%
0.8%
-1.3%
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
12,761
51,174
12,661
48,579
Average annual percentage change
0.4%
-0.7%
0.9%
-3.1%
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
27.7
28.3
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 40—2022
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, 1970–2019
Year
1970
1975
1980
1985b
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
Registrations
(thousands)
14,211
20,418
27,876
37,214
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
138,357
143,983
Vehicle travel
(billion miles)
123.3
200.7
290.9
391.0
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
1,477.5
1,549.7
1970-2019
2009-2019
4.8%
3.7%
5.3%
3.8%
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
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
10,679
73,802
10,763
75,856
Average annual percentage change
0.4%
3.8%
0.1%
2.1%
Average fuel
economya per vehicle
(miles per gallon)
10.0
10.5
12.2
14.3
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
20.0
20.4
1.5%
1.7%
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 40—2022
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, 1970–2019
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
2018
2019
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
249,599
252,530
1970-2019
2009-2019
1.8%
0.7%
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
2,897
11,607
124,976
2,924
11,579
124,436
Average annual percentage change
2.1%
0.3%
0.9%
1.1%
0.3%
-0.3%
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
23.2
23.5
1.2%
1.4%
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 40—2022
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 40—2022
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 40—2022
4–8
Car sales in 2020 were at the lowest point in this series. 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 2020,
that dropped to 17%.
Table 4.6
New Retail Car Sales in the United States, 1970–2020
Calendar
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
2019
2020
Domestica
1970-2020
2010-2020
-2.0%
-3.9%
7,112
6,945
6,580
8,205
6,917
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
3,544
2,560
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%
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%
1,171
4,715
24.8%
842
3,402
24.8%
Average annual percentage change
-0.7%
-1.8%
-7.5%
-4.9%
Percentage
FCA/Ford/GM
salesd
d
d
73.8%
72.9%
65.7%
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%
20.0%
17.3%
Percentage
diesel
0.07%
0.32%
4.32%
0.83%
0.08%
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%
0.02%
0.00%
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.
1998–2019: Ward’s Communication, 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
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 2020 accounted for 75.9% of all light vehicle sales.
Imports accounted for only 22.9% of 2020 light truck sales.
Table 4.7
New Retail Sales of Trucks 10,000 Pounds GVW and Less in the United States, 1970–2020
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
2019
2020
1970-2020
2010-2020
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
11,911
10,712
4.1%
7.5%
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%
22.0%
22.9%
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%
52.8%
3.3%
51.7%
4.1%
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%
71.6%
75.9%
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 40—2022
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%
93.3%
93.3%
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 40—2022
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 2021 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 2021 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
81
84
78
55%/45%
5-cycle
56
58
53
43%/57%
5-cycle
55
58
53
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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: www.epa.gov/fuel-economy-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 8.2 mpg—from 23.5 mpg in 2005 to 31.7
mpg in 2021. 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 1975-2021a
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
2019
2020
2021c
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
7,131
6,979
5,962
5,279
4,245
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%
76.5%
73.6%
70.4%
69.9%
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
30.9
31.7
31.7
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
1,831
1,891
1,785
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%
23.5%
26.4%
29.6%
30.1%
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
27.3
27.5
28.4
30.5
Note: See Table 4.12 for all cars (car + car SUV). See Table 4.10 for car SUV listing.
Source:
U.S. Environmental Protection Agency, The 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (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.
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 2021 are preliminary.
d
Data are not available.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–13
A vehicle classification was created to match the Corporate Average Fuel Economy (CAFE) methodology. Under
CAFE, two-wheel and all-wheel drive sport utility vehicles that are under 6,000 lb gross vehicle weight and do not
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 2021
Acura RDX FWD
Alfa Romeo Stelvio
BMW X3 sDrive30i
Buick Encore FWD
Buick Envision FWD
Cadillac XT4 FWD
Chevrolet Equinox FWD
Chevrolet Trax FWD
Ford Ecosport FWD
Ford Edge FWD
Ford Escape FWD
Ford Escape FWD HEV
Ford Escape FWD PHEV
Ford Mustang Mach-E GT
GMC Terrain FWD
Honda CR-V FWD
Honda Passport FWD
Hyundai Kona AWD
Hyundai Kona Electric
Hyundai Kona FWD
Hyundai Nexo
Hyundai Nexo Blue
Hyundai Santa Fe AWD
Hyundai Tucson AWD
Hyundai Tucson FWD
Infiniti QX50
Jaguar I-Pace EV400
Jeep Cherokee FWD
Jeep Compass 4X2
Jeep Renegade 4x2
Kia Soul Electric
Kia Sportage FWD
Lexus NX 300
Lexus NX 300 AWD
Lexus NX 300 AWD F Sport
Lexus RX 350
Lexus RX 350 AWD
Lexus RX 350 L
Lincoln Corsair FWD
Lincoln Nautilus FWD
Mazda CX-30 2WD
Mazda CX-5 2WD
Mercedes GLA 250
Mercedes GLB 250
Mercedes GLC 300
Mitsubishi Outlander Sport 2WD
Nissan Rogue FWD
Nissan Rogue FWD SV/SL/Platinum
Nissan Rogue Sport
Tesla Model X
Tesla Model Y
Toyota RAV4
Volvo XC40 FWD
Volvo XC60 FWD
VW Atlas Cross Sport
VW ID.4 1st
VW ID.4 AWD Pro
VW ID.4 Pro
Note: 2WD = Two-wheel drive. AWD = All-wheel drive. FWD = Front-wheel drive.
Source:
U.S. Environmental Protection Agency, The 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: www.epa.gov/fuel-economy-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–14
Production of sport utility vehicles (SUVs) has grown substantially since 1975. The production-weighted fuel
economy of truck SUVs was 24.0 mpg in 2021. Estimates show 67.8% of all light trucks produced in 2021 were
truck SUVs.
Table 4.11
Production, Production Shares, and Production-Weighted Fuel Economies of New Domestic
and Import Light Trucks, Model Years 1975-2021a
Pickup
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
2019
2020
2021c
Production
(Thousands)
1,343
1,437
2,078
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
2,259
2,521
1,976
d
Share
(%)b
67.9%
77.1%
58.0%
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%
25.5%
26.7%
28.1%
25.7%
28.0%
Fuel
Economy
(mpg)
11.9
16.5
18.2
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
19.1
19.0
19.2
19.4
Van
Production
(Thousands)
457
242
855
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
508
555
402
d
Share
(%)b
23.1%
13.0%
23.9%
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%
7.7%
6.0%
6.2%
5.2%
4.3%
Fuel
Economy
(mpg)
11.1
14.1
16.5
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
22.8
22.4
23.4
26.2
Truck SUV
Production
(Thousands)
177
184
648
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
4,741
5,391
5,692
5,893
5,313
d
Share
(%)b
9.0%
9.9%
18.1%
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%
67.3%
65.7%
69.1%
67.8%
Fuel
Economy
(mpg)
11.0
13.2
16.5
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
22.3
23.1
23.5
23.8
24.0
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 4.12 for all light trucks (pickup + van + truck SUV).
Source:
U.S. Environmental Protection Agency, The 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
The fuel economy data on this table are adjusted to provide the best estimate of real world performance.
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 2021 are preliminary.
d
Data are not available.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–15
The average fuel economy of cars more than doubled from 1975 to 2021 while the average fuel economy of light
trucks grew by 94% 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 1975-2021a
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
2018
2019
2020
2021c
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
9,001
28.5
8,954
29.2
7,800
29.9
7,171
29.9
6,030
30.7
d
31.3
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
7,277
21.2
8,061
21.3
8,459
21.9
8,969
22.0
7,691
22.4
d
22.6
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
16,278
24.7
17,016
24.9
16,259
25.1
16,139
24.9
13,721
25.4
d
25.3
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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (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.
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 2021 are preliminary.
d
Data are not available, but 38.9% of all light vehicles were cars (car + car SUV) and 61.1% were light trucks
(pickups, vans, and truck SUV) in 2021.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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. Since 2018 more than
half of light vehicles produced were light trucks. The car SUV category was 11.7% of production in 2021 and the
truck SUVs were 41.4%.
Table 4.13
Light Vehicle Production Sharesa, Model Years 1975–2021
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
2019
2020
2021c
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%
36.7%
32.7%
30.9%
27.2%
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%
11.6%
11.3%
11.7%
13.0%
11.7%
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%
13.9%
15.6%
14.4%
17.1%
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%
3.1%
3.4%
2.9%
2.6%
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%
31.7%
35.0%
36.5%
38.7%
41.4%
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
16,278
17,016
16,259
16,139
13,721
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%
52.6%
47.4%
48.0%
52.0%
44.4%
55.6%
43.9%
56.1%
38.9%
61.1%
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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
Percentages may not sum to totals due to rounding.
Cars include both car and car SUV categories.
c
Data for 2021 are preliminary.
d
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 1975–2021
Note: Data for 2021 are preliminary.
Source:
U.S. Environmental Protection Agency, The 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: www.epa.gov/fuel-economy-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–18
The number of transmission speeds in new light-duty vehicles has been growing over the last few decades. By 2021,
91% of cars and 96% of light trucks were at least six speeds. The share of light truck transmissions in the 9 & 10speed category grew to 35% in 2021. Continuously variable transmissions (CVTs) were 43% of car production and
18% 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 1980-2021
Note: Data are production-weighted averages for each model year. Data for model year 2021 are preliminary. CVT
data include both hybrid and non-hybrid. The "Other" category includes electric vehicles and plug-in hybrid-electric
vehicles. 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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 143% increase in
horsepower and 51% improvement in acceleration from model year 1980 to 2021, 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 1980-2021
Note: Data are production-weighted averages for each model year. Data for model year 2021 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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 50.6% of all new
cars in model year (MY) 2021. Turbochargers were installed on 35.0% of new cars produced in MY 2021.
Table 4.14
Car Technology Penetration, 1996-2021
Model
year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021b
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%
28.9%
36.4%
35.2%
35.8%
35.0%
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%
28.2%
32.1%
40.5%
40.1%
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%
2.4%
3.2%
3.1%
3.8%
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%
3.6%
4.8%
5.1%
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%
2.9%
4.4%
3.9%
6.1%
a
a
a
0.3%
3.1%
4.2%
9.2%
18.4%
27.4%
37.3%
42.7%
44.0%
49.5%
52.4%
52.5%
53.1%
52.1%
50.6%
a
a
a
a
a
a
a
a
1.3%
3.5%
10.7%
12.7%
12.1%
15.7%
21.8%
25.2%
29.0%
27.5%
a
Note: Based on production. Car category includes car SUV. See Table 4.10 for car SUV listing.
Source:
U.S. Environmental Protection Agency, The 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
a
b
The Environmental Protection Agency did not record market penetration for this technology in this year.
Data for 2021 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 model year (MY) 2008 to nearly 60% by MY 2021. 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 MY 2021. 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, 2002-2021
Model
year
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021b
Turbo
a
0.2%
0.8%
0.7%
0.6%
1.0%
1.0%
1.7%
1.8%
4.9%
6.1%
11.7%
9.9%
12.6%
15.3%
17.3%
24.1%
25.8%
33.8%
34.1%
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%
13.7%
13.8%
13.0%
13.2%
Continuously
variable
transmission
(hybrid)
Gasoline
direct
injection
Cylinder
deactivation
Stop-start
(non-hybrid)
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%
1.1%
1.4%
2.6%
5.1%
a
a
a
a
a
1.1%
4.2%
6.8%
11.3%
13.5%
18.4%
29.7%
39.0%
46.1%
46.7%
48.1%
52.8%
61.1%
58.8%
a
0.5%
5.9%
16.4%
13.5%
18.3%
13.8%
20.6%
19.6%
18.0%
22.9%
21.7%
20.7%
21.8%
20.9%
24.0%
22.5%
25.0%
a
a
a
a
a
a
a
a
0.3%
1.1%
2.8%
5.9%
11.2%
20.0%
37.1%
46.3%
59.0%
56.8%
Stop-start
(hybrid)
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%
1.8%
3.2%
5.7%
10.6%
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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
a
b
The Environmental Protection Agency did not record market penetration for this technology in this year.
Data for 2021 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–22
The production-weighted average engine displacement of cars in 1975 was 4.73 liters but had declined to 2.29
liters by 2021. 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 1975-2021
(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
2.27
2.26
2018
2.26
2.09
2019
2.27
2.06
2020
2.24
2.02
2021b
2.29
2.13
Annual average percentage change
1975-2021
-1.6%
-1.5%
2011-2021
-1.3%
-2.4%
Source:
U.S. Environmental Protection Agency, The 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
a
b
1 liter = 61.02 cubic inches.
Data for 2021 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–23
The production-weighted engine size of truck sport utility vehicles (SUVs) declined an average of 2.1% per year
from 2011 to 2021, while the engine size of pickups decreased by only 0.8%.
Table 4.17
Production-Weighted Engine Size of New Domestic and Import Light Trucks,
Model Years 1975-2021
(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
2018
2019
2020
2021b
1975-2021
2011-2021
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
4.37
3.36
4.38
3.34
4.31
3.18
4.25
2.95
Annual average percentage change
-0.4%
-1.2%
-0.8%
-1.6%
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
2.93
2.83
2.87
-1.4%
-2.1%
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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
a
b
1 liter = 61.02 cubic inches.
Data for 2021 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–24
The production-weighted loaded vehicle weight of cars declined by 454 lb from 1975 to 2021, while car SUVs
declined by 183 lb.
Table 4.18
Production-Weighted Loaded Vehicle Weighta of New Domestic and Import Cars,
Model Years 1975–2021
(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
2018
2019
2020
2021b
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
3,471
3,535
3,512
3,510
3,603
Annual average percentage change
1975-2021
-0.3%
2011-2021
0.1%
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
3,860
3,739
3,714
3,755
3,817
-0.1%
-0.2%
Source:
U.S. Environmental Protection Agency, The 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
a
b
Loaded vehicle weight is equal to the vehicle’s curb weight plus 300 pounds.
Data for 2021 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–25
The production-weighted loaded vehicle weight of pickups, vans, and truck SUVs increased from 1975 to 2021.
Pickups gained 1,192 lb while vans gained 414 lb and truck SUVs gained 258 lb.
Table 4.19
Production-Weighted Loaded Vehicle Weight a of New Domestic and Import Light Trucks,
Model Years 1975–2021
(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
2018
2019
2020
2021b
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
5,233
5,085
5,126
5,204
Annual average percentage change
1975-2021
0.6%
2011-2021
-0.1%
Van
Truck SUV
0.2%
0.2%
0.1%
-0.4%
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
4,524
4,497
4,487
4,609
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
4,426
4,444
4,448
4,472
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 2021 EPA Automotive Trends Report, EPA-420-R-21-023, November
2021. (Additional resources: https://www.epa.gov/fuel-economy-trends)
a
b
Loaded vehicle weight is equal to the vehicle’s curb weight plus 300 pounds.
Data for 2021 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40—2022
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, Magna
International has the highest share of sales in North America (48%).
Table 4.21
List of Top Twenty Tier 1 Global Suppliers, 2020
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.
ZF Friedrichshafen AG
Magna International, Inc.
Aisin Seiki
Continental AG
Hyundai Mobis
Faurecia
Lear Corp.
Valeo SA
Yazaki Corp.
Sumitomo Electric Industries
BASF
Adient
Tenneco Inc.
Panasonic Automotive Systems Co
Yanfeng
Marelli
Apitiv
JTEKT Corp.
Headquarters
location
Germany
Japan
Germany
Canada
Japan
Germany
Korea
France
United States
France
Japan
Japan
Germany
United States
United States
Japan
China
Japan
Ireland
Japan
North
America
15%
21%
26%
48%
16%
25%
16%
25%
39%
19%
32%
23%
25%
31%
35%
39%
17%
24%
35%
19%
Market share
Europe
45%
10%
46%
44%
10%
48%
13%
47%
37%
46%
17%
Asia
39%
68%
25%
6%
72%
24%
68%
24%
21%
33%
51%
Rest of
World
1%
1%
3%
1%
2%
3%
4%
4%
3%
2%
0%
Total
100%
100%
100%
99%
100%
100%
101%
100%
100%
100%
100%
34%
26%
35%
6%
13%
38%
34%
12%
39%
36%
25%
53%
70%
35%
22%
69%
2%
7%
5%
2%
0%
3%
9%
0%
100%
100%
100%
100%
100%
100%
100%
100%
a
a
a
a
Source:
Crain Communications, Automotive News Supplement, "Top 100 Global Suppliers," June 2021. (Additional
resources: www.autonews.com)
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–28
There are 22 U.S.-based companies in the top 100 automotive global suppliers. Ten of these companies had at least
half of their sales in North America in 2020.
Table 4.22
U.S.-Based Tier 1 Suppliers in the Global Top 100, 2020
Rank
9
14
Company
Lear Corp.
Adient
Percent
North American
sales
39.0%
31.0%
15
Tenneco, Inc.
35.0%
23
BorgWarner, Inc.
31.0%
28
Flex-N-Gate Corp.
81.0%
33
51.0%
47
Dana Holding Corp.
American Axle & Mfg
Holdings, Inc
75.0%
48
Joyson Safety Systems
27.0%
62
Nexteer Automotive
63.0%
64
Piston Group
91.0%
67
Visteon Corp.
24.0%
69
Novelis Inc.
51.0%
70
43.0%
76
Flex
Cooper Standard
Automotive
80
Clarios
29.0%
50.0%
Products
Seating & electrical systems (E-Systems)
Automotive seats
A leading designer, manufacturer & marketer of clean air,
powertrain & ride performance products
Electric drive modules, electric motors, turbochargers,
high-voltage heaters, transfer cases & inverters
Interior & exterior plastics, metal bumpers, towing
devices, structural metal assemblies, forward & signal
lighting, prototyping & sequencing
Drive systems, electrodynamics, gaskets, thermalmanagement products, motion systems & digital solutions
(analytics)
Driveline (including EV) & metal forming components
Steering wheels, seat belts, airbags & integrated safety
solutions
Electric power steering, hydraulic power steering, steering
columns & intermediate shafts, driveline systems, ADAS
& AD enabling technologies
Batteries, cooling modules, brake corners, grilles, shocks,
instrument panels, seat trim & parts, sun visors, shades,
injection molding, brazed evaporator heater cores, HVAC
units.
Digital instrument clusters, displays, Android-based
infotainment systems, domain controllers, advanced
driver-assistance systems (ADAS) & battery management
systems
Flat-rolled aluminum sheet for vehicle structures, body
panels, heat exchangers, heat shields & other automotive
applications
Scalable compute, autonomous sensing, domain control,
gateway modules, infotainment, power
converters/inverters, media hubs, wireless charging,
lighting, overhead consoles, cabin monitoring & actuators
Sealing, fuel & brake delivery & fluid transfer systems
Battery technologies that support virtually every type of
passenger, commercial & recreational vehicle
(conventional to fully electric)
(Continued)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–29
Table 4.22 (Continued)
U.S.-Based Tier 1 Suppliers in the Global Top 100, 2020
Rank
83
Company
Arconic Inc.
Percent
North American
Sales
85.0%
Products
Aluminum sheet for closure panels, hoods & trunks,
bumper systems & crash management systems;
extrusions for drive shafts
Interior & exterior auto-dimming mirrors & full display
mirrors; HomeLink, SmartBeam, aerospace windows &
fire protection products
86
Gentex Corp.
39.0%
90
95
Bridgewater Interiors
Varroc Lighting Systems
100.0%
22.0%
98
Inteva Products
40.0%
99
Gentherm Inc.
41.0%
100
Henniges Automotive
62.0%
Automotive seating systems
Exterior lighting (front & rear) & electronics
Closure systems, interior systems, motors & electronic
systems
Solutions for automotive passenger climate comfort &
convenience, battery thermal management & cell
connecting systems
Automotive sealing systems & anti-vibration
components
Note: Rank based on total global OEM automotive parts sales in 2020.
Source:
Crain Communications, Automotive News Supplement, "Top 100 Global Suppliers," June 2021. (Additional
resources: www.autonews.com)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
4–30
The number of franchised dealerships which sell new light vehicles (cars and light trucks) has declined 46% since
1970. The average number of light vehicle sales per dealer in 2020 dropped to 849, which was the lowest since
2012.
Table 4.23
New Light Vehicle Dealerships and Sales, 1970–2020
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
2019
2020
1970-2020
2010-2020
Number of franchised new
New light vehicle salesb
a
light vehicle dealerships
(thousands)
30,800
9,778
29,600
10,539
27,900
10,909
24,725
14,667
24,825
15,998
25,150
14,797
25,025
15,344
25,000
14,386
24,825
13,849
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
17,107
16,708
17,179
16,802
16,827
16,753
16,919
16,741
16,630
16,623
14,114
Average annual percentage change
-1.2%
0.7%
-1.0%
2.2%
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
993
849
2.0%
3.2%
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 40—2022
4–31
Table 4.24
Conventional Refueling Stations, 1972–2020
Year
1972
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
2020
Number of stations
287,000
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
142,000
Vehicles in operation
(thousands)
106,212
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
281,499
Stations per thousand
vehicles
2.70
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
0.51
Thousand vehicles
per station
0.37
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
1.97
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, 2019 and 2020. 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 40—2022
4–32
In April 2020, the National Highway Traffic Safety Administration and the Environmental Protection Agency issued
joint rulemaking to regulate fuel economy and greenhouse gas emissions for model years (MY) 2021-2026 cars and
light trucks.
Table 4.25
Fuel Economy and Carbon Dioxide Emissions Standards, Model Years 2017–2026
Model year
Cars
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
39.0
40.4
41.9
43.6
44.2
44.9
45.6
46.3
47.0
47.7
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
220
209
197
187
178
175
171
168
167
165
Light trucks
Combined cars and light trucks
Average required fuel economy
(miles per gallon)
29.4
34.0
30.0
34.9
30.5
35.8
31.1
36.9
31.6
36.9
32.1
36.9
32.6
36.9
33.1
37.0
33.6
37.0
34.1
37.0
Average projected emissions compliance levels
(grams per mile)
306
254
293
244
281
236
268
227
257
241
253
241
250
241
248
241
245
240
240
240
Note: 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 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. 85, No. 84, April 30, 2020. (Additional resources: www.nhtsa.gov/fuel-economy)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
Vehicle Footprint by Vehicle Type, Model Years 2008-2020
Model
Year
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020a
Car
45.2
44.9
45.2
45.8
45.4
45.7
46.0
46.0
46.2
46.1
46.7
46.5
46.7
Car SUV
46.2
46.1
46.9
46.9
46.8
47.1
46.5
46.4
46.1
46.5
46.0
46.4
46.9
All Cars
45.3
45.0
45.4
46.0
45.7
45.9
46.1
46.1
46.1
46.2
46.5
46.5
46.8
Pickup
63.0
62.6
63.5
63.9
64.3
65.3
66.2
65.3
64.5
64.8
65.5
65.1
64.4
Van
54.1
54.5
54.2
55.4
54.8
54.8
55.1
54.6
55.2
55.7
55.5
55.1
55.3
Truck
SUV
48.7
48.6
48.3
49.7
49.7
49.7
49.2
49.4
49.1
49.4
49.2
49.5
49.1
All Light
Trucks
54.0
53.8
53.8
54.4
54.5
54.7
55.0
53.9
53.7
53.8
53.9
54.2
53.1
All Light
Vehicles
48.9
47.9
48.5
49.5
48.8
49.1
49.7
49.4
49.5
49.8
50.4
50.8
50.4
Source:
U.S. Environmental Protection Agency, The 2020 EPA Automotive Trends Report, EPA-420-R-21-003, January
2021. (Additional resources: www.epa.gov/fuel-economy-trends)
a
Data for 2020 are preliminary.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 standard methodology 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 on.
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
38.5
39.6
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
38.1
39.2
39.7
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
32.3
33.4
Source:
U.S. Department of Transportation, NHTSA, "Summary of Fuel Economy Performance," Washington, DC, December
2014 and CAFE Public Information Center Reports, September 2020. (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 40—2022
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. Legislation passed in December 2007 changed the CAFE
standard methodology 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 on.
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
29.4
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
28.6
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
32.3
33.4
Source:
U.S. Department of Transportation, NHTSA, "Summary of Fuel Economy Performance," Washington, DC, December
2014 and CAFE Public Information Center Reports, September 2020. (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 40—2022
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 February 2020a
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
2015
2016
2017
Current
dollars
$120,000
$57,970
$5,958,020
$15,564,540
$29,871,815
$31,260,530
$44,519,450
$47,380,515
$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
$33,637,439
$27,486,696
$38,584,106
$37,385,941
$12,922,256
$9,148,425
$23,803,412
$40,013,270
$14,962,382
$21,319,155
$2,289,788
$0
$77,268,703
$79,376,644
2017 constant
dollarsb
$304,812
$142,667
$14,056,110
$35,457,064
$66,808,205
$67,452,299
$92,245,204
$93,660,579
$90,599,906
$76,025,048
$66,890,968
$48,665,022
$52,098,040
$65,602,569
$30,154,806
$55,303,730
$32,692,351
$40,485,188
$72,691,942
$49,144,984
$27,307,284
$20,282,906
$43,648,539
$34,498,407
$46,913,373
$44,197,711
$14,711,840
$10,452,565
$26,757,770
$43,603,167
$15,974,193
$22,432,257
$2,370,880
$0
$78,914,800
$79,376,644
Source:
U.S. Department of Transportation, National Highway Traffic Safety Administration, Summary of Civil Penalties,
February 2020. (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 40—2022
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 40—2022
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 2021 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 2021 Cars with Gas Guzzler Taxesa
Manufacturer
Aston Martin Lagonda
Audi
Audi
Audi
Audi
Audi
Bentley
Bentley
Bentley
Bentley
BMW
BMW
BMW
BMW
BMW
BMW
Bugatti
Bugatti
Chevrolet
Chevrolet
Dodge
Dodge
Dodge
Dodge
Dodge
Dodge
Dodge
Ferrari
Ferrari
Ferrari
Ferrari
Ford
Ford
Ford
Lamborghini
Lamborghini
Lamborghini
Lamborghini
Lamborghini
Maserati
Maserati
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Mercedes-Benz
Porsche
Porsche
Porsche
Model(s)
DBS
R8
R8 2WD
R8 Spyder
R8 Spyder 2WD
S8
Continental GT
Continental GT Convertible
Flying Spur
Flying Spur
M5
M5 Competition
M760i xDrive
M8 Competition Convertible
M8 Competition Gran Coupe
M8 Gran Coupe
Chiron
Chiron Pur Sport
Camero
Camero
Challenger
Challenger SRT
Challenger SRT
Challenger SRT Widebody
Challenger SRT Widebody
Challenger Widebody
Charger SRT Widebody
812 GTS
812 Superfast
F8 Spider
F8 Tributo
Ford GT
Mustang Mach 1
Shelby GT500 Mustang
Aventador Coupe
Aventador Roadster
Huracan
Huracan Spyder
Huracan Spyder 2WD
GHIBLI TROFEO
Quattroporte Trofeo
AMG GT (coupe)
AMG GT (roadster)
AMG GT Black Series
AMG GT C (coupe)
AMG GT C (roadster)
AMG GT R (coupe)
911 Turbo
911 Turbo Cabriolet
911 Turbo S Cabriolet
Size class
Minicompact Cars
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Large Cars
Subcompact Cars
Minicompact Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Large Cars
Subcompact Cars
Midsize Cars
Midsize Cars
Two Seaters
Two Seaters
Subcompact Cars
Subcompact Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Large Cars
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Subcompact Cars
Subcompact Cars
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Midsize Cars
Large Cars
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Two Seaters
Minicompact Cars
Minicompact Cars
Minicompact Cars
Unadjusted
combined
city/highway
fuel economy
22
19
20
19
20
21
19
19
22
19
22
22
20
22
22
22
13
12
19
20
22
20
20
19
20
22
19
17
17
20
21
18
22
18
13
13
19
19
19
20
20
22
21
22
21
22
21
22
22
22
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
Adjusted
combined
city/highway
fuel economy
17
16
17
16
17
16
15
15
17
15
17
17
16
17
17
17
11
10
16
16
17
16
16
15
16
17
15
13
13
16
16
14
17
14
10
10
15
15
15
16
16
17
17
17
17
17
16
17
17
17
4–39
Table 4.31 (Continued)
List of Model Year 2021 Cars with Gas Guzzler Taxesa
Make
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Rolls-Royce
Model(s)
Cullinan
Cullinan Black Badge
Dawn
Dawn Black Badge
Ghost
Ghost EWB
Phantom
Phantom EWB
Wraith Black Badge
Wraith
Size class
Unadjusted
combined
city/highway
fuel economy
Midsize Station Wagons
Midsize Station Wagons
Compact Cars
Compact Cars
Large Cars
Large Cars
Large Cars
Large Cars
Midsize Cars
Midsize Cars
18
18
18
18
18
18
18
18
18
18
Adjusted
combined
city/highway
fuel
economy
14
14
14
14
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 40—2022
4–40
The IRS collected $42 million from those buying model year 2018 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 4.279).
Table 4.32
Tax Receipts from the Sale of Gas Guzzlers, 1980–2018
(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
2018
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
42,000
2018
constant dollarsa
2,255
2,155
4,476
10,135
21,316
92,858
338,307
322,505
247,881
222,027
198,273
218,290
258,087
193,935
108,610
121,105
84,182
75,410
73,483
102,945
103,243
110,878
111,246
172,909
187,167
210,606
251,232
216,419
201,069
116,227
98,114
76,915
80,387
66,076
51,126
62,190
75,853
37,596
42,000
Source:
Ward’s Communications, Detroit, MI, 2020. 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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
5–1
Credit: Vitpho/iStock/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40—2022
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, 1970–2019
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
2019
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
10,328
10,160
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
120,699
124,746
1970-2019
2009-2019
2.1%
2.0%
3.2%
0.4%
Average annual
Fuel use
miles per vehicle
(million gallons)
7,357
3,968
8,177
5,420
9,102
6,923
9,894
7,399
10,581
7,386
11,467
7,523
11,059
7,701
11,257
7,779
11,567
8,357
11,805
8,172
12,328
8,237
12,879
8,488
12,492
9,032
12,481
9,216
12,167
9,409
12,638
9,576
12,540
9,741
12,199
9,372
11,897
9,563
12,701
9,667
13,425
10,321
13,294
8,881
12,732
8,959
12,275
9,501
12,084
9,852
14,781
16,314
15,417
17,144
14,386
16,253
13,477
15,097
13,276
14,214
12,894
14,376
13,116
14,502
13,123
14,894
12,961
14,850
12,958
15,338
12,435
15,600
11,687
16,080
12,278
16,657
Average annual percentage change
1.1%
3.0%
-1.6%
0.2%
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
7.5
7.5
0.2%
0.1%
Source:
U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2019, Washington, DC,
2021, 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 40—2022
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, 1970–2019
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
2019
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
2,906
2,925
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
184,165
175,305
1970-2019
2009-2019
2.4%
1.1%
3.3%
0.4%
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
63,374
30,325
59,929
28,987
Average annual percentage change
0.9%
2.8%
-0.7%
0.3%
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
6.1
6.0
0.5%
0.0%
Source:
U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2019, Washington, DC,
2021, 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 40—2022
b
5–5
Truck sales declined from 2019 to 2020. Trucks under 10,000 lb continue to dominate truck sales.
Table 5.3
New Retail Truck Sales by Gross Vehicle Weight, 1970–2020a
(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
2019
2020
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
9,091
8,189
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
2,819
2,523
1970-2020
1986-2020
2009-2020
4.2%
2.6%
6.8%
3.7%
2.2%
5.2%
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
327
22
85
78
349
22
93
52
Average annual percentage change
8.5%
1.2%
1.0%
-1.9%
10.4%
7.2%d
8.4%
0.4%
8.0%
6.1%
11.6%
6.1%
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
66
51
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
276
192
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
12,765
11,470
0.7%
-2.0%
2.9%
1.5%
1.6%
6.0%
3.8%
2.6%
6.5%
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
1987-2019.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–6
Based on factory sales, the share of diesel medium/heavy trucks sold has declined from 1995 to 2019 for truck gross
vehicle weight rating (GVWR) classes 4 and 5. Class 6 diesel sales share increased in that period and class 8
continued to be nearly 100% diesel. In 2020, possibly due to pandemic disruption, there were very few Class 7
trucks produced (about 20% of the normal annual volume) and all of them were diesel. The result for all class 4
through 8 trucks combined was a decline from 87% diesel share in 1995 to 82% in 2020.
Table 5.4
Diesel Share of Medium and Heavy Truck Sales by Gross Vehicle Weight, 1995–2020a
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
2019
2020
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%
27%
25%
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%
58%
60%
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%
90%
90%
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%
45%
100%
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%
100%
99%
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 40—2022
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%
82%
82%
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.
A new VIUS is planned for 2022 to collect data on 2021 truck activity and characteristics
similar to the previous surveys. Data collection begins in February 2022. Once the data are released
the tables in this chapter will be updated. Internet site for 2022 VIUS: www.bts.gov/vius.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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.
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 40—2022
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 40—2022
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 a 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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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, 2012, and 2017 with improvements in
methodology, sample size, and scope. Final data for the 2017 survey was released in July 2020. 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/cfs
•
www.census.gov/programs-surveys/cfs.html
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–24
Industries covered by the 2017 Commodity Flow Survey (CFS) shipped goods worth over $14 trillion. Compared
to the 1993 CFS, the value of shipments is up 1.2% per year. By value, multiple mode shipments increased 3.5%
per year from 1993 to 2017.
Table 5.15
Value of Goods Shipped in the United States: Comparison of the 1993, 1997, 2002, 2007,
2012, and 2017 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
2017
dollars)
10,605.0
8,735.1
7,607.9
4,431.1
3,110.2
488.1
115.8
82.3
2.3
31.2
2002
(billion
2017
dollars)
11,441.5
9,605.0
8,495.4
5,119.1
3,331.8
423.6
121.7
78.3
1.2
42.3
2007
(billion
2017
dollars)
13,813.9
11,277.1
9,854.6
5,858.6
3,995.9
516.0
135.8
107.6
256.7
165.9
1,222.9
1,039.5
153.3
17.3
6.8
6.0
349.9
173.4
1,444.6
1,307.2
115.6
12.6
2.7
6.5
361.0
203.3
1,470.4
1,345.8
95.2
19.5
4.5
5.2
447.1
425.4
366.0
1993
(billion
2017
dollars)
10,790.0
9,120.0
8,127.2
4,844.9
3,240.7
456.6
113.8
75.2
c
36.5
c
d
d
298.3
472.4
2,206.9
1,846.5
221.3
69.1
16.4
53.6
2012
(billion
2017
dollars)
14,788.8
12,705.1
10,817.4
6,944.5
3,872.9
505.1
322.0
233.7
0.4
64.0
23.8
481.1
579.6
2,082.7
1,802.4
240.0
31.0
8.5
0.7
2017
(billion
dollars)
14,517.8
11,738.0
10,398.9
6,968.2
3,430.7
254.2
243.9
117.3
0.6
120.7
5.3
496.6
344.4
2,777.7
2,117.1
348.0
251.4
43.6
17.5
330.0
1.1
2.1
c
27.2
d
Average
annual
percent
change
(19932017)
1.2%
1.1%
1.0%
1.5%
0.2%
-2.4%
3.2%
1.9%
c
5.1%
c
2.8%
3.1%
3.5%
3.0%
3.5%
11.8%
8.0%
4.6%
-20.0%
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau
of the Census, 1993, 1997, 2002, 2007, 2012, and 2017 Commodity Flow Surveys, Table 1a. (Additional
resources: https://www.bts.gov/topics/commodity-flow-survey-data-and-reports)
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 40—2022
5–25
Industries covered by the 2017 Commodity Flow Survey (CFS) shipped over 12 billion tons of goods nationwide.
About 71% 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,
2012, and 2017 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
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
3.1
483.6
225.7
18.9
40.6
68
79.2
18.9
4.5
618.2
216.7
23.7
54.2
33.2
79.3
26.2
3.8
685.0
216.7
25.5
43.0
23.3
105.1
19.8
3.6
650.9
573.7
33.9
225.6
145.5
54.9
113.8
540.5
436.5
364.6
271.6
1993
(millions)
9,688.50
8,922.30
6,385.90
2,808.30
3,543.50
1,544.10
505.4
362.5
33
109.9
c
c
c
17.8
42.5
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
2017
(millions)
12,468.9
11,604.8
8,843.3
5,232.0
3,611.3
1,251.2
804.4
471.9
41.9
268.6
22.0
8.0
697.8
770.5
38.0
471.4
109.9
143.0
8.2
93.6
Average
annual
percent
change
(19932017)
1.1%
1.1%
1.4%
2.6%
0.1%
-0.9%
2.0%
1.1%
1.0%
3.8%
c
4.0%
1.5%
5.2%
3.0%
10.8%
2.0%
2.5%
-3.4%
-7.0%
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau
of the Census, 1993, 1997, 2002, 2007, 2012, and 2017 Commodity Flow Survey, Table 1a. (Additional resources:
https://www.bts.gov/topics/commodity-flow-survey-data-and-reports)
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 40—2022
5–26
Industries covered by the 2017 Commodity Flow Survey (CFS) accounted for 3.1 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 2017.
Table 5.17
Ton-Miles of Freight in the United States: Comparison of the 1993, 1997, 2002, 2007,
2012, and 2017 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
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
2017
(billions)
3,116.9
2,479.6
1,327.1
1,162.2
164.9
824.8
259.6
177.5
15.6
50.9
15.6
9.8
Average
annual
percent
change
(19932017)
1.1%
0.6%
1.8%
2.6%
-1.5%
-0.6%
-0.2%
0.3%
1.0%
-2.6%
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
225.7
19.0
45.5
32.4
115.0
13.8
416.6
28.0
196.8
98.4
47.1
46.4
271.8
22.7
169.5
48.6
29.2
1.9
637.2
29.8
443.2
51.9
102.7
9.6
5.1%
3.5%
10.8%
1.0%
1.6%
92.6
73.4
44.2
33.8
0.3
0.1
-24.0%
c
c
e
e
e
e
c
3.8%
c
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, 2012, and 2017 Commodity Flow Surveys, Table 1a. (Additional
resources: https://www.bts.gov/topics/commodity-flow-survey-data-and-reports)
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 40—2022
5–27
Industries covered by the 2017 Commodity Flow Survey (CFS) had an average shipment length of 679 miles, a
60% increase from the 1993 survey. For single mode shipments, air had the highest shipment length in 2017; for
multiple modes, truck and rail had the highest length.
Table 5.18
Average Miles per Shipment in the United States: Comparison of the 1993, 1997, 2002, 2007,
2012, and 2017 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
1,182.0
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
2017
(miles)
679
243
206
369
45
579
259
188
304
359
525
1,403
922
922
988
1,562
1,073
953
953
1,177
784
1,075
1,425.0
1
e
e
2
e
Average
annual
percent
change
(1997-2017)
2.0%
0.9%
1.5%
-1.0%
-0.6%
-1.2%
c
c
-2.3%
-6.6%
c
0.0%
c
1.1%
1.1%
-0.7%
-2.4%
2.3%
1.2%
-20.3%
Source:
U.S. Department of Transportation, Bureau of Transportation Statistics and U.S. Department of Commerce, Bureau
of the Census, 1993, 1997, 2002, 2007, 2012, and 2017 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 40—2022
5–28
Freight Analysis Framework
The Freight Analysis Framework is a combination of sources drawn together to create a
comprehensive picture of freight movement in the U.S. in terms of tonnage, value, and ton-miles.
Data are available by origin, destination, commodity type, distance band, and mode. FAF origin
and destination data include state level or major metropolitan area. The sources of data for FAF
are the Commodity Flow Survey, international trade data from the Census Bureau, and other data
sources from agriculture, extraction, utility, construction, service, and other sectors.
Historically, FAF data are available for 1997, 2002, 2007, 2012, with estimated data for
2013-2018, and forecasted data from 2020-2045. A new version, FAF5, will be released in 2021
since the 2017 Commodity Flow Survey data were finalized in late 2020.
For additional information on FAF, see the website: faf.ornl.gov/fafweb.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–29
For shipments of 100 miles or less, trucks moved 7.5 billion tons of freight in 2018. Trucks moved more tons than
other modes for all shipments less than 1,000 miles while rail moved more tons in shipments from 1,000-2,000
miles in length. More than 18 billion tons of freight were shipped in 2018.
Table 5.19
Tons of Freight Moved in the United States by Mode and Distance Band, 2018
(thousand tons)
Mode
Truck
Rail
Water
Air (include truck-air)
Pipeline
Multiple modes & mail
No domestic mode
Other and unknown
Total
Below
100
7,547,034
248,774
371,926
33
983,057
39,928
182,396
28,617
9,401,764
100 - 249
1,938,958
178,853
124,936
110
726,167
118,820
103
9,355
3,097,303
250 - 499
1,382,656
257,704
150,171
1,753
1,094,492
99,677
0
307
2,986,761
Distance Banda (miles)
1,000 500 - 749
750 - 999
1,499
471,600
208,938
204,947
241,153
197,526
391,104
43,223
39,839
54,992
886
588
659
307,404
121,052
109,975
56,293
40,155
63,687
0
0
0
48
103
124
1,120,608
608,201
825,488
1,500 2,000
89,384
190,039
20,365
568
3,354
27,000
0
46
330,756
Over
2,000
76,644
76,447
32,453
1,175
209
58,212
0
35
245,175
Total
11,920,161
1,781,599
837,905
5,772
3,345,711
503,773
182,499
38,636
18,616,056
Note: Includes total flows moved between domestic origins and destinations and includes both domestic and
foreign shipments. Mode of transportation is the mode used from zone of entry to the domestic destination, domestic
origin to domestic destination, and domestic origin to zone of exit.
Source:
U.S. Department of Transportation, Freight Analysis Framework Version 4.5.1.
Freight shipments categorized by origin to destination Great Circle Distance, which is commonly called
“as-the-crow-flies.”
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–30
Table 5.20
Top Ten Commodities Moved in the United States by Weight, Ton-miles, and Value, 2018
Weight
Commodity
Coal-not elsewhere classified
Gravel
Gasoline
Cereal grains
Crude petroleum
Non-metallic mineral products
Fuel oils
Coal
Natural sands
Other foodstuffs
Ton-Miles
Commodity
Coal-not elsewhere classified
Coal
Crude petroleum
Cereal grains
Other foodstuffs
Other agricultural products
Non-metallic mineral products
Gasoline
Basic chemicals
Gravel
Value
Commodity
Electronics
Motorized vehicles
Mixed freight
Gasoline
Machinery
Coal-not elsewhere classified
Pharmaceuticals
Fuel oils
Miscellaneous manufacturing
products
Crude petroleum
Billion Tons
2.50
2.10
1.24
1.22
1.16
1.11
0.99
0.84
0.83
0.68
Billion Ton-miles
758.5
563.2
533.0
312.8
261.9
188.7
175.3
169.5
158.0
146.2
Trillion dollars
1.65
1.59
1.48
1.13
1.05
0.86
0.85
0.83
0.76
0.72
Note: Commodities are based on Standard Classification of Transported Goods (SCTG) codes. See the Census
Bureau web site for commodity details: bhs.econ.census.gov/bhsphpext/brdsearch/scs_code.html.
Source:
U.S. Department of Transportation, Freight Analysis Framework Version 4.5.1. (Additional information:
faf.ornl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–31
The Freight Analysis Framework compiles data from a variety of sources to create a comprehensive picture of
freight movement in the United States.
Table 5.21
U.S. Freight Ton-Miles by State, 2018
(million ton-miles)
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
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
Within the
given state
15,296.2
12,164.5
10,467.1
11,566.6
120,177.2
14,224.8
2,027.8
603.8
10.5
58,371.1
16,988.7
1,281.8
5,461.0
28,859.7
14,303.9
10,372.0
13,632.4
11,289.9
52,236.5
1,704.3
3,980.1
3,049.7
19,460.5
18,890.0
12,170.8
9,756.8
7,735.7
7,491.8
2,168.8
716.5
5,276.6
7,027.7
17,480.6
12,667.7
10,721.3
22,549.9
19,874.6
6,936.1
45,571.6
254.9
4,954.4
4,814.7
8,173.7
298,078.8
5,251.0
710.3
12,112.8
22,893.6
3,470.8
17,603.5
21,982.8
Outbound from
the given state
76,900.4
90,948.9
30,917.0
46,243.0
228,830.9
71,743.8
23,645.5
4,887.0
1,363.9
59,097.3
77,710.3
5,566.5
41,877.9
187,645.6
86,135.9
118,939.0
91,564.4
92,089.2
181,661.5
12,759.4
20,098.2
19,536.6
101,238.1
153,727.0
59,885.3
63,987.1
82,163.7
106,399.4
16,572.9
4,872.4
60,862.1
45,408.6
64,085.1
52,803.9
227,555.7
109,557.3
96,799.5
42,452.7
110,601.0
3,725.7
38,770.3
37,006.4
65,054.5
386,177.1
40,315.0
4,253.0
38,986.9
74,095.3
75,954.4
65,371.9
416,957.6
Inbound to the
given state
82,542.3
5,329.6
58,460.2
52,384.9
386,860.0
62,849.4
18,575.6
16,970.8
762.5
121,180.0
114,734.5
10,578.3
20,223.8
246,414.4
118,948.0
76,112.8
71,668.5
88,904.7
235,952.8
7,910.0
38,511.4
30,068.5
158,312.1
137,208.0
70,135.5
110,631.9
22,249.4
60,397.5
25,490.3
8,638.6
85,109.0
22,015.5
87,250.5
81,760.9
39,126.5
159,639.0
77,383.6
56,521.1
122,045.1
3,554.0
61,242.2
16,674.6
78,915.9
488,870.7
35,784.4
3,795.1
76,583.1
118,478.3
32,781.2
87,927.3
21,337.9
Note: Includes total flows moved between domestic origins and destinations and includes both domestic and foreign
shipments.
Source:
U.S. Department of Transportation, Freight Analysis Framework Version 4.5.1.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–32
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, 2021
Source:
Insurance Institute for Highway Safety, Highway Loss Data Institute, “Speed Limits,” August 2021.
(Additional resources: www.iihs.org/iihs/topics/speed/speed-limit-laws)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–33
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 digital version,
July 2020. (Additional resources: www.bts.gov/product/freight-facts-and-figures).
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
5–34
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–1
Credit: Onurdongel/iStock/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40—2022
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 40—2022
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 and again in 2020. All-electric vehicles accounted for 1.7% of the light vehicle market
in 2020.
Table 6.2
Hybrid and Plug-In Vehicle Sales, 1999-2020
Calendar
year
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2000-2020
2011-2020
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
338.1
380.8
454.9
21.4%
6.0%
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
91.2
123.9
85.8
66.2
c
27.0%
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
17,107
2.2%
86.7
17,179
2.0%
104.5
16,827
2.2%
207.1
16,919
2.0%
233.8
16,630
2.3%
240.1
14,114
3.2%
Average annual percentage change
c
-1.0%
42.2%
1.3%
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%
0.5%
0.5%
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%
1.2%
1.4%
1.7%
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, 2021. (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 40—2022
6–5
Trolleybus, heavy rail, and light rail use nearly all alternative fuels. However, the 53.4% of buses using alternative
fuels in 2020 replace a lot of traditional fuel use.
Table 6.3
Transit Vehicle Alternative Fuel Shares by Mode, 1992-2020
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
2019
2020
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%
54.5%
53.4%
Trolleybus
Vanpool
Demand
response
Commuter
rail selfpropelledb
Commuter
rail
locomotiveb
Heavy
railc
Light
raild
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%
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%
17.0%
13.6%
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%
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%
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%
0.4%
0.2%
99.3%
99.5%
99.1%
99.5%
99.5%
99.8%
99.2%
95.0%
98.0%
98.2%
67.9%
98.9%
98.9%
99.5%
11.0%
10.2%
3.6%
10.0%
11.3%
11.6%
16.6%
4.1%
3.2%
1.7%
4.4%
2.5%
2.5%
6.6%
Source:
American Public Transportation Association, 2021 Public Transportation Fact Book, Washington, DC, May 2021,
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 40—2022
6–6
Table 6.4
E85 Flex-Fuel Vehicles Available by Manufacturer, Model Year 2021
Model
Chevrolet Silverado 2WD
Chevrolet Silverado 4WD
Ford Explorer FFV AWD
Ford F150 Pickup 2WD FFV
Ford F150 Pickup 2WD FFV
Ford F150 Pickup 4WD FFV
Ford F150 Pickup 4WD FFV
Ford Transit Connect Van FFV
Ford Transit Connect Wagon LWB FFV
Ford Transit T150 Wagon 2WD FFV
Ford Transit T150 Wagon 4WD FFV
GMC Sierra 2WD
GMC Sierra 4WD
EPA Size Class
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard SUV 4WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 4WD
Special Purpose Vehicle 2WD
Special Purpose Vehicle 2WD
Vans, Passenger Type
Vans, Passenger Type
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Range E85 (Miles)
288/340
288/340
283
382/432
335/378
358/405
311/351
300
300
296
296
288/340
288/340
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: July 29, 2021.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–7
Table 6.5
B20, CNG, and LPG Vehicles Available by Manufacturer, Model Year 2021
Model
Fuela
EPA Size Class
Cadillac Escalade 2WD
B20
Standard SUV 2WD
Cadillac Escalade 4WD
B20
Standard SUV 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 Silverado 2WD
B20
Standard Pick-up Trucks 2WD
Chevrolet Silverado 4WD
B20
Standard Pick-up Trucks 4WD
Chevrolet Suburban 2WD
B20
Standard SUV 2WD
Chevrolet Suburban 4WD
B20
Standard SUV 4WD
Chevrolet Tahoe 2WD
B20
Standard SUV 2WD
Chevrolet Tahoe 4WD
B20
Standard SUV 4WD
Ford F150 Pickup 4WD
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 Sierra 2WD
B20
Standard Pick-up Trucks 2WD
GMC Sierra 4WD
B20
Standard Pick-up Trucks 4WD
GMC Sierra 4WD AT4
B20
Standard Pick-up Trucks 4WD
GMC Yukon 2WD
B20
Standard SUV 2WD
GMC Yukon 4WD
B20
Standard SUV 4WD
GMC Yukon XL 2WD
B20
Standard SUV 2WD
GMC Yukon XL 4WD
B20
Standard SUV 4WD
Jeep Gladiator EcoDiesel 4x4
B20
Standard Pick-up Trucks 4WD
Jeep Gladiator Rubicon EcoDiesel 4x4
B20
Standard Pick-up Trucks 4WD
Jeep Wrangler 4dr EcoDiesel 4x4
B20
Small SUV 4WD
Jeep Wrangler Rubic 4dr EcoDiesel 4x4
B20
Small SUV 4WD
Land Rover Range Rover
B20
Standard SUV 4WD
Land Rover Range Rover Sport
B20
Standard SUV 4WD
RAM 1500 4X2
B20
Standard Pick-up Trucks 2WD
RAM 1500 4X4
B20
Standard Pick-up Trucks 4WD
RAM 1500 HFE 4X2
B20
Standard Pick-up Trucks 2WD
No light vehicles fueled with CNG are available in this model year.
No light vehicles fueled with LPG are available in this model year.
Range (Miles)
ᵃ
ᵃ
483
462
399
648
576
644
616
672
616
529/598
483
462
624
576
576
598
572
713
682
ᵃ
ᵃ
458
421
545
545
598/676
552/624
ᵃ
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 July 29, 2021.
a
All diesel vehicles are capable of using B20.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–8
Table 6.6
Hybrid-Electric Vehicles Available by Manufacturer, Model Year 2021
Model
Acura NSX
Audi A4 allroad quattro
Audi A4 quattro
Audi A4 S line quattro
Audi A5 Cabriolet quattro
Audi A5 quattro
Audi A5 Sportback quattro
Audi A5 Sportback S line quattro
Audi A6 Allroad
Audi A6 quattro 2L
Audi A6 quattro 3L
Audi A7 quattro
Audi A8 3L
Audi A8 4L
Audi Q5
Audi Q5 Sportback
Audi Q7
Audi Q8
Audi RS 6 Avant
Audi RS 7
Audi RS Q8
Audi S6
Audi S7
Audi S8
BMW 540i
BMW 540i xDrive
BMW M340i
BMW M340i xDrive
BMW M440i Convertible
BMW M440i xDrive Coupe
BMW X5 sDrive40i
BMW X5 xDrive40i
BMW X6 sDrive40i
BMW X6 xDrive40i
BMW X7 xDrive40i
Ford Escape AWD HEV
Ford Escape FWD HEV
Ford Explorer HEV AWD
Ford Explorer HEV RWD
Ford F150 Pickup 2WD HEV
Ford F150 Pickup 4WD HEV
Honda Accord
Honda Accord Sport/Touring
Honda CR-V AWD
Honda Insight
Honda Insight Touring
Hyundai Motor Company Elantra Hybrid
Hyundai Motor Company Elantra Hybrid Blue
Hyundai Motor Company Ioniq
Hyundai Motor Company Ioniq Blue
Hyundai Motor Company Santa Fe Hybrid
Hyundai Motor Company Santa Fe Hybrid Blue
Hyundai Motor Company Sonata Hybrid
Hyundai Motor Company Sonata Hybrid Blue
Jaguar E-PACE MHEV
Jaguar F-PACE P340 MHEV
Jaguar F-PACE P400 MHEV
EPA Size Class
Two Seaters
Small Station Wagons
Compact Cars
Compact Cars
Subcompact Cars
Subcompact Cars
Midsize Cars
Midsize Cars
Midsize Station Wagons
Midsize Cars
Midsize Cars
Midsize Cars
Large Cars
Large Cars
Small SUV 4WD
Small SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Midsize Station Wagons
Midsize Cars
Standard SUV 4WD
Midsize Cars
Midsize Cars
Large Cars
Midsize Cars
Midsize Cars
Compact Cars
Compact Cars
Subcompact Cars
Subcompact Cars
Standard SUV 2WD
Standard SUV 4WD
Standard SUV 2WD
Standard SUV 4WD
Standard SUV 4WD
Small SUV 4WD
Small SUV 2WD
Standard SUV 4WD
Standard SUV 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Large Cars
Large Cars
Small SUV 4WD
Midsize Cars
Compact Cars
Midsize Cars
Midsize Cars
Large Cars
Large Cars
Small SUV 4WD
Small SUV 4WD
Large Cars
Large Cars
Small SUV 4WD
Small SUV 4WD
Small SUV 4WD
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
Range (Miles)
ᵃ
398
428
413
ᵃ
ᵃ
ᵃ
ᵃ
ᵃ
502
ᵃ
463
ᵃ
391
462
ᵃ
450
450
ᵃ
ᵃ
ᵃ
ᵃ
ᵃ
ᵃ
ᵃ
468
ᵃ
ᵃ
ᵃ
390
504
504
504
504
460
ᵃ
ᵃ
465
502
765
734
614
550
406
551
509
550
594
ᵃ
ᵃ
ᵃ
ᵃ
620
686
ᵃ
ᵃ
ᵃ
6–9
Table 6.6 (continued)
Hybrid-Electric Vehicles Available by Manufacturer, Model Year 2021
Model
Jeep Wrangler 2dr 4X4
Jeep Wrangler 4dr 4X4
Kia Motors Corporation Niro
Kia Motors Corporation Niro FE
Kia Motors Corporation Niro Touring
Kia Motors Corporation Sorento Hybrid
Land Rover Defender 110 MHEV
Land Rover Defender 90 MHEV
Land Rover Discovery MHEV
Land Rover Range Rover MHEV
Land Rover Range Rover Sport MHEV
Land Rover Range Rover Velar P340 MHEV
Land Rover Range Rover Velar P400 MHEV
Lexus ES 300h
Lexus LC 500h
Lexus LS 500h
Lexus LS 500h AWD
Lexus NX 300h AWD
Lexus RX 450h AWD
Lexus RX 450h L AWD
Lexus UX 250h
Lexus UX 250h AWD
Mercedes-Benz AMG CLS53 4MATIC+
Mercedes-Benz AMG E53 4MATIC+
Mercedes-Benz AMG E53 4MATIC+ (Convertible)
Mercedes-Benz AMG E53 4MATIC+ (Coupe)
Mercedes-Benz AMG GLE 53 4MATIC+
Mercedes-Benz AMG GLE 53 4MATIC+ (coupe)
Mercedes-Benz AMG GLE 63 S 4MATIC+
Mercedes-Benz AMG GLE 63 S 4MATIC+ (coupe)
Mercedes-Benz AMG GLS 63 4MATIC+
Mercedes-Benz AMG GT 43 4MATIC+
Mercedes-Benz AMG GT 53 4MATIC+
Mercedes-Benz CLS 450
Mercedes-Benz CLS 450 4MATIC
Mercedes-Benz E 450 (convertible)
Mercedes-Benz E 450 (coupe)
Mercedes-Benz E 450 4MATIC
Mercedes-Benz E 450 4MATIC (convertible)
Mercedes-Benz E 450 4MATIC (coupe)
Mercedes-Benz E 450 4MATIC All-Terrain (wagon)
Mercedes-Benz GLE 450 4MATIC
Mercedes-Benz GLE 580 4MATIC
Mercedes-Benz GLS 450 4MATIC
Mercedes-Benz GLS 580 4MATIC
Mercedes-Benz GLS 600 4MATIC Maybach
Mercedes-Benz S 500 4MATIC
Mercedes-Benz S 580 4MATIC
Mercedes-Benz S 580 4MATIC Maybach
RAM 1500 3.6L 4X2
RAM 1500 5.7L 4X2
RAM 1500 HFE 4X2
RAM 3.6L 1500 4X4
RAM 5.7L 1500 4X4
Toyota Avalon Hybrid
Toyota Avalon Hybrid XLE
Toyota Camry Hybrid LE
Toyota Camry Hybrid SE/XLE/XSE
Toyota Corolla Hybrid
Toyota Highlander Hybrid
EPA Size Class
Small SUV 4WD
Small SUV 4WD
Small Station Wagons
Small Station Wagons
Small Station Wagons
Small SUV 2WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Small SUV 4WD
Small SUV 4WD
Midsize Cars
Subcompact Cars
Midsize Cars
Midsize Cars
Small SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Compact Cars
Compact Cars
Compact Cars
Midsize Cars
Subcompact Cars
Subcompact Cars
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Compact Cars
Compact Cars
Compact Cars
Compact Cars
Subcompact Cars
Subcompact Cars
Midsize Cars
Subcompact Cars
Subcompact Cars
Midsize Station Wagons
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Large Cars
Large Cars
Large Cars
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 2WD
Standard Pick-up Trucks 4WD
Standard Pick-up Trucks 4WD
Midsize Cars
Midsize Cars
Midsize Cars
Midsize Cars
Compact Cars
Small SUV 2WD
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
Range (Miles)
368
452
ᵃ
ᵃ
ᵃ
ᵃ
ᵃ
ᵃ
ᵃ
550
580
ᵃ
ᵃ
581
644
ᵃ
ᵃ
459
516
499
445
413
547
ᵃ
485
418
428
450
360
382
381
ᵃ
ᵃ
ᵃ
ᵃ
435
452
549
435
435
506
518
428
500
428
381
ᵃ
ᵃ
ᵃ
506/572
437/494
ᵃ
483/546
437/494
568
581
686
607
593
616
6–10
Table 6.6 (continued)
Hybrid-Electric Vehicles Available by Manufacturer, Model Year 2021
Toyota Highlander Hybrid AWD
Toyota Highlander Hybrid AWD LTD/PLAT
Toyota Prius
Toyota Prius AWD
Toyota Prius Eco
Toyota RAV4 Hybrid AWD
TOYOTA Sienna AWD
TOYOTA Sienna AWD
Toyota Venza AWD
Standard SUV 4WD
Standard SUV 4WD
Midsize Cars
Midsize Cars
Midsize Cars
Small SUV 4WD
Special Purpose Vehicle, minivan 2WD
Special Purpose Vehicle, minivan 4WD
Small SUV 4WD
598
598
588
519
633
580
648
630
566
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 July 29, 2021.
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–11
Table 6.7
Plug-in Hybrid Vehicles Available by Manufacturer, Model Year 2021
Model
Audi A7 quattro (PHEV)
Audi A8L (PHEV)
Audi Q5 (PHEV)
Bentley Bentayga (PHEV)
BMW 330e (PHEV)
BMW 330e xDrive (PHEV)
BMW 530e (PHEV)
BMW 530e xDrive (PHEV)
BMW 745e xDrive (PHEV)
BMW I3 with Range Extender (PHEV)
BMW I3s with Range Extender (PHEV)
BMW Mini Cooper SE Countryman ALL4 (PHEV)
BMW X3 xDrive30e (PHEV)
BMW X5 xDrive45e (PHEV)
Chrysler Pacifica Hybrid (PHEV)
Ferrari SF90 Stradale Coupe (PHEV)
Ford Escape FWD PHEV
Jeep Wrangler 4dr 4xe (PHEV)
Karma GS-6 PHEV (21-inch wheels)
Karma GS-6 PHEV (22-inch wheels)
Karma Revero GT PHEV (21-inch wheels)
Karma Revero GT PHEV (22-inch wheels)
Kia Niro Plug-in Hybrid
Land Rover Range Rover (PHEV)
Land Rover Range Rover Sport (PHEV)
Lincoln Aviator AWD (PHEV)
Lincoln Corsair AWD (PHEV)
Mitsubishi Outlander PHEV
Polestar Automotive Polestar-1 (PHEV)
Porsche Cayenne e-Hybrid (PHEV)
Porsche Cayenne e-Hybrid Coupe (PHEV)
Porsche Cayenne Turbo S e-Hybrid (PHEV)
Porsche Cayenne Turbo S e-Hybrid Coupe (PHEV)
Porsche Panamera 4 E-Hybrid (PHEV)
Porsche Panamera 4 E-Hybrid Executive (PHEV)
Porsche Panamera 4S E-Hybrid (PHEV)
Porsche Panamera 4S E-Hybrid Executive (PHEV)
Porsche Panamera 4S E-Hybrid Sport Turismo (PHEV)
Porsche Panamera Turbo S E-Hybrid (PHEV)
Porsche Panamera Turbo S E-Hybrid Executive (PHEV)
Porsche Panamera Turbo S E-Hybrid Sport Turismo (PHEV)
Subaru Crosstrek Hybrid AWD (PHEV)
Toyota Prius Prime (PHEV)
Toyota RAV4 Prime AWD (PHEV)
Volvo S60 AWD (PHEV)
Volvo S90 AWD (PHEV)
Volvo V60 AWD (PHEV)
Volvo XC60 AWD (PHEV)
Volvo XC90 AWD (PHEV)
EPA Size Class
Midsize Cars
Large Cars
Small SUV 4WD
Standard SUV 4WD
Compact Cars
Compact Cars
Compact Cars
Compact Cars
Large Cars
Subcompact Cars
Subcompact Cars
Midsize Cars
Small SUV 4WD
Standard SUV 4WD
Minivan 2WD
Two Seaters
Small SUV 2WD
Small SUV 4WD
Subcompact Cars
Subcompact Cars
Subcompact Cars
Subcompact Cars
Small Station Wagons
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Small SUV 4WD
Small SUV 4WD
Minicompact Cars
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Large Cars
Small SUV 4WD
Midsize Cars
Small SUV 4WD
Compact Cars
Midsize Cars
Small Station Wagons
Small SUV 4WD
Standard SUV 4WD
Range (Miles)
Elec 24 / Total 416
Elec 18 / Total 397
Elec 19 / Total 378
Elec 18 / Total 372
Elec 23 / Total 302
Elec 20 / Total 271
Elec 21 / Total 323
Elec 19 / Total 302
Elec 17 / Total 270
Elec 126 / Total 72
Elec 126 / Total 72
Elec 18 / Total 280
Elec 18 / Total 318
Elec 31 / Total 373
Elec 32 / Total 487
Elec 9 / Total 320
Elec 37 / Total 487
Elec 22 / Total 346
Elec 61 / Total 266
Elec 54 / Total 224
Elec 61 / Total 266
Elec 54 / Total 224
Elec 26 / Total 530
Elec 19 / Total 461
Elec 19 / Total 461
Elec 21 / Total 443
Elec 28 / Total 400
Elec 24 / Total 292
Elec 52 / Total 417
Elec 17 / Total 414
Elec 17 / Total 414
Elec 15 / Total 359
Elec 15 / Total 359
Elec 19 / Total 463
Elec 19 / Total 463
Elec 19 / Total 461
Elec 19 / Total 461
Elec 19 / Total 461
Elec 17 / Total 413
Elec 17 / Total 413
Elec 17 / Total 413
Elec 17 / Total 464
Elec 25 / Total 618
Elec 42 / Total 558
Elec 22 / Total 485
Elec 21 / Total 473
Elec 22 / Total 485
Elec 19 / Total 502
Elec 18 / Total 505
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 July 29, 2021.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–12
Table 6.8
All-Electric and Fuel Cell Vehicles Available by Manufacturer, Model Year 2021
Model
Audi e-tron
Audi e-tron Sportback
BMW I3 BEV (120 Ah battery)
BMW I3s BEV (120 Ah battery)
Chevy Bolt (BEV)
Ford Mustang Mach-E AWD
Ford Mustang Mach-E AWD Extended
Ford Mustang Mach-E California Route 1 (RWD)
Ford Mustang Mach-E RWD
Ford Mustang Mach-E RWD Extended
Hyundai Ioniq Electric
Hyundai Kona Electric
Jaguar I-Pace EV400
Kandi K27
Kia Niro Electric
Mini Cooper SE Hardtop 2 Door
Nissan Leaf (40 kW-hr battery pack)
Nissan Leaf (62 kW-hr battery pack)
Nissan Leaf SV/SL (62 kW-hr battery pack)
Porsche Taycan Performance Battery
Porsche Taycan Performance Battery Plus
Porsche Taycan 4S Performance Battery
Porsche Taycan 4S Performance Battery Plus
Porsche Taycan Turbo
Porsche Taycan Turbo S
Tesla Model 3 Long Range AWD
Tesla Model 3 Performance AWD
Tesla Model 3 Standard Range Plus RWD
Tesla Model S Long Range
Tesla Model S Performance (19" Wheels)
Tesla Model S Performance (21" Wheels)
Tesla Model S Plaid (21" Wheels)
Tesla Model X Long Range Plus
Tesla Model X Performance (20" Wheels)
Tesla Model X Performance (22" Wheels)
Tesla Model Y Long Range AWD
Tesla Model Y Performance AWD
Tesla Model Y Standard Range Plus RWD
Volkswagen ID.4 1st
Volkswagen ID.4 Pro
Volkswagen ID.4 Pro S
Volvo Polestar 2
Volvo XC40 AWD BEV
Honda Clarity
Hyundai Nexo
Hyundai Nexo Blue
Toyota Mirai Limited
Toyota Mirai XLE
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
EV
EV
EV
EV
EV
EV
EV
FCEV
FCEV
FCEV
FCEV
FCEV
EPA Size Class
Standard SUV 4WD
Standard SUV 4WD
Subcompact Cars
Subcompact Cars
Small Station Wagons
Small Station Wagons
Small Station Wagons
Small Station Wagons
Small Station Wagons
Small Station Wagons
Midsize Cars
Small SUV 2WD
Small SUV 4WD
Compact Cars
Small Station Wagons
Subcompact Cars
Midsize Cars
Midsize Cars
Midsize Cars
Compact Cars
Compact Cars
Large Cars
Large Cars
Large Cars
Large Cars
Midsize Cars
Midsize Cars
Midsize Cars
Large Cars
Large Cars
Large Cars
Large Cars
Standard SUV 4WD
Standard SUV 4WD
Standard SUV 4WD
Small SUV 4WD
Small SUV 4WD
Small SUV 2WD
Small SUV 2WD
Small SUV 2WD
Small SUV 2WD
Midsize Cars
Small SUV 4WD
Midsize Cars
Small SUV 2WD
Small SUV 2WD
Compact Cars
Compact Cars
Range (Miles)
222
218
153
153
259
211
270
305
230
300
170
258
234
59
239
110
149
226
215
200
225
199
227
212
201
353
315
263
405
387
334
348
371
341
300
326
303
244
250
260
250
233
208
360
354
380
357
402
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 July 29, 2021.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–13
In 1991 there were only two alternative fuel vehicle (AFV) models on the market which were fueled by M85. In
2020 there were 130 different models of AFV on the market, with 64% of those being electric vehicles which include
plug-in hybrid-electric vehicles. Another 19% of the models available in 2020 were fueled by E85.
Table 6.9
Number of Alternative Fuel Light Vehicle Models Available, 1991–2020
(number of models available)
Model 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
8
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
9
9
1991-2019
2009-2019
c
c
c
25.9%
2019
2020
7
8
7
10
Ethanol
(E85)
0
1
1
1
0
1
1
2
6
8
11
16
22
19
24
22
31
31
36
34
72
62
84
90
84
66
45
53
40
25
Methanol
(M85)
2
2
4
2
2
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Average annual percentage change
c
-3.0%
-100.0%
c
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
51
57
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
2
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
115
128
c
c
55.56%
c
15.5%
13.7%
72
83
4
4
130
130
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, August 2021. (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 40—2022
6–14
Table 6.10
Hybrid-Electric Medium/Heavy Trucks and Buses Available by Manufacturer, 2021
Manufacturer - Model
Ford E350, E450 Cutaway
Ford E350, E450 Stripped Chassis
Ford F-59 Stripped Chassis
Ford Super Duty Chassis Cab F350, F450, F550
Ford Super Duty F250, F350, F450
Ford Transit 250/350 Cargo Van
Ford Transit 250/350 Passenger Van
Ford Transit CC-CA 250, 350
Ford F-59 Stripped Chassis
ENC AXESS 35'
ENC AXESS 40'
ENC E-Z RIDER II 30'
ENC E-Z RIDER II 32'
ENC E-Z RIDER II 35'
Gillig BRT, BRT Plus, Commuter
Gillig Low Floor, Low Floor Plus
Gillig Trolley
Global M4 Hybrid
Hino 195h, 195hDC Hybrid Cab-Over
Hometown Trolley Streetcar
MCI D4000 Hybrid Commuter Coach
MCI D4500 Hybrid Commuter Coach
New Flyer Xcelsior 40'
New Flyer Xcelsior 60'
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 Electric
Hybrid E85 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
Vocational/Cab Chassis
Vocational/Cab Chassis
Vocational/Cab Chassis
Vocational/Cab Chassis
Pickup
Van
Passenger Van/Shuttle Bus
Vocational/Cab Chassis
Vocational/Cab Chassis
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Street Sweeper
Vocational/Cab Chassis
Passenger Van/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, August
2021. (Additional resources: www.afdc.energy.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–15
Table 6.11
Electric-Drive Medium/Heavy Trucks and Buses Available by Manufacturer, 2021
Manufacturer - Model
Ford Super Duty F250, F350, F450
US Hybrid H2Truck
US Hybrid H2Cargo
US Hybrid H2Ride 30
US Hybrid H2Ride 32
Blue Bird All American RE Electric
Blue Bird All American RE Electric Activity
Blue Bird Micro Bird Activity G5 Electric
Blue Bird Micro Bird G5 Electric
Blue Bird Vision Electric
Blue Bird Vision Electric Activity
BYD 23' Electric Motor Coach
BYD 30' Electric transit
BYD 35' Double Decker Electric Bus
BYD 35' Electric Motor Coach
BYD 35' Electric Transit
BYD 40' Electric Motor Coach
BYD 40' Electric Transit
BYD 45' Double Decker Electric Bus
BYD 45' Electric Motor Coach
BYD 60' Electric Transit
BYD 6F
BYD 6R
BYD 8R
BYD 8TT Day Cab
BYD 8Y Terminal Tractor
Chanje V8100 Panel Van
COBUS Industries e.COBUS 2700
COBUS Industries e.COBUS 2700S
COBUS Industries e.COBUS 3000
Collins Bus Type A School Bus (DE516)
Collins Bus Type A School Bus (DE516WF)
Ford E-450 Box Truck
Ford E450 Cutaway
Ford E-450 School Bus
Ford E-450 Shuttle
Ford E-450 Step Van
Ford E450 Stripped Chassis
Ford E-450 Work Truck
Ford F-550 Bus
Ford F-59 School Bus
Ford F-59 Shuttle Bus
Ford F-59 Step Van
Ford F-59 Stripped Chassis
Ford F-650 Box Truck
Ford Transit 250/350 Cargo Van
Ford Transit 250/350 Passenger Van
Ford Transit CC-CA 250, 350
Gillig Low Floor Plus
Global M3 SUPERCHARGED
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
Pickup
Tractor
Step Van
Passenger Van/Shuttle Bus
Passenger Van/Shuttle Bus
School Bus
Passenger Van/Shuttle Bus
Passenger Van/Shuttle Bus
School Bus
School Bus
Passenger Van/Shuttle Bus
Passenger Van/Shuttle Bus
Transit Bus
Transit Bus
Passenger Van/Shuttle Bus
Transit Bus
Passenger Van/Shuttle Bus
Transit Bus
Transit Bus
Passenger Van/Shuttle Bus
Transit Bus
Vocational/Cab Chassis
Refuse
Refuse
Tractor
Tractor
Van
Transit Bus
Transit Bus
Transit Bus
School Bus
School Bus
Vocational/Cab Chassis
Vocational/Cab Chassis
School Bus
Passenger Van/Shuttle Bus
Step Van
Vocational/Cab Chassis
Vocational/Cab Chassis
Passenger Van/Shuttle Bus
School Bus
Passenger Van/Shuttle Bus
Step Van
Vocational/Cab Chassis
Vocational/Cab Chassis
Van
Passenger Van/Shuttle Bus
Vocational/Cab Chassis
Transit Bus
Street Sweeper
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–16
Table 6.11 (Continued)
Electric-Drive Medium/Heavy Trucks and Buses Available by Manufacturer, 2021
Global M4 SUPERCHARGED
GreenPower Motor Co AV Star
GreenPower Motor Co BEAST
GreenPower Motor Co EV250
GreenPower Motor Co EV350
GreenPower Motor Co EV550
GreenPower Motor Co EV Star
GreenPower Motor Co EV Star+
GreenPower Motor Co EV Star Cargo
GreenPower Motor Co EV Star Cargo+
GreenPower Motor Co EV Star CC
Hometown Trolley Commuter
Hometown Trolley Mainstreet
Hometown Trolley Streetcar
Hometown Trolley Urban
Hometown Trolley View
Hometown Trolley Villager
Kalmar Ottawa T2E
Lion Electric LION6
Lion Electric LION8
Lion Electric LION8
Lion Electric LION8T
Lion Electric LIONA
Lion Electric LIONC
Lion Electric LIOND
Lion Electric LIONM
Mack LR
MCI D45 CRT LE CHARGE
MCI J4500e CHARGE
Mercedez-Benz eSprinter
New Flyer Xcelsior CHARGE 35'
New Flyer Xcelsior CHARGE 40'
New Flyer Xcelsior CHARGE 60'
Nova Bus LFSe
Nova Bus LFSe+
Orange EV T Series terminal
Peterbilt 220EV
Peterbilt 520EV
Peterbilt 579EV
Proterra ZX5 35-Foot Bus
Proterra ZX5+ 35-Foot Bus
Proterra ZX5 40-Foot Bus
Proterra ZX5+ 40-Foot Bus
Proterra ZX5MAX 40-Foot Bus
Starcraft Allstar 22
Starcraft E-Quest
Starcraft E-Quest XL
Thomas Built Saf-T-Liner C2 Jouley
Turtle Top Ford - Terra Transit
US Hybrid eCargo
US Hybrid eTruck drayage
Van Hool CX45E
Volvo VNR Electric
Workhorse C-Series
ENC AXESS-FC 35'
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
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Electric
Hydrogen Fuel Cell
Street Sweeper
Passenger Van/Shuttle Bus
School Bus
Transit Bus
Transit Bus
Transit Bus
Passenger Van/Shuttle Bus
Passenger Van/Shuttle Bus
Van
VanVocational/Cab Chassis
Vocational/Cab Chassis
Passenger Van/Shuttle Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Passenger Van/Shuttle Bus
Tractor
Vocational/Cab Chassis
Vocational/Cab Chassis
Refuse
Tractor
School Bus
School Bus
School Bus
Passenger Van/Shuttle Bus
Refuse
Transit Bus
Transit Bus
Van
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Tractor
Vocational/Cab Chassis
Refuse
Tractor
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Transit Bus
Passenger Van/Shuttle Bus
School Bus
School Bus
School Bus
Passenger Van/Shuttle Bus
Step Van
Tractor
Transit Bus
Tractor
Step Van
Transit Bus
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–17
Table 6.11 (Continued)
Electric-Drive Medium/Heavy Trucks and Buses Available by Manufacturer, 2021
ENC AXESS-FC 40'
New Flyer Xcelsior CHARGE H2 40'
New Flyer Xcelsior CHARGE H2 60'
US Hybrid H2Truck
US Hybrid H2Cargo
US Hybrid H2Ride 30
US Hybrid H2Ride 32
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Hydrogen Fuel Cell
Transit Bus
Transit Bus
Transit Bus
Tractor
Step Van
Passenger Van/Shuttle Bus
Passenger Van/Shuttle Bus
Source:
U.S. Department of Energy, Alternative Fuels Data Center website, www.afdc.energy.gov/vehicles/search, August
2021. (Additional resources: www.afdc.energy.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–18
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, 2021
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
75
17
22
6
1
0
7
7
4
8
0
20
7
12
7
3
2
1
27
8
10
157
1
2
0
3
1
2
5
2
26
109
1
10
1
37
5
3
33
0
8
18
1
2
4
33
0
4
0
722
CNG
sites
31
1
29
15
326
33
17
2
2
57
50
0
11
40
32
11
21
9
22
2
15
13
24
22
7
20
1
9
6
4
28
11
55
39
1
52
116
16
90
3
11
0
20
108
46
3
24
25
2
42
8
1,532
E85
sites
33
0
19
66
251
87
3
1
4
110
65
1
5
298
238
333
60
71
22
0
45
7
246
445
4
120
2
88
11
0
7
18
83
99
46
209
74
4
146
0
47
81
91
269
1
0
66
14
38
259
9
4,196
Electric
stations
257
39
791
144
13,891
1486
518
114
278
2,480
1555
388
136
997
342
252
480
177
158
274
1171
1902
781
562
110
1012
70
160
427
152
710
173
2,774
1029
55
847
294
948
1071
227
371
50
674
2,190
847
309
1017
1,711
105
469
65
47,040
Electric charging
outlets
627
69
2,006
425
39,091
3,682
1,373
277
781
6,368
3,842
824
340
2,552
897
528
985
409
383
577
3,142
4,287
1,700
1,297
427
2,116
200
341
1280
322
1,891
425
7,018
2,537
122
1,948
1045
2,360
2,494
576
790
137
1,582
5,145
1,777
837
2,947
4,208
283
910
178
120,358
Hydrogen
sites
0
0
1
0
52
1
1
1
0
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
2
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
67
LNG
sites
2
0
7
0
41
0
0
0
0
3
4
0
0
2
1
0
1
1
1
0
0
1
0
0
2
1
0
1
0
0
0
1
0
1
0
4
0
2
3
0
1
0
4
15
0
0
1
1
0
1
0
102
LPG
sites
70
3
78
35
261
52
20
9
0
139
87
1
24
94
53
33
37
22
50
8
28
30
87
48
73
64
27
27
23
18
13
55
45
80
19
73
122
44
86
5
49
22
66
382
42
1
84
83
14
63
20
2,869
Totals by
Statea
773
73
2,215
558
40,044
3,861
1,415
290
794
6,684
4,052
836
380
3,006
1,228
917
1,111
515
480
588
3,257
4,348
2,069
1,969
514
2,323
230
469
1321
346
1,944
512
7,228
2,865
189
2,298
1358
2,463
2,824
587
931
240
1,771
5,937
1,867
843
3,127
4,365
337
1,279
215
129,846
Source:
U.S. Department of Energy, Alternative Fuels Data Center website,
www.afdc.energy.gov/afdc/fuels/stations counts.html, August 2021. (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 40—2022
6–19
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 are now counted as all other fuels, with a station being one
geographic location where electricity is provided. Previously, the series changed to use the number of charging
plugs in 2011. There were more electric vehicle refueling stations in 2021 than any other alternative fuel.
Table 6.13
Number of Alternative Refuel Stations, 1992–2021
(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
2020
2021
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
2,331
2,110
2,420
2,604
2,551
2,644
2,967
2,931
3,749
3,654
3,510
3,319
3,176
2,956
2,869
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
731
771
803
869
941
1,155
1,290
1,495
1,607
1,730
1,682
1,621
1,576
1,549
1,532
LNG
1992-2021
2011-2021
-0.5%
1.2%
5.2%
5.0%
c
c
c
c
c
72
71
66
46
44
44
36
62
58
40
37
35
38
37
43
43
61
84
103
117
140
137
129
118
106
102
9.0%
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
805
1,325
0
633
1,699
0
660
1,982
0
615
2,296
0
633
2,494
0
690
2,519
0
832
2,616
0
783
2,840
0
713
3,012
0
716
3,095
0
704
3,379
0
680
3,627
0
611
3,786
0
712
3,946
0
722
4,196
0
Average annual percentage change
c
30.2%
-100.0%
c
1.3%
5.3%
Electric
vehicleb
c
Hydrogen
c
c
c
c
c
188
194
310
486
490
558
693
873
830
671
588
465
432
440
484
626
2,100
6,200
8,100
10,712
13,696
17,723
19,792
22,826
26,959
31,738
47,040
7
7
9
14
17
33
51
63
58
56
58
53
51
35
58
63
62
64
63
67
c
c
36.5%
1.8%
c
c
c
c
c
c
c
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
5,692
5,742
6,449
7,111
8,818
13,327
15,942
18,915
22,929
27,116
29,267
32,264
36,290
41,070
56,528
9.9%
20.4%
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.
For all years, an electric vehicle station is one geographic location where electric vehicles can charge..
c
Data are not available.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–20
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, February 2022. (Additional resources: cleancities.energy.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–21
The 2019 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 6.14-6.16 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 40—2022
6–22
In the 2019 California Vehicle Survey, Level 1 and Level 2 charging are still the primary charging type to both
residential and commercial plug-in electric vehicle owners. The commercial plug-in electric vehicle owners were
more likely to report charging DC fast chargers.
Table 6.14
Primary Vehicle Charging Type, 2019 California Vehicle Survey
Plug-in hybrid
electric vehicle
owners
Count
Percent
Charging frequency
Level 1 (120 V)
Level 2 (240 V)
Direct Current (DC) fast charger
Total
156
50
11
217
72%
23%
5%
100%
Level 1 (120 V)
Level 2 (240 V)
Direct Current (DC) fast charger
Total
5
10
3
18
28%
56%
17%
100%
All-electric vehicle
owners
Count
Percent
Residential Vehicle Owners
116
35%
211
63%
8
2%
335
100%
Commercial Vehicle Owners
7
29%
13
54%
4
17%
24
100%
Note: Vehicle owners were asked to name the primary charging type regardless of location.
Source:
2019 California Vehicle Survey, California Energy Commission (2021).
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
Count
Total
Percent
272
261
19
552
49%
47%
3%
100%
12
23
7
42
29%
55%
17%
100%
6–23
California residential plug-in vehicle charging occurs more frequently in the overnight and evening 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,
2019 California Vehicle Survey
Note: All-electric vehicle samples N=249. Plug-in hybrid electric vehicle samples N=153.
Source:
2019 California Vehicle Survey, California Energy Commission (2021). Accessed December 21, 2021,
from https://www.energy.ca.gov/data-reports/surveys/california-vehicle-survey
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–24
California commercial plug-in vehicle patterns showed most charging occurring during morning and overnight
periods. All-electric vehicles were more likely to charge during the overnight time period.
Figure 6.3. Typical Daily Charging Times for Commercial Plug-in Electric Vehicles Onsite,
2019 California Vehicle Survey
Note: Electric vehicles include both all-electric and plug-in hybrid electric vehicles. N=267.
Source:
2019 California Vehicle Survey, California Energy Commission (2021). Accessed December 30, 2021, from
https://www.energy.ca.gov/data-reports/surve
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–25
The 2019 California Vehicle Survey revealed that state rebates and federal tax incentives were the two most
important factors cited by household owners in making it possible to buy or lease a plug-in vehicle.
Table 6.15
Ranking of Important Incentives for Household Acquiring an Electric Vehicle,
2019 California Vehicle Survey
How important were each of the following factors in making it
possible for you to buy or lease your electric vehicle?
Federal tax credit (up to $7,000)
State rebate (up to $2,500)
HOV lane access
Local/utility incentive (rebate or tax incentive, up to $5,000)
Manufacturer/dealer incentives (e.g. low interest rate, cash back)
Parking incentives (employer, business, or government)
The availability of car share/car rental as part of purchase
Share of PEV owners answering
"extremely important"
or "very important"
69%
66%
55%
35%
33%
13%
7%
Source:
2019 California Vehicle Survey, California Energy Commission (2021). Accessed December 21, 2021, from
https://www.energy.ca.gov/data-reports/surveys/california-vehicle-survey
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–26
The 2019 California Vehicle Survey showed the satisfaction of residential and commercial plug-in electric vehicle
owners. Overall, the owners in California were favorable to plug-in electric vehicles. The satisfaction for
residential vehicle owners was higher than for commercial vehicle owners.
Table 6.16
Overall Experience with Plug-in Electric Vehicles, 2019 California Vehicle Survey
Overall experience with the plug-in electric vehicles
I hate it
A failure
Unsatisfactory
Satisfactory
Excellent
Delightful
I love it
Residential
vehicle owners
0.2%
0.2%
1.6%
7.1%
18.4%
10.0%
62.5%
Commercial vehicle
owners
0.7%
0.4%
0.7%
17.6%
24.0%
6.0%
50.6%
Note: The survey had responses from 282 residential vehicle owners and 135 commercial vehicle owners.
Source:
2019 California Vehicle Survey, California Energy Commission (2021). Accessed December 30, 2021, from
https://www.energy.ca.gov/data-reports/surveys/california-vehicle-survey
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
6–27
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 40—2022
6–28
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 40—2022
7–1
Credit: John Coletti/The Image Bank/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 1994–2019
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
2018
2019
1994-2019
2009-2019
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
72,314
73,237
0.3%
1.1%
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
2,543
19,559
4,560
2,566
19,311
4,634
Average annual percentage change
0.7%
0.1%
0.4%
0.9%
-1.1%
0.9%
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
89.2
89.5
0.4%
-0.2%
Source:
American Public Transportation Association, 2021 Public Transportation Fact Book, Washington, DC, May 2021,
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 40—2022
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, 1994–2019
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
2018
2019
1994-2019
2009-2019
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
6,343
b
b
b
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
70,093
73,155
3.8%
0.6%
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
1,702
24,281
1,821
1,629
22,262
1,823
Average annual percentage change
5.2%
1.3%
4.7%
0.6%
0.0%
2.1%
Average
load
factor a
b
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
1.24
1.24
-0.5%
1.0%
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
26.7
28.3
4.5%
2.0%
Note: See Glossary for a detailed definition of demand response.
Source:
American Public Transportation Association, 2020 Public Transportation Fact Book, Washington, DC, March 2020.
(Additional resources: www.apta.com)
Load factor for revenue service.
Data are not available.
c
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 40—2022
c
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, 1984–2019
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
2018
2019
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
7,184
7,209
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
376.6
381.8
1984-2019
2009-2019
1.6%
0.4%
2.4%
1.1%
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
505
12,821
25.4
511
12,928
25.3
Average annual percentage change
1.9%
2.1%
0.2%
0.9%
1.4%
0.5%
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
1,580
1,583
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
20.3
20.5
-0.4%
-0.8%
1.7%
0.6%
Source:
American Public Transportation Association, 2021 Public Transportation Fact Book, Washington, DC, May 2021,
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 40—2022
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 2019 was 1,589 Btu/passenger-mile. Most of these 27 systems used diesel power, but
five systems used both diesel and electricity, and another four systems used only electricity.
Figure 7.1. Energy Intensity of Commuter Rail Systemsa, 2019
Note: Does not include systems classified as hybrid rail, which is a subset of commuter rail operating exclusively
on freight railroad right-of-way.
Source:
U.S. Department of Transportation, 2019 National Transit Database, December 2020. (Additional resources:
www.transit.dot.gov/ntd)
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 40—2022
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 2019 was 779 Btu/passenger-mile.
Figure 7.2. Energy Intensity of Heavy Rail Systemsa, 2019
Source:
U.S. Department of Transportation, 2019 National Transit Database, December 2020. (Additional resources:
www.transit.dot.gov/ntd)
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 40—2022
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 2019 was 1,307 Btu/passenger-mile.
Figure 7.3. Energy Intensity of Light Rail Transit Systemsa, 2019
Source:
U.S. Department of Transportation, 2019 National Transit Database, December 2020. (Additional resources:
www.transit.dot.gov/ntd)
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 40—2022
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, 1970–2019a
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
2019
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
13,046
13,523
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
826.3
842.9
1970-2019
2009-2019
0.5%
0.0%
1.3%
0.8%
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
4,211
19,452
4.6
4,269
19,859
4.7
Average annual percentage change
1.4%
1.0%
-0.6%
0.8%
0.4%
-0.3%
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
844
851
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
16.4
16.9
0.4%
0.2%
1.4%
0.7%
Sources:
American Public Transportation Association, 2021 Public Transportation Fact Book, Washington, DC, May 2021,
Appendix A. (Additional resources: www.apta.com)
Energy use – See Appendix A for Rail Transit Energy Use.
a
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 1977–2019.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40—2022
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 40—2022
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 2020, 35% of Lyft riders did not own or lease a personal vehicle.
Table 7.7
Lyft Ride Hailing Statistics, 2021
Areas served by Lyft, 2021
All U.S. States and the
District of Columbia
Share of drivers that are veterans, 2021
8%
Share of drivers that are female, 2021
21%
Share of drivers that are in a minority group, 2021
69%
Share of drivers that are over the age of 50, 2021
25%
Share of drivers that drive fewer than 20 hours per week, 2021
95%
Share of Lyft riders who do not own or lease a personal vehicle, 2021
45%
Share of Lyft riders that are students, 2021
19%
Share of Lyft riders that are in a minority group, 2021
48%
Share of U.S. population in a minority group, 2020
39%
Median annual household income of Lyft riders, 2021
Share of Lyft trips that start or end in a low-income area, 2021
$54,000
46%
Source:
Lyft, Economic Impact Report 2021, United States, https://www.lyft.com/impact/economic-impact-report, website
accessed September 24, 2021.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 2006–2018
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
2018
955,880
20,344
47.0
8,722,138
67,329
129.5
22,707,000
108,097
210.1
2,206,884
57,947
38.1
4,371,151
57,857
75.6
6,761,688
60,622
111.5
1,625,652
24,210
67.1
1,837,854
26,691
68.9
2,110,111
23,376
90.3
50,700
1,524
33.3
96,600
5,040
19.2
201,000
5,500
36.5
3,500
100
35
7,350
120
61.3
16,892
363
46.5
Note: Data are as of October of each year listed.
Source:
Transportation Sustainability Research Center, University of California, Berkeley, Innovative Mobility: Carsharing
Outlook, Spring 2020. (Additional information: https://tsrc.berkeley.edu/research/shared-mobility)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
7–13
Shared Micromobility
Shared micromobility refers to small fleets of fully or partially human-powered vehicles
including bikes, e-bikes and e-scooters. Many cities in the United States now have some form of
shared micromobility available. Two different sources for shared micromobility data are
highlighted in Table 7.9 and Figures 7.4 through 7.9.
The National Association of City Transportation Officials (NACTO) began collecting data on
U.S. micromobility as early as 2010 and have published the data in annual reports entitled
Shared Micromobility in the U.S. The latest data available are for calendar year 2019. NACTO’s
trip count includes systems with over 150 bikes or scooters and only includes data reported by
105 large cities. It does not include private or closed campus systems like those operating on
university campuses. Data from several cities are combined to report more details on shared
micromobility, such as miles/minutes per trip, reasons for using shared bikes, and mode
replacement data.
In 2019 the North American Bikeshare and Scootershare Association (NABSA) began
publishing a report entitled Shared Micromobility State of the Industry Report. Two reports have
been published, one with 2019 data and another with 2020 data. The scope of this report is all of
North America (Canada, Mexico, United States). The 2020 report includes pandemic-related
data, in addition to industry, vehicle, and trip data. The primary data for this report were
collected through surveys distributed to all known shared micromobility operators and agencies
in North America.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
7–14
In North American micromobility systems, large cities had a higher number of vehicles per system than small and
medium cities in 2020. Utilization of bikes was 158% higher in large cities than in small and medium cities in 2020.
Utilization of e-scooters was 76% higher in large cities.
Table 7.9
North American Shared Micromobility Systems, 2020
Small and Medium
Cities
Bikes
E-scooters
Metric
Bikes
Large
Cities
E-scooters
Number of systems
126
97
43
31
Average vehicles per system
197
241
1,725
704
Average vehicles per 1,000 people
1.2
2
1.6
2.6
Average vehicles per square mile
4.5
7.6
11.6
13.4
Average trips per vehicle per service day
(utilization)
0.4
1.2
1.8
1.6
Median number of operators per city
2
3
Source:
North American Bikeshare and Scootershare Association (NABSA), 2nd Annual Shared Micromobility State of the
Industry Report, 2021. (Additional information: nabsa.net)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
7–15
The number of e-scooters that North Americans had access to decreased from 2019 to 2020, while the number of
e-bikes nearly doubled. There was only a slight decline in the number of available pedal bikes.
Figure 7.4. Shared Micromobility Vehicles in North America, 2019–2020
Source:
North American Bikeshare and Scootershare Association (NABSA), 2nd Annual Shared Micromobility State of the
Industry Report, 2021. (Additional information: nabsa.net)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
7–16
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 40 million
in 2019, with another 10 million electronic e-bike trips in addition. Shared scooter trips were added to the NACTO
study in 2018. There were 86 million scooter trips in 2019 representing 63% of the 136 million shared
micromobility trips taken.
Figure 7.5. Shared Micromobility Trips in the United States, 2010–2019
Notes: Includes systems with over 150 bikes or scooters and only includes data reported by 105 large cities. 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.: 2019, 2020.
(Additional information: nacto.org/shared-micromobility-2019)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
7–17
In the United States, 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 7.6. Reasons for Using Shared Bikes and Scooters in the United States, 2018
Notes: Data were not released for 2019. 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 40—2022
7–18
For shared bikes and scooters, casual users of station-based bikes travel the farthest and for the longest duration.
Figure 7.7. Average Miles per Trip for U.S. Shared Bikes and Scooters, 2019
Note: Based on data from Washington, D.C., Boston, MA, Chicago, IL, San Francisco, CA, and New York, NY.
Source:
National Association of City Transportation Officials (NACTO), Shared Micromobility in the U.S.: 2019, 2020.
(Additional information: nacto.org/shared-micromobility-2019)
Figure 7.8. Average Minutes per Trip for U.S. Shared Bikes and Scooters, 2019
Note: Based on data from Washington, D.C., Boston, MA, Chicago, IL, San Francisco, CA, and New York, NY.
Source:
National Association of City Transportation Officials (NACTO), Shared Micromobility in the U.S.: 2019, 2020.
(Additional information: nacto.org/shared-micromobility-2019)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
7–19
Micromobility users in seven different U.S. cities were asked what mode they would have used to complete their
trip if a dockless bike or scooter had not been available. Just under half (45%) said they would have used a personal
car or ride hail vehicle and another 9% said they would have used transit.
Figure 7.9. Share of U.S. Trips Replaced by Dockless Bikes and Scooters by Mode, 2019
Note: Includes data from surveys in Santa Monica, CA, Alexandria, VA, Bloomington, IN, Brookline, MA,
Hoboken, NJ, Oakland, CA, and San Francisco, CA.
Source:
National Association of City Transportation Officials (NACTO), Shared Micromobility in the U.S.: 2019, 2020.
(Additional information: nacto.org/shared-micromobility-2019)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
7–20
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
8–1
Credit: DKAR Images/Tetra images/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2021
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 2020.
Figure 8.1. Fleet Vehicles in Service as of January 1, 2020
Source:
Bobit Publishing Company, Automotive Fleet Research Department, Automotive Fleet Factbook 2020, Redondo
Beach, CA, 2021.
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 40—2021
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, 2006-2020
(thousands of vehicles)
Year
Commercial
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
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
635.0
626.0
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
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
2,587.0
2,445.0
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
1,780.0
1,217.0
1,630.0
1,168.0
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
475.0
1,778.0
525.0
1,746.0
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
3,632.0
3,424.0
d
d
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
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
4,840.0
4,716.0
Source:
Bobit Publishing Company, Automotive Fleet Research Department, Automotive Fleet Factbook 2020, and annual,
Redondo Beach, CA, 2021. (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 40—2021
8–4
In commercial fleets, pickup trucks stayed in service the longest in 2020—an average of 62 months in 2020.
Commercial fleet vehicles averaged just under 20,500 miles in 2020, a decline from the two previous years.
Table 8.2
Average Length of Time Commercial Fleet Vehicles Are in Service, 2018-2020
Vehicle type
Compact cars
Intermediate cars
Pickup trucks
Minivans
Sport utility vehicles
Full-size vans
2018
38
33
48
46
33
53
Average months in service
2019
41
39
51
40
35
63
2020
47
42
62
48
39
58
Note: Based on data collected from four leading Fleet Management companies.
Source:
Bobit Publishing Company, Automotive Fleet, Redondo Beach, CA, December 2018, January 2020, and November
2020. (Additional resources: www.automotive-fleet.com)
Table 8.3
Average Annual Vehicle-Miles of Travel for Commercial Fleet Vehicles, 2018-2020
Vehicle type
Compact cars
Intermediate cars
Pickup trucks
Minivans
Sport utility vehicles
Full-size vans
2018
21,168
23,412
23,340
23,940
22,800
21,888
Average annual miles of travel
2019
20,832
20,688
25,680
23,244
21,396
23,520
2020
22,644
20,940
22,056
18,636
20,124
18,684
Source:
Bobit Publishing Company, Automotive Fleet, Redondo Beach, CA, December 2018, January 2020, and November
2020. (Additional resources: www.automotive-fleet.com)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2021
8–5
These data, which apply to domestic Federal fleet vehicles, indicate that sedans have the highest average annual
miles per vehicle, followed closely by sport utility vehicles (SUVs).
Figure 8.2. Average Miles per Domestic Federal Vehicle by Vehicle Type, 2019
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 2019 Federal Fleet Report, Washington,
DC, 2020, Table 4-2. (Additional resources: www.gsa.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2021
8–6
The Federal Government vehicle inventory includes 21% more light trucks than passenger vehicles.
Table 8.4
Federal Government Vehicle Inventory, FY 2001-2019
Vehicle Type
Passenger vehicles
2001
Low-speed electric vehicle
2005
2010
2015
2017
2018
2019
0
0
3,029
3,686
2,369
2,931
2,790
5,462
2,401
6,797
27,356
27,566
25,977
25,752
Compact
60,938
58,284
46,489
38,766
38,043
38,674
38,138
Midsize
36,921
36,656
48,242
24,775
24,558
22,656
23,158
Large
11,107
15,966
10,063
7,150
3,516
2,929
2,642
116
191
412
83
52
3
3
56,563
42,109
41,676
37,448
32,379
31,734
31,779
727
13,252
15,218
14,617
15,364
15,266
15,860
40,842
50,445
66,316
73,203
75,850
75,117
78,517
Subcompact
Limousines
Light duty passenger vans
Medium duty passenger vans
Light duty SUVs
Medium duty SUVs
0
6,096
11,117
8,235
6,284
5,780
5,588
212,676
225,400
249,359
235,319
225,981
221,067
224,227
Light trucks 4x2
227,937
243,477
241,011
232,914
223,558
221,874
216,308
Light trucks 4x4
29,975
35,417
40,105
49,079
50,092
53,430
55,344
Medium trucks
88,993
83,747
89,253
79,421
99,079
102,661
101,999
Heavy trucks
27,988
35,230
32,760
34,049
33,585
36,827
38,837
Ambulances
1,819
1,580
1,480
1,349
1,385
903
847
Buses
6,726
7,837
8,186
8,173
7,238
7,783
7,485
383,438
407,288
412,795
404,985
414,937
423,478
420,820
596,114
632,688
662,154
640,304
640,918
644,545
645,047
Total passenger vehicles
Trucks and other vehicles
Total trucks and other vehicles
GRAND TOTAL ALL
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 2019 Federal Fleet Report, Washington, DC, 2020,
Tables 2-5T and 2-6T. (Additional resources: www.gsa.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2021
8–7
Table 8.5
Federal Fleet Vehicle Acquisitions
by Fuel Type, FY 2002–2019
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
2010
26,547
4,853
0
0
4,136
27
0
60
26,789
1,376
0
2
0
4
63,794
2015
17,080
2,500
0
263
6,215
7
0
241
24,651
231
0
6
0
0
51,194
2016
30,311
3,147
38
86
6,136
11
0
67
27,243
180
0
9
0
0
67,228
2017
23,312
4,475
945
191
5,626
10
0
12
24,110
303
0
2
0
0
58,986
2018
26,309
4,814
1672
302
5,970
23
1
11
15,252
194
0
1
0
0
54,549
2019
21,445
3,207
1128
212
7,339
8
3
14
17,306
167
0
1
0
0
50,830
Source:
U.S. General Services Administration, Federal Vehicle Policy Division, FY 2019 Federal Fleet Report, Washington,
DC, 2020, Table 5-4. (Additional resources: www.gsa.gov)
Table 8.6
Fuel Consumed by Federal Government Fleets, FY 2000–2019
(thousand gasoline equivalent gallons)
2016
2017
0
150
13,512
7
315,043
69,990
397
86
4,404
0
19
0
231
11,942
4
305,978
72,351
357
64
4,206
155
190
0
239
10,431
0
2018
307,561
57,593
280
31
2,256
115
201
0
236
10,446
0
2019
312,172
62,291
117
39
1,946
48
200
0
256
9,323
0
0
0
0
0
0
Gasoline
Diesel
CNG
Electricity
Biodiesel (B20)
Biodiesel (B100)d
Methanol/M-85
LPG
Ethanol/E-85
LNG
Hydrogen
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
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
2015
310,416
66,736
400
197
4,722
11
0
Total
356,491
366,320
393,961
414,548
Source:
U.S. General Services Administration, Federal Vehicle Policy Division, FY 2019 Federal Fleet Report, Washington,
DC, 2020, 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 40—2021
8–8
The U.S. Postal Service owned 44.2% of all federal light trucks.
Table 8.7
Federal Government Vehicles by Agency, FY 2019
Department or agency
CIVILIAN
American Battle Monuments Commission
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
Federal Trade 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 Dist of Columbia
Small Business Administration
Smithsonian Institution
Social Security Administration
Tennessee Valley Authority
US Agency for Global Media
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
22
55
54
4,602
259
43
750
1,993
9,368
238
16,266
974
1,612
2,107
1,465
1,171
7,866
210
67
0
1
6
1
521
0
4
334
1
0
13
22
0
5
26
17
2
82
16
220
279
0
69
0
50,741
26
30
21
21,683
1,215
39
7,420
2,340
35,753
70
28,501
2,130
10,404
15,976
1,425
3,532
10,640
576
12
56
3
0
2
412
0
4
1,312
36
6
1
240
2
20
15
578
1
78
324
181
1,168
99
475
2
146,808
2
0
0
8,524
412
0
3,818
267
3,861
0
954
252
769
9,223
11
966
1,395
114
0
0
0
0
1
17
0
1
461
10
2
0
181
0
0
0
0
0
1
78
5
941
17
19
0
32,302
0
0
0
2,352
59
0
2,278
77
1,828
0
1,490
536
782
3,388
10
135
1,975
33
0
0
0
0
0
2
0
6
387
7
3
0
68
0
2
0
12
0
0
44
27
143
20
20
0
15,684
50
85
75
37,161
1,945
82
14,266
4,677
50,810
308
47,211
3,892
13,567
30,694
2,911
5,804
21,876
933
79
56
4
6
4
952
0
15
2,494
54
11
14
511
2
27
41
607
3
161
462
433
2,531
136
583
2
245,535
554
1,823
4,372
15,021
6,997
3,255
32,022
6,930
89,693
4,066
2,333
22,186
27,104
17,727
4,888
78,304
178,284
403,396
1,800
525
13,207
12,340
7,913
1,901
37,686
32,858
102,846
649
670
8,919
7,226
3,787
1,791
23,042
7,596
46,322
7,069
5,351
48,684
61,691
36,424
11,835
171,054
225,668
642,257
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 2019 Federal Fleet Report, Washington, DC, 2020, Table 2-1.
(Additional resources: www.gsa.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2021
9–1
Credit: Benjamin Rondel/The Image Bank/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
9–2
The number of vehicles in the United States is growing faster than the population. The growth in vehicle-miles has
slowed to 1% per year from 2009-2019. See Table 9.2 for vehicles per capita and vehicle-miles per capita.
Table 9.1
Population and Vehicle Profile, 1950–2019
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
2018
2019
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
309,322
311,557
313,831
315,994
318,301
320,635
322,941
324,986
326,688
328,240
1950-2019
2009-2019
1.1%
0.7%
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
123,229
258,027
3,025,656
124,587
264,194
3,095,373
125,819
270,566
3,174,408
126,224
275,979
3,212,347
127,586
281,499
3,240,327
128,579
286,884
3,261,772
Average annual percentage change
1.6%
2.8%
2.9%
0.9%
1.4%
1.0%
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
227,558
228,680
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
155,761
157,538
1.9%
0.9%
1.4%
1.2%
Sources:
Resident population and civilian employed persons – U.S. Department of Commerce, Bureau of the Census, Online
Data Retrieval, Washington, DC, 2020. (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 2019, 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 40—2022
9–3
In 2019, vehicles per capita reached a new high of 0.874. Vehicle-miles per capita were over 10,000 miles from
2004 to 2007 but were 9,937 miles in 2019. There were 1.821 vehicles for every employed civilian in the United
States in 2019.
Table 9.2
Vehicles and Vehicle-Miles per Capita, 1950–2019a
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
2018
2019
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
0.803
0.799
0.801
0.800
0.811
0.824
0.838
0.849
0.862
0.874
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
2.206
2.231
1950-2019
2009-2019
1.6%
0.8%
1.2%
0.5%
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
1.237
1.807
1.255
1.821
Average annual percentage change
0.9%
1.3%
0.5%
0.2%
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
9,593
9,470
9,462
9,457
9,506
9,654
9,830
9,885
9,919
9,937
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
14,240
14,263
1.7%
0.3%
1.0%
0.1%
Sources:
Resident population and civilian employed persons – U.S. Department of Commerce, Bureau of the Census, Online
Data Retrieval, Washington, DC, 2021. (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 2019, Table
VM-1 and annual. (Additional resources: www.fhwa.dot.gov)
a
Includes all vehicles (light and heavy).
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 2019 was 1.779.
Table 9.3
Licensed Driver Statistics, 1950–2019a
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
2019
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
0.673
0.680
0.687
0.693
0.697
0.697
1950-2019
2009-2019
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
0.862
1.788
0.846
0.860
1.785
0.851
0.852
1.749
0.842
0.846
1.732
0.840
0.846
1.737
0.830
0.854
1.750
0.825
0.860
1.762
0.819
0.867
1.785
0.817
0.869
1.784
0.808
0.868
1.779
0.797
Average annual percentage change
b
0.3%
-0.8%
0.0%
-0.1%
-0.5%
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
1.461
1.452
0.5%
-0.3%
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, 2021. (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 40—2022
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 peaked in 2018. 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, 1960–2019
(percentage)
1960
1970
1980
1990
2000
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
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%
8.5%
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%
32.5%
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%
37.1%
37.2%
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%
21.9%
21.4%
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)
2010-2019 data – U.S. Bureau of the Census, American Community Survey, 1-year estimates, Table CP04, 2020.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
9–6
2017 National Household Travel Survey Daily Trip Data
The U. S. 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 40—2022
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 40—2022
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 U.S. 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 40—2022
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 40—2022
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 U. S. 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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
9–20
Table 9.15
Characteristics of U.S. Daily per Vehicle Driving by Housing Density, 2017 NHTS
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
Share of
vehicles in
density type
21.5%
19.7%
14.1%
19.8%
16.3%
6.3%
1.8%
0.6%
100.0%
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
Source:
Generated from the 2017 National Household Travel Survey website nhts.ornl.gov.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
Miles
per vehicle
per day
26.8
27.1
26.0
25.0
25.3
25.2
21.8
19.2
25.9
9–21
The ability to charge an electric vehicle (EV) at home depends upon access to electricity. A home with a garage or
carport is more likely to have electricity access close to the vehicle, thus making it more convenient to refuel. Nearly
three-fourths of newly constructed homes and 82% of single-unit dwellings had a garage or carport in 2019.
Table 9.16
Housing Unit Characteristics, 2019
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
Geographic location (Census Region)
Northeast
Midwest
South
West
Urban/Rural location
Rural
Urban, adjacent to metropolitan area
Metropolitan area
Household Income
Less than $10,000
$10,000 to $19,999
$20,000 to $29,999
$30,000 to $39,999
$40,000 to $49,999
$50,000 to $59,999
$60,000 to $79,999
$80,000 to $99,999
$100,000 to $119,999
$120,000 or more
Household Race
White only
Black only
American Indian or Alaska Native only
Asian only
Pacific Islander only
Two or more races
Tenure
Owner
Renter
All occupied units
Share of occupied
housing units
0.8%
Percent with garage or
carport
2.0%
97.2%
73.4%
71.4%
66.6%
69.1%
25.3%
5.4%
0.1%
82.2%
30.3%
39.7%
17.8%
22.0%
37.7%
22.5%
52.2%
75.1%
60.9%
79.7%
1.5%
13.8%
84.7%
62.2%
65.0%
67.1%
8.3%
8.3%
8.4%
8.9%
7.8%
7.5%
12.7%
9.3%
7.4%
21.3%
43.8%
45.2%
52.2%
59.1%
61.1%
64.1%
70.4%
75.8%
80.6%
84.9%
78.1%
13.8%
1.2%
5.1%
0.3%
1.5%
70.2%
46.4%
49.0%
73.8%
67.2%
60.4%
64.0%
36.0%
124,135,000 units
81.7%
40.0%
66.7%
a
Note: The American Housing Survey is updated every two years.
Source:
U.S. Bureau of the Census, 2019 American Housing Survey, Table Creator, accessed September 22,
2021. (Additional information: www.census.gov/programs-surveys/ahs)
a
Data withheld.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
9–22
Trips to and from work by 21 different modes averaged 11.45 miles and 26.58 minutes in 2017. Sixty-two percent
of workers traveled less than 30 minutes to work in 2019.
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 / streetcar
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 2019
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
2019
25.5%
36.0%
16.8%
12.3%
9.3%
26.9
Sources:
1990-2000 – U.S. Bureau of the Census, Journey to Work: 2000, Tables 1 and 2, 1990-2000, March 2004.
2010-2019 – U.S. Bureau of the Census, 2015-2019 American Community Survey, 5-Year Estimates, Tables S0802
and B08303. (Additional www.census.gov, data.census.gov/cedsci)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
9–23
According to the U.S. Census data, the share of workers who car pooled has dropped from 19.7% in 1980 to 9.0%
in 2019. The share of workers using public transportation declined from 6.2% to 5.0% in the same time period.
Those driving alone and those working at home increased. The average travel time increased by 5.2 minutes from
1980 to 2019. The American Community Survey (ACS) now collects journey-to-work data on an annual basis. It
shows the average commute time as 26.9 minutes in 2019.
Table 9.19
Means of Transportation to Work, 1980, 1990, 2000, and 2019
Means of transportation
Private vehicle
Drove alone
Car pooled
Public transportation
Bus or trolley busa
Streetcar or trolley
Subway or elevated
Railroad
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
cara
Ferryboat
Taxicab
Motorcycle
Bicycle
Walked only
Other means
Worked at home
Total workers
Average travel time (minutes)
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%
3.0%
3,207
2.5%
3,664
2.4%
78
1,755
574
0.1%
1.5%
0.5%
73
1,886
658
0.1%
1.5%
0.5%
120
0.1%
2,890
120
1.9%
0.1%
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%
64
286
238
838
4,074
1,412
7,899
152,736
26.9
0.0%
0.2%
0.2%
0.5%
2.7%
0.9%
5.2%
100.0%
b
1.6%
0.6%
0.2%
0.4%
0.5%
5.6%
0.7%
2.3%
100.0%
2019 ACS
Number of
workers
(thousands)
Share
130,348
85.3%
116,585
76.3%
13,764
9.0%
7,641
5.0%
3,445
4.1%
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
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).
2019 data – U.S. Bureau of the Census, 2015-2019 American Community Survey Five-Year Estimates, "Explore
Census Data," Beta version. (Additional www.census.gov, data.census.gov/cedsci)
a
b
This category was "Bus or streetcar" in 1980.
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
9–24
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 40—2022
9–25
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 40—2022
9–26
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 40—2022
10–1
Credit: Bfk92/E+/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
10–2
Nonhighway transportation modes accounted for 18.7% of total transportation energy use in 2018.
Table 10.1
Nonhighway Energy Use Shares, 1970–2019
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
2019
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%
8.8%
8.9%
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%
4.2%
3.8%
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%
3.7%
2.1%
18.7%
4.0%
2.0%
18.7%
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
26,593
26,826
26,600
Source:
See Appendix A, Section 2.3. Nonhighway Energy Use.
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 40—2022
10–3
These data include ALL international and domestic certificated route air carrier statistics; therefore, the data are
different than those in Chapter 2. The effects of the pandemic are evident in the 2020 data. Revenue passengermiles declined by 64% from 2019 to 2020.
Table 10.2
Summary Statistics for U.S. Domestic and International Certificated
Route Air Carriers (Combined Totals), 1970–2020a
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
2019
2020
1970-2020
2010-2020
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
8,763
5,288
1.5%
-3.6%
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%
1,016,994
1,220,539
143
83.3%
1,061,005
1,259,515
144
84.2%
382,096
655,534
124
58.3%
Average annual percentage change
1.9%
1.8%
0.3%
0.1%
-7.2%
-4.1%
-0.4%
-3.3%
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
42,220
45,352
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
2,531.2
2,592.6
1,549.9
5.1%
2.6%
0.3%
-4.0%
Sources:
U.S. Department of Transportation, Bureau of Transportation Statistics, www.transtats.bts.gov. (Additional
resources: www.bts.gov)
1970–76 Energy Use – U.S. 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 40—2022
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, 1970–2019
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
2019
1970-2019
2009-2019
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
211,749
25,506
210,981
25,566
Average annual percentage change
1.0%
0.0%
-0.6%
0.7%
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
272.8
227.1
1.8%
0.8%
Sources:
U.S. Department of Transportation, Federal Aviation Administration, General Aviation and Part 135 Activity
Surveys, CY 2019, 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 40—2022
10–5
In the early seventies, domestic waterborne commerce accounted for over 60% of total tonnage, but by 1994 foreign
tonnage grew to more than half of all waterborne tonnage. Total foreign and domestic tons shipped reached a peak
of 2.59 billion tons in 2006 and in 2019 were 2.36 billion tons.
Table 10.4
Tonnage Statistics for Domestic and International Waterborne Commerce, 1970–2019
(million tons shipped)
Year
Foreign and domestic
total
1970-2019
2009-2019
0.9%
0.7%
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
2019
1,532
1,695
1,999
1,788
2,164
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
2,438
2,361
Foreign totala
Domestic totalb
581
951
749
946
921
1,077
774
1,014
1,042
1,122
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
1,589
849
1,543
818
Average annual percentage change
2.0%
-0.3%
1.3%
-0.5%
Percent domestic of total
62.1%
55.8%
53.9%
56.7%
51.8%
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%
34.8%
34.6%
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)
2017–2019—U.S. Department of the Army, Corps of Engineers, The U.S. Waterway System, 2019 Transportation
Facts and Information, New Orleans, LA, 2020 and annual.
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 40—2022
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 2019.
Table 10.5
Summary Statistics for Domestic Waterborne Commerce, 1970–2019
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
2019
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
42,138
43,254
1970-2019
2009-2019
1.1%
0.8%
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
492
849
456
818
Average annual percentage change
-0.5%
-0.3%
-0.4%
-0.4%
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
579.5
557.7
-0.2%
0.0%
Sources:
Number of vessels 1970–92, 1995–2018 – U.S. Department of the Army, Corps of Engineers, Waterborne
Transportation Lines of the United States, 2018, 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. 2017–19 – U.S. Department of the Army, Corps of Engineers, The U.S.
Waterway System, 2019 Transportation Facts and Information, New Orleans, LA, 2020. (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 40—2022
10–7
The data displayed in this table come from 1970 to 1998 are from the Environmental Protection Agency’s The
data displayed in this table come from 1970 to 1998 are from the Environmental Protection Agency’s
MOVES2014a model. From 1999-2018, the data are from the updated MOVES2014b model. In 2019 the data are
from MOVES3.0.1 model.
Table 10.6
Recreational Boat Energy Use, 1970–2019
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
2019
Number of boats
(thousands)
10,087
10,337
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
12,569
12,692
1970-2019
2009-2019
0.5%
0.1%
Diesel fuel
Gasoline
(trillion Btu)
5.5
151.7
10.7
156.4
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
40.7
171.4
41.4
171.9
Average annual percentage change
4.2%
0.3%
0.8%
-1.0%
Total energy use
Sources:
1970–1998: U.S. Environmental Protection Agency, MOVES2014a model.
1999–2018: U.S. Environmental Protection Agency, MOVES2014b model.
2019: U.S. Environmental Protection Agency, MOVES3.0.1 model, https://www.epa.gov/moves.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
157.2
167.1
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
212.1
213.3
0.6%
-0.7%
10–8
The Interstate Commerce Commission designates Class I railroads on the basis of annual gross revenues. In 2019,
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, 2019
Railroad
BNSF Railway Company
Union Pacific Railroad Company
CSX Transportation
Norfolk Southern Railway
Grand Trunk Corporation
Soo Line Corporation
Kansas City Southern Railway Company
Total
Revenue ton-miles
(billions)
665
423
199
194
63
38
33
1,615
Percent
41.2%
26.2%
12.3%
12.0%
3.9%
2.4%
2.0%
100.0%
Source:
Association of American Railroads, Railroad Facts, 2020 Edition, Washington, DC, October 2020, p. 64. (Additional
resources: www.aar.org)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
10–9
Revenue ton-miles for Class I freight railroads was about 1.6 trillion in 2019. 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 2019 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 2019.
Table 10.8
Summary Statistics for Class I Freight Railroads, 1970–2019
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
2019
1970-2019
2009-2019
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
26,086
24,597
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
294
270
-0.2%
0.2%
-3.3%
-4.2%
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
477
35,018
1,653
1,046
444
33,242
1,565
1,032
Average annual percentage change
0.1%
0.2%
0.1%
1.4%
0.2%
0.3%
-0.6%
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
1,729,638
1,614,498
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
296
298
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
512.8
480.4
1.5%
0.5%
-1.7%
0.2%
-0.2%
0.7%
Source:
Association of American Railroads, Railroad Facts, 2020 Edition, Washington, DC, October 2020, 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 40—2022
10–10
According to the 2017 Commodity Flow Survey, 18% of all freight ton-miles are rail intermodal shipments
(truck/rail or rail/water). See Table 5.17 for details. Containerization has increased in the last two decades,
evidenced by the 449% increase in the number of containers from 1988 to 2019. The number of trailers moved by
rail fell to an all-time low in 2019.
Table 10.9
Intermodal Rail Traffic, 1965–2019a
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
2018
2019
1965–2019
2009–2019
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
13,721,632
1,142,232
14,472,849
1,319,846
13,732,570
1,116,523
Average annual percentage change
b
4.0%
3.4%
-3.8%
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
12,579,400
13,153,003
12,616,047
b
4.4%
Source:
Association of American Railroads, Railroad Facts, 2020 Edition, Washington, DC, October 2020, 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 40—2022
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 2.5% from 1971 to 2019.
Table 10.10
Summary Statistics for the National Railroad Passenger Corporation (Amtrak), 1971–2019
Year
1971
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
2019
1971-2019
2009-2019
Number of
locomotives
in service
b
355
448
382
318
422
348
292
362
385
385
401
372
442
276
258
319
270
278
274
282
287
485
418
428
423
434
419
431
403
b
3.9%
Number of
passenger
cars
1,165
1,913
2,128
1,818
1,863
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
1,403
1,415
0.4%
1.5%
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
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
37,825
272,540
6,363
38,205
278,889
6,479
Average annual percentage change
1.8%
1.4%
2.5%
0.0%
-0.1%
0.9%
Average
trip length
(miles)
188
224
217
238
273
266
257
255
251
245
243
238
228
231
219
215
220
218
215
217
220
213
218
218
218
218
208
205
200
198
0.1%
-0.9%
Energy intensity
(Btu per revenue
passenger-mile)
Energy
use
(trillion
Btu) a
3,311
2,859
2,237
2,052
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
1,579
1,506
12.4
12.9
10.7
12.4
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
10.0
9.8
b
b
b
b
-1.6%
-0.7%
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.
1994–2019 – 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, 2020 Edition, Washington,
DC, 2020, p. 73.
Energy use – Personal communication with the Amtrak, Washington, DC. (Additional resources: www.amtrak.com,
www.aar.org)
a
Only end-use energy was counted for electricity. Previous editions included primary energy use for electricity
which included generation and distribution losses. 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.
b
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
10–12
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–1
Credit: Artit/EyeEm/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–2
Adjusting Dollar Amounts for Inflation
A dollar spent in 1970 does not have the purchasing power of a dollar spent in 2019 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 2019 dollars” is used in this report for dollar amounts that
have been adjusted to a constant purchasing power (2019, 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 since 1970. Tables in the report with
constant dollars have a footnote indicating which of these inflation adjustment indices were used.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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.
The sharp travel declines in March and April 2020 were due to the COVID-19 pandemic.
Figure 11.1. Transportation Services Index, January 1990–December 2020
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 40—2022
11–4
Table 11.1
Average Annual Expenditures of Households by Income, 2019a
All
households
$63,036
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
13.9%
32.8%
3.0%
17.0%
7.0%
3.3%
5.5%
1.2%
8.2%
4.9%
11.4%
8.7%
132,242
100%
1.9
$50,000–
$69,999
$53,104
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
14.4%
33.7%
2.9%
19.1%
8.1%
4.0%
6.1%
0.9%
8.6%
4.4%
9.2%
7.5%
17,470
13.2%
2.0
Income before taxes
Less than
$15,000–
$30,000–
$15,000
$29,999
$39,999
$26,194
$34,201
$40,942
Percentage of total expendituresb
15.7%
15.3%
15.0%
40.8%
39.1%
36.3%
3.3%
2.7%
2.9%
16.2%
16.1%
18.2%
6.1%
6.1%
6.7%
3.7%
3.4%
4.1%
5.0%
5.6%
6.6%
1.3%
1.0%
0.8%
8.8%
10.8%
9.9%
4.0%
4.4%
4.4%
1.9%
3.3%
5.1%
9.2%
8.4%
8.1%
15,848
19,856
12,991
12.0%
15.0%
9.8%
0.9
1.3
1.6
Income before taxes
$70,000–
$100,000–
$150,000–
$99,999
$149,999
$199,999
$65,814
$85,730
$108,909
Percentage of total expendituresb
13.9%
13.5%
12.7%
32.4%
30.7%
29.9%
2.8%
3.0%
3.2%
18.3%
17.7%
17.5%
7.7%
7.3%
8.0%
3.7%
3.4%
2.9%
5.8%
5.8%
5.2%
1.0%
1.2%
1.3%
8.7%
7.9%
7.0%
4.7%
4.9%
5.2%
11.4%
14.0%
15.9%
7.8%
8.2%
8.6%
19,119
18,225
8,266
14.5%
13.8%
6.3%
2.2
2.6
2.8
$40,000–
$49,999
$47,299
16.1%
35.4%
3.0%
17.7%
6.5%
3.9%
6.1%
1.1%
9.6%
4.1%
6.6%
7.6%
11,208
8.5%
1.7
$200,000
and over
$158,738
11.7%
29.5%
3.0%
13.9%
5.6%
2.0%
4.3%
1.9%
6.5%
6.1%
17.6%
11.7%
9,260
7.0%
3.0
Source:
U.S. Department of Labor, Bureau of Labor Statistics, website: www.bls.gov/cex, September 2020. (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 40—2022
11–5
The average amount of money that a household spends in a year has grown about 11% between 1985 and 2019 in
constant dollar terms. Expenditures on transportation were 19.4% of the total in 1985 but were only 17.0% in
2019. Vehicle purchases made up about 41% of transportation expenditures in 2019, while gas and oil were 19%.
Table 11.2
Annual Household Expenditures for Transportation, 1985-2019
(constant 2019 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
2018
2019
Vehicle
purchases
4,902
5,454
4,537
5,161
4,841
4,247
4,043
3,949
4,094
4,663
4,489
4,761
4,549
4,773
5,228
5,146
5,454
5,369
5,379
4,597
4,639
4,338
4,000
3,271
3,166
3,034
3,033
3,574
3,590
3,565
4,311
3,871
4,228
4,047
4,394
Gas &
Oil
2,485
2,153
1,983
2,018
2,035
2,062
1,873
1,773
1,729
1,708
1,701
1,802
1,768
1,616
1,644
1,954
1,862
1,779
1,880
2,163
2,635
2,824
2,940
3,224
2,367
2,500
3,018
3,069
2,865
2,665
2,254
2,033
2,053
2,147
2,094
1985-2019
2009-2019
-0.3%
3.3%
-0.5%
-1.2%
Other vehicle
Public
Total
expensesb
transportation transportation
3,032
630
11,046
3,205
583
11,395
3,220
583
10,325
3,356
575
11,108
3,431
573
10,880
3,263
593
10,164
3,334
578
9,826
3,291
523
9,534
3,340
563
9,724
3,431
678
10,482
3,461
616
10,268
3,498
697
10,757
3,683
621
10,623
3,584
670
10,642
3,583
626
11,083
3,482
655
11,236
3,532
585
11,432
3,624
574
11,346
3,357
556
11,172
3,201
597
10,558
3,062
586
10,923
2,986
640
10,789
3,196
663
10,799
3,112
609
10,217
3,022
571
9,126
2,889
578
9,001
2,789
586
9,426
2,773
604
10,019
2,836
589
9,881
2,941
627
9,798
2,973
713
10,250
3,072
664
9,639
2,964
743
9,988
2,911
833
9,938
3,474
781
10,742
Average annual percentage change
0.4%
0.6%
-0.1%
1.4%
3.2%
1.6%
Average
annual
household
expenditures
56,967
57,007
55,758
57,029
58,395
56,847
57,226
55,627
55,618
56,479
56,360
57,993
57,576
58,440
60,067
59,739
59,757
60,478
59,387
58,731
60,752
61,375
61,205
59,949
58,472
56,405
56,493
57,282
56,079
57,771
60,380
61,048
62,642
62,333
63,036
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%
15.9%
17.0%
0.3%
0.8%
Source:
U.S. Department of Labor, Bureau of Labor Statistics, Consumer Expenditure Survey, www.bls.gov/cex, September
2020. (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
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 $6 per gallon in 2019.
Table 11.3
Gasoline Pricesa for Selected Countries, 1990–2019
1990
China
Japan
Current dollars per gallon
1995
2000
2005
2010
3.16
1.03
4.43
3.65
India
b
b
South Korea
b
Francec
United Kingdomc
Germanyc
Canada
United Statesd
2015
2019
Average annual
percentage change
1990–2019
b
b
b
4.30
5.18
1.7%
b
b
1.70
4.28
3.71
5.73
b
3.71
4.29
b
b
b
5.28
5.60
5.05
5.80
b
3.63
4.26
3.80
5.46
6.74
5.68
6.39
2.0%
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
6.03
6.12
3.42
2.7%
2.9%
2.1%
1.16
1.15
1.51
2.27
2.78
2.43
2.87
1990
Constant 2019 dollarse per gallon
1995
2000
2005
2010
b
1.73
2.23
4.35
2015
2019
3.2%
Average annual
percentage change
1990–2019
b
b
b
6.72
4.64
5.18
-0.6%
b
b
b
b
China
b
Japan
6.18
7.43
5.42
India
b
b
b
4.86
5.03
b
South Korea
b
b
b
6.91
6.56
5.45
5.18
b
Francec
7.10
7.15
5.64
7.15
7.90
6.12
6.39
-0.4%
United Kingdomc
Germanyc
Canada
5.52
5.38
5.18
3.66
6.64
2.57
6.80
5.12
2.76
7.81
7.53
3.78
8.01
8.33
4.46
6.93
6.35
3.47
6.03
6.12
3.42
0.3%
0.6%
-0.2%
United Statesd
2.27
1.93
2.24
2.97
3.26
2.62
2.87
0.8%
5.60
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:
1990‒2018: International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019. (Additional
resources: www.iea.org)
2019: Organization for Economic Co-operation and Development (OECD) iLibrary, Consumption Tax Trends 2020:
VAT/GST and Excise Rates, Trends and Policy Issues, 2020.
a
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–7
Of these selected countries, the United Kingdom had the highest diesel fuel price average in 2019, while the United
States had the lowest. All of the countries listed except the United States had diesel prices over $4 per gallon in
2019.
Table 11.4
Diesel Fuel Pricesa for Selected Countries, 1990–2019
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
3.42
4.24
3.05
4.38
6.91
4.15
2.22
b
b
3.48
3.99
5.32
1.94
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
b
3.66
4.35
4.83
6.65
4.99
2.71
Constant 2018 dollarsd per gallon
2005
2010
2015
b
2.22
4.28
4.51
5.70
3.95
5.21
5.77
4.69
6.30
6.73
5.21
8.19
8.18
7.17
6.56
7.21
5.39
3.14
3.51
2.92
2019
2019
b
4.45
4.35
6.11
6.35
5.49
2019
b
4.45
4.35
6.11
6.35
5.49
3.07
Average annual
percentage
change
1990–2019
b
3.3%
b
4.3%
4.0%
2.4%
4.0%
Average annual
percentage
change
1990–2019
b
0.9%
b
2.0%
1.6%
0.1%
1.6%
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:
1990‒2018: International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019. (Additional
resources: www.iea.org)
2019: Organization for Economic Co-operation and Development (OECD) iLibrary, Consumption Tax Trends 2020:
VAT/GST and Excise Rates, Trends and Policy Issues, 2020.
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 40—2022
11–8
In 2019 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 2019
Sources:
1990‒2018: International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019. (Additional
resources: www.iea.org)
2019: Organization for Economic Co-operation and Development (OECD) iLibrary, Consumption Tax Trends 2020:
VAT/GST and Excise Rates, Trends and Policy Issues, 2020.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 2019
Note: Data for Canada are not available.
Sources:
1990‒2018: International Energy Agency, Monthly Oil Price Statistics, April 2019, Paris, France, 2019. (Additional
resources: www.iea.org)
2019: Organization for Economic Co-operation and Development (OECD) iLibrary, Consumption Tax Trends 2020:
VAT/GST and Excise Rates, Trends and Policy Issues, 2020.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 declined to 39.8 dollars per barrel in 2020 from a high of
117.2 in 2011 (constant 2020 dollars).
Table 11.5
Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2020
Year
1978
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
2019
2020
1978-2020
2010-2020
Crude oila
Gasolineb
(dollars per barrel)
(dollars per gallon)
Current
Constant 2020c
Current
Constant 2020c
12.5
49.5
0.65
2.59
28.1
88.2
1.22
3.84
26.8
64.3
1.20
2.88
22.2
44.0
1.22
2.41
17.2
29.3
1.21
2.05
20.7
34.2
1.29
2.12
19.0
30.7
1.29
2.08
12.5
19.9
1.12
1.77
17.5
27.2
1.22
1.90
28.3
42.5
1.56
2.35
23.0
33.5
1.53
2.24
24.1
34.7
1.44
2.07
28.5
40.1
1.64
2.30
37.0
50.7
1.92
2.63
50.2
66.6
2.34
3.10
60.2
77.3
2.64
3.38
67.9
84.8
2.85
3.56
94.7
113.9
3.32
3.99
59.3
71.5
2.40
2.90
76.7
91.0
2.84
3.37
101.9
117.2
3.58
4.12
100.9
113.8
3.70
4.17
100.5
111.6
3.58
3.98
92.0
100.6
3.43
3.74
48.4
52.8
2.51
2.74
40.7
43.8
2.20
2.38
50.7
53.5
2.47
2.61
64.4
66.4
2.79
2.88
59.4
60.1
2.70
2.73
39.8
39.8
2.24
2.24
Average annual percentage change
2.8%
-0.5%
3.0%
-0.3%
-6.3%
-7.9%
-2.3%
-4.0%
Ratio of
gasoline price to
crude oil price
2.2
1.8
1.9
2.3
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
1.9
2.4
Sources:
Crude oil – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021,
Washington, DC, Table 9.1.
Gasoline – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021,
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 40—2022
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, 1978–2020
Sources:
Crude oil – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021,
Washington, DC, Table 9.1.
Gasoline – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021,
Washington, DC, Table 9.4. (Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 2000–2020
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 40—2022
11–13
The average price of diesel fuel has been consistently higher than regular gasoline (in constant dollars) since 2005.
Premium gasoline in 2020 averaged 62 cents higher than regular gasoline. Prices for diesel and gasoline declined
substantially in 2016 but rose again in 2017 and 2018 before declining again in 2019 and 2020.
Table 11.6
Retail Prices for Motor Fuel, 1978–2020
(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
2019
2020
1978-2020
2010-2020
Current
c
1.01
1.22
1.07
0.91
1.06
0.98
1.11
1.11
1.24
1.20
1.04
1.12
1.49
1.40
1.32
1.51
1.81
2.40
2.71
2.89
3.80
2.47
2.99
3.84
3.97
3.92
3.83
2.71
2.30
2.65
3.18
3.06
2.55
Constant
2019b
c
3.17
2.93
2.12
1.73
1.96
1.76
1.95
1.88
2.04
1.93
1.66
1.74
2.24
2.05
1.90
2.12
2.48
3.18
3.47
3.60
4.57
2.98
3.55
4.42
4.47
4.36
4.18
2.96
2.48
2.80
3.28
3.09
2.55
Average annual percentage change
2.3%d
-0.5%d
-1.6%
-1.4%
Unleaded regular gasoline
Constant
Current
2018b
0.67
2.66
1.25
3.91
1.20
2.89
1.16
2.30
1.14
2.17
1.13
2.08
1.11
1.98
1.11
1.94
1.15
1.95
1.23
2.03
1.23
1.99
1.06
1.68
1.17
1.81
1.51
2.27
1.46
2.14
1.36
1.95
1.59
2.24
1.88
2.58
2.30
3.04
2.59
3.32
2.80
3.50
3.27
3.93
2.35
2.83
2.79
3.31
3.53
4.06
3.64
4.11
3.53
3.92
3.37
3.68
2.45
2.67
2.14
2.31
2.41
2.54
2.74
2.82
2.64
2.67
2.17
2.17
1.4%
-0.7%
-1.5%
-2.4%
Unleaded premium
gasoline
Constant
Current
2019b
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
3.21
2.79
3.22
2.67
2.51
2.43
2.33
2.28
2.27
2.33
2.28
1.98
2.11
2.54
2.42
2.24
2.50
2.83
3.30
3.60
3.79
4.23
3.15
3.62
4.36
4.42
4.27
4.06
3.13
2.81
3.07
3.37
3.25
2.79
1.7%d
0.6%
-1.0%d
-1.1%
Sources:
Gasoline – U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, March 2021,
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. 1995–2020 from Monthly Energy Review, March 2021,
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 2020.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 1970–2020
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, 2021.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40—2022
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 declined again in 2019 and 2020.
Table 11.7
Refiner Sales Prices for Propane and No. 2 Diesel, 1978–2020
(dollars per gallon, excluding tax)
Propanea
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
2019
2020
1978-2020
2010-2020
No 2. diesel fuel
Constant
Constant
Current
2020b
Current
2020b
0.34
1.33
0.38
1.50
0.48
1.51
0.82
2.57
0.72
1.72
0.79
1.90
0.75
1.48
0.73
1.44
0.73
1.39
0.65
1.23
0.64
1.19
0.62
1.14
0.67
1.21
0.60
1.08
0.53
0.93
0.55
0.97
0.49
0.84
0.56
0.95
0.61
1.00
0.68
1.12
0.55
0.89
0.64
1.04
0.41
0.64
0.49
0.78
0.46
0.71
0.58
0.91
0.60
0.91
0.94
1.41
0.51
0.74
0.84
1.23
0.42
0.60
0.76
1.10
0.58
0.81
0.94
1.33
0.84
1.15
1.24
1.70
1.09
1.44
1.79
2.37
1.36
1.74
2.10
2.69
1.49
1.86
2.27
2.83
1.89
2.27
3.15
3.79
1.22
1.47
1.83
2.21
1.48
1.76
2.31
2.75
1.71
1.97
3.12
3.59
1.14
1.28
3.20
3.61
1.03
1.14
3.12
3.47
1.10
1.20
2.92
3.20
0.48
0.53
1.82
1.99
0.50
0.54
1.51
1.63
0.77
0.82
1.81
1.91
0.93
0.95
2.26
2.33
0.60
0.61
2.11
2.14
0.50
0.50
1.49
1.49
Average annual percentage change
1.0%
-2.3%
3.3%
0.0%
-10.3%
-11.8%
-4.3%
-6.0%
Source:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, Washington, DC, April
2021, 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 40—2022
11–17
Prices of finished aviation gasoline (current dollars) dropped in 2009 but then began to climb. After five years of
data withheld, the 2020 price of aviation gasoline was $2.69 per gallon. In 2012 kerosene-type jet fuel reached its
all-time high. Prices were under $2.00 per gallon in 2019 and 2020.
Table 11.8
Refiner Sales Prices for Aviation Gasoline and Jet Fuel, 1978–2020
(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
2019
2020
1978-2020
2010-2020
Finished aviation gasoline
Current
Constant 2020a
0.52
2.05
1.08
3.40
1.20
2.89
1.01
2.39
0.91
2.07
0.89
1.95
1.00
2.08
1.12
2.22
1.05
1.99
1.03
1.89
0.99
1.77
0.96
1.67
1.01
1.71
1.12
1.84
1.13
1.82
0.96
1.52
1.06
1.65
1.31
1.96
1.32
1.93
1.29
1.85
1.49
2.10
1.82
2.49
2.23
2.96
2.68
3.44
2.85
3.56
3.27
3.93
2.44
2.95
3.03
3.59
3.80
4.38
3.97
4.48
3.93
4.37
3.99
4.36
b
b
b
b
b
2.69
4.0%
-1.2%
Kerosene-type jet fuel
Current
Constant 2020a
0.39
1.54
0.87
2.73
0.80
1.91
0.53
1.25
0.54
1.24
0.51
1.12
0.59
1.24
0.77
1.52
0.65
1.24
0.61
1.13
0.58
1.04
0.53
0.93
0.54
0.92
0.65
1.07
0.61
0.99
0.45
0.72
0.54
0.84
0.90
1.35
0.78
1.13
0.72
1.04
0.87
1.23
1.21
1.65
1.74
2.30
2.00
2.57
2.17
2.70
3.05
3.67
1.70
2.06
2.20
2.61
3.05
3.51
3.10
3.50
2.98
3.31
2.77
3.03
b
1.63
1.78
b
1.32
1.42
b
1.63
1.72
b
2.12
2.18
b
1.97
1.99
2.69
1.29
1.29
Average annual percentage change
0.6%
2.9%
-0.4%
-2.9%
-5.2%
-6.8%
Source:
U.S. Department of Energy, Energy Information Administration, Petroleum Data Analysis Tools, Refiner Petroleum
Product Prices by Sales Type, April 2021, Washington, DC. (Additional resources: www.eia.doe.gov)
a
b
Adjusted by the Consumer Price Inflation Index.
EIA withheld value to avoid disclosure of individual company data.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 2020
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 2019, Washington, DC,
2021, Table FE-21B. (Additional resources: www.fhwa.dot.gov)
Public Law 114-41, July 31, 2015. (Additional resources: www.congress.gov)
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 40—2022
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 2021
(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
27.0
9.0
19.0
24.8
57.7
23.6
25.0
23.0
23.5
34.7
29.5
18.5
33.0
50.8
42.2
30.0
25.0
26.0
20.9
31.4
36.5
26.9
37.2
30.6
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
32.8
29.6
23.8
23.8
50.8
18.9
33.0
36.4
23.0
38.5
20.0
36.0
58.7
35.1
24.8
30.0
27.4
20.0
32.1
30.5
21.8
52.2
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 26, 2021. (Additional resources: https://www.eia.gov/petroleum/marketing/monthly/xls/fueltaxes.xls)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–20
Federal, state, and local jurisdictions have laws and incentives for alternative fuels production and use.
Table 11.11
Federal, State, and Local Alternative Fuel Incentives, 2020
(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
Total
Biodiesel
35
3
1
4
4
14
8
3
2
3
6
4
8
4
11
12
10
7
7
6
4
1
5
2
7
3
6
7
2
5
4
3
11
2
10
10
5
8
9
3
4
7
7
5
5
2
2
13
11
4
12
4
335
Ethanol
29
3
2
4
3
13
6
4
2
4
5
4
8
2
9
9
12
12
7
4
3
1
3
1
9
3
6
7
5
4
1
2
7
2
9
7
5
10
10
3
3
5
9
6
6
1
1
12
8
4
9
5
309
Natural
Gas
29
5
1
14
5
34
16
6
4
4
4
3
5
3
7
13
7
5
5
8
3
3
7
7
7
8
8
6
6
7
3
4
11
9
8
2
8
16
10
6
5
5
3
7
15
10
4
15
10
8
9
7
415
Liquefied
petroleum
gas (LPG)
28
4
1
13
4
17
11
4
5
4
3
2
6
3
6
9
5
3
4
8
3
3
6
6
3
6
8
6
3
5
3
3
7
3
7
2
7
11
9
4
3
5
4
3
8
5
2
8
7
5
9
5
309
Electric
vehicles
(EVs)
30
7
5
23
4
123
35
24
10
13
13
6
13
7
14
10
12
3
2
6
12
25
32
12
22
4
7
7
5
16
13
21
14
38
20
3
9
16
33
14
18
7
3
5
18
18
27
25
31
6
16
6
863
Neighborhood
electric
vehicles
(NEVs)
3
0
1
1
0
3
1
0
1
0
1
0
1
2
1
1
1
1
1
1
2
2
1
0
4
1
1
2
1
2
2
1
1
1
0
1
0
1
1
0
3
1
0
1
1
1
1
1
1
1
1
0
56
Hydrogen
fuel cells
27
1
1
11
2
50
9
8
1
7
1
2
9
2
4
5
5
0
2
0
3
4
11
6
2
2
4
4
1
4
1
8
9
7
8
2
4
9
10
6
6
8
1
1
7
6
4
12
13
5
5
2
322
Aftermarket
conversions
6
2
1
0
1
5
2
4
0
1
0
1
0
0
2
4
2
2
1
2
1
1
2
0
0
2
1
1
1
1
2
0
1
3
1
0
1
6
2
3
2
2
0
0
5
2
1
2
1
0
0
1
81
Source:
U.S. Department of Energy, Energy Efficiency and Renewable Energy, Alternative Fuels Data Center. Data
downloaded August 2021. (Additional resources: www.eere.energy.gov/afdc/laws/matrix/tech)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–21
Table 11.12
Federal, State, and Local Advanced Technology Incentives, 2020
(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
Total
Hybrid electric
vehicles (HEV)
10
2
0
3
1
11
3
2
1
1
0
1
3
2
3
5
0
1
0
1
0
0
4
1
2
2
0
2
0
3
0
4
3
6
4
0
2
2
2
1
3
5
2
2
3
4
1
4
1
0
1
1
115
Plug-in hybrid
vehicles
(PHEVs)
27
7
4
19
4
111
30
23
10
11
13
6
13
6
11
10
11
3
2
5
12
22
26
11
21
3
5
7
3
11
12
18
12
36
16
2
7
14
30
12
14
8
3
3
17
16
27
24
28
6
15
6
773
Fuel economy
or efficiency
13
1
1
0
0
7
1
1
1
2
1
0
1
0
3
3
0
0
0
1
2
0
2
0
1
1
0
2
0
0
2
3
2
3
1
0
0
1
1
2
3
0
0
1
1
3
1
2
2
0
0
1
73
Idle reduction
7
3
1
2
1
5
2
2
2
1
1
1
1
0
4
4
1
1
0
0
2
2
4
0
4
1
1
0
1
2
5
1
1
3
3
1
1
2
3
3
4
2
1
1
3
3
3
2
1
2
3
1
105
Connected and
Autonomous
Vehicles
2
1
0
3
1
4
1
1
1
1
1
1
1
1
2
0
1
0
0
0
1
0
2
0
1
0
0
0
1
2
2
1
0
0
1
4
1
3
1
1
0
0
0
1
1
1
1
0
1
0
1
0
49
Othera
8
0
0
1
1
14
3
1
0
2
0
0
1
0
0
2
0
0
1
0
3
1
3
0
1
0
0
0
1
0
3
4
1
5
1
0
0
3
4
1
8
0
1
1
2
3
1
3
1
1
1
0
87
Source:
U.S. Department of Energy, Energy Efficiency and Renewable Energy, Alternative Fuels Data Center. Data
downloaded August 2021. (Additional resources: www.eere.energy.gov/afdc/laws/matrix/tech)
a
Includes Clean Fuel Initiatives and Pollution Prevention.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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). The average price
for cars increased from 2019 to 2020.
Table 11.13
Average Price of a New Car (Domestic and Import), 1970–2020
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
2019
2020
1970-2020
2010-2020
Domestica
Import
Current
Constant 2020
Current
Constant 2020
dollars
dollarsb
dollars
dollarsb
3,706
24,417
2,649
17,457
5,096
24,215
4,367
20,751
7,591
23,554
7,468
23,171
11,576
27,505
12,843
30,514
14,483
28,330
16,615
32,501
15,188
28,509
16,343
30,677
15,635
28,491
18,589
33,872
15,936
28,195
20,230
35,792
16,817
29,011
21,885
37,753
16,797
28,177
23,069
38,699
17,180
27,993
26,049
42,445
17,532
27,927
27,682
44,095
18,488
28,997
28,708
45,026
19,006
29,165
27,485
42,178
19,559
29,038
26,008
38,612
19,995
28,864
25,854
37,322
20,436
29,042
25,616
36,403
19,956
27,727
26,150
36,334
20,500
27,744
25,954
35,127
21,568
28,233
26,635
34,866
22,126
28,059
27,019
34,264
22,255
27,441
27,466
33,866
22,191
26,350
25,854
30,700
22,039
26,264
25,166
29,990
23,769
27,868
27,250
31,949
24,158
27,457
28,269
32,129
24,116
26,854
28,974
32,264
23,916
26,247
29,285
32,138
23,761
25,660
28,171
30,422
24,119
26,337
28,326
30,931
24,476
26,394
28,504
30,737
23,879
25,213
30,992
32,723
23,503
24,224
32,327
33,319
24,685
24,990
31,391
31,778
25,754
25,754
32,378
32,378
Average annual percentage change
4.0%
0.1%
5.1%
1.2%
0.8%
-0.9%
1.7%
0.0%
Current
dollars
3,543
4,961
7,557
11,835
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
24,964
25,196
25,484
25,608
25,530
26,365
27,366
4.2%
0.9%
Total
Constant 2020
dollarsb
23,344
23,576
23,448
28,119
29,405
29,049
29,758
29,782
30,702
30,015
30,150
30,555
31,742
31,766
31,222
30,985
31,074
30,100
29,867
30,124
29,942
29,449
27,823
27,538
29,201
28,949
28,435
27,921
26,959
27,513
27,481
27,038
26,313
26,690
27,366
0.3%
-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, 2021. (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 40—2022
11–23
The average price of a new light truck grew 51% from 1990-2020 in constant dollars terms, and by 199% 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 2020, domestic light truck prices averaged more than $4,000
higher than import prices.
Table 11.14
Average Price of a New Light Trucka (Domestic and Import), 1990-2020
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
2019
2020
1990-2020
2010-2020
Domesticb
Current
Constant
dollars
2020 dollarsc
Current
dollars
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
36,822
37,664
38,301
38,824
39,748
41,880
37,042
36,708
36,474
35,732
35,507
35,952
33,565
35,091
37,902
37,930
37,904
38,161
38,654
40,208
40,615
40,440
40,016
40,239
41,880
d
d
2.6%
0.9%
d
Import
Constant
2020 dollarsc
d
26,753
38,019
28,604
39,743
28,760
38,924
29,543
38,673
29,611
37,551
29,817
36,765
29,958
35,573
29,072
34,645
32,305
37,876
33,317
37,867
34,136
38,011
33,766
37,056
34,204
36,937
33,681
36,778
33,496
36,120
33,741
35,625
35,043
36,118
35,142
35,575
36,181
36,181
Average Annual Percentage Change
d
d
1.1%
-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
36,256
36,815
37,308
37,948
38,762
40,616
3.7%
2.3%
Total
Constant
2020 dollarsc
26,588
26,512
27,392
27,621
29,018
29,735
31,895
34,689
35,740
36,256
34,685
35,210
37,161
37,118
36,799
36,117
35,822
36,085
33,908
35,012
37,898
37,921
37,920
37,989
38,387
39,589
39,700
39,392
39,112
39,241
40,616
1.4%
0.6%
Source:
U.S. Department of Commerce, Bureau of Economic Analysis, Underlying Detail, Motor Vehicle Output, March
2021 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 40—2022
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 11.4% in 2020 which was down from 18.4% in 2012.
Table 11.15
Car Operating Cost per Mile, 1985–2020
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
2019
2020
1985-2020
2010-2020
milesa
Constant 2020 dollars per 10,000
Variable cost
Fixed cost
Total cost
1,785
4,957
6,742
1,540
5,448
6,987
1,526
5,304
6,830
1,728
6,629
8,357
1,670
6,095
7,764
1,663
6,448
8,111
1,843
6,776
8,619
1,660
6,980
8,641
1,648
6,666
8,314
1,589
6,699
8,288
1,630
6,801
8,432
1,584
6,916
8,500
1,742
7,011
8,753
1,699
7,190
8,888
1,647
7,239
8,886
1,834
7,100
8,934
1,987
6,753
8,741
1,698
7,012
8,710
1,843
6,870
8,712
1,726
7,718
9,444
1,869
7,172
9,040
1,939
6,016
7,954
1,810
5,948
7,758
2,039
6,490
8,529
1,860
6,666
8,527
1,986
6,788
8,774
2,041
6,739
8,780
2,214
6,477
8,691
2,269
6,435
8,703
2,080
6,314
8,394
1,889
6,389
8,278
1,588
6,548
8,136
1,646
5,242
6,888
1,715
5,508
7,223
1,715
5,508
7,223
1,808
5,349
7,157
Average annual percentage change
0.0%
0.2%
0.2%
-0.9%
-2.4%
-2.0%
Total cost per mileb
(constant
2020 centsa)
67.42
69.87
68.30
83.57
77.64
81.11
86.19
86.41
83.14
82.88
84.32
85.00
87.53
88.88
88.86
89.34
87.41
87.10
87.12
94.44
90.40
79.54
77.58
85.29
85.27
87.74
87.80
86.91
87.03
83.94
82.78
81.36
68.88
72.23
69.64
69.30
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%
13.1%
11.4%
0.1%
-2.3%
Source:
Ward’s Communications, Motor Vehicle Facts and Figures 2020, Southfield, Michigan, 2020, 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.
b
Based on 10,000 miles per year.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–25
While the previous table shows costs per mile, this table presents costs per year for fixed costs associated with car
operation. For model year 2020 cars, the fixed cost is $15.67 per day per vehicle.
Table 11.16
Fixed Car Operating Costs per Year, 1975–2020
(constant 2020 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
2019
2020
Insuranceb
1,842
1,569
1,474
1,213
1,227
1,267
1,125
1,206
1,226
1,261
1,356
1,344
1,354
1,459
1,339
1,348
1,336
1,401
1,370
1,432
1,512
1,466
1,455
1,463
1,557
2,196
1,707
1,189
1,230
1,134
1,177
1,224
1,114
1,128
1,143
1,118
1,218
1,318
1,316
1,313
1,304
1,292
1975-2020
2010-2020
-0.8%
0.5%
License,
registration
& taxes
Depreciation
144
3,719
258
3,260
251
3,664
145
3,637
252
3,373
264
3,007
265
3,035
307
3,117
292
3,404
304
3,903
301
4,212
327
4,667
319
4,758
321
5,012
319
5,069
339
5,134
345
5,219
355
5,229
348
5,276
359
5,341
351
5,338
335
5,248
304
5,185
289
5,353
288
5,258
569
5,182
516
5,140
687
4,355
672
4,234
666
3,992
684
4,175
694
4,218
685
4,289
688
3,995
679
3,967
701
3,837
726
3,990
741
4,054
581
2,818
575
3,011
577
2,781
657
3,157
Average annual percentage change
3.4%
-0.4%
-0.6%
-2.9%
1,284
1,504
1,198
1,236
1,227
1,347
505
1,468
1,200
1,132
1,165
1,184
1,238
1,291
1,286
1,276
1,266
1,191
1046
1015
979
919
915
911
940
957
947
954
942
926
731
737
528
587
687
611
Total
5,705
6,385
6,762
6,431
6,221
5,844
5,703
6,130
6,113
6,697
7,086
7,673
6,928
8,253
7,920
7,948
8,058
8,162
8,229
8,420
8,482
8,317
8,203
8,292
8,143
8,962
8,342
7,149
7,050
6,703
6,976
7,093
7,035
6,765
6,731
6,582
6,664
6,849
5,242
5,485
5,349
5,717
Average
fixed cost
per day
15.63
17.49
18.54
17.62
17.05
16.02
15.63
16.79
16.75
18.36
19.41
21.03
18.98
22.62
21.71
21.78
22.08
22.37
22.54
23.07
23.24
22.78
22.48
22.72
22.31
24.55
22.86
19.59
19.32
18.36
19.11
19.43
19.27
18.53
18.44
18.03
18.26
18.76
14.36
15.09
14.66
15.67
-4.4%
0.0%
-2.1%
0.0%
-2.1%
Finance
charge
c
c
c
c
c
c
Source:
Ward’s Communications, Motor Vehicle Facts and Figures 2020, Southfield, Michigan, 2020, 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 40—2022
11–26
Table 11.17
Personal Consumption Expenditures, 1970–2020
(billion dollars)
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
2019
2020
1970-2020
2010-2020
Transportation personal
Personal consumption expenditures
consumption expenditures
Constant
Constant
Current
2020a
Current
2020a
646.7
3,394.6
80.8
424.1
1,030.5
3,927.9
132.6
505.4
1,750.7
4,710.8
241.7
650.4
2,712.8
5,653.6
370.7
772.6
2,886.3
5,895.8
373.7
763.4
3,076.3
6,130.6
387.7
772.6
3,330.0
6,409.8
416.3
801.3
3,576.8
6,624.4
440.0
814.9
3,809.0
6,798.7
455.7
813.4
3,943.4
6,807.1
430.5
743.1
4,197.6
7,084.6
463.4
782.1
4,452.0
7,340.4
497.3
819.9
4,721.0
7,621.4
540.0
871.8
4,962.6
7,846.0
565.5
894.1
5,244.6
8,142.5
610.9
948.5
5,536.8
8,450.4
652.6
996.0
5,877.2
8,869.8
677.8
1,022.9
6,279.1
9,341.7
738.5
1,098.7
6,762.1
9,840.5
809.0
1,177.3
7,065.6
10,061.6
821.1
1,169.3
7,342.7
10,293.3
821.1
1,151.1
7,723.1
10,628.9
857.5
1,180.1
8,212.7
11,006.5
913.2
1,223.9
8,747.1
11,368.5
977.7
1,270.7
9,260.3
11,681.8
1,011.7
1,276.3
9,706.4
11,924.2
1,053.7
1,294.5
9,976.3
12,020.7
1,047.1
1,261.7
9,842.2
11,768.1
903.0
1,079.7
10,185.8
12,038.9
986.4
1,165.9
10,641.1
12,318.6
1,107.4
1,282.0
11,006.8
12,502.2
1,159.6
1,317.1
11,317.2
12,633.2
1,195.6
1,334.6
11,822.8
12,959.1
1,228.3
1,346.4
12,297.5
13,354.5
1,183.4
1,285.1
12,770.0
13,724.0
1,180.0
1,268.2
13,340.4
14,072.5
1,252.9
1,321.7
13,993.3
14,415.3
1,339.1
1,379.5
14,544.6
14,720.7
1,340.6
1,356.8
14,145.3
14,145.3
1,151.5
1,151.5
Average annual percentage change
6.4%
2.9%
5.5%
2.0%
3.3%
1.6%
1.6%
-0.1%
Transportation PCE
as a percent of PCE
12.5%
12.9%
13.8%
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%
9.4%
9.6%
9.2%
8.1%
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 40—2022
11–27
Table 11.18
Consumer Price Indices, 1970–2020
(1970 = 1.000)
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
2019
2020
Consumer price
index
1.000
1.387
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
6.589
6.670
Transportation
consumer price indexa
1.000
1.336
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
5.602
5.369
New car
consumer price
index
1.000
1.186
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
2.765
2.780
Used car
consumer price
index
1.000
1.404
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
4.480
4.622
Gross national product
index
1.000
1.573
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
16.457
17.096
17.576
18.371
19.354
20.101
19.580
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 40—2022
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
7.6% of total employment in 2020.
Table 11.19
Transportation-Related Employment, 1990, 2000, and 2020a
(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)
Motor vehicles
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
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
129.8
653.0
840.7
65.9
173.7
90.3
86.0
288.5
15.7
364.1
375.0
250.0
182.7
839.5
516.7
72.7
154.1
86.8
72.2
340.1
27.5
537.4
605.0
298.6
9,459.6
109,976.0
8.6%
10,990.8
133,555.0
8.2%
271.5
291.4
2020
1,465.6
374.8
430.3
149.2
61.0
50.9
1,907.6
343.3
930.7
901.0
191.3
1,637.9
187.0
149.8
535.0
511.3
58.7
138.7
57.4
143.9
345.2
23.3
700.0
957.1
170.5
10,783.6
142,185.0
7.6%
Percent
change
1990-2020
30.6%
36.7%
-18.7%
-45.1%
7.4%
-14.9%
27.6%
9.4%
2.3%
36.6%
17.2%
-26.4%
-31.1%
15.4%
-18.1%
-39.2%
-10.9%
-20.1%
-36.4%
67.3%
19.7%
48.4%
92.3%
155.2%
-31.8%
14.0%
29.3%
Source:
Tabulated from the U.S. Department of Labor, Bureau of Labor Statistics, Current Employment Statistics,
www.bls.gov/ces/data.htm, April 2021. (Additional resources: www.bls.gov)
a
Not seasonally adjusted.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–29
The total number of employees involved in the manufacture of motor vehicles decreased by 31% from 1990 to 2020
and by 18% for those involved in the manufacture of motor vehicle parts.
Table 11.20
U.S. Employment for Motor Vehicles and Motor Vehicle Parts Manufacturing, 1990–2020a
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
2019
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
237.2
1990
1995
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
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
599.7
594.1
535.0
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
191.5
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
459.4
447.0
387.9
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%
80.7%
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%
75.2%
72.5%
Source:
Tabulated from the U.S. Department of Labor, Bureau of Labor Statistics, Current Employment Statistics,
www.bls.gov/ces/data.htm, April 2021. (Additional resources: www.bls.gov)
a
Not seasonally adjusted.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
11–30
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–1
Credit: Stefan_Redel/iStock/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–2
The U.S. accounted for 23% of the World’s carbon dioxide emissions in 1990, 21% in 2005, and only 14% in 2020.
About 46% of the U.S. carbon emissions are from oil use.
Table 12.1
World Carbon Dioxide Emissions, 1990, 2005, and 2020
Country/Region
OECDa Americas
United States
Canada
Mexico/Chile
Total
OECD Europe
OECD 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
2020
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%
5,104
591
507
6,202
3,668
46%
56%
60%
48%
52%
1,054
298
243
1,595
65%
38%
59%
59%
1,241
438
494
2,173
52%
55%
30%
47%
1,067
463
633
2,163
39%
40%
44%
41%
2,393
1,853
4,246
33%
32%
32%
1,548
1,120
2,668
25%
26%
25%
1,692
962
2,654
30%
29%
29%
2,293
573
811
3,677
15%
28%
57%
26%
5,490
1,182
1,665
8,337
16%
27%
53%
25%
10,532
2,594
2,735
15,861
18%
26%
48%
25%
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%
2,203
1,348
1,241
4,792
35,340
54%
50%
70%
57%
37%
Source:
U.S. Department of Energy, Energy Information Administration, International Energy Statistics Databases, and
International Energy Outlook 2020, Washington, DC. (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 40—2022
12–3
Since 1990, China shows the greatest increase of carbon dioxide (CO2) emissions. The Americas have increased
CO2 emissions by only 8% from 1990 to 2020. Europe and Eurasia have fewer CO2 emissions in 2020 than 1990.
Figure 12.1. World Carbon Dioxide Emissions, 1990–2020
Source:
1990–2009: 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.
2010–2020: U.S. Department of Energy, Energy Information Administration, International Energy Outlook 2019,
www.eia.gov/forecasts/ieo/index.cfm, accessed September 2021. (Additional resources: www.eia.doe.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
Methane-nonfossil (CH4)b
Difluoromethane (HFC-32)
Tetrafluoroethane (HFC-134a)
Trichlorofluoromethane (CFC-11)
Nitrous Oxide (N2O)
Perfluoromethane (CF4)
Lifetime
(years)
5-200a
11.8
11.8
5.4
14
52
109
50,000
Global warming potential
direct effect for time horizons of
20 years
100 years
1
82.5
80.8
2,693
4,144
8,321
273
5,301
1
29.8
27.2
771
1,526
6,226
273
7,380
Note: Includes climate-carbon feedbacks.
Source:
IPCC, 2021: Summary for Policymakers. In: Climate Change 2021: The Physical Science Basis. Contribution of
Working Group I to the Sixth Assessment Report of the Intergovernmental Panel on Climate Change [MassonDelmotte, V., P. Zhai, A. Pirani, S. L. Connors, C. Péan, S. Berger, N. Caud, Y. Chen, L. Goldfarb, M. I.
Gomis, M. Huang, K. Leitzell, E. Lonnoy, J.B.R. Matthews, T. K. Maycock, T. Waterfield, O. Yelekçi, R. Yu
and B. Zhou (eds.)]. Cambridge University Press. In Press.
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 40—2022
12–5
Carbon dioxide emissions in 2019 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 (80%) of greenhouse gases.
Table 12.3
U.S. Emissions of Greenhouse Gases, Based on Global Warming Potential, 1990–2019
(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
2018
2019
Carbon
dioxide
5,088.4
5,394.2
5,583.3
5,658.2
5,703.4
5,774.6
5,958.9
5,846.7
5,888.2
5,948.8
6,049.9
6,071.0
5,990.8
6,073.5
5,868.3
5,435.9
5,639.2
5,506.0
5,304.4
5,445.9
5,493.5
5,341.9
5,221.4
5,182.5
5,350.3
5,230.7
1990-2019
2009-2019
0.1%
-0.4%
Nitrous
High
Methane
oxide
GWP gasesb
776.7
452.5
99.5
767.7
468.7
117.8
760.9
480.7
128.9
746.8
466.9
136.4
731.6
467.7
152.8
713.4
457.3
149.9
707.5
444.5
150.8
699.7
460.2
137.7
692.5
458.5
145.9
692.5
459.9
137.0
687.0
469.7
144.6
686.1
455.8
146.5
690.7
452.5
149.4
693.8
463.5
161.0
700.6
446.8
162.8
689.5
445.4
158.6
692.1
454.8
168.1
666.1
445.5
175.4
658.2
416.9
172.3
654.4
463.8
172.1
651.1
473.9
177.2
651.5
468.3
179.6
642.3
450.9
179.2
648.3
446.2
180.9
655.8
459.0
180.8
659.6
457.2
185.6
Average annual percent change
-0.6%
0.0%
2.2%
-0.4%
0.3%
1.6%
Total
6,417.1
6,748.4
6,953.8
7,008.3
7,055.5
7,095.2
7,261.7
7,144.3
7,185.1
7,238.2
7,351.2
7,359.4
7,283.4
7,391.8
7,178.5
6,729.4
6,954.2
6,793.0
6,551.8
6,736.2
6,795.7
6,641.3
6,493.8
6,457.9
6,645.9
6,533.1
0.1%
-0.3%
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: 1990-2019, April
2021, EPA 430-R-21-005. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2019)
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).
b
GWP = Global warming potential. Includes HFC-hydrofluorocarbons; PFC-perfluorocarbons; and SF6-sulfur
hexaflouride.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–6
The transportation sector accounted for 35% of carbon dioxide emissions and 28.8% of all greenhouse gas
emissions in 2019. 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, 2019
(million metric tons of carbon dioxide equivalenta)
Residential
Commercial
Agricultural
Industrial
Transportation
Total greenhouse gas emissions
Transportation share of total
Carbon
dioxide
925.8
807.4
82.0
1,584.6
1,830.9
5,230.7
35.0%
Methane
5.1
115.6
256.5
281.0
1.4
659.6
0.2%
Nitrous
oxide
8.7
35.6
366.0
35.3
11.6
457.2
2.5%
Hydrofluorocarbons,
perfluorocarbons,
sulfur hexafluoride
38.7
63.8
0.1
46.3
36.7
185.6
19.8%
Total
greenhouse
gas
emissions
978.3
1,022.4
704.6
1,947.2
1,880.6
6,533.1
28.8%
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: 1990-2019, April
2021, EPA 430-R-21-005. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2019)
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 40—2022
12–7
The transportation sector accounts for 37.7% 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, 1990–2019a
(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
2018
2019
Residential
931.3
949.3
945.4
998.0
989.0
994.7
1,055.6
1,045.2
1,049.8
1,070.5
1,133.9
1,125.5
1,152.7
1,182.7
1,180.9
1,214.9
1,151.9
1,204.1
1,190.4
1,122.7
1,174.9
1,116.9
1,007.9
1,063.9
1,080.6
1,001.1
946.2
910.5
980.2
920.3
1990-2019
2009-2019
0.0%
-2.0%
End use sector
Commercial
Industrial
Transportation
766.0
1,540.2
1,472.2
771.2
1,513.3
1,425.5
765.2
1,565.6
1,480.8
785.0
1,574.5
1,511.8
796.8
1,596.1
1,557.2
814.4
1,605.9
1,583.9
846.1
1,659.5
1,630.5
886.9
1,672.9
1,646.7
905.1
1,661.0
1,682.2
914.5
1,616.2
1,749.7
977.6
1,659.0
1,795.7
983.9
1,602.4
1,766.2
982.7
1,576.8
1,806.6
994.2
1,595.9
1,816.4
1,011.2
1,622.6
1,849.9
1,030.1
1,589.2
1,863.4
1,010.1
1,587.2
1,863.7
1,051.3
1,582.4
1,865.9
1,042.9
1,517.2
1,764.4
981.0
1,345.9
1,693.0
997.5
1,437.9
1,701.4
962.6
1,421.6
1,675.5
900.9
1,399.8
1,664.3
928.7
1,429.1
1,674.1
938.1
1,407.5
1,712.7
907.6
1,346.8
1,723.5
865.2
1,310.1
1,764.1
838.2
1,294.5
1,786.8
850.6
1,314.9
1,821.2
802.1
1,287.8
1,821.9
Average annual percentage change
0.2%
-0.6%
0.7%
-2.0%
-0.4%
0.7%
Transportation
percentage
31.3%
30.6%
31.1%
31.0%
31.5%
31.7%
31.4%
31.4%
31.8%
32.7%
32.3%
32.2%
32.7%
32.5%
32.7%
32.7%
33.2%
32.7%
32.0%
32.9%
32.0%
32.4%
33.5%
32.9%
33.3%
34.6%
36.1%
37.0%
36.7%
37.7%
CO2 from
all sectors
4,709.7
4,659.3
4,757.0
4,869.3
4,939.1
4,998.9
5,191.7
5,251.7
5,298.1
5,350.9
5,566.2
5,478.0
5,518.8
5,589.2
5,664.6
5,697.6
5,612.9
5,703.7
5,514.9
5,142.6
5,311.7
5,176.6
4,972.9
5,095.8
5,138.9
4,979.0
4,885.6
4,830.0
4,966.9
4,832.1
0.1%
-0.6%
Note: The CO2 from all sectors does not match Table 12.3 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: 1990-2019, April
2021, EPA 430-R-21-005. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2019)
Includes energy from petroleum, coal, and natural gas. Electric utility emissions are distributed across
consumption sectors.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 1973-2020
(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
2019
2020
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
1,824.8
1,842.9
1,809.0
1,773.4
1,796.4
1,814.9
1,838.9
1,871.0
1,887.5
1,918.5
1,920.0
1,630.1
Environmental Protection
Agency’s Greenhouse Gas
Inventory Report
Percentage difference
a
a
a
a
a
a
1,484.1
1,436.1
1,491.6
1,522.8
1,568.8
1,595.2
1,641.5
1,658.3
1,694.3
1,761.9
1,807.9
1,777.3
1,817.5
1,826.5
1,860.2
1,873.6
1,873.7
1,876.2
1,774.0
1,701.6
1,711.8
1,685.5
1,673.5
1,683.8
1,722.8
1,734.5
1,774.4
1,796.4
1,830.5
1,830.9
6.5%
8.4%
6.3%
5.1%
4.6%
5.0%
4.8%
4.8%
4.8%
3.5%
3.3%
3.9%
3.8%
3.4%
5.0%
5.6%
6.9%
7.0%
6.3%
6.7%
7.1%
6.8%
5.6%
6.3%
5.1%
5.7%
5.2%
4.8%
4.6%
4.6%
a
a
a
a
Sources:
U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, July
2021, Washington, DC, Table 11.5.
U.S. Environmental Protection Agency, Inventory of U. S. Greenhouse Gas Emissions and Sinks:
1990-2019, April 2021, EPA 430-R-21-005. (Additional resources:
www.epa.gov/ghgemissions/inventory-us-greenhouse-gas-emissions-and-sinks-1990-2019)
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 29 years.
Table 12.7
U.S. Carbon Emissions from Fossil Fuel Combustion in the Transportation
End-Use Sector, 1990–2019
(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
2018
2019
Motor
gasoline
958.9
945.0
974.0
987.0
1,000.0
1,013.0
1,036.0
1,049.0
1,079.0
1,113.0
1,118.0
1,118.0
1,143.0
1,162.0
1,167.0
1,150.1
1,143.0
1,135.0
1,072.0
1,071.0
1,059.0
1,036.0
1,030.0
1,028.0
1,067.0
1,058.6
1,084.8
1,081.8
1,097.1
1,086.8
LPGa
1.4
1.0
1.0
1.0
2.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.8
2.0
1.0
3.0
2.0
0.0
0.0
0.0
0.0
0.0
0.4
0.4
0.4
0.5
0.5
1990-2019
2009-2019
0.4%
0.1%
-3.5%
-12.9%
Jet fuel
184.3
168.0
167.0
168.0
176.0
172.0
185.0
184.0
189.0
192.0
195.0
190.0
185.0
179.0
187.0
189.4
182.0
180.0
173.0
154.0
152.0
147.0
143.0
147.0
148.0
157.6
166.1
171.7
172.3
177.8
-0.1%
1.4%
Distillate
Residual
Aviation
fuel
fuel
gas
262.9
22.6
3.1
254.0
77.0
3.0
271.0
80.0
3.0
288.0
68.0
3.0
311.0
66.0
3.0
325.0
68.0
3.0
340.0
64.0
3.0
354.0
53.0
3.0
367.0
51.0
2.0
389.0
50.0
3.0
407.0
67.0
3.0
405.0
44.0
2.0
418.0
51.0
2.0
426.0
43.0
2.0
443.0
56.0
2.0
462.7
19.3
2.4
474.0
68.0
2.0
479.0
75.0
2.0
454.0
70.0
2.0
409.0
59.0
2.0
426.0
67.0
2.0
428.0
58.0
2.0
427.0
50.0
2.0
431.0
44.0
2.0
446.0
34.0
1.0
457.5
4.2
1.5
454.2
12.9
1.4
468.3
16.5
1.4
480.3
14.0
1.5
481.2
14.7
1.6
Average annual percentage change
2.1%
-1.5%
-2.3%
1.6%
-13.0%
-2.2%
Natural
gas
36.0
33.0
32.0
34.0
38.0
38.0
39.0
41.0
35.0
36.0
36.0
35.0
37.0
33.0
32.0
33.1
33.0
35.0
37.0
38.0
38.0
39.0
41.0
47.0
40.0
39.4
40.1
42.3
50.9
54.8
1.5%
3.7%
Electricityb
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
4.0
3.0
4.0
5.0
4.7
5.0
5.0
5.0
4.0
5.0
4.0
4.0
4.0
4.0
4.3
4.2
4.3
4.7
4.7
Total
1,472.2
1,484.0
1,531.0
1,552.0
1,599.0
1,623.0
1,671.0
1,688.0
1,727.0
1,787.0
1,830.0
1,799.0
1,840.0
1,850.0
1,893.0
1,863.5
1,909.0
1,912.0
1,816.0
1,739.0
1,749.0
1,714.0
1,697.0
1,703.0
1,740.0
1,723.5
1,764.1
1,786.7
1,821.3
1,822.1
1.6%
1.6%
0.7%
0.5%
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: 1990-2019, April
2021, EPA 430-R-21-005. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhouse-gasemissions-and-sinks-1990-2019)
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 40—2022
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, 1990–2019
(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
2018
2019
Passenger
Vehicles
926.2
911.0
943.0
960.0
973.0
987.0
1,011.0
1,023.0
1,054.0
1,087.0
1,092.0
1,095.0
1,120.0
1,149.0
1,156.0
1,132.9
1,126.0
1,094.0
1,030.0
1,033.0
1,023.0
1,003.0
999.0
995.0
1,034.0
1,027.1
1,052.6
1,048.7
1,063.6
1,056.2
1990-2019
2009-2019
0.5%
0.2%
Heavy
Highway
Trucks
Total
Water
237.7
1,163.9
46.4
231.0
1,142.0
41.0
242.0
1,185.0
56.0
255.0
1,215.0
54.0
273.0
1,246.0
55.0
283.0
1,270.0
58.0
295.0
1,306.0
55.0
309.0
1,332.0
41.0
323.0
1,377.0
35.0
342.0
1,429.0
44.0
359.0
1,451.0
64.0
356.0
1,451.0
42.0
370.0
1,490.0
47.0
368.0
1,517.0
36.0
384.0
1,540.0
40.0
411.1
1,544.0
44.3
420.0
1,546.0
47.0
450.0
1,544.0
54.0
433.0
1,463.0
44.0
389.0
1,422.0
38.0
402.0
1,425.0
43.0
397.0
1,400.0
44.0
398.0
1,397.0
39.0
402.0
1,397.0
38.0
417.0
1,451.0
27.0
424.8
1,451.9
30.5
428.0
1,480.6
37.1
442.6
1,491.3
40.0
454.2
1,517.8
37.0
456.6
1,512.8
35.9
Average annual percentage change
2.3%
0.9%
-0.9%
1.6%
0.6%
-0.6%
Air
187.4
171.0
170.0
171.0
179.0
175.0
188.0
187.0
191.0
195.0
198.0
192.0
187.0
181.0
189.0
191.8
184.0
182.0
175.0
156.0
154.0
149.0
145.0
149.0
149.0
159.1
167.5
173.1
173.8
179.4
Rail
38.5
36.0
37.0
38.0
41.0
43.0
43.0
43.0
44.0
45.0
46.0
47.0
45.0
47.0
51.0
50.8
53.0
52.0
48.0
40.0
43.0
44.0
43.0
44.0
46.0
43.5
39.8
40.9
42.7
40.2
Pipeline
36.0
33.0
32.0
34.0
38.0
38.0
39.0
41.0
35.0
36.0
35.0
35.0
37.0
33.0
31.0
32.4
32.0
34.0
36.0
37.0
37.0
38.0
41.0
46.0
39.0
38.5
39.2
41.3
49.9
53.7
Total
1,472.2
1,423.0
1,480.0
1,512.0
1,559.0
1,584.0
1,631.0
1,644.0
1,682.0
1,749.0
1,794.0
1,767.0
1,806.0
1,814.0
1,851.0
1,863.3
1,862.0
1,866.0
1,766.0
1,693.0
1,702.0
1,675.0
1,665.0
1,674.0
1,712.0
1,723.5
1,764.2
1,786.6
1,821.2
1,822.0
-0.2%
1.4%
0.1%
0.0%
1.4%
3.8%
0.7%
0.7%
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: 1990-2019,
April 2021, EPA 430-R-21-005. (Additional resources: www.epa.gov/ghgemissions/inventory-us-greenhousegas-emissions-and-sinks-1990-2019)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–11
The Greenhouse Gases, Regulated Emissions, and Energy Use
in Technologies (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 Technologies). 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 2021 version for fuel-cycle analysis and GREET 2 2021 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 40—2022
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 2021 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 40—2022
12–13
Results from the GREET 1 2021 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 2021,
greet.es.anl.gov/results. (Additional resources: greet.es.anl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–14
Greenhouse gas emissions associated with vehicle manufacturing (current technology) were estimated
using the GREET model. Emissions from manufacturing the vehicle body are about two tonnes of carbon
dioxide equivalent for each of the vehicle types. Emissions from the manufacture of the hydrogen onboard storage cause the total emissions associated with the manufacture of a hydrogen fuel cell vehicle
to be higher than the other vehicle types. Emissions from the manufacture of batteries cause BEV300
vehicles to have the highest total emissions.
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.
HEV = hybrid-electric vehicle. PHEV40 = Plug-in hybrid electric vehicle with 40-mile electric range. H2FCEV =
Hydrogen fuel cell electric vehicle. BEV100 = Battery-electric vehicle with a 100-mile range. BEV300 = Batteryelectric vehicle with a 300-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. Updated in 2021 by Argonne National Laboratory. (Additional
resources: greet.es.anl.gov)
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 2020 EPA Automotive Trends Report, www.epa.gov/fueleconomy/trends-report.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–16
The production-weighted average annual carbon footprint for cars and car SUVs declined by about 2% annually
between 1975 and 2020.
Table 12.9
Production-Weighted Annual Carbon Footprint of New Domestic and Import Cars
Model Years 1975–2020a
(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
2019
2020
1975–2020
2010–2020
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
5.4
6.2
5.3
6.0
Average annual percentage change
-1.9%
-2.0%
-2.0%
-1.9%
Source:
Calculated using fuel economy from the U.S. Environmental Protection Agency, The 2020 EPA Automotive Trends
Report, EPA-420-R-21-003, January 2021. See TEDB page 12-15 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 4.10.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–17
The production-weighted average annual carbon footprint of pickups, vans, and truck SUVs decreased from 1975
to 2020. Truck SUVs experienced the greatest decline from overall, and from 2010 to 2020.
Table 12.10
Production-Weighted Annual Carbon Footprint of New Domestic and Import Trucks
Model Years 1975–2020a
(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
2019
2020
1975–2020
2010–2020
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
8.6
7.3
8.5
7.2
Average annual percentage change
-1.1%
-1.6%
-1.6%
-1.6%
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
7.3
7.2
-1.7%
-1.8%
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 2020 EPA Automotive Trends
Report, EPA-420-R-21-003, January 2021. See TEDB page 12-15 for details. (Additional resources:
https://www.epa.gov/automotive-trends)
Annual carbon footprint is based on 15,000 miles of annual driving. Includes tailpipe plus upstream emissions.
Truck SUV category includes all SUV not in the Car SUV category. Car SUV category is defined in
Table 4.10.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
12–18
Between 1975 and 2020, the production-weighted average annual carbon footprint for new light vehicles dropped
dramatically. Total new cars experienced a decrease of 56.9% while the carbon footprint for light trucks decreased
by 48.3%.
Table 12.11
Average Annual Carbon Footprint of New Vehicles by Vehicle Classification,
Model Years 1975 and 2020a
(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
2020
1975
2020
Cars
80.6%
33.3%
12.6
5.3
0.1%
9.5%
15.2
5.8
80.7%
42.8%
12.6
5.4
Light trucks
4.5%
2.6%
15.2
7.4
1.7%
40.8%
15.3
7.1
13.1%
13.7%
14.2
8.7
19.3%
57.2%
14.5
7.5
Percent change
1975 - 2020
-57.7%
-62.1%
-56.9%
-51.6%
-53.6%
-38.6%
-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:
Calculated using fuel economy from the U.S. Environmental Protection Agency, The 2020 EPA Automotive Trends
Report, EPA-420-R-21-003, January 2021. See TEDB page 12-15 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 4.10. Truck SUV category includes all SUVs not in the Car SUV
category.
a
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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 40—2022
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 40—2022
13–1
Credit: Yenwen/E+/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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, 2020
(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
16.19
25.6%
11.33
17.9%
27.53
43.5%
4.07
6.4%
1.70
2.7%
1.30
2.1%
28.68
45.3%
63.27
100.0%
NOx
2.41
29.3%
1.93
23.5%
4.34
52.8%
2.34
28.4%
1.06
12.9%
0.08
1.0%
0.41
5.0%
8.23
100.0%
VOC
1.38
8.3%
1.06
6.4%
2.44
14.7%
0.51
3.0%
6.61
39.8%
0.18
1.1%
6.89
41.5%
16.61
100.0%
PM-10
0.22
1.3%
0.12
0.7%
0.34
2.0%
0.75
4.4%
0.90
5.3%
0.23
1.3%
14.78
87.0%
16.99
100.0%
PM-2.5
0.09
1.6%
0.11
2.0%
0.20
3.6%
0.66
11.6%
0.39
6.9%
0.20
3.6%
4.19
74.3%
5.64
100.0%
SO2
0.02
0.8%
0.03
1.4%
0.04
2.2%
1.24
63.1%
0.44
22.3%
0.03
1.3%
0.22
11.1%
1.96
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 40—2022
13–3
The transportation sector accounted for more than 43% of the nation’s carbon monoxide (CO) emissions in 2019.
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, 1970–2020a
(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
2020
16.19
11.33
27.53
4.07
1.70
1.30
28.68
63.27
Percent
of total,
2020
25.6%
17.9%
43.5%
6.4%
2.7%
2.1%
45.3%
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 40—2022
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 2017 data were
released in 2019-2020.
Table 13.3
Emissions of Carbon Monoxide from Highway Vehicles, 1970–2017a
(million short tons)
Year
1970
1980
1990
1995
2000
2005
2008
2011c
2014c
2017c
Percent of
total, 2017
Light
vehiclesb
Gasoline
Heavy
vehicles
92.6%
3.2%
141.41
127.04
99.47
76.35
63.44
45.38
29.58
25.34
22.48
18.08
21.27
15.35
8.92
5.96
3.42
1.97
2.58
0.86
0.78
0.62
All
162.68
142.39
108.39
82.31
66.86
47.35
32.17
26.20
23.27
18.70
95.8%
Light
vehiclesb
Diesel
Heavy
vehicles
1.8%
0.07
0.08
0.07
0.04
0.02
0.02
0.05
0.38
0.52
0.36
0.49
1.36
1.81
1.53
1.19
0.85
0.94
0.77
0.65
0.45
All
0.56
1.44
1.88
1.57
1.21
0.87
0.99
1.15
1.17
0.81
Highway
vehicle
total
2.3%
4.2%
100.0%
163.24
143.83
110.27
83.88
68.07
48.22
33.16
27.35
24.44
19.51
Percent
diesel
0.3%
1.0%
1.7%
1.9%
1.8%
1.8%
3.0%
4.2%
4.8%
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.
Less than 8,500 pounds.
c
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.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
13–5
The transportation sector accounted for more than 50% of the nation’s nitrogen oxide (NOx) emissions in 2020,
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, 1970–2020a
(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
2020
2.41
1.93
4.34
2.34
1.06
0.08
0.41
8.23
Percent
of total,
2020
29.3%
23.5%
52.8%
28.4%
12.9%
1.0%
5.0%
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 40—2022
13–6
Diesel-powered vehicles were responsible for nearly one-half (46.9%) of highway vehicle nitrogen oxide emissions
in 2017, 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 2017 data were released in
2019-2020.
Table 13.5
Emissions of Nitrogen Oxides from Highway Vehicles, 1970–2017a
(million short tons)
Year
1970
1980
1990
1995
2000
2005
2008
2011c
2014c
2017c
Percent of
total, 2017
Light
vehiclesb
Gasoline
Heavy
vehicles
51.4%
1.7%
10.08
8.21
5.76
4.51
3.75
3.19
3.39
3.09
2.29
2.51
0.72
0.62
0.57
0.52
0.45
0.38
0.27
0.09
0.09
0.08
All
10.80
8.83
6.33
5.03
4.20
3.57
3.67
3.18
2.38
2.59
53.1%
Light
vehiclesb
Diesel
Heavy
vehicles
3.5%
0.07
0.08
0.06
0.03
0.02
0.01
0.08
0.13
0.11
0.17
1.76
2.59
3.19
3.82
4.18
2.81
3.20
2.56
2.17
2.12
All
1.83
2.67
3.25
3.85
4.20
2.82
3.27
2.69
2.28
2.29
Highway
vehicle
total
43.4%
46.9%
100.0%
12.63
11.50
9.58
8.88
8.40
6.39
6.94
5.87
4.66
4.88
Percent
diesel
14.5%
23.2%
33.9%
43.4%
50.0%
44.1%
47.2%
45.8%
48.9%
46.9%
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.
Less than 8,500 pounds.
c
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.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
13–7
The transportation sector accounted for about 16% of the nation’s volatile organic compound (VOC) emissions in
2020, 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, 1970–2020a
(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
2020
1.38
1.06
2.44
0.51
6.61
0.18
6.89
16.61
Percent
of total,
2020
8.3%
6.6%
15.6%
3.0%
39.3%
1.1%
41.0%
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)
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 40—2022
13–8
Gasoline-powered vehicles were responsible for 89% of highway vehicle emissions of volatile organic compounds
in 2017. VOC emissions from highway vehicles in 2017 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 2017
data were released 2019-2020.
Table 13.7
Emissions of Volatile Organic Compounds from Highway Vehicles, 1970–2017a
(thousand short tons)
Year
1970
1980
1990
1995
2000
2005
2008
2011c
2014c
2017c
Percent of
total, 2017
Light
vehiclesb
14,772
12,168
8,307
5,993
4,832
3,740
2,660
2,345
1,811
1,966
Gasoline
Heavy
vehicles
1,679
1,198
633
421
256
171
169
40
41
36
88.7%
1.6%
All
16,451
13,366
8,940
6,414
5,088
3,911
2,829
2,385
1,852
2,002
Light
vehiclesb
49
44
33
19
7
8
10
43
26
52
Diesel
Heavy
vehicles
411
459
415
315
230
159
213
213
174
162
All
460
503
448
334
237
167
223
256
200
214
Highway
vehicle
total
16,911
13,869
9,388
6,748
5,325
4,078
3,052
2,641
2,052
2,216
90.3%
2.3%
7.3%
9.7%
100.0%
Percent
diesel
2.7%
3.6%
4.8%
4.9%
4.5%
4.1%
7.3%
9.7%
9.7%
9.7%
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.
Less than 8,500 pounds.
c
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.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
13–9
The transportation sector accounted for 2% of the nation’s particulate matter (PM-10) emissions in 2020. For
details on the highway emissions of PM-10, see Table 13.9.
Table 13.8
Total National Emissions of Particulate Matter (PM-10), 1970–2020a
(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
Total of all sources
13.02
7.01
27.75
23.75
20.82
2020
0.22
0.12
0.34
0.75
0.90
0.23
14.78
16.99
Percent of
total, 2020
1.3%
0.7%
2.0%
4.4%
5.3%
1.3%
87.0%
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 40—2022
13–10
In 2017, diesel-powered vehicles were responsible for 41% 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 2017 data were released in 2019-2020.
Table 13.9
Emissions of Particulate Matter (PM-10) from Highway Vehicles, 1970–2017a
(thousand short tons)
Year
1970
1980
1990
1995
2000
2005
2008
2011c
2014c
2017c
Percent of
total, 2017
Light
vehiclesb
323
190
87
85
82
81
140
199
163
138
Gasoline
Heavy
vehicles
44
30
17
13
10
8
7
3
4
4
57.4%
1.5%
All
367
220
104
98
92
89
147
202
168
141
59.0%
Light
vehiclesb
21
21
16
7
2
2
5
10
10
8
Diesel
Heavy
vehicles
92
191
268
199
135
92
179
159
127
90
All
113
212
284
206
137
94
185
169
137
98
Highway
vehicle
total
480
432
388
304
229
183
332
371
304
240
3.5%
37.6%
41.0%
100.0%
Percent
diesel
23.5%
49.1%
73.2%
67.8%
59.8%
51.4%
55.6%
45.6%
44.9%
41.0%
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/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.
Less than 8,500 pounds.
c
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.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
13–11
The transportation sector accounted for about 2% of the nation’s particulate matter (PM-2.5) emissions in 2020.
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), 1990–2020a
(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
2020
0.09
0.11
0.20
0.66
0.39
0.20
4.19
5.64
Percent
of total,
2020
1.6%
2.0%
3.6%
11.6%
6.9%
3.6%
74.3%
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 40—2022
13–12
Diesel vehicles are responsible for the majority of highway vehicle PM-2.5 emissions. Half of all 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 2017 data were released in 2019-2020.
Table 13.11
Emissions of Particulate Matter (PM-2.5) from Highway Vehicles, 1990–2017a
(thousand short tons)
Year
1990
1995
2000
2005
2008
2011c
2014c
2017c
Percent of
total, 2017
Light
vehiclesb
56
50
45
41
83
68
62
50
Gasoline
Heavy
vehicles
11
9
7
6
4
2
2
1
43.6%
1.2%
All
67
59
52
47
88
70
64
51
44.8%
Light
vehiclesb
13
6
2
2
5
6
7
6
Diesel
Heavy
vehicles
243
179
119
79
160
120
92
57
All
256
185
121
81
165
126
99
63
Highway
vehicle
total
323
244
173
128
253
196
163
114
5.0%
50.2%
55.2%
100.0%
Percent
diesel
79.3%
75.8%
69.9%
63.3%
65.4%
64.3%
60.8%
55.2%
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.
Less than 8,500 pounds.
c
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.
a
b
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
13–13
The transportation sector accounted for less than 1.5% of the nation’s sulfur dioxide (SO2) emissions in 2020, with
off-highway vehicles responsible for most of the emissions. Stationary fuel combustion (e.g. electricity generation)
was responsible for about 63% of all SO2 emissions in 2020.
Table 13.12
Total National Emissions of Sulfur Dioxide, 1970–2020a
(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
2020
0.02
0.03
0.04
1.24
0.44
0.03
0.22
1.96
Percent
of total,
2020
0.8%
1.4%
2.2%
63.1%
22.3%
1.3%
11.1%
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 40—2022
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 13.13 through Table 13.30 contain summaries of the current standards.
Acronyms Used on Tables 13.13 through Table 13.30
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 40—2022
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
a
86
79
72
65
58
51
44
37
30
LDT2, 3, 4, and
medium-duty
passenger vehicles
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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
-
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+
-
-
2013+
-
-
2012-2017
-
-
2018+
-
≥ 600
-
2012+
≥ 75
-
3l
≥ 600
2.5 ≤ disp < 3.5
< 600
-
j
-
5.6 (ABT)
-
5.6 (ABT)
0.20 (ABT)
j
0.30 (ABT)
10/ 1,000
10 / 1,000
5 / 3,000
7 / 5,000
10 / 1,000 for
CI
Recreational
5.0
5.0
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
0.10 (ABT)
0.11 (ABT)
0.11 (ABT)
5.8 (ABT)
0.11 (ABT)
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)
All
10 / 10,000
0.11 (ABT)
-
1.2 ≤ disp < 2.5
10 / 10,000
0.11 (ABT)
-
0.9 ≤ disp < 1.2
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
5.8 (ABT)
< 0.9
Useful Life e
(years/hours)
5.5
0.14 (ABT)
-
3.5 ≤ disp < 7.0
< 600
-
j
7.5 (ABT) 0.30 (ABT)
-
< 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
-
2004
0.9 ≤ disp < 1.2
2
-
-0.20 i
rpm < 130
C1
Commercial &
Recreational
17.0
PM (g/kW- CO (g/kWhr)
hr)
2005h
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)
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 40—2022
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
5.0
2007
all
-
-
-
11.0 (ABT)
0.50 (ABT)
< 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
-
-
-
-
-
-
2.0
-
-
-
-
-
-
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
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
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 40—2022
A–1
Credit: / /Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–2
SOURCES & METHODOLOGIES
This TEDB 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 40—2022
A–3
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
TEDB
Transportation Energy Data Book
TIUS
Truck Inventory and Use Survey
VIUS
Vehicle Inventory and Use Survey
vmt
vehicle-miles traveled
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–4
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 (2009–2019) – 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 (2010-2019) – 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, Assessment of Light-Duty Plug-in Electric Vehicles in the United States, 2010
– 2020, June 2021, doi.org/10.2172/1785708. For tables in the main body of the TEDB,
electricity was converted from kWh to Btu using 3,412 Btu/kWh.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–5
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
2018
2019
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
51,174
48,579
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
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
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%
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%
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 40—2022
A–6
2.1.2 Motorcycles
DOT, FHWA, Highway Statistics 2019, 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
1995
1971
72,140
1996
1972
86,620
1997
1973
103,880
1998
1974
108,900
1999
1975
112,580
2000
1976
120,060
2001
1977
126,980
2002
1978
143,160
2003
1979
172,740
2004
1980
204,280
2005
1981
213,800
2006
1982
198,200
2007
1983
175,200
2008
1984
175,680
2009
1985
181,720
2010
1986
187,940
2011
1987
190,120
2012
1988
200,480
2013
1989
207,420
2014
1990
191,140
2015
1991
183,560
2016
1992
191,140
2017
1993
198,120
2018
1994
204,800
2019
Heat content used for conversion to btu:
Fuel use
(thousand gallons)
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
456,657
447,864
125,000 btu/gallon
a
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 40—2022
A–7
2.1.3 Buses
Transit
APTA, 2021 Public Transportation Fact Book, Washington, DC, 2021. 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
2018
2019
Heat content used
for conversion
to btu:
6.3
6.2
8.2
6.9
6.7
2.8
2.2
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
181.0
190.7
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
13.3
13.9
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
399.5
399.9
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
3.0
2.7
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
64.3
62.4
62.8
57.0
3,412
btu/kWh
Note: CNG is reported in diesel-gallon equivalents.
a
Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
49.4
41.0
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
0.2
0.2
126,200
btu/gallon
64,600
btu/gallon
a
a
a
a
a
a
a
a
a
a
a
a
A–8
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
2018
2019
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
285.72a
280.67a
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
707.35a
694.85a
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 40—2022
A–9
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 (2008–2019) – 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 (2010-2019) – 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, Assessment of Light-Duty Plug-in Electric Vehicles in the United States, 2010
– 2020, June 2021, doi.org/10.2172/1785708. For tables in the main body of the TEDB,
electricity was converted from kWh to Btu using 3,412 Btu/kWh.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–10
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
2018
2019
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
73,802
75,856
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
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
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%
0.2%
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%
95.0%
95.0%
120,900
btu/gallon
Data are not continuous between 2008 and 2009 due to changes in source.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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%
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%
0.8%
0.8%
90,800
btu/gallon
A–11
Medium/Heavy Trucks
DOT, FHWA, Highway Statistics 2019, 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.
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
2018
2019
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
46,405
45,643
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
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%
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%
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%
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 40—2022
A–12
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 1970-2019.
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 40—2022
A–13
2.2 OFF-HIGHWAY ENERGY USE
U.S. Environmental Protection Agency, MOVES2014b model, results generated September
2020. Data 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. Model output was converted from grams to gallons using EPA’s
methodology documented in the technical report Greenhouse Gas and Energy Consumption
Rates for On-road Vehicles: Updates for MOVES2014, www.epa.gov/moves/can-moves-reportoutput-terms-fuel-consumption.
2.3 NONHIGHWAY ENERGY USE
2.3.1 Air
General Aviation
DOT, FAA, General Aviation and Part 135 Activity Surveys - CY 2019, 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
1994
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
470.8
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
264.1
120,200
btu/gallon
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
2019
Jet fuel
(million gallons)
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
1,822.7
1,515.4
135,000
btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
Aviation gasoline
(million gallons)
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
222.3
187.8
120,200
btu/gallon
A–14
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 TEDB 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
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
Domestic
(thousand gallons)
International
(thousand gallons)
Separate estimates for domestic
and international are not available
from 1970-1976.
8,202,051
8,446,117
8,865,885
8,519,233
8,555,249
8,432,465
8,672,574
9,625,958
10,115,007
11,137,331
11,586,838
11,917,904
11,905,144
12,429,305
11,506,477
11,762,852
11,958,663
12,475,549
12,811,717
13,187,305
13,659,581
13,876,971
14,402,127
14,844,592
14,017,461
12,848,329
12,958,581
13,622,603
13,778,869
13,694,437
13,681,664
12,666,911
11,339,220
11,256,900
11,035,400
10,439,700
10,337,000
10,458,600
1,708,376
1,741,918
1,828,435
1,747,306
2,032,520
1,967,733
1,998,289
2,286,407
2,487,929
2,544,996
2,893,617
3,262,824
3,557,294
3,963,081
3,939,666
4,120,132
4,113,321
4,310,879
4,511,418
4,658,093
4,964,181
5,185,562
5,250,492
5,474,685
5,237,487
4,990,798
4,836,356
4,931,546
5,520,889
6,017,638
6,204,502
6,186,747
5,721,298
6,041,500
6,522,600
6,506,300
6,487,300
6,321,400
Total
(thousand gallons)
10,085,000
10,140,000
10,302,000
10,671,000
10,417,260
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
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–15
Table A.9 (continued)
2015
2016
2017
2018
2019
Heat content used for
conversion to btu:
10,928,600
11,373,600
11,587,600
12,151,000
12,541,400
135,000
btu/gallon
6,420,600
6,294,800
6,441,300
6,598,800
6,663,400
135,000
btu/gallon
17,349,200
17,668,400
18,028,900
18,749,800
19,204,800
135,000
btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–16
2.3.2 Water
Freight
Total – DOE, EIA, Petroleum and Other Liquids Database, September 2021. 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
2018
2019
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
2,101,132
1,933,207
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
4,117,841
3,543,789
149,700
btu/gallon
77.5%
9.3%
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–17
Recreational Boating
1970-1998: U.S. Environmental Protection Agency, MOVES2014a model.
1999-2018: Environmental Protection Agency MOVES2014b model.
2019: Environmental Protection Agency MOVES3.0.1 model.
Model output was converted from grams to gallons using EPA’s methodology documented in the
technical report Greenhouse Gas and Energy Consumption Rates for On-road Vehicles:
Updates for MOVES2014, www.epa.gov/moves/can-moves-report-output-terms-fuelconsumption.
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
2018
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
293,681,413
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
1,371,130,522
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–18
Table A.11 (continued)
2019
Heat content used for
conversion to btu:
298,562,437
138,700
btu/gallon
1,374,801,040
125,000
btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–19
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 2020, 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 40—2022
A–20
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
2018
2019
Heat content used for
conversion to btu:
a
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
722,049
876,353
944,265
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
3,272.3
3,971.6
4,279.4
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
70.0
70.0
For tables in the main body of the TEDB, electricity was converted from kWh to Btu using 3,412 Btu/kWh..
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 40—2022
A–21
2.3.4 Rail
Freight
AAR, Railroad Facts, 2020 Edition, Washington, DC, 2020.
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
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
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–22
Table A.13 (continued)
2018
2019
Heat content used for
conversion to btu:
3,697,139
3,463,894
138,700
Btu/gallon
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–23
Passenger
Commuter - APTA, 2021 Public Transportation Fact Book, Washington, DC, 2021.
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
2018
2019
Heat content used for
conversion to btu:
a
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
102,650
103,718
138,700
Btu/gallon
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
1,764
1,780
3,412
Btu/kWha
For tables in the main body of the TEDB, electricity was converted from kWh to Btu using 3,412 Btu/kWh.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–24
Transit – APTA, 2021 Public Transportation Fact Book, Washington, DC, 2021. 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
2018
2019
Heat content used for
conversion to btu:
a
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
939
955
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
3,874
3,996
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
4,812
4,951
3,412
Btu/kWha
For tables in the main body of the TEDB, electricity was converted from kWh to Btu using 3,412 Btu/kWh.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–25
Intercity – Personal communication with Amtrak, Washington, DC, 2020.
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
2018
2019
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
60,459
58,378
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
487,607
486,650
3,412
Btu/kWha
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 40—2022
A–26
3. PASSENGER TRAVEL AND ENERGY USE
3.1 CARS
Number of vehicles – DOT, FHWA, Highway Statistics 2018, 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 TEDB Table 2.8.
3.2 LIGHT TRUCKS
Number of vehicles – DOT, FHWA, Highway Statistics 2019, 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 (TEDB 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 (TEDB 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 (TEDB
Table A.17) which were derived by ORNL from the 2002 VIUS Micro Data File on CD.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–27
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 2019.
3.3 MOTORCYCLES
Number of vehicles, vehicle-miles – DOT, FHWA, Highway Statistics 2018, Table VM-1.
Passenger-miles – Vehicle-miles multiplied by an average load factor.
Load factor – 2018 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 TEDB Table 2.8.
3.4 DEMAND RESPONSE
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2020 Public Transportation Fact
Book, Washington, DC, 2020.
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, 2020 Public Transportation Fact Book, Washington, DC, 2020.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–28
3.5 BUSES
3.5.1 Transit
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2020 Public Transportation Fact
Book, Washington, DC, 2020. Data series shown on TEDB Table 7.1.
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 TEDB Table 7.1.
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 2018, was used to estimate
the change in energy use.
3.5.3 School
Number of vehicles – DOT, FHWA, Highway Statistics 2018, 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 2018, 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
2018, 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 TEDB Table 10.2 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 2018.
2011 Data: Aviation Forecasts, Tables 28 and 29, May 2013. Data series shown in TEDB
Table 10.3.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–29
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 TEDB Table 10.3.
3.7 RECREATIONAL BOATING
Number of vehicles and energy use – U.S. EPA’s MOVES2014b model.
3.8 RAIL
3.8.1 Intercity
Number of vehicles, vehicle-miles, passenger-miles – AAR, Railroad Facts, 2019 Edition,
Washington, DC, 2019.
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 TEDB Table 10.10.
3.8.2 Transit
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2020 Public Transportation Fact
Book, Washington, DC, 2020. Sum of light and heavy rail transit. Data series shown on
TEDB Table 7.4.
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 TEDB Table 7.4.
3.8.3 Commuter
Number of vehicles, vehicle-miles, passenger-miles – APTA, 2020 Public Transportation Fact
Book, Washington, DC, 2020.
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 TEDB Table 7.3.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–30
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 TEDB Table 2.8.
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 TEDB Table 4.1.
2009-2018: 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 TEDB Table 2.8.
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 TEDB 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 TEDB Table A.18.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–31
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
2018
2019
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
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
2009 NHTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
2017 NHTS
2017 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
1.56
1.56
1.56
1.56
1.55
1.55
1.55
1.55
1.55
1.55
1.54
1.54
1.54
1.54
1.54
1.54
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–32
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 TEDB Table 2.8.
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 TEDB Table 4.2. 2009-2018: 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
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
2009 NHTS
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
Interpolated
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
1.74
1.75
1.77
1.79
1.81
1.82
1.84
1.84
1.84
1.83
1.83
1.83
1.83
1.82
1.82
1.82
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–33
Table A.19 (continued)
2018
2019
2017 NHTS
2017 NHTS
1.82
1.82
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–34
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 TEDB Table 2.8.
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 TEDB Table 4.2.
2009-2018: 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 TEDB 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 TEDB Table 7.1.
Vehicle-miles – APTA, 2020 Public Transportation Fact Book, Washington, DC, 2020.
Data series shown on TEDB Table 7.1.
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 TEDB Table 7.1.
Passenger-miles – APTA, 2020 Public Transportation Fact Book, Washington, DC,
2020.
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 2018, was
used to estimate the change in energy use.
Passenger-miles – Data are not available.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–35
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 TEDB Table 10.2 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 TEDB
Table 10.3.
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 TEDB
Table 10.10.
Passenger-miles – AAR, Railroad Facts, 2019 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 TEDB Table 7.4.
Passenger-miles – APTA, 2020 Public Transportation Fact Book, Washington, DC,
2020. Data series shown on TEDB Table 7.4.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–36
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 TEDB Table 7.3.
Passenger-miles – APTA, 2020 Public Transportation Fact Book, Washington, DC,
2020. Data series shown on TEDB Table 7.3.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–37
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 2018, 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 TEDB 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 TEDB
Table 10.8.
Freight car miles – AAR, Railroad Facts, 2019 Edition, Washington, DC, 2019. Data
series shown in TEDB Table 10.8.
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 TEDB
Table 10.8.
Ton-miles – AAR, Railroad Facts, 2019 Edition, Washington, DC, 2019. Data series
shown in TEDB Table 10.8.
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-on.
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 40—2022
A–38
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 2018.
7.1 CARS
Registrations – DOT, FHWA, Highway Statistics 2019, Table MV-1 and annual editions back
to 2009.
Vehicle travel –
Total for all light vehicles – DOT, FHWA, Highway Statistics 2019, 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 20092019, 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 TEDB Table A.20.
Table A.20
Estimated Car VMT
Year
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
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
2,897.1
2,924.1
Share Attributable to Cars
59.5%
56.5%
55.0%
54.0%
54.0%
53.0%
52.0%
51.0%
49.5%
49.0%
47.0%
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
1,419.6
1,374.3
Miles per Vehicle – Vehicle travel divided by registrations.
Fuel Use – Vehicle travel divided by fuel economy.
Fuel Economy – DOE, EIA, Annual Energy Outlook 2020, January 2020 and annual editions
back to 2012.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
A–39
7.2 2-AXLE, 4-TIRE TRUCKS
Registrations – DOT, FHWA, Highway Statistics 2019, Table MV-1 and annual editions back
to 2009.
Vehicle travel –
Total for all light vehicles – DOT, FHWA, Highway Statistics 2019, 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 2009-2019, 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 TEDB Table A.21.
Table A.21
Estimated 2-axle, 4-tire Truck VMT
Year
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
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
2,897.1
2,924.1
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%
51.0%
53.0%
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
1,477.5
1,549.7
Miles per Vehicle – Vehicle travel divided by registrations.
Fuel Use – Vehicle travel divided by fuel economy.
Fuel Economy – DOE, EIA, Annual Energy Outlook 2020, January 2020 and annual editions
back to 2012.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
B–1
Credit: Greg Pease/Stone/Getty Images
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
B–2
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 40—2022
B–3
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 40—2022
B–4
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 40—2022
B–5
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 40—2022
B–6
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 40—2022
B–7
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 40—2022
B–8
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 40—2022
B–9
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 40—2022
B–10
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 40—2022
B–11
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 40—2022
B–12
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 40—2022
B–13
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 40—2022
B–14
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
2019
2020
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
0.152
0.150
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
0.158
0.156
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
0.164
0.162
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
0.174
0.172
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
0.193
0.190
To:
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
0.210
0.208
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
0.223
0.220
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
0.237
0.234
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.255
0.252
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
0.284
0.281
B–15
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
2019
2020
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
0.322
0.318
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
0.356
0.351
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
0.377
0.373
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
0.390
0.385
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
0.406
0.401
To:
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
0.421
0.416
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
0.429
0.423
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
0.444
0.439
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.463
0.457
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
0.485
0.479
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
2019
2020
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
0.511
0.505
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
0.533
0.526
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
0.549
0.542
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
0.565
0.558
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
0.580
0.573
To:
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
0.596
0.589
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
0.614
0.606
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
0.628
0.620
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.638
0.630
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
0.652
0.644
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
2019
2020
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
0.674
0.665
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
0.693
0.684
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
0.704
0.695
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
0.720
0.711
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
0.739
0.730
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
0.764
0.755
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
0.789
0.779
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
0.811
0.801
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.842
0.832
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
0.839
0.829
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
2019
2020
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
0.853
0.843
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
0.880
0.869
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
0.898
0.887
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
0.911
0.900
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
0.926
0.915
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
0.927
0.916
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
0.939
0.927
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
0.959
0.947
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
0.982
0.970
Source:
U.S. Bureau of Labor Statistics.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
2019
6.589
6.313
6.116
5.758
5.186
4.752
4.493
4.219
3.921
3.521
3.103
2.813
2.649
2.567
2.461
2.376
2.333
2.251
2.161
2.062
1.956
1.877
1.822
1.769
1.725
1.678
1.629
1.593
1.568
1.535
1.485
1.444
1.421
1.389
1.353
1.309
1.268
1.233
1.187
1.192
1.172
1.137
1.114
1.097
1.080
1.079
1.065
1.043
1.018
1.000
0.988
2020
6.670
6.390
6.192
5.829
5.250
4.811
4.549
4.271
3.969
3.565
3.141
2.847
2.682
2.599
2.491
2.405
2.361
2.278
2.188
2.087
1.980
1.900
1.845
1.791
1.746
1.698
1.650
1.613
1.588
1.553
1.503
1.461
1.439
1.407
1.370
1.325
1.284
1.248
1.202
1.206
1.187
1.151
1.127
1.111
1.093
1.092
1.078
1.056
1.031
1.012
1.000
B–19
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
2019
2020
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
0.193
0.191
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
0.203
0.200
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
0.211
0.209
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
0.223
0.220
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
0.243
0.240
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
0.265
0.262
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
0.280
0.277
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
0.298
0.294
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.318
0.315
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
0.345
0.341
B–20
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
2019
2020
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
0.376
0.372
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
0.412
0.407
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
0.437
0.432
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
0.454
0.449
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
0.471
0.465
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
0.486
0.480
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
0.495
0.490
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
0.508
0.502
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.526
0.520
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
0.546
0.540
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
2019
2020
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
0.567
0.560
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
0.586
0.579
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
0.600
0.592
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
0.614
0.607
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
0.627
0.619
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
0.640
0.632
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
0.652
0.644
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
0.663
0.655
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.670
0.663
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
0.680
0.672
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
2019
2020
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
0.695
0.687
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
0.711
0.702
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
0.722
0.713
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
0.735
0.727
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
0.755
0.746
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
0.779
0.769
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
0.802
0.793
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
0.824
0.814
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
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
0.840
0.830
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
0.846
0.836
B–23
Table B.18
Gross National Product Implicit Price Deflator (Continued)
From:
2010
1970
4.451
1971
4.236
1972
4.059
1973
3.849
1974
3.533
1975
3.233
1976
3.064
1977
2.885
1978
2.696
1979
2.490
1980
2.284
1981
2.089
1982
1.967
1983
1.892
1984
1.827
1985
1.771
1986
1.735
1987
1.692
1988
1.634
1989
1.573
1990
1.517
1991
1.468
1992
1.435
1993
1.402
1994
1.372
1995
1.344
1996
1.320
1997
1.298
1998
1.284
1999
1.266
2000
1.238
2001
1.210
2002
1.192
2003
1.168
2004
1.137
2005
1.102
2006
1.069
2007
1.041
2008
1.021
2009
1.013
2010
1.000
2011
0.981
2012
0.964
2013
0.949
2014
0.935
2015
0.920
2016
0.909
2017
0.893
2018
0.871
2019
0.856
2020
0.846
Source:
U.S. Department of
monthly.
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
0.874
0.864
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
0.891
0.880
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
0.906
0.896
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
0.923
0.912
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
0.932
0.921
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
0.942
0.930
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
0.960
0.948
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
0.983
0.971
2019
5.188
4.937
4.732
4.486
4.116
3.767
3.570
3.361
3.140
2.899
2.659
2.429
2.288
2.201
2.125
2.060
2.019
1.970
1.902
1.830
1.764
1.706
1.668
1.629
1.595
1.563
1.534
1.508
1.492
1.470
1.438
1.407
1.385
1.360
1.325
1.284
1.247
1.214
1.191
1.182
1.168
1.144
1.123
1.103
1.083
1.072
1.061
1.042
1.018
1.000
0.988
2020
5.249
4.995
4.788
4.539
4.165
3.812
3.612
3.401
3.177
2.934
2.691
2.458
2.315
2.228
2.150
2.084
2.043
1.993
1.925
1.852
1.785
1.726
1.688
1.649
1.614
1.581
1.553
1.526
1.509
1.488
1.455
1.424
1.402
1.376
1.340
1.300
1.261
1.228
1.205
1.196
1.182
1.158
1.136
1.116
1.096
1.086
1.075
1.055
1.030
1.012
1.000
Commerce, Bureau of Economic Analysis, Survey of Current Business, Washington, DC,
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
G–1
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
G–2
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 40—2022
G–3
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 40—2022
G–4
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 40—2022
G–5
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 40—2022
G–6
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
G–7
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
G–8
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
G–9
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.
Hybrid rail – A subset of commuter rail operating exclusively on freight railroad right-of-way.
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
G–10
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.
TRANSPORTATION ENERGY DATA BOOK: EDITION 40—2022
G–11
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.
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