Transportation energy data book: edition 23 - Oak Ridge National ...

Center for Transportation Analysis 

Engineering Science & Technology Division 

TRANSPORTATION ENERGY DATA BOOK: 

EDITION 23 

Stacy C. Davis 

Susan W. Diegel 

Oak Ridge National Laboratory 

October 2003 

Prepared for the 

Office of Planning, Budget Formulation and Analysis 

Energy Efficiency and Renewable Energy 

U.S. Department of Energy 

Prepared by the 


Oak Ridge, Tennessee 37831-6073 

Managed by 

UT-BATTELLE, LLC 

for the 

U.S. DEPARTMENT OF ENERGY 

under Contract No. DE-AC05-00OR22725 

ORNL-6970 

(Edition 23 of ORNL-5198)

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Stacy C. Davis 


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Philip D. Patterson 

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This and previous editions of the 

Transportation Energy Data Book 

can be found on the web at: 

www-cta.ornl.gov/data

TABLE OF CONTENTS 

FOREWORD ................................................................. xvii 

ACKNOWLEDGMENTS ....................................................... xix 

ABSTRACT .................................................................. xxi 

INTRODUCTION ............................................................ xxiii 

CHAPTER 1 PETROLEUM................................................... 1–1 

Table 1.1 World Fossil Fuel Potential .......................................... 1–2 

Figure 1.1 World Fossil Fuel Potential.......................................... 1–2 

Table 1.2 World Crude Oil Production, 1960–2002 ............................... 1–3 

Table 1.3 World Petroleum Production, 1973–2002 ............................... 1–4 

Table 1.4 World Petroleum Consumption, 1960–2002 ............................. 1–5 

Figure 1.2 World Oil Reserves, Production and Consumption, 2002 ................... 1–6 

Table 1.5 World Oil Reserves, Production and Consumption, 2002 ................... 1–6 

Figure 1.3 World Natural Gas Reserves, Production, and Consumption, 2000 ........... 1–7 

Table 1.6 World Natural Gas Reserves, Production, and Consumption, 2000 ........... 1–7 

Table 1.7 Petroleum Stocks of OECD Countries by Ownership, 1995–2002 ............ 1–8 

Figure 1.4 Crude Oil Prices in Current and Constant Terms, 1870–2002 ............... 1–9 

Table 1.8 U.S. Petroleum Imports by World Region of Origin, 1960–2002 ............ 1–10 

Figure 1.5 Oil Price and Economic Growth, 1970–2002 ........................... 1–11 

Table 1.9 Summary of 1996 Military Expenditures for Defending Oil Supplies from the 

Middle East ..................................................... 1–12 

Figure 1.6 Refinery Gross Output by World Region, 2002 .......................... 1–13 

Table 1.10 U.S. Refinery Input of Crude Oil and Petroleum Products, 1987–2002 ....... 1–14 

Table 1.11 Refinery Yield of Petroleum Products from a Barrel of Crude Oil, 1978–2002 . 1–15 

Table 1.12 United States Petroleum Production, Imports and Exports, 1950–2002 ....... 1–16 

TRANSPORTATION ENERGY DATA BOOK: EDITION 23—2003

vi 

TABLE OF CONTENTS (Continued) 

Table 1.13 Petroleum Production and Consumption Ratios, 1950–2002 ............... 1–17 

Figure 1.7 United States Petroleum and Consumption, 1970–2025 ................... 1–18 

Table 1.14 Consumption of Petroleum by End-Use Sector, 1973–2002 ................ 1–19 

Table 1.15 Ton-Miles of Petroleum and Petroleum Products in the U.S. by Mode, 

1975–2001 ...................................................... 1–20 

CHAPTER 2 ENERGY ....................................................... 2–1 

Figure 2.1 World Consumption of Primary Energy, 2001 ........................... 2–2 

Table 2.1 U. S. Consumption of Total Energy by End-Use Sector, 1973–2002 .......... 2–3 

Table 2.2 Distribution of Energy Consumption by Source, 1973 and 2002 ............. 2–4 

Table 2.3 Alternative Fuel and Oxygenate Consumption, 1992–2002 ................. 2–5 

Table 2.4 Domestic Consumption of Transportation Energy by Mode and 

Fuel Type, 2001 ................................................... 2–6 

Table 2.5 Transportation Energy Use by Mode, 2000–2001 ......................... 2–7 

Table 2.6 Highway Transportation Energy Consumption by Mode, 1970–2001 ......... 2–8 

Table 2.7 Nonhighway Transportation Energy Consumption by Mode, 1970–2001 ...... 2–9 

Table 2.8 Off-Highway Use of Gasoline and Diesel, 1985–2001 .................... 2–10 

Table 2.9 Highway Usage of Gasoline and Special Fuels, 1973–2001 ................ 2–11 

Table 2.10 U.S. Production and Imports of MTBE and Fuel Ethanol, 1985–2002 ........ 2–12 

Table 2.11 Passenger Travel and Energy Use, 2001 ............................... 2–13 

Table 2.12 Energy Intensities of Highway Passenger Modes, 1970–2001 .............. 2–14 

Table 2.13 Energy Intensities of Nonhighway Passenger Modes, 1970–2001 ........... 2–15 

Figure 2.2 Energy Intensities for Transit Rail, 2001 ............................... 2-16 

Figure 2.3 Energy Intensities for Selected Transit Bus Systems, 2001 ................. 2–17 

Table 2.14 Intercity Freight Movement and Energy Use in the United States, 2001 ...... 2–18 

Table 2.15 Energy Intensities of Freight Modes, 1970–2001 ........................ 2–19 

CHAPTER 3 HIGHWAY VEHICLES AND CHARACTERISTICS .................. 3–1 



Table 3.1 Automobile Registrations for Selected Countries, 1950–2001 ............... 3–2 

Table 3.2 Truck and Bus Registrations for Selected Countries, 1950–2001 ............. 3–3 

Table 3.3 Automobiles and Trucks in Use, 1970–2001 ............................. 3–5 

Figure 3.1 Vehicles per Thousand People: U.S. Compared to Other Countries ........... 3–6 

Table 3.4 Vehicle Stock and New Sales in the United States, 2001 Calendar Year ....... 3–7 

Table 3.5 Shares of Highway Vehicle-Miles Traveled by Vehicle Type, 1970–2001 ..... 3–8 

Table 3.6 Automobiles in Operation and Vehicle Travel by Age, 1970 and 2001 ........ 3–9 

Table 3.7 Trucks in Operation and Vehicle Travel by Age, 1970 and 2001 ............ 3–10 

Table 3.8 Average Age of Automobiles and Trucks in Use, 1970–2001 .............. 3-11 

Figure 3.2 Average Age and Registrations of Automobiles and Trucks, 1970–2001 ...... 3–12 

Table 3.9 Automobile Scrappage and Survival Rates 1970, 1980 and 1990 Model Years . 3–13 

Figure 3.3 Automobile Survival Rates.......................................... 3–14 

Table 3.10 Light Truck Scrappage and Survival Rates ............................. 3–15 

Figure 3.4 Light Truck Survival Rates.......................................... 3–16 

Table 3.11 Heavy Truck Scrappage and Survival Rates ............................ 3–17 

Figure 3.5 Heavy Truck Survival Rates......................................... 3–18 

CHAPTER 4 LIGHT VEHICLES AND CHARACTERISTICS ...................... 4–1 

Table 4.1 Summary Statistics for Passenger Cars, 1970–2001 ....................... 4–2 

Table 4.2 Summary Statistics for Two-Axle, Four-Tire Trucks, 1970–2001 ............ 4–3 

Table 4.3 Summary Statistics on Class 1, Class 2a, and Class 2b Light Trucks .......... 4–4 

Table 4.4 Sales Estimates of Class 1, Class 2a, and Class 2b Light Trucks, 1989–1999 . . . 4–4 

Table 4.5 New Retail Automobile Sales in the United States, 1970–2002 .............. 4–5 

Table 4.6 New Retail Sales of Trucks 10,000 pounds GVW and Less in the 

United States, 1970–2002 ........................................... 4–6 

Table 4.7 Period Sales, Market Shares, and Sales-Weighted Fuel Economies of New 

Domestic and Import Automobiles, Selected Sales Periods 1976–2002 ........ 4–7 

TRANSPORTATION ENERGY DATA BOOK: EDITION 23—2003 

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Table 4.8 Period Sales, Market Shares, and Sales-Weighted Fuel Economies of New 

Domestic and Import Light Trucks, Selected Sales Periods 1976–2002 ........ 4–8 

Table 4.9 Light Vehicle Market Shares by Size Class, Sales Periods 1976–2002 ........ 4–9 

Figure 4.1 Light Vehicle Market Shares, Sales Periods, 1976–2002 .................. 4–10 

Table 4.10 Sales-Weighted Engine Size of New Domestic and Import Automobiles 

by Size Class, Sales Periods 1976–2002 ............................... 4–11 

Table 4.11 Sales-Weighted Engine Size of New Domestic and Import Light Trucks 


Table 4.12 Sales-Weighted Curb Weight of New Domestic and Import Automobiles 


Table 4.13 Sales-Weighted Interior Space of New Domestic and Import Automobiles 


Table 4.14 Sales-Weighted Wheelbase of New Automobiles and Light Trucks, 

Sales Periods 1976–2002 ........................................... 4–15 

Table 4.15 Average Material Consumption for a Domestic Automobile, 1978, 1985, 

and 2001 ........................................................ 4–16 

Table 4.16 New Light Vehicle Dealerships and Sales, 1970–2000 .................... 4–17 

Table 4.17 Conventional and Alternative Fuel Refueling Stations .................... 4–18 

Table 4.18 Automobile Corporate Average Fuel Economy (CAFE) Standards versus 

Sales-Weighted Fuel Economy Estimates, 1978–2003 .................... 4–19 

Table 4.19 Light Truck Corporate Average Fuel Economy (CAFE) Standards versus 

Sales-Weighted Fuel Economy Estimates, 1978–2003 .................... 4–20 

Table 4.20 Corporate Average Fuel Economy (CAFE) Fines Collected, 1983–2001 ...... 4–21 

Table 4.21 The Gas Guzzler Tax on New Cars ................................... 4–22 

Table 4.22 Tax Receipts from the Sale of Gas Guzzlers, 1980–2001 .................. 4–23 

Table 4.23 Vehicle Specifications for Vehicles Tested in the 1997 Study .............. 4–25 

Table 4.24 Fuel Economy by Speed, 1973, 1984 and 1997 Studies ................... 4–26 

Figure 4.2 Fuel Economy by Speed, 1973, 1984 and 1997 Studies ................... 4–27 

Table 4.25 Steady Speed Fuel Economy for Vehicles Tested in the 1997 Study ......... 4–28 



Figure 4.3 Urban Driving Cycle .............................................. 4–29 

Figure 4.4 Highway Driving Cycle ............................................ 4–29 

Figure 4.5 New York City Driving Cycle........................................ 4–30 

Figure 4.6 Representative Number Five Driving Cycle ............................ 4–30 

Figure 4.7 US06 Driving Cycle ............................................... 4–31 

Table 4.26 Projected Fuel Economies from U.S., European, and Japanese Driving Cycles . 4–32 

Table 4.27 Comparison of U.S., European, and Japanese Driving Cycles .............. 4–33 

Table 4.28 Occupant Fatalities by Vehicle Type and Nonoccupant Fatalities, 1975–2000 . 4–34 

Table 4.29 Light Vehicle Occupant Safety Data, 1975–2001 ........................ 4–35 

Table 4.30 Crashes by Crash Severity, Crash Type, and Vehicle Type, 2001 ........... 4-36 

Figure 4.8 Percent Rollover Occurrence in Fatal Crashes by Vehicle Type, 2001 ....... 4–37 

Table 4.31 Summary Statistics on Light Transit Vehicles, 1994–2001 ................. 4-38 

CHAPTER 5 HEAVY VEHICLES AND CHARACTERISTICS ..................... 5–1 

Table 5.1 Summary Statistics for Other Single-Unit Trucks, 1970–2001 ............... 5–2 

Table 5.2 Summary Statistics for Combination Trucks, 1970–2001 ................... 5–3 

Table 5.3 New Retail Truck Sales by Gross Vehicle Weight, 1970–2002 .............. 5–4 

Table 5.4 Truck Statistics by Gross Vehicle Weight Class, 1997 ..................... 5–6 

Table 5.5 Truck Harmonic Mean Fuel Economy by Size Class, 1992 and 1997 ......... 5–6 

Table 5.6 Truck Statistics by Size, 1997 ........................................ 5–7 

Table 5.7 Percentage of Trucks by Size Ranked by Major Use, 1997 .................. 5–8 

Table 5.8 Percentage of Trucks by Fleet Size and Primary Fueling Facility, 1997 ........ 5–9 

Table 5.9 Percentage of Trucks by Major Use and Primary Fueling Facility, 1997 ...... 5–10 

Table 5.10 Growth of Freight in the United States: Comparison of the 1997 

and 1993 Commodity Flow Surveys .................................. 5–12 

Table 5.11 Growth of Freight Miles in the United States: Comparison of the 1997 

and 1993 Commodity Flow Surveys .................................. 5–13 


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Table 5.12 Summary Statistics on Transit Buses, 1984–2001 ........................ 5–14 

Table 5.13 Summary Statistics on Intercity and School Buses, 1970–2001 ............. 5–15 

CHAPTER 6 ALTERNATIVE FUEL AND ADVANCED TECHNOLOGY 

VEHICLES AND CHARACTERISTICS ............................. 6–1 

Table 6.1 Estimates of Alternative Fuel Vehicles in Use, 1992–2002 ................. 6–3 

Table 6.2 Estimates of Alternative Fuel Vehicles by Ownership, 1996 and 2002 ........ 6–4 

Table 6.3 Alternative Fuel Vehicles Available by Manufacturer, Model Year 2001 ...... 6–5 

Table 6.4 Number of Alternative Refuel Sites by State and Fuel Type, 2002 ............ 6–6 

Figure 6.1 Clean Cities Coalitions ............................................. 6–7 

Table 6.5 Sales and Specifications of Available Advanced Technology Vehicles ........ 6–8 

Table 6.6 Hydrogen Production Methods ...................................... 6–10 

Table 6.7 U.S. Hydrogen Production Plants and Storage Terminals .................. 6–11 

Table 6.8 U.S. and World Hydrogen Consumption by End-Use Category, 1999 ........ 6–12 

Table 6.9 Hydrogen Storage Systems for On-Board Light Vehicles.................. 6–13 

Table 6.10 Properties of Conventional and Alternative Fuels ........................ 6–14 

Table 6.11 Fuel Cell Type Comparison ......................................... 6–15 

CHAPTER 7 FLEET VEHICLES AND CHARACTERISTICS ...................... 7–1 

Figure 7.1 Fleet Vehicles in Service as of February 1, 2002 ......................... 7–2 

Table 7.1 Light Vehicles in Fleets of 10 or More, 2000 ............................ 7–3 

Table 7.2 New Light Fleet Vehicle Purchases by Vehicle Type, 2000 ................. 7–3 

Table 7.3 Average Length of Time Business Fleet Vehicles are in Service, 2001 ........ 7–4 

Table 7.4 Average Annual Vehicle-Miles of Travel for Fleet Vehicles, 2000 ........... 7–4 

Figure 7.2 Average Miles per Domestic Federal Vehicle by Vehicle Type, 2001 .......... 7–5 

Table 7.5 Federal Government Vehicles by Agency, Fiscal Year 2001 ................ 7–6 

Table 7.6 Federal Fleet Vehicle Acquisitions by Fuel Type, FY 1998– 2001 ............ 7–7 

Table 7.7 Fuel Consumed by Federal Government Fleets, FY 1998–2001 .............. 7–7 



Table 7.8 Energy Policy Act Purchase Requirements of Light Alternative 

Fuel Vehicles ..................................................... 7–8 

CHAPTER 8 HOUSEHOLD VEHICLES AND CHARACTERISTICS ................ 8–1 

Table 8.1 Population and Vehicle Profile, 1950–2001 ............................. 8–2 

Table 8.2 Population and Vehicle Ratios, 1950–2001 .............................. 8–3 

Table 8.3 Average Annual Expenditures of Households by Income, 2001 .............. 8–4 

Table 8.4 Household Vehicle Ownership, 1960–2000 Census ....................... 8–5 

Table 8.5 Demographic Statistics, 1969, 1977, 1983, 1990, 1995 NPTS and 2001 NHTS . . 8–6 

Table 8.6 Average Annual Vehicle-Miles, Vehicle Trips and Trip Length per Household 

1969, 1977, 1983, 1990, 1995 NPTS and 2001 NHTS ..................... 8–7 

Table 8.7 Average Annual Person-Miles Traveled (PMT), Person Trips and Trip Length 

per Household by Selected Trip Purposes, 1983, 1990, 1995 NPTS 

and 2001 NHTS ................................................... 8–8 

Table 8.8 Average Number of Vehicles and Vehicle Travel per Household, 

1990 NPTS and 2001 NHTS ......................................... 8–9 

Figure 8.1 Average Vehicle Occupancy by Vehicle Type, 1995 NPTS and 2001 NHTS .... 8–10 

Figure 8.2 Average Vehicle Occupancy by Trip Purpose, 1977 NPTS and 2001 NHTS . . . 8–11 

Table 8.9 Average Annual Miles per Vehicle by Household Vehicle Ownership, 

2001 NHTS ..................................................... 8–12 

Table 8.10 Average Age of Vehicles by Household Vehicle Ownership, 2001 NHTS ..... 8–12 

Table 8.11 Average Annual Miles per Household Vehicle by Vehicle Age ............. 8–13 

Table 8.12 Self-Reported vs. Odometer Average Annual Miles, 1995 NPTS ............ 8–14 

Table 8.13 Means of Transportation to Work, 1980, 1990 and 2000 Census ............ 8–15 

Table 8.14 Workers by Commute Time, 1990 and 2000 Census ..................... 8–16 

Table 8.15 Bicycle Sales, 1981-2002 ........................................... 8–17 

Table 8.16 Specialty Bicycle Sales by Year, 2000–2002 ........................... 8–18 

Figure 8.3 Walk and Bike Trips by Trip Purpose, 2001 NHTS ....................... 8–19 

Figure 8.4 Long-Distance Trips by Destination, 1995 ............................. 8–20 


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Table 8.17 Long-Distance Trips by Mode and Purpose, 1995 ....................... 8–21 

Figure 8.5 Shares of Long-Distance Person Trips by Mode and Household 

Income, 1995 .................................................... 8–22 

CHAPTER 9 NONHIGHWAY MODES ......................................... 9–1 

Table 9.1 Nonhighway Energy Use Shares, 1970–2001 ............................ 9–2 

Table 9.2 Summary Statistics for U.S. Domestic and International Certificated Route 

Air Carriers (Combined Totals), 1970–2001 ............................. 9–3 

Table 9.3 Summary Statistics for General Aviation, 1970–2001 ..................... 9–4 

Table 9.4 Tonnage Statistics for Domestic and International Waterborne 

Commerce, 1970–2001 ............................................. 9–5 

Table 9.5 Summary Statistics for Domestic Waterborne Commerce, 1970–2001 ......... 9–6 

Table 9.6 Breakdown of Domestic Marine Cargo by Commodity Class, 2001 ........... 9–7 

Table 9.7 Recreational Boating Statistics, 1977–2001 ............................. 9–8 

Table 9.8 Class I Railroad Freight Systems in the United States Ranked by Revenue 

Ton–Miles, 2001 .................................................. 9–9 

Table 9.9 Summary Statistics for Class I Freight Railroads, 1970–2001 .............. 9–10 

Table 9.10 Railroad Revenue Carloads by Commodity Group, 1974 and 2001 .......... 9–11 

Table 9.11 Intermodal Rail Traffic, 1965–2001 .................................. 9–12 

Table 9.12 Summary Statistics for the National Railroad Passenger Corporation 

(Amtrak), 1971–2001 .............................................. 9–13 

Table 9.13 Summary Statistics for Commuter Rail Operations, 1984–2001 ............. 9–14 

Table 9.14 Summary Statistics for Rail Transit Operations, 1970–2001 ................ 9–15 

CHAPTER 10 TRANSPORTATION AND THE ECONOMY ........................ 10–1 

Table 10.1 Gasoline Prices for Selected Countries, 1978–2002 ...................... 10–2 

Figure 10.1 Gasoline Prices for Selected Countries, 1990 and 2002 ...................10--3 

Table 10.2 Diesel Fuel Prices for Selected Countries, 1978–2002 .................... 10–4 

Figure 10.2 Diesel Prices for Selected Countries, 1990 and 2002 ..................... 10–5 



Table 10.3 Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2002 ....... 10–6 

Table 10.4 Retail Prices for Motor Fuel, 1978–2002 .............................. 10–7 

Table 10.5 Refiner Sales Prices for Propane and No. 2 Diesel, 1978–2002 ............. 10–8 

Table 10.6 Refiner Sales Prices for Aviation Gasoline and Jet Fuel, 1978–2002 ......... 10–9 

Table 10.7 State Taxes on Motor Fuels, 2000 ................................... 10–10 

Table 10.8 State Tax Exemptions for Gasohol, 2001 ............................. 10–12 

Table 10.9 Federal Excise Taxes on Motor Fuels ................................ 10–12 

Table 10.10 State Ethanol Incentives, 2003 ...................................... 10–13 

Table 10.11 Average Price of a New Car, 1970–2001 ............................. 10–14 

Table 10.12 Automobile Operating Cost per Mile, 1985–2002 ....................... 10–15 

Table 10.13 Fixed Automobile Operating Costs per Year, 1975–2002 ................. 10–16 

Table 10.14 Economic Indicators, 1970–2002 ................................... 10–17 

Table 10.15 Consumer Price Indices, 1970–2002 ................................. 10–17 

Table 10.16 Transportation-related Employment, 1993 and 2002 .................... 10–18 

CHAPTER 11 GREENHOUSE GAS EMISSIONS ................................. 11–1 

Table 11.1 World Carbon Emissions from Energy Consumption, 1990 and 2001 ........ 11–2 

Table 11.2 Numerical Estimates of Global Warming Potentials Compared with 

Carbon Dioxide .................................................. 11–3 

Table 11.3 Estimated U.S. Emissions of Greenhouse Gases, 1990–2001 ............... 11–4 

Table 11.4 U.S. Carbon Dioxide Emissions from Fossil Energy Consumption by 

End-Use Sector, 1990–2001 ........................................ 11–5 

Table 11.5 U.S. Carbon Dioxide Emissions from Energy Use in Transportation 

Sector, 1990–2001 ................................................ 11–6 

CHAPTER 12 CRITERIA AIR POLLUTANTS ................................... 12–1 

Table 12.1 Total National Emissions of the Criteria Air Pollutants by Sector, 2001 ...... 12–2 

Table 12.2 Total National Emissions of Carbon Monoxide, 1980–2001 ............... 12–3 


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Table 12.3 Emissions of Carbon Monoxide from Highway Vehicles, 1980–2001 ........ 12–4 

Table 12.4 Total National Emissions of Nitrogen Oxides, 1980–2001 ................. 12–5 

Table 12.5 Emissions of Nitrogen Oxides from Highway Vehicles, 1980–2001 ......... 12–6 

Table 12.6 Total National Emissions of Volatile Organic Compounds, 1980–2001 ....... 12–7 

Table 12.7 Emissions of Volatile Organic Compounds from Highway Vehicles, 

1980–2001 ...................................................... 12–8 

Table 12.8 Total National Emissions of Particulate Matter (PM–10), 1980–2001 ........ 12–9 

Table 12.9 Emissions of Particulate Matter (PM–10) from Highway Vehicles, 

1980–2001 ..................................................... 12–10 

Table 12.10 Total National Emissions of Particulate Matter (PM-2.5), 1990–2001 ....... 12–11 

Table 12.11 Emissions of Particulate Matter (PM-2.5) from Highway Vehicles, 

1990–2001 ..................................................... 12-12 

Table 12.12 Tier 2 Emission Standards for Cars and Light Trucks Effective for 

2004–2009 Model Years .......................................... 12–14 

Table 12.13 Light Vehicle Exhaust Emission Standards in Effect in 2009 when U.S. 

Tier 2 Standards are Final ......................................... 12–15 

Table 12.14 Federal Exhaust Emission Certification Standards for Gasoline- and 

Diesel-Powered Light Vehicles ..................................... 12–16 


Diesel-Powered Light Trucks (Category LDT1) ........................ 12–17 








Diesel-Powered Light Heavy Trucks ................................. 12–21 


Diesel-Powered Heavy Heavy Trucks ................................ 12–22 



Table 12.21 California Passenger Cars and Light Trucks Emission Certification 

Standards for Model Years 2001–2006 ............................... 12–23 

Table 12.22 California Vehicle Emission Reduction for Passenger Cars and 

Light Trucks.................................................... 12–24 

APPENDIX A. SOURCES ......................................................A–1 

APPENDIX B. CONVERSIONS .................................................B–1 

APPENDIX C. MAPS..........................................................C–1 

GLOSSARY ................................................................. G–1 

INDEX....................................................................... I–1 


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FOREWORD 

Welcome to this 23rd edition of the Transportation Energy Data Book. I would like to bring to 

your attention some of the data that is new or of particular interest: 

1. The Transportation Oil Gap shows that transportation oil use has exceeded U.S. oil 

production since 1987 and this gap is projected to continue to grow (Figure 1.7) 

2. Between 1991 and 2001, heavy truck energy use grew at a faster rate than for any other 

mode (Tables 2.6 and 2.7) 

3. Vehicles per thousand people varies greatly by region of the world (Figure 3.1) 

4. The median lifetime of automobiles in the U.S. rose from 11.5 years for model year 1970 

vehicles to 16.9 years for model year 1990 vehicles (Table 3.9) 

5. The percent of automobiles that are imports or transplants reached 50% for the first time 

in 2001 (Table 4.5) 

6. SUVs accounted for 6.8% of all light vehicle sales in 1990 and 24.6% in 2002 (Table 

4.9) 

7. The number of new light vehicle dealerships declined at an annual rate of 1.1% over the 

1979-2000 period, but the vehicles sold per dealership grew at an annual rate of 3% 

(Table 4.16) 

8. CAFE fines collected were $34 million in 2001, while tax receipts from the sale of gas 

guzzlers were $78 million (Tables 4.20 and 4.22) 

9. Data for hydrogen has been added that show production methods, production totals, 

consumption, storage systems, and fuel cell types (Tables 6.6 through 6.12) 

I hope you find value in this data book. We welcome suggestions on how to improve it. 


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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 Phil Patterson and the Energy Efficiency 

and Renewable Energy staff for their continued support of the Transportation Energy Data Book 

project. We would also like to thank Patricia Hu of Oak Ridge National Laboratory (ORNL) for her 

guidance and mentoring. This document benefits from the criticism and careful review of Phil 

Patterson, DOE; Elyse Steiner, National Renewable Energy Laboratory; James Moore, TA- 

Engineering, Inc.; and Margaret Singh, Argonne National Laboratory. We would also like to thank 

Jamie Payne, ORNL, who designed the cover; Sherry Campbell Gambrell, ORNL, who prepared 

the title index; and Bob Boundy, Q Systems, who assisted with so many tasks we can’t name them 

all. Finally, this book would not have been possible without the dedication of Debbie Bain, who 

masterfully prepared the manuscript. 


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ABSTRACT 

The Transportation Energy Data Book: Edition 23 is a statistical compendium prepared and 

published by Oak Ridge National Laboratory (ORNL) under contract with the Office of Planning, 

Budget Formulation, and Analysis, under the Energy Efficiency and Renewable Energy (EERE) 

program in the Department of Energy (DOE). 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 

editions of the Data Book are available to a larger audience via the Internet (www-cta.ornl.gov/data). 

This edition of the Data Book has 12 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 – fleet vehicles; Chapter 8 – household vehicles; and Chapter 9– nonhighway 

modes; Chapter 10 – transportation and the economy; Chapter 11 – greenhouse gas emissions; and 

Chapter 12 – criteria pollutant emissions. The sources used represent the latest available data. 

There are also three appendices which include detailed source information for some tables, measures 

of conversion, and the definition of Census divisions and regions. A glossary of terms and a title 

index are also included for the readers convenience. 


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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, then 

to the Office of Transportation Technologies. DOE, through the Office of Transportation 

Technologies, has supported the compilation of Editions 3 through 21. In the most recent DOE 

organization, Editions 22 and 23 fall under the purview of the Office of Planning, Budget 

Formulation, and Analysis in the Office of Energy Efficiency and Renewable Energy. 

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 23 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. 


xxiii

xxiv 


Source 

Chapter 1 

Petroleum 

Summary Statistics from Tables/Figures in this Chapter 

Table 1.3 World Petroleum Production, 2002 (million barrels per day) 73.65 

U.S. Production (million barrels per day) 7.63 

U.S. Share 10.4% 

Table 1.4 World Petroleum Consumption, 2002 (million barrels per day) 77.46 

U.S. Consumption (million barrels per day) 19.76 

U.S. Share 25.5% 

Figure 1.5 Average refinery yield, 2002 

Crude 

oil 

+ = 


OECD 

Europe 

Natural gas 

plant 

liquids Petroleum 

North 

America 

Gasoline 20.8% 41.5% 

Diesel fuel 35.8% 22.7% 

Residual fuel 16.3% 7.0% 

Kerosene 6.0% 8.4% 

Other 21.1% 20.4% 

Table 1.13 U.S. transportation petroleum use as a percent of U.S. petroleum production, 2002 161.9% 

Table 1.13 Net imports as a percentage of U.S. petroleum consumption, 2002 52.8% 

Table 1.14 Transportation share of U.S. petroleum consumption, 2002 67.1% 

In this document, petroleum is defined 

as crude oil (including lease condensate) 

and natural gas plant liquids. 

1–1

1–2 

Although the world has consumed about 40% of estimated conventional oil resources, the total fossil fuel potential is 

huge. Methane hydrates–a potential source of natural gas–are included in the “additional occurrences” of 

unconventional natural gas, and constitute the largest resource. 

Oil 

a Data are not available 

Table 1.1 

World Fossil Fuel Potential 

(gigatonnes of carbon) 

Consumption 

(1860–1998) Reserves Resources 


Additional 

occurrences 

Conventional 97 120 121 0 

Unconventional 

Natural Gas 

6 102 305 914 

Conventional 36 83 170 0 

Unconventional 1 144 364 14,176 

Coal 155 533 4,618 a 

Source: 

Rogner, H.H., World Energy Assessment: Energy and the Challenge of Sustainability, Part II, 

Chapter 5, 2000, p. 149. 

Source: 

See Table 1.1. 

Figure 1.1. World Fossil Fuel Potential

In 2002, OPEC accounted for 40% of world oil production. Responding to low oil prices in early 2000, Mexico, 

Norway, Russia, and Oman joined OPEC in cutting production. This group of oil countries, referred to here as 

OPEC+, account for almost 60% of world oil production. 

Table 1.2 

World Crude Oil Production, 1960-2002 a 

(million barrels per day) 

Total 

non- 

OPEC 

a Includes lease condensate. Excludes natural gas plant liquids. 

b Organization of Petroleum Exporting Countries. See Glossary for membership. 

c OPEC+ includes all OPEC nations plus Russia, Mexico, Norway and Oman. 

d See Glossary for Persian Gulf nations. 


Persian 

Gulf 

Persian 

Gulf d 

share World 

United U.S. Total 

Year States share OPEC b 

OPEC 

share OPEC + c 

OPEC + c 

share 

nationsd 1960 7.04 33.5% 8.70 41.4% 12.25 58.3% 12.29 5.27 25.1% 20.99 

1965 7.80 25.7% 14.35 47.3% 19.83 65.4% 15.98 8.37 27.6% 30.33 

1970 9.64 21.0% 23.30 50.8% 31.16 67.9% 22.59 13.39 29.2% 45.89 

1975 8.37 15.8% 26.77 50.7% 37.56 71.1% 26.06 18.93 35.8% 52.83 

1980 8.60 14.4% 26.61 44.6% 41.07 68.9% 32.99 17.96 30.1% 59.60 

1985 8.97 16.6% 16.18 30.0% 31.81 58.9% 37.80 9.63 17.8% 53.98 

1986 8.68 15.4% 18.28 32.5% 34.05 60.6% 37.95 11.70 20.8% 56.23 

1987 8.35 14.7% 18.52 32.7% 34.72 61.3% 38.15 12.10 21.4% 56.67 

1988 8.14 13.9% 20.32 34.6% 36.66 62.4% 38.42 13.46 22.9% 58.74 

1989 7.61 12.7% 22.07 36.9% 38.50 64.3% 37.79 14.84 24.8% 59.86 

1990 7.36 12.2% 23.20 38.3% 39.12 64.6% 37.37 15.28 25.2% 60.57 

1991 7.42 12.3% 23.27 38.6% 38.53 64.0% 36.94 14.74 24.5% 60.21 

1992 7.17 11.9% 24.40 40.5% 37.67 62.6% 35.81 15.97 26.5% 60.21 

1993 6.85 11.4% 25.12 41.7% 37.65 62.5% 35.12 16.71 27.7% 60.24 

1994 6.66 10.9% 25.51 41.8% 37.67 61.8% 35.48 16.96 27.8% 60.99 

1995 6.56 10.5% 26.00 41.7% 38.24 61.4% 36.33 17.21 27.6% 62.33 

1996 6.46 10.1% 26.46 41.5% 39.15 61.5% 37.25 17.37 27.3% 63.71 

1997 6.45 9.8% 27.71 42.2% 40.69 61.9% 37.98 18.10 27.6% 65.69 

1998 6.25 9.3% 28.77 43.0% 41.61 62.2% 38.19 19.34 28.9% 66.92 

1999 5.88 8.9% 27.58 41.9% 40.50 61.5% 38.27 18.67 28.4% 65.85 

2000 5.82 8.5% 29.26 42.8% 42.92 62.8% 39.08 19.89 29.1% 68.34 

2001 5.80 8.5% 28.32 41.6% 42.61 62.6% 39.74 19.21 28.2% 68.06 

2002 5.75 8.6% 26.37 39.5% 39.95 59.8% 40.47 17.79 26.6% 66.84 

Average annual percentage change 

1960–2002 -0.5% 2.7% 2.9% 2.9% 2.9% 2.8% 

1970–2002 -1.6% 0.4% 0.8% 1.8% 0.9% 1.2% 

1992–2002 -2.2% 0.8% 0.6% 1.2% 1.1% 1.1% 

Source: 

U.S. Department of Energy, Energy Information Administration, Annual Energy Review 2002, Washington, 

DC, November 2003, Table 11.5. (Additional resources: www.eia.doe.gov) 

1–3

1–4 

This table shows petroleum production, which includes both crude oil and natural gas plant liquids. The U.S. was 

responsible for 10.4% of the world’s petroleum production in 2002, but only 8.6% of the world’s crude oil production 

(Table 1.2). 

Table 1.3 

World Petroleum Production, 1973-2002a (million barrels per day) 

Non- 

Total OPEC Total non- OPEC 

share OPEC share 

aIncludes natural gas plant liquids, crude oil and lease condensate. Does not account for all inputs 

or refinery processing gain. 

bOrganization of Petroleum Exporting Countries. See Glossary for membership. 

cSee Glossary for Persian Gulf nations. 


Persian 

Gulf 

Persian 

Gulf c 

share World 

United U.S. 

Year States share OPEC b 

nationsc 1973 10.95 18.7% 30.95 52.9% 27.51 47.1% 20.86 35.7% 58.47 

1974 10.44 17.8% 30.70 52.5% 27.81 47.5% 21.41 36.6% 58.51 

1975 10.00 18.0% 27.14 48.8% 28.48 51.2% 19.18 34.5% 55.62 

1976 9.73 16.2% 30.77 51.1% 29.43 48.9% 21.80 36.2% 60.21 

1977 9.86 15.7% 31.37 50.0% 31.32 50.0% 22.07 35.2% 62.69 

1978 10.28 16.3% 30.03 47.5% 33.21 52.5% 21.02 33.2% 63.24 

1979 10.13 15.4% 31.22 47.3% 37.74 52.7% 21.53 32.6% 65.96 

1980 10.17 16.1% 27.34 43.4% 35.70 56.6% 18.49 29.3% 63.04 

1981 10.18 17.0% 23.31 39.0% 36.40 61.0% 15.85 26.5% 59.71 

1982 10.20 17.9% 19.62 34.4% 37.48 65.6% 12.77 22.4% 57.11 

1983 10.25 18.0% 18.28 32.1% 38.62 67.9% 11.63 20.4% 56.90 

1984 10.51 18.0% 18.31 31.4% 40.05 68.6% 11.38 19.5% 58.36 

1985 10.58 18.3% 17.07 29.5% 40.85 70.5% 10.28 17.7% 57.92 

1986 10.23 16.9% 19.25 31.9% 41.13 68.1% 12.40 20.5% 60.38 

1987 9.95 16.3% 19.53 32.0% 41.42 68.0% 12.82 21.0% 60.95 

1988 9.77 15.4% 21.40 33.8% 41.82 66.2% 14.27 22.6% 63.22 

1989 9.16 14.2% 23.26 36.1% 41.10 63.9% 15.69 24.4% 64.36 

1990 8.92 13.7% 24.48 37.5% 40.72 62.5% 16.21 24.9% 65.20 

1991 9.08 14.0% 24.57 37.8% 40.47 62.2% 15.67 24.1% 65.04 

1992 8.87 13.6% 25.76 39.5% 39.42 60.5% 16.97 26.0% 65.18 

1993 8.59 13.1% 26.56 40.6% 38.87 59.4% 17.75 27.1% 65.43 

1994 8.39 12.7% 26.98 40.7% 39.31 59.3% 18.03 27.2% 66.29 

1995 8.32 12.3% 27.51 40.6% 40.32 59.4% 18.32 27.0% 67.82 

1996 8.29 12.0% 27.96 40.4% 41.33 59.6% 18.45 26.6% 69.30 

1997 8.27 11.6% 29.30 41.0% 42.12 59.0% 19.25 27.0% 71.42 

1998 8.01 11.0% 30.43 41.8% 42.41 58.3% 20.57 28.2% 72.80 

1999 7.73 10.8% 29.23 40.7% 42.62 59.3% 19.78 27.5% 71.85 

2000 7.73 10.4% 31.06 41.6% 43.57 58.4% 21.11 28.3% 74.63 

2001 7.67 10.3% 30.25 40.5% 44.41 59.5% 20.53 27.5% 74.66 

2002 7.63 10.4% 28.47 38.7% 45.18 61.3% 19.27 26.2% 73.65 

1973–2002 -1.2% -0.3% 


1.7% -0.3% 0.8% 

1992–2002 -1.5% 1.0% 1.4% 1.3% 1.2% 

Source: 

U.S. Department of Energy, Energy Information Administration, International Petroleum Monthly, Tables 4.1 

and 4.3. (Additional resources: www.eia.doe.gov)

The United States has accounted for approximately one-quarter of the world’s petroleum consumption for 

the last two decades. 

Table 1.4 

World Petroleum Consumption, 1960–2002 


United U.S. 

Year States share Total OECDa Total 

non-OECD World 

1960 9.80 45.9% 15.78 5.56 21.34 

1965 11.51 37.0% 22.81 8.33 31.14 

1970 14.70 31.4% 34.49 12.32 46.81 

1975 16.32 29.0% 38.82 17.38 56.20 

1976 17.46 29.3% 41.39 18.28 59.67 

1977 18.43 29.8% 42.43 19.40 61.83 

1978 18.85 29.4% 43.62 20.54 64.16 

1979 18.51 28.4% 44.01 21.21 65.22 

1980 17.06 27.0% 41.41 21.66 63.07 

1981 16.06 26.4% 39.14 21.76 60.90 

1982 15.30 25.7% 37.45 22.05 59.50 

1983 15.23 25.9% 36.59 22.15 58.74 

1984 15.73 26.3% 37.43 22.40 59.83 

1985 15.73 26.2% 37.23 22.86 60.09 

1986 16.28 26.4% 38.28 23.48 61.76 

1987 16.67 26.5% 38.96 24.04 63.00 

1988 17.28 26.7% 40.24 24.58 64.82 

1989 17.33 26.3% 40.88 25.04 65.92 

1990 16.99 25.7% 40.92 25.16 66.08 

1991 16.71 25.0% 41.40 25.32 66.72 

1992 17.03 25.4% 42.42 24.51 66.93 

1993 17.24 25.7% 42.98 24.14 67.12 

1994 17.72 25.9% 44.17 24.25 68.42 

1995 17.73 25.3% 44.92 25.07 69.99 

1996 18.31 25.6% 46.04 25.54 71.58 

1997 18.62 25.5% 46.61 26.49 73.10 

1998 18.92 25.6% 46.84 27.02 73.86 

1999 19.52 25.8% 47.65 27.96 75.61 

2000 19.70 25.6% 47.88 29.02 76.90 

2001 19.65 25.5% 47.63 29.50 77.13 

2002 19.76 25.5% 47.59 29.87 77.46 


1960–2002 1.7% 2.7% 4.1% 3.1% 

1970–2002 0.9% 1.0% 2.8% 1.6% 

1992–2002 1.5% 1.2% 2.0% 1.5% 

Source: 

U.S. Department of Energy, Energy Information Administration, Annual Energy Review 

2002, Washington, DC, July 2003, Table 11.9 and updates from the International 

Petroleum Monthly, July 2003. (Additional resources: www.eia.doe.gov) 

a Organization for Economic Cooperation and Development. See Glossary for membership. 


1–5

1–6 

Figure 1.2. World Oil Reserves, Production and Consumption, 2002 

Table 1.5 

World Oil Reserves, Production and Consumption, 2002 

Crude oil 

reserves 

(billion 

barrels) 

Reserve 

share 

Petroleum 

production 

(million 

barrels 

per day) 

Production 

share 

Petroleum 

consumption 

(million 

barrels 

per day) 


Consumption 

share 

U.S. 22.4 2% 7.6 10% 19.7 25% 

OPEC 823.5 80% 28.5 41% 6.2 8% 

Rest of world 186.1 18% 37.6 51% 51.6 67% 

Source: 

Reserves – Energy Information Administration, International Energy Annual 2001, Table 8.1. 

Production – Energy Information Administration, International Petroleum Monthly, July 2003, 

Tables 4.1a – 4.1c and 4.3 

Consumption – Energy Information Administration, International Petroleum Monthly, July 2003, 

Table 4.6. 

OPEC consumption (2001 data) – Energy Information Administration, International Energy Annual 

2001, Table 1.2. (Additional resources: www.eia.doe.gov) 

Note: 

Total consumption is higher than total production due to refinery gains including alcohol and liquid 

products produced from coal and other sources. 

OPEC countries include Venezuela, Iran, Iraq, Kuwait, Qatar, Saudi Arabia, United Arab Emirates, 

Algeria, Libya, Nigeria, Indonesia, Gabon, and Ecuador. 

OPEC consumption data are for 2001.

Table 1.6 

Figure 1.3. World Natural Gas Reserves, Production, and Consumption, 2000 

World Natural Gas Reserves, Production and Consumption, 2000 

(trillion cubic feet) 

Natural gas 

reserves 

Reserve 

share 

Natural gas 

production 

Production 

share 


Natural gas 

consumption 

Consumption 

share 

U.S. 183.5 3% 18.987 22% 23.455 26% 

OPEC 2,485.1 46% 13.631 15% 9.262 10% 

Rest of world 2,788.5 51% 55.5 63% 56.0 63% 

Source: 

Energy Information Administration, International Energy Annual 2001, March 2003, Tables 4.2 and 8.1. 

(Additional resources: www.eia.doe.gov) 

Note: 

Reserves as of January 1, 2002. Production data are dry gas production. 

1–7

1–8 

Total OECD government-owned petroleum stocks were slightly higher in 2002 than in 1995. The amount of petroleum 

held in government stocks is about one-third of what is held in commercial stocks. 

Year Commercial 

Table 1.7 

Petroleum Stocks of OECD Countries by Ownership, 1995–2002 

(million barrels) 

OECD Europe Japan United States a Total OECD b 

Governmentowned 

Commercial 


Commercial 

a Includes U.S. territories. 

b Total OECD includes OECD Europe, Japan, United States, and other OECD countries. Look in the 

Glossary for a complete listing of OECD countries. 



Commercial 


1995 1,153 63 336 295 993 592 2,651 950 

1996 1,191 63 351 300 969 566 2,659 929 

1997 1,189 63 370 315 1,022 563 2,744 941 

1998 1,257 63 334 315 1,098 571 2,851 949 

1999 1,174 63 314 315 939 567 2,592 945 

2000 1,196 64 322 312 951 541 2,635 917 

2001 1,235 57 341 316 1,048 550 2,920 923 

2002 1,208 57 298 321 888 599 2,715 977 


1995– 

2002 

1.2% -1.7% 0.2% 1.2% 0.9% -1.2% 1.6% -0.5% 

Source: 

U.S. Department of Energy, Energy Information Administration, International Petroleum Monthly, June 2003, Table 1.6, 

and annual. (Additional resources: www.eia.doe.gov)

This chart shows the volatility of crude oil prices since 1870. Given this volatility, it is difficult for anyone 

to predict future crude oil prices with any certainty. 

Figure 1.4. Crude Oil Prices in Current and Constant Terms, 1870–2002 

Source: 

1870–1972 Crude oil prices – American Petroleum Institute, Basic Petroleum Data Book, Volume XXI, 

Number 2, August 2001. 

1973–2001 Crude oil prices – U.S. Department of Energy, Energy Information Administration, Monthly 

Energy Review, April 2003, Table 9.1, domestic first purchase price. 


1–9

1–10 

The share of petroleum imported to the U.S. can be calculated using total imports or net imports. Net imports, which is 

the preferred data, rose to 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 dropped from 51% in 2001 to 43.7% in 2002. 

Net 

OPECa imports 

a Organization of Petroleum Exporting Countries. See Glossary for membership. 

b See Glossary for Persian Gulf nations. 

c Data are not available. 

Table 1.8 

U.S. Petroleum Imports by World Region of Origin, 1960–2002 


Net 

OPEC 

share 

Net 

Persian 

Gulf nationb imports 

Net 

Persian 

Gulf 

share 


Net imports 

as a share of 

U.S. 

consumption 

Net 

Total 

Year 

imports 

imports 

1960 1.31 81.3% c c 1.61 c 1.82 

1965 1.48 64.7% c c 2.28 c 2.47 

1970 1.34 42.5% c c 3.16 c 3.42 

1975 3.60 61.6% c c 5.85 35.8% 6.06 

1980 4.29 67.5% c c 6.37 37.3% 6.91 

1981 3.32 61.4% 1.22 22.5% 5.40 33.6% 6.00 

1982 2.14 49.7% 0.69 16.1% 4.30 28.1% 5.11 

1983 1.84 42.7% 0.44 10.2% 4.31 28.3% 5.05 

1984 2.04 43.2% 0.50 10.6% 4.72 30.0% 5.44 

1985 1.82 42.5% 0.31 7.2% 4.29 27.3% 5.07 

1986 2.83 52.0% 0.91 16.7% 5.44 33.4% 6.22 

1987 3.06 51.7% 1.07 18.2% 5.91 35.5% 6.68 

1988 3.51 53.3% 1.53 23.2% 6.59 38.1% 7.40 

1989 4.12 57.3% 1.86 25.8% 7.20 41.6% 8.06 

1990 4.29 59.8% 1.96 27.4% 7.16 42.2% 8.02 

1991 4.07 61.3% 1.83 27.7% 6.63 39.6% 7.63 

1992 4.07 58.7% 1.77 25.6% 6.94 40.8% 7.89 

1993 4.25 55.8% 1.77 23.3% 7.62 44.2% 8.62 

1994 4.23 52.6% 1.72 21.4% 8.05 45.4% 9.00 

1995 3.98 50.5% 1.56 19.8% 7.89 44.5% 8.84 

1996 4.19 49.3% 1.60 18.8% 8.50 46.4% 9.48 

1997 4.54 49.6% 1.75 19.1% 9.16 49.2% 10.16 

1998 4.88 50.0% 2.13 21.8% 9.76 51.6% 10.71 

1999 4.93 49.8% 2.46 24.8% 9.91 50.8% 10.85 

2000 5.18 49.7% 2.48 23.8% 10.42 52.9% 11.46 

2001 5.43 51.0% 2.73 25.7% 10.64 55.5% 11.62 

2002 4.61 43.7% 2.27 21.5% 10.55 52.8% 11.53 


1960–2002 3.0% c 4.6% 4.5% 

1970–2002 3.9% c 3.8% 3.9% 

1992–2002 1.3% 4.2% 2.5% 4.3% 3.9% 

Source: 

U.S. Department of Energy, Energy Information Administration, Annual Energy Review 2002, Washington, DC, 

July 2002, Tables 5.4 and 5.7 and updates from the International Petroleum Monthly, July 2003, 

Table 4.10. Consumption: Transportation Energy Databook, Table 1.12.

The Costs of Oil Dependence 

In the Costs of Oil Dependence: A 2000 Update, authors Greene and Tishchishyna indicate that the oil market 

upheavals caused by the OPEC cartel over the last 30 years have cost the U.S. in the vicinity of $7 trillion (present value 

1998 dollars) in total economic costs, which is about as large as the sum total of payment on the national debt over the 

same period. 

Oil dependence is the product of (1) a noncompetitive world oil market strongly influenced by the OPEC cartel, 

(2) high levels of U.S. oil imports, (3) oil’s critical role in the U.S. economy, and (4) the absence of economical and 

readily available substitutes for oil. Transportation is key to the problem because transportation vehicles account for 

68% of U.S. oil consumption and nearly all of the high-value light products that drive the market. 

Oil consuming economies incur three types of costs when monopoly power is used to raise prices above competitive 

market levels: 

• Loss of potential gross domestic product (GDP) - the economy’s ability to produce is reduced because a key factor 

of production is more expensive; 

• Macroeconomic Adjustment Costs - sudden changes in oil prices increase unemployment, further reducing 

economic output; and 

• Transfer of Wealth - some of the wealth of oil consuming states is appropriated by foreign oil producers. 

Major oil price shocks have disrupted world energy markets four times in the past 30 years (1973-74, 1979-80, 1990- 

91, 1999-2000). Each of the first three oil price shocks was followed by an economic recession in the U.S. 

Figure 1.5. Oil Price and Economic Growth, 1970–2002 

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, 2003. 

(Additional resources: www-cta.ornl.gov/publications) 


1–11

1–12 

Estimates of military expenditures for defending oil supplies in the Middle East range from $6 to $60 billion per 

year. This wide range in estimates reflects the difficulty in assigning a precise figure to the military cost of 

defending the U.S. interests in the Middle East. The two main reasons for the difficulty are 1) the Department of 

Defense does not divide the budget into regional defense sectors and 2) it is difficult to determine how much of the 

cost is attributable to defending Persian Gulf oil. The latest study, done by the National Defense Council 

Foundation, puts a price of $49 billion dollars/year for the defense of oil. 

Table 1.9 

Summary of Military Expenditures f or Defending Oil Supplies from the Middle East 

Source 

Original estimates 

(billion dollars) 

a Annual cost to defend all U.S. interests in the Persian Gulf. 


Year of 

original estimate 

General Accounting Office [1] $33 1990 

Congressional Research Service [2] $6.4 1990 

Greene and Leiby [3] $14.3 1990 

Kaufmann and Steinbruner [4] $64.5 1990 

Ravenal [5] $50 1992 

Delucchi and Murphya [6] $20–40 1996 

National Defense Council Foundation [7] $49.1 2003 

[1] U.S. General Accounting Offices, Southwest Asia: Cost of Protecting U.S. Interests, 

GAO/NSIAD-91-250, Washington, DC, August 1991. 

[2] Congressional Research Service, The External Costs of Oil Used in Transportation, 

prepared for the U.S. Alternative Fuels Council, Washington, DC, June 1992. 

[3] Greene, D.L., and P. Leiby, The Social Costs to the U.S. of Monopolization of the 

World Oil Market, 1972-1991, ORNL-6744, Oak Ridge National Laboratory, Oak 

Ridge, TN, March 1993. 

[5] Ravenal, E.C., Designing Defense for a New World Order: The Military Budget in 

1992 and Beyond, Cato Institute, Washington, DC, 1991. 

[4] Kaufmann, W.W., and J.D. Steinbruner, Decisions for Defense: Prospects for a New 

Order, The Brookings Institution, Washington, DC, 1991. 

[6] Delucchi, M.A., and J. Murphy, U.S. Military Expenditures to Protect the Use of 

Persian-Gulf Oil for Motor Vehicles, UCD-ITS-RR-96-3 (15), University of 

California, Davis, California, April 1996. 

[7] National Defense Council Foundation, Alexandria, VA, forthcoming publication, 

2003. 

Source: 

Hu, P.S., “Estimates of 1996 U.S. Military Expenditures on Defending Oil Supplies from the Middle 

East: A Literature Review,” Oak Ridge National Laboratory, Oak Ridge, TN, March 1996.

Other parts of the world refine crude oil to produce more diesel fuel and less gasoline than does North 

America. The OECD Pacific countries produce the lowest share of gasoline. 

Figure 1.6. Refinery Gross Output by World Region, 2002 

Source: 

International Energy Agency, Monthly Oil Survey, January 2003, Paris, France, Table 7. 

(Additional resources: www.iea.org) 

a Includes jet kerosene and other kerosene. 

b Includes motor gasoline, jet gasoline, and aviation gasoline. 

c Organization for Economic Cooperation and Development. See Glossary for membership. 


1–13

TRANSPORTATION ENERGY DATA BOOK: EDITION 22—2002 

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. 

Year Crude oil 

aMethyl tertiary butyl ether (MTBE). 

bIncludes ethyl tertiary butyl ether (ETBE), tertiary amyl methyl ether (TAME), tertiary butyl alcohol (TBA), and other aliphatic alcohols and ethers 

intended for motor gasoline blending. 

cFor 1987–92, includes other hydrocarbons/hydrogen/oxygenates. For 1993–on, includes other hydrocarbons/hydrogen. 

dReported in “Other hydrocarbons” category in this year. 

e Data are not available. 

Natural gas 

liquids 

Table 1.10 

U.S. Refinery Input of Crude Oil and Petroleum Products, 1987–2002 

(thousand barrels) 

Oxygenates 

Fuel 

ethanol Methanol MTBE a 

Other 

oxygenates b 

Other 

hydrocarbons c 

Other 

liquids 

Total input to 

refineries 

1987 4,691,783 280,889 d d d d 23,304 220,296 5,105,392 

1990 4,894,379 170,589 d d d d 28,642 231,466 5,325,076 

1991 4,855,016 172,306 d d d d 31,574 248,691 5,307,587 

1992 4,908,603 171,701 d d d d 47,918 224,758 5,352,980 

1993 4,968,641 179,213 3,351 782 49,393 1,084 15,543 264,531 5,482,538 

1994 5,061,111 169,868 3,620 242 52,937 1,676 14,130 179,678 5,483,262 

1995 5,100,317 172,026 9,055 246 79,396 3,876 14,668 175,743 5,555,327 

1996 5,195,265 164,552 11,156 126 79,407 3,444 20,587 193,695 5,668,232 

1997 5,351,466 151,769 11,803 496 86,240 3,750 22,976 178,292 5,806,792 

1998 5,434,383 146,921 11,722 675 89,362 3,363 22,759 183,376 5,892,561 

1999 5,403,450 135,756 13,735 813 94,784 3,334 21,447 204,332 5,877,651 

2000 5,514,395 138,921 15,268 854 90,288 3,151 24,488 176,647 5,964,012 

2001 5,521,637 156,479 16,929 1,431 87,116 3,113 24,903 167,729 5,979,337 

2002 5,455,530 155,429 26,320 13 90,291 2,325 21,895 202,672 5,955,475 

1987-2002 1.1% -3.9% e 


e e e 

-0.4% -0.6% 1.0% 

1993-2002 1.0% -1.6% 25.7% -36.6% 6.9% 8.8% 3.9% -2.9% 0.9% 

Source: 

U.S. Department of Energy, Energy Information Administration, Petroleum Supply Annual, 2002, Vol. 1, June 2003, Table 16, and annual. 


1–14

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%. The processing volume gain has been growing over 

the years. 

Year 

Table 1.11 

Refinery Yield of Petroleum Products from a Barrel of Crude Oil, 1978–2002 

(percentage) 

Motor 

gasoline 

a Includes aviation gasoline(0.1%), kerosene (0.4%), residential fuel oil (3.9%), naphtha and other oils for 

petrochemical feedstock use (2.6%), special naphthas (0.3%), lubricants (1.1%), waxes (0.1%), petroleum 

coke (5.1%), asphalt and road oil (3.2%), still gas (4.3%), and miscellaneous products (0.4%). 

b Products sum greater than 100% due to processing gain. The processing gain for years 1978 to 1980 is 

assumed to be 4%. 

Distillate 

fuel oil Jet fuel 

Liquified 

petroleum gas Other a Total b 

1978 44.1 21.4 6.6 2.3 29.6 104.0 

1979 43.0 21.5 6.9 2.3 30.3 104.0 

1980 44.5 19.7 7.4 2.4 30.0 104.0 

1981 44.8 20.5 7.6 2.4 28.7 104.0 

1982 46.4 21.5 8.1 2.2 26.2 104.4 

1983 47.6 20.5 8.5 2.7 24.8 104.1 

1984 46.7 21.5 9.1 2.9 24.2 104.4 

1985 45.6 21.6 9.6 3.1 24.6 104.5 

1986 45.7 21.2 9.8 3.2 24.8 104.7 

1987 46.4 20.5 10.0 3.4 24.5 104.8 

1988 46.0 20.8 10.0 3.6 24.4 104.8 

1989 45.7 20.8 10.1 4.0 24.2 104.8 

1990 45.6 20.9 10.7 3.6 24.1 104.9 

1991 45.7 21.3 10.3 3.8 24.1 105.2 

1992 46.0 21.2 9.9 4.3 24.0 105.4 

1993 46.1 21.9 10.0 4.1 23.3 105.4 

1994 45.5 22.3 10.1 4.2 23.2 105.3 

1995 46.4 21.8 9.7 4.5 22.9 105.3 

1996 45.7 22.7 10.4 4.5 22.4 105.7 

1997 45.7 22.5 10.3 4.6 22.5 105.6 

1998 46.2 22.3 10.4 4.4 22.5 105.8 

1999 46.5 22.3 10.2 4.5 22.3 105.8 

2000 46.2 23.1 10.3 4.5 22.0 106.1 

2001 46.2 23.8 9.8 4.3 21.7 105.8 

2002 47.3 23.2 9.8 4.3 21.5 106.1 

Source: 

Department of Energy, Energy Information Administration, Petroleum Supply Annual 2002, Vol. 1, 

June 2003, Table 19 and annual. (Additional resources: www.eia.doe.gov) 


1–15

1–16 

Most of the petroleum imported by the United States is in the form of crude oil. The U.S. does export small amounts 

of petroleum, mainly refined petroleum products which go to Canada and Mexico. 

Table 1.12 

United States Petroleum Production, Imports and Exports, 1950–2002 


Domestic Production Net Imports Exports 

Crude 

oil 

Natural 

gas 

plant 

liquids Total a 

Crude 

oil 

Petroleum 

products Total 

Crude 

oil 

a Total domestic production includes crude oil, natural gas plant liquids and small amounts of other liquids. 


Petroleum 

products Total 

1950 5.41 0.50 5.91 0.49 0.22 0.85 0.10 0.21 0.31 

1955 6.81 0.77 7.58 0.78 0.46 1.23 0.03 0.34 0.37 

1960 7.05 0.93 7.99 1.02 0.80 1.82 0.01 0.19 0.20 

1965 7.80 1.21 9.01 1.24 1.23 2.47 0.00 0.18 0.19 

1970 9.64 1.66 11.30 1.32 2.10 3.42 0.01 0.25 0.26 

1975 8.37 1.63 10.05 4.11 1.95 6.06 0.01 0.20 0.21 

1980 8.62 1.58 10.24 5.26 1.65 6.91 0.29 0.26 0.54 

1981 8.57 1.61 10.23 4.40 1.60 6.00 0.23 0.37 0.60 

1982 8.65 1.55 10.25 3.49 1.63 5.11 0.24 0.58 0.82 

1983 8.69 1.56 10.30 3.33 1.72 5.05 0.16 0.58 0.74 

1984 8.90 1.63 10.58 3.43 2.01 5.44 0.18 0.54 0.72 

1985 8.97 1.61 10.64 3.20 1.87 5.07 0.20 0.58 0.78 

1986 8.68 1.55 10.29 4.18 2.05 6.22 0.15 0.63 0.79 

1987 8.35 1.60 10.01 4.67 2.00 6.68 0.15 0.61 0.76 

1988 8.16 1.63 9.84 5.11 2.30 7.40 0.16 0.66 0.82 

1989 7.61 1.55 9.22 5.84 2.22 8.06 0.14 0.72 0.86 

1990 7.36 1.56 8.99 5.89 2.12 8.02 0.11 0.75 0.86 

1991 7.42 1.66 9.17 5.78 1.84 7.63 0.12 0.88 1.00 

1992 7.18 1.70 9.01 6.08 1.81 7.89 0.09 0.86 0.95 

1993 6.85 1.74 8.84 6.79 1.83 8.62 0.10 0.90 1.00 

1994 6.66 1.73 8.65 7.06 1.93 9.00 0.10 0.84 0.94 

1995 6.56 1.76 8.63 7.23 1.61 8.84 0.09 0.86 0.95 

1996 6.47 1.83 8.61 7.51 1.97 9.48 0.11 0.87 0.98 

1997 6.45 1.82 8.61 8.23 1.94 10.16 0.11 0.90 1.00 

1998 6.25 1.76 8.39 8.71 2.00 10.71 0.11 0.84 0.95 

1999 5.88 1.83 8.11 8.73 2.12 10.85 0.12 0.82 0.94 

2000 5.82 1.91 8.11 9.07 2.39 11.46 0.05 0.99 1.04 

2001 5.80 1.87 8.05 9.33 2.54 11.87 0.02 0.95 0.97 

2002 5.82 1.88 8.12 9.05 2.31 11.36 0.01 0.97 0.98 


1950–2002 0.1% 2.6% 0.6% 5.8% 4.6% 5.1% 0.0% 3.0% 2.2% 

1970–2002 -1.6% 0.4% -1.0% 6.2% 0.3% 3.8% 0.0% 4.3% 4.2% 

1992–2002 -2.1% 1.0% -1.0% 4.1% 2.5% 3.7% -19.7% 1.2% 0.3% 

Source: 

U.S. Department of Energy, Energy Information Administration, Annual Energy Review 2002, July 2003, 

Tables 5.3 and 5.5 and Monthly Energy Review, April 2003, Tables 3.1a and 3.1b.

The U.S. share of the world’s petroleum consumption is approximately one-quarter. The U.S. relies heavily on imported petroleum. 

Imports accounted for 53% of U.S. petroleum consumption in 2002. 

Domestic 

petroleum 

production a 

Table 1.13 

Petroleum Production and Consumption Ratios, 1950–2002 

Net 

petroleum 

imports 

Transportation 

petroleum 

consumption 

U.S. 

petroleum 

consumption 

World 

petroleum 

consumption 

Net 

imports 

as a share of 

U.S. 

aTotal domestic production includes crude oil, natural gas plant liquids and small amounts of other liquids. 

bData are not available. 

cAverage annual percentage change is to the latest year possible. 


U.S. 

petroleum 

consumption 

as a share of 

world 


petroleum use 

as a share of 

domestic 

(million barrels per day) consumption consumption production 

1950 5.91 0.55 3.36 6.46 b 8.4% b 56.8% 

1955 7.58 0.88 4.46 8.46 

b 

10.4% 

b 

58.8% 

1960 7.99 1.62 5.15 9.82 21.34 16.5% 46.0% 64.5% 

1965 9.01 2.28 6.04 11.51 31.14 19.8% 37.0% 67.0% 

1970 11.30 3.16 7.78 14.70 46.81 21.5% 31.4% 68.9% 

1975 10.05 5.85 8.95 16.32 56.20 35.8% 29.0% 89.1% 

1980 10.24 6.38 9.57 17.10 63.07 37.3% 27.1% 93.5% 

1981 10.23 5.40 9.49 16.06 60.90 33.6% 26.4% 92.7% 

1982 10.25 4.30 9.31 15.30 59.50 28.1% 25.7% 90.8% 

1983 10.30 4.31 9.41 15.23 58.74 28.3% 25.9% 91.3% 

1984 10.58 4.73 9.71 15.77 59.84 30.0% 26.4% 91.8% 

1985 10.64 4.29 9.85 15.73 60.10 27.3% 26.2% 92.6% 

1986 10.29 5.44 10.23 16.28 61.76 33.4% 26.4% 99.5% 

1987 10.01 5.91 10.53 16.67 63.00 35.5% 26.5% 105.2% 

1988 9.84 6.60 10.91 17.28 64.82 38.1% 26.7% 110.9% 

1989 9.22 7.20 11.00 17.33 65.92 41.6% 26.3% 119.3% 

1990 8.99 7.16 10.97 16.99 65.98 42.2% 25.7% 122.0% 

1991 9.17 6.63 10.80 16.71 66.73 39.6% 25.0% 117.8% 

1992 9.01 6.94 10.97 17.03 66.92 40.8% 25.4% 121.8% 

1993 8.84 7.62 11.18 17.24 67.12 44.2% 25.7% 126.5% 

1994 8.65 8.05 11.48 17.72 68.42 45.4% 25.9% 132.7% 

1995 8.63 7.89 11.72 17.73 69.99 44.5% 25.3% 135.8% 

1996 8.61 8.50 11.99 18.31 71.58 46.4% 25.6% 139.3% 

1997 8.61 9.16 12.12 18.62 73.10 49.2% 25.5% 140.8% 

1998 8.39 9.76 12.46 18.92 73.86 51.6% 25.6% 148.5% 

1999 8.11 9.91 12.83 19.52 75.61 50.8% 25.8% 158.2% 

2000 8.11 10.42 13.12 19.70 76.90 52.9% 25.6% 161.8% 

2001 8.05 10.90 13.51 19.65 77.13 55.5% 25.5% 167.8% 

2002 8.12 10.38 13.15 19.66 b 52.8% b 161.9% 


1950–2002 0.6% 5.8% 2.7% 2.2% b 

1970–2002 -1.0% 3.8% 1.7% 0.9% 1.6% c 

1992–2002 -1.0% 4.1% 1.8% 1.4% 1.6% c 

Source: 

U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, April 2003, Tables 2.5, 

3.1a, 3.1b, and A3. (Pre-1973 data from the Annual Energy Review). 

World petroleum consumption - U.S. Department of Energy, Energy Information Administration, 

International Energy Annual 2001, March 2003, Table 1.1, and annual. 


1–17

1–18 

Millions of Barrels per Day 

The transportation oil gap is the difference between the amount of petroleum the U.S. produces 

and the amount of petroleum used by the transportation sector. This gap has been getting wider 

not only due to increasing transportation demand, but also due to decreasing U.S. petroleum 

production. 

22 

20 

18 

16 

14 

12 

10 

8 

6 

4 

2 

0 

Figure 1.7. United States Petroleum Production and Consumption, 1970–2025 

Domestic 

Production 

Off-road 

Marine 

Rail 

Actual Projected 

Heavy Vehicles 

Light Trucks 

1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 

Year 

Cars 

Source: 

See Tables 1.12 and 2.5. Projections are from the Energy Information Administration, Annual 

Energy Outlook 2003, January 2003. 


Air

Transportation accounts for more than two-thirds of the U.S. petroleum use. The residential 

sector and the commercial sector data which were previously combined are now available 

separately. 

Table 1.14 

Consumption of Petroleum by End-Use Sector, 1973–2002 


Year Transportation Percentage Residential Commercial Industrial 

Electric 

utilities Total 

1973 9.06 52.3% 1.49 0.75 4.48 1.54 17.31 

1974 8.84 53.1% 1.36 0.68 4.30 1.48 16.65 

1975 8.95 54.8% 1.32 0.63 4.04 1.39 16.32 

1976 9.40 53.8% 1.43 0.70 4.46 1.52 17.51 

1977 9.76 53.0% 1.42 0.72 4.82 1.71 18.43 

1978 10.16 53.9% 1.38 0.69 4.87 1.75 18.85 

1979 10.01 54.1% 1.09 0.63 5.34 1.44 18.52 

1980 9.57 56.1% 0.91 0.61 4.85 1.15 17.10 

1981 9.49 59.1% 0.81 0.52 4.27 0.96 16.06 

1982 9.31 60.8% 0.76 0.48 4.06 0.69 15.30 

1983 9.41 61.8% 0.74 0.55 3.86 0.68 15.23 

1984 9.71 61.7% 0.71 0.58 4.20 0.56 15.77 

1985 9.85 62.6% 0.79 0.50 4.10 0.48 15.72 

1986 10.23 62.9% 0.78 0.53 4.10 0.64 16.28 

1987 10.53 63.2% 0.81 0.52 4.25 0.55 16.67 

1988 10.90 63.1% 0.84 0.51 4.40 0.69 17.33 

1989 11.00 63.5% 0.85 0.47 4.35 0.75 17.42 

1990 10.97 64.5% 0.70 0.45 4.18 0.57 16.86 

1991 10.80 64.6% 0.72 0.42 4.55 0.53 17.02 

1992 10.97 64.4% 0.73 0.40 4.44 0.44 16.96 

1993 11.18 64.8% 0.77 0.37 4.64 0.50 17.44 

1994 11.48 64.8% 0.74 0.37 4.54 0.47 17.59 

1995 11.72 66.1% 0.76 0.35 4.80 0.33 17.96 

1996 11.99 65.5% 0.84 0.37 4.92 0.36 18.48 

1997 12.12 65.1% 0.81 0.35 4.81 0.41 18.51 

1998 12.46 65.9% 0.75 0.33 4.80 0.58 18.92 

1999 12.83 65.7% 0.84 0.34 4.98 0.53 19.52 

2000 13.12 66.4% 0.87 0.37 4.89 0.51 19.76 

2001 13.01 66.2% 0.86 0.37 4.85 0.56 19.66 

2002 13.15 67.1% 0.84 0.37 4.85 0.40 19.60 


1973–2002 1.3% -2.0% -2.4% 0.3% -4.5% 0.4% 

1992–2002 1.8% 1.4% -0.8% 0.9% -0.9% 1.5% 

Source: 

U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, April 2003, 

Tables 2.2–2.6. Converted to million barrels per day using Table A3. 



1–19

1–20 

Pipelines accounted for two-thirds of the domestic movement of petroleum and petroleum 

products in 2001. 

Table 1.15 

Ton-Miles of Petroleum and Petroleum Products in the U.S. by Mode, 1975–2001 

Pipelines 

Year 

a Water carriers Motor carriersb Railroads Total 

(percent) (billion ton-miles) 

1975 59.9% 35.2% 3.3% 1.7% 846.7 

1976 59.4% 35.4% 3.8% 1.5% 867.7 

1977 59.1% 36.1% 3.2% 1.6% 923.4 

1978 50.5% 45.7% 2.7% 1.1% 1,160.2 

1979 51.8% 44.5% 2.6% 1.2% 1,174.8 

1980 47.2% 49.6% 2.2% 1.0% 1,245.3 

1981 46.3% 50.7% 2.0% 1.0% 1,218.4 

1982 46.4% 50.6% 1.9% 1.1% 1,218.2 

1983 45.5% 51.5% 2.1% 1.0% 1,223.5 

1984 48.1% 48.4% 2.5% 1.0% 1,180.2 

1985 47.2% 49.4% 2.4% 1.0% 1,195.5 

1986 48.7% 47.8% 2.5% 1.0% 1,187.8 

1987 49.1% 47.4% 2.5% 1.0% 1,195.8 

1988 50.6% 45.8% 2.6% 1.1% 1,188.1 

1989 53.4% 42.6% 2.8% 1.2% 1,094.2 

1990 54.2% 41.7% 2.8% 1.3% 1,076.8 

1991 53.3% 42.8% 2.7% 1.3% 1,086.1 

1992 53.9% 42.1% 2.6% 1.4% 1,091.7 

1993 57.3% 38.8% 2.4% 1.5% 1,034.6 

1994 56.5% 39.3% 2.7% 1.5% 1,046.7 

1995 57.5% 38.4% 2.5% 1.6% 1,044.9 

1996 60.6% 34.9% 2.9% 1.6% 1,022.2 

1997 64.5% 30.9% 2.9% 1.8% 956.5 

1998 66.7% 28.5% 3.0% 1.8% 929.8 

1999 67.7% 27.1% 3.2% 2.1% 912.9 

2000 66.1% 28.0% 3.6% 2.3% 873.3 

2001 66.2% 28.1% 3.5% 2.2% 869.8 


1975–2001 0.1% 

1991–2001 -2.2% 

Source: 

Association of Oil Pipelines, Shifts in Petroleum Transportation, Washington, DC, May 2003, Table 1. 

(Additional resources: www.aopl.org) 

a The amounts carried by pipeline are based on ton-miles of crude and petroleum products for Federally 

regulated pipelines (84 percent) plus an estimated breakdown of crude and petroleum products of the ton-miles for 

pipelines not Federally regulated (16 percent). 

b The amounts carried by motor carriers are estimated. 


Source 

Chapter 2 

Energy 

Summary Statistics from Tables in this Chapter 

Table 2.1 Transportation share of U.S. energy consumption, 2002 27.3% 

Table 2.2 Petroleum share of transportation energy consumption, 2002 96.8% 

Table 2.3 Alternative fuel and oxygenate consumption, 2002 


(thousand gasoline 

equivalent gallons) (share) 

MTBE 2,531,000 62.6% 

Ethanol in gasohol 1,118,900 27.7% 

Liquified petroleum gas 255,515 6.3% 

Compressed natural gas 13,554 2.8% 

Liquified natural gas 10,504 0.3% 

E85/E95 10,075 0.0% 

Electricity 4,460 0.0% 

M85/M100 330 0.0% 

Table 2.5 Transportation energy use by mode, 2001 (trillion Btu) (share) 

Automobiles 9,124 33.9% 

Light trucks 6,654 24.7% 

Heavy trucks 4,826 17.9% 

Air 2,411 9.0% 

Water 1,155 4.3% 

Off-highway 1,036 3.8% 

Pipeline 889 3.3% 

Rail 615 2.3% 

Buses 203 0.8% 

2–1

2–2 

Petroleum accounted for 40% of the world’s energy use in 2000. Though petroleum is the dominant energy source for 

both OECD countries and non-OECD countries, the non-OECD countries rely on coal, natural gas, and hydroelectric 

power more than OECD countries do. 

Figure 2.1. World Consumption of Primary Energy, 2001 

Source: 

U.S. Department of Energy, Energy Information Administration, International Energy Annual 2001, 

Washington, DC, February 2003, Table 1.8. (Additional resources: www.eia.doe.gov) 


The Energy Information Administration revised the historical energy data series to include renewable energy 

in each sector. Also, the residential and commercial sector data are now separated. Total energy use was 97.9 

quads in 2002 with transportation using 27.3%. 

Year Transportation 

Table 2.1 

U. S. Consumption of Total Energy by End-Use Sector, 1973–2002 a 

(quadrillion Btu) 

Percentage 

transportation 

of total Industrial Commercial Residential Total 

1973 18.6 24.6% 32.7 9.5 14.9 75.7 

1974 18.1 24.5% 31.8 9.4 14.7 74.0 

1975 18.2 25.3% 29.4 9.5 14.8 72.0 

1976 19.1 25.1% 31.4 10.0 15.4 76.0 

1977 19.8 25.4% 32.3 10.2 15.7 78.0 

1978 20.6 25.8% 32.7 10.5 16.2 80.0 

1979 20.5 25.3% 34.0 10.6 15.8 80.9 

1980 19.7 25.2% 32.2 10.6 15.9 78.3 

1981 19.5 25.6% 30.8 10.6 15.4 76.3 

1982 19.1 26.0% 27.7 10.9 15.6 73.2 

1983 19.1 26.2% 27.5 11.0 15.5 73.1 

1984 19.8 25.8% 29.6 11.5 15.8 76.7 

1985 20.1 26.3% 29.0 11.5 15.9 76.4 

1986 20.8 27.1% 28.4 11.6 15.9 76.7 

1987 21.5 27.1% 29.5 12.0 16.2 79.2 

1988 22.3 27.0% 30.8 12.6 17.1 82.8 

1989 22.6 26.6% 31.4 13.2 17.8 84.9 

1990 22.5 26.6% 31.9 13.3 16.9 84.6 

1991 22.1 26.2% 31.5 13.5 17.4 84.5 

1992 22.5 26.2% 32.7 13.4 17.3 85.9 

1993 22.9 26.1% 32.7 13.8 18.2 87.6 

1994 23.5 26.3% 33.6 14.1 18.1 89.2 

1995 24.0 26.3% 33.9 14.7 18.7 91.2 

1996 24.5 26.0% 34.9 15.2 19.6 94.2 

1997 24.8 26.2% 35.2 15.7 19.1 94.7 

1998 25.4 26.8% 34.8 16.0 19.1 95.1 

1999 26.1 27.0% 34.7 16.4 19.6 97.8 

2000 26.7 27.0% 34.7 17.2 20.5 99.0 

2001 26.4 27.5% 32.4 17.3 20.3 96.2 

2002 26.7 27.3% 33.1 17.5 20.9 97.9 


1973–2002 1.3% 0.0% 2.1% 1.2% 0.9% 

1992–2002 1.7% 0.1% 2.7% 1.9% 1.3% 

Source: 


Washington, DC, Table 2.1. (Additional resources: www.eia.doe.gov) 

a Electrical energy losses have been distributed among the sectors. 


2–3

2–4 

The Energy Information Administration revised the historical energy data series to include renewable energy in 

each sector. In transportation, the alcohol fuels blended into gasoline to make gasohol (10% ethanol or less) are 

now counted under “renewables” and have been taken out of petroleum. The petroleum category, however, still 

contains other blending agents, such as MTBE, that are not actually petroleum, but are not broken out into a 

separate category. 

a In transportation, the petroleum category contains some blending agents which are not petroleum. 

b Includes supplemental gaseous fuels. Transportation sector includes pipeline fuel and natural gas 

vehicle use. 

c Includes electrical system energy losses. 

d Energy generated from geothermal, wood, waste, wind, photovoltaic, and solar thermal energy 

sources. 

Table 2.2 

Distribution of Energy Consumption by Source, 1973 and 2002 

(percentage) 

Energy 

Transportation Residential Commercial Industrial Electric utilities 

source 1973 2002 1973 2002 1973 2002 1973 2002 1973 2002 

Petroleuma 95.8 96.8 18.9 7.1 16.4 4.1 27.9 27.4 17.7 2.3 

Natural gasb 4.0 2.3 33.2 24.2 27.8 18.5 31.8 28.0 18.8 14.9 

Coal 0.0 0.0 0.7 0.1 1.6 0.6 12.4 6.3 43.5 52.4 

Renewable 0.0 0.7 2.4 2.0 0.1 0.6 3.6 5.2 15.4 9.1 

Nuclear 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.6 21.3 

Electricityc 0.2 0.2 44.9 66.6 54.1 76.3 24.4 33.0 0.0 0.0 

Otherd 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 

Total 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 Energy, Energy Information Administration, Monthly Energy Review, April 2003, Washington, 

DC, pp. 27, 29, 31, 33. (Additional resources: www.eia.doe.gov) 


Oxygenates are blended with gasoline to be used in conventional vehicles. The amount of oxygenate use dwarfs 

the alternative fuel use. Gasoline-equivalent gallons are used in this table to allow comparisons of different fuel 

types. 

Table 2.3 

Alternative Fuel and Oxygenate Consumption, 1992–2002 

(thousand gasoline–equivalent gallons) 

Alternative fuel 1993 1995 1998 2000 2001 2002 a 

a Based on plans or projections. 

b Consumption includes gasoline portion of the mixture. 

c Vehicle consumption only; does not include power plant inputs. 

d Methyl Tertiary Butyl Ether. This category includes a very small amount of other ethers, primarily 

Tertiary Amyl Methyl Ether (TAME) and Ethyl Tertiary Butyl Ether (ETBE). 


2002 

Percentage 

Liquified petroleum gas 264,655 232,701 241,386 242,062 251,353 255,515 6.3% 

Compressed natural gas 21,603 35,162 72,412 98,351 111,797 113,554 2.8% 

Liquified natural gas 1,901 2,759 5,343 7,121 8,786 10,504 0.3% 

M85 b 1,593 2,023 1,212 585 440 330 0.0% 

M100 3,166 2,150 449 437 406 0 0.0% 

E85 b 

48 190 1,727 7,074 8,736 10,075 0.2% 

E95 b 80 995 59 13 0 0 0.0% 

Electricity c 

288 663 1,202 2,670 3,903 4,460 0.1% 

Subtotal 229,334 276,643 323,790 363,313 385,421 394,438 9.8% 

Oxygenates 

MTBE d 2,069,200 2,691,200 2,903,400 3,087,900 2,890,400 2,531,000 62.6% 

Ethanol in gasohol 760,000 910,700 889,500 1,106,300 1,117,500 1,118,900 27.7% 

Total 3,122,534 3,878,543 4,116,690 4,564,329 4,418,752 4,044,338 100.0% 

Source: 

U.S. Department of Energy, Energy Information Administration, Alternatives to Traditional Transportation Fuels, 

2000, Washington, DC, September 2002, web site www.eia.doe.gov/cneaf/alternate/page/datatables/atf1- 

13_00.html, Table 10. (Additional resources: www.eia.doe.gov) 

Note: 

These data were released in September 2002. Please check the source web site for updates which were not 

available when this document went to press. 

2–5

2–6 

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. 

Table 2.4 

Domestic Consumption of Transportation Energy by Mode and Fuel Type, 2001 a 

(trillion Btu) 

Gasoline Diesel fuel 

a Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g., snowmobiles). 

b Two-axle, four-tire trucks. 

c 2000 data. 2001 data are not yet available. 

Liquified 

petroleum 

gas Jet fuel 

Residual 

fuel oil 


Natural 

gas Electricity Methanol Total 

HIGHWAY 16,044.3 4,750.8 25.8 8.9 0.9 0.0 20,830.8 

Light vehicles 15,489.9 302.1 9.7 0.0 0.0 15,801.7 

Automobiles 9,072.7 50.8 0.0 0.0 9,123.5 

Light trucksb 6,393.4 251.3 9.7 0.0 0.0 6,654.4 

Motorcycles 23.8 23.8 

Buses 7.4 185.7 0.1 8.9 0.9 0.0 203.1 

Transit 0.2 81.4 0.1 8.9 0.9 0.0 91.6 

Intercityc 32.3 32.3 

Schoold 7.2 72.0 79.2 

Medium/heavy 547.0 4,263.0 16.0 4,826.0 

OFF-HIGHWAY 163.5 872.7 1,036.2 

Construction 63.3 375.6 438.9 

Agriculture 100.2 497.1 597.3 

NONHIGHWAY 351.9 831.0 2,372.6 550.9 643.3 319.5 5,069.2 

Air 38.4 2,372.6 2,411.0 

General aviation 38.4 126.7 165.1 

Domestic air 1,892.4 1,892.4 

International air 353.5 353.5 

Water 313.5 290.3 550.9 1,154.7 

Freight 290.3 550.9 841.2 

Recreational 313.5 313.5 

Pipeline 643.3 245.4 888.7 

Rail 540.7 74.1 614.8 

Freight (Class I) 517.3 517.3 

Passenger 23.4 74.1 97.5 

Transit 0.0 48.6 48.6 

Commuter 10.0 15.9 25.9 

Intercityc 13.4 9.6 23.0 

TOTAL 16,559.7 6,454.5 25.8 2,372.6 550.9 652.2 320.4 0.0 26,936.2 

Source: 

See Appendix A for Energy Use Sources.

The 2000 data have been revised to include the latest data available. 

Table 2.5 

Transportation Energy Use by Mode, 2000–2001 a 

Trillion Btu 

Percentage of total 

based on Btus 

a Civilian consumption only. Totals may not include all possible uses of fuels for transportation (e.g., snowmobiles). 

b This year, crude oil equivalent is not a simple conversion from Btu based on the average Btu in a barrel of oil. 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, 

p. 18 for details. 

c Two-axle, four-tire trucks. 


Thousand barrels per 

day crude oil 

equivalent b 

2000 2001 2000 2001 2000 2001 

HIGHWAY 20,762.7 20,830.8 76.1% 77.3% 10,629.6 10,665.7 

Light vehicles 15,737.4 15,801.7 57.7% 58.7% 8,233.2 8,267.8 

Automobiles 9,100.3 9,123.5 33.3% 33.9% 4,766.2 4,779.0 

Light trucks c 6,610.9 6,654.4 24.2% 24.7% 3,453.3 3,476.4 

Motorcycles 26.2 23.8 0.1% 0.1% 13.7 12.4 

Buses 208.3 203.1 0.8% 0.8% 98.4 96.1 

Transit 96.8 91.6 0.4% 0.3% 45.6 43.3 

Intercity 32.3 32.3 0.1% 0.1% 15.2 15.2 

School 79.2 79.2 0.3% 0.3% 37.6 37.6 

Medium/heavy trucks 4,817.9 4,826.0 17.7% 17.9% 2,298.0 2,301.8 

OFF-HIGHWAY 943.7 1,036.2 3.5% 3.8% 449.3 495.8 

Construction 383.0 438.9 1.4% 1.6% 181.4 209.7 

Agriculture 560.7 597.3 2.1% 2.2% 267.9 286.1 

NONHIGHWAY 5,586.1 5,069.2 20.5% 18.8% 2,201.4 1,978.4 

Air 2,548.6 2,411.0 9.3% 9.0% 1,233.9 1,167.3 

General aviation 175.1 165.1 0.6% 0.6% 87.0 82.1 

Domestic air carriers 2,004.0 1,892.4 7.3% 7.0% 968.3 914.4 

International air 369.5 353.5 1.4% 1.3% 178.6 170.8 

Water 1,521.3 1,154.7 5.6% 4.3% 699.5 540.2 

Freight 1,210.1 841.2 4.4% 3.1% 537.1 376.6 

Recreational 311.2 313.5 1.1% 1.2% 162.4 163.6 

Pipeline 908.4 888.7 3.3% 3.3% 11.3 12.8 

Rail 607.8 614.8 2.2% 2.3% 256.7 258.1 

Freight 516.0 517.3 1.9% 1.9% 242.7 243.3 

Passenger 91.8 97.5 0.3% 0.4% 14.0 14.8 

Transit 47.2 48.6 0.2% 0.2% 2.2 2.5 

Commuter 25.9 25.9 0.1% 0.1% 5.4 5.5 

Intercity 18.7 23.0 0.1% 0.1% 6.4 6.8 

TOTAL 27,292.5 26,936.2 100.0% 100.0% 12,831.0 12,644.1 

Source: See Appendix A for Energy Use Sources. 

2–7

2–8 

The highway sector is by far the largest part of transportation energy use. Light truck energy use has 

increased at the greatest rate, due to the increased use of light trucks as personal passenger vehicles. 

Light trucks include pick-ups, minivans, sport-utility vehicles, and vans. 

Year Autos 

Table 2.6 

Highway Transportation Energy Consumption by Mode, 1970–2001 a 


Light 

trucks 

Light 

vehicles 

subtotal 

Motorcycles 

Buses 

Heavy 

trucks 

Highway 

subtotal 

a These data have been revised slightly. See Appendix A for detailed methodologies. 

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). 


Total 

transportation b 

1970 8,479 1,539 10,018 7 129 1,553 11,707 15,321 

1975 9,298 2,384 11,682 14 124 2,003 13,823 17,356 

1976 9,826 2,602 12,428 15 134 2,114 14,691 18,426 

1977 9,928 2,797 12,724 16 137 2,344 15,222 19,157 

1978 10,134 3,020 13,153 18 141 2,607 15,919 20,126 

1979 9,629 3,055 12,685 22 144 2,697 15,547 20,135 

1980 8,800 2,975 11,774 26 143 2,686 14,629 18,979 

1981 8,693 2,963 11,655 27 145 2,724 14,551 19,120 

1982 8,673 2,837 11,510 25 151 2,707 14,393 18,560 

1983 8,802 2,989 11,791 22 152 2,770 14,735 18,677 

1984 8,837 3,197 12,034 22 146 2,873 15,075 19,323 

1985 8,932 3,413 12,345 23 154 2,883 15,404 19,659 

1986 9,138 3,629 12,767 23 160 2,958 15,908 20,277 

1987 9,157 3,819 12,976 24 164 3,061 16,225 20,742 

1988 9,158 4,077 13,235 25 169 3,118 16,548 21,280 

1989 9,232 4,156 13,388 26 169 3,199 16,782 21,580 

1990 8,688 4,451 13,139 24 167 3,334 16,663 21,689 

1991 8,029 4,774 12,803 23 177 3,402 16,405 21,279 

1992 8,169 5,117 13,286 24 184 3,468 16,963 21,939 

1993 8,368 5,356 13,723 25 183 3,577 17,509 22,393 

1994 8,470 5,515 13,984 26 183 3,778 17,976 22,997 

1995 8,489 5,695 14,183 25 184 3,937 18,334 23,536 

1996 8,634 5,917 14,551 24 186 4,045 18,813 24,042 

1997 8,710 6,168 14,879 25 192 4,086 19,187 24,404 

1998 8,936 6,305 15,241 26 196 4,218 19,686 24,839 

1999 9,134 6,605 15,738 26 202 4,638 20,610 26,034 

2000 9,100 6,611 15,711 26 208 4,819 20,764 26,350 

2001 9,123 6,654 15,778 24 203 4,826 20,830 25,899 


1970–2001 0.2% 4.8% 1.5% 4.1% 1.5% 3.7% 1.9% 1.7% 

1991–2001 1.3% 3.4% 2.1% 0.4% 1.4% 3.6% 2.4% 2.0% 

Source: 

See Appendix A for Highway Energy Use.

About 20% of transportation energy use is for nonhighway modes. Air travel accounts for nearly half of 

nonhighway energy use. 

Table 2.7 

Nonhighway Transportation Energy Consumption by Mode, 1970–2001 a 


Year Air Water Pipeline Rail 

Nonhighway 

subtotal 

a These data have been revised slightly. See Appendix A for detailed methodologies. 

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). 


Total 

transportation b 

1970 1,307 753 995 558 3,614 15,321 

1975 1,274 851 844 563 3,533 17,356 

1976 1,333 1,010 807 585 3,735 18,426 

1977 1,350 1,200 790 595 3,957 19,157 

1978 1,423 1,405 787 592 4,201 20,126 

1979 1,488 1,626 864 611 4,588 20,135 

1980 1,434 1,424 900 592 4,353 18,979 

1981 1,453 1,642 909 565 4,570 19,120 

1982 1,445 1,378 859 485 4,164 18,560 

1983 1,440 1,277 743 482 3,952 18,677 

1984 1,609 1,315 785 538 4,242 19,323 

1985 1,677 1,316 758 504 4,255 19,659 

1986 1,823 1,314 738 494 4,369 20,277 

1987 1,899 1,338 775 505 4,517 20,742 

1988 1,978 1,358 878 518 4,732 21,280 

1989 1,981 1,399 894 523 4,797 21,580 

1990 2,077 1,508 928 514 5,026 21,689 

1991 1,939 1,586 864 485 4,875 21,279 

1992 1,970 1,659 849 497 4,977 21,939 

1993 1,986 1,497 889 512 4,888 22,393 

1994 2,070 1,449 955 546 5,021 22,997 

1995 2,141 1,523 971 567 5,202 23,536 

1996 2,206 1,460 984 580 5,229 24,042 

1997 2,300 1,309 1,027 581 5,217 24,404 

1998 2,371 1,295 901 585 5,153 24,839 

1999 2,471 1,435 912 607 5,424 26,034 

2000 2,549 1,521 908 608 5,586 26,350 

2001 2,411 1,155 889 615 5,069 25,899 


1970–2001 2.0% 1.4% -0.4% 0.3% 1.1% 1.7% 

1991–2001 2.2% -3.1% 0.3% 2.4% 0.4% 2.0% 

Source: 

See Appendix A for Nonhighway Energy Use. 

2–9

2–10 

The use of diesel for off-highway purposes has grown from 1985 to 2001. The use of gasoline has declined 

in agriculture. The construction gasoline 2001 data cannot be compared due to changes in methodology 

(see footnote b). 

a Unadjusted sales of distillate fuel oil. 

b The FHWA methodology for calculating construction gasoline use changed in 2001. Previous years’ data 

are likely underestimated. 

Table 2.8 

Off-Highway Use of Gasoline and Diesel, 1985–2001 


Agriculture Construction Total 

Year Gasoline Diesel a Gasoline Diesel a Gasoline Diesel a 

1985 135 430 31 211 166 641 

1986 121 463 34 230 155 693 

1987 115 416 35 216 150 632 

1988 101 439 34 232 135 671 

1989 103 466 37 234 140 700 

1990 85 472 40 251 125 723 

1991 97 438 35 228 132 666 

1992 101 485 34 244 135 729 

1993 106 473 31 292 137 765 

1994 113 454 33 299 146 753 

1995 116 482 35 301 151 783 

1996 115 498 35 312 150 810 

1997 123 492 38 316 161 808 

1998 113 473 29 344 142 817 

1999 88 473 22 345 110 818 

2000 82 479 24 359 106 838 

2001 100 497 63b 376 163b 873 


1985–2001 -1.9% 0.9% 

b 

3.7% 

b 

1.9% 

1991–2001 0.3% 1.3% 

b 

5.1% 

b 

2.7% 

Source: 

Gasoline: U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 

2001, Washington, DC, Table MF-24, and annual. (Additional resources: www.fhwa.dot.gov) 

Diesel: U.S. Department of Energy, Energy Information Administration, Fuel Oil and Kerosene Sales 

2001, Washington, DC, Table 1, and annual. (Additional resources: www.eia.doe.gov) 


The Federal Highway Administration 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. Prior to 

the Energy Policy Act of 1992, gasohol was defined as a blend of gasoline and at least 10%, by volume, alcohol. Effective 

January 1, 1993, three types of gasohol were defined: 10% gasohol—containing at least 10% alcohol; 7.7% 

gasohol—containing 7.7% alcohol but less than 10%; and 5.7% gasohol—containing at least 5.7% alcohol but less than 

7.7%. See Table 2.3 for details on oxygenate usage. 

a Estimated for 1980–92 as 10% of gasohol consumption. 

b Consists primarily of diesel fuel, with small quantities of liquified petroleum gas. 

c Data for gasoline and gasohol cannot be separated in this year. 

d Data are not available. 

Table 2.9 

Highway Usage of Gasoline and Special Fuels, 1973–2001 

(billion gallons) 

Ethanol used 

Year Gasoline Gasohol in gasohola Total gasoline 

and gasohol Dieselb Percent Total highway 

diesel fuel use 

1973 c c c 100.6 9.8 8.9% 110.5 

1975 c c c 99.4 9.6 8.8% 109.0 

1980 100.7 0.5 0.0 101.2 13.8 12.0% 115.0 

1981 98.9 0.7 0.1 99.6 14.9 13.0% 114.5 

1982 96.2 2.3 0.2 98.5 14.9 13.1% 113.4 

1983 95.9 4.3 0.4 100.1 16.0 13.8% 116.1 

1984 96.0 5.4 0.5 101.4 17.3 14.6% 118.7 

1985 95.6 8.0 0.8 103.6 17.8 14.6% 121.3 

1986 98.6 8.1 0.8 106.8 18.4 14.7% 125.2 

1987 101.8 6.9 0.8 108.7 19.0 14.9% 127.7 

1988 101.7 8.1 0.8 109.8 20.1 15.5% 129.9 

1989 103.7 6.9 0.7 110.6 21.2 16.1% 131.9 

1990 102.6 7.5 0.8 110.2 21.4 16.3% 131.6 

1991 99.3 8.6 0.9 107.9 20.7 16.1% 128.6 

1992 102.1 8.8 0.9 111.0 22.0 16.5% 132.9 

1993 103.4 10.3 1.0 113.7 23.5 17.1% 137.2 

1994 104.0 11.0 1.0 115.0 25.1 17.9% 140.1 

1995 104.0 13.1 1.2 117.1 26.2 18.3% 143.3 

1996 107.4 12.1 1.1 119.5 27.2 18.5% 146.7 

1997 106.2 14.7 1.3 120.9 29.4 19.6% 150.3 

1998 110.7 14.0 1.3 124.7 30.2 19.5% 154.9 

1999 114.6 14.2 1.3 128.7 31.9 19.9% 160.7 

2000 112.6 16.3 1.5 128.9 33.4 20.6% 162.3 

2001 112.3 17.4 1.5 129.7 33.4 20.5% 163.1 


1973–2001 d 

d d 

0.9% 4.5% 1.4% 

1991–2001 1.2% 7.3% 5.2% 1.9% 4.9% 2.4% 

Source: 

U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2001, Washington, DC, 

2002, Tables MF-21 and MF-33E, and annual. 

(Additional resources: www.fhwa.dot.gov) 


2–11

2–12 

Nearly all of the fuel ethanol used in the U.S. is made domestically. Twenty-eight percent of 

MTBE was imported in 2002. 

Table 2.10 

U.S. Production and Imports of MTBE a and Fuel Ethanol, 1985–2002 

(million gallons) 

a Methyl tertiary-butyl ether. 

b Data are not available. 

Production Imports 

Year Fuel ethanol MTBE a Fuel ethanol MTBE a 

1985 793 302 b b 

1990 756 b b b 

1991 875 b b b 

1992 1,080 1,542 b b 

1993 1,156 2,081 10 306 

1994 1,280 2,205 12 595 

1995 1,355 2,506 16 692 

1996 974 2,846 13 733 

1997 1,274 3,011 4 918 

1998 1,387 3,151 3 1,040 

1999 1,472 3,315 4 1,146 

2000 1,633 3,253 5 1,176 

2001 1,765 3,257 13 1,146 

2002 2,132 3,133 13 907 


1985–2002 6.0% 14.8% b b 

1992–2002 9.3% b b b 

Source: 

Production - 1992–2002 Ethanol and MTBE: U.S. Department of Energy, Energy 

Information Administration, Petroleum Supply Monthly, Washington, DC, 

January 2003, Table D1. 1985–91 Ethanol: Information Resources, Inc., 

Washington, DC, 1991. 1985 MTBE: EA-Mueller,Inc., Baltimore, MD, 1992. 

Imports - U.S. Department of Energy, Energy Information Administration, 

Petroleum Supply Annual, 2002, Volume 1, Washington, DC, June 2003, Table 

20, and annual. (Additional resources: www.eia.doe.gov) 

Note: 

Table 2.3 displays gasoline-equivalent gallons, which differ from these gallons. 



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. These values are averages, and there is a great deal of variability even within a mode. 

a Data are not available. 

b 2000 energy use data. 2001 data are not available. 

c Includes domestic scheduled services and ½ of international scheduled services (Table 2.13 shows only domestic services). These energy intensities may be inflated because all 

energy use is attributed to passengers – cargo energy use is not taken into account. 

d Amtrak only. 

e Light and heavy rail. 

Number of vehicles 

(thousands) 

Table 2.11 

Passenger Travel and Energy Use, 2001 

Vehiclemiles 

(millions) 

Passengermiles 

(millions) 

Load factor 

(persons/vehicle) 

(Btu per 

vehicle-mile) 

Energy intensities 

(Btu per 

passenger-mile) 

Energy use 


Automobiles 137,633.5 1,619,422 2,542,493 1.57 5,634 3,588 9,123.5 

Personal trucks 64,637.0 677,798 1,165,812 1.72 6,989 4,063 4,736.8 

Motorcycles 4,903.1 9,529 11,625 1.22 2,500 2,049 23.8 

Demand response 34.6 789 855 1.1 14,375 13,271 11.3 

Vanpool 5.4 71 490 6.9 8,738 1,273 0.6 

Buses 

a a a a a a 203.2 

Transit 76.7 2,389 22,209 9.3 38,342 4,124 91.6 

Intercityb a 

a 37,900 a a 852 32.3 

Schoolb 607.8 a a a a a 79.3 

Air a a 581,888 a a 4,143 2,411.0 

Certificated routec a 5,925 565,988 95.5 379,055 3,968 2,245.9 

General aviation 211.5 a 15,900 a a 10,384 165.1 

Recreational boats 12,876.3 a a a a a 313.5 

Rail 17.6 1,317 30,734 23.3 74,032 3,172 97.5 

Intercityd 0.4 378 5,571 14.7 60,847 4,137 23.0 

Transite 12.1 662 15,615 23.6 73,414 3,114 48.6 

Commuter 5.1 277 9,548 34.5 93,502 2,717 25.9 

Source: 

See Appendix A for Passenger Travel and Energy Use. 

2–13

2–14 

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. These values are averages, 

and there is a great deal of variability even within a mode. 

Year 

(Btu per 

vehicle-mile) 

a All two-axle, four-tire trucks. 

b Series not continuous between 1983 and 1984 because of a change in data source by the American Public Transit 

Association (APTA). 

c 2001data are not yet available. 

Table 2.12 

Energy Intensities of Highway Passenger Modes, 1970–2001 

Automobiles Transit b 

(Btu per 


Light truck a 

(Btu per 

vehicle-mile) 

(Btu per 

vehicle-mile) 

Buses 

(Btu per 



Intercity 

(Btu per 


1970 9,250 4,868 12,479 31,796 2,472 1,674 

1975 8,993 4,733 11,879 33,748 2,814 988 

1976 9,113 4,796 11,523 34,598 2,896 1,007 

1977 8,950 4,710 11,160 35,120 2,889 970 

1978 8,839 4,693 10,807 36,603 2,883 976 

1979 8,647 4,632 10,467 36,597 2,795 1,028 

1980 7,916 4,279 10,224 36,553 2,813 1,082 

1981 7,670 4,184 9,997 37,745 3,027 1,051 

1982 7,465 4,109 9,268 38,766 3,237 1,172 

1983 7,365 4,092 9,124 37,962 3,177 1,286 

1984 7,202 4,066 8,931 38,705 3,307 954 

1985 7,164 4,110 8,730 38,876 3,423 964 

1986 7,194 4,197 8,560 37,889 3,545 870 

1987 6,959 4,128 8,359 36,247 3,594 940 

1988 6,683 4,033 8,119 36,673 3,706 963 

1989 6,589 4,046 7,746 36,754 3,732 964 

1990 6,169 3,856 7,746 37,374 3,794 962 

1991 5,912 3,695 7,351 37,732 3,877 963 

1992 5,956 3,723 7,239 40,243 4,310 964 

1993 6,087 3,804 7,182 39,043 4,262 962 

1994 6,024 3,765 7,212 37,313 4,268 964 

1995 5,902 3,689 7,208 37,277 4,310 964 

1996 5,874 3,683 7,247 37,450 4,340 963 

1997 5,797 3,646 7,251 38,832 4,431 963 

1998 5,767 3,638 7,261 41,182 4,387 963 

1999 5,821 3,684 7,330 40,460 4,332 964 

2000 5,687 3,611 7,162 41,548 4,515 932 

2001 5,634 3,588 7,095 38,341 4,125 c 


1970–2001 -1.6% -1.0% -1.8% 0.6% 1.7% 

c 

1991–2001 -0.5% -0.3% -0.4% 0.2% 0.6% 

c 

Source: 

See Appendix A for Highway Passenger Mode Energy Intensities.

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 2.13 

Energy Intensities of Nonhighway Passenger Modes, 1970–2001 

Air Rail 

Certificated 

air carriers 

Year 

a 

General 

Intercity 

Rail Commuter 

aviation 

Amtrak 

transit 

rail 

(Btu per (Btu per 

(Btu per (Btu per (Btu per 

passenger-mile) passenger-mile) passenger-mile) passenger-mile) passenger-mile 

1970 10,282 10,374 b 2,453 

b 

1975 7,826 10,658 3,677 2,962 

a 

1976 7,511 10,769 3,397 2,971 

a 

1977 6,990 11,695 3,568 2,691 

a 

1978 6,144 11,305 3,683 2,210 

a 

1979 5,607 10,787 3,472 2,794 

a 

1980 5,561 11,497 3,176 3,008 

a 

1981 5,774 11,123 2,957 2,946 

a 

1982 5,412 13,015 3,156 3,069 

a 

1983 5,133 11,331 2,957 3,212 

a 

1984 5,298 11,454 3,027 3,732 3,011 

1985 5,053 11,707 2,800 3,461 3,053 

1986 5,011 11,935 2,574 3,531 3,174 

1987 4,827 11,496 2,537 3,534 3,043 

1988 4,861 11,794 2,462 3,585 3,075 

1989 4,844 10,229 2,731 3,397 3,120 

1990 4,875 10,146 2,609 3,453 3,068 

1991 4,662 9,869 2,503 3,710 3,011 

1992 4,516 9,785 2,610 3,575 2,848 

1993 4,490 9,653 2,646 3,687 3,222 

1994 4,397 9,163 2,357 3,828 2,904 

1995 4,349 9,870 2,590 3,818 2,849 

1996 4,172 9,258 2,792 3,444 2,796 

1997 4,166 9,688 2,918 3,253 2,946 

1998 4,146 11,252 2,900 3,216 2,859 

1999 4,061 12,206 3,062 3,168 2,929 

2000 3,952 11,526 3,356 3,105 2,759 

2001 3,968 10,384 4,137 3,114 2,717 


1970–2001 -3.0% 0.0% 0.4% c 0.8% -0.3% b 

1991–2001 -1.6% 0.5% 5.2% -1.7% -1.0% 

Source: 

See Appendix A for Nonhighway Passenger Mode Energy Intensities. 

a These data differ from the data on Table 2.11 because they do not include any 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 Average annual percentage change begins with the earliest year possible. 


2–15

2–16 

Figure 2.2. Energy Intensities for Transit Rail, 2001 

Source: 

U.S. Department of Transportation, Federal Transit Administration, 2001 National Transit Databases, 

Washington, DC. (Additional resources: www.fta.dot.gov/ntl) 


Figure 2.3. Energy Intensities for Selected Transit Bus Systems, 2001 

Source: 

U.S. Department of Transportation, Federal Transit Administration, 2001 National Transit Databases, 

Washington, DC. (Additional resources: www.fta.dot.gov/ntl) 


2–17

2–18 

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 2.14 

Intercity Freight Movement and Energy Use in the United States, 2001 

Trucks 

Waterborne 

commerce 


Class I 

railroads 

Number of vehicles (thousands) 2,615 42 20 a 

Ton-miles (billions) 1,051 622 1,495 

Tons shipped (millions) 4,122 1,037 1,742 

Average length of haul (miles) 752 b 600 859 

Energy intensity (Btu/ton-mile) 3,337 444 346 

Energy use (trillion Btu) 3,507 276 517 

Source: 

See Appendix A for Freight Movement and Energy Use. 

a Number of locomotives. 

b 717 miles is for general freight (less than truckload). Based on data from the Eno Transportation Foundation, the 

average length of haul for specialized freight (truckload) is 294 miles.


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 Freight Modes, 1970–2001 

Heavy single-unit and 

Class I freight railroad Domestic waterborne 

combination trucks 

commerce 

Year (Btu per vehicle-mile) (Btu per freight car-mile) (Btu per ton-mile) (Btu per ton-mile) 

1970 24,960 17,669 691 545 

1971 24,485 18,171 717 506 

1972 24,668 18,291 714 522 

1973 24,777 18,468 677 576 

1974 24,784 18,852 681 483 

1975 24,631 18,739 687 549 

1976 24,566 18,938 680 468 

1977 24,669 19,226 669 458 

1978 24,655 18,928 641 383 

1979 24,745 19,188 618 436 

1980 24,757 18,742 597 358 

1981 25,058 18,629 572 360 

1982 24,296 18,404 553 310 

1983 23,852 17,864 525 286 

1984 23,585 17,795 510 346 

1985 23,343 17,500 497 446 

1986 23,352 17,265 486 463 

1987 22,922 16,790 456 402 

1988 22,596 16,758 443 361 

1989 22,411 16,894 437 403 

1990 22,795 16,619 420 387 

1991 22,749 15,835 391 386 

1992 22,608 16,043 393 398 

1993 22,373 16,056 389 389 

1994 22,193 16,340 388 369 

1995 22,096 15,992 372 374 

1996 22,109 15,747 368 412 

1997 21,340 15,784 370 415 

1998 21,514 15,372 365 435 

1999 22,880 15,363 363 457 

2000 23,443 14,917 352 508 

2001 23,237 15,107 346 444 

1970–2001 -0.2% 


-0.5% -2.2% -0.7% 

1991–2001 0.2% -0.6% -1.2% 1.4% 

Source: 

See Appendix A for Freight Mode Energy Intensities. 


2–19

2–20 

Nearly all of the fuel ethanol used in the U.S. is made domestically. Twenty-eight percent of 

MTBE was imported in 2002. 

Table 2.10 

U.S. Production and Imports of MTBE a and Fuel Ethanol, 1985–2002 


a Methyl tertiary-butyl ether. 


Production Imports 

Year Fuel ethanol MTBE a Fuel ethanol MTBE a 

1985 793 302 b b 

1990 756 b b b 

1991 875 b b b 

1992 1,080 1,542 b b 

1993 1,156 2,081 10 306 

1994 1,280 2,205 12 595 

1995 1,355 2,506 16 692 

1996 974 2,846 13 733 

1997 1,274 3,011 4 918 

1998 1,387 3,151 3 1,040 

1999 1,472 3,315 4 1,146 

2000 1,633 3,253 5 1,176 

2001 1,765 3,257 13 1,146 

2002 2,132 3,133 13 907 


1985–2002 6.0% 14.8% b b 

1992–2002 9.3% b b b 

Source: 

Production - 1992–2002 Ethanol and MTBE: U.S. Department of Energy, Energy 

Information Administration, Petroleum Supply Monthly, Washington, DC, 

January 2003, Table D1. 1985–91 Ethanol: Information Resources, Inc., 

Washington, DC, 1991. 1985 MTBE: EA-Mueller,Inc., Baltimore, MD, 1992. 

Imports - U.S. Department of Energy, Energy Information Administration, 

Petroleum Supply Annual, 2002, Volume 1, Washington, DC, June 2003, Table 

20, and annual. 

Note: 

Table 2.3 displays gasoline-equivalent gallons, which differ from these gallons. 



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. These values are averages, and there is a great deal of variability even within a mode. 


b 2000 energy use data. 2001 data are not available. 

c Includes domestic scheduled services and ½ of international scheduled services. 

d Amtrak only. 

e Light and heavy rail. 

Number of vehicles 

(thousands) 

Table 2.11 

Passenger Travel and Energy Use, 2001 

Vehiclemiles 

(millions) 


(millions) 

Load factor 

(persons/vehicle) 

(Btu per 

vehicle-mile) 

Energy intensities 

(Btu per 


Energy use 


Automobiles 137,633.5 1,619,422 2,542,493 1.57 5,634 3,588 9,123.5 

Personal trucks 64,637.0 677,798 1,165,812 1.72 6,989 4,063 4,736.8 

Motorcycles 4,903.1 9,529 11,625 1.22 2,500 2,049 23.8 

Demand response 34.6 789 855 1.1 14,375 13,271 11.3 

Vanpool 5.4 71 490 6.9 8,738 1,273 0.6 

Buses 

a a a a a a 203.2 

Transit 76.7 2,389 22,209 9.3 38,342 4,124 91.6 

Intercity b 

School b 

a 

a 37,900 a a 852 32.3 

607.8 a a a a a 79.3 

Air a a 581,888 a a 4,143 2,411.0 

Certificated route c a 5,925 565,988 95.5 379,055 3,968 2,245.9 

General aviation 211.5 a 15,900 a a 10,384 165.1 

Recreational boats 128,876.0 a a a a a 313.5 

Rail 17.6 1,317 30,734 23.3 74,032 3,172 97.5 

Intercity d 

0.4 378 5,571 14.7 60,847 4,137 23.0 

Transit e 

12.1 662 15,615 23.6 73,414 3,114 48.6 

Commuter 5.1 277 9,548 34.5 93,502 2,717 25.9 

Source: 

See Appendix A for Passenger Travel and Energy Use. 

2–21

2–22 


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. These values are averages, 

and there is a great deal of variability even within a mode. 

Year 

(Btu per 

vehicle-mile) 

a All two-axle, four-tire trucks. 

b Series not continuous between 1983 and 1984 because of a change in data source by the American Public Transit 

Association (APTA). 

c 2001data are not yet available. 

Table 2.12 

Energy Intensities of Highway Passenger Modes, 1970–2001 

Automobiles Transit b 

(Btu per 


Light truck a 

(Btu per 

vehicle-mile) 

(Btu per 

vehicle-mile) 

Buses 

(Btu per 



Intercity 

(Btu per 


1970 9,250 4,868 12,479 31,796 2,472 1,674 

1975 8,993 4,733 11,879 33,748 2,814 988 

1976 9,113 4,796 11,523 34,598 2,896 1,007 

1977 8,950 4,710 11,160 35,120 2,889 970 

1978 8,839 4,693 10,807 36,603 2,883 976 

1979 8,647 4,632 10,467 36,597 2,795 1,028 

1980 7,916 4,279 10,224 36,553 2,813 1,082 

1981 7,670 4,184 9,997 37,745 3,027 1,051 

1982 7,465 4,109 9,268 38,766 3,237 1,172 

1983 7,365 4,092 9,124 37,962 3,177 1,286 

1984 7,202 4,066 8,931 38,705 3,307 954 

1985 7,164 4,110 8,730 38,876 3,423 964 

1986 7,194 4,197 8,560 37,889 3,545 870 

1987 6,959 4,128 8,359 36,247 3,594 940 

1988 6,683 4,033 8,119 36,673 3,706 963 

1989 6,589 4,046 7,746 36,754 3,732 964 

1990 6,169 3,856 7,746 37,374 3,794 962 

1991 5,912 3,695 7,351 37,732 3,877 963 

1992 5,956 3,723 7,239 40,243 4,310 964 

1993 6,087 3,804 7,182 39,043 4,262 962 

1994 6,024 3,765 7,212 37,313 4,268 964 

1995 5,902 3,689 7,208 37,277 4,310 964 

1996 5,874 3,683 7,247 37,450 4,340 963 

1997 5,797 3,646 7,251 38,832 4,431 963 

1998 5,767 3,638 7,261 41,182 4,387 963 

1999 5,821 3,684 7,330 40,460 4,332 964 

2000 5,687 3,611 7,162 41,548 4,515 932 

2001 5,634 3,588 7,095 38,341 4,125 c 


1970–2001 -1.6% -1.0% -1.8% 0.6% 1.7% 

c 

1991–2001 -0.5% -0.3% -0.4% 0.2% 0.6% 

c 

Source: 

See Appendix A for Highway Passenger Mode Energy Intensities.

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 2.13 

Energy Intensities of Nonhighway Passenger Modes, 1970–2001 

Air Rail 

Certificated General 

Intercity 

Rail Commuter 

air carriers aviation 

Amtrak 

transit 

rail 

(Btu per (Btu per 

(Btu per (Btu per (Btu per 

Year passenger-mile) passenger-mile) passenger-mile) passenger-mile) passenger-mile 

1970 10,282 10,374 a 2,453 

a 

1975 7,826 10,658 3,677 2,962 

a 

1976 7,511 10,769 3,397 2,971 

a 

1977 6,990 11,695 3,568 2,691 

a 

1978 6,144 11,305 3,683 2,210 

a 

1979 5,607 10,787 3,472 2,794 

a 

1980 5,561 11,497 3,176 3,008 

a 

1981 5,774 11,123 2,957 2,946 

a 

1982 5,412 13,015 3,156 3,069 

a 

1983 5,133 11,331 2,957 3,212 

a 

1984 5,298 11,454 3,027 3,732 3,011 

1985 5,053 11,707 2,800 3,461 3,053 

1986 5,011 11,935 2,574 3,531 3,174 

1987 4,827 11,496 2,537 3,534 3,043 

1988 4,861 11,794 2,462 3,585 3,075 

1989 4,844 10,229 2,731 3,397 3,120 

1990 4,875 10,146 2,609 3,453 3,068 

1991 4,662 9,869 2,503 3,710 3,011 

1992 4,516 9,785 2,610 3,575 2,848 

1993 4,490 9,653 2,646 3,687 3,222 

1994 4,397 9,163 2,357 3,828 2,904 

1995 4,349 9,870 2,590 3,818 2,849 

1996 4,172 9,258 2,792 3,444 2,796 

1997 4,166 9,688 2,918 3,253 2,946 

1998 4,146 11,252 2,900 3,216 2,859 

1999 4,061 12,206 3,062 3,168 2,929 

2000 3,952 11,526 3,356 3,105 2,759 

2001 3,968 10,384 4,137 3,114 2,717 


1970–2001 -3.0% 0.0% 0.4% b 

0.8% -0.3% b 

1991–2001 -1.6% 0.5% 5.2% -1.7% -1.0% 

Source: 

See Appendix A for Nonhighway Passenger Mode Energy Intensities. 


b Average annual percentage change begins with the earliest year possible. 


2–23

2–24 

Figure 2.2. Energy Intensities for Transit Rail, 2001 

Source: 

U.S. Department of Transportation, Federal Transit Administration, 2001 National 

Transit Databases, Washington, DC. 

(Additional resources: www.fta.dot.gov/ntl) 


Figure 2.3. Energy Intensities for Selected Transit Bus Systems, 2001 

Source: 

U.S. Department of Transportation, Federal Transit Administration, 2001 National 

Transit Databases, Washington, DC. 

(Additional resources: www.fta.dot.gov/ntl) 


2–25

2–26 

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 2.14 

Intercity Freight Movement and Energy Use in the United States, 2001 

Trucks 

Waterborne 

commerce 


Class I 

railroads 

Number of vehicles (thousands) 2,615 42 20 a 

Ton-miles (billions) 1,051 622 1,495 

Tons shipped (millions) 4,122 1,037 1,742 

Average length of haul (miles) 752 b 600 859 

Energy intensity (Btu/ton-mile) 3,337 444 346 

Energy use (trillion Btu) 3,507 276 517 

Source: 

See Appendix A for Freight Movement and Energy Use. 

a Number of locomotives. 

b 717 miles is for general freight (less than truckload). Based on data from the Eno Transportation 

Foundation, the average length of haul for specialized freight (truckload) is 294 miles.

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. 

Year 

Table 2.15 

Energy Intensities of Freight Modes, 1970–2001 

Heavy single-unit and 

combination trucks 

(Btu per vehicle-mile) 

Class I freight railroad Domestic waterborne 

(Btu per freight carmile) 

(Btu per tonmile) 


commerce 

(Btu per ton-mile) 

1970 24,960 17,669 691 545 

1971 24,485 18,171 717 506 

1972 24,668 18,291 714 522 

1973 24,777 18,468 677 576 

1974 24,784 18,852 681 483 

1975 24,631 18,739 687 549 

1976 24,566 18,938 680 468 

1977 24,669 19,226 669 458 

1978 24,655 18,928 641 383 

1979 24,745 19,188 618 436 

1980 24,757 18,742 597 358 

1981 25,058 18,629 572 360 

1982 24,296 18,404 553 310 

1983 23,852 17,864 525 286 

1984 23,585 17,795 510 346 

1985 23,343 17,500 497 446 

1986 23,352 17,265 486 463 

1987 22,922 16,790 456 402 

1988 22,596 16,758 443 361 

1989 22,411 16,894 437 403 

1990 22,795 16,619 420 387 

1991 22,749 15,835 391 386 

1992 22,608 16,043 393 398 

1993 22,373 16,056 389 389 

1994 22,193 16,340 388 369 

1995 22,096 15,992 372 374 

1996 22,109 15,747 368 412 

1997 21,340 15,784 370 415 

1998 21,514 15,372 365 435 

1999 22,880 15,363 363 457 

2000 23,443 14,917 352 508 

2001 23,237 15,107 346 444 


1970–2001 -0.2% -0.5% -2.2% -0.7% 

1991–2001 0.2% -0.6% -1.2% 1.4% 

Source: 

See Appendix A for Freight Mode Energy Intensities. 

2–27

Source 

Chapter 3 

All Highway Vehicles and Characteristics 


Table 3.1 U.S. share of world automobile registrations, 2001 22.9% 

Table 3.2 U.S. share of world truck & bus registrations, 2001 42.7% 

Table 3.3 Number of U.S. automobiles, 2001 (thousands) 128,714 

Table 3.3 Number of U.S. trucks, 2001 (thousands) 87,969 

Table 3.5 Vehicle miles traveled, 2001 (million miles) 2,746,925 

Automobiles 58.2% 

Motorcycles 0.3% 

Two-axle, four-tire trucks 33.7% 

Other single-unit trucks 2.6% 

Combination trucks 4.9% 

Buses 0.3% 

Table 3.8 Average age of vehicles, 2001 

Automobiles (years) 9.0 

Trucks (years) 7.9 

Median lifetime of vehicles 

Table 3.9 Automobiles (years) 16.9 

Table 3.10 Light trucks (years) 15.5 


3–1


The 1997 data in this series were never published. Use caution comparing historical data because of disconnects in data series, such as China in 

1998. Also, the U.S. is unique in how many light trucks (SUVs, minivans, pickups) are used for personal travel. Those light trucks are not included 

on this table. The U.S. share of world automobiles has been declining since 1998. 

Year China India Japan France 

Table 3.1 

Automobile Registrations for Selected Countries, 1950–2001 

(thousands) 

United 

Kingdom Germany a 

Canada b 

a 

Data for 1991 and prior include West Germany only. Kraftwagen are included with automobiles. 

b 

Data from 1991 and later are not comparable to prior data and data from 1999 and later are not comparable to prior data. 

c 

Data from 1985 and later are not comparable to prior data. 


e Data are not comparable to prior data due to reclassification of autos and trucks. 

United 

States c 

U.S. percentage 

of world c 

1950 

d d 

43 

d 

2,307 

d 

1,913 40,339 76.0% 53,051 

1955 

d d 

153 

d 

360 

d 

2,961 52,145 71.4% 73,036 

1960 

d d 

457 4,950 5,650 4,856 4,104 61,671 62.7% 98,305 

1965 

d d 

2,181 8,320 9,131 9,719 5,279 75,258 53.8% 139,776 

1970 

d d 

8,779 11,860 11,802 14,376 6,602 89,244 46.1% 193,479 

1975 

d d 

17,236 15,180 14,061 18,161 8,870 106,706 41.0% 260,201 

1980 351 

d 

23,660 18,440 15,438 23,236 10,256 121,601 38.0% 320,390 

1985 795 1,607 27,845 20,800 18,953 26,099 11,118 127,885 34.5% 370,504 

1990 1,622 2,694 34,924 23,010 22,528 30,695 12,622 133,700 30.7% 435,050 

1991 1,852 2,954 37,076 23,550 22,744 31,309 12,578 128,300 29.1% 441,377 

1992 2,262 3,205 38,963 24,020 23,008 37,579 12,781 126,581 28.0% 452,311 

1993 2,860 3,361 40,772 24,385 23,402 39,202 12,927 127,327 28.3% 450,473 

1994 3,497 3,569 42,678 24,900 23,832 39,918 13,122 127,883 27.0% 473,487 

1995 4,179 3,837 44,680 25,100 24,307 40,499 13,183 128,387 26.9% 477,010 

1996 4,700 4,246 46,868 25,500 24,864 41,045 13,300 129,728 26.7% 485,954 

1997 Data are not available. 

1998 2,940 e 

4,820 49,896 26,800 22,115 41,674 13,887 131,839 27.5% 478,625 

1999 3,400 5,200 51,164 27,480 27,539 42,423 16,538 126,869 26.7% 496,059 

2000 3,750 5,150 52,437 28,060 27,185 43,772 16,832 127,721 23.3% 547,147 

2001 4,325 5,750 53,300 28,700 27,790 44,383 17,055 128,714 22.9% 561,687 


1950–2001 

d d 

15.0% 

d 

5.0% 

d 

4.4% 2.3% 4.7% 

1970–2001 

d d 

6.0% 2.9% 2.8% 3.7% 3.1% 1.2% 3.5% 

1991–2001 

Source: 

8.9% 6.9% 3.7% 2.0% 2.0% 3.6% 3.1% 0.0% 2.4% 

Ward’s Communications, Ward’s World Motor Vehicle Data, 2002 Edition, Southfield, MI, 2002, pp. 232–235 and annual. 

(Additional resources: www.wardsauto.com) 

World 

total 

3–2


The 1997 data in this series were never published. Use caution comparing historical data because of disconnects in data series, such as China in 

1998. The U.S. totals include SUVs, minivans, and light trucks, many of which are used for personal travel. 

a 

Data for 1991 and prior include West Germany only. Kraftwagen are included with automobiles. Data from 1999 and later are not comparable to prior data. 

b 


c 


d 

Data are not available. 

e 

Data not comparable to prior data due to reclassification of autos and trucks. 

f Canada 

Year China India Japan France 

d d 

Table 3.2 

Truck and Bus Registrations for Selected Countries, 1950–2001 

(thousands) 

United 

Kingdom Germany a Canada b 

United 

States c 

U.S. percentage 

of world c 

1950 

1955 

d d 

183 

318 

d 

d 

1,060 

1,244 

d 

d 

643 

952 

8,823 

10,544 

50.9% 

46.1% 

17,349 

22,860 

1960 

d d 

896 1,540 1,534 786 1,056 12,186 42.6% 28,583 

1965 

d d 

4,119 1,770 1,748 1,021 1,232 15,100 39.6% 38,118 

1970 

d d 

8,803 1,850 1,769 1,228 1,481 19,175 36.2% 52,899 

1975 811 

d 

10,854 2,210 1,934 1,337 2,158 26,243 38.8% 67,698 

1980 1,480 

d 

14,197 2,550 1,920 1,617 2,955 34,195 37.7% 90,592 

1985 2,402 1,045 18,313 3,310 3,278 1,723 3,149 43,804 37.4% 117,038 

1990 4,496 1,536 22,773 4,748 3,774 1,989 3,931 55,097 37.2% 148,073 

1991 4,721 1,687 22,839 4,910 3,685 2,114 3,402 59,837 38.9% 153,695 

1992 5,177 1,872 22,694 5,040 3,643 2,672 3,413 63,781 39.6% 161,219 

1993 5,316 1,967 22,490 5,065 3,604 2,842 3,409 66,736 40.1% 166,614 

1994 5,922 2,083 22,333 5,140 3,605 2,960 3,466 70,162 45.1% 155,591 

1995 6,221 2,221 22,173 5,195 3,635 3,062 3,485 73,143 43.1% 169,749 

1996 6,750 2,506 21,933 5,255 3,621 3,122 3,515 76,637 41.3% 185,404 

1997 Data are not available 

1998 8,313 e 2,610 20,919 5,500 3,169 4,357 3,694 79,062 44.0% 179,498 

1999 9,400 3,000 20,559 5,609 3,392 3,370 722f 86,640 46.9% 188,367 

2000 9,650 2,390 20,211 5,753 3,361 3,534 739 f 

85,579 42.1% 203,273 

2001 10,212 2,663 19,985 5,897 3,412 3,592 729 f 

87,969 42.7% 206,218 


1950–2001 

d d 

9.6% 

d 

2.3% 

d 

0.2% 4.6% 5.0% 

1970–2001 

d d 

2.7% 3.8% 2.1% 3.5% -2.3% 5.0% 4.5% 

1991–2001 

Source: 

8.0% 4.7% -1.3% 1.8% -0.8% 5.4% -14.3% 3.9% 3.0% 

Ward’s Communications, Ward’s World Motor Vehicle Data, 2002 Edition, Southfield, MI, 2002, pp. 232–235 and annual. 

(Additional resources: www.wardsauto.com) 

World 

total 

3–3

3–4 

VEHICLES IN USE 

Both the Federal Highway Administration (FHWA) and The Polk Company report figures on the 

automobile 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. The Polk Company 

data include only those vehicles which are registered on July 1 of the given year. 

! The classification of mini-vans, station wagons on truck chasses, and utility vehicles as passenger cars 

or trucks causes important differences in the two estimates. The Polk Company data included passenger 

vans in the automobile count until 1980; since 1980 all vans have been counted as trucks. Recently, the 

Federal Highway Administration adjusted their definition of automobiles and trucks. Starting in 1993, 

some minivans and sport utility vehicles that were previously included with automobiles were included 

with trucks. 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. 

! The FHWA data include all non-military Federal vehicles, while The Polk Company 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. 

According to The Polk Company statistics, the number of passenger cars in use in the U.S. declined from 

1991 to 1992. This is the first decline in vehicle stock since the figures were first reported in 1924. However, 

the data should be viewed with caution. A redesign of Polk's approach in 1992 allowed a national check for 

duplicate registrations, which was not possible in earlier years. Polk estimates that, due to processing 

limitations, its vehicle population counts may have been inflated by as much as 1½ percent. Assuming that 

percentage is correct, the number of passenger cars in use would have declined from 1991 to 1992 under the 

previous Polk method. The growing popularity of light trucks being used as passenger vehicles could also 

have had an impact on these figures. 



Table 3.3 

U.S. Automobiles and Trucks in Use, 1970–2001 

(thousands) 

Automobiles Trucks Total 

The Polk Percentage 



Year FHWA Company difference FHWA Company difference FHWA Company difference 

1970 89,243 80,448 10.9% 18,797 17,688 6.3% 108,040 98,136 10.1% 

1975 106,706 95,241 12.0% 25,781 24,813 3.9% 132,487 120,054 10.4% 

1980 121,601 104,564 16.3% 33,667 35,268 -4.5% 155,267 139,832 11.0% 

1981 123,098 105,839 16.3% 34,644 36,069 -4.0% 157,743 141,908 11.2% 

1982 123,702 106,867 15.8% 35,382 36,987 -4.3% 159,084 143,854 10.6% 

1983 126,444 108,961 16.0% 36,723 38,143 -3.7% 163,166 147,104 10.9% 

1984 128,158 112,019 14.4% 37,507 40,143 -6.6% 165,665 152,162 8.9% 

1985 127,885 114,662 11.5% 43,210 42,387 1.9% 171,095 157,049 8.9% 

1986 130,004 117,268 10.9% 45,103 44,826 0.6% 175,106 162,094 8.0% 

1987 131,482 119,849 9.7% 46,826 47,344 -1.1% 178,308 167,193 6.6% 

1988 133,836 121,519 10.1% 49,941 50,221 -0.6% 183,777 171,740 7.0% 

1989 134,559 122,758 9.6% 52,172 53,202 -1.9% 186,731 175,960 6.1% 

1990 133,700 123,276 8.5% 54,470 56,023 -2.8% 188,171 179,299 4.9% 

1991 128,300 123,268 4.1% 59,206 58,179 1.8% 187,505 181,447 3.3% 

1992 126,581 120,347 5.2% 63,136 61,172 3.2% 189,717 181,519 4.5% 

1993 127,327 121,055 5.2% 66,082 65,260 1.3% 193,409 186,315 3.8% 

1994 127,883 121,997 4.8% 69,491 66,717 4.2% 197,375 188,714 4.6% 

1995 128,387 123,242 4.2% 72,458 70,199 3.2% 200,845 193,441 3.8% 

1996 129,728 124,613 4.1% 75,940 73,681 3.1% 205,669 198,294 3.7% 

1997 129,749 124,673 4.1% 77,307 76,398 1.2% 207,056 201,071 3.0% 

1998 131,839 125,966 4.7% 79,062 79,077 0.0% 210,901 205,043 2.9% 

1999 132,432 126,869 4.4% 83,148 82,640 0.6% 215,580 209,509 2.9% 

2000 133,621 127,721 4.6% 87,108 85,579 1.8% 220,729 213,300 3.5% 

2001 137,633 128,714 6.9% 92,045 87,969 4.6% 229,678 216,683 6.0% 

Source: 

FHWA - U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2001, Washington, DC, 2002, Table VM-1, p. V-57, and 

annual. (Additional resources: www.fhwa.dot.gov) 

Polk - The Polk Company, Detroit, Michigan. FURTHER REPRODUCTION PROHIBITED. (Additional resources: www.polk.com) 

3–5

3–6 

The line on this graph shows the trend of vehicles per thousand people for the U.S. from 1900 to 2001. The 

symbols on the graph show the 2001 vehicles per thousand people for other countries or regions around the 

world. Canada in 2001 had about the same ratio of vehicles to people as the U.S. did in 1972 and Western 

Europe had about the same ratio as the U.S. did in 1969. On the other end of the scale, China had about the 

same ratio of vehicles per thousand people in 2001 as the U.S. had in 1913 and Africa had about the same 

ratio as the U.S. did in 1915. 

Figure 3.1. Vehicles per Thousand People: U.S. Compared to Other Countries 

Source: 

Population – U.S.: U.S. Bureau of the Census, Statistical Abstract of the United States: 2002, Table 

No. 2. All others: United Nations Secretariat, Population Division, World Urbanization 

Prospects, The 2001 Revision, March 20, 2002. 

(Additional resources: www.un.org/esa/population/unpop.htm 

Vehicles – U.S.: U.S. Department of Transportation, Federal Highway Administration, Highway 

Statistics 2001, Washington, DC, 2003. All others: Ward’s Communications, Ward’s Motor 

Vehicle Data 2002, pp. 232-235. 

(Additional resources: www.fhwa.dot.gov, www.wardsauto.com) 


The data on automobile and light truck stock by size class are estimations based on historical sales data. This method assumes 

a constant scrappage rate for all size classes. The definitions for the size classes are in the Glossary. The data on trucks by weight 

class are based on estimates from the 1997 Vehicle Inventory and Use Survey (latest available survey) and a 2002 report entitled 

“Investigation of Class 2b Trucks (Vehicles of 8,500 to 10,000 lbs GVWR).” 

Table 3.4 

Vehicle Stock and New Sales in the United States, 2001 Calendar Year 

a Total auto and truck vehicle stocks as of July 1, 2001 from The Polk Company (FURTHER REPRODUCTION 

PROHIBITED). 

b Includes domestic-sponsored imports. 


d In fleets of four or more vehicles. 

Vehicle stock a New sales (in thousands) 

Thousands Share Domestic Import b Total 

Autos 128,714 100.0% 6,325 (75.1%) 2,098 (24.9%) 8,423 

Two-seaters 1,908 1.5% 51 (42.5%) 69 (57.5%) 120 

Minicompact 1,260 1.0% 0 (0.0%) 34 (100.0 34 

Subcompact 26,294 20.4% 715 (76.5%) 220 (23.5%) 935 

Compact 41,480 32.2% 2,150 (69.3%) 954 (30.7%) 3,104 

Midsize 39,032 30.3% 1,961 (72.3%) 751 (27.7%) 2,712 

Large 18,740 14.6% 1,448 (95.5%) 69 (4.5%) 1,517 

Autos 128,714 100.0% 

c c c c c 

Business fleet autos 6,640 5.2% 

c c c c c 

Personal autos 122,074 94.8% 

c c c c c 

Trucks 87,969 100.0% 8,048 (88.9%) 1,002 (11.1%) 9,050 

Less than 8,500 lbs. 75,835 86.2% 7,137 (88.0%) 978 (12.0%) 8,115 

Small pickup 13,151 14.9% 821 (100.0%) 0 (0.0%) 821 

Large pickup 21,880 24.9% 1,998 (100.0%) 0 (0.0%) 1,998 

Small van 13,141 14.9% 1,113 (96.7%) 38 (3.3%) 1,151 

Large van 5,497 6.2% 321 (97.6%) 8 (2.4%) 329 

Small SUV 6,302 7.2% 578 (62.9%) 340 (37.1%) 918 

Medium SUV 12,266 13.9% 1,542 (73.2%) 565 (26.8%) 2,107 

Large SUV 3,599 4.1% 764 (96.7%) 26 (3.3%) 790 

8,500 – 10,000 lbs. 6,416 7.3% 492 (100.0%) 0 (0.0%) 492 

Pickup 4,728 5.4% 404 (100.0%) 0 (0.0%) 404 

Van/SUV 1,687 1.9% 88 (100.0%) 0 (0.0%) 88 

10,000 – 26,000 lbs. 2,639 3.0% 188 (88.8%) 24 (11.2%) 212 

26,000 lbs. and over 3,079 3.5% 231 (99.7%) 1 (0.3%) 231 

Trucks 87,969 100.0% 

c c c c c 

Business fleet trucks

3–8 

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 23% more travel in 2001 than in 1970, and 

automobiles account for 24% less travel in that time period. 

sources. 

Table 3.5 

Shares of Highway Vehicle-Miles Traveled by Vehicle Type, 1970–2001 

Year Automobiles Motorcycle 

s 

Two-axle, 

four-tire 

trucks 

Other 

single-unit 

trucks 

Combinatio 

n 

trucks 

a The data do not correspond with vehicle-miles of travel presented in the "Bus" section of this chapter due to differing data 


Buses a 

Total 

vehicle-miles 

traveled 

(million miles) 

1970 82.6% 0.3% 11.1% 2.4% 3.2% 0.4% 1,109,724 

1975 77.9% 0.4% 15.1% 2.6% 3.5% 0.5% 1,327,664 

1980 72.8% 0.7% 19.0% 2.6% 4.5% 0.4% 1,527,295 

1981 72.9% 0.7% 19.1% 2.5% 4.4% 0.4% 1,555,308 

1982 72.8% 0.6% 19.2% 2.5% 4.4% 0.4% 1,595,010 

1983 72.3% 0.5% 19.8% 2.6% 4.5% 0.3% 1,652,788 

1984 71.3% 0.5% 20.8% 2.6% 4.5% 0.3% 1,720,269 

1985 70.2% 0.5% 22.0% 2.6% 4.4% 0.3% 1,774,826 

1986 69.2% 0.5% 23.1% 2.5% 4.4% 0.3% 1,834,872 

1987 68.5% 0.5% 23.8% 2.5% 4.5% 0.3% 1,921,204 

1988 67.6% 0.5% 24.8% 2.4% 4.4% 0.3% 2,025,962 

1989 66.8% 0.5% 25.6% 2.4% 4.4% 0.3% 2,096,487 

1990 65.7% 0.4% 26.8% 2.4% 4.4% 0.3% 2,144,362 

1991 62.5% 0.4% 29.9% 2.4% 4.4% 0.3% 2,172,050 

1992 61.0% 0.4% 31.5% 2.4% 4.4% 0.3% 2,247,151 

1993 59.9% 0.4% 32.5% 2.5% 4.5% 0.3% 2,296,378 

1994 59.6% 0.4% 32.4% 2.6% 4.6% 0.3% 2,357,588 

1995 59.4% 0.4% 32.6% 2.6% 4.8% 0.3% 2,422,696 

1996 59.1% 0.4% 32.8% 2.6% 4.8% 0.3% 2,485,848 

1997 58.7% 0.4% 33.2% 2.6% 4.9% 0.3% 2,561,695 

1998 58.9% 0.4% 33.0% 2.6% 4.9% 0.3% 2,631,522 

1999 58.3% 0.4% 33.5% 2.6% 4.9% 0.3% 2,691,056 

2000 58.3% 0.4% 33.6% 2.6% 4.9% 0.3% 2,746,925 

2001 58.2% 0.3% 33.7% 2.6% 4.9% 0.3% 2,781,462 


1970–2001 3.0% 

1991–2001 2.5% 

Source: 


2002, Table VM-1, p. V-57, and annual. (Additional resources: www.fhwa.dot.gov)


a Includes automobiles from model year 2002 and 2001 which were sold prior to July 1, 2002, and similarly, model years 1971 and 1970 sold prior to July 1, 

1970. 

Age 

(years) 

Vehicles 

(thousands) Percentage 

Table 3.6 

Automobiles in Operation and Vehicle Travel by Age, 1970 and 2001 

1970 2001 

Cumulative 

percentage 

Vehicles 

(thousands) Percentage 

Cumulative 

percentage Percentage 

2001 Estimated 

vehicle travel Average 

Cumulative 

percentage 

annual miles 

per vehicle 

Under 1 a 6,288 7.8% 7.8% 6,183 4.8% 4.8% 6.9% 6.9% 15,000 

1 9,299 11.6% 19.4% 8,882 6.9% 11.7% 9.4% 16.3% 14,300 

2 8,816 11.0% 30.3% 8,093 6.3% 18.0% 8.2% 24.6% 13,700 

3 7,878 9.8% 40.1% 7,555 5.9% 23.9% 7.2% 31.8% 12,900 

4 8,538 10.6% 50.8% 7,860 6.1% 30.0% 7.2% 39.1% 12,400 

5 8,506 10.6% 61.3% 7,337 5.7% 35.7% 6.5% 45.6% 12,000 

6 7,116 8.8% 70.2% 8,555 6.6% 42.3% 7.4% 53.1% 11,700 

7 6,268 7.8% 78.0% 7,471 5.8% 48.1% 6.3% 59.4% 11,400 

8 5,058 6.3% 84.3% 7,420 5.8% 53.9% 6.1% 65.5% 11,100 

9 3,267 4.1% 88.3% 6,807 5.3% 59.2% 5.4% 71.0% 10,700 

10 2,776 3.5% 91.8% 6,810 5.3% 64.5% 5.0% 76.0% 9,900 

11 1,692 2.1% 93.9% 6,692 5.2% 69.7% 4.5% 80.5% 9,000 

12 799 1.0% 94.9% 6,742 5.2% 74.9% 4.7% 85.2% 9,400 

13 996 1.2% 96.1% 6,189 4.8% 79.7% 3.8% 88.9% 8,200 

14 794 1.0% 97.1% 5,345 4.2% 83.9% 2.9% 91.8% 7,200 

15 and older 2,336 2.9% 100.0% 20,773 16.1% 100.0% 8.2% 100.0% 5,300 

Subtotal 80,427 100.0% 128,714 100.0% 

Age not given 22 0 

Total 80,449 128,714 

Average age 

Median age 

5.6 

4.9 

Source: 

The Polk Company, Detroit, MI. FURTHER REPRODUCTION PROHIBITED. 

Vehicle travel - Average annual miles per auto by age were multiplied by the number of vehicles in operation by age to estimate the vehicle travel. 

Average annual miles per auto by age - generated by ORNL from the National Household Travel Survey website: nhts.ornl.gov. 

(Additional resources: www.polk.com, nhts.ornl.gov) 

9.0 

8.1 

3–9


Age 

(years) 

July 1, 1970. 

Vehicles 

(thousands 

) 

Table 3.7 

Trucks in Operation and Vehicle Travel by Age, 1970 and 2001 

1970 2001 

Percentag 

e 

Cumulative 

percentage 

Vehicles 

(thousands) Percentag 

e 

Cumulative 

percentage Percentag 

e 

2001 Estimated 

vehicle travel Average annual 

Cumulative 

percentage 

miles per 

vehicle 

Under 1 a 1,262 7.1% 7.1% 6,213 7.1% 7.1% 8.5% 8.5% 17,500 

1 1,881 10.6% 17.8% 7,958 9.0% 16.1% 12.0% 20.6% 19,200 

2 1,536 8.7% 26.5% 7,522 8.6% 24.7% 11.7% 32.3% 19,800 

3 1,428 8.1% 34.6% 6,398 7.3% 31.9% 9.0% 41.3% 17,900 

4 1,483 8.4% 43.0% 6,109 6.9% 38.9% 8.4% 49.7% 17,500 

5 1,339 7.6% 50.5% 5,122 5.8% 44.7% 6.8% 56.6% 17,000 

6 1,154 6.5% 57.1% 5,574 6.3% 51.0% 6.8% 63.4% 15,600 

7 975 5.5% 62.6% 5,042 5.7% 56.8% 6.1% 69.5% 15,400 

8 826 4.7% 67.3% 4,148 4.7% 61.5% 4.9% 74.4% 15,100 

9 621 3.5% 70.8% 3,395 3.9% 65.3% 3.5% 77.9% 13,200 

10 658 3.7% 74.5% 3,221 3.7% 69.0% 2.3% 80.3% 9,200 

11 583 3.3% 77.8% 3,039 3.5% 72.5% 2.2% 82.5% 9,200 

12 383 2.2% 80.0% 3,345 3.8% 76.3% 2.4% 84.9% 9,200 

13 417 2.4% 82.3% 3,112 3.5% 79.8% 2.3% 89.1% 9,200 

14 414 2.3% 84.7% 2,544 2.9% 82.7% 1.8% 89.0% 9,200 

15 and older 2,710 15.3% 100.0% 15,227 17.3% 100.0% 11.0% 100.0% 9,200 

Subtotal 17,670 100.0% 87,969 100.0% 100.0% 

Age not given 15 0 

Total 17,685 87,969 

Average age 

Median age 

7.3 

5.9 

7.9 

6.8 

Source: 


Vehicle travel—The average annual vehicle-miles per truck by age were multiplied by the number of trucks in operation by age to estimate the vehicle 

travel. Average annual miles per truck by age were generated by ORNL from the 1997 Truck Inventory and Use Survey public use tape provided 

by U.S. Department of Commerce, Bureau of the Census, Washington, DC, 2000. (Additional resources: www.polk.com, www.census.gov) 

a Includes trucks from model year 2002 and 2001 which were sold prior to July 1, 2002, and similarly, model years 1971 and 1970 sold prior to 

3–10

The average age of automobiles was lower than the average age of trucks until 1995. Since then, the 

average automobile age continues to grow, while the average truck age has held about the same. The 

increasing popularity of light trucks as personal passenger vehicles may have had an influence on the 

average age of trucks. 

Calendar 

year 

Table 3.8 

Average Age of Automobiles and Trucks in Use, 1970–2001 

(years) 

Automobiles Trucks 

Mean a Median b Mean a Median b 

1970 5.6 4.9 7.3 5.9 

1971 5.7 5.1 7.4 6.1 

1972 5.7 5.1 7.2 6.0 

1973 5.7 5.1 6.9 5.8 

1974 5.7 5.2 7.0 5.6 

1975 6.0 5.4 6.9 5.8 

1976 6.2 5.5 7.0 5.8 

1977 6.2 5.6 6.9 5.7 

1978 6.3 5.7 6.9 5.8 

1979 6.4 5.9 6.9 5.9 

1980 6.6 6.0 7.1 6.3 

1981 6.9 6.0 7.5 6.5 

1982 7.2 6.2 7.8 6.8 

1983 7.4 6.5 8.1 7.2 

1984 7.5 6.7 8.2 7.4 

1985 7.6 6.9 8.1 7.6 

1986 7.6 7.0 8.0 7.7 

1987 7.6 6.9 8.0 7.8 

1988 7.6 6.8 7.9 7.1 

1989 7.6 6.5 7.9 6.7 

1990 7.6 6.5 8.0 6.5 

1991 7.8 6.7 8.1 6.8 

1992 7.9 7.0 8.4 7.2 

1993 8.1 7.3 8.6 7.5 

1994 8.3 7.5 8.4 7.5 

1995 8.4 7.7 8.4 7.6 

1996 8.5 7.9 8.3 7.7 

1997 8.6 8.1 8.3 7.8 

1998 8.8 8.3 8.3 7.5 

1999 8.9 8.3 8.2 7.2 

2000 9.0 8.1 8.0 6.9 

2001 9.0 8.1 7.9 6.8 

Source: 


(Additional resources: www.polk.com) 

a Mean is the sum of the products of units multiplied by age, divided by the total units. 

b Median is a value in an ordered set of values below and above which there are an equal number of values. 


3–11

3–12 

The average age of trucks (classes 1-8) has historically been higher than the average age of 

automobiles. In 1995, however, this trend reversed, with average automobile age higher than average 

truck age for the first time. The recent boom in the sales of minivans, sport-utility vehicles, and pickups, 

which are classified as trucks, is influencing the average age of trucks. So many new light trucks 

are being added into the truck population, that the average age of trucks has been declining since 

1993, while the average age of automobiles continues an upward trend. 

Figure 3.2. Average Age and Registrations of Automobiles and Trucks, 1970–2001 

Source: 

See Tables 3.3 and 3.8. 


Using current registration data and a scrappage model by Greenspan and Cohen, [1996 paper: 

http://www.federalreserve.gov/pubs/feds/1996/199640/199640pap.pdf], ORNL calculated new automobile 

scrappage rates. The expected median lifetime for a 1990 model year automobile is 16.9 years. These data are 

fitted model values which assume constant economic conditions. 

Vehicle 

age a 

(years) 

Table 3.9 

Automobile Scrappage and Survival Rates 

1970, 1980 and 1990 Model Years 

1970 model year 1980 model year 1990 model year 

Survival 

rate b 

Scrappag 

e rate c 

Survival 

rate b 

Scrappag 

e rate c 

a It was assumed that scrappage for vehicles less than 4 years old is 0. 

b The percentage of automobiles which will be in use at the end of the year. 

c The percentage of automobiles which will be retired from use during the year. 


Survival 

rate b 

Scrappag 

e rate c 

4 99.0 1.0 100.0 0.0 100.0 0.0 

5 94.1 5.0 96.3 3.7 100.0 0.0 

6 88.4 6.1 91.3 5.1 99.4 0.6 

7 82.0 7.2 85.7 6.1 96.3 3.2 

8 75.2 8.3 79.7 7.1 92.7 3.7 

9 68.1 9.5 73.3 8.1 88.7 4.3 

10 60.9 10.6 66.6 9.0 84.4 4.9 

11 53.8 11.7 60.0 10.0 79.8 5.5 

12 46.9 12.8 53.3 11.0 75.0 6.1 

13 40.3 14.0 46.9 12.0 70.0 6.7 

14 34.2 15.1 40.8 13.0 64.9 7.3 

15 28.7 16.2 35.1 14.0 59.7 7.9 

16 23.7 17.4 29.8 15.0 54.6 8.6 

17 19.3 18.5 25.0 16.1 49.5 9.3 

18 15.5 19.6 20.8 17.1 44.6 9.9 

19 12.3 20.8 17.0 18.1 39.9 10.6 

20 9.6 21.9 13.8 19.1 35.4 11.3 

21 7.4 23.0 11.0 20.1 31.1 12.0 

22 5.6 24.2 8.7 21.2 27.2 12.7 

23 4.2 25.3 6.7 22.2 23.5 13.5 

24 3.1 26.4 5.2 23.2 20.2 14.2 

25 2.2 27.5 3.9 24.2 17.1 15.0 

26 1.6 28.6 2.9 25.3 14.5 15.7 

27 1.1 29.7 2.2 26.3 12.1 16.5 

28 0.8 30.8 1.6 27.3 10.0 17.2 

29 0.5 31.9 1.1 28.4 8.2 18.0 

30 0.4 33.0 0.8 29.4 6.6 18.8 

Median 

lifetime 

11.5 years 12.5 years 16.9 years 

Source: 

Schmoyer, Richard L., unpublished study on scrappage rates, Oak Ridge National Laboratory, Oak 

Ridge, TN, 2001. 

3–13

3–14 

Source: See Table 3.9. 

Figure 3.3. Automobile Survival Rates 


Using current registration data and a scrappage model by Greenspan and Cohen [1996 paper: 

http://www.federalreserve.gov/pubs/feds/1996/199640/199640pap.pdf], ORNL calculated new light truck 

scrappage rates. The expected median lifetime for a 1990 model year light truck is 15.5 years. These data are 

fitted model values which assume constant economic conditions. 

Vehicle 

age b 

(years) 

Table 3.10 

Light Truck a Scrappage and Survival Rates 


Survival 

rate c 

Scrappag 

e rate d 

Survival 

rate b 

Scrappag 

e rate c 

a Light trucks are trucks less than 10,000 lbs. gross vehicle weight. 

b It was assumed that scrappage for vehicles less than 4 years old is 0. 

c The percentage of light trucks which will be in use at the end of the year. 

d The percentage of light trucks which will be retired from use during the year. 


Survival 

rate b 

Scrappag 

e rate c 

4 99.7 0.3 99.1 0.9 99.3 0.7 

5 97.5 2.2 96.6 2.5 96.9 2.4 

6 94.9 2.7 93.7 3.1 94.1 3.0 

7 91.8 3.2 90.2 3.7 90.7 3.6 

8 88.3 3.8 86.3 4.3 86.9 4.2 

9 84.4 4.4 82.0 5.0 82.7 4.8 

10 80.2 5.0 77.3 5.7 78.2 5.5 

11 75.7 5.6 72.4 6.4 73.4 6.1 

12 70.9 6.3 67.3 7.1 68.4 6.8 

13 66.0 6.9 62.1 7.8 63.3 7.5 

14 61.0 7.6 56.8 8.5 58.0 8.2 

15 55.9 8.3 51.5 9.3 52.8 9.0 

16 50.8 9.0 46.3 10.1 47.7 9.7 

17 45.9 9.8 41.3 10.8 42.7 10.5 

18 41.1 10.5 36.5 11.6 37.9 11.3 

19 36.4 11.3 32.0 12.4 33.3 12.1 

20 32.1 12.0 27.7 13.3 29.0 12.9 

21 28.0 12.8 23.8 14.1 25.0 13.7 

22 24.2 13.6 20.3 14.9 21.4 14.5 

23 20.7 14.4 17.1 15.8 18.1 15.4 

24 17.5 15.2 14.2 16.7 15.2 16.2 

25 14.7 16.1 11.7 17.5 12.6 17.1 

26 12.2 16.9 9.6 18.4 10.3 18.0 

27 10.1 17.8 7.7 19.3 8.4 18.8 

28 8.2 18.6 6.2 20.2 6.7 19.7 

29 6.6 19.5 4.9 21.1 5.3 20.6 

30 5.2 20.4 3.8 22.1 4.2 21.5 

Median 

lifetime 


Source: 



3–15

3–16 


Figure 3.4. Light Truck Survival Rates 


Using current registration data and a scrappage model by Greenspan and Cohen [1996 paper: 

http://www.federalreserve.gov/pubs/feds/1996/199640/199640pap.pdf], ORNL calculated heavy truck (trucks over 

26,000 lbs. 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. 

Vehicle 

age b 

(years) 

Table 3.11 

Heavy Truck a Scrappage and Survival Rates 


Survival 

rate c 

Scrappag 

e rate d 

Survival 

rate b 

Scrappag 

e rate c 

a Heavy trucks are trucks more than 26,000 lbs. gross vehicle weight. 

b 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. 


Survival 

rate b 

Scrappag 

e rate c 

4 98.8 1.2 98.5 1.5 99.4 0.6 

5 97.2 1.6 96.7 1.9 98.6 0.8 

6 95.3 1.9 94.5 2.3 97.6 1.0 

7 93.2 2.3 92.0 2.7 96.5 1.2 

8 90.7 2.6 89.1 3.1 95.2 1.3 

9 88.1 3.0 86.0 3.5 93.8 1.5 

10 85.2 3.3 82.7 3.9 92.2 1.7 

11 82.1 3.6 79.1 4.3 90.5 1.9 

12 78.8 4.0 75.4 4.7 88.6 2.0 

13 75.4 4.3 71.6 5.1 86.7 2.2 

14 71.9 4.7 67.7 5.5 84.6 2.4 

15 68.3 5.0 63.7 5.9 82.4 2.6 

16 64.6 5.3 59.7 6.3 80.2 2.7 

17 61.0 5.7 55.7 6.7 77.9 2.9 

18 57.3 6.0 51.8 7.1 75.5 3.1 

19 53.7 6.3 47.9 7.4 73.0 3.3 

20 50.1 6.7 44.2 7.8 70.5 3.4 

21 46.6 7.0 40.6 8.2 68.0 3.6 

22 43.2 7.3 37.1 8.6 65.4 3.8 

23 39.9 7.6 33.7 9.0 62.8 3.9 

24 36.7 8.0 30.6 9.4 60.3 4.1 

25 33.7 8.3 27.6 9.7 57.7 4.3 

26 30.8 8.6 24.8 10.1 55.1 4.5 

27 28.0 8.9 22.2 10.5 52.6 4.6 

28 25.4 9.3 19.8 10.9 50.0 4.8 

29 23.0 9.6 17.6 11.2 47.6 5.0 

30 20.7 9.9 15.5 11.6 45.1 5.1 

Median 

lifetime 


Source: 



3–17

3–18 

Figure 3.5. Heavy Truck Survival Rates 


Model year ‘90 estimates are based on minimal preliminary data. 


Chapter 4 

Light Vehicles and Characteristics 


Source 

Table 4.1 Passenger cars, 2001 

Registrations (thousands) 137,633 

Vehicle miles (million miles) 1,600,287 

Fuel economy (miles per gallon) 21.9 

Table 4.2 Two-axle, four-tire trucks, 2001 

Registrations (thousands) 84,188 

Vehicle miles (million miles) 937,839 


Table 4.5 Light truck share of total light vehicle sales 

1970 calendar year 14.8% 

2001 calendar year 50.5% 

Table 4.7 Automobile sales, 2002 sales period 8,336,459 

Minicompact 53,840 

Subcompact 636,397 

Compact 3,217,151 

Midsize 2,917,527 

Large 1,377,357 

Two-seater 134,187 

Table 4.8 Light truck sales, 2002 sales period 8,673,079 

Small pickup 761,802 

Large pickup 2,209,671 

Small van 1,165,202 

Large van 349,706 

Small SUV 877,777 

Medium SUV 2,448,269 

Large SUV 860,652 

Tables 4.18 Corporate average fuel economy (mpg) 

and 4.19 Automobile standard, MY 2002 27.5 

Automobile fuel economy, MY 2002 29.5 

Light truck standard, MY 2002 20.7 

Light truck fuel economy, MY 2002 21.8 

Table 4.24 Average fuel economy loss from 55 to 70 mph 17.1% 


4–1

4–2 

The Federal Highway Administration released revised historical data back to 1985 in their “Highway Statistics 

Summary to 1995" report. As a result, the data in this table have been revised. The data in this table from 1985–on 

DO NOT include minivans, pickups, or sport utility vehicles. 

Year 

a This number differs from R.L. Polk’s estimates of “number of automobiles in use.” See Table 3.3. 

b Fuel economy for automobile population. 

c Beginning in this year the data were revised to exclude minivans, pickups and sport utility vehicles which 

may have been previously included. 

Table 4.1 

Summary Statistics for Passenger Cars, 1970–2001 

Registrations a 

(thousands) 

Vehicle travel 


Fuel use 



Fuel economy b 

(miles per gallon) 

1970 89,244 916,700 67,820 13.5 

1971 92,718 966,330 71,346 13.5 

1972 97,082 1,021,365 75,937 13.5 

1973 101,985 1,045,981 78,233 13.4 

1974 104,856 1,007,251 74,229 13.6 

1975 106,706 1,033,950 74,140 13.9 

1976 110,189 1,078,215 78,297 13.8 

1977 112,288 1,109,243 79,060 14.0 

1978 116,573 1,146,508 80,652 14.2 

1979 118,429 1,113,640 76,588 14.5 

1980 121,601 1,111,596 69,981 15.9 

1981 123,098 1,133,332 69,112 16.4 

1982 123,702 1,161,713 69,116 16.8 

1983 126,444 1,195,054 70,322 17.0 

1984 128,158 1,227,043 70,663 17.4 

1985 c 127,885 1,246,798 71,518 17.4 

1986 130,004 1,270,167 73,174 17.4 

1987 131,482 1,315,982 73,308 18.0 

1988 133,836 1,370,271 73,345 18.7 

1989 134,559 1,401,221 73,913 19.0 

1990 133,700 1,408,266 69,568 20.2 

1991 128,300 1,358,185 64,318 21.1 

1992 126,581 1,371,569 65,436 21.0 

1993 127,327 1,374,709 67,047 20.5 

1994 127,883 1,406,089 67,874 20.7 

1995 128,387 1,438,294 68,072 21.1 

1996 129,728 1,469,854 69,221 21.2 

1997 129,749 1,502,556 69,892 21.5 

1998 131,839 1,549,577 71,695 21.4 

1999 132,432 1,569,100 73,283 21.4 

2000 133,621 1,600,287 73,065 21.9 

2001 137,633 1,619,422 73,261 22.1 


1970–2001 1.4% 1.9% 0.2% 1.6% 

1991–2001 0.7% 1.8% 1.3% 0.5% 

Source: 


2002, Table VM-1, p. V-57, and annual. 

(Additional resources: www.fhwa.dot.gov)

The Federal Highway Administration released revised historical data back to 1985 which better reflected two-axle, 

four-tire trucks. The definition of this category includes vans, pickup trucks, and sport utility vehicles. 

Year 

utility vehicles. 

Table 4.2 

Summary Statistics for Two-Axle, Four-Tire Trucks, 1970–2001 

Registrations 

(thousands) 

Vehicle travel 


Fuel use 


a Beginning in this year the data were revised to include all vans (including mini-vans), pickups and sport 


Fuel economy 


1970 14,211 123,286 12,313 10.0 

1971 15,181 137,870 13,484 10.2 

1972 16,428 156,622 15,150 10.3 

1973 18,083 176,833 16,828 10.5 

1974 19,335 182,757 16,657 11.0 

1975 20,418 200,700 19,081 10.5 

1976 22,301 225,834 20,828 10.8 

1977 23,624 250,591 22,383 11.2 

1978 25,476 279,414 24,162 11.6 

1979 27,022 291,905 24,445 11.9 

1980 27,876 290,935 23,796 12.2 

1981 28,928 296,343 23,697 12.5 

1982 29,792 306,141 22,702 13.5 

1983 31,214 327,643 23,945 13.7 

1984 32,106 358,006 25,604 14.0 

1985a 37,214 390,961 27,363 14.3 

1986 39,382 423,915 29,074 14.6 

1987 41,107 456,870 30,598 14.9 

1988 43,805 502,207 32,653 15.4 

1989 45,945 536,475 33,271 16.1 

1990 48,275 574,571 35,611 16.1 

1991 53,033 649,394 38,217 17.0 

1992 57,091 706,863 40,929 17.3 

1993 59,994 745,750 42,851 17.4 

1994 62,904 764,634 44,112 17.3 

1995 65,738 790,029 45,605 17.3 

1996 69,134 816,540 47,354 17.2 

1997 70,224 850,739 49,389 17.2 

1998 71,330 868,275 50,462 17.2 

1999 75,356 901,022 52,859 17.0 

2000 79,085 923,059 52,939 17.4 

2001 84,188 937,839 53,294 17.6 


1970–2001 5.9% 6.8% 4.8% 1.8% 

1991–2001 

Source: 

4.7% 3.7% 3.4% 0.3% 

U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2001, Washington, 

DC, 2002, Table VM-1, p. V-57, and annual. (Additional resources: www.fhwa.dot.gov) 

4–3

4–4 

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. 

Table 4.3 

Summary Statistics on Class 1, Class 2a, and Class 2b Light Trucks 

CY 1999 

truck 

sales 

(millions) 

MY 2000 

truck 

population 

(millions) 

Percent 

diesel 

trucks in 

population 

Average 

age 

(years) 

a Estimates derived using 2000 population data and 1997 usage data. See source for details. 


Estimated 

annual 

miles a 

(billions) 

Estimated 

fuel use 

(billion a 

gallons) 

Class 1 5.7 49.7 0.3% 7.3 672.7 37.4 

Class 2a 1.8 19.2 2.5% 7.4 251.9 18.0 

Class 2b 0.5 5.8 24.0% 8.6 76.7 5.5 

Source: Davis, S.C. and L.F. Truett, Investigation of Class 2b Trucks (Vehicles of 8,500 to 10,000 lbs 

GVWR), ORNL/TM-2002/49, March 2002, Table 16. 

Note: CY - calendar year. MY - model year. 

Calendar Year 

Table 4.4 

Sales Estimates of Class 1, Class 2a, and Class 2b Light Trucks, 1989–1999 

Class 1 

(6,000 lbs 

and under) 

Sales estimates (thousands) 

Class 2a 

(6,001- 

8,500 lbs) 

Class 2b 

(8,5001- 

10,000 lbs) Total 

1989 3,313 918 379 4,610 

1990 3,451 829 268 4,548 

1991 3,246 670 206 4,122 

1992 3,608 827 194 4,629 

1993 4,119 975 257 5,351 

1994 4,527 1,241 265 6,033 

1995 4,422 1,304 327 6,053 

1996 4,829 1,356 334 6,519 

1997 5,085 1,315 397 6,797 

1998 5,263 1,694 342 7,299 

1999 5,707 1,845 521 8,073 

Percent change 

1989–1999 72.3% 101.0% 37.5% 75.1% 

Source: Davis, S.C. and L.F. Truett, Investigation of Class 2b Trucks (Vehicles of 8,500 to 10,000 lbs 

GVWR), ORNL/TM-2002/49, March 2002, Table 1. 

Note: These data were calculated using Methodology 4 from the report.

Over one-quarter of autos sold in 2002 were transplants–autos built in the U.S. by a foreign firm. 

Calendar 

year 

a North American built. 

b Does not include import tourist deliveries. 

c A transplant is an automobile which was built in the U.S. by a foreign firm. Also included are joint ventures which 

are built in the U.S. 


Table 4.5 

New Retail Automobile Sales in the United States, 1970–2002 

Domestic a Import b Total 

(thousands) 

Percentage 

imports 

Percentage 

transplants c 

on model 

year basis 


Percentage 

imports and 

transplants 

Percentage 

diesel 

1970 7,119 1,285 8,404 15.3% d d d 

1975 7,053 1,571 8,624 18.2% d d 0.31% 

1980 6,581 2,398 8,979 26.7% 2.1% 28.8% 4.31% 

1981 6,209 2,327 8,536 27.3% 1.8% 29.1% 6.10% 

1982 5,759 2,223 7,982 27.9% 1.4% 29.3% 4.44% 

1983 6,795 2,387 9,182 26.0% 1.3% 27.3% 2.09% 

1984 7,952 2,439 10,391 23.5% 2.0% 25.5% 1.45% 

1985 8,205 2,838 11,043 25.7% 2.2% 27.9% 0.82% 

1986 8,215 3,238 11,453 28.3% 2.8% 31.1% 0.37% 

1987 7,081 3,197 10,278 31.1% 5.2% 36.3% 0.16% 

1988 7,526 3,099 10,626 29.2% 5.8% 35.0% 0.02% 

1989 7,073 2,825 9,898 28.5% 7.3% 35.8% 0.13% 

1990 6,897 2,404 9,301 25.8% 11.2% 37.0% 0.08% 

1991 6,137 2,038 8,175 24.9% 13.7% 38.6% 0.10% 

1992 6,277 1,937 8,213 23.6% 14.1% 37.7% 0.06% 

1993 6,742 1,776 8,518 20.9% 14.9% 35.8% 0.03% 

1994 7,255 1,735 8,990 19.3% 16.5% 35.8% 0.04% 

1995 7,129 1,506 8,635 17.4% 18.9% 36.3% 0.04% 

1996 7,255 1,271 8,526 14.9% 22.3% 37.2% 0.10% 

1997 6,917 1,355 8,272 16.4% 23.7% 40.1% 0.09% 

1998 6,762 1,380 8,142 16.9% 25.1% 42.0% 0.13% 

1999 6,979 1,719 8,698 19.8% 24.6% 44.4% 0.16% 

2000 6,831 2,016 8,847 22.8% 24.4% 47.2% 0.26% 

2001 6,325 2,098 8,423 24.9% 26.0% 50.9% 0.18% 

2002 5,878 2,226 8,104 27.5% 26.7% 54.2% 0.39% 

1970–2002 -0.6% 1.7% 


-0.1% 

1992–2002 -0.7% 1.4% -0.1% 

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. 

1998–2002: Ward’s Communication, Ward’s Motor Vehicle Facts and Figures, Detroit, MI, 2000, p. 15. 

Diesel data - Ward's Communications, Ward's Automotive Yearbook, Detroit, MI, 2003, p. 52, and annual. 

Transplant data - Oak Ridge National Laboratory, Light Vehicle MPG and Market Shares Data System, Oak Ridge, 

TN, 2002. (Additional resources: www.aama.com, www.wardsauto.com) 

4–5

4–6 

In 2000, light trucks, which include pick-ups, minivans, sport-utility vehicles, and other trucks less than 10,000 

pounds gross vehicle weight (GVW), accounted for 48.7% of light vehicle sales. 

Calendar 

year 

Table 4.6 

New Retail Sales of Trucks 10,000 Pounds GVW and Less in the United States, 1970–2002 

Light truck 

sales a 

(thousands) Import b Transplants c Diesel d 

a Includes all trucks of 10,000 pounds gross vehicle weight and less sold in the U.S. 

b 

Excluding transplants. 

c 

Based on model year data. A transplant is a light truck which was built in the U.S. by a foreign firm. Also included 

are joint ventures built in the U.S. 

d 

Based on model year factory installations. Column was revised. 

e Light-duty vehicles include automobiles and light trucks. 

f Data are not available. 

g Indicates less than 1 percent. 

Percentages 

Four-wheel drive 

of domestic 

light trucks d 

f g f 


Light trucks of 

light-duty 

vehicle sales e 

Light trucks 

of total 

truck sales 

1970 1,463 4.5% 

14.8% 80.4% 

1975 2,281 10.0% 

f g 

23.4% 20.9% 87.9% 

1980 2,440 19.7% 0.9% 3.6% 20.7% 21.4% 88.9% 

1981 2,189 20.3% 0.0% 3.1% 18.6% 20.4% 89.8% 

1982 2,470 16.5% 0.0% 8.5% 16.8% 23.6% 92.8% 

1983 2,984 15.6% 0.0% 6.7% 28.5% 24.5% 93.6% 

1984 3,863 15.7% 2.0% 4.8% 27.0% 27.1% 93.0% 

1985 4,458 17.2% 2.6% 3.8% 29.1% 28.8% 93.6% 

1986 4,594 20.1% 2.3% 3.7% 27.0% 28.6% 94.3% 

1987 4,610 17.9% 1.7% 2.3% 32.0% 31.0% 93.9% 

1988 4,800 12.6% 2.4% 2.3% 32.1% 31.1% 93.2% 

1989 4,610 10.9% 2.6% 2.9% 31.4% 31.8% 93.3% 

1990 4,548 13.2% 3.4% 3.1% 31.6% 32.8% 93.9% 

1991 4,123 12.8% 4.5% 3.2% 34.4% 33.5% 94.5% 

1992 4,629 8.6% 5.5% 3.3% 31.6% 36.0% 94.4% 

1993 5,351 6.8% 7.1% 3.7% 32.6% 38.6% 94.2% 

1994 6,033 6.5% 8.1% 3.9% 34.4% 40.2% 94.0% 

1995 6,053 6.5% 7.5% 4.1% 39.1% 41.2% 93.4% 

1996 6,519 6.6% 8.4% 3.7% 35.7% 43.3% 94.1% 

1997 6,797 8.4% 7.0% 4.8% 39.6% 46.6% 94.1% 

1998 7,299 8.9% 7.6% 1.7% 43.8% 47.3% 93.3% 

1999 8,073 9.5% 8.7% 5.9% 43.3% 48.1% 92.6% 

2000 8,387 9.9% 11.3% 4.8% 41.7% 48.7% 93.9% 

2001 8,700 11.3% 12.8% 5.3% 42.2% 50.8% 96.1% 

2002 8,713 12.2% 12.1% 4.9% 46.4% 51.8% 96.4% 


1970–2002 5.7% 

1992–2002 6.5% 

Source: 

Four-wheel drive and diesel - 1970–88: Ward's Communications, Ward's Automotive Yearbook, Detroit, MI, 1989, p. 168, and 

annual. 1989–on: Ward's Communications, Ward's Automotive Yearbook, Factory Installation Reports, Detroit, MI, 2003, 

and annual. 

Transplants - Oak Ridge National Laboratory, Light-Duty Vehicle MPG and Market Shares System, Oak Ridge, TN, 1996. 

All other - 1970–97: American Automobile Manufacturers Association, Motor Vehicle Facts and Figures 1998, Detroit, MI, 

1998, pp. 8, 15, 24, and annual. 1998–on: Ward’s Communications, Ward’s 2003 Motor Vehicle Facts and Figures, 

Detroit, MI, p. 24, and annual. (Additional resources: www.aama.com, www.wardsauto.com)

The sales-weighted fuel economy of automobiles increased dramatically from 1976 (17.2 mpg) to 1990 (27.6 mpg), 

but has risen only about 1 mpg since then. 

Table 4.7 

Period Sales, Market Shares, and Sales-Weighted Fuel Economies 

of New Domestic and Import Automobiles, Selected Sales Periods a 1976–2002 

Sales Period a 

MINICOMPACT 

1976 1980 1985 1990 1995 2000 2001 2002 

Total sales, units – 428,346 52,295 76,698 44,752 19,245 33,206 53,840 

Market share, % – 4.7 0.5 0.8 0.5 0.2 0.4 0.6 

Fuel economy, mpg 

SUBCOMPACT 

– 29.4 32.7 26.4 27.0 25.6 24.6 26.2 

Total sales, units 2,625,929 3,441,480 2,382,339 2,030,226 1,518,209 1,789,350 922,287 636,397 

Market share, % 27.1 37.8 21.7 22.0 17.4 19.9 11.1 7.6 


COMPACT 

23.5 27.3 30.1 31.3 31.7 31.1 29.6 27.6 

Total sales, units 2,839,603 599,423 3,526,118 3,156,481 3,289,735 2,397,813 3,058,389 3,217,151 

Market share, % 29.3 6.6 32.1 34.2 37.7 26.7 36.8 38.6 


MIDSIZE 

17.1 22.3 29.6 28.9 30.2 30.4 31.3 31.5 

Total sales, units 1,815,505 3,073,103 3,117,817 2,511,503 2,498,521 3,352,198 2,669,116 2,917,527 

Market share, % 18.7 33.8 28.4 27.2 28.6 37.3 32.1 35.0 


LARGE 

15.3 21.3 24.9 25.9 25.9 26.8 27.2 27.4 

Total sales, units 2,206,102 1,336,190 1,516,249 1,279,092 1,320,608 1,297,237 1,506,890 1,377,357 

Market share, % 22.8 14.7 13.8 13.9 15.1 14.4 18.1 16.5 


TWO SEATER 

13.9 19.3 22.3 23.5 24.1 25.3 25.4 25.5 

Total sales, units 199,716 215,964 373,697 170,465 53,045 122,259 118,097 134,187 

Market share, % 2.1 2.4 3.4 1.8 0.6 1.4 1.4 1.6 


TOTAL 

20.1 21.0 27.6 28.0 24.7 25.8 26.5 25.2 


Market share, % 100 100 100 100 100 100 100 100 

Fuel economy, mpg 17.2 23.2 27.0 27.6 28.0 28.2 28.5 28.5 

Source: 

Oak Ridge National Laboratory, Light Vehicle MPG and Market Shares System, Oak Ridge, TN, 2003. 

(Additional resources: www-cta.ornl.gov) 

a Sales period is October 1 of the previous year through September 30 of the current year. These figures 

represent only those sales that could be matched to corresponding EPA fuel economy values. 


4–7

4–8 

Light truck sales have more than tripled from 1976 to 2001. Similar to the automobile trend, the sales-weighted 

fuel economy of light trucks increased during the late ‘70's and ‘80's, but has remained fairly constant since then. 

Table 4.8 

Period Sales, Market Shares, and Sales-Weighted Fuel Economies 

of New Domestic and Import Light Trucks, Selected Sales Periodsa 1976–2002 

Sales Perioda SMALL PICKUP 

1976 1980 1985 1990 1995 2000 2001 2002 

Total sales, units 170,351 516,412 863,584 1,135,727 1,067,764 1,071,730 819,033 761,802 

Market share, % 7.1 23.3 20.4 25.2 18.0 12.9 10.2 8.8 


LARGE PICKUP 

23.9 25.5 26.8 24.5 24.4 22.0 21.3 21.3 


Market share, % 65.8 50.3 39.9 24.7 24.8 23.7 24.8 25.5 


SMALL VAN 

15.1 17.0 19.0 17.5 17.8 18.7 19.0 18.4 

Total sales, units 18,651 13,649 437,660 1,012,141 1,330,586 1,272,070 1,141,109 1,165,202 

Market share, % 0.8 0.6 10.3 22.4 22.4 15.3 14.2 13.4 


LARGE VAN 

19.5 19.6 23.9 22.3 22.4 23.0 23.2 23.0 

Total sales, units 574,745 328,065 536,242 319,429 327,586 368,820 323,806 349,706 

Market share, % 23.9 14.8 12.7 7.1 5.5 4.4 4.0 4.0 


SMALL SUV 

15.4 16.3 16.4 17.1 17.2 18.2 18.3 18.5 

Total sales, units 0 51,684 441,966 402,354 509,737 756,142 894,788 877,777 

Market share, % 0.0 2.3 10.4 8.9 8.6 9.1 11.2 10.1 


MEDIUM SUV 

17.7 22.1 22.5 22.0 23.8 24.3 25.3 

Total sales, units 50,763 151,929 187,447 434,491 1,076,686 2,167,329 2,067,855 2,448,269 

Market share, % 2.1 6.9 4.4 9.6 18.1 26.1 25.8 28.2 


LARGE SUV 

15.1 14.9 17.2 19.7 19.2 20.4 20.5 20.5 

Total sales, units 9,228 39,550 77,535 93,993 148,622 702,152 785,094 860,652 

Market share, % 0.4 1.8 1.8 2.1 2.5 8.5 9.8 9.9 


TOTAL 

14.2 13.7 17.1 16.5 16.1 17.5 17.6 17.5 

Total sales, units 2,409,758 2,216,537 4,235,365 4,514,625 5,933,866 8,306,953 8,019,518 8,673,079 

Market share, % 100 100 100 100 100 100 100 100 

Fuel economy, mpg 15.6 18.1 20.4 20.5 20.2 20.4 20.5 20.2 

Source: 



Note: 

Revised definitions of light trucks are based on vehicle curb weight as follows: 

Small pickup=

Back in 1976 only 20% of new light vehicle sales were light trucks. Because of the boom in sales of minivans, 

sport utility vehicles, and pick-up trucks, today more than half of light vehicle sales are light trucks. 

Sales period a 

Table 4.9 

Light Vehicle Market Shares by Size Class, Sales Periods a 1976–2002 

1976 1980 1985 1990 1995 2000 2001 2002 

Minicompact 0.0% 3.8% 0.3% 0.6% 0.3% 0.1% 0.2% 0.3% 

Subcompact 21.7% 30.4% 15.7% 14.8% 10.4% 10.4% 5.6% 3.7% 

Compact 23.5% 5.3% 23.2% 23.0% 22.4% 13.9% 18.7% 18.8% 

Midsize 15.0% 27.2% 20.5% 18.3% 17.0% 19.4% 16.3% 17.2% 

Large 18.2% 11.8% 10.0% 9.3% 9.0% 7.5% 9.2% 8.1% 

Two seater 1.7% 1.9% 2.5% 1.2% 0.4% 0.7% 0.7% 0.8% 

Small pickup 1.4% 4.6% 5.7% 8.3% 7.3% 6.2% 5.0% 4.5% 

Large pickup 13.1% 9.9% 11.1% 8.1% 10.0% 11.4% 12.2% 13.0% 

Small van 0.2% 0.1% 2.9% 7.4% 8.6% 7.4% 6.4% 6.9% 

Large van 4.8% 2.9% 3.5% 2.3% 9.1% 2.1% 2.0% 2.1% 

Small utility 0.0% 0.5% 2.9% 2.9% 3.5% 4.4% 5.5% 5.2% 

Medium utility 0.4% 1.3% 1.2% 3.2% 7.3% 12.5% 13.2% 14.3% 

Large utility 0.1% 0.3% 0.5% 0.7% 1.0% 4.1% 4.8% 5.1% 

Total light vehicles sold 12,096,613 11,311,043 15,203,880 13,739,090 14,658,736 17,285,055 16,327,503 17,009,538 

Cars 80.1% 80.4% 72.1% 67.1% 59.5% 51.9% 50.9% 49.0% 

Light trucks 19.9% 19.6% 27.9% 32.9% 40.5% 48.1% 49.1% 51.0% 

Source: 



a Sales period is October 1 of the current year through September 30 of the next year. 


4–9

4–10 

New Light Vehicle Market Share 

This graph shows the emergence of the mini-van in the early 1980's and the rising popularity of 

sport utility vehicles in the 1990's. 

100% 

90% 

80% 

70% 

60% 

50% 

40% 

30% 

20% 

10% 

0% 

Source: 

See Table 4.9 

Figure 4.1. Light Vehicle Market Shares, Sales Periods 1976–2002 

1976 1981 1986 1991 1996 2001 


Large SUV 

Medium SUV 

Small SUV 

Large Van 

Minivan 

Large Pickup 

Small pickup Two-Seater 

Car 

Large Car 

Midsize Car 

Compact 

C 

Subcompact Car 

Minicompact 

Car

The compact, midsize, and large automobile sales-weighted engine sizes declined dramatically in the late ‘70's 

and early ‘80's. 

Table 4.10 

Sales-Weighted Engine Size of New Domestic and Import Automobiles by Size Class, 

Sales Periodsa 1976–2002 

( litersb ) 

Sales perioda 1976 

Minicompact Subcompact 

c 

2.67 

Compact 

5.00 

Midsize 

5.85 

Large 

6.79 

Two seater 

2.89 

All 

4.89 

1977 1.98 2.73 4.79 5.47 6.02 2.81 4.56 

1978 2.06 2.67 3.95 4.89 6.17 3.01 4.33 

1979 1.86 2.39 3.74 4.41 5.56 2.77 3.78 

1980 1.90 2.10 3.03 3.90 5.12 2.79 3.22 

1981 1.57 2.04 2.20 3.63 5.00 2.49 2.98 

1982 1.53 2.08 2.12 3.47 4.73 2.41 2.89 

1983 1.60 2.19 2.20 3.45 4.95 2.52 2.98 

1984 2.17 2.22 2.21 3.40 4.87 2.50 2.97 

1985 1.95 2.29 2.27 3.37 4.65 2.47 2.92 

1986 1.45 2.19 2.21 3.19 4.38 2.83 2.76 

1987 1.48 2.19 2.20 2.99 4.36 2.57 2.68 

1988 1.52 2.05 2.21 3.00 4.32 2.75 2.66 

1989 2.54 2.08 2.11 3.01 4.31 2.81 2.68 

1990 2.42 1.96 2.25 3.13 4.33 2.57 2.72 

1991 2.17 1.97 2.23 3.16 4.40 2.67 2.72 

1992 1.89 2.01 2.33 3.16 4.34 3.01 2.76 

1993 1.96 2.07 2.28 3.16 4.27 3.47 2.78 

1994 2.21 2.27 2.23 3.15 4.17 3.82 2.79 

1995 2.42 2.26 2.23 3.12 4.12 3.76 2.79 

1996 2.49 2.23 2.19 2.98 4.09 3.67 2.71 

1997 2.62 2.13 2.28 3.02 4.03 3.08 2.74 

1998 3.15 2.29 2.17 2.94 3.98 3.51 2.75 

1999 2.86 2.31 2.25 2.91 3.91 3.62 2.76 

2000 2.55 2.30 2.23 2.85 3.88 3.45 2.73 

2001 3.01 2.66 2.16 2.85 3.69 3.48 2.74 

2002 2.90 3.01 2.14 2.87 3.69 3.74 2.75 


1976–2002 1.6% d 0.5% -3.3% -2.9% -2.5% 1.1% -2.4% 

1992–2002 

Source: 

4.4% 4.1% -0.8% -1.0% -1.6% 2.2% 0.0% 



a Sales period is October 1 of the previous year through September 30 of the current year. 

b 1 liter = 61.02. cubic inches. 

c There were no minicompact automobiles sold in 1976. 

d Average annual percentage change begins with 1977. 


4–11

4–12 

Pickups and vans have been increasing over the years while utility vehicles engine sizes are smaller in 2002 than 

in the 1970's. 

Table 4.11 

Sales-Weighted Engine Size of New Domestic and Import Light Trucks by Size Class 

Sales Periodsa 1976–2002 

(litersb ) 

Sales 

perioda Small Large Small Large Small Medium Large 

pickup pickup van van utility utility utility All 

1976 1.92 4.41 1.97 4.27 c 4.21 5.74 4.18 

1977 1.95 4.41 1.97 4.37 

c 

4.21 5.74 4.11 

1978 1.96 4.39 1.97 4.25 3.80 4.48 5.74 4.09 

1979 2.00 5.15 1.97 4.24 4.23 4.67 5.74 4.41 

1980 1.99 4.41 1.97 4.85 2.47 4.51 5.74 3.88 

1981 2.08 4.16 1.97 4.34 2.47 4.55 5.00 3.67 

1982 2.06 4.02 1.59 4.33 2.47 4.54 5.00 3.55 

1983 2.04 4.05 1.59 4.32 2.28 4.84 5.59 3.37 

1984 2.05 4.17 2.13 4.33 2.33 4.14 5.65 3.40 

1985 2.09 4.02 2.22 4.43 2.60 4.44 4.96 3.38 

1986 2.13 3.79 2.29 4.41 2.28 4.33 4.95 3.12 

1987 2.17 3.71 2.29 4.46 2.39 3.83 4.95 3.07 

1988 2.56 4.68 3.15 5.21 3.23 4.19 5.55 3.82 

1989 2.64 4.70 3.11 5.22 3.77 3.77 5.58 3.93 

1990 2.90 5.14 3.43 5.24 3.68 3.55 5.56 3.93 

1991 2.93 5.22 3.36 5.26 3.60 3.85 5.46 3.92 

1992 3.09 5.15 3.43 5.31 3.62 3.94 5.45 4.00 

1993 3.15 5.15 3.41 5.24 3.60 4.06 5.58 4.02 

1994 3.05 5.26 3.58 5.37 3.53 4.01 5.54 4.10 

1995 2.99 5.13 3.50 5.16 3.56 4.04 5.41 4.06 

1996 2.93 5.17 3.51 5.25 3.43 4.29 5.35 4.12 

1997 3.00 5.05 3.47 5.04 2.75 3.96 5.33 4.09 

1998 2.89 5.01 3.45 4.99 2.84 4.15 5.39 4.16 

1999 3.36 5.02 3.48 5.05 2.87 4.12 5.46 4.19 

2000 3.42 4.94 3.43 5.00 2.78 4.03 5.21 4.11 

2001 3.50 4.79 3.59 4.96 2.70 3.84 5.13 4.05 

2002 3.54 4.88 3.61 4.89 2.60 3.80 5.18 4.09 


1976–2002 2.5% 0.4% 2.5% 0.5% 

c 

-0.4% -0.4% -0.1% 

1992–2002 

Source: 

1.4% -0.5% 0.5% -0.8% -3.3% -0.4% -0.5% 0.2% 



Note: 

Revised definitions of light trucks are based on vehicle curb weight as follows: 

Small pickup=

The large car size class is the only class that showed a decline in curb weight from 1992 to 2002. 

Table 4.12 

Sales-Weighted Curb Weight of New Domestic and Import Automobiles by Size Class, 

Sales Periods a 1976–2002 

(pounds) 

Sales 

period a Minicompact Subcompact Compact Midsize Large 


b There were no minicompact automobiles sold in 1976. 

c Average annual percentage change begins with 1977. 


Two 

seater All 

1976 b 2,577 3,609 4,046 4,562 2,624 3,608 

1977 2,228 2,586 3,550 3,900 4,026 2,608 3,424 

1978 2,200 2,444 3,138 3,427 3,956 2,763 3,197 

1979 2,120 2,367 3,048 3,287 3,763 2,699 3,000 

1980 2,154 2,270 2,813 3,081 3,667 2,790 2,790 

1981 1,920 2,370 2,382 2,996 3,672 2,744 2,744 

1982 2,002 2,302 2,422 2,992 3,703 2,525 2,730 

1983 2,072 2,334 2,441 3,027 3,779 2,663 2,788 

1984 2,376 2,380 2,454 2,990 3,734 2,559 2,788 

1985 2,211 2,392 2,464 2,954 3,575 2,539 2,743 

1986 2,120 2,415 2,432 2,857 3,451 2,575 2,675 

1987 1,960 2,423 2,474 2,857 3,483 2,602 2,689 

1988 1,933 2,346 2,558 2,880 3,487 2,693 2,717 

1989 2,576 2,357 2,517 2,985 3,496 2,735 2,760 

1990 2,651 2,368 2,637 3,065 3,594 2,656 2,828 

1991 2,584 2,406 2,652 3,085 3,650 2,707 2,848 

1992 2,395 2,444 2,674 3,131 3,670 2,770 2,879 

1993 2,449 2,478 2,659 3,142 3,615 2,967 2,894 

1994 2,719 2,571 2,639 3,171 3,657 3,035 2,921 

1995 2,831 2,552 2,647 3,179 3,648 2,947 2,937 

1996 2,847 2,533 2,667 3,203 3,671 2,985 2,950 

1997 2,997 2,489 2,737 3,241 3,653 2,863 2,977 

1998 3,004 2,584 2,703 3,198 3,675 2,956 3,002 

1999 2,835 2,626 2,755 3,198 3,689 3,007 3,034 

2000 2,906 2,635 2,800 3,215 3,680 2,943 3,052 

2001 3,332 2,803 2,720 3,197 3,606 2,849 3,047 

2002 3,068 2,928 2,731 3,218 3,587 3,086 3,066 


1976–2002 1.3% c 0.5% -1.1% -0.9% -0.9% 0.6% -0.6% 

1992–2002 

Source: 

2.5% 1.8% 0.2% 0.3% -0.2% 1.1% 0.6% 



4–13

4–14 

The sales-weighted interior space has not changed much for midsize automobiles over the last two decades, but has 

increased for subcompact autos and decreased for compact and large autos. 

Table 4.13 

Sales-Weighted Interior Space of New Domestic and Import Automobiles by Size Class, 

Sales Periods a 1976–2002 

(cubic feet) 

Sales period a Minicompact 

( < 85) 

Subcompact 

(85–99) 

Compact 

(100–109) 

Midsize 

(110–119) 


b Interior volumes of two-seaters are not reported to EPA. 


Large 

( > 120) All b 

1977 78.8 89.8 107.1 113.0 128.0 107.9 

1978 79.4 89.8 105.3 112.9 128.5 107.9 

1979 80.0 90.2 105.8 113.4 130.1 106.9 

1980 82.4 89.9 105.4 113.5 130.8 104.9 

1981 83.3 90.2 103.6 113.7 130.6 105.5 

1982 83.1 91.3 102.9 113.9 130.4 106.0 

1983 82.7 93.3 103.0 113.1 131.3 107.3 

1984 77.0 93.8 103.0 113.3 130.4 108.0 

1985 77.8 94.1 103.1 113.5 129.7 107.9 

1986 80.1 94.5 102.8 113.8 127.6 107.0 

1987 81.6 93.1 103.0 113.9 127.5 106.9 

1988 81.0 93.5 103.3 113.6 127.2 107.0 

1989 75.0 93.3 102.7 113.8 127.4 107.5 

1990 79.9 93.9 103.2 113.8 127.8 107.3 

1991 79.6 94.4 103.2 113.8 128.3 107.1 

1992 79.1 94.0 104.2 114.0 129.2 107.5 

1993 79.2 94.5 104.0 114.0 128.9 108.0 

1994 79.4 94.4 103.8 113.8 128.8 108.0 

1995 78.5 93.8 103.9 114.3 128.1 108.7 

1996 76.7 94.9 103.4 114.2 128.0 108.8 

1997 77.2 95.6 103.2 114.6 128.0 108.7 

1998 66.9 97.0 102.2 114.4 127.7 109.2 

1999 76.3 96.7 103.3 114.1 127.1 109.5 

2000 76.3 96.6 103.1 114.2 126.4 109.3 

2001 78.2 94.6 103.2 113.5 125.2 109.4 

2002 80.3 94.7 103.7 114.8 125.0 110.1 


1977–2002 0.1% 0.2% -0.1% 0.1% -0.1% 0.1% 

1992–2002 

Source: 

0.2% 0.1% 0.0% 0.1% -0.3% 0.2% 


(Additional resources: www-cta.ornl.gov)

The sales-weighted wheelbase of new automobiles and light trucks was rising in the 1990's. In this decade, 

automobile wheel-base has not varied much while light truck wheel-base has declined slightly. 

Table 4.14 

Sales-Weighted Wheelbase of New 

Automobiles and Light Trucks, Sales Periods a 1976–2002 

(inches) 

Sales 

perioda Light 

Automobiles and 

light trucks 

Automobiles trucks combined 

1976 110.78 118.87 112.03 

1977 109.75 117.79 111.05 

1978 107.67 116.23 108.65 

1979 105.77 116.27 107.93 

1980 103.61 114.54 105.76 

1981 102.97 114.86 105.10 

1982 103.01 114.87 105.60 

1983 103.76 113.73 106.10 

1984 103.50 113.87 106.21 

1985 102.96 113.98 106.02 

1986 102.27 113.40 105.48 

1987 102.11 113.27 105.52 

1988 102.21 111.79 105.21 

1989 102.66 112.23 105.71 

1990 103.13 111.41 105.85 

1991 103.27 111.09 105.82 

1992 103.60 112.68 106.78 

1993 104.03 112.57 107.21 

1994 104.31 113.23 107.75 

1995 104.95 113.37 108.31 

1996 105.04 113.36 108.53 

1997 105.36 113.36 108.89 

1998 105.55 114.53 109.76 

1999 105.77 114.70 110.06 

2000 105.89 114.05 109.81 

2001 105.66 113.04 109.64 

2002 105.87 112.91 109.84 


1976–2002 -0.2% -0.2% -0.1% 

1992–2002 0.2% 0.0% 0.3% 

Source: 

Oak Ridge National Laboratory, Light Vehicle MPG and 

Market Shares System, Oak Ridge, TN, 2003. 


a Sales period is October 1 of the current year through September 30 of the next year. 


4–15

4–16 

The average auto lost over 300 pounds from 1978 to 1985, but gained a few pounds back since then. Much of the 

weight reduction was due to the declining use of conventional steel and iron and the increasing use of aluminum 

and plastics. Conventional steel, however, remained the predominant component of automobiles in 2001 with a 

40.8% share of total materials. As conventional steel use has been decreasing, use of high-strength steel has 

increased. 

Table 4.15 

Average Material Consumption for a Domestic Automobile, 

1978, 1985, and 2001 

1978 1985 2001 

Material Pounds Percentage Pounds Percentage Pounds Percentage 

Conventional steela 1,880.0 53.8% 1,481.5 46.5% 1,349.0 40.8% 

High-strength steel 127.5 3.6% 217.5 6.8% 351.5 10.6% 

Stainless steel 25.0 0.7% 29.0 0.9% 54.5 1.6% 

Other steels 56.0 1.6% 54.5 1.7% 25.5 0.8% 

Iron 503.0 14.4% 468.0 14.7% 345.0 10.4% 

Aluminum 112.0 3.2% 138.0 4.3% 256.5 7.8% 

Rubber 141.5 4.1% 136.0 4.3% 145.5 4.4% 

Plastics/composites 176.0 5.0% 211.5 6.6% 253.0 7.6% 

Glass 88.0 2.5% 85.0 2.7% 98.5 3.0% 

Copper 39.5 1.1% 44.0 1.4% 46.0 1.4% 

Zinc die castings 28.0 0.8% 18.0 0.5% 11.0 0.3% 

Powder metal parts 16.0 0.5% 19.0 0.6% 37.5 1.1% 

Fluids & lubricants 189.0 5.4% 184.0 5.8% 196.0 5.9% 

Other materials 112.5 3.2% 101.5 3.2% 139.5 4.2% 

Total 3,494.0 100.0% 3,187.5 100.0% 3,309.0 100.0% 

Source: 

American Metal Market, www.amm.com/ref/carmat98.htm, New York, NY, 2000. 

(Additional resources: www.amm.com) 

a Includes cold-rolled and pre-coated steel. 


The number of franchised dealerships which sell new light-duty vehicles (cars and light trucks) has declined 27% 

since 1970, though new vehicle sales have increased. The average number of vehicles sold per dealer in 2000 was 

774 vehicles per dealer – more than double the 1970 number. 

Calendar 

year 

a As of the beginning of the year. 

Table 4.16 

New Light Vehicle Dealerships and Sales, 1970–2000 

Number of 

franchised new 

light vehicle 

dealerships a 

New 

light vehicle 

sales 

(thousands) 

Light vehicle 

sales 

per dealer 

1970 30,800 9,867 320 

1971 30,300 12,006 396 

1972 30,100 13,189 438 

1973 30,100 14,184 471 

1974 30,000 11,191 373 

1975 29,600 10,905 368 

1976 29,300 13,066 446 

1977 29,100 14,613 502 

1978 29,000 15,122 521 

1979 28,500 13,984 491 

1980 27,900 11,419 409 

1981 26,350 10,725 407 

1982 25,700 10,452 407 

1983 24,725 12,166 492 

1984 24,725 14,254 577 

1985 24,725 15,501 627 

1986 24,825 16,047 646 

1987 25,150 14,888 592 

1988 25,025 15,426 616 

1989 25,000 14,508 580 

1990 24,825 13,849 558 

1991 24,200 12,298 508 

1992 23,500 12,842 546 

1993 22,950 13,869 604 

1994 22,850 15,023 657 

1995 22,800 14,688 644 

1996 22,750 15,046 661 

1997 22,700 15,069 664 

1998 22,600 15,441 683 

1999 22,400 16,771 748 

2000 22,250 17,234 774 


1970–2000 -1.1% 1.9% 3.0% 

1990–2000 -1.1% 2.2% 3.3% 

Source: 

Number of dealers - National Automobile Dealers Association, Automotive 

Executive Magazine, 2001. (Additional resources: www.nada.org) 

Light-duty vehicle sales - See tables 4.5 and 4.6. 


4–17

4–18 

The number of conventional refueling stations is declining while the number of vehicles fueling at those stations 

continues to rise. In 2001, there were 0.79 fueling stations per thousand vehicles. Data for alternative fuels in 

2001 indicate that there was an average of 10.91 stations per thousand alternative fuel vehicles. 

Year 


Table 4.17 

Conventional and Alternative Fuel Refueling Stations 

Number of 

retail outlets 

Vehicles 

in operation 

(thousands) 

Conventional fuels 

Stations per 

thousand vehicles 

1993 207,416 186,315 1.11 

1994 202,878 188,714 1.08 

1995 195,455 193,441 1.01 

1996 190,246 198,294 0.96 

1997 187,892 201,071 0.93 

1998 182,596 205,043 0.89 

1999 180,567 209,509 0.86 

2000 175,941 213,300 0.82 

2001 171,169 216,683 0.79 

2002 170,678 a 

Alternative fuels, 2002 

a 

LPG 3,431 281 12.21 

CNG 1,166 126 9.25 

Electricity 872 20 43.60 

M85/M100 0 6 0.00 

LNG 35 3 11.67 

E85/E95 149 82 1.82 

Total 5,653 518 10.91 

Source: 

Conventional refueling stations: National Petroleum News Survey, 2002. 

Alternative fuel refueling stations: Alternative Fuels Data Center, www.afdc.doe.gov. 

Conventional vehicles: The Polk Company, Detroit, MI, FURTHER REPRODUCTION PROHIBITED. 

Alternative fuels vehicles: U.S. Department of Energy, Energy Information Administration, Alternatives to Traditional 

Transportation Fuels web site, www.eia.doe.gov/cneaf/alternate/page/datatables/atf01-13_00.html 

Note: 

The County Business Patterns (CBP) data published by the Bureau of the Census tells the number of establishments by 

North American Industry Classification System (NAICS). NAICS is an industry classification system that groups 

establishments into industries based on the activities in which they are primarily engaged. NAICS 447 represents 

gasoline stations. However, the CBP gasoline station data differ from the National Petroleum News Survey data; the 

CBP may not include every gasoline retail outlet due to the classification of the primary activity of the business. 


The Corporate Average Fuel Economy standards were established by the U.S. Energy Policy and Conservation 

Act of 1975 (PL94-163). These standards must be met at the manufacturer level. Though the averages shown here 

indicate the standards were met in most years, some manufacturers fell short of meeting the standards while others 

exceeded them. 

Table 4.18 

Automobile Corporate Average Fuel Economy (CAFE) 

Standards versus Sales-Weighted Fuel Economy Estimates, 1978–2003 a 


Model 

yearb Automobiles CAFE estimates 

CAFE 

CAFE estimates 

standards 

c 

Autos and light 

Domestic Import Combined trucks combined 

1978 18.0 18.7 27.3 19.9 19.9 

1979 19.0 19.3 26.1 20.3 20.1 

1980 20.0 22.6 29.6 24.3 23.1 

1981 22.0 24.2 31.5 25.9 24.6 

1982 24.0 25.0 31.1 26.6 25.1 

1983 26.0 24.4 32.4 26.4 24.8 

1984 27.0 25.5 32.0 26.9 25.0 

1985 27.5 26.3 31.5 27.6 25.4 

1986 26.0 26.9 31.6 28.2 25.9 

1987 26.0 27.0 31.2 28.4 26.2 

1988 26.0 27.4 31.5 28.0 26.0 

1989 26.5 27.2 30.8 28.4 25.6 

1990 27.5 26.9 29.9 27.9 25.4 

1991 27.5 27.3 30.1 28.4 25.6 

1992 27.5 27.0 29.2 27.9 25.1 

1993 27.5 27.8 29.6 28.4 25.2 

1994 27.5 27.5 29.7 28.3 24.7 

1995 27.5 27.7 30.3 28.6 24.9 

1996 27.5 28.1 29.6 28.5 24.9 

1997 27.5 27.8 30.1 28.7 24.6 

1998 27.5 28.6 29.2 28.8 24.7 

1999 27.5 28.0 29.0 28.3 24.5 

2000 27.5 28.7 28.3 28.5 24.8 

2001 27.5 28.7 29.0 28.8 24.6 

2002 27.5 29.0 28.7 28.9 24.6 

2003 

Source: 

27.5 29.7 29.1 29.5 25.1 

U.S. Department of Transportation, NHTSA, "Summary of Fuel Economy Performance," Washington, DC, March 2003. 

(Additional resources: www.nhtsa.dot.gov) 

a 

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. 


4–19

4–20 

The Corporate Average Fuel Economy standards for light trucks are lower than the automobile standards. Light 

trucks include pickups, minivans, sport utility vehicles and vans. 

a 

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 

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. 

d 

All CAFE calculations are sales-weighted. 

e 

Standards were set for two-wheel drive and four-wheel drive light trucks separately, but no combined standard was set 

in this year. 

f Data are not available. 

T able 4.19 

Light Truck Corporate Average Fuel Economy (CAFE) 

Standards versus Sales-Weighted Fuel Economy Estimates, 1978–2003a (miles per gallon) 

Light trucksc CAFE estimates 

Model 

yearb CAFE 

CAFE estimates 

standards 

d 

Autos and light 

1978 

1979 

1980 

1981 

e 

e 

e 

e 

Domestic 

f 

17.7 

16.8 

18.3 

Import 

f 

20.8 

24.3 

27.4 

Combined 

g 

18.2 

18.5 

20.1 

trucks combined 

19.9 

20.1 

23.1 

24.6 

1982 17.5 19.2 27.0 20.5 25.1 

1983 19.0 19.6 27.1 20.7 24.8 

1984 20.0 19.3 26.7 20.6 25.0 

1985 19.5 19.6 26.5 20.7 25.4 

1986 20.0 20.0 25.9 21.5 25.9 

1987 20.5 20.5 25.2 21.7 26.2 

1988 20.5 20.6 24.6 21.3 26.0 

1989 20.5 20.4 23.5 21.0 25.6 

1990 20.0 20.3 23.0 20.8 25.4 

1991 20.2 20.9 23.0 21.3 25.6 

1992 20.2 20.5 22.7 20.8 25.1 

1993 20.4 20.7 22.8 21.0 25.2 

1994 20.5 20.5 22.0 20.8 24.7 

1995 20.6 20.3 21.5 20.5 24.9 

1996 20.7 20.5 22.1 20.8 24.9 

1997 20.7 20.1 22.1 20.6 24.6 

1998 

1999 

2000 

2001 

2002 

2003 

Source: 

20.7 

20.7 

20.7 

20.7 

20.7 

20.7 

20.4 

f 

f 

f 

f 

f 


f 

f 

f 

f 

f 

21.1 

20.9 

21.3 

20.9 

21.3 

21.8 

24.7 

24.5 

24.8 

24.6 

24.6 

25.1 

U.S. Department of Transportation, NHTSA, "Summary of Fuel Economy Performance," Washington, DC, March 2003. 



Manufacturers of autos and light trucks whose vehicles do not meet the CAFE standards are fined. Data from the 

National Highway Traffic Safety Administration show that $34 million has been collected from the manufacturers 

for model year (MY) 2001 and $51 million for MY 2000. 

Table 4.20 

Corporate Average Fuel Economy (CAFE) Fines Collected, 1983-2001 a 

(thousands) 

Model 

year 

Current 

dollars 

2001 constant 

dollars b 

1983 58 103 

1984 5,958 10,156 

1985 15,565 25,618 

1986 29,872 48,269 

1987 31,261 48,735 

1988 44,519 66,647 

1989 47,381 67,670 

1990 48,429 65,621 

1991 42,243 54,928 

1992 38,287 48,329 

1993 28,688 35,161 

1994 31,499 37,641 

1995 40,787 47,398 

1996 19,302 21,787 

1997 36,212 39,957 

1998 21,740 23,620 

1999 27,516 29,251 

2000 51,067 52,520 

2001 33,974 33,974 

Source: 

U.S. Department of Transportation, National Highway Traffic Safety 

Administration, Office of Vehicle Safety Compliance, Washington, 

DC, January 2003. 


a 

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. 


4–21

4–22 

Consumers must pay the Gas Guzzler Tax when purchasing an automobile that has an Environmental Protection 

Agency (EPA) fuel economy rating 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 4.21 

The Gas Guzzler Tax on New Cars 

(dollars per vehicle) 

Vehicle fuel 

economy 

(mpg) 1980 1981 1982 1983 1984 1985 1986–90 1991+ 

Over 22.5 0 0 0 0 0 0 0 0 

22.0–22.5 0 0 0 0 0 0 500 1,000 

21.5–22.0 0 0 0 0 0 0 500 1,000 

21.0–21.5 0 0 0 0 0 0 650 1,300 

20.5–21.0 0 0 0 0 0 500 650 1,300 

20.0–20.5 0 0 0 0 0 500 850 1,700 

19.5–20.0 0 0 0 0 0 600 850 1,700 

19.0–19.5 0 0 0 0 450 600 1,050 2,100 

18.5–19.0 0 0 0 350 450 800 1,050 2,100 

18.0–18.5 0 0 200 350 600 800 1,300 2,600 

17.5–18.0 0 0 200 500 600 1,000 1,300 2,600 

17.0–17.5 0 0 350 500 750 1,000 1,500 3,000 

16.5–17.0 0 200 350 650 750 1,200 1,500 3,000 

16.0–16.5 0 200 450 650 950 1,200 1,850 3,700 

15.5–16.0 0 350 450 800 950 1,500 1,850 3,700 

15.0–15.5 0 350 600 800 1,150 1,500 2,250 4,500 

14.5–15.0 200 450 600 1,000 1,150 1,800 2,250 4,500 

14.0–14.5 200 450 750 1,000 1,450 1,800 2,700 5,400 

13.5–14.0 300 550 750 1,250 1,450 2,200 2,700 5,400 

13.0–13.5 300 550 950 1,250 1,750 2,200 3,200 6,400 

12.5–13.0 550 650 950 1,550 1,750 2,650 3,200 6,400 

Under 12.5 550 650 1,200 1,550 2,150 2,650 3,850 7,700 

Source: 

Internal Revenue Service, Form 6197, (Rev. 1-91), "Gas Guzzler Tax." 

(Additional resources: www.irs.ustreas.gov) 


Consumers continue to demand gas guzzling automobiles. The IRS collected over $78 million in 2001 from those 

buying autos with 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. 

Table 4.22 

Tax Receipts from the Sale of Gas Guzzlers, 1980–2001 

(thousands) 

Model 

year 

Current 

dollars 

a Adjusted using the Consumer Price Inflation Index. 

2001 constant 

dollars a 

1980 740 1,590 

1981 780 1,520 

1982 1,720 3,157 

1983 4,020 7,148 

1984 8,820 15,034 

1985 39,790 65,491 

1986 147,660 238,600 

1987 145,900 227,455 

1988 116,780 174,824 

1989 109,640 156,591 

1990 103,200 139,837 

1991 118,400 153,955 

1992 144,200 182,023 

1993 111,600 136,778 

1994 64,100 76,600 

1995 73,500 85,412 

1996 52,600 59,372 

1997 48,200 53,185 

1998 47,700 51,826 

1999 68,300 72,605 

2000 70,800 72,815 

2001 78,200 78,200 

Source: 

Ward’s Communications, Motor Vehicle Facts and Figures, 2002, 

Detroit, MI, 2002, p. 85. Original data source: Internal Revenue Service. 


4–23

4–24 

Fuel Economy by Vehicle Speed 

ORNL has developed fuel consumption and emissions lookup tables for the Federal 

Highway Administration, for use in their TRAF series of traffic models (NETSIM, 

CORSIM, FRESIM), although more generic uses are also possible. To develop the data- 

based models, vehicles are tested both on-road and on a chassis dynamometer. Engine 

parameters are measured on-road under real-world driving conditions that cover the vehicle's 

entire operating envelope. Emissions and fuel consumption are then measured on the chassis 

dynamometer as functions of engine conditions. The two data sets are merged to produce 

the final three-dimensional maps as functions of vehicle speed and acceleration. Eight well- 

functioning, late-model vehicles, and one 1997 model vehicle, have been tested thus far in 

fully warmed-up conditions. 

Similar continuing work is planned for the Department of Energy as well as FHWA, 

which will include more well-functioning, late-model vehicles, pre-control (1960's) vehicles, 

malfunctioning high-emitter vehicles, light-duty diesel vehicles (cars and pickup trucks), 

alternative fuel vehicles, and possibly heavy-duty diesel vehicles. ORNL will also be 

developing cold-start algorithms to enhance the existing models, since emissions and fuel 

economy generally improve as vehicles warm up to normal operating temperatures. 

For further information regarding this study please contact: 

Scott Sluder Phone: 865-241-9133 

Fuels, Combustion, and Engine Technology Fax: 865-241-1747 

P.O. Box 2009, Building 9108 email: sluders@ornl.gov 

Oak Ridge, TN 37831-8087 


Vehicle 

Table 4.23 

Vehicle Specifications for Vehicles Tested in the 1997 Study 

Curb 

weight Engine 

Fuel 

delivery 

system a 

a PFI = port fuel injection. TBI = throttle- body fuel injection. 

Transmission 


EPA fuel economy 

City Highway 

1988 Chevrolet Corsica 2,665 2.8 liter V6 PFI M5 19 29 

1994 Olds Cutlass Supreme 3,290 3.4 liter V6 PFI L4 17 26 

1994 Oldsmobile 88 3,433 3.8 literV6 PFI L4 19 29 

1994 Mercury Villager 4,020 3.0 liter V6 PFI L4 17 23 

1995 Geo Prizm 2,359 1.6 liter I-4 PFI L3 26 30 

1994 Jeep Grand Cherokee 3,820 4.0 liter I-6 PFI L4 15 20 

1994 Chevrolet Pickup 4,020 5.7 liter V8 TBI L4 14 18 

1993 Subaru Legacy 2,800 2.2 liter H4 PFI L4 22 29 

1997 Toyota Celica 2,395 1.8 liter I4 PFI L4 27 34 

Source: 

West, B.H., R.N. McGill, J.W. Hodgson, S.S. Sluder, and D.E. Smith, Development and Verification of Light-Duty 

Modal Emissions and Fuel Consumption Values for Traffic Models, Washington, DC, April 1997 and additional 

project data, April 1998. 

4–25

4–26 

The two earlier studies by the Federal Highway Administration (FHWA) indicate maximum fuel efficiency was 

achieved at speeds of 35 to 40 mph. The recent FHWA study indicates greater fuel efficiency at higher speeds. 

Note that the 1973 study did not include light trucks. 

a Model years 1970 and earlier automobiles. 

b Model years 1981–84 automobiles and light trucks. 

c Model years 1988–97 automobiles and light trucks. 


Table 4.24 

Fuel Economy by Speed, 1973, 1984, and 1997 Studies 


Speed 

(miles per hour) 

1973 a 

(13 vehicles) 

1984 b 

(15 vehicles) 

1997 c 

(9 vehicles) 

15 d 21.1 24.4 

20 d 25.5 27.9 

25 d 30.0 30.5 

30 21.1 31.8 31.7 

35 21.1 33.6 31.2 

40 21.1 33.6 31.0 

45 20.3 33.5 31.6 

50 19.5 31.9 32.4 

55 18.5 30.3 32.4 

60 17.5 27.6 31.4 

65 16.2 24.9 29.2 

70 14.9 22.5 26.8 

75 d 20.0 

Fuel economy loss 

24.8 

55–65 mph 12.4% 17.8% 9.7% 

65–70 mph 8.0% 9.6% 8.2% 

55–70 mph 19.5% 25.7% 17.1% 

Source: 

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 Light-Duty Modal Emissions and Fuel 

Consumption Values for Traffic Models, FHWA Report (in press), 

Washington, DC, April 1997, and additional project data, April 1998. 

(Additional resources: www.fhwa-tsis.com) 


Source: See Table 4.23. 

Figure 4.2. Fuel Economy by Speed, 1973, 1984, and 1997 Studies 


4–27

4–28 

Of the tested vehicles, the 1994 Oldsmobile Olds 88 had the greatest fuel economy loss from 55 mph to 75 mpg. 

The 1997 Toyota Celica tested fuel economy was slightly better at 65 mph than at 55 mph. 

Speed 

(mph) 

1988 

Chevrolet 

Corsica 

Table 4.25 

Steady Speed Fuel Economy for Vehicles Tested in the 1997 Study 


1993 

Subaru 

Legacy 

1994 

Oldsmobile 

Olds 88 

1994 

Oldsmobile 

Cutlass 

1994 

Chevrolet 

Pickup 

1994 Jeep 

Grand 

Cherokee 


1994 

Mercury 

Villager 

1995 

Geo 

Prizm 

5 10.0 14.5 10.5 5.1 7.9 8.2 12.3 18.1 19.1 

10 16.8 24.7 14.9 7.9 16.0 11.2 19.0 23.1 34.1 

15 17.7 31.9 22.2 11.4 16.3 17.5 22.4 38.9 41.7 

20 21.7 34.4 26.3 12.5 19.9 24.7 25.8 39.4 46.0 

25 23.9 37.4 28.3 15.6 22.7 21.8 30.8 41.7 52.6 

30 28.7 39.7 29.0 19.0 26.3 21.6 30.3 40.0 50.8 

35 28.6 38.0 30.9 21.2 24.3 25.0 26.1 39.1 47.6 

40 29.2 37.0 33.2 23.0 26.7 25.5 29.0 38.9 36.2 

45 28.8 33.7 32.4 23.0 27.3 25.4 27.8 42.3 44.1 

50 31.2 33.7 34.2 27.3 26.3 24.8 30.1 39.1 44.8 

55 29.1 37.7 34.6 29.1 25.1 24.0 31.7 37.7 42.5 

60 28.2 35.9 32.5 28.2 22.6 23.2 27.3 36.7 48.4 

65 28.7 33.4 30.0 25.0 21.8 21.3 25.3 34.1 43.5 

70 26.1 31.0 26.7 22.9 20.1 20.0 23.9 31.7 39.2 

75 23.7 28.8 24.0 21.6 

Fuel economy loss 

18.1 19.1 22.4 28.3 36.8 

55–65 mph 1.4% 11.4% 13.3% 14.1% 13.1% 11.3% 20.2% 9.5% -2.4% 

65–75 mph 17.4% 13.8% 20.0% 13.6% 17.0% 10.3% 11.5% 17.0% 15.4% 

55–75 mph 18.6% 23.6% 30.6% 25.8% 27.9% 20.4% 29.3% 24.9% 13.4% 

1997 

Toyota 

Celica 

Source: 

B.H. West, R.N. McGill, J.W. Hodgson, S.S. Sluder, D.E. Smith, Development and Verification of Light-Duty Modal Emissions and 

Fuel Consumption Values for Traffic Models, Washington, DC, April 1997, and additional project data, April 1998. 

(Additional resources: www.fhwa-tsis.com) 

Note: 

For specifications of the tested vehicles, please see Table 4.21.

The Environmental Protection Agency (EPA) tests new vehicles to determine fuel economy ratings. The city and 

highway fuel economies that are posted on the windows of new vehicles are determined by testing the vehicle during 

these driving cycles. The driving cycles simulate the performance of an engine while driving in the city and on the 

highway. Once the urban cycle is completed, the engine is stopped, then started again for the 8.5 minute hot start cycle. 

Figure 4.3. Urban Driving Cycle 

Figure 4.4. 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. 


4–29

4–30 

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 recently to better represent actual on-road driving by combining 

modern urban and freeway driving. 

Figure 4.5. New York City Driving Cycle 

Figure 4.6. Representative Number Five Driving Cycle 

Source: 

Data obtained from Michael Wang, Argonne National Laboratory, Argonne, IL, 1997. 


The US06 driving cycle was developed as a supplement to the Federal Test Procedure. It is a 

short-duration cycle (600 seconds) which represents hard-acceleration driving. 

Figure 4.7. US06 Driving Cycle 

Source: 

Data obtained from Michael Wang, Argonne National Laboratory, Argonne, IL, 1997. 


4–31

4–32 

Researchers at Argonne National Laboratory have estimated the fuel economy of a midsize car using 

driving cycles from different countries. These results illustrate the difference in fuel economy which 

can be obtained from the same vehicle using different test cycles. 

Table 4.26 

Projected Fuel Economies from U.S., European, and Japanese Driving Cycles 

Driving Cycle 

Projected fuel economy 

for a 1995 composite 

midsize vehicle a 

Japanese 10/15 mode test cycle 17.5 mpg 

New European Driving Cycle (NEDC) 22.0 mpg 

U.S. EPA city cycle (LA4) 19.8 mpg 

U.S. EPA highway cycle 32.1 mpg 

U.S. Corporate Average Fuel Economy cycle 23.9 mpg 

Source: 

Santini, D., A. Vyas, J. Anderson, and F. An, Estimating Trade-Offs along the 

Path to the PNGV 3X Goal, presented at the Transportation Research 

Board 80 th Annual Meeting, Washington, DC, January 2001. 

a The 1995 composite midsize vehicle is an average of a Chevrolet Lumina, Chrysler Concord, 

and Ford Taurus. The fuel economies were projected using the National Renewable Energy Laboratory’s 

Advanced Vehicle Simulator (ADVISOR) model. 


When comparing data between countries, one must realize that different countries have different testing 

cycles to determine fuel economy and emissions. This table compares various statistics on the European, 

Japanese, and U.S. testing cycles [for fuel economy measurements, the U.S. uses the formula, 1/fuel 

economy = (0.55/city fuel economy) + (0.45/highway fuel economy)]. Most vehicles will achieve higher 

fuel economy on the U.S. test cycle than on the European or Japanese cycles. 

Table 4.27 

Comparison of U.S., European, and Japanese Driving Cycles 

Time 

(seconds) 

Percent of 

time 

stopped 

or 

decelerating 

Distance 

(miles) 

Average 

speed 

(mph) 

a The actual Federal Procedure (FTP), which is also the test for emissions certification, repeats the first 505 

seconds of the Federal Urban Driving Simulation cycle, hot started, after a 10 minute hot soak. Starting with Model 

Year 2001, the emissions test-but not the fuel economy test-incorporates a supplemental cycle that simulates 

aggressive urban driving, coupled with an added air conditioning load. 


Maximum 

speed 

(mph) 

Maximum 

acceleration 

(mph/s) 

Japanese 10/15 mode 

test cycle 

631 52.3 2.6 14.8 43.5 1.78 

New European Driving 

Cycle (NEDC) 

1,181 24.9 6.84 20.9 74.6 2.4 

U.S. EPA city cycle 

(LA4) a 

1,372 43.2 7.5 19.5 56.7 3.3 

U.S. EPA highway cycle 765 9.3 17.8 48.2 59.9 3.3 

U.S. Corporate Average 

Fuel Economy cycle 

2,137 27.9 10.3 29.9 59.9 3.3 

Source: 

Santini, D., A. Vyas, J. Anderson, and F. An, Estimating Trade-Offs along the Path to the PNGV 3X Goal, presented 

at the Transportation Research Board 80 th Annual Meeting, Washington, DC, January 2001. 

4–33

4–34 

Total traffic fatalities were lower in 2001 than in 1975. Fourteen percent of traffic fatalities in 2001 were not 

vehicle occupants (pedestrians, cyclists, etc.). 

Table 4.28 

Occupant Fatalities by Vehicle Type and Nonoccupant Fatalities, 1975–2001 

1975 1980 1985 1990 1995 2000 2001 


2001 

share 

Vehicle occupant fatalities by 

vehicle type 

Passenger car 

Subcompact 3,834 7,299 7,993 8,309 6,791 4,718 4,417 10.5% 

Compact 614 927 2,635 5,310 6,899 6,933 6,718 16.0% 

Intermediate 1,869 3,878 4,391 4,849 4,666 5,131 5,401 12.8% 

Full 10,800 11,580 6,586 4,635 3,413 2,259 2,304 5.5% 

Unknown 8,812 3,765 1,607 989 654 1,451 1,393 3.3% 

Total 

Truck 

25,929 27,449 23,212 24,092 22,423 20,492 20,233 48.1% 

Light 4,856 7,486 7 8,601 9,568 11,418 11,677 27.7% 

Large 961 1,262 977 705 648 741 704 1.7% 

Total 

Other Vehicles 

5,817 8,748 7,666 9,306 10,216 12,159 12,381 29.4% 

Motorcycle 3,189 5,144 4,564 3,244 2,227 2,862 3,181 7.6% 

Bus 53 46 57 32 33 22 34 0.1% 

Other/unknown vehicle 

type 

937 540 544 460 392 714 557 1.3% 

Total 4,179 5,730 5,165 3,736 2,652 3,598 3,772 9.0% 

TOTAL vehicle 

occupant fatalities 

Nonoccupant fatalities 

35,925 41,927 36,043 37,134 35,291 36,249 36,386 86.4% 

Pedestrian 7,516 8,070 6,808 6,482 5,584 4,739 4,882 11.6% 

Pedalcyclist 1,003 965 890 859 833 690 728 1.7% 

Other 81 129 84 124 109 143 105 0.2% 

Total 8,600 9,164 7,782 7,465 6,526 5,572 5,715 13.6% 

TOTAL traffic 

fatalities 

44,525 51,091 43,825 44,599 41,817 41,821 42,101 100.0% 

Source: 

Traffic Safety Facts 2001, Washington, DC, December 2002, pp. 86, 101 and 110. 

(Additional resources: www.nhtsa.dot.gov)

In 2001, the fatality rate for vehicle occupants per 100 million vehicle miles are surprisingly similar for passenger 

cars and light trucks—1.3 and 1.2 fatalities per 100 million vehicle miles, respectively. However, the injury rate 

per 100 million vehicle miles is much lower for light trucks (88) than for passenger cars (122). 


b Vehicle-miles are estimated by the National Highway Traffic Safety Administration and do not match 

Federal Highway data. 

Table 4.29 

Light Vehicle Occupant Safety Data, 1975–2001 

1975 1980 1985 1990 

Passenger cars 

1995 2000 2001 

Fatalities 25,929 27,449 23,212 24,092 22,423 20,699 20,233 

Injuries (thousands) 

a a a 

2,376 2,469 2,052 1,927 

Vehicle-miles (billions) b 1,030 1,107 1,249 1,427 1,478 1,580 1,585 

Rates per 100 million vehicle miles 

Fatalities 2.5 2.5 1.9 1.7 1.5 1.3 1.3 

Injuries 

a a a 

167 167 130 122 

Light trucks (10,000 lbs. or less) 

Fatalities 4,856 7,486 6,689 8,601 9,568 11,526 11,677 

Injuries (thousands) 

a a a 

505 722 887 861 

Vehicle-miles (billions) b 204 295 389 556 750 943 973 

Rates per 100 million vehicle-miles 

Fatalities 2.4 2.5 1.7 1.5 1.3 1.2 1.2 

Injuries 

a a a 

91 96 94 88 

Source: 

U.S. DOT, National Highway Traffic Safety Administration, Traffic Safety Facts 2001, Washington, DC, December 

2002, pp. 22, 24. (Additional resources: www.nhtsa.dot.gov) 


4–35

4–36 

In 2001, 38% of all passenger car and light truck fatal crashes were single-vehicle crashes. Because there 

are so many passenger cars on the roads compared to the other vehicle types, total passenger car crashes 

are half of total crashes. Most crashes are multiple-vehicle crashes with property damage only. 

Vehicle type 

Table 4.30 

Crashes by Crash Severity, Crash Type, and Vehicle Type, 2001 

Singlevehicle 

crash 

Fatal Injury Property damage only 

Multiplevehicle 

crash 

Singlevehicle 

crash 


crash 

Singlevehicle 

crash 

a Trucks 10,000 lbs. gross vehicle weight rating or less, including pickups, vans, and utility vehicles. 

b Trucks over 10,000 pounds gross vehicle weight rating including single-unit trucks and truck tractors. 



crash 

Total 

crashes 

Passenger cars 10,314 17,115 344,000 1,935,000 725,000 3,674,000 6,705,429 

Light trucks a 

8,114 12,608 201,000 1,017,000 473,000 2,206,000 3,917,722 

Large trucks b 810 3,983 14,000 76,000 81,000 253,000 428,793 

Buses 100 192 1,000 11,000 8,000 35,000 55,292 

Motorcycles 1,454 1,795 26,000 31,000 7,000 8,000 75,249 

Total 20,792 35,693 586,000 3,070,000 1,294,000 6,176,000 11,182,485 

Share 0.2% 0.3% 5.2% 27.5% 11.6% 55.2% 100% 

Source: 

U.S. Department of Transportation, National Highway Traffic Safety Administration, Traffic Safety Facts 2001, 

Washington, DC, December 2002, pp. 72, 74, 76, 80, 82. 


Note: 

Multiple-vehicle crashes cannot be totaled over vehicle type due to duplication of accidents between vehicle types.

For fatal crashes in 2001, sport-utility vehicles (SUVs) had the highest rollover rate (35.2%) while other 

light trucks had the lowest (13.8%). This does not mean that the rollover caused the fatality, just that a 

vehicle in the crash rolled over. 

Figure 4.8. Percent Rollover Occurrence in Fatal Crashes by Vehicle Type, 2001 

Source: 

U.S. Department of Transportation, National Highway Traffic Safety Administration, Traffic 

Safety Facts 2001 Washington, DC, December 2002, p. 64. 



4–37

4–38 

Demand response (also called paratransit or dial-a-ride) and public vanpools are widely used by transit 

agencies. There were over 40 thousand of these vehicles active in 2001. 

Year 

Table 4.31 

Summary Statistics on Light Transit Vehicles, 1994–2001 a 

Number of 

active vehicles 

Vehicle-miles 

(millions) 

a Includes demand response service and public van pools. 

Passenger-miles 

(millions) 


Energy use 


1994 31,090 490 781 9.8 

1995 31,773 538 856 9.6 

1996 33,472 588 958 10.2 

1997 35,657 627 1,075 10.3 

1998 33,481 721 1,103 10.9 

1999 36,651 784 1,258 11.2 

2000 37,957 826 1,274 11.4 

2001 40,049 861 1,345 12.0 


1994–2001 3.7% 8.4% 8.1% 2.9% 

Source: 

American Public Transit Association, 2003 Public Transportation Fact Book, Washington, DC, 

February 2003, Tables 6, 18, 22, 77 and 95. Historical van pool data are from earlier 

editions. (Additional resources: www.apta.com) 

Note: 

See Glossary for detailed definitions of demand response and vanpool.

Source 

Chapter 5 

Heavy Vehicles and Characteristics 


Table 5.1 Heavy single-unit trucks, 2001 

Table 5.2 Combination trucks, 2001 

Registration (thousands) 5,704 

Vehicle miles (millions) 72,286 


Registration (thousands) 2,154 

Vehicle miles (millions) 135,400 

Table 5.6 Trucks by size, 1997 Vehicle Inventory & Use Survey 

Light (0–10,000 lbs average weight) 92.88% 

Medium (10,001–26,000 lbs average weight) 3.80% 

Heavy (26,001 lbs and over average weight) 3.32% 

Tables 5.10 Freight Shipments,1997 Commodity Flow Survey 

and 5.11 Value (billion dollars) 6,944 

Tables 5.12 Buses in operation, 2001 

Tons (millions) 11,089 

Ton-miles (billions) 2,661 

and 5.13 Transit 75,013 

School 607,835 


5–1

5–2 

Heavy single-unit trucks include all single-unit trucks which have more than two axles or more than 

four tires. Most of these trucks would be used for business or for individuals with heavy hauling or 

towing needs. 

Table 5.1 

Summary Statistics for Heavy Single-Unit Trucks, 1970–2001 

Registrations Vehicle travel Fuel use 

Fuel economy 

Year (thousands) (million miles) (million gallons) (miles per gallon) 

1970 3,681 27,081 3,968 6.8 

1975 4,232 34,606 5,420 6.4 

1980 4,374 39,813 6,923 5.8 

1981 4,455 39,568 6,867 5.8 

1982 4,325 40,658 6,803 6.0 

1983 4,204 42,546 6,965 6.1 

1984 4,061 44,419 7,240 6.1 

1985 4,593 45,441 7,399 6.1 

1986 4,313 45,637 7,386 6.2 

1987 4,188 48,022 7,523 6.4 

1988 4,470 49,434 7,701 6.4 

1989 4,519 50,870 7,779 6.5 

1990 4,487 51,901 8,357 6.2 

1991 4,481 52,898 8,172 6.5 

1992 4,370 53,874 8,237 6.5 

1993 4,408 56,772 8,488 6.7 

1994 4,906 61,284 9,032 6.8 

1995 5,024 62,705 9,216 6.8 

1996 5,266 64,072 9,409 6.8 

1997 5,293 66,893 9,576 7.0 

1998 5,414 67,894 9,741 7.0 

1999 5,763 70,304 9,372 7.5 

2000 5,926 70,500 9,563 7.4 

2001 5,704 72,286 9,732 7.4 


1970–2001 1.4% 3.2% 2.9% 0.3% 

1991–2001 2.4% 3.2% 1.8% 1.3% 

Source: 

U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2001, 

Washington, DC, 2002, Table VM1 and annual. 


Note: 

Highway Statistics 1999 data were not used. 


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

average vehicle travel of these trucks (on a per truck basis) far surpasses the travel of other trucks due 

to long-haul freight movement. 

Table 5.2 

Summary Statistics for Combination Trucks, 1970–2001 1 

Registrations Vehicle travel 

Fuel use 

Fuel economy 

Year (thousands) (million miles) (million gallons) (miles per gallon) 

1970 905 35,134 7,348 4.8 

1975 1,131 46,724 9,177 5.1 

1980 1,417 68,678 13,037 5.3 

1981 1,261 69,134 13,509 5.1 

1982 1,265 70,765 13,583 5.2 

1983 1,304 73,586 13,796 5.3 

1984 1,340 77,377 14,188 5.5 

1985 1,403 78,063 14,005 5.6 

1986 1,408 81,038 14,475 5.6 

1987 1,530 85,495 14,990 5.7 

1988 1,667 88,551 15,224 5.8 

1989 1,707 91,879 15,733 5.8 

1990 1,709 94,341 16,133 5.8 

1991 1,691 96,645 16,809 5.7 

1992 1,675 99,510 17,216 5.8 

1993 1,680 103,116 17,748 5.8 

1994 1,681 108,932 18,653 5.8 

1995 1,696 115,451 19,777 5.8 

1996 1,747 118,899 20,192 5.9 

1997 1,790 124,584 20,302 6.1 

1998 1,831 128,159 21,100 6.1 

1999 2,029 132,384 24,537 5.4 

2000 2,097 135,020 25,666 5.3 

2001 2,154 135,400 25,555 5.3 


1970–2001 2.8% 4.4% 4.1% 0.3% 

1991–2001 2.4% 3.4% 4.3% -0.7% 

Source: 

U. S. Department of Transportation, Federal Highway Administration, Highway Statistics 2001, 

Washington, DC, 2002, Table VM1 and annual. 


Note: 

Highway Statistics 1999 data were not used. 

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


5–3


Sales of the medium trucks, classes 3–6 rose substantially in 1998. Light trucks under 10,000 lbs., continue to dominate truck sales. 

Class 1 

6,000 lbs. 

or less 

Class 2 

6,001– 

10,000 lbs. 

a Sales include domestic-sponsored imports. 

b Data for 1970 is based on new truck registrations. 


Table 5.3 

New Retail Truck Sales by Gross Vehicle Weight, 1970–2002 a 

Class 3 

10,001– 

14,000 lbs. 

Class 4 

14,001– 

16,000 lbs. 

(thousands) 

Class 5 

16,001– 

19,500 lbs. 

Class 6 

19,501– 

26,000 lbs. 

Class 7 

26,001– 

33,000 lbs. 

Class 8 

33,001 lbs. 

and over Total 

Calendar year 

Domestic sales (import data are not available) 

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

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

1980 985 975 4 

c 

2 90 58 117 2,231 

1981 896 850 1 c 2 72 51 100 1,972 

1982 1,102 961 1 c 1 44 62 76 2,248 

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

1984 2,031 1,224 6 c 5 55 78 138 3,538 

1985 2,408 1,280 11 c 5 48 97 134 3,983 

Domestic and import sales 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

1986–2002 

Source: 

3.7% 4.8% 12.6% - 9.1% 0.0% -2.4% 1.6% 3.9% 

Ward’s Communication’s, Motor Vehicle Facts and Figures 2000, Southfield, MI, 2000, p. 24, and annual. (Additional resources: www.wardsauto.com) 

5–4

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. 

The name of the 1997 survey was changed to the Vehicle Inventory and Use Survey due to future possibilities 

of including additional vehicle types. The 2002 VIUS, however, will only include trucks. Data from the 

2002 VIUS is expected in 2004. Copies of the 1997 VIUS report or CD may be obtained by contacting the 

U.S. Bureau of the Census, Transportation Characteristics Surveys Branch (301) 457-2797. Internet site: 

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

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

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

The estimated number of trucks that were within the scope of the 1997 VIUS and registered in the U.S. as 

of July 1, 1997, was 72.8 million. These trucks were estimated to have been driven a total of 1,044 billion 

miles during 1997, an increase of 32.8% from 1992. The average annual miles traveled per truck was 

estimated at 14,300 miles. 

In the 1997 VIUS, there are several ways to classify a truck by weight. The survey respondent was 

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

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

at which the vehicle or vehicle-trailer combination was operated. The Census Bureau also collected 

information on the Gross Vehicle Weight Class of the vehicles (decoded from the vehicle identification 

number) and the registered weight of the vehicles from the State registration files. Some of these weights are 

only provided in categories, while others are exact weights. Since all these weights could be quite different 

for a single truck, the tabulations by weight can be quite confusing. In most tables, the Gross Vehicle Weight 

Class was used. 


5–5

5–6 

Manufacturer's 

gross vehicle weight 

class 

Table 5.4 

Truck Statistics by Gross Vehicle Weight Class, 1997 

Number of 

trucks 

Percentage of 

trucks 

Average 

annual miles 

per truck 

Average 

fuel 

economy 


Gallons of 

fuel used 

(millions) 

Percentage of 

fuel use 

1) 6,000 lbs and less 45,240,632 62.14% 13,328 17.82 35,184 44.34% 

2) 6,001 – 10,000 lbs 22,373,167 30.73% 12,952 14.11 21,226 26.75% 

3) 10,001 – 14,000 510,476 0.70% 15,650 10.83 771 0.97% 

4) 14,001 – 16,000 194,951 0.27% 16,390 10.11 320 0.40% 

5) 16,001 – 19,500 178,111 0.24% 6,016 8.69 117 0.15% 

6) 19,501 – 26,000 1,884,246 2.59% 13,637 8.21 3,202 4.04% 

7) 26,001 – 33,000 207,386 0.28% 35,588 7.07 1,096 1.38% 

8) 33,001 lbs and up 2,211,283 3.04% 48,095 6.69 17,427 21.96% 

Total 72,800,252 100.00% 14,347 16.02 79,344 100.00% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 1997 Vehicle Inventory and Use Survey, Microdata File on CD, 

2000. (Additional resources: www.census.gov/svsd/www.tiusview.html) 

Table 5.5 

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


Manufacturer's 

gross vehicle weight class 

1992 

TIUS 

1997 

VIUS 

1) 6,000 lbs and less 17.2 17.1 

2) 6,001–10,000 lbs 13.0 13.6 

3) 10,000–14,000 lbs 8.8 9.4 

4) 14,001–16,000 lbs 8.8 9.3 

5) 16,001–19,500 lbs 7.4 8.7 

6) 19,501–26,000 lbs 6.9 7.3 

7) 26,001–33,000 lbs 6.5 6.4 

8) 33,001 lbs and over 5.5 5.7 

Source: 

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

Note: 

Based on average fuel economy as reported by respondent.

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

of heavy trucks travel over 50 miles from their home base and 36% of them refuel at central company-owned 

refueling stations. 

Table 5.6 

Truck Statistics by Size, 1997 

Manufacturer's gross vehicle weight class 

Light 

(< 10,000 lbs) 

Medium 

(10,001– 

26,000 lbs) 


Heavy 

(> 26,000 lbs) Total 

Trucks 67,613,799 2,767,784 2,418,669 72,800,252 

Trucks (%) 92.88% 3.80% 3.32% 100% 

Miles per truck 13,204 13,712 47,022 14,347 

Total miles (%) 86.35% 3.35% 10.31% 100% 

Fuel use (%) 71.10% 5.56% 23.35% 100% 

Fuel economy (mpg) 15.81 7.84 5.75 13.02 

Range of operation 

Under 50 miles 75.11% 64.45% 39.37% 73.53% 

51–100 miles 12.83% 16.53% 16.44% 13.09% 

101–200 miles 3.86% 5.64% 10.54% 4.15% 

201–500 miles 2.09% 4.65% 12.19% 2.52% 

Over 500 miles 2.31% 1.25% 16.80% 2.75% 

Off-road 3.81% 7.49% 4.66% 3.97% 

Total 100% 100% 100% 100% 

Primary refueling facility 

Central company-owned 11.52% 27.32% 35.94% 29.20% 

Single off-site contract 3.61% 5.84% 7.00% 6.08% 

Pubic station 82.49% 61.96% 53.25% 60.56% 

Other 2.38% 4.88% 3.80% 4.16% 

Total 100% 100% 100% 100% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 1997 Vehicle Inventory and Use Survey, Microdata 

File on CD, 2000. (Additional resources: www.census.gov/svsd/www/tiusview.html) 

5–7

5–8 

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. 

Rank 

a Business and personal services. 

Table 5.7 

Percentage of Trucks by Size Ranked by Major Use, 1997 

Light 

(< 10,000 lbs 

average weight) 

Medium 

(10,001 – 26,000 lbs 



Heavy 

(> 26,000 lbs 


1 Personal Construction For Hire 

74.56% 20.19% 31.48% 

2 Construction Agriculture Construction 

7.56% 19.54% 17.56% 

3 Services a Services a Agriculture 

5.57% 11.64% 14.01% 

4 Agriculture Retail Wholesale 

3.82% 9.28% 7.81% 

5 Retail Wholesale Services a 

2.79% 7.31% 7.39% 

6 Not in Use Personal Retail 

1.61% 7.00% 5.67% 

7 Wholesale For Hire Manufacturing 

1.33% 5.47% 5.61% 

8 Utilities Utilities Forestry 

0.75% 4.40% 2.56% 

9 Manufacturing Daily Rental Utilities 

0.74% 4.21% 2.18% 

10 Daily Rental Manufacturing Mining 

0.53% 3.72% 2.18% 

11 Forestry Not in Use Daily Rental 

0.26% 3.21% 2.11% 

12 Mining Forestry Not in Use 

0.25% 1.64% 1.11% 

13 For Hire One-Way Rental Personal 

0.21% 1.24% 0.31% 

14 One-Way Rental Mining One-Way Rental 

0.01% 1.14% 0.01% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 1997 Vehicle Inventory and Use Survey, Micro data File 

on CD, 2000. (Additional resources: www.census.gov/svsd/www/tiusview.html)

In 1997 nearly 60% of all truck fleets use public fueling stations as their primary refueling facility. As expected, 

larger fleets use central company-owned facilities more than smaller fleets. Mid-size fleets (10–500 vehicles) use 

off-site contract facilities more than the smaller or larger fleets. 

Truck 

fleet size 

Table 5.8 

Percentage of Trucks by Fleet Size and Primary Fueling Facility, 1997 

Central 

company-owned 

fueling facility 

Primary refueling facility 

Single contract fueling 

facility 

located off-site 


Public fueling 

stations Other Total 

1 5.94% 2.70% 87.26% 4.09% 100% 

2–5 13.80% 4.56% 76.12% 5.52% 100% 

6–9 25.77% 7.32% 62.02% 4.88% 100% 

10–24 37.08% 10.43% 49.70% 2.79% 100% 

25–99 48.48% 9.65% 39.29% 2.59% 100% 

100–499 48.76% 10.62% 38.40% 2.22% 100% 

500–999 46.39% 7.46% 44.38% 1.77% 100% 

1,000–4,999 45.24% 4.93% 45.94% 3.89% 100% 

5,000–9,999 35.77% 6.01% 53.36% 4.87% 100% 

10,000 & up 71.72% 2.56% 19.27% 6.45% 100% 

Overall 30.08% 6.39% 59.37% 4.16% 100% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 1997 Vehicle Inventory and Use Survey, Microdata 

File on CD, 2000. (Additional resources: www.census.gov/svsd/www/tiusview.html) 

5–9

5–10 

Most trucks are fueled at public fueling stations but one-way rental trucks are more often fueled at company-owned 

central fueling facilities or contract fueling facilities than at public stations. Mining and quarrying activities use 

central fueling facilities more than 40% of the time. 

Major Use 

Table 5.9 

Percentage of Trucks by Major Use and Primary Fueling Facility, 1997 

Central 

company-owned 


Primary fueling facility 

Single contract 


located off-site 


Public fueling 

stations Other Total 

Agricultural services 32.09% 2.99% 53.92% 11.00% 100% 

Forestry or lumbering activities 22.49% 4.50% 70.33% 2.68% 100% 

Construction work 33.40% 5.39% 58.79% 2.42% 100% 

Contractor activities or special trades 12.09% 4.38% 81.18% 2.36% 100% 

Manufacturing, refining or processing activities 35.47% 9.48% 53.69% 1.36% 100% 

Wholesale trade 32.56% 11.90% 53.62% 1.92% 100% 

Retail trade 28.21% 10.25% 59.41% 2.12% 100% 

Business and personal services 26.40% 6.33% 65.42% 1.85% 100% 

Utilities 40.56% 5.09% 52.25% 2.09% 100% 

Mining or quarrying activities 43.82% 9.32% 44.44% 2.42% 100% 

Daily rental 39.42% 13.29% 45.12% 2.17% 100% 

Not in use for more than six months 10.56% 2.37% 53.12% 33.94% 100% 

For-hire transportation 32.87% 4.90% 59.53% 2.70% 100% 

One-way rental 48.47% 3.10% 48.43% 0.00% 100% 

Personal transportation 2.02% 0.56% 94.46% 2.96% 100% 

Overall 29.20% 6.08% 60.56% 4.16% 100% 

Source: 

U.S. Department of Commerce, Bureau of the Census, 1997 Vehicle Inventory and Use Survey, Microdata File on CD, 

2000. (Additional resources: www.census.gov/svsd/www/tiusview.html)

Commodity Flow Survey 

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

materials by mode of transport. The 1993 and 1997 CFS are a continuation of statistics collected 

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

improvements in methodology, sample size, and scope. In 1997, CFS used a sample of 100,000 

domestic establishments randomly selected from a universe of about 800,000 establishments 

engaged in mining, manufacturing, wholesale, auxiliary establishments (warehouses) of 

multi-establishment companies, and some selected activities in retail and service was used. Each 

selected establishment reported a sample of approximately 25 outbound shipments for a oneweek 

period in each of the four calendar quarters of 1997. This produced a total sample of over 

5 million shipments. For each sampled shipment, zip codes of origin and destination, 5-digit 

Standard Classification of Transported Goods (SCTG) code, weight, value, and modes of 

transport, were provided. Establishments also reported whether the shipment was containerized, 

a hazardous material, or an export. 

The 1993 and 1997 CFS differ from previous surveys in their greatly expanded coverage of 

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

truck). Earlier surveys reported only the principal mode. The 1993 and 1997 surveys report all 

modes used for the shipment (for-hire truck, private truck, rail, inland water, deep sea water, 

pipeline, air, parcel delivery or U.S. Postal Service, other mode, unknown). Route distance for 

each mode for each shipment as imputed from a mode-distance table was developed by Oak 

Ridge National Laboratory. Distance, in turn, was used to compute ton-mileage by mode of 

transport. 

For more information about the CFS, contact the Commodity Flow Survey Branch, 

Department of Commerce, Bureau of the Census, Services Division at (301) 457-2108, or visit 

the following Internet site: www.bts.gov/cfs . 


5–11

5–12 

Industries covered by the 1997 Commodity Flow Survey (CFS) shipped over 11 billion tons of goods worth almost 

$7 trillion. Compared to the 1993 CFS, the value of shipments is up 2.2% per year and ton shipped are up 3.4% 

per year. By value, intermodal shipments increased 7.0% per year from 1993 to 1997. 

Table 5.10 

Growth of Freight in the United States: Comparison of the 1997 and 1993 Commodity Flow Surveys 

(Detail may not add to total because of rounding) 

Mode of Transportation 

1997 (billion 

1997 

dollars) 

Value of goods shipped Tons 

1993 

(billion 

1997 

dollars) 

Average 

annual 

percent 

change 

1997 

(millions) 


1993 

(millions) 

Average 

annual 

percent 

change 

All modes 6,944.0 6,360.8 2.2% 11,089.7 9,688.5 3.4% 

Single modes 5,719.6 5,376.3 1.6% 10,436.5 8,922.3 4.0% 

Trucka 4981.5 4791.0 1.0% 7700.7 6385.9 4.8% 

For-hire truck 

2901.3 2856.1 0.4% 3402.6 2808.3 4.9% 

Private truck 

2036.5 1910.4 1.6% 4137.3 3543.5 3.9% 

Rail 319.6 269.2 4.4% 1,549.8 1,544.1 0.1% 

Water 

Shallow draft 

Great Lakes 

Deep draft 

75.8 

53.9 

1.5 

20.4 

67.1 

44.3 

c 

21.5 

3.1% 

5.0% 

c 

-1.3% 

563.4 

414.8 

38.4 

110.2 

505.4 

362.5 

33.0 

109.9 

Air (includes truck and air) 229.1 151.3 10.9% 4.5 3.1 9.8% 

Pipeline b 113.5 97.8 3.8% 618.2 483.6 6.3% 

2.8% 

3.4% 

3.9% 

0.1% 

Multiple modes 945.9 720.9 7.0% 216.7 225.7 -1.0% 

Parcel, U.S. Postal Service 

or courier 

Truck and rail 

Truck and water 

Rail and water 

Other multiple modes 

855.9 

75.7 

8.2 

1.8 

4.3 

612.8 

90.4 

10.2 

4.0 

3.5 

8.7% 

-4.3% 

-5.3% 

-18.1% 

5.3% 


54.2 

33.2 

79.3 

26.2 

18.9 

40.6 

68.0 

79.2 

18.9 

5.8% 

7.5% 

-16.4% 

0.0% 

8.5% 

Other and unknown modes 278.6 263.6 1.4% 436.5 540.5 -5.2% 

Source: 

U.S. Department of Transportation, Bureau of Transportation Statistics, Freight USA, Washington, DC, 2000. (Additional resources: 

www.bts.gov/cfs) 

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

and for-hire truck. 

b 

CFS data for pipeline lack most shipments of crude oil. 

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

can be derived from other data published in this table. However, figures obtained in this manner are subject to these same limitations.

Industries covered by the 1997 Commodity Flow Survey (CFS) accounted for about 2.7 trillion ton-miles on the 

nation’s highways, railways, waterways, pipelines, and aviation system. Ton-miles increased an average of 2.4% 

per year from 1993 to 1997. 

Table 5.11 

Growth of Freight Miles in the United States: Comparison of the 1997 and 1993 Commodity Flow Surveys 

(Detail may not add to total because of rounding) 

Mode of Transportation 

1997 

(billions) 

Ton-miles Average miles per shipment 

1993 

(billions) 

Average annual 

percent change 

1997 1993 



percent change 

All modes 2,661.4 2,420.9 2.4% 472 424 2.7% 

Single modes 2,383.5 2,136.9 2.8% 184 197 -1.7% 

Trucka 1023.5 869.5 4.2% 

144 144 0.0% 

For-hire truck 

741.1 629.0 4.2% 

485 472 0.7% 

Private truck 

268.6 235.9 3.3% 

53 52 0.5% 

Rail 1,022.5 942.6 2.1% 769 766 0.1% 

Water 

261.7 272.0 -1.0% 

482 

c 

c 

Shallow draft 

Great Lakes 

Deep draft 

189.3 

13.4 

59.0 

164.4 

12.4 

95.2 

3.6% 

2.0% 

-11.3% 

177 

204 

1,024 

c 

534 

1,861 

c 

-21.4% 

-13.9% 

Air (includes truck and air) 6.2 4.0 11.6% 1,380 1,415 -0.6% 

Pipeline b 

c c c c c c 

Multiple modes 204.5 191.5 1.7% 813 736 2.5% 

Parcel, U.S. Postal Service 

or courier 

Truck and rail 

Truck and water 

Rail and water 

Other multiple modes 

18.0 

55.6 

34.8 

77.6 

18.6 

13.2 

37.7 

40.6 

70.2 

c 

8.1% 

10.2% 

-3.8% 

2.5% 

c 

813 

1,347 

1,265 

1,092 c 

734 

1,403 

1,417 

627 

1,082 

2.6% 

-1.0% 

-2.8% 

14.9% 

c 

Other and unknown modes 73.4 92.6 -5.6% 122 229 -14.6% 

Source: 

U.S. Department of Transportation, Bureau of Transportation Statistics, Freight USA, Washington, DC, 2000. (Additional resources: 

www.bts.gov/cfs) 

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

truck and for-hire truck. 

b CFS data for pipeline lack most shipments of crude oil. 

c 

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

estimates can be derived from other data published in this table. However, figures obtained in this manner are subject to these same 

limitations. 

5–13

5–14 

The American Public Transportation Association recently published data by mode and fuel type that 

were not previously available. Transit bus energy use had been overestimated in previous editions due 

to this lack of data. 

Year 

Table 5.12 

Summary Statistics on Transit Buses and Trolleybuses, 1994–2001 

Number of 

active buses 

Vehicle-miles 

(millions) 


(millions) 

Btu/ 

passenger-mile 


Energy use 


1994 69,000 2,176 19,019 4,268 81.2 

1995 67,992 2,198 19,005 4,310 81.9 

1996 72,549 2,234 19,280 4,340 83.7 

1997 73,629 2,259 19,793 4,431 87.7 

1998 73,022 2,188 20,542 4,387 90.1 

1999 75,087 2,290 21,391 4,332 92.7 

2000 75,964 2,329 21,433 4,515 96.8 

2001 76,675 2,389 22,209 4,125 91.6 


1994–2001 1.5% 1.3% 2.2% -0.5% 1.7% 

Source: 

American Public Transportation Association, 2003 Public Transportation Fact Book, Washington, DC, 

February 2003, Tables 6, 18, 22, and 77. (Additional resources: www.apta.com) 

a Comparisons cannot be made with data before 1992. Beginning in 1992, data were available on nondiesel 

fuel consumption (i.e. propane, compressed natural gas, methanol).

There are currently not many sources of data on intercity and school buses. The Eno Foundation for 

Transportation publishes petroleum use for intercity and school buses, and passenger-miles for intercity 

buses. The Federal Highway Administration publishes an estimate of the total number of school buses. 

School Bus Fleet magazine also contains statistics on school buses (www.schoolbusfleet.com/stats.cfm). 

Table 5.13 

Summary Statistics on Intercity and School Buses, 1970–2001 

Intercity bus 

passenger-miles 

(billions) 

a Data are not yet available. 

Intercity bus 

energy use 



School bus 

energy use 


Year 

Number of 

school buses 

1970 25.3 42.4 288,700 41.18 

1975 25.4 25.1 368,300 46.95 

1980 27.4 29.7 418,255 52.14 

1981 27.1 28.5 432,813 53.12 

1982 26.9 31.5 442,133 54.74 

1983 25.6 32.9 470,727 55.03 

1984 24.6 23.5 471,461 51.51 

1985 23.8 23.0 480,400 58.37 

1986 23.7 20.6 479,076 63.50 

1987 23.0 21.6 486,753 66.91 

1988 23.1 22.3 498,907 70.19 

1989 24.0 23.1 507,628 68.41 

1990 23.0 22.1 508,261 64.83 

1991 23.1 22.3 513,227 73.25 

1992 22.6 21.8 525,838 74.98 

1993 24.7 23.8 534,872 73.25 

1994 28.1 27.1 547,718 74.98 

1995 28.1 27.1 560,447 74.87 

1996 28.8 27.7 569,395 74.87 

1997 30.6 29.5 568,113 74.81 

1998 31.7 30.5 582,470 75.56 

1999 34.7 33.4 592,029 76.31 

2000 

2001 

37.9 

41.5 

32.3 

a 

606,028 

607,835 

79.3 

a 

1970–2001 

1991–2001 

Source: 

1.6% 

6.0% 


a 

2.4% 

a 

1.7% 

a 

a 

Intercity bus data and school bus energy use - Eno Foundation for Transportation, Transportation 

in America 2001, Nineteenth edition, Washington, DC, pp. 13 and 45. See Appendix A 

Energy Use Sources for detailed methodology on energy use conversion. 

(Additional resources: www.enotrans.com) 

School buses - Federal Highway Administration, Highway Statistics 2001, Washington, DC, 

2002, Table MV-10, and annual. (Additional resources: www.fhwa.dot.gov/policy/ohpi) 

5–15

Chapter 6 

Alternative Fuel and Advanced Technology 

Vehicles and Characteristics 


Source 

Table 6.1 Alternative fuel vehicles in use, 2002 estimates 518,919 

LPG 281,286 

CNG 126,341 

E85 a 82,477 

Electric 19,755 

M85 5,873 

LNG 3,187 

Table 6.4 Number of alternative fuel refuel sites, 2002 5,739 

LPG 3,431 

CNG 1,166 

Electric 872 

Table 6.5 U.S. sales of advanced technology vehicles, 1999–2002 

Honda Insight 10,747 

Toyota Prius 41,237 

Honda Civic Hybrid ~12,000 

Fuel type abbreviations are used throughout this chapter. 

B20 = 20% biodiesel, 80% petroleum diesel 

CNG = compressed natural gas 

E-85 = 85% ethanol, 15% gasoline 

E-95 = 95% ethanol, 5% gasoline 

H 2 = hydrogen 

LNG = liquified natural gas 

LPG = liquified petroleum gas 

M-85 = 85% methanol, 15% gasoline 

M-100 = 100% methanol 

a Does not include flex-fuel vehicles. 


6–1

6–2 

Alternative Fuels 

The U.S. Department of Energy (DOE) defines alternative fuels as fuels which are 

substantially non-petroleum and yield energy security and environmental benefits. DOE 

currently recognizes the following as alternative fuels: 

• methanol and denatured ethanol as alcohol fuels (alcohol mixtures that contain no less 

than 70% of the alcohol fuel), 

• natural gas (compressed or liquefied), 

• liquefied petroleum gas, 

• hydrogen, 

• coal-derived liquid fuels 

• fuels derived from biological materials, and 

• electricity (including solar energy). 

DOE has established the Alternative Fuels Data Center (AFDC) in support of its work aimed 

at fulfilling the Alternative Motor Fuels Act (AMFA) directives. 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. 

The data are collected for three specific vehicle types: (1) light vehicles, including 

automobiles, light trucks, and mini-vans; (2) heavy vehicles such as tractor-trailers and 

garbage trucks; and (3) urban transit buses. Much of the AFDC data can be obtained through 

their web site: www.afdc.doe.gov. Several tables and graphs in this chapter contain statistics 

which were generated by the AFDC. 

DOE is sponsoring the National Alternative Fuels Hotline for Transportation Technologies 

in order to assist the general public and interested organizations in improving their 

understanding of alternative transportation fuels. The Hotline can be reached by dialing 1- 

800-423-1DOE, or on the Internet at www.afdc.doe.gov/hotline.html. 


There are more LPG vehicles in use than any other alternative fuel vehicle. The population of 

E85 vehicles, however, has grown the most since 1993. For details on alternative fuel use by fuel 

type, see Table 2.3. 

Table 6.1 

Estimates of Alternative Fuel Vehicles in Use, 1993–2002 

Fuel type 1993 1995 1998 2000 2001 a 2002 a 

a 2001 data are preliminary. 2002 data are based on plans or projections. 

b Does not include flex-fuel vehicles. 



percentage 

change 

1993–2002 

LPG 269,000 259,000 266,000 272,193 276,597 281,286 0.5% 

CNG 32,714 50,218 78,782 100,738 113,835 126,341 16.2% 

LNG 299 603 1,172 2,090 2,576 3,187 30.1% 

M85 10,263 18,319 19,648 10,426 7,827 5,873 -6.0% 

M100 414 386 200 0 0 0 -100.0% 

E85 b 441 1,527 12,788 58,621 71,336 82,477 78.8% 

E95 27 136 14 4 0 0 -100.0% 

Electricity 1,690 2,860 5,243 11,834 17,848 19,755 31.4% 

Total 314,848 333,049 383,847 455,906 490,019 518,919 5.7% 

Source: 

U. S. Department of Energy, Energy Information Administration, Alternatives to Traditional Transportation 

Fuels, 2000, Washington, DC, 2002, web site www.eia.doe.gov/cneaf/alternate/page/datatables.html. 


6–3

6–4 

Nearly 90% of private alternative fuel vehicles are fueled by LPG and CNG. The Federal Government does 

not own many LPG vehicles; its alternative fuel vehicle fleet is 30% CNG and 65% E-85 vehicles in 2002. 

Table 6.2 

Estimates of Alternative Fuel Vehicles by Ownership, 1998 and 2002 

Private 

a Based on plans or projections. 

State and local 

government 


Federal Government 

Fuel type 1998 2002 a 1998 2002 a 1998 2002 a 

LPG 213,000 222,727 53,000 56,999 175 1,560 

CNG 43,329 66,866 22,291 38,619 13,162 20,856 

LNG 279 876 879 2,216 14 95 

M-85 10,773 3,061 8,332 2,809 543 3 

M-100 0 0 200 0 0 0 

E-85 2,595 25,294 5,906 12,571 4,287 44,612 

E-95 0 0 14 0 0 0 

Electricity 3,461 8,362 1,621 9,629 161 1,764 

Total 273,437 327,186 92,243 122,843 18,342 68,890 

Source: 

U. S. Department of Energy, Energy Information Administration, Alternatives to Traditional Transportation 

Fuels, 2000, Washington, DC, 2002, web site www.eia.doe.gov/cneaf/alternate/page/datatables.html. 

(Additional resources: www.eia.doe.gov)

Table 6.3 

Alternative Fuel Vehicles Available by Manufacturer, Model Year 2001 

Model Fuel Type Emission class 

Daimler Chrysler: 1-800-999-FLEET 

Chrysler Sebring Sedan E-85 flex fuel Mid-Size Sedan LEV 

Chrysler Sebring Convertible E-85 flex fuel Convertible LEV 

Dodge Stratus Sedan E-85 flex fuel Sedan LEV 

Chrysler Town and Country E-85 flex fuel Minivan LEV 

Dodge Caravan E-85 flex fuel Minivan LEV 

Dodge Grand Caravan E-85 flex fuel Minivan LEV 

Dodge Ram Maxi Van CNG dedicated Van ILEV/ULEV/CA-SULEV 

Dodge Ram Van 

Ford: 1-877-ALT-FUEL 

CNG dedicated Van ILEV/ULEV/CA-SULEV 

Ford F-150 CNG Bi-Fuel Light-duty pickup ULEV 

Ford E-Series Van CNG Dedicated Van SULEV 

Ford E-Series Wagon CNG Dedicated Wagon CA-SULEV 

Ford F-150 CNG Dedicated Light-duty pickup ILEV/SULEV/CA-SULEV 

Ford Crown Victoria CNG dedicated Large sedan ULEV 

Ford Taurus E-85 flex fuel Mid-size sedan ULEV 

Mercury Sable E-85 flex fuel Wagon ULEV 

Ford Explorer E-85 flex fuel Sport utility vehicle LEV 

Mercury Mountaineer E-85 flex fuel Sport utility vehicle LEV 

Ford Explorer Sport E-85 flex-fuel Sport utility vehicle LEV 

Ford Ranger E-85 flex-fuel Light-duty pickup LEV 

Ford F-150 LPG Bi-fuel Light-duty pickup ULEV 

General Motors: 1-800-25Electric, 313-556-7723 or 1-888-GM-AFT-4U (CNG) 

Chevy Silverado CNG Bi-fuel Light-duty pickup LEV 

GMC Sierra CNG Bi-fuel Light-duty pickup LEV 

Chevy Express CNG Bi-fuel/CNG Dedicated Cargo or passenger van ULEV/(Dedicated CA-SULEV) 

GMC Savana CNG Bi-fuel/CNG Dedicated Cargo or passenger van ULEV/(Dedicated CA-SULEV) 

Chevrolet Cavalier CNG Bi-fuel Compact sedan LEV 

GMC Yukon E-85 flex-fuel Sport utility vehicle Tier 1 

Chevrolet Suburban E-85 flex fuel Sport utility vehicle Tier 1 

GMC Yukon XL E-85 flex fuel Sport utility vehicle Tier 1 

Chevrolet Silverado E-85 flex fuel Light-duty pickup Tier 1 

GMC Sierra 

Honda: 1-888-CCHonda 

E-85 flex fuel Light-duty pickup Tier 1 

Civic GX 

Mazda: 1-800-222-5500 

CNG dedicated Compact sedan ILEV/SULEV (Tier II Bin II) 

B3000 

Nissan: 1-310-771-3422 

E-85 flex fuel Light-duty pickup LEV 

Altra EV (CA fleets only) Electric-lithium ion Mid-size wagon ZEV 

Hypermini (CA fleets only) Electric-lithium ion Two-seater ZEV 

Solectria Corporation: 1-508-658-2231 

Civitan 

Source: 

Electric-lead acid Service van ZEV 

U.S. Department of Energy, National Alternative Fuels Data Center, web site, www.afdc.doe.gov/afvehicles.htm, May 2003. 

(Additional resources: www.afdc.nrel.gov) 

Note: 

LEV=low emission vehicle. ILEV=inherently low emission vehicle. ULEV=ultra low emission vehicle. ZEV=zero emission vehicle. 

TLEV=transitional low emission vehicle. SULEV=super ultra low emission vehicle. See Chapter 12 for details on emissions. 


6–5

6–6 

This list includes public and private refuel sites; therefore, not all of these sites are available to the public. 

State 

Table 6.4 

Number of Alternative Refuel Sites by State and Fuel Type, 2002 

CNG 

sites 

E85 

sites 

LPG 

sites 

LNG 

sites 

Electric 

sites 

Biodiesel 

sites 


Hydrogen 

sites Total 

Alabama 9 0 77 2 34 0 0 122 

Alaska 0 0 9 0 0 0 0 9 

Arizona 27 1 109 1 63 2 1 204 

Arkansas 4 0 85 0 0 0 0 89 

California 188 0 345 5 545 9 5 1,097 

Colorado 35 8 83 1 6 1 0 134 

Connecticut 25 0 29 0 5 0 0 59 

Delaware 4 0 4 0 0 0 0 8 

District of Columbia 2 0 0 0 0 0 0 2 

Florida 42 0 154 1 3 0 0 199 

Georgia 65 0 54 1 83 0 0 203 

Hawaii 0 0 7 0 11 3 0 21 

Idaho 9 1 33 0 1 0 0 43 

Illinois 21 13 91 0 0 2 0 127 

Indiana 32 1 54 3 0 1 0 91 

Iowa 0 11 44 0 0 0 0 55 

Kansas 5 1 67 1 0 0 0 74 

Kentucky 6 7 26 0 0 0 0 39 

Louisiana 14 0 45 0 0 0 0 59 

Maine 0 0 20 0 0 2 0 22 

Maryland 28 2 28 1 1 3 0 63 

Massachusetts 12 0 44 0 41 1 0 98 

Michigan 25 4 138 1 5 6 0 179 

Minnesota 11 69 58 1 0 0 0 139 

Mississippi 3 0 34 0 0 0 0 37 

Missouri 7 5 151 0 0 1 0 164 

Montana 9 1 40 1 0 1 0 52 

Nebraska 5 5 27 0 0 1 0 38 

Nevada 20 0 34 0 0 6 1 61 

New Hampshire 1 0 30 0 12 2 0 45 

New Jersey 30 0 29 0 0 0 0 59 

New Mexico 15 1 81 1 0 1 0 99 

New York 60 0 95 0 16 0 0 171 

N. Carolina 11 0 75 0 6 21 0 113 

N. Dakota 4 2 18 0 0 0 0 24 

Ohio 35 2 73 1 0 1 0 112 

Oklahoma 58 0 93 0 0 0 0 151 

Oregon 16 0 49 1 4 2 0 72 

Pennsylvania 55 0 104 1 0 1 0 161 

Rhode Island 6 0 7 0 2 0 0 15 

S. Carolina 4 1 62 0 0 1 0 68 

S. Dakota 2 6 26 0 0 0 0 34 

Tennessee 2 0 59 0 0 0 0 61 

Texas 67 0 423 7 7 1 0 505 

Utah 62 2 38 1 0 0 0 103 

Vermont 0 0 16 0 11 0 0 27 

Virginia 24 1 58 3 11 1 0 98 

Washington 23 0 83 1 6 7 0 120 

W. Virginia 43 0 9 0 0 0 0 52 

Wisconsin 22 4 77 0 0 0 0 103 

Wyoming 18 1 36 1 0 2 0 58 

Total 1,166 149 3,431 35 872 79 7 5,739 

Source: 

U.S. Department of Energy, Alternative Fuels Data Center web site, www.afdc.doe.gov/refuel/state_tot.shtml, April 2003.

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, Alternative Fuel Data Center, July 2003. 

(Additional resources: www.ccities.doe.gov) 


6–7

6–8 

The Honda Insight, Civic Hybrid and Toyota Prius are the three advanced technology vehicles 

which are currently available to the public in the U.S. They are hybrid vehicles, using both 

electricity (from batteries) and mechanical power (from a small internal combustion engine). Learn 

more about DOE’s hybrid vehicle program at: www.ott.doe.gov/hev. 

Table 6.5 

Sales and Specifications of Available Advanced Technology Vehicles 

Honda 

Insight CVT a 

Toyota 

Prius CVT a 

a Specifications are for the model containing a continuously variable transmission (CVT). 

b Sales for the Civic Hybrid are not shown separately from other Civic models, but estimates 

of 2002 sales are approximately 12,000 vehicles since its March 2002 debut. 


Honda 

Civic Hybrid CVT SULEV a 

Fuel economy (city/hwy) 57/56 mpg 52/45 mpg 47/48 mpg 

Fuel tank capacity 10.6 gal. 11.9 gal. 11.9 gal. 

Acceleration (0-60 mph) 11.5 sec. 12.3 sec. 11.6 sec. 

Emissions rating SULEV SULEV SULEV 

Aerodynamics 0.25 Cd 0.29 Cd 0.28 Cd 

Curb weight 1,967 lbs. 2,765 lbs. 2,740 lbs. 

Passenger capacity 2 5 5 

Dimensions: 

Length 

Width 

155.1 in. 

66.7 in. 

169.6 in. 

66.7 in. 

174.8 in. 

67.5 in. 

Cargo Capacity 16.3 ft 3 11.8 ft 3 10.1 ft 3 

Price $21,280 $20,480 $20,550 

Calendar year sales in the U.S. 

1999 17 0 0 

2000 3,788 5,562 0 

2001 4,726 15,556 0 

2002 2,216 20,119 ~ 12,000 b 

Total 10,747 41,237 ~ 12,000 b 

Source: 

Manufacturer’s web sites: www.hondacars.com and www.toyota.com. 

Insight and Prius sales data - Ward’s Communications, Inc., Wards Automotive Reports, 

Southfield, MI, 2003. 

Civic sales data - Crain Communications, Automotive News, December 23, 2002. 

Note: 

SULEV = Super ultra low emission vehicle. See Chapter 12 for details on emissions.

FreedomCAR and Fuel Initiative 

www.eere.energy.gov/hydrogenfuel 

www.eere.energy.gov/vehiclesandfuels 

www.eere.energy.gov/hydrogenandfuelcells 

Freedom Cooperative Automotive Research (FreedomCAR) is a government-industry 

partnership for the advancement of high-efficiency vehicles, focused on fuel cells and hydrogen 

produced from renewable energy sources. The U.S. Department of Energy and the U.S. Council for 

Automotive Research (composed of automakers Ford, General Motors, and DaimlerChrysler) began 

this effort in January 2002 with the long-term goal of developing technologies for hydrogen- 

powered fuel cell cars and trucks that will require no foreign oil and emit no harmful pollutants or 

greenhouse gases. 

But, successful marketing of hydrogen cars may depend on the development of a hydrogen 

infrastructure, like today’s petroleum infrastructure, at the same time automakers are perfecting 

hydrogen vehicles. That means the creation of everything from hydrogen manufacturing plants, to 

distribution and storage networks, to convenient hydrogen fueling stations. 

The FreedomCAR and Hydrogen Fuel Initiative is aimed at coordinating the efforts of the 

energy companies, automakers, utilities, state and local governments, foreign interests and other 

appropriate players. By working on parallel tracks, developing the hydrogen vehicles and 

infrastructure concurrently instead of consecutively, a decision to go forward with the 

commercialization of hydrogen automobiles could be made as early as 2015, 15 years ahead of 

current projections. 

For additional information about the FreedomCAR and Hydrogen Fuel Initiative, visit the 

websites listed above or call 1-800-DOE-3732. 


6–9

6–10 

The relative efficiencies of seven different hydrogen production methods are summarized here as a 

result of research done by Argonne National Laboratory. The study indicates that: 

• Steam methane reforming is a very efficient and cost-effective way to manufacture hydrogen, but 

there are issues with natural gas supply and carbon sequestration. 

• Electrolysis is well understood but its overall efficiency depends largely on efficient electrical 

generation. 

• Thermochemical cycles have the potential to produce hydrogen from any high-temperature heat 

source with high efficiency in very high volumes. New research into lower-temperature cycles 

should increase the applicability of this method. 

Method 

a Calculated from laboratory experiments and thermodynamic data. A full-scale pilot plant has 

not yet been built. 

b A pilot plant has been constructed. 

c The efficiency calculation is based on thermodynamics. 

d Takes electricity generation efficiency into account. 

e Commercial Data. 

f Calculated from commercial electrolysis data and thermodynamic data. No pilot plant data 

are yet available. 

g Calculated from SMR commercial plant data and estimates of the energy required to 

sequester the CO 2. 

Table 6.6 

Hydrogen Production Methods 

Maximum process 

temperature 

(°C) 


Overall 

efficiency (%) Status 

Sulfur-iodine thermo-chemical cycle 850 45!49 Calculation a 

Calcium-bromine thermo-chemical cycle 760 36!40 Pilot plant b 

Copper-chlorine thermo-chemical cycle 500 41 Bench c 

Electrolysis 90 20!30 d Commercial e 

High-temperature electrolysis 900 40 Experiment f 

Steam methane reforming (SMR) 900 77 Commercial e 

SMR with CO 2 sequestration 900 58 Calculation g 

Source: 

Argonne National Laboratory (ANL), Meeting U.S. Transportation Needs in the Hydrogen Economy, 

http://www.hydrogen.anl.gov/pdfs/meeting_transportation_needs.pdf, May 2003, and updates from ANL. 

Note: 

The efficiency is the ratio of the energy value of the hydrogen produced to that of the heat used in the 

process, except in the case of steam methane reforming, where it is the ratio of the energy of the hydrogen 

produced to that of the methane consumed.

According to recent data compiled by Argonne National Laboratory, there are more than 200 hydrogen 

production plants in existence today. Many of the plants that produce hydrogen are part of other 

processes, like petroleum refining, ammonia production, and methanol production. 

Table 6.7 

U.S. Hydrogen Production Plants and Storage Terminals 

Number of production plants Number of storage terminals 

Gaseous hydrogen 81 14 

Liquid hydrogen 10 3 

Gaseous and liquid hydrogen Not applicable 3 

Petroleum refineries 61 Not available 

Ammonia producers 54 Not available 

Methanol producers 15 4 

Total 221 24 

Source: 

Mintz, Marianne, Argonne National Laboratory, September 2003. 


6–11

6–12 

In 1999 (the latest year for which data are available) the U.S. accounted for about 20% of world 

hydrogen consumption. Ammonia producers made up 61% of World hydrogen consumption, but only 

38% of U.S. hydrogen consumption. 

Captive users: 

Table 6.8 

U.S. and World Hydrogen Consumption by End-Use Category, 1999 

a Excluding byproduct hydrogen. 

United States World total 

(trillion 

cubic feet) (share) 

(trillion 

cubic feet) (share) 


U.S. share 

of World 

total 

Ammonia producers 1.185 38% 9.662 61% 12% 

Oil refiners a 

1.164 37% 3.721 23% 31% 

Methanol producers 0.303 10% 1.428 9% 21% 

Other 0.121 4% 0.482 3% 25% 

Merchant users 0.379 12% 0.570 4% 67% 

Total 3.153 100% 15.864 100% 20% 

Source: 

Hydrogen, Chemical Economics Handbook program, SRI Consulting, Menlo Park, CA, July 2001. 

Note: 

Captive users consume hydrogen at the site where it is produced. Merchant users consume 

hydrogen at sites other than where it is produced.

The Department of Energy is currently developing systems which will store hydrogen on-board a light 

vehicle. Below is a list of storage technologies and the advantages/disadvantages of each The DOE 

goals for on-board hydrogen storage systems are listed at the bottom of the table. 

Table 6.9 

Hydrogen Storage Systems for On-Board Light Vehicles 

Storage technology System status Advantages/disadvantages 

Chemical hydride 

Complex metal hydride 

Liquid hydrogen 

10,000 psi compressed 

hydrogen tanks 

5,000 psi compressed 

hydrogen tanks 

1.6 kWh/kg, 1.4 kWh/L, 

$8/kWh 

0.8 kWh/kg, 0.6 kWh/L, 

$16/kWh 

2.0 kWh/kg, 1.6 kWh/L, 

$6/kWh 

1.9 kWh/kg, 1.3 kWh/L, 

$16/kWh 

2.1 kWh/kg, 0.8 kWh/L, 

$12/kWh 

Department of Energy 2010 and 2015 System Goals a 

Year 2010 

• 2.0 kWh/kg (6 wt%) 

• 1.5 kWh/L 

• $4/k Wh 

Low pressure 

Low cost, energy-efficient regeneration 

processes have not been developed 

By-product removal 

Low pressure 

Reversible H 2 uptake and release 

Insufficient storage capacity at practical 

temperature and pressure 

Lowest capital cost 

Highest gravimetric and volumetric 

capacities 

Most energy intensive 

Boil-off requires venting, and presents an 

energy penalty and a potential safety hazard 

Near-term solution to hydrogen storage 

Most energy efficient method to densify H 2 

High pressure 

Cost is high due to high pressure 

containment materials 

Year 2015 

• 3.0 kWh/kg (9 wt%) 

• 2.7 kWh/L 

• $2/kWh 

Source: 

U.S. Department of Energy, Hydrogen, Fuel Cells & Infrastructure Technologies Program, 2003. 

a Goals apply to all storage technologies and are for the complete system including storage material, 

packaging, regulators, valves, and any thermal management or other ancillary equipment; cost goals and status 

are based on high-volume production. 


6–13

6–14 

Table 6.10 

Properties of Conventional and Alternative Fuels 

Property Gasoline No. 2 diesel Methanol Ethanol 

Chemical formula C4 to C12 C10 to C20 CH3OH C2H5OH Physical state Liquid Liquid Liquid Liquid 

Molecular weight 

Composition (weight %) 

100–105 .200 32.04 46.07 

Carbon 

85–88 

84–87 

37.5 

52.2 

Hydrogen 

12–15 

33–16 

12.6 

13.1 

Oxygen 

0 

0 

49.9 

34.7 

Main fuel source(s) Crude oil Crude oil 

Natural gas, coal, or 

woody biomass 


Corn, grains, or 

agricultural waste 

Specific gravity (60< F/ 60< F) 0.72–0.78 0.81–0.89 0.796 0.796 

Density (lb/gal @ 60< F) 6.0–6.5 6.7–7.4 6.63 6.61 

Boiling temperature (F

There are many types of fuel cells which can be used in many different applications. The Proton 

Exchange Membrane Fuel Cells (PEMFCs) are the best candidates for transportation-related 

applications, such as cars, trucks, buses and small portable devices, due to their relatively low operating 

temperatures and their ability to vary their output to meet changing power demands. 

Table 6.11 

Fuel Cell Type Comparison 

Operating 

Electrical Possible 

Electrolyte Temperature Efficiency Power Applications 

Alkaline Potassium Hydroxide 60 - 90°C 45 - 60% Up to 20 kW Submarines, spacecraft 

Direct 

Methanol 

Molten 

Carbonate 

Phosphoric 

Acid 

Proton 

Exchange 

Membrane 

Polymer Membrane 60 - 130°C 40% < 1 kW Portable applications 

Immobilized Liquid 

Molten Carbonate 

Immobilized Liquid 

Phosphoric Acid 

Ion Exchange 

Membrane 

650°C 45 - 60% > 1 MW Power stations 

200°C 36 - 38% > 50 kW Power stations 

80°C 35 - 60% Up to 250 kW 


Cars, buses, residential 

energy supply 

Solid Oxide Ceramic 1,000°C 50 - 65% Up to 1 MW Small power stations 

Source: 

Fuel Cell Today, http://www.fuelcelltoday.com . 

6–15

Source 

Chapter 7 

Fleet Vehicles and Characteristics 


Figure 7.1 Fleet automobiles, 2002 5,350,000 

Figure 7.1 Fleet trucks # 19,500 lbs. GVW, 2002 5,127,000 

Table 7.4 Average annual miles per automobile 

Business fleets 22,780 

Utility fleets 13,399 

Government fleets 12,895 

Table 7.4 Average annual miles per light truck 

(

7–2 

Significant changes have been made in recent years to fleet vehicle estimations. Newly available data improve 

the accuracy of fleet vehicle estimates but, at the same time, make it impossible to compare the data historically. 

Therefore, only the latest data are presented here. 

Figure 7.1. Fleet Vehicles in Service as of February 1, 2002 

Source: 

Bobit Publishing Company, Automotive Fleet Research Department, Automotive Fleet Factbook 2003, 

Redondo Beach, CA, 2003. (Additional resources: www.fleet-central.com) 

a Taxi category includes vans. 

b Rental category includes vans and sports utility vehicles under automobiles, not trucks. 


According to these estimates of light fleet vehicle population, utility and government fleets have a greater share 

of light trucks in their light vehicle population than business fleets do. This is also reflected in the new vehicle 

purchases. 

Table 7.1 

Light Vehicles in Fleets of 10 or More, 2000 

Business Utility Government 

Cars 60.7% 41.5% 37.7% 

Light trucks a and vans 39.3% 58.5% 62.3% 

Total light vehicles 7,694,733 763,190 3,152,831 

Source: 

See Appendix A for Fleet Vehicle Data, Light Fleet Vehicle Population. 

Table 7.2 

New Light Fleet Vehicle Purchases by Vehicle Type, 2000 

Business Utility Government 

Cars 73.2% 11.8% 47.1% 

Light trucks a and vans 26.8% 88.2% 52.9% 

Total light vehicles 2,146,351 355,989 235,085 

Source: 

See Appendix A for Fleet Vehicle Data., Light Fleet Vehicle New Sales. 

a In this study, light trucks are

7–4 

The average length of service for an intermediate size fleet car is 30 months. Of the light vehicle types, 

full-size vans have the longest average months in service. Medium trucks are in service for an average 

of 70 months. 

Table 7.3 

Average Length of Time Business Fleet 

Vehicles are in Service, 2001 

Vehicle type 

Average months 

in service 

Compact cars 21.1 

Intermediate cars 25.8 

Pickup trucks 30.4 

Minivans 27.1 

Sport utility vehicles 25.1 

Full-size vans 29.4 

Medium trucks 70.4 

Source: 

Bobit Publishing Company, Automotive Fleet Factbook 2002, pp. 52-60. 

(Additional resources: www.fleet-central.com) 

Note: 

Based on data collected from four leading Fleet Management companies. 

Table 7.4 

Average Annual Vehicle-Miles of Travel 

for Fleet Vehicles, 2000 

Vehicle type Business Utility Government 

Cars 22,780 13,399 12,895 

Light trucks a 26,282 12,096 6,797 

All light vehicles 24,158 12,583 8,328 

Source: 

See Appendix A for Fleet Vehicle Data, Light Fleet Vehicle Travel. 

a In this study, light trucks are

These data, which apply to domestic Federal fleet vehicles, indicate that sedans and station wagons have 

the highest average annual miles per vehicle, followed closely by buses. There is a 6,000-mile difference 

in the average for 4x2 light trucks as opposed to 4x4 light trucks. 

Figure 7.2. Average Miles per Domestic Federal Vehicle by Vehicle Type, 2001 

Source: 

U.S. General Services Administrations, Federal Vehicle Policy Division, FY 2001 Federal Fleet Report, 

Washington, DC, 2002, Table 5. 

(Additional resources: policyworks.gov/org/main/mt/homepage/mtv/mtvhp.htm) 


7–5

7–6 

a Federally-owned and commercially-leased domestic vehicles. 

b 

Less than 8,500 lbs GVWR. Includes ambulances. 

c 

8,501–23,999 lbs GVWR. 

d 

24,000 lbs. or more GVWR. 

e Most are leased by other Federal agencies. 

Table 7.5 

Federal Government Vehicles by Agency, Fiscal Year 2001 a 

Light 

Department or Agency Autos Buses trucksb Medium 

trucksc Heavy 

trucksd DOMESTIC 

Total 

General Services Administratione 54,039 3,145 76,593 30,885 3,902 168,564 

Department of Justice 21,414 373 14,519 3,958 504 40,768 

Department of Agriculture 3,439 39 24,762 5,395 650 34,285 

Department of Treasury 11,030 12 5,114 434 202 16,792 

Department of the Interior 1,299 158 9,502 3,293 2,014 16,266 

Department of Energy 467 141 2,321 960 1,402 5,291 

Tennessee Valley Authority 585 0 921 905 353 2,764 

Department of Veterans Affairs 121 106 1,056 225 136 1,644 

National Aeronautics and Space Administration 104 71 357 223 111 866 

Department of Transportation 73 11 415 96 198 793 

Department of Health and Human Services 155 6 351 68 102 682 

Department of Commerce 117 2 313 50 10 492 

Department of State 132 1 143 8 12 296 

Department of Housing and Urban Development 133 0 83 4 0 220 

Environmental Protection Agency 15 1 80 39 28 163 

Smithsonian Institution 9 5 122 21 5 162 

Federal Communications Commission 53 0 63 0 0 116 

National Science Foundation 14 5 66 8 16 109 

All other departments or agencies 45 2 65 28 10 150 

DOMESTIC CIVILIAN AGENCIES 93,244 4,078 136,846 46,600 9,655 290,423 

Department of Air Force 1,073 968 9,301 12,838 4,451 28,631 

Department of Navy 2,428 373 11,648 6,181 3,215 23,845 

Department of Army 471 205 2,983 4,603 1,670 9,932 

United States Marine Corps 170 191 541 707 751 2,360 

Defense Agencies 1,923 0 75 1 0 1,999 

Corps of Engineers Civil 0 0 95 234 355 684 

DOMESTIC MILITARY AGENCIES 6,065 1,737 24,643 24,564 10,442 67,451 

U.S. POSTAL SERVICE 9,214 0 181,504 10,874 4,713 206,305 

TOTAL DOMESTIC FLEETS 

FOREIGN 

108,523 5,815 342,993 82,038 24,810 564,179 

Department of State 1,743 20 2,113 1,843 99 5,818 

General Services Administratione 1,753 160 2,260 402 150 4,725 

Department of Justice 312 0 512 14 0 838 

U.S. Agency for International Development 99 9 635 64 15 822 

Department of Agriculture 23 0 160 1 1 185 

Department of Commerce 87 0 90 0 0 177 

Department of Health and Human Services 24 0 151 0 0 175 

All other departments or agencies 88 1 61 4 0 154 

FOREIGN CIVILIAN AGENCIES 4,129 190 5,982 2,328 265 12,894 

Department of Air Force 865 482 3,830 4,471 1,848 11,496 

Department of Navy 465 163 2,572 662 850 4,712 

Department of Army 368 62 1,156 166 176 1,928 

United States Marine Corps 194 14 603 55 39 905 

FOREIGN MILITARY AGENCIES 1,892 721 8,161 5,354 2,913 19,041 

TOTAL FOREIGN FLEETS 6,021 911 14,143 7,682 3,178 31,935 

GRAND TOTAL OF ALL FLEETS 114,544 6,726 357,136 89,720 27,988 596,114 

Source: 

U.S. General Services Administration, Federal Supply Service, FY 2001 Federal Fleet Report, Washington, DC, 2003, Table 14. 



Table 7.6 

Federal Fleet Vehicle Acquisitions 

by Fuel Type, FY 1998–2001 

FY98 FY99 FY00 FY01 

Gasoline 48,338 54,625 38,561 18,886 

Diesel 2,503 3,100 1,700 2,569 

Natural gas 1,139 1,836 1,469 371 

Ethanol/E-85 3,015 3,886 5,615 1,466 

Electricity 36 11 620 8 

Other 0 107 0 0 

Methanol/M-85 104 33 10 3 

LPG 91 33 63 22 

Biodiesel 0 5 0 0 

Hydrogen 0 0 0 0 

Total 55,226 63,636 48,038 23,325 

Source: 


Washington, DC, 2003, Chart 16. 


Table 7.7 

Fuel Consumed by Federal Government Fleets, FY 1998–2001 

(thousand gasoline equivalent gallons) 

FY98 FY99 FY00 FY01 

Gasoline 251,478 275,879 284,480 281,791 

Diesel 55,188 63,942 70,181 70,761 

CNG 5,510 4,019 865 2,387 

Electricity 63 25 1 35 

Biodiesel 11 128 569 1,315 

Methanol/M-85 232 13 14 5 

LPG 43 26 34 102 

Ethanol/E-85 3,708 130 347 5,900 

LNG 0 1 0 0 

Other 195 2,143 0 0 

Total 316,428 346,306 356,491 362,296 

Source: 


Washington, DC, 2003, Charts 8 and 9. 



7–7

7–8 

The Energy Policy Act of 1992 (EPACT) set alternative fuel vehicle acquisition requirements for Federal and 

State Governments, alternative fuel providers and the private sector. Additional rule making has adjusted the 

original purchase requirements. State government and alternative fuel providers requirements began in 1997. 

Table 7.8 

Energy Policy Act Purchase Requirements of Light Alternative Fuel Vehicles 

Year Federal State 

Alternative fuel 

providers Privatea 1993 5,000 - - - 

1994 7,500 - - - 

1995 10,000 - - - 

1996 25% - - - 

1997 33% 10% 30% - 

1998 50% 15% 50% - 

1999 75% 25% 70% - 

2000 75% 50% 90% - 

2001 75% 75% 90% - 

2002 75% 75% 90% 20% 

2003 75% 75% 90% 40% 

2004 75% 75% 90% 60% 

2005 75% 75% 90% 70% 

2006–on 75% 75% 90% 70% 

Source: 

Final rule for the alternative fuels transportation programs, Federal Register, Vol. 61, p. 10622, 

March 14, 1996. 

Private alternative fueled vehicle acquisition requirements for private and local government fleets, 

Federal Register, vol. 62, p. 19701, April 23, 1997. 

a The Department of Energy is presently considering implementation of private and municipal fleet rule making. 


Source 

Chapter 8 

Household Vehicles and Characteristics 


Table 8.2 Vehicles per licensed driver, 2001 1.13 

Table 8.3 Average household transportation expense, 2000 19.1% 

Table 8.4 Share of households owning 3 or more vehicles 

1960 2.5% 

1970 5.5% 

1980 17.5% 

1990 17.3% 

2000 18.3% 

Figure 8.1 Average occupancy rates by vehicle type, 2001 

Automobile 1.57 

Pickup truck 1.48 

Sports Utility 1.76 

Van 2.22 

Table 8.12 Average annual miles per household vehicle, 2001 11,000 

Table 8.14 Share of workers who car pooled, 2000 11.2% 

Figure 8.4 Long-distance trips in the U.S., 1995 

Trips 1,001 million 

Person-miles 827 billion 


8–1

8–2 

Vehicle-miles are growing at a faster rate than vehicles and more than twice the rate of population. See Table 

8.2 for vehicles per capita and vehicle-miles per capita. 

a Estimates as of July 1. Includes Armed Forces stationed in the United States. 

b Data is not available. 

Table 8.1 

Population and Vehicle Profile, 1950–2001 

Resident 

population 

Year 

a 

Number of 

Number of 

Number of 

civilian 

Total vehicles in Total licensed employed 

households operation vehicle-miles drivers 

persons 

(thousands) (thousands) (thousands) (millions) (thousands) (thousands) 

1950 151,868 43,554 43,256 458,246 62,194 58,918 

1955 165,069 47,874 55,804 605,646 74,686 62,170 

1960 179,979 52,799 66,582 718,762 87,253 65,778 

1965 193,526 57,251 82,067 887,812 98,502 71,088 

1970 203,984 63,401 98,136 1,109,724 111,543 78,678 

1975 215,465 71,120 120,054 1,327,664 129,791 85,846 

1980 227,225 80,776 139,832 1,527,295 145,295 99,303 

1985 237,924 86,789 157,048 1,774,826 156,868 107,150 

1986 240,133 88,458 162,094 1,834,872 159,487 109,597 

1987 242,289 89,479 167,193 1,921,204 161,975 112,440 

1988 244,499 91,061 171,741 2,025,962 162,853 114,968 

1989 246,819 92,830 175,960 2,096,487 165,555 117,342 

1990 249,623 93,347 179,299 2,144,362 167,015 118,793 

1991 252,981 94,312 181,438 2,172,050 168,995 117,718 

1992 256,514 95,689 181,519 2,247,151 173,125 118,492 

1993 259,916 96,391 186,315 2,296,378 173,149 120,259 

1994 263,126 97,107 188,714 2,357,588 175,403 123,060 

1995 266,278 98,990 193,441 2,422,696 176,628 124,900 

1996 269,394 99,627 198,294 2,485,848 179,539 126,708 

1997 272,647 101,018 201,071 2,561,695 182,709 129,558 

1998 275,854 102,528 205,043 2,631,522 184,980 131,463 

1999 279,040 103,874 209,509 2,691,056 187,170 133,488 

2000 282,797 104,705 213,300 2,746,925 190,625 135,208 

2001 284,797 b 216,683 2,781,462 191,276 135,073 


1950–2001 1.2% 

b 

3.2% 3.6% 2.2% 1.6% 

1991–2001 

Source: 

1.2% 

b 

1.8% 2.5% 1.2% 1.4% 

Resident population, total households, and civilian employed persons - U.S. Department of Commerce, Bureau of the Census, 

Statistical Abstract of the United States–2002, 122nd edition, Washington, DC, 2002, pp. 8, 49, 367, and annual. (Additional 

resources: www.census.gov) 

Vehicles in operation - The Polk Company. FURTHER REPRODUCTION PROHIBITED. (Additional resources: www.polk.com) 

Licensed drivers and vehicle-miles - U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2001, 

Tables DL-20 and VM-1, and annual. (Additional resources: www.fhwa.dot.gov) 


Vehicle-miles per capita have nearly reached 10,000 miles. There were 1.6 vehicles for every employed civilian 

in the U.S. in 2001. 

Table 8.2 

Population and Vehicle Ratios, 1950–2001 

Vehicles per Vehicle-miles 

Vehicles per 

civilian employed 

Year 

capita per capita 

persons 

1950 0.285 3,029 0.73 

1955 0.338 3,656 0.90 

1960 0.370 3,994 1.01 

1965 0.424 4,587 1.15 

1970 0.481 5,440 1.25 

1975 0.557 6,162 1.40 

1980 0.615 6,722 1.41 

1985 0.660 7,460 1.47 

1986 0.675 7,641 1.48 

1987 0.690 7,929 1.49 

1988 0.702 8,286 1.49 

1989 0.713 8,494 1.50 

1990 0.718 8,590 1.51 

1991 0.717 8,586 1.54 

1992 0.708 8,760 1.53 

1993 0.717 8,835 1.55 

1994 0.717 8,960 1.53 

1995 0.726 9,098 1.55 

1996 0.736 9,228 1.56 

1997 0.737 9,396 1.55 

1998 0.743 9,540 1.56 

1999 0.751 9,644 1.57 

2000 0.754 9,713 1.58 

2001 0.761 9,766 1.60 


1950–2001 2.0% 2.3% 1.6% 

1991–2001 0.5% 1.3% 0.4% 

Source: 

Resident population and civilian employed persons - U.S. Department of Commerce, Bureau of the Census, Statistical 

Abstract of the United States–2002, 122nd edition, Washington, DC, 2002, pp. 8, 367, and annual. 

(Additional resources: www.census.gov) 

Vehicles in operation - The Polk Company. FURTHER REPRODUCTION PROHIBITED. (Additional resources: 

www.polk.com) 

Vehicle-miles - U.S. Department of Transportation, Federal Highway Administration, Highway Statistics 2001, Table 

VM-1 and annual. 



8–3


Transportation (19.1%) is second only to housing (31.7%) as the largest expenditure for the average household. In 2001, approximately 16.3% of transportation 

expenditures were for purchasing gasoline and motor oil. There is an average of two vehicles per household. 

All 

households 

Table 8.3 

Average Annual Expenditures of Households by Income, 2001 a 

Less than 

$5,000 

$5,000– 

$9999 

$10,000– 

$14999 

$15,000– 

$19,999 

a 

Public assistance monies are included in reported income. Data for those reporting income. 

b 

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. 

Income before taxes 

$20,000– 

$29,999 

$30,000– 

$39,999 

$40,000– 

$49,999 

$50,000– 

$69,999 

$70,000 and 

over 

Total expenditures $41,395 $20,517 $16,625 $20,642 $25,028 $28,623 $35,430 $40,900 $50,136 $76,124 

Percentage of total expendituresb Foodc 14.6% 18.9% 19.5% 17.6% 16.0% 16.5% 15.2% 15.4% 14.5% 12.8% 

Housing 31.7% 35.6% 36.2% 36.2% 33.2% 33.3% 31.1% 29.9% 30.6% 31.0% 

Apparel and services 4.5% 5.4% 4.5% 4.2% 5.1% 3.7% 4.6% 4.6% 4.3% 4.6% 

Transportation 19.1% 16.7% 16.4% 17.1% 18.5% 19.7% 21.3% 21.2% 19.7% 18.2% 

Vehicle purchases (net outlay) 9.1% 8.3% 8.1% 8.2% 8.6% 9.4% 10.9% 10.2% 9.2% 8.5% 

Gasoline and motor oil 3.1% 3.1% 3.1% 3.1% 3.4% 3.7% 3.5% 3.6% 3.2% 2.7% 

Other vehicle expenditures 5.9% 4.1% 4.3% 4.9% 5.4% 5.8% 6.1% 6.8% 6.4% 5.8% 

Public transportation 1.0% 1.0% 0.8% 0.9% 0.9% 0.8% 0.8% 0.6% 0.9% 1.2% 

Health care 5.4% 5.6% 7.7% 8.7% 8.6% 7.3% 6.2% 5.5% 5.0% 3.8% 

Entertainment 4.9% 4.5% 3.8% 3.8% 5.2% 4.1% 4.6% 4.8% 5.3% 5.2% 

Personal Insurance & pensions 10.9% 1.7% 2.0% 3.4% 4.8% 6.2% 8.5% 9.9% 11.8% 15.2% 

Othersd 9.0% 11.6% 10.0% 8.9% 8.7% 9.1% 8.5% 8.6% 8.7% 9.1% 

Householdse (thousands) 88,735 4,100 6,829 8,099 7,014 12,075 10,508 8,737 12,480 18,892 

Percentage of households 100% 4.6% 7.7% 9.1% 7.9% 13.6% 11.8% 9.8% 14.1% 21.3% 

Average number of vehicles in HH 

Source: 

2.0 1.0 0.9 1.1 1.5 1.7 1.9 2.2 2.5 2.9 

U.S. Department of Labor, Bureau of Labor Statistics, web site: www.bls.gov/pub/special.requests/ce/share/2001/income.txt, April 2003. (Additional resources: www.bls.gov) 

8–4

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. 

Table 8.4 

Household Vehicle Ownership, 1960–2000 Census 

(percentage) 

No 

vehicles 

One 

vehicle 

Two 

vehicles 

Three or 

more 

vehicles 

a Estimates using Census Bureau data; these data on the total number of vehicles do not match the figures on 

Table 8.1. The figures on Table 8.1, from R.L. Polk and Company, are the preferred data. 


Total 

vehicles a 

1960 21.53% 56.94% 19.00% 2.53% 54,766,718 

1970 17.47% 47.71% 29.32% 5.51% 79,002,052 

1980 12.92% 35.53% 34.02% 17.52% 129,747,911 

1990 11.53% 33.74% 37.35% 17.33% 152,380,479 

2000 9.35% 33.79% 38.55% 18.31% 179,417,526 

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) 

8–5

8–6 

2001 National Household Travel Survey 

The Department of Transportation (DOT) colleted data on daily trips in 1969, 1977, 1983, 1990 and 

1995 via the Nationwide Personal Transportation Survey (NPTS). Data on longer trips were collected in 

1977 and 1995 via the American Travel Survey (ATS). For 2001, the DOT combined the collection of long 

trip and daily trip data into one survey – the 2001 National Travel Household Travel Survey (NHTS). 

The NHTS is the nation’s inventory of daily and long-distance travel. The survey includes demographic 

characteristics of households, people, vehicles, and detailed information on daily and longer-distance 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 and ATS 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 2001 survey 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 impossible 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. 

Version 1 of the NHTS data containing the daily trip data were released in January 2003 and are 

available at the Internet site: nhts.ornl.gov. Data in this report are all generated from the Version 1 NHTS 

databases. Subsequent versions of the databases will contain long trip data and revisions to the daily trip 

data. 

Table 8.5 

Demographic Statistics from the 1969, 1977, 1983, 1990, 1995 NPTS and 2001 NHTS 

1969 1977 1983 1990 1995 2001 

Percent 

change 

1969–2001 

Persons per household 3.16 2.83 2.69 2.56 2.63 2.58 -18% 

Vehicles per household 1.16 1.59 1.68 1.77 1.78 1.90 64% 

Workers per household 1.21 1.23 1.21 1.27 1.33 1.35 12% 

Licensed drivers per household 1.65 1.69 1.72 1.75 1.78 1.77 8% 

Vehicles per worker 0.96 1.29 1.39 1.40 1.34 1.41 46% 

Vehicles per licensed driver 0.70 0.94 0.98 1.01 1.00 1.07 52% 

Average vehicle trip length (miles) 

Source: 

8.89 8.34 7.90 8.98 9.06 9.82 10% 

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 and 2001 were generated from the Internet sites www-cta.ornl.gov/npts, and nhts.ornl.gov. 


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. 


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 8.6 

Average Annual Vehicle-Miles, Vehicle Trips and 

Trip Length per Household 

1969, 1977, 1983, 1990, 1995 NPTS and 2001 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 5,783 21,253 

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 

Average vehicle trip length (miles) 

2,189 

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 9.8 

Source: 

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. Data for 1995 were generated from the Internet site wwwcta.ornl.gov/npts. 

1990 adjusted data - Oak Ridge National Laboratory, Oak Ridge, TN, 

August 1998. 2001 NHTS data were generated from the Internet site nhts.ornl.gov. 

(Additional resources: www.fhwa.dot.gov, www-cta.ornl.gov/npts) 

aIt is believed that the methodology changes in the 1995 NPTS did not affect journey-to-work trips; therefore, 

no adjustment is necessary. 


8–7

8–8 

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 8.7 

Average Annual Person-Miles Traveled (PMT), Person Trips and Trip Length 

per Household by Selected Trip Purposes 

1983, 1990, 1995 NPTS and 2001 NHTS 

Journey-to-worka Social and 

All 

Shopping recreational purposesb Average annual PMT per household 

1983 4,586 (20%) 2,567 (11%) 8,964 (39%) 22,802 (100%) 

1990 original 5,637 (23%) 2,674 (11%) 8,567 (35%) 24,803 (100%) 

1990 adjusted 5,637 (19%) 3,343 (11%) 11,308 (37%) 30,316 (100%) 

1995 7,740 (22%) 4,659 (14%) 10,571 (31%) 34,459 (100%) 

2001 6,770 (18%) 5,086 (14%) 11,215 (30%) 37,498 (100%) 

Average annual person trips per household 

1983 537 (20%) 474 (18%) 728 (28%) 2,628 (100%) 

1990 original 539 (20%) 504 (19%) 662 (25%) 2,673 (100%) 

1990 adjusted 539 (17%) 630 (19%) 874 (27%) 3,262 (100%) 

1995 676 (18%) 775 (20%) 953 (25%) 3,828 (100%) 

2001 567 (15%) 742 (19%) 1,031 (27%) 3,828 (100%) 

Average person trip length (miles) 

1983 8.5 5.4 12.3 8.7 

1990 original 10.7 5.4 13.2 9.5 

1990 adjusted 10.7 5.4 13.2 9.5 

1995 11.6 6.1 11.3 9.1 

2001 12.2 7.0 11.1 10.0 

Source: 

U.S. Department of Transportation, Federal Highway Administration, Nationwide Personal Transportation 

Study, Public Use Tapes, Washington, DC. Data for 1995 and 2001 were generated from the Internet sites 

www-cta.ornl.gov/npts and nhts.ornl.gov. 1990 adjusted data - Oak Ridge National Laboratory, Oak Ridge, 

TN, August 1998. (Additional resources: www.fhwa.dot.gov, www-cta.ornl.gov/npts) 

Note: 

Average person trip length for 1990 and 1995 is calculated using only those records with trip mileage 

information present. “All purposes” includes unreported trip purposes. 

aIt is believed that the methodology changes in the 1995 NPTS did not affect journey-to-work trips; therefore, 

no adjustment is necessary. 

bIncludes trip purposes not shown on this table. 


In 2001 vehicle-miles traveled (vmt) for a three-person household is over 28,000 miles. The number of 

drivers in a household makes a big difference in vmt, as does the presence of children in the household. 

Households with children have 74% more vmt than households without children. 

Table 8.8 

Average Number of Vehicles and Vehicle Travel per Household, 

1990 NPTS and 2001 NHTS 

Average 

number of vehicles 

per household 

Average 

vehicle-miles traveled 

per household 

Number of Licenced 

Drivers 

1990 2001 1990 2001 

1 1.5 1.2 15,200 9,800 

2 2.1 2.2 22,900 26,000 

3 2.9 3.0 29,400 36,400 

4 or more 3.8 3.9 40,500 48,400 

Household size 

1 person 1.2 1.0 11,400 7,800 

2 persons 1.9 2.0 19,300 21,000 

3 persons 2.2 2.3 23,700 28,200 

4 persons 2.4 2.4 25,300 29,400 

5 persons 2.4 2.5 24,900 32,600 

6 or more persons 2.7 2.6 29,200 35,000 

Household urban status 

Urban 1.9 1.8 19,000 19,400 

Rural 2.1 2.3 22,200 28,500 

Household composition 

With children 2.2 2.3 24,100 28,700 

Without children 1.8 1.7 17,600 16,500 

All households 1.8 1.9 18,300 21,300 

Source: 

Generated from the Department of Transportation, Federal Highway Administration, 

Nationwide Personal Transportation Survey Public Use Files, Washington, DC, 

2000 and the National Household Travel Survey Internet site: nhts.ornl.gov. 

(Additional resources: www-cta.ornl.gov/npts) 


8–9

8–10 

While automobile occupancy declined slightly from 1995 to 2001, all other vehicle types showed increased 

occupancy. Vans and sport utility vehicles have higher vehicle occupancies than automobiles. 

Figure 8.1. Average Vehicle Occupancy by Vehicle Type, 1995 NPTS and 2001 NHTS 

Source: 

U.S. Department of Transportation, Federal Highway Administration, Nationwide Personal Transportation 

Survey, Washington, DC, 1997. 

(Additional resources: www.fhwa.dot.gov, www-cta.ornl.gov/npts, nhts.ornl.gov) 


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 8.2. Average Vehicle Occupancy by Trip Purpose 

1977 NPTS and 2001 NHTS 

Source: 

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 

2001 NHTS were generated from the Internet site nhts.ornl.gov, June 2003. 

(Additional resources: www.fhwa.dot.gov, nhts.ornl.gov) 


8–11

8–12 

As households owned more vehicles, the average annual miles for the most frequently driven vehicle increased. 

For example, the most frequently driven vehicle in five-vehicle households was driven 36% more per year 

than the one in two-vehicle households (15,019 miles vs. 20,467 miles). 

Table 8.9 

Average Annual Miles per Vehicle by Household Vehicle Ownership, 2001 NHTS 

Vehicle a 

One-vehicle 

household 

Two-vehicle 

household 

a Vehicles are ranked by descending annual miles driven. 

Three-vehicle 

household 

Four-vehicle 

household 


Five-vehicle 

household 

#1 10,306 15,019 16,951 19,092 20,467 

#2 - 7,505 8,951 10,212 11,433 

#3 - - 4,101 5,673 6,825 

#4 - - - 2,851 3,883 

#5 - - - - 2,000 

Average 

Source: 

10,306 11,775 11,000 10,711 10,327 

Generated from the National Household Travel Survey Internet site nhts.ornl.gov. 

Vehicle a 

Table 8.10 

Average Age of Vehicles by Household Vehicle Ownership, 2001 NHTS 

One-vehicle 

household 

Two-vehicle 

household 

Three-vehicle 

household 

Four-vehicle 

household 

Five-vehicle 

household 

#1 8.1 6.8 7.1 7.2 7.6 

#2 - 8.9 9.1 9.2 9.1 

#3 - - 12.5 11.7 11.4 

#4 - - - 15.0 14.8 

#5 - - - - 16.3 

Average 

Source: 

8.1 7.7 9.1 10.1 11.0 

Generated from the National Household Travel Survey Internet site nhts.ornl.gov.

The average annual miles per vehicle declined from 1995 to 2001. With households having more and 

more vehicles at their disposal, each vehicle is being driven fewer miles. 

Vehicle age 

(years) 

Table 8.11 

Average Annual Miles Per Household Vehicle by Vehicle Age 

1983 

self-reported 

1990 

self-reported 

1995 

self-reported 


2001 

self-reported 

Under 1 8,200 19,600 15,900 15,000 

1 15,200 16,800 16,800 14,300 

2 16,800 16,600 15,500 13,700 

3 14,500 14,700 14,400 12,900 

4 13,000 13,600 14,100 12,400 

5 12,100 12,900 13,500 12,000 

6 11,300 13,200 13,200 11,700 

7 10,000 12,400 12,800 11,400 

8 9,800 12,600 12,200 11,100 

9 9,000 11,500 12,200 10,700 

10 and older 7,300 9,200 8,900 7,400 

All household 

vehicles 10,400 12,500 12,200 11,000 

Source: 

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: Generated from the Internet site: wwwcta.ornl.gov/npts. 

(Additional resources: www.fhwa.dot.gov, www.eia.doe.gov) 

Note: 

Data include all household vehicles, and have been rounded to the nearest hundred. 

8–13

8–14 

Historically, the data from the Nationwide Personal Transportation Survey (NPTS) are based 

on estimates reported by survey respondents. For the 1995 survey, odometer data was also 

collected. These data indicate that respondents overestimate the number of miles driven in a 

year. 

Table 8.12 

Self-Reported vs. Odometer Average Annual Miles, 1995 NPTS 

Vehicle age 

(years) 

1995 

self-reported 

1995 

odometer 

Under 1 15,900 15,600 

1 16,800 14,500 

2 15,500 14,800 

3 14,400 13,800 

4 14,100 12,900 

5 13,500 12,700 

6 13,200 12,400 

7 12,800 11,600 

8 12,200 11,300 

9 12,200 11,200 

10 and older 

All household 

8,900 9,000 

vehicles 12,200 11,800 

Source: 

Generated from the Internet site www-cta.ornl.gov/npts. 


According to the U.S. Census data, the percentage of workers who car pooled has dropped from 19.7% in 1980 

to 11.2% in 2000. The percent of workers using public transit declined from 6.4% to 5.3% in the ten year period 

between 1980 and 1990, but stayed relatively the same from 1990 to 2000 (5.2%). The average travel time 

increased by 2.6 minutes from 1980 to 2000. 

Means of transportation 

Table 8.13 

Means of Transportation to Work, 1980, 1990 and 2000 Census 

a This category was "Bus or streetcar" in 1980. 


1980 Census 1990 Census 2000 Census 

Number 

of workers 

(thousands) Share 

Number 

of workers 



Number of 

workers 


Private vehicle 81,258 84.1% 99,593 86.5% 111,554 87.5% 

Drove alone 62,193 64.4% 84,215 73.2% 97,247 76.3% 

Car pooled 19,065 19.7% 15,378 13.4% 14,307 11.2% 

Public transportation 6,175 6.4% 6,070 5.3% 6,575 5.2% 

Bus or trolley busa 3,925 4.1% 3,445 3.0% 3,572 2.8% 

a Streetcar or trolley car b 

b 

78 0.1% 88 0.1% 

Subway or elevated 1,529 1.6% 1,755 1.5% 1,981 1.6% 

Railroad 554 0.6% 574 0.5% 696 0.5% 

Ferryboat 

b b 

37 0.0% 43 0.0% 

Taxicab 167 0.2% 179 0.2% 194 0.2% 

Motorcycle 419 0.4% 237 0.2% 158 0.1% 

Bicycle 468 0.5% 467 0.4% 563 0.4% 

Walked only 5,413 5.6% 4,489 3.9% 3,413 2.7% 

Other means 703 0.7% 809 0.7% 1,099 0.9% 

Worked at home 2,180 2.3% 3,406 3.0% 4,075 3.2% 

Total workers 96,617 100.0% 115,070 100.0% 127,437 100.0% 

Average travel time (minutes) 21.7 22.4 24.3 

Source: 

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, American Fact Finder, factfinder.census.gov, Tables QT-03 and P047, 

August 2001. (Additional resources: www.census.gov) 

8–15

8–16 

More than half of workers had 15-29 minute commutes in 1990, but that dropped 

to 35% by 2000. The share of workers commuting less than 15 minutes 

increased the most in the ten-year period (14 percentage points), but the share 

of workers commuting 30 minutes or more also saw small increases. 

Table 8.14 

Workers by Commute Time, 1990 and 2000 Census 

Commute time 1990 2000 

Less than 15 minutes 15.9% 30.1% 

15–29 minutes 51.6% 36.3% 

30–39 minutes 14.7% 15.7% 

40–59 minutes 9.0% 10.7% 

60 minutes or more 5.9% 7.3% 

Average travel time (minutes) 22.4 24.3 

Source: 

1990 - 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, FHWA-PL-94-012, Cambridge, MA, 1994, 

p. 2-6. 

2000 - U.S. Bureau of the Census, American Fact Finder, factfinder.census.gov, 

Tables QT-03 and P048, August 2001. 

(Additional resources: www.census.gov) 


Sales of bicycles with wheel sizes of 20-inches and over have grown at an average annual rate of 2% 

from 1981 to 2002. The largest growth in bicycle sales, however, were bicycles with wheel sizes under 

20 inches which grew at an average annual rate of 4.8%. 


Table 8.15 

Bicycle Sales, 1981–2002 

(millions) 

Wheel sizes 

under 

20 inches 

Wheel sizes 

of 20 inches 

and over 

1981 a 8.9 

All 

wheel sizes 

a 

1982 

a 

6.8 

a 

1983 

a 

9.0 

a 

1984 

a 

10.1 

a 

1985 

a 

11.4 

a 

1986 

a 

12.3 

a 

1987 

a 

12.6 

a 

1988 

a 

9.9 

a 

1989 

a 

10.7 

a 

1990 

a 

10.8 

a 

1991 

a 

11.6 

a 

1992 3.7 11.6 15.3 

1993 3.8 13.0 16.8 

1994 4.2 12.5 16.7 

1995 4.1 12.0 16.1 

1996 4.5 10.9 15.4 

1997 4.2 11.0 15.2 

1998 4.7 11.1 15.8 

1999 5.9 11.6 17.5 

2000 9.0 11.9 20.9 

2001 5.4 11.3 16.7 

2002 5.9 13.6 19.5 


1981–2002 

a 

2.0% 

a 

1992–2002 4.8% 1.6% 2.5% 

Source: 

1981–1996: Bicycle Manufacturers Association. 1997–on: The Bicycle Council. 

(Additional resources: www.nbda.com) 


8–17

8–18 

One-third of bicycle sales in 2002 were mountain bikes, which sold for an average of $450 per bike. 

Road bicycles, which list the most expensive average price, have been slowly gaining market share from 

2000 to 2002. Youth bicycles account for 28% of the bicycle market. 

Table 8.16 

Specialty Bicycle Sales by Year, 2000–2002 a 

Category 2000 2001 2002 

Average 2002 

price 

Mountain 41.0% 36.8% 33.8% $450.30 

Youth 28.5% 26.1% 28.3% $197.49 

Comfort 13.6% 20.8% 20.6% $339.15 

Hybrid 10.2% 8.8% 9.4% $404.66 

Road 3.6% 4.4% 5.3% $1,194.68 

Cruiser 2.8% 2.8% 2.2% $275.17 

Tandem 0.12% 0.11% 0.15% $887.91 

Source: 

National Bicycle Dealers Association Retail Data Capture Program. 

a Sales of top 19 bicycle brands through panel of retailers. 


In 2001, 5% of walk trips and 8% of bike trips were to/from work. More than half of all bike trips were 

for social/recreational purposes. Thirteen-percent of walk trips were shopping trips. 

Figure 8.3 Walk and Bike Trips by Trip Purpose, 

2001 NHTS 

Source: 

U.S. Department of Transportation, Federal Highway Administration, National Household Travel Survey 

web site: nhts.ornl.gov. 


8–19

8–20 

1995 American Travel Survey 

The American Travel Survey (ATS) was conducted by the Bureau of Transportation Statistics, 

U.S. Department of Transportation, to obtain information about the long-distance travel of persons 

living in the United States. Approximately 80,000 randomly selected households were interviewed 

for the survey, which collected information about all trips of 100 miles or more, one-way, taken by 

household members in 1995. The ATS data provide detailed information on state-to-state travel, as 

well as travel to and from metropolitan areas by mode of transportation. 

For additional information about the American Travel Survey, contact the Bureau of 

Transportation Statistics at (202) 366-3282 or visit the following Internet site: www.bts.gov/ats. 

New data on long-distance travel will be available in late 2003 from the 2001 National Household 

Travel Survey at nhts.ornl.gov. 

Figure 8.4 Long-Distance Trips by Destination, 1995 

Source: 

U.S. Department of Transportation, Bureau of Transportation Statistics, 1995 American Travel Survey 

Profile, Washington, DC, October 1997, p. 2. (Additional resources: www.bts.gov/ats) 

Note: 

Definitions of divisions and regions are in Appendix C. 


Personal-use vehicles are by far the most predominant means of transportation on long-distance trips 

(100 miles or more, one way); two-thirds of those personal vehicle trips are pleasure trips. 

Principal means of 

transportation Business 

Table 8.17 

Long-Distance Trips a by Mode and Purpose, 1995 

a A long-distance trip is any trip of 100 miles or more, one way. 

Main purpose of trip 

Pleasure 

Visit friends 

or relatives Leisure 

Total 

pleasure 


Personal 

business Total 

Person trips (thousands) 

Personal use vehicle 151,697 283,153 254,186 537,339 124,791 813,858 

Commercial airplane 67,083 41,881 31,581 73,462 15,386 155,936 

Intercity bus 286 1,830 690 2,519 439 3,244 

Charter or tour bus 1,281 1,198 9,253 10,451 2,514 14,247 

Train 1,342 2,004 944 2,948 704 4,994 

Ship, boat, or ferry 68 43 483 525 20 614 

Total person-trips 224,835 330,755 299,355 630,110 146,338 1,001,31 

Personal use vehicle 18.6 34.8 

Percentage 

31.2 66.0 15.3 100.0 

Commercial airplane 43.0 26.9 20.3 47.1 9.9 100.0 

Intercity bus 8.8 56.4 21.3 77.7 13.5 100.0 

Charter or tour bus 9.0 8.4 64.9 73.4 17.6 100.0 

Train 26.9 40.1 18.9 59.0 14.1 100.0 

Ship, boat, or ferry 11.1 7.0 78.7 85.5 3.3 100.0 

Total 22.5 33.0 29.9 62.9 14.6 100.0 

Source: 


Profile, Washington, DC, October 1997, p. 13. (Additional resources: www.bts.gov/ats) 

8–21

8–22 

Those with a household income of less than $25,000 account for more than half (54%) of 

intercity bus person-trips. Those with a household income of $50,000 or more account for 

two-thirds (66%) of commercial airplane person-trips. 

Figure 8.5. Shares of Long-Distance Person Trips by Mode and Household Income, 1995 

Source: 


Profile, Washington, DC, October 1997, p. 8. 

U.S. Department of Commerce, Bureau of the Census, Statistical Abstract of the United States, 117 th 

Edition, Washington, DC, 1997, p. 465. 

(Additional resources: www.bts.gov/ats, www.census.gov) 


Source 

Chapter 9 

Nonhighway Modes 


Passenger-miles, 2001 (millions) 

Table 9.2 Domestic and international air carrier 664,841 

Table 9.3 General aviation 16 

Table 9.12 Amtrak 5,571 

Table 9.13 Commuter rail 9,548 

Table 9.14 Transit rail 15,615 

Freight ton-miles, 2001 (millions) 

Table 9.5 Domestic waterborne commerce 622,000 

Table 9.9 Class I railroad 1,495,472 

Passenger energy use, 2001 (trillion Btus) 

Table 9.2 Domestic and international air carrier 2,599.4 

Table 9.3 General aviation 165.1 

Table 9.7 Recreational boats 313.5 

Table 9.12 Amtrak 19.8 

Table 9.13 Commuter rail 25.9 

Table 9.14 Transit rail 48.6 

Freight energy use, 2001 (trillion Btus) 

Table 9.5 Domestic waterborne commerce 276.2 

Table 9.9 Class I railroad 517.3 


9–1

9–2 

Nonhighway transportation modes accounted for about 20% of total transportation energy use in 2001. 

Table 9.1 

Nonhighway Energy Use Shares, 1970–2001 

Share of transportation energy use 

Nonhighway Transportation 

Year Air Water Pipeline Rail total total (trillion Btu) 

1970 8.5% 4.9% 6.5% 3.6% 23.6% 15,321 

1971 8.2% 4.4% 6.4% 3.5% 22.4% 15,945 

1972 7.7% 4.2% 6.1% 3.4% 21.5% 16,969 

1973 7.7% 4.6% 5.6% 3.5% 21.4% 17,824 

1974 7.3% 4.7% 5.5% 3.6% 21.1% 17,104 

1975 7.3% 4.9% 4.9% 3.2% 20.4% 17,356 

1976 7.2% 5.5% 4.4% 3.2% 20.3% 18,426 

1977 7.0% 6.3% 4.1% 3.1% 20.5% 19,157 

1978 7.1% 7.0% 3.9% 2.9% 20.9% 20,126 

1979 7.4% 8.1% 4.3% 3.0% 22.8% 20,135 

1980 7.6% 7.5% 4.7% 3.1% 22.9% 18,979 

1981 7.6% 8.6% 4.8% 3.0% 23.9% 19,120 

1982 7.8% 7.4% 4.6% 2.6% 22.5% 18,560 

1983 7.7% 6.8% 4.0% 2.6% 21.1% 18,677 

1984 8.3% 6.8% 4.1% 2.8% 22.0% 19,323 

1985 8.5% 6.7% 3.9% 2.6% 21.6% 19,659 

1986 9.0% 6.5% 3.6% 2.4% 21.5% 20,277 

1987 9.2% 6.5% 3.7% 2.4% 21.8% 20,742 

1988 9.3% 6.4% 4.1% 2.4% 22.2% 21,280 

1989 9.2% 6.5% 4.1% 2.4% 22.2% 21,580 

1990 9.6% 7.0% 4.3% 2.4% 23.2% 21,689 

1991 9.1% 7.5% 4.1% 2.3% 22.9% 21,279 

1992 9.0% 7.6% 3.9% 2.3% 22.7% 21,939 

1993 8.9% 6.7% 4.0% 2.3% 21.8% 22,393 

1994 9.0% 6.3% 4.2% 2.4% 21.8% 22,997 

1995 9.1% 6.5% 4.1% 2.4% 22.1% 23,536 

1996 9.2% 6.1% 4.1% 2.4% 21.8% 24,042 

1997 9.4% 5.4% 4.2% 2.4% 21.4% 24,404 

1998 9.5% 5.2% 3.6% 2.4% 20.7% 24,839 

1999 9.5% 5.5% 3.5% 2.3% 20.8% 26,034 

2000 9.7% 5.8% 3.4% 2.3% 21.2% 26,350 

2001 9.3% 4.5% 3.4% 2.4% 19.6% 25,899 

Source: 

Table 2.7. 


These data include all international and domestic certificated route air carrier statistics; therefore, the data are 

different than those in Chapter 2. All of the air carrier statistics declined in the year 2001, most likely due to the 

events of September 11, 2001, which caused air travel to decline drastically in the last quarter of the year. 

Table 9.2 

Summary Statistics for U.S. Domestic and International 

Certificated Route Air Carriers (Combined Totals), 1970–2001 a 

Revenue Average 

aircraft-miles passenger trip 

Year (millions) lengthb Revenue 

passenger-miles 

(miles) (millions) 

1970 2,383 678 131,719 f 

Available 

seat-miles 

(millions) 

Available 

seats per 

aircraft c 

Passenger 

load factor 

(percentage) d 

264,904 f 111 49.7% f 

aData are for all U.S. air carriers reporting on Form 41. 

bScheduled services of domestic operations only. The average passenger trip length for international operations is more than three and a half 

times longer than for domestic operations. 

cAvailable seats per aircraft is calculated as the ratio of available seat-miles to revenue aircraft-miles. 

dPassenger load factor is calculated as the ratio of revenue passenger-miles to available seat-miles for scheduled and nonscheduled services. 

eEnergy use includes fuel purchased abroad for international flights. 

fScheduled services only. 


Revenue cargo 

ton-miles 

(millions) 

Energy use 

(trillion Btu) e 

4,994 1,363.4 

1975 2,241 698 173,324 315,823 135 54.9% 5,944 1,283.4 

1980 2,924 736 267,722 448,479 148 59.7% 7,515 1,386.0 

1985 3,462 758 351,073 565,677 163 62.1% 9,048 1,701.4 

1986 3,873 767 378,923 623,073 161 60.8% 10,987 1,847.1 

1987 4,182 779 417,830 670,871 160 62.3% 13,130 1,945.9 

1988 4,355 786 437,649 696,337 160 62.9% 14,633 2,049.4 

1989 4,442 792 447,480 703,888 158 63.6% 16,347 2,087.4 

1990 4,724 803 472,236 753,211 159 62.7% 16,411 2,213.0 

1991 4,661 806 463,296 738,030 158 62.8% 16,149 2,085.2 

1992 4,899 806 493,715 772,869 158 63.9% 17,306 2,144.2 

1993 5,118 799 505,996 793,959 155 63.7% 19,083 2,169.7 

1994 5,360 787 537,506 809,240 151 66.4% 21,773 2,266.2 

1995 5,627 791 558,757 845,012 150 66.1% 23,375 2,338.6 

1996 5,855 802 596,164 859,720 147 69.3% 24,892 2,409.1 

1997 6,025 814 619,969 880,607 146 70.4% 27,610 2,514.2 

1998 6,227 812 635,517 899,851 145 70.6% 28,102 2,573.4 

1999 6,558 824 668,626 942,311 144 71.0% 28,984 2,653.1 

2000 6,944 833 708,419 980,379 141 72.3% 30,863 2,743.1 

2001 6,807 842 664,841 950,530 140 69.9% 27,882 2,599.4 


1970–2001 3.4% 0.7% 5.4% 4.2% 0.8% 5.7% 2.1% 

1991–2001 3.9% 0.4% 3.7% 2.6% -1.2% 5.6% 2.2% 

Source: 

U.S. Department of Transportation, Bureau of Transportation Statistics, Air Carrier Traffic Statistics Monthly, December 

2001/2000, Washington, DC, pp. 1–2, and annual. 

1970–76 Energy Use - Department of Transportation, Civil Aeronautics Board, Fuel Cost and Consumption, Washington, DC, 

1981, and annual. 

1977–2001 Energy Use - Department of Transportation, Bureau of Transportation Statistics, "Fuel Cost and Consumption Table," 

Washington, DC. (Additional resources: www.bts.gov, www.faa.gov) 

9–3

9–4 

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) rotocraft external 

load operations; (4) on-demand and commuter operations not covered under Federal Aviation Regulations Part 121; 

and (5) agricultural aircraft operations. 

Calendar year 

Table 9.3 

Summary Statistics for General Aviation, 1970–2001 

Total number 

of aircraft 

Aircraft 

hours flown 

(thousands) 

a Active fixed-wing general aviation aircraft only. 

b Includes rotocraft. 

Intercity passenger travel 

(billion passenger-miles) 


Energy use 

(trillion btu) 

1970 131,700 a 26,030 b 9.1 94.4 

1975 168,475 30,298 11.4 121.5 

1976 177,964 31,950 12.1 130.3 

1977 184,294 33,679 12.8 149.7 

1978 199,178 36,844 14.1 159.4 

1979 210,339 40,432 15.5 167.2 

1980 211,045 41,016 14.7 169.0 

1981 213,226 40,704 14.6 162.4 

1982 209,779 36,457 13.1 170.5 

1983 213,293 35,249 12.7 143.9 

1984 220,943 36,119 13.0 148.9 

1985 196,500 31,456 12.3 144.0 

1986 205,300 31,782 12.4 148.0 

1987 202,700 30,883 12.1 139.1 

1988 196,200 31,114 12.6 148.6 

1989 205,000 32,332 13.1 134.0 

1990 198,000 32,096 13.0 131.9 

1991 196,874 29,862 12.1 120.4 

1992 185,650 26,747 10.8 104.7 

1993 177,120 24,455 9.9 97.5 

1994 172,935 24,092 9.8 95.3 

1995 188,089 26,612 10.8 106.6 

1996 191,129 26,909 12.0 111.1 

1997 192,414 27,713 12.5 121.1 

1998 204,710 28,100 13.1 147.4 

1999 219,464 31,756 14.1 172.1 

2000 217,533 30,975 15.2 175.2 

2001 211,446 29,133 15.9 165.1 


1970–2001 1.5% 0.4% 1.8% 1.8% 

1991–2001 0.7% -0.2% 2.8% 3.2% 

Sources: 

Intercity passenger-miles - Eno Foundation for Transportation, Transportation in America 2001, 

Nineteenth edition, Lansdowne, VA, 2002, p. 45, and annual. 

All other- U.S. Department of Transportation, Federal Aviation Administration, General Aviation 

Activity and Avionics Survey: Calendar Year 2001, Tables 1.2, 1.5, 5.1, and annual. 

(Additional resources: apo.faa.gov/pubs.asp)

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 and has continued to grow 

each year since. 

Table 9.4 

Tonnage Statistics for Domestic and 

International Waterborne Commerce, 1970–2001 

(million tons shipped) 

Foreign and 

Year domestic total Foreign totala Domestic totalb Percent domestic 

of total 

1970 1,532 581 951 62.1% 

1975 1,695 749 946 55.8% 

1976 1,835 856 979 53.4% 

1977 1,908 935 973 51.0% 

1978 2,021 946 1,075 53.2% 

1979 2,073 993 1,080 52.1% 

1980 1,999 921 1,077 53.9% 

1981 1,942 887 1,054 54.3% 

1982 1,777 820 957 53.9% 

1983 1,708 751 957 56.0% 

1984 1,836 803 1,033 56.3% 

1985 1,788 774 1,014 56.7% 

1986 1,874 837 1,037 55.3% 

1987 1,967 891 1,076 54.7% 

1988 2,088 976 1,112 53.3% 

1989 2,140 1,038 1,103 51.5% 

1990 2,164 1,042 1,122 51.8% 

1991 2,092 1,014 1,079 51.6% 

1992 2,132 1,037 1,095 51.4% 

1993 2,128 1,060 1,068 50.2% 

1994 2,215 1,116 1,099 49.6% 

1995 2,240 1,147 1,093 48.8% 

1996 2,284 1,183 1,101 48.2% 

1997 2,334 1,221 1,113 47.7% 

1998 2,339 1,245 1,094 46.8% 

1999 2,323 1,261 1,062 45.6% 

2000 2,425 1,355 1,070 44.1% 

2001 2,387 1,344 1,042 43.7% 


1970–2001 1.4% 2.7% 0.3% 

1991–2001 1.3% 2.9% -0.3% 

Source: 

U.S. Department of the Army, Corps of Engineers, Waterborne Commerce of the United States, 

Calendar Year 2001, Part 5: National Summaries, New Orleans, Louisiana, 2002, Table 1-1, 

p. 1-3, and annual. (Additional resources: www.wrc-ndc.usace.army.mil/ndc) 

a All movements between the U.S. 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 U.S., Puerto Rico, and the Virgin Islands, excluding the Panama Canal. 

Beginning in 1996, fish was excluded for internal and intra port domestic traffic. 


9–5

9–6 

Table 9.5 

Summary Statistics for Domestic Waterborne Commerce, 1970–2001 

Average 

length of haul 

Energy 

intensity 

Number of 

Year vesselsa Ton-miles Tons shipped 

(billions) 

b 

Energy use 

(millions) (miles) (Btu/ton-mile) (trillion Btu) 

1970 25,832 596 949 628.2 545 324.8 

1975 31,666 566 944 599.9 549 311.0 

1976 33,204 592 976 606.3 468 277.3 

1977 35,333 599 969 618.0 458 274.3 

1978 35,723 827 1,072 771.6 383 316.6 

1979 36,264 829 1,076 770.0 457 378.7 

1980 38,792 922 1,074 856.4 358 329.8 

1981 42,079 929 1,051 884.0 360 334.5 

1982 42,079 886 954 929.0 310 274.9 

1983 41,784 920 953 964.6 319 293.7 

1984 41,784 888 1,029 862.5 346 307.3 

1985 41,672 893 1,011 883.5 446 398.6 

1986 40,308 873 1,033 845.3 463 404.0 

1987 40,000 895 1,072 835.0 402 370.7 

1988 39,192 890 1,106 804.3 361 321.3 

1989 39,209 816 1,097 743.2 403 328.6 

1990 39,233 834 1,118 745.7 388 323.2 

1991 39,233 848 1,074 789.9 386 327.5 

1992 39,210 857 1,090 785.7 398 341.0 

1993 39,064 790 1,063 742.7 389 307.0 

1994 39,064 815 1,093 745.5 369 300.7 

1995 39,641 808 1,086 743.6 374 302.2 

1996 41,104 765 1,093 699.4 412 314.9 

1997 41,419 707 1,106 639.5 415 293.2 

1998 42,032 673 1,087 619.0 436 293.1 

1999 41,766 656 1,056 621.1 457 299.9 

2000 41,354 646 1,064 606.8 473 305.6 

2001 41,588 622 1,037 599.7 444 276.2 


1970–2001 1.5% 0.1% 0.3% -0.1% -0.7% -0.5% 

1991–2001 

Source: 

0.6% -3.1% -0.3% -2.7% 1.4% -1.7% 

Number of vessels - 

1970–92, 1995–2001 - U.S. Department of the Army, Corps of Engineers, "Summary of U.S. Flag 

Passenger and cargo vessels, 2001," New Orleans, LA, 2002, and annual. 

1993–94 - U.S. Dept 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 - U.S. Department of the Army, Corps of Engineers, 

Waterborne Commerce of the United States, Calendar Year 2001 Part 5: National Summaries, 

New Orleans, LA, 2002, Table 1-4, pp. 1-6, 1-7, and annual. 

Energy use - See Appendix A for Water Energy Use. 

(Additional resources: www.wrc-ndc.usace.army.mil/ndc) 

a Grand total for self-propelled and non-self-propelled. 

b These figures are not consistent with the figures on Table 9.3 because intra-territory tons are not 

included in this table. Intra-territory traffic is traffic between ports in Puerto Rico and the Virgin Islands. 



Fifty-six percent of all domestic marine cargo in 2001 were energy-related products (petroleum, coal, coke). The majority of the energy-related products were 

shipped internally and locally (62%). Barge traffic accounted for 96.3% of all internal and local waterborne commerce. 

a Does not include intra-territory tons. 

b Calculated as ton-miles divided by tons shipped. 

c Negligible. 

Table 9.6 

Breakdown of Domestic Marine Cargo by Commodity Class, 2001 

Coastwise Lakewise Internal and local Total domestic a 

Tons Average 

shipped haul 

Commodity class 

(millions) 

b 

Tons Average 

shipped haul 


b 

Tons Average 

shipped haul 


b 

Tons 

Average 

shipped 

haul 

(miles) (millions) Percentage 

b 

(miles) 

Petroleum and products 165 1,260 2 328 154 265 321 34.0% 777 

Chemicals and related products 13 1,906 c 349 48 632 61 6.4% 899 

Crude materials 11 503 75 507 116 408 202 21.4% 450 

Coal and coke 13 638 19 561 174 365 206 21.8% 400 

Primary manufactured goods 8 511 3 323 27 823 38 4.0% 712 

Food and farm products 6 1,646 

c 

981 90 1,002 96 10.2% 1,041 

Manufactured equipment 9 1,771 c 

c 

10 85 19 2.0% 862 

Waste and scrap c 0 0 0 1 198 1 0.1% 198 

Unknown c 2,167 c 1,000 c c c 0.0% 2,135 

Total 224 1,228 100 509 620 476 943 100.0% 658 

Barge traffic (million tons) 102 13 597 712 

Percentage by barge 45.6% 13.4% 96.3% 75.5% 

Source: 

U.S. Department of the Army, Corps of Engineers, Waterborne Commerce of the United States, Calendar Year 2001, Part 5: National Summaries, New Orleans, 

Louisiana, 2002, Tables 2-1, 2-2, and 2-3, pp. 2-1—2-8, and annual. 

(Additional resources: www.wrc-ndc.usace.army.mil/ndc) 

Note: 

Coastwise applies to domestic traffic receiving a carriage over the ocean or between the Great Lakes ports and seacoast ports when having a carriage over the 

ocean. Lakewise applies to traffic between United States ports on the Great Lakes. Internal applies to traffic between ports or landings wherein the entire 

movement takes place on inland waterways. Local applies to movements of freight within the confines of a port. 

9–7

9–8 

According to the U.S. Coast Guard there are 4,900 more recreational boats in 2001 than in 1977. 

Even so, recreational boat fatalities are on the decline. There were only 5.3 fatalities per 100,000 

boats in 2001. 

Year 

Table 9.7 

Recreational Boating Statistics, 1977–2001 

Number of 

boats 

(thousands) Fatalities 

Fatalities per 

100,000 

numbered boats 

a Energy use estimated using the methodology developed by D.L. Greene in the report Off-Highway 

Gasoline in the United States, (DOT, FHWA, July 1986, p. 3–22) [0.95 x 205 gallons/boat x number of 

boats]. 


Energy use a 

(trillion btu) 

1977 7,976 1,312 16.5 194.2 

1978 8,036 1,321 16.4 195.6 

1979 8,279 1,400 16.9 201.5 

1980 8,578 1,360 15.9 208.8 

1981 8,905 1,280 14.4 216.8 

1982 9,074 1,178 13.0 220.9 

1983 9,165 1,241 13.5 223.1 

1984 9,420 1,063 11.3 229.3 

1985 9,589 1,116 11.6 233.4 

1986 9,876 1,066 10.8 240.4 

1987 9,964 1,036 10.4 242.6 

1988 10,363 946 9.1 252.3 

1989 10,777 896 8.3 262.4 

1990 10,996 865 7.8 267.7 

1991 11,068 924 8.3 269.4 

1992 11,132 816 7.3 271.0 

1993 11,283 800 7.1 274.7 

1994 11,430 784 6.9 278.2 

1995 11,735 829 7.1 285.7 

1996 11,878 709 5.9 289.2 

1997 12,313 821 6.7 299.7 

1998 12,566 815 6.5 305.9 

1999 12,738 734 5.8 310.1 

2000 12,782 701 5.5 311.2 

2001 12,876 681 5.3 313.5 


1977–2001 2.0% -2.7% -4.6% 2.0% 

1991–2001 1.5% -3.0% -4.4% 1.5% 

Source: 

U.S. Department of Transportation, United States Coast Guard, Boating Statistics - 2001, 

pp. 5 and annual.

The Interstate Commerce Commission designates Class I railroads on the basis of annual gross 

revenues. In 2001, eight railroads were given this designation. The number of railroads 

designated as Class I has changed considerably in the last 25 years; in 1976 there were 52 

railroads given Class I designation. 

Table 9.8 

Class I Railroad Freight Systems in the United States 

Ranked by Revenue Ton-Miles, 2001 

Railroad 

Revenue ton-miles 

(billions) Percent 

Union Pacific Railroad Company 504 33.7% 

Burlington Northern and Sante Fe Railway Company 502 33.6% 

CSX Transportation 228 15.2% 

Norfolk Southern Corporation 182 12.2% 

Illinois Central Railroad Company 25 1.7% 

Soo Line Railroad Company 23 1.5% 

Kansas City Southern Railway Company 20 1.3% 

Grand Trunk Western Railroad Inc. 12 0.8% 

Total 1,496 100.0% 

Source: 

Association of American Railroads, Railroad Facts, 2002 Edition, Washington, DC, October 2002, 

p. 66. (Additional resources: www.aar.org) 


9–9

9–10 

Revenue ton-miles for Class I freight railroads was nearly 1.5 trillion in 2001. Though there are many regional and 

local freight railroads, the Class I freight railroads accounted for 92% of the railroad industry’s freight revenue in 

2001 and 68% of the industry’s mileage operated. The energy intensity of Class I railroads hit an all-time low of 

346 btu/ton-mile in 2001. 

Number of 

locomotives 

Table 9.9 

Summary Statistics for Class I Freight Railroads, 1970–2001 

Number of 

freight cars 

Trainmiles 

Tons 

originated c 

Average 

length of 

haul 

a Does not include self-powered units. 

b Does not include private or shipper-owned cars. 

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. 


Revenue 

ton-miles 

Energy 

intensity 

(Btu/ton- 

Energy 

use 

(trillion 

Btu) 

Year in servicea (thousands) b (millions) 

Car-miles 

(millions) (millions) (miles) (millions) mile) 

1970 27,077d 1,424 427 29,890 1,485 515 764,809 691 528.1 

1975 27,846 1,359 403 27,656 1,395 541 754,252 687 518.3 

1980 28,094 1,168 428 29,277 1,492 616 918,958 597 548.7 

1981 27,421 1,111 408 27,968 1,453 626 910,169 572 521.0 

1982 26,795 1,039 345 23,952 1,269 629 797,759 553 440.8 

1983 25,448 1,007 346 24,358 1,293 641 828,275 525 435.1 

1984 24,117 948 369 26,409 1,429 645 921,542 510 469.9 

1985 22,548 867 347 24,920 1,320 665 876,984 497 436.1 

1986 20,790 799 347 24,414 1,306 664 867,722 486 421.5 

1987 19,647 749 361 25,627 1,372 688 943,747 456 430.3 

1988 19,364 725 379 26,339 1,430 697 996,182 443 441.4 

1989 19,015 682 383 26,196 1,403 723 1,013,841 437 442.6 

1990 18,835 659 380 26,159 1,425 726 1,033,969 420 434.7 

1991 18,344 633 375 25,628 1,383 751 1,038,875 391 405.8 

1992 18,004 605 390 26,128 1,399 763 1,066,781 393 419.2 

1993 18,161 587 405 26,883 1,397 794 1,109,309 389 431.6 

1994 18,505 591 441 28,485 1,470 817 1,200,701 388 465.4 

1995 18,812 583 458 30,383 1,550 843 1,305,688 372 485.9 

1996 19,269 571 469 31,715 1,611 842 1,355,975 368 499.4 

1997 19,684 568 475 31,660 1,585 851 1,348,926 370 499.7 

1998 20,261 576 475 32,657 1,649 835 1,376,802 365 502.0 

1999 20,256 579 490 33,851 1,717 835 1,433,461 363 520.0 

2000 20,028 560 504 34,590 1,738 843 1,465,960 352 516.0 

2001 19,745 500 500 34,243 1,742 859 1,495,472 346 517.3 


1970–2001 -1.0% -3.3% 0.5% 0.4% 0.5% 1.7% 2.1% -2.2% -0.1% 

1991–2001 0.7% -2.3% 2.9% 2.9% 2.3% 1.4% 3.7% -1.2% 2.5% 

Source: 

Association of American Railroads, Railroad Facts, 2002 Edition, Washington, DC, October 2002, pp. 27, 28, 33, 34, 36, 49, 51, 61. 

(Additional resources: www.aar.org)

The “other” category, which consists primarily of intermodal traffic, has grown 146% in carloads from 

1974 to 2001. Coal now accounts for more than one quarter of all carloads. 

Table 9.10 

Railroad Revenue Carloads by Commodity Group, 1974 and 2001 

Carloads 

(thousands) Percent distribution Percentage 

change 

Commodity group 

1974 2001 1974 2001 1974–2001 

Coal 4,544 7,295 17.0% 26.8% 60.5% 

Farm products 3,021 1,461 11.3% 5.4% -51.6% 

Chemicals and allied products 1,464 1,801 5.5% 6.6% 23.0% 

Nonmetallic minerals 821 1,280 3.1% 4.7% 55.9% 

Food and kindred products 1,777 1,446 6.6% 5.3% -18.6% 

Lumber and wood products 1,930 603 7.2% 2.2% -68.8% 

Metallic ores 1,910 251 7.1% 0.9% -86.9% 

Stone, clay and glass 2,428 528 9.1% 1.9% -78.3% 

Pulp, paper, and allied products 1,180 601 4.4% 2.2% -49.1% 

Petroleum products 877 523 3.3% 1.9% -40.4% 

Primary metal products 1,366 692 5.1% 2.5% -49.3% 

Waste and scrap material 889 591 3.3% 2.2% -33.5% 

Transportation equipment 1,126 1,650 4.2% 6.1% 46.5% 

Others 3,451 8,483 12.9% 31.2% 145.8% 

Total 26,784 27,205 100.0% 100.0% 1.6% 

Source: 

1974 - Association of American Railroads, Railroad Facts, 1976 Edition, Washington, DC, 1975, p. 26. 

2001 - Association of American Railroads, Railroad Facts, 2002 Edition, Washington, DC, 

October 2002, p. 25. 

((Additional resources: www.aar.org) 


9–11

9–12 

According to the 1997 Commodity Flow Survey, 5% of all freight ton-miles are rail intermodal 

shipments (truck/rail or rail/water). See Table 5.11 for details. The number of trailers and 

containers moved by railroads has increased more than five-fold from 1965 to 2001. 

Containerization has increased in recent years, evidenced by the 175% increase in the number 

of containers from 1988 to 2001. 

Table 9.11 

Intermodal Rail Traffic, 1965–2001 

Year 

Trailers & 

containers Trailers Containers 

1965 1,664,929 a a 

1970 2,363,200 a a 

1975 2,238,117 a a 

1980 3,059,402 a a 

1985 4,590,952 a a 

1986 4,997,229 a a 

1987 5,503,819 a a 

1988 5,779,547 3,481,020 2,298,527 

1989 5,987,355 3,496,262 2,491,093 

1990 6,206,782 3,451,953 2,754,829 

1991 6,246,134 3,201,560 3,044,574 

1992 6,627,841 3,264,597 3,363,244 

1993 7,156,628 3,464,126 3,692,502 

1994 8,128,228 3,752,502 4,375,726 

1995b 7,936,172 3,492,463 4,443,709 

1996b 8,143,258 3,302,128 4,841,130 

1997b 8,698,308 3,453,907 5,244,401 

1998b 8,772,663 3,353,032 5,419,631 

1999c 8,907,626 3,207,407 5,700,219 

2000c 9,176,890 2,888,630 6,288,260 

2001 8,935,444 2,603,423 6,332,021 


1965–2001 4.8% a a 

1991–2001 3.6% -2.0% 7.6% 

Source: 

Association of American Railroads, Railroad Facts, 

2002 edition, Washington, DC, October 2002 p. 26. 

(Additional resources: www.aar.org) 

a 

Data are not available. 

b The Grand Trunk Western Railroad and the Soo Line Railroad Company data are 

excluded. 

c The Illinois Central, Grand Trunk Western Railroad and the Soo Line Railroad 

Company data are excluded. 


The National Railroad Passenger Corporation, known as Amtrak, began operation in 1971. Though Amtrak revenue 

passenger-miles have grown at an average annual rate of 3.5% from 1971 to 2001, they showed a small decline in annual 

percentage change from 1991 to 2001. 

Year 

Table 9.12 

Summary Statistics for the National Railroad Passenger Corporation (Amtrak), 1971–2001 

Number of 

locomotives 

in service 

Number of 

passenger 

cars 

Train-miles 

(thousands) 

Car-miles 

(thousands) 

Revenue 

passengermiles 

(millions) 

Average 

trip length 

(miles) 


b 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. 


Energy intensity 

(Btu per revenue 


Energy 

use 

(trillion 

Btu) 

1971 a 1,165 16,537 140,147 1,993 188 a a 

1975 355 1,913 30,166 253,898 3,753 224 3,677 13.8 

1980 448 2,128 29,487 235,235 4,503 217 3,176 14.3 

1981 398 1,830 30,380 222,753 4,397 226 2,979 13.1 

1982 396 1,929 28,833 217,385 3,993 220 3,156 12.6 

1983 388 1,880 28,805 223,509 4,227 223 2,957 12.5 

1984 387 1,844 29,133 234,557 4,427 227 3,027 13.4 

1985 382 1,818 30,038 250,642 4,785 238 2,800 13.4 

1986 369 1,793 28,604 249,665 5,011 249 2,574 12.9 

1987 381 1,850 29,515 261,054 5,361 259 2,537 13.6 

1988 391 1,845 30,221 277,774 5,686 265 2,462 14.0 

1989 312 1,742 31,000 285,255 5,859 274 2,731 16.0 

1990 318 1,863 33,000 300,996 6,057 273 2,609 15.8 

1991 316 1,786 34,000 312,484 6,273 285 2,503 15.7 

1992 336 1,796 34,000 307,282 6,091 286 2,610 15.9 

1993 360 1,853 34,936 302,739 6,199 280 2,646 16.4 

1994 411 1,874 34,940 305,600 5,869 276 2,357 13.8b 1995 422 1,907 31,579 282,579 5,401 266 2,590 14.0 

1996 348 1,501 30,542 277,750 5,066 257 2,792 14.1 

1997 292 1,572 32,000 287,760 5,166 255 2,918 15.1 

1998 362 1,347 32,926 315,823 5,325 251 2,900 15.4 

1999 385 1,285 34,080 349,337 5,289 245 3,062 16.2 

2000 385 1,891 35,404 371,215 5,574 243 3,356 18.7 

2001 401 2,084 36,512 377,705 5,571 238 4,137 23.0 


1971–2001 

a 

2.0% 2.7% 3.4% 3.5% 0.8% 

a a 

1991–2001 2.4% 1.6% 0.7% 1.9% -1.2% -1.8% 5.2% 3.9% 

Source: 

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, D.C. 

1994–2001 - Number of locomotives in service, number of passenger cars, train-miles, car-miles, revenue passenger-miles, and average 

trip length - Association of American Railroads, Railroad Facts, 2002 Edition, Washington, DC, 2002, p. 77. 

Energy use - Personal communication with the Amtrak, Washington, DC. 

(Additional resources: www.amtrak.com, www.aar.org) 

9–13

9–14 

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. In 2001, commuter rail operations showed 

higher vehicle-miles, passenger-miles, and passenger trips than any other year in this series. 

Year 

Number of 

passenger 

vehicles 

Table 9.13 

Summary Statistics for Commuter Rail Operations, 1984–2001 

Vehiclemiles 

(millions) 

Passenger 

trips 

(millions) 


(millions) 

Average 

trip length 

(miles) 


Energy 

intensity 

(Btu/ 

passengermile) 

Energy use 


1984 4,075 167.9 267 6,207 23.2 3,011 18.7 

1985 4,035 182.7 275 6,534 23.8 3,053 20.0 

1986 4,440 188.6 306 6,723 22.0 3,174 21.3 

1987 4,686 188.9 311 6,818 21.9 3,043 20.7 

1988 4,649 202.2 325 6,964 21.4 3,075 21.4 

1989 4,472 209.6 330 7,211 21.9 3,120 22.5 

1990 4,415 212.7 328 7,082 21.6 3,068 21.7 

1991 4,370 214.9 318 7,344 23.1 3,011 22.1 

1992 4,413 218.8 314 7,320 23.3 2,848 20.8 

1993 4,494 223.9 322 6,940 21.6 3,222 22.4 

1994 4,517 230.8 339 7,996 23.6 2,904 23.2 

1995 4,565 237.7 344 8,244 24.0 2,849 23.5 

1996 4,665 241.9 352 8,351 23.7 2,796 23.3 

1997 4,943 250.7 357 8,038 22.5 2,949 23.7 

1998 4,963 259.5 381 8,704 22.8 2,859 24.9 

1999 4,883 265.9 396 8,766 22.1 2,929 25.7 

2000 5,073 270.9 413 9,402 22.8 2,759 25.9 

2001 5,124 277.3 419 9,548 22.8 2,717 25.9 


1984–2001 1.4% 3.0% 2.7% 2.6% -0.1% -0.6% 1.9% 

1991–2001 1.6% 2.6% 2.8% 2.7% -0.1% -1.0% 1.6% 

Source: 

American Public Transportation Association, 2003 Public Transportation Fact Book, Washington, DC, February 2003, 

pp. 31, 32, 37, 41, and 46. (Additional resources: www.apta.com)

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. Transit rail operations were hitting all-time highs 

in vehicle-miles, passenger-miles, and passenger trips in 2001. 

Table 9.14 

Summary Statistics for Rail Transit Operations, 1970–2001 a 

Number of Vehicle- Passenger 

passenger miles trips 

Year vehicles (millions) (millions) b 

Passenger-miles 

(millions) c 

Average trip 

length 

(miles) d 

Energy intensity 

(Btu/ 

passenger-mile) e 

Energy use 


1970 10,548 440.8 2,116 12,273 f 2,453 30.1 

1975 10,617 446.9 1,797 10,423 f 2,962 31.1 

1980 10,654 402.2 2,241 10,939 4.9 3,008 32.9 

1981 10,824 436.6 2,217 10,590 4.8 2,946 31.2 

1982 10,831 445.2 2,201 10,428 4.7 3,069 32.0 

1983 10,904 423.5 2,304 10,741 4.7 3,212 34.5 

1984 10,848 452.7 2,388 10,531 4.4 3,732 39.3 

1985 11,109 467.8 2,422 10,777 4.4 3,461 37.3 

1986 11,083 492.8 2,467 11,018 4.5 3,531 38.9 

1987 10,934 508.6 2,535 11,603 4.6 3,534 41.0 

1988 11,370 538.3 2,462 11,836 4.8 3,565 42.2 

1989 11,261 553.4 2,704 12,539 4.6 3,397 42.6 

1990 11,332 560.9 2,521 12,046 4.8 3,453 41.6 

1991 11,426 554.8 2,356 11,190 4.7 3,727 41.7 

1992 11,303 554.0 2,395 11,438 4.8 3,575 40.9 

1993 11,286 549.8 2,234 10,936 4.9 3,687 42.2 

1994 11,192 565.8 2,453 11,501 4.7 3,828 44.0 

1995 11,156 571.8 2,284 11,419 5.0 3,818 43.6 

1996 11,341 580.7 2,418 12,487 5.2 3,444 43.0 

1997 11,471 598.9 2,692 13,091 4.9 3,253 42.6 

1998 11,521 609.5 2,669 13,412 5.0 3,216 43.1 

1999 11,603 626.4 2,813 14,108 5.0 3,168 44.7 

2000 12,168 648.0 2,952 15,200 5.1 3,105 47.2 

2001 12,084 662.4 3,064 15,615 5.1 3,114 48.6 


1970–2001 0.6% 2.4% 1.5% 1.7% 0.2% g 

0.8% 1.6% 

1991–2001 0.6% 1.8% 2.7% 3.4% 0.8% -1.8% 1.5% 

Source: 

American Public Transit Association, 2003 Public Transportation Fact Book, Washington, DC, February 2003, pp. 31, 32, 41, and 46. 

(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. 

b1970–79 data represents total passenger rides; after 1979, data represents unlinked passenger trips. 

cEstimated for years 1970–76 based on an average trip length of 5.8 miles. 

dCalculated as the ratio of passenger-miles to passenger trips. 

eLarge system-to-system variations exist within this category. 

fData are not available. 

g Average annual percentage change is calculated for years 1980–2001. 


9–15

Source 

Chapter 10 

Transportation and the Economy 


Figure 10.1 Share of gasoline cost attributed to taxes, 2002 

Canada 41% 

France 73% 

Germany 73% 

Japan 57% 

United Kingdom 77% 

United States 27% 

Table 10.11 Average price of a new car, 2001 (current dollars) 21,605 

Domestic 19,654 

Import 27,477 

Table 10.12 Automobile operating costs, 2002 

Variable costs (constant 2002 dollars per 10,000 miles) 1,180 

Fixed costs (constant 2002 dollars per 10,000 miles) 4,874 

Table 10.18 Transportation sector share of total employment 

1960 13.5% 

1980 11.4% 

2001 11.0% 


10–1


Table 10.1 

Gasoline Prices for Selected Countries, 1978–2002 

Current dollars per gallon 


percentage change 

1978a 1982a 1986a 1990b 1994b 1996b 2000b 2002b 1978–2002 1990–2002 

China 

c c c c c 

0.93 1.21 

c c c 

India 

c c c 

1.92 2.28 2.25 

c c c c 

Japan 2.00 2.60 2.79 3.05 4.14 3.77 3.65 2.94 1.6% -0.3% 

France 2.15 2.56 2.58 3.40 3.31 4.41 4.01 3.31 1.8% -0.2% 

United Kingdom 1.22 2.42 2.07 2.55 2.86 3.47 5.13 4.16 5.2% 4.2% 

Germany 1.75 2.17 1.88 2.72 3.34 4.32 3.78 3.49 2.9% 2.1% 

Canada 0.69 1.37 1.31 1.92 1.57 1.80 2.04 1.73 3.9% -0.9% 

United States d 

0.66 1.32 0.93 1.04 1.24 1.28 1.47 1.29 2.8% 1.8% 

Constant 2002 dollars e per gallon 



1978 a 

1982 a 

1986 a 

1990 b 

1994 b 

1996 b 

2000 b 

2002 b 

1978–2002 1990–2002 

China c c c c c 1.07 1.26 c c c 

India c c c 2.64 2.77 2.58 c c c c 

Japan 5.52 4.85 4.58 4.20 5.03 4.32 3.81 2.94 -2.6% -2.9% 

France 5.93 4.77 4.23 4.68 4.02 5.06 4.19 3.31 -2.4% -2.8% 


Germany 4.83 4.05 3.09 3.74 4.05 4.95 3.95 3.49 -1.3% -0.6% 

Canada 1.90 2.55 2.15 2.64 1.91 2.06 2.13 1.73 -0.4% -3.5% 

United States d 

1.82 2.46 1.53 1.43 1.51 1.47 1.54 1.29 -1.4% -0.9% 

Source: 

U.S. Department of Energy, Energy Information Administration, International Energy Annual 2001, Washington, DC, March 2003, Table 7.2 and annual. 

(Additional resources: ww.eia.doe.gov) 

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. 

a Prices represent the retail prices (including taxes) for premium leaded gasoline. Prices are representative for each country based on quarterly data averaged for the year. 

b Regular gasoline. 


d These estimates are for 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. 

10–2

In 2002 more than seventy percent of the cost of gasoline in France, Germany, and the 

United Kingdom went for taxes. Of the listed countries, the U.S. has the lowest 

percentage of taxes. 

Figure 10.1. Gasoline Prices for Selected Countries, 1990 and 2002 

Source: 

Table 10.1 and International Energy Agency, Energy Prices and Taxes, Fourth Quarter 2002, Paris, France, 

2003. (Additional resources: www.iea.org) 


10–3


Table 10.2 

Diesel Fuel Prices for Selected Countries, 1978–2002 a 

Current dollars per gallon 



1978 1982 1986 1990 1994 1996 2000 2002 1978–2002 1990–2002 

China 

b b b b b 

0.88 1.27 

b b b 

India 

b b b 

0.78 0.74 0.92 

b b b b 

Japan 

b 

1.78 1.90 1.75 2.48 2.51 2.89 2.39 

b 

2.6% 

France 1.30 1.88 1.69 1.78 2.10 3.10 3.05 2.47 2.7% 2.8% 


Germany 1.48 1.81 1.51 2.72 2.16 3.02 2.90 2.27 2.6% 0.0% 

Canada 

b 

1.27 1.27 1.55 1.47 1.43 1.68 1.43 

b 

0.7% 

United States c 

0.54 1.16 0.94 0.99 0.96 1.15 1.36 1.15 3.2% 1.3% 

Constant 2002 dollars d per gallon 



1978 1982 a 

1986 a 

1990 b 

1994 b 

1996 b 

2000 b 

2002 b 

1978–2002 1990–2002 

China 

b b b b b 

1.01 1.33 

b b b 

India 

b b b 

1.07 0.90 1.05 

b b b b 

Japan 

b 

3.32 3.12 2.41 3.01 2.88 3.02 2.39 

b 

-0.1% 

France 3.59 3.50 2.77 2.45 2.55 3.55 3.19 2.47 -1.5% 0.1% 


Germany 4.08 3.37 2.48 3.74 2.62 3.46 3.03 2.73 -1.7% -2.6% 

Canada 

b 

2.37 2.08 2.13 1.78 1.64 1.76 1.43 

b 

-3.3% 

United States c 

1.49 2.16 1.54 1.36 1.17 1.32 1.42 1.15 -1.1% -1.4% 

Source: 

U.S. Department of Energy, Energy Information Administration, International Energy Annual 2001, Washington, DC, March 2003, Table 7.2 and annual. 


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. 

a Prices represent the retail prices (including taxes) for diesel fuel. Prices are representative for each country based on quarterly data averaged for the year or on data as of January 1. 


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. 

10–4

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 10.2. Diesel Prices for Selected Countries, 1990 and 2002 

Source: 

Table 10.2 and International Energy Agency, Energy Prices and Taxes, Fourth Quarter 2002, Paris, France, 

2003. (Additional resources: www.iea.org) 


10–5

10–6 

Though the cost of crude oil certainly influences the price of gasoline, it is not the only factor which 

determines the price at the pump. Processing cost, transportation cost, and taxes also play a major part 

of the cost of a gallon of gasoline. The average price of a barrel of crude oil (in constant 2002 dollars) 

rose by 75% from 1998 to 2002, while the average price of a gallon of gasoline increased only 17% in 

this same time period. 

Table 10.3 

Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2002 

Crude oil a 

(dollars per barrel) 

Gasoline b 

(cents per gallon) 

Year Current Constant 2002 c Current Constant 2002 c 

a Refiner acquisition cost of composite (domestic and imported) crude oil. 

b 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. 


Ratio of 

gasoline 

to 

crude oil 

1978 12.5 34.4 65.2 179.9 219.8 

1979 17.7 43.9 88.2 218.6 209.1 

1980 28.1 61.3 122.1 266.6 182.7 

1981 35.2 69.7 135.3 267.8 161.3 

1982 31.9 59.4 128.1 238.6 168.8 

1983 29.0 52.4 122.5 221.3 177.5 

1984 28.6 49.6 119.8 207.4 175.7 

1985 26.8 44.7 119.6 200.0 187.8 

1986 14.6 23.9 93.1 152.8 268.7 

1987 17.9 28.1 95.7 151.6 224.5 

1988 14.7 22.3 96.3 146.4 275.7 

1989 18.0 26.1 106.0 153.8 247.7 

1990 22.2 30.6 121.7 167.5 230.0 

1991 19.1 25.2 119.6 158.0 263.5 

1992 18.4 23.6 119.0 152.6 271.2 

1993 16.4 20.4 117.3 146.0 300.2 

1994 15.6 18.9 117.4 142.5 316.3 

1995 17.2 20.3 120.5 142.2 293.7 

1996 20.7 23.7 128.8 147.7 261.2 

1997 19.0 21.3 129.1 144.7 284.8 

1998 12.5 13.8 111.5 123.1 374.0 

1999 17.5 18.9 122.1 131.8 292.9 

2000 28.3 29.5 156.3 163.3 232.3 

2001 23.1 23.3 153.1 155.5 280.2 

2002 24.1 24.1 144.1 144.1 251.2 


1978–2001 2.8% -1.5% 3.4% -0.9% 

1992–2002 2.7% 0.2% 1.9% -0.6% 

Sources: 

Crude oil - U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, 

April 2003, Washington, DC, Table 9.1. 

Gasoline - U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, 

April 2003, Washington, DC, Table 9.4. 

(Additional resources: www.eia.doe.gov)

Diesel fuel price is generally lower than gasoline; however, in 2001 the price of gasoline and diesel fuel were 

almost equal. 

Table 10.4 

Retail Prices for Motor Fuel, 1978–2002 

(cents per gallon, including tax) 

Diesel fuel a 

Average for all 

gasoline typesb Year Current 

Constant 

2002c Current 

Constant 

2002c 1978 d d 65 180 

1979 

d d 

88 219 

1980 101 221 122 267 

1981 118 234 135 268 

1982 116 216 128 239 

1983 120 217 123 221 

1984 122 211 120 207 

1985 122 204 120 200 

1986 94 154 93 153 

1987 96 152 96 152 

1988 95 144 96 146 

1989 102 148 106 154 

1990 107 147 122 168 

1991 91 120 120 158 

1992 106 136 119 153 

1993 98 122 117 146 

1994 96 117 117 143 

1995 97 115 121 142 

1996 115 132 129 148 

1997 129 145 129 145 

1998 112 124 112 123 

1999 97 105 122 132 

2000 136 142 156 163 

2001 152 154 153 156 

2002 115 115 144 144 


1978–2002 0.5% e -2.7% e 3.4% 2.5% 

1992–2002 

Source: 

0.8% -1.7% 1.9% -0.6% 

Gasoline - U.S. Department of Energy, Energy Information Administration, Monthly Energy Review, 

2003, Washington, DC, Table 9.4. 

Diesel - U.S. Department of Energy, Energy Information Administration, International Energy Annual 

2001, Washington, DC, March 2003, Table 7.2 (Additional resources: www.eia.doe.gov) 

aCollected from a survey of prices on January 1 of the current year. 

bThese 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. 

cAdjusted by the Consumer Price Inflation Index. 

dData are not available. 

eAverage annual percentage change is from the earliest year possible to 2002. 


10–7

10–8 

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. 

Table 10.5 

Refiner Sales Prices for Propane and No. 2 Diesel, 1978–2002 

(cents per gallon, excluding tax) 

Propanea No. 2 diesel fuel 

Year Current 

Constant 

2002b Current 

Constant 

2002b 1978 33.5 92.4 37.7 104.0 

1979 35.7 88.5 58.5 145.0 

1980 48.2 105.2 81.8 178.6 

1981 56.5 111.8 99.5 196.9 

1982 59.2 110.4 94.2 175.6 

1983 70.9 128.1 82.6 149.2 

1984 73.7 127.6 82.3 142.5 

1985 71.7 119.9 78.9 131.9 

1986 74.5 122.3 47.8 78.5 

1987 70.1 111.0 55.1 87.3 

1988 71.4 108.6 50.0 76.0 

1989 61.5 89.2 58.5 84.9 

1990 74.5 102.5 72.5 99.8 

1991 73.0 96.4 64.8 85.6 

1992 64.3 82.4 61.9 79.4 

1993 67.3 83.8 60.2 74.9 

1994 53.0 64.3 55.4 67.3 

1995 49.2 58.1 56.0 66.1 

1996 60.5 69.4 68.1 78.1 

1997 55.2 61.9 64.2 72.0 

1998 40.5 44.7 49.4 54.5 

1999 45.8 49.5 58.4 63.1 

2000 60.3 63.0 93.5 97.7 

2001 50.6 51.4 84.2 85.5 

2002 41.9 41.9 76.2 76.2 


1978–2002 0.9% -3.2% 3.0% -1.3% 

1992–2002 

Source: 

-4.2% -6.5% 2.1% -0.4% 


Washington, DC, Table 9.7. 


a Consumer grade. 

b Adjusted by the Consumer Price Inflation Index. 


Average jet fuel prices jumped more than 30 cents per gallon from 1999 to 2000, but lowered again 

in 2001 and 2002. 

Table 10.6 

Refiner Sales Prices for Aviation Gasoline and Jet Fuel, 1978–2002 

(cents per gallon, excluding tax) 

Finished aviation 

gasoline 

Kerosene-type 

jet fuel 

Year Current 

Constant 

2002a Current 

Constant 

2002a 1978 51.6 142.4 38.7 106.8 

1979 68.9 170.7 54.7 135.5 

1980 108.4 236.7 86.6 189.1 

1981 130.3 257.9 102.4 202.7 

1982 131.2 244.6 96.3 179.5 

1983 125.5 226.7 87.8 158.6 

1984 123.4 213.7 84.2 145.8 

1985 120.1 200.8 79.6 133.1 

1986 101.1 165.9 52.9 86.8 

1987 90.7 143.6 54.3 86.0 

1988 89.1 135.5 51.3 78.0 

1989 99.5 144.4 59.2 85.9 

1990 112.0 154.2 76.6 105.4 

1991 104.7 138.3 65.2 86.1 

1992 102.7 131.7 61.0 78.2 

1993 99.0 123.3 58.0 72.2 

1994 95.7 116.2 53.4 64.8 

1995 100.5 118.2 54.0 63.7 

1996 111.6 128.0 65.1 74.6 

1997 112.8 126.4 61.3 68.7 

1998 97.5 107.6 45.2 49.9 

1999 105.9 114.4 54.3 58.6 

2000 130.6 136.4 89.9 93.9 

2001 132.3 134.4 77.5 78.7 

2002 131.7 131.7 72.2 72.2 


1978–2002 4.0% -0.3% 2.6% -1.6% 

1992–2002 2.5% 0.0% 1.7% -0.8% 

Source: 


Washington, DC, Table 9.7. 


a Adjusted by the Consumer Price Inflation Index. 


10–9

10–10 

Table 10.7 

State Taxes on Motor Fuels, 2000 

(dollars per gallon or gasoline equivalent gallon) 

(Footnotes for this table appear on next page) 

State Gasoline Diesel fuel CNG Propane Methanol Ethanol 

Alabama 0.18 0.19 

a a 

0.16b 0.16b Alaska 0.08 0.08 0.08 0.00 0.08 b 

0.04 

Arizona 0.18 0.27 0.00 0.00 0.00 0.00 

Arkansas 0.186 0.186 0.05 c a 

0.186 0.186 

California 0.18 0.18 

a a 

0.09 0.09 

Colorado 0.22 0.205 a a 

0.205 0.17b Connecticut 0.36 0.18 0.18 0.18 0.37 b 

0.35 

Delaware 

District of 

0.23 0.22 0.22 0.22 0.22 0.23 

Columbia 0.20 0.20 0.20 0.20 0.20 0.20 

Florida 0.13 0.25 

a a 

0.04 b 

0.04 b 

Georgia 0.075 0.075 0.075 0.075 0.075 0.075 

Hawaii 0.16 0.16 0.16 0.16 0.16 0.16 

Idaho 0.25 0.25 0.197 d 

0.181 0.25 b 

0.23 b 

Illinois 0.19 0.215 0.19 0.19 0.19 b 

0.19 b 

Indiana 0.15 0.16 

a a 

0.15 0.15 

Iowa 0.20 0.225 0.16 c 

0.20 0.19 b 

0.19 b 

Kansas 0.18 0.20 0.17 0.17 0.20 0.20 

Kentucky 0.164 0.134 0.15 0.15 0.15 0.15 

Louisiana 0.20 0.20 a a 

0.20 b 

0.20 b 

Maine 0.19 0.20 0.18 0.18 0.18 0.18 

Maryland 0.235 0.2425 0.235 0.235 0.235 0.235 

Massachusetts 0.21 0.21 0.10 0.10 0.21 0.21 

Michigan 0.19 0.15 0.0 0.15 0.15 b 

0.025 b 

Minnesota 0.20 0.20 0.174 0.15 0.114 0.142 

Mississippi 0.184 0.184 0.184 c 

0.17 0.18 b 

0.18 b 

Missouri 0.17 0.17 

a a 

0.17 b 

0.17 b 

Montana 0.27 0.2775 0.07 e a 

0.27 0.27 

Nebraska 0.246 0.246 

a a a a 

Nevada 0.2475 0.2775 0.21 0.2475 c 

0.2475 0.2475 

New Hampshire 0.195 0.195 0.195 0.195 0.195 b 

0.195 b 

New Jersey 0.105 0.135 0.0525 0.0525 0.105 b 

0.105 b 

New Mexico 0.188 0.198 

a a 

0.22 b 

0.22 b 

New York 0.10f 0.10 f 

0.08 f 

0.08 f 

0.08 f 

0.08 f 

North Carolina 0.223 0.223 0.223 0.223 0.223 0.223 

North Dakota 0.20 0.20 0.20 0.20 0.20 b 

0.20 b 

Ohio 0.22 0.22 0.22 0.22 0.22 b 

0.21 b 

Oklahoma 0.17 0.14 

a a 

0.16 b 

0.16 b 

Oregon 0.24 0.24 0.24 0.24 0.24 0.24 

Pennsylvania 0.12 g 

0.12 g 

0.12 g 

0.12 g 

0.12 g 

0.12 g 

Rhode Island 0.29 0.29 0.0 0.29 0.29 0.29 


Table 10.7 (continued) 

State Taxes on Motor Fuels, 2000 

(dollars per gallon or gasoline equivalent gallon) 

State Gasoline Diesel fuel CNG Propane Methanol Ethanol 

South Carolina 0.16 0.16 0.16 0.16 0.16 0.16 

South Dakota 0.21 0.21 0.06 0.16 0.06 0.19 

Tennessee 0.20 0.17 0.13 0.17 0.17 0.17 

Texas 0.20 0.20 

a a 

0.20 b 

0.20 b 

Utah 0.245 0.245 0.04 0.04 0.04 0.04 

Vermont 0.20 0.17 0.20 

a 

0.20 0.20 

Virginia 0.18 0.16 0.10 0.10 0.18 b 

0.18 b 

Washington 0.23 0.23 

a a 

0.23 0.23 

West Virginia 0.2535 0.2535 0.2535 0.2535 0.2535 0.2535 

Wisconsin 0.238 0.238 0.203 0.186 0.238 0.238 

Wyoming 0.09 0.09 0.00 0.00 0.09 b 

0.09 b 

Source: 

Energy Futures, Inc., The Clean Fuels and Electric Vehicles Report, Boulder, CO, December 2000, 

pp. 154–155. 

a 

Annual flat fee. 

b 

Blends with gasoline only. 

c 3 

Per 100 ft . 

d 

Per therm. 

e 3 

Per 120 ft . 

f 

Plus a petroleum business tax; the amount varies but is usually in the ballpark of $0.12–$0.14. 

g Plus 0.1035 oil franchise tax. 


10–11

10–12 

At the end of 2001, only four states offered tax exemptions to encourage the use of gasohol for transportation 

purposes. This list is quite short compared to the 30 states which offered gasohol tax exemptions twenty years 

ago. Still, the Federal Government encourages gasohol use via a difference in the Federal tax rates of gasoline 

and gasohol. 

Table 10.8 

State Tax Exemptions for Gasohol, 2001 

State 

Exemption 

(Cents/gallon of gasohol) 

Connecticut 1.0 

Idaho 2.5 

Iowa 1.0 

South Dakota 2.0 

Source: 

U.S. Department of Transportation, Federal Highway Administration, "Highway Statistics,” 

January 2003, Washington, DC, Table MF-121T. (Additional resources: 

www.fhwa.dot.gov) 

Table 10.9 

Federal Excise Taxes on Motor Fuels 

Fuel Cents per gallon 

Gasoline 18.30 

Diesel a 24.30 

Gasohol 10% Ethanol 13.00 

7.7% Ethanol 14.24 

5.7% Ethanol 15.32 

Gasohol 10% Methanol 12.40 

7.7% Methanol 13.78 

5.7% Methanol 14.98 

Methanol Qualified b 12.85 

Partially exempt c 9.20 

Ethanol Qualified b 12.85 

Partially exempt c 9.25 

CNG 48.54/mcf d 

LNG 18.30 

Propane 13.60 

Source: 

Energy Futures, Inc., The Clean Fuels and Electric Vehicles Report, Boulder, 

CO, December 2000, p. 155. 

a 

Reduced diesel rates are specified for marine fleets, trains and certain intercity buses. Diesel rates are 

also reduced for diesel/alcohol blends. Diesel used exclusively in state and local government fleets, nonprofit 

organization vehicles, school buses and qualified local buses is exempt from Federal taxes. 

bQualified - contains at least 85 percent methanol or ethanol or other alcohol produced from a 

substance other than petroleum or natural gas. 

cPartially exempt - 85 percent alcohol and produced from natural gas. 

dThousand cubic feet. 


These states currently offer extra incentives for ethanol production or consumption (gasohol or 

E85). Details on these incentives can be found at 

www.fleets.doe.gov/fleet_tool.cgi?27519,benefits,2,3957 . 

Table 10.10 

State Ethanol Incentives, 2003 

Producer State tax Other 

State 

incentives incentives incentives 

Arkansas T 

California T 

Connecticut T 

Florida T 

Hawaii T T 

Idaho T 

Illinois T T 

Indiana T 

Iowa T T T 

Kansas T 

Maine T T 

Minnesota T T 

Missouri T 

Montana T T 

Nebraska T 

North Carolina T 

North Dakota T 

Ohio T 

South Dakota T T 

Wyoming T 

Source: 

U.S. Department of Energy, “Alternative Fuel Vehicle Fleet Buyer’s Guide, 

Incentives and Laws,” 

www.fleets.doe.gov/fleet_tool.cgi?27519,benefits,2,3957. 


10–13

10–14 

In current dollars, import cars, on average, were less expensive than domestic cars until 1982. 

Since then, import prices have nearly tripled, while domestic prices have nearly doubled (current 

dollars). 

Table 10.11 

Average Price of a New Car, 1970–2001 

Domestic a Import Total 

Constan 

t 

2001 

a Includes transplants. 

b Adjusted by the Consumer Price Inflation Index. 

Constant 

2001 


Constant 

2001 

dollars b 

Year 

Current 

dollars dollarsb Current 

dollars dollarsb Current 

dollars 

1970 3,708 16,925 2,648 12,087 3,542 16,167 

1975 5,084 16,736 4,384 14,431 4,950 16,295 

1980 7,609 16,354 7,482 16,081 7,574 16,279 

1981 8,912 17,363 8,896 17,332 8,910 17,359 

1982 9,865 18,105 9,957 18,273 9,890 18,150 

1983 10,516 18,699 10,868 19,325 10,606 18,859 

1984 11,079 18,884 12,336 21,027 11,375 19,389 

1985 11,589 19,074 12,853 21,155 11,838 19,484 

1986 12,319 19,906 13,670 22,089 12,652 20,444 

1987 12,922 20,145 14,470 22,558 13,386 20,868 

1988 13,418 20,087 15,221 22,786 13,932 20,857 

1989 13,936 19,904 15,510 22,152 14,371 20,525 

1990 14,489 19,633 16,640 22,547 15,042 20,382 

1991 15,192 19,754 16,327 21,230 15,475 20,122 

1992 15,644 19,747 18,593 23,470 16,336 20,621 

1993 15,976 19,580 20,261 24,832 16,871 20,677 

1994 16,930 20,231 21,989 26,277 17,903 21,394 

1995 16,864 19,597 23,202 26,962 17,959 20,870 

1996 17,468 19,717 26,205 29,579 18,777 21,194 

1997 17,907 19,759 27,722 30,589 19,531 21,551 

1998 18,479 20,077 29,614 32,176 20,364 22,126 

1999 18,630 19,804 28,931 30,754 20,658 21,960 

2000 18,684 19,216 27,767 28,557 20,355 20,934 

2001 19,654 19,654 27,477 27,477 21,605 21,605 


1970–2001 5.5% 0.5% 7.8% 2.7% 6.0% 0.9% 

1991–2001 2.6% -0.1% 5.3% 2.6% 3.4% 0.7% 

Source: 

U.S. Department of Commerce, Bureau of Economic Analysis, National Income and Product 

Accounts, underlying detail estimates for Motor Vehicle Output, Washington, DC, 2002. 

(Additional resources: www.stat-usa.gov)

The total cost of operating an automobile 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 total auto operating cost declined slightly in 2001 

and again in 2002. The gas and oil share of total cost in 2002 was only 9.7%, which is the 

lowest in the history of this series. 

Table 10.12 

Automobile Operating Cost per Mile, 1985–2002 

Constant 2002 dollars per 10,000 miles a 

Model 

year Variable cost Fixed cost Total cost 


b Based on 10,000 miles per year. 

Total cost per 

mile b 

(constant 

2002 cents a ) 


Percentage 

gas and oil of 

total cost 

1985 1,241 3,446 4,686 46.86 19.9% 

1986 1,070 3,787 4,857 48.57 15.1% 

1987 1,061 3,687 4,748 47.48 14.7% 

1988 1,201 4,608 5,809 58.09 13.6% 

1989 1,161 4,236 5,397 53.97 14.2% 

1990 1,156 4,482 5,638 56.38 13.2% 

1991 1,281 4,710 5,991 59.91 14.6% 

1992 1,154 4,852 6,006 60.06 12.6% 

1993 1,145 4,634 5,779 57.79 12.7% 

1994 1,105 4,657 5,761 57.61 11.8% 

1995 1,133 4,728 5,861 58.61 11.7% 

1996 1,101 4,808 5,908 59.08 10.9% 

1997 1,211 4,874 6,095 60.95 12.1% 

1998 1,181 4,997 6,167 61.67 11.1% 

1999 1,145 5,032 6,177 61.77 9.8% 

2000 1,275 4,935 6,210 62.10 11.6% 

2001 1,382 4,694 6,076 60.76 13.2% 

2002 1,180 4,874 6,054 60.54 9.7% 


1985–2002 -0.3% 2.1% 1.5% 1.8% 

Source: 

American Automobile Association, Your Driving Costs, 2002 Edition, Heathrow, FL, and annual. 

(Additional resources: www.aaa.com, www.runzheimer.com) 

10–15


While the previous table shows costs per mile, this table presents costs per year for fixed costs associated with automobile operation. For 2002 

model year autos, the fixed cost is almost $16 per day. 

Table 10.13 

Fixed Automobile Operating Costs per Year, 1975–2002 

(constant 2002 dollars) a 

Model year Fire & theft b 

Collision c 

Property 

damage & 

liability d 

License, 

Average 

registration 

Finance 

fixed cost 

& taxes Depreciation charge Total per day 

1975 177 471 632 100 2,585 e 

3,966 10.87 

1980 153 376 541 179 2,269 924 4,439 12.16 

1985 125 296 356 184 2,110 893 3,964 10.87 

1986 141 314 381 213 2,167 1,046 4,261 11.67 

1987 138 310 399 203 2,366 833 4,249 11.64 

1988 131 309 432 211 2,713 859 4,655 12.76 

1989 148 339 448 209 2,928 853 4,925 13.49 

1990 151 337 438 227 3,244 936 5,334 14.62 

1991 143 326 466 222 3,307 1,144 4,816 13.20 

1992 164 367 478 223 3,484 1,021 5,737 15.72 

1993 144 303 479 222 3,523 834 5,505 15.09 

1994 149 299 486 235 3,569 787 5,524 15.14 

1995 143 297 484 240 3,628 810 5,601 15.35 

1996 165 315 488 247 3,635 823 5,673 15.55 

1997 135 365 449 242 3,667 861 5,720 15.67 

1998 148 317 529 249 3,713 897 5,853 16.04 

1999 175 350 523 244 3,710 894 5,896 16.15 

2000 170 341 503 233 3,648 887 5,781 15.84 

2001 170 350 487 206 3,604 880 5,702 15.62 

2002 173 357 484 201 3,721 828 5,764 15.79 


1975–2002 -0.1% -1.0% -1.0% 2.6% 1.4% 

e 

1.4% 1.4% 

1992–2002 

Source: 

0.5% -0.3% 0.1% -1.0% 0.7% -2.1% 0.0% 0.0% 

American Automobile Association, "Your Driving Costs," 2002 Edition, Heathrow, FL, and annual. (Additional resources: www.aaa.com, 

www.runzheimer.com) 


b $50 deductible 1975 through 1977; $100 deductible 1978 through 1992; $250 deductible for 1993 – on. 

c $100 deductible through 1977; $250 deductible 1978 through 1992; $500 deductible for 1993 – on. 

d Coverage: $100,000/$300,000. 

e Data are not available. 

10–16

Gross National 

Product 

Table 10.14 

Economic Indicators, 1970–2002 

(billion dollars) 

Total transportation 

outlays 

Constant 

Transportation as a 

Year Current 2001 percent of GNP 

a Constant 

Current 2001a 1970 1,046.1 3,938.8 192.8 725.9 18.4% 

1980 2,830.8 5,427.4 560.9 1,075.4 19.8% 

1990 5,832.2 7,372.3 975.6 1,233.2 16.7% 

2000 9,848.0 10,080.2 1,549.0 1,586.5 15.7% 

2001 10,104.1 10,104.1 1,572.0 1,572.0 15.6% 

Personal Consumption 

Transportation Personal 

Expenditures 

Consumption Expendituresb Transportation PCE as 

a percent of total PCE 

1970 648.9 2,443.3 81.1 305.4 12.5% 

1980 1,762.9 3,379.9 238.4 457.1 13.5% 

1990 3,831.5 4,843.3 455.5 575.8 11.9% 

2000 6,683.7 6,841.3 768.8 788.9 11.5% 

2001 6,987.0 6,987.0 794.8 794.8 11.4% 

2002 

Sources: 

7,303.7 7,221.2 810.4 801.2 11.1% 

GNP - U.S. Department of Commerce, Bureau of Economic Analysis, Survey of Current Business, April 

2003, Table 1.9, p. D-4, and annual. (Additional resources: www.bea.doc.gov) 

Transportation outlays - Eno Transportation Foundation, Transportation in America 2001, Nineteenth 

Edition, Lansdowne, VA, 2002, p. 1. 

PCE - U.S. Department of Commerce, Bureau of Economic Analysis, Survey of Current Business, April 

2002, Table 2.2 and annual. (Additional resources: www.bea.doc.gov/bea/scbinf.html) 

Year 

Consumer 

Price Index 

Table 10.15 

Consumer Price Indices, 1970–2002 

(1970 = 1.000) 


Consumer 

Price Index c 

New car 

Consumer 

Price Index 

Used car 

Consumer 

Price Index 

a Adjusted by the implicit GNP price deflator. 

b Transportation Personal Consumption Expenditures include user operating expenses (new and used auto 

purchases, gas and oil, repair, greasing, washing, parking, storage, rental, other motor vehicles, insurance 

premiums, tires, tubes and other parts); purchased intercity transportation; and purchased local transportation. 

c Transportation Consumer Price Index includes new and used cars, gasoline, auto insurance rates, intracity 

mass transit, intracity bus fare, and airline fares. 


Gross National 

Product Index 

1970 1.000 1.000 1.000 1.000 1.000 

1980 2.124 2.216 1.667 1.997 2.706 

1990 3.369 3.213 2.286 3.769 5.575 

2000 4.438 4.088 2.689 4.994 9.414 

2002 4.637 4.077 2.637 4.872 9.977 

Source: 

Bureau of Labor Statistics, Consumer Price Index Table 1A for 2002, and annual. [GNP—see above.] 

(Additional resources: stats.bls.gov/cpihome.htm) 

10–17

10–18 

Knowing the number of employees that are in transportation-related jobs is not an easy 

task. 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). Employment statistics shown in previous editions used the Standard 

Industrial Classification System (SIC) and do not match these data due to the differences 

between the two classification systems and other survey revisions by the BLS. 

Table 10.16 

Transportation-related Employment, 1993 and 2002 

(thousands) 

1993 2002 

Truck transportation 1,154.8 1,339.1 

Transit and ground transportation 299.9 371.5 

Air transportation 516.6 559.3 

Rail transportation 242.2 218.1 

Water transportation 52.8 51.6 

Pipeline transportation 58.7 41.5 

Motor vehicle and parts - retail 1,475.3 1,879.2 

Motor vehicles and parts - wholesale 305.9 345.5 

Gasoline stations - retail 881.2 903.6 

Automotive repair 669.9 896.9 

Automotive equipment rental and leasing 155.7 197.2 

Manufacturing 1,972.0 1,882.1 

Autos and light trucks 225.1 234.6 

Heavy-duty trucks 38.6 32.4 

Motor vehicle bodies and trailers 136.3 153.5 

Motor vehicle parts 677.8 731.1 

Aerospace products and parts 624.0 468.3 

Ship & boat building 146.5 146.4 

All other transportation equipment 36.5 39.6 

Tires 87.2 76.2 

Oil and gas pipeline construction 66.0 75.7 

Highway street and bridge construction 270.9 344.4 

Scenic & sightseeing 19.3 25.9 

Support activities for transporation 381.8 526.7 

Couriers and messengers 414.3 558.0 

Travel arrangement and reservation services 255.7 258.0 

Total transportation-related employment 9,193.0 10,474.3 

Total nonfarm employment 110,844.0 130,376.0 

Transportation-related to total employment 8.3% 8.0% 

Source: 

Bureau of Labor Statistics web site query system: data.bls.gov/labjava/outside.jsp?survey=ce 

(Additional resources: www.bls.gov) 


Chapter 11 

Greenhouse Gas Emissions 


Source 

Table 11.1 Carbon emissions (million metric tonnes) 1990 2001 

United States 1,352 1,559 

China 617 832 

Germany 271 223 

Japan 269 316 

United Kingdom 164 109 

India 153 250 

France 102 108 

Table 11.4 Transportation share of U.S. carbon dioxide emissions from fossil fuel 

consumption 

1990 31.7% 

1995 31.9% 

2001 32.8% 


11–1

11–2 

The U. S. accounted for 23.0% of the World’s carbon emissions in 1990 and 23.9% in 2001. 

Nearly half (48%) of the U.S. carbon emissions are from oil use. 

Table 11.1 

World Carbon Emissions from Energy Consumption, 1990 and 2001 

Million 

metric tons 

1990 2001 

Percent of 

emissions 

from oil use 

Million 

metric tons 


Percent of 

emissions 

from oil use 

Industrialized countries 2,844 49% 3,179 48% 

United States 1,352 44% 1,559 43% 

Canada 129 47% 155 45% 

Mexico 84 77% 96 71% 

United Kingdom 164 40% 153 41% 

France 102 66% 108 68% 

Germany 271 38% 223 43% 

Italy 113 65% 121 59% 

Netherlands 58 47% 68 40% 

Other Western Europe 223 62% 271 64% 

Japan 269 67% 316 58% 

Other industrialized countries 80 46% 109 34% 

Eastern Europe 1,337 30% 856 23% 

Developing countries 1,691 40% 2,487 41% 

China 617 15% 832 21% 

India 153 29% 250 30% 

Other developing countries 921 58% 1,405 55% 

Total World 5,872 42% 6,522 42% 

Source: 

U.S. Department of Energy, Energy Information Administration, International Energy Outlook 2003, 

Washington, DC, May 2003, Tables A10 and A11. (Additional resources: www.eia.doe.gov)

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, which are shown below. Most analysts use the 100-year time horizon. 

Table 11.2 

Numerical Estimates of Global Warming Potentials Compared With Carbon Dioxide 

(kilogram of gas per kilogram of carbon dioxide) 

Lifetime 

Global warming potential 

direct effect for time horizons of 

Gas (years) 20 years 100 years 500 years 

Carbon Dioxide (CO2) 5-200a 1 1 1 

Methane (CH4) 12 62 23 7 

Nitrous Oxide (N2O) HFCs 

114 275 296 156 

b , PFCsc , and Sulfur Hexafluoride 

HFC-23 260 9,400 12,000 10,000 

HFC-125 29 5,900 3,400 1,100 

HFC-134a 14 3,300 1,300 400 

HFC-152a 1 410 120 37 

HFC-227ea 33 5,600 3,500 1,100 

Perfluoromethane (CF4) 50,000 3,900 5,700 8,900 

Perfluoroethane (C2F6) 10,000 8,000 11,900 18,000 

Sulfur hexafluoride (SF6) 3,200 15,100 22,200 32,400 

Source: 

U.S. Department of Energy, Energy Information Administration, Emissions of Greenhouse Gases in the 

United States 2001, Washington, DC, December 2002, Table G1. Original source: 

Intergovernmental Panel on Climate Change; Climate Change 2001: The Scientific Basis 

(Cambridge, UK: Cambridge University Press, 2000), pp. 38 and 388-389. 

(Additional resources: www.eia.doe.gov, www.ipcc.ch) 

Note: 

The typical uncertainty for global warming potentials is estimated by the Intergovernmental Panel on 

Climate Change ± 35 percent. 

a 

No single lifetime can be defined for carbon dioxide due to different rates of uptake by different 

removal processes. 

b 

Hydrofluorocarbons 

c 

Perfluorocarbons 


11–3

11–4 

Carbon dioxide emissions in 2001 were 16% higher than in 1990. Carbon dioxide accounts for the 

majority of greenhouse gases. 

Table 11.3 

Estimated U.S. Emissions of Greenhouse Gases, 1990–2001 

Greenhouse gas Unit of measure a 1990 1995 2000 2001 

Carbon dioxide million metric tons of gas 5,002.8 5,320.9 5,855.1 5,788.5 

million metric tons of carbon 1,364.0 1,451.0 1,597.0 1,579.0 

Methane million metric tons of gas 31.7 31.1 28.3 28.0 

million metric tons of carbon (gwp) b 199.0 195.0 178.0 176.0 

Nitrous oxide million metric tons of gas 1.2 1.3 1.2 1.2 

million metric tons of carbon (gwp) b 94.0 102.0 98.0 97.0 

c b HFCs, PFCs, and SF6 million metric tons of carbon (gwp) 25.0 27.0 34.0 31.0 

Source: 


United States, 2001, Washington, DC, December 2002, Tables ES1 andES2. 


a Gases that contain carbon can be measured either in terms of the full molecular weight of the gas or just in 

terms of their carbon content. See Appendix B, Table B.5 for details. 

b Based on global warming potential. 

c HFC-hydrofluorocarbons. PFC-perfluorocarbons. SF6-sulfur hexaflouride. 


Gases which contain carbon can be measured in terms of the full molecular weight of the gas 

or just in terms of their carbon content. This table presents carbon content. The ratio of the 

weight of carbon to carbon dioxide is 0.2727. The transportation sector accounts for 

approximately one-third of carbon emissions. 

Table 11.4 

U.S. Carbon Emissions from Fossil Energy Consumption 

by End-Use Sector, 1990–2001 a 

(million metric tons of carbon) 

End use sector 1990 1995 1996 1997 1998 1999 2000 2001 

Residential 257.5 280.1 297.0 295.0 297.6 302.5 318.1 314.9 

Commercial 212.6 228.5 237.4 249.3 253.9 258.0 274.4 279.7 

Industrial 458.0 468.0 482.2 486.9 479.5 474.2 478.4 452.4 

Transportation 431.4 457.4 468.5 473.2 481.3 495.3 507.3 511.6 

Percentage 31.7% 31.9% 31.5% 31.5% 31.8% 32.4% 32.1% 32.8% 

Total energy 1,359.5 1,434.0 1,485.1 1,504.4 1,512.3 1,530.0 1,578.2 1,558.6 

Source: 


United States, 2001, Washington, DC, December 2002, Table 5, and annual. 


aIncludes energy from petroleum, coal, and natural gas. Electric utility emissions are 

distributed across consumption sectors. 


11–5

11–6 

Most U.S. transportation sector carbon emissions come from petroleum fuels (98%). Motor 

gasoline has been responsible for about 60% of U.S. carbon emissions over the last twenty 

years. 

Table 11.5 

U.S. Carbon Emissions from Energy Use in the Transportation Sector, 1990–2001 

(million metric tons of carbon) 

1990 1995 2001 

Fuel Emissions Percentage Emissions Percentage Emissions Percentage 

Petroleum 

Motor 

gasoline 260.5 60.4% 279.0 61.0% 308.0 60.2% 

LPGa 0.4 0.1% 0.3 0.1% 0.2 0.0% 

Jet fuel 60.1 13.9% 60.0 13.1% 65.6 12.8% 

Distillate fuel 75.6 17.5% 85.1 18.6% 107.5 21.0% 

Residual fuel 21.6 5.0% 19.4 4.2% 17.8 3.5% 

Lubricants 1.8 0.4% 1.7 0.4% 1.6 0.3% 

Aviation gas 0.8 0.2% 0.7 0.2% 0.7 0.1% 

Subtotal 420.8 97.5% 446.2 97.5% 501.4 98.0% 

Other energy 

Natural gas 9.8 2.3% 10.4 2.3% 9.2 1.8% 

Electricityb 0.7 0.2% 0.9 0.2% 1.0 0.2% 

Total 431.3 100.0% 457.5 100.0% 511.6 100.0% 

Source: 


United States, 2001, Washington, DC, December 2002, Table 9, and annual. 


a Liquified petroleum gas. 

b Share of total electric utility carbon dioxide emissions weighted by sales to the transportation sector. 


The Greenhouse Gases, Regulated Emissions, and Energy Use 

in Transportation (GREET) Model 

greet.anl.gov 

The GREET model, which is sponsored by the Department of Energy, estimates the full fuel-cycle 

emissions and energy use associated with various transportation fuels and advanced transportation 

technologies for light-duty vehicles. It calculates fuel-cycle emissions of three greenhouse gases (carbon 

dioxide, methane, and nitrous oxide) and five criteria pollutants (volatile organic compounds, carbon 

monoxide, nitrogen oxides, sulfur oxides, and particulate matter measuring 10 microns or less). The model 

also calculates the total fuel-cycle energy consumption, fossil fuel consumption, and petroleum consumption 

using various transportation fuels. The fuel cycles that are included in the GREET model are: 

• petroleum to conventional gasoline, reformulated gasoline, conventional diesel, reformulated diesel, 

liquefied petroleum gas, and electricity via residual oil; 

• natural gas to compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, Fischer- 

Tropsch diesel, dimethyl ether, hydrogen, and electricity; 

• coal to electricity; 

• uranium to electricity; 

• renewable energy (hydropower, solar energy, and wind) to electricity; 

• corn, woody biomass, and herbaceous biomass to ethanol; 

• soybeans to biodiesel; and 

• landfill gases to methanol. 

For additional information about the GREET model, see the GREET website, or contact: 

Michael Q. Wang 

Argonne National Laboratory 

9700 South Cass Avenue, ES/362 

Argonne, IL 60439-4815 

phone: 630-252-2819 

fax: 630-252-3443 

email: mqwang@anl.gov 


11–7

Source 

Chapter 12 

Criteria Air Pollutants 


Table 12.1 Transportation’s share of U.S. emissions, 2001 

CO 82.4% 

NO X 


55.5% 

VOC 41.7% 

PM-10 2.2% 

PM-2.5 6.1% 

SO 2 

NH 3 

4.4% 

6.3% 

12–1

12–2 

Transportation accounts for the majority of carbon monoxide and nitrogen oxide emissions. Highway 

vehicles are responsible for the largest share of transportation emissions. 

Table 12.1 

Total National Emissions of the Criteria Air Pollutants by Sector, 2001 

(millions of short tons/percentage) 

Sector CO NOx VOC PM-10 PM-2.5 SO2 NH3 Highway vehicles 74.83 8.25 4.87 0.22 0.16 0.26 0.28 

62.0% 36.9% 27.1% 0.9% 2.2% 1.7% 5.6% 

Aircraft 0.26 0.08 0.02 0.00 0.00 0.01 0.00 

0.2% 0.4% 0.1% 0.0% 0.0% 0.1% 0.0% 

Railroads 0.10 1.00 0.04 0.03 0.02 0.06 0.00 

0.1% 4.5% 0.2% 0.1% 0.3% 0.4% 0.0% 

Vessels 0.13 1.01 0.03 0.04 0.04 0.16 0.00 

0.1% 4.5% 0.2% 0.2% 0.5% 1.0% 0.0% 

Other off-highway 24.19 2.07 2.53 0.24 0.23 0.22 0.04 

20.0% 9.2% 14.1% 1.0% 3.1% 1.4% 0.7% 

Transportation total 99.50 12.41 7.50 0.53 0.45 0.70 0.32 

82.4% 55.5% 41.7% 2.2% 6.1% 4.4% 6.3% 

Stationary source fuel combustion 4.59 8.60 1.18 1.50 1.32 13.63 0.07 

3.8% 38.5% 6.6% 6.2% 17.9% 86.3% 1.4% 

Industrial processes 2.74 0.86 7.45 0.76 0.52 1.41 0.17 

2.3% 3.9% 41.5% 3.1% 7.1% 8.9% 3.4% 

Waste disposal and recycling total 3.23 0.17 0.54 0.50 0.48 0.04 0.09 

2.7% 0.8% 3.0% 2.1% 6.4% 0.2% 1.8% 

Miscellaneous 10.69 0.31 1.29 20.80 4.61 0.01 4.35 

8.9% 1.4% 7.2% 86.3% 62.5% 0.1% 87.1% 

Total of all sources 120.76 22.35 17.96 24.10 7.38 15.79 5.00 

100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 

Source: 

U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends website 

www.epa.gov/ttn/chief/trends (Additional resources: www.epa.gov/oar/oaqps) 

Note: 

CO = Carbon monoxide. NO x = Nitrogen oxides. PM-10 = Particulate matter less than 10 microns. 

PM-2.5 = Particulate matter less than 2.5 microns. SO 2 = Sulfur dioxide. VOC = Volatile organic compounds. 

NH 3 = Ammonia. 


The transportation sector accounted for more than 80% of the nation’s carbon monoxide (CO) emissions 

in 2001. Highway vehicles are by far the source of the greatest amount of CO. For details on the 

highway emissions of CO, see Table 12.3. 

Table 12.2 

Total National Emissions of Carbon Monoxide, 1980–2001 a 

(million short tons) 

Source category 1980 1985 1990 1995 2000 2001 

Highway vehicles 

Aircraft 

Railroads 

Vessels b 

Other off-highway 

143.83 

0.21 

0.12 

0.13 

16.23 

134.19 

0.22 

0.10 

0.14 

18.58 

110.26 

0.24 

0.09 

0.13 

20.98 

a The sums of subcategories may not equal total due to rounding. 

b Recreational marine vessels. 

83.88 

0.25 

0.10 

0.14 


68.06 

0.27 

0.10 

0.13 



74.83 

0.26 

0.10 

0.13 

24.19 

Percent 

of total, 

2001 

62.0% 

0.2% 

0.1% 

0.1% 

20.0% 

Transportation total 160.51 153.22 131.70 107.76 92.24 99.50 82.4% 

Stationary fuel combustion total 7.30 8.49 5.51 5.93 4.60 4.59 3.8% 

Industrial processes total 6.95 5.28 4.77 4.61 2.62 2.74 2.3% 

Waste disposal and recycling total 2.30 1.94 1.08 1.19 3.23 3.23 2.7% 

Miscellaneous total 8.34 7.93 11.12 7.30 20.90 10.69 8.9% 

Total of all sources 185.41 176.85 154.19 126.78 123.59 120.76 100.0% 

Source: 



12–3

12–4 

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 2001 is less than half what 

it was in 1980. This is despite the fact that there were many more light vehicles on the road in 2001. 

Table 12.3 

Emissions of Carbon Monoxide from Highway Vehicles, 1980–2001 a 



Percent of 

total, 2001 

Gasoline powered 

Light vehicles & motorcycles 98.21 87.80 67.24 46.54 36.40 41.23 55.1% 

Light trucksb 28.83 32.11 32.23 29.81 27.04 29.33 39.2% 

Heavy vehicles 15.35 12.40 8.92 5.96 3.42 3.13 4.2% 

Total 142.39 132.32 108.39 82.31 66.86 73.70 98.5% 

Diesel powered 

Light vehicles 0.03 0.04 0.04 0.02 0.01 0.01 0.0% 

Light trucksb 0.05 0.04 0.03 0.02 0.01 0.01 0.0% 


Total 1.43 1.87 

Total 

1.87 1.57 1.20 1.13 1.5% 

Highway vehicle total 143.83 134.19 110.26 83.88 68.06 74.83 100.0% 

Percent diesel 1.0% 1.4% 1.7% 1.9% 1.8% 1.5% 

Source: 

U. S. Environmental Protection Agency, National Emission Inventory Air Pollutant Emission Trends 

website www.epa.gov/ttn/chief/trends 

(Additional resources: www.epa.gov/oar/oaqps) 


b Less than 8,500 pounds. 


The transportation sector accounted for over half of the nation’s nitrogen oxide (NOx) emissions in 

2001, with the majority coming from highway vehicles. For details on the highway emissions of NOx, 

see Table 12.5. 

Table 12.4 

Total National Emissions of Nitrogen Oxides, 1980–2001 a 




Railroads 

Other off-highway 

11.49 

1.19 

2.17 

10.93 

0.96 

2.62 

9.59 

0.95 

2.84 


8.88 

1.03 

3.08 


8.39 

1.00 

3.17 

8.25 

1.00 

3.16 

Percent 

of total, 

2001 

36.9% 

4.5% 

14.1% 




Waste disposal and recycling total 0.11 0.09 0.09 0.10 0.17 0.17 0.8% 


Total of all sources 27.08 25.76 25.53 24.96 23.20 22.35 100.0% 

Source: 


website www.epa.gov/ttn/chief/trends (Additional resources: www.epa.gov/oar/oaqps) 

12–5

12–6 

Heavy diesel-powered vehicles were responsible for nearly one-half of highway vehicle nitrogen oxide 

emissions in 2001, while light gasoline vehicles were responsible for the rest. 

Table 12.5 

Emissions of Nitrogen Oxides from Highway Vehicles, 1980–2001 a 



Percent of 

total, 2001 


Light vehicles & motorcycles 6.63 5.68 4.26 3.05 2.31 2.39 28.9% 

Light trucksb 1.58 1.60 1.50 1.46 1.44 1.50 18.2% 


Total 8.83 7.85 6.33 5.03 4.20 4.35 52.7% 


Light vehicles c 0.04 0.04 0.02 0.01 0.01 0.1% 

Light trucksb c c 0.02 0.01 0.01 0.01 0.1% 


Total 2.66 3.08 

Total 

3.26 3.85 4.19 3.90 47.3% 

Highway vehicle total 11.49 10.93 9.59 8.88 8.69 8.25 100.0% 

Percent diesel 23.1% 28.2% 34.0% 43.4% 48.2% 47.3% 

Source: 







The transportation sector accounted for over 40% of the nation’s volatile organic compound 

(VOC) emissions in 2001, with the majority coming from highway vehicles. For details on the 

highway emissions of VOC, see Table 12.7. 

Table 12.6 

Total National Emissions of Volatile Organic Compounds, 1980–2001 a 




Off-highway 

13.87 

2.19 

12.65 

2.44 

9.39 

2.66 

6.75 

2.89 

5.33 

2.64 

a 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. 


4.87 

2.62 

Percent 

of total, 

2001 

27.1% 

14.6% 




Waste disposal and recycling total 0.76 0.98 0.99 1.07 0.54 0.54 3.0% 


Total of all sources 31.11 27.70 24.12 22.04 19.70 17.96 100.0% 

Source: 



12–7

12–8 

Gasoline-powered vehicles are responsible for 80% of highway vehicle emissions of volatile 

organic compounds. VOC emissions from highway vehicles in 2001 were less than half the 

1980 level. 

Table 12.7 

Emissions of Volatile Organic Compounds from Highway Vehicles, 1980–2001 a 

(thousand short tons) 


Percent of 

total, 2001 


Light vehicles & motorcycles 9,304 7,962 5,690 3,768 2,903 2,620 45.0% 

Light trucksb 2,864 2,908 2,617 2,225 1,929 1,805 31.0% 

Heavy vehicles 1,198 959 633 421 256 224 3.9% 

Total 13,366 11,829 8,940 6,414 5,088 4,649 79.9% 


Light vehicles 16 19 18 9 3 3 0.1% 

Light trucksb 28 22 15 10 4 4 0.1% 

Heavy vehicles 459 483 415 315 230 218 3.7% 

Total 503 525 

Total 

448 335 238 225 3.9% 

Highway vehicle total 13,869 10,545 9,388 9,376 6,443 5,816 100.0% 


Source: 






The transportation sector accounted for only 2% of the nation’s particulate matter (PM-10) 

emissions in 2001. For details on the highway emissions of PM-10, see Table 12.9. 

Table 12.8 

Total National Emissions of Particulate Matter (PM-10), 1980–2001 a 




Off-highway 

0.43 

0.26 

0.41 

0.30 

0.39 

0.33 

0.30 

0.34 

0.23 

0.32 

aFine particle matter less than 10 microns. The sums of subcategories may not equal total due 

to rounding. 

bData are not available. 


0.22 

0.32 

Percent 

of total, 

2001 

0.9% 

1.3% 

Transportation total 

Stationary fuel combustion 

0.69 0.71 0.72 0.64 0.55 0.53 2.2% 

total 2.45 1.54 1.20 1.18 1.53 1.50 6.2% 

Industrial processes total 

Waste disposal and 

2.75 1.06 1.04 0.95 0.73 0.76 3.1% 

recycling total 0.27 0.28 0.27 0.29 0.50 0.50 2.1% 

Fugitive dust 

b 29.73 18.08 17.01 14.31 14.66 60.8% 

Other miscellaneous 

b 8.01 6.46 5.76 7.08 6.14 25.5% 


Total of all sources 7.01 41.32 27.76 25.82 24.70 24.10 100.0% 

Source: 



Note: 

Because PM-10 is fine particle matter less than 10 microns, it also includes PM-2.5. Specific data 

for PM-2.5 are shown on Tables 12.10 and 12.11. 

12–9

12–10 

Since 1985, diesel-powered vehicles have been responsible for more than half of highway 

vehicle emissions of particulate matter (PM-10). Heavy vehicles are clearly the main source. 

Table 12.9 

Emissions of Particulate Matter (PM-10) from Highway Vehicles, 1980–2001 a 



Percent of total, 

2001 


Light vehicles & motorcycles 141 86 57 53 51 51 23.4% 

Light trucksb 49 37 31 32 31 31 14.2% 

Heavy vehicles 30 23 17 13 10 10 4.6% 

Total 220 146 105 98 92 92 42.2% 


Light vehicles 9 13 11 4 1 1 0.5% 

Light trucksb 12 8 5 3 1 1 0.5% 

Heavy vehicles 191 240 266 199 135 125 57.3% 

Total 212 262 282 

Total 

206 137 127 58.3% 

Highway vehicle total 432 408 387 304 230 218 100.0% 


Source: 



Note: 

Because PM-10 is fine particle matter less than 10 microns, it also includes PM-2.5. Specific data for PM-2.5 

are shown on Tables 12.10 and 12.11. 




The transportation sector accounted for only 6% of the nation’s particulate matter (PM-2.5) 

emissions in 2001. For details on the highway emissions of PM-2.5, see Table 12.11. 

Table 12.10 

Total National Emissions of Particulate Matter (PM-2.5), 1990–2001 


Source category 1990 1995 2000 2001 


Off-highway 

0.32 

0.30 

0.25 

0.31 

0.17 

0.30 


0.16 

0.29 

Percent 

of total, 

2001 

2.2% 

3.9% 

Transportation total 0.63 0.56 0.47 0.45 6.1% 

Stationary fuel combustion total 0.91 0.90 1.34 1.32 17.9% 

Industrial processes total 0.56 0.50 0.50 0.52 7.1% 

Waste disposal and recycling total 0.23 0.25 0.47 0.48 6.4% 

Fugitive dust 

Other miscellaneous 

3.17 

2.06 

3.04 

1.69 

2.57 

2.82 

2.63 

1.98 

35.6% 

26.8% 

Miscellaneous total 5.23 4.73 5.39 4.61 62.5% 

Total of all sources 7.56 6.93 8.17 7.38 100.0% 

Source: 



12–11

12–12 

Diesel vehicles are responsible for the majority of highway vehicle PM-2.5 emissions. More than twothirds 

of the highway vehicles’ PM-2.5 emissions are from heavy diesel trucks. 

Table 12.11 

Emissions of Particulate Matter (PM-2.5) from Highway Vehicles, 1990–2001 a 


Source category 1990 1995 2000 2001 

Percent of 

total, 2001 


Light vehicles & motorcycles 35 30 27 27 16.7% 

Light trucksb 21 20 18 17 10.5% 

Heavy vehicles 11 9 7 7 4.3% 

Total 67 59 52 51 31.5% 


Light vehicles 10 4 1 1 0.6% 

Light trucksb 4 2 1 1 0.6% 

Heavy vehicles 243 179 119 109 67.3% 

Total 257 185 121 111 68.5% 

Total 

Highway vehicle total 324 245 173 162 100.0% 

Percent diesel 79.3% 75.5% 69.9% 68.5% 

Source: 






The Greenhouse Gases, Regulated Emissions, and Energy Use 

in Transportation (GREET) Model 

greet.anl.gov 

The GREET model, which is sponsored by the Department of Energy, estimates the full fuel-cycle 

emissions and energy use associated with various transportation fuels and advanced transportation 

technologies for light vehicles. It calculates fuel-cycle emissions of five criteria pollutants (volatile 

organic compounds, carbon monoxide, nitrogen oxides, sulfur oxides, and particulate matter measuring 

10 microns or less) and three greenhouse gases (carbon dioxide, methane, and nitrous oxide). The model 

also calculates the total fuel-cycle energy consumption, fossil fuel consumption, and petroleum 

consumption using various transportation fuels. The fuel cycles that are included in the GREET model 

are: 

• petroleum to conventional gasoline, reformulated gasoline, conventional diesel, reformulated diesel, 

liquefied petroleum gas, and electricity via residual oil; 

• natural gas to compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, 

Fischer-Tropsch diesel, dimethyl ether, hydrogen, and electricity; 

• coal to electricity; 

• uranium to electricity; 

• renewable energy (hydropower, solar energy, and wind) to electricity; 

• corn, woody biomass, and herbaceous biomass to ethanol; 

• soybeans to biodiesel; and 

• landfill gases to methanol. 

For additional information about the GREET model, see the GREET website, or contact: 

Michael Q. Wang 

Argonne National Laboratory 

9700 South Cass Avenue, ES/362 

Argonne, IL 60439-4815 

phone: 630-252-2819 

fax: 630-252-3443 

email: mqwang@anl.gov 


12–13

12–14 

Table 12.12 

Tier 2 Emission Standards for Cars and Light Trucks 

Effective for 2004–2009 Model Yearsa (grams/mile) 

Bin NMOG CO NOx 

50,000 miles 

PM HCHO 

10b 9 

0.125 3.4 0.4 

c 

0.015 

b 8 

7 

6 

5 

0.075 

0.100 

0.075 

0.075 

0.075 

3.4 

3.4 

3.4 

3.4 

3.4 

0.2 

0.14 

0.11 

0.08 

0.05 

120,000 miles 

a 

a 

a 

a 

a 

0.015 

0.015 

0.015 

0.015 

0.015 

MDPVb 0.280 7.3 0.9 0.12 0.032 

10b 0.156 4.2 0.6 0.08 0.018 

9b 0.090 4.2 0.3 0.06 0.018 

8 0.125 4.2 0.2 0.02 0.018 

7 0.090 4.2 0.15 0.02 0.018 

6 0.090 4.2 0.10 0.01 0.018 

5 0.090 4.2 0.07 0.01 0.018 

4 0.070 2.1 0.04 0.01 0.011 

3 0.055 2.1 0.03 0.01 0.011 

2 0.010 2.1 0.02 0.01 0.004 

1 

Source: 

0.000 0.0 0.00 0.00 0.000 

Federal Register, Vol. 65, No. 28, Thursday, February 10, 2000, pp. 6822–6870. 

a Some temporary standards are not shown. 

b Bin expires after 2008. 

c No standard. 

Acronyms Used on Tables 12.12 and 12.13 

CO Carbon monoxide 

GVW Gross vehicle weight 

HC Hydrocarbons 

HCHO Formaldehyde 

LDT Light-duty truck 

LEV Low-emission vehicle 

LVW Loaded vehicle weight 

MDPV Medium-duty passenger vehicle 

(8,500–10,000 lbs. GVWR) 

NMOG Non-methane organic gases 

NOx Nitrogen oxides 

PC Passenger car 

PM Particulate matter 

SULEV Super-ultra-low-emission vehicle 

ULEV Ultra-low-emission vehicle 

ZEV Zero-emission vehicle 



Table 12.13 

Light Vehicle Exhaust Emission Standards in Effect in 2009 

When U.S. Tier 2 Standards are Final 

(grams/mile) 

Vehicle fuels: Gasoline AND diesel unless noted otherwise Vehicle size: Up to 8,500 lbs GVW unless noted otherwise 

Useful life: 50,000 miles 120,000 miles 

Bins, category, size NMOG CO NOx PM HCHO HC+NOx NMOG CO NOx PM HCHO 

U.S. Bins 

emission 8 0.100 3.4 0.14 – 0.015 – 0.125 4.2 0.20 0.02 0.018 

standards 7 0.075 3.4 0.11 – 0.015 – 0.090 4.2 0.15 0.02 0.018 

6 0.075 3.4 0.08 – 0.015 – 0.090 4.2 0.10 0.01 0.018 

5 0.075 3.4 0.05 – 0.015 – 0.090 4.2 0.07 0.01 0.018 

4 – – – – – – 0.070 2.1 0.04 0.01 0.011 

3 – – – – – – 0.055 2.1 0.03 0.01 0.011 

2 – – – – – – 0.010 2.1 0.02 0.01 0.004 

1 – – – – – – 0.000 0.0 0.00 0.00 0.000 

Averagea – – – – – – – – 0.07 – – 

California Category (Diesel only) (Diesel only) 

LEV II LEVb 0.075 3.4 0.05 – 0.015 – 0.090 4.2 0.07 0.01 0.018 

emission ULEV 0.04 1.7 0.05 – 0.08 – 0.055 2.1 0.07 0.01 0.011 

standards SULEV – – – – – – 0.010 1.0 0.02 0.01 0.004 

ZEVc 0.00 0.0 0.00 – 0.00 – 0.000 0.0 0.00 0.00 0.000 

Avg. for all PCs + LDTs 

0-3,750 lbs LVW 

0.038 – – – – – – – – – – 

Source: 

Avg. for LDTs 3,751 lbs 

LVW - 8,500 lbs GVW 

0.047 – – – – – – – – – – 

U.S.: Federal Register, Vol. 65, No. 28, Thursday, February 10, 2000, pp. 6822–6870. 

California Exhaust Emission Standards and Test Procedures for 2001 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty 

Vehicles, as of December 1, 1999 (adopted August 5, 1999), incorporated by reference in section 1961(d), title 13, CCR. 

Note: 

See acronym list on previous page. 

a Includes medium-duty passenger vehicles which are also required to meet bin standards. 

b A LEV Option 1 with higher NOx levels also exists for up to 4% of LDTs above 3,750 lbs. 

c Only apply to PCs and LDTs 0-3750 lbs LVW. 

12–15


Table 12.14 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Light Vehicles a,b 

(grams per mile) 

Engine Type & Pollutant 

Gasoline 

Prior to 

control 1968-69 1970-71 1972 1973-74 1975-76 1977-79 1980 1981 1982-86 1987-93 1994-2004 b 

Hydrocarbons (total) 11 c 2.2 3.4 1.5 0.41 0.41 (e) 

Non-methane hydrocarbons d e 0.25 (0.31) 

Carbon monoxide 80 c 23 39 15 7.0 3.4 3.4 (4.2) 

Cold-temp. Carbon monoxidef d e 10 (e) 

Nitrogen oxides 4 e 3.0 3.1 2.0 1.0 0.4 (0.6) 

Particulates 

Diesel 

d e 0.08 (0.10) 

Hydrocarbons (total) 11 e 1.5 0.41 0.41 (e) 

Non-methane hydrocarbons d e 0.25 (0.31) 

Carbon monoxide 80 e 15 7.0 3.4 3.4 (4.2) 

Nitrogen oxides 4 3.1 2.0 1.0 1.0 (1.25) 

Particulates d e 0.60 0.20 0.08 (0.10) 

Test Procedure 7-mode CVS-72 CVS-75 

Useful Life (intermediate) b e 5 yrs/50,000 mi 

(full) 5 yrs/50,000 mi 10 yrs/100,000 mi 

Source: 

40 CFR 86.085-2; 40 CFR 86.090-2; 40 CFR 86.090-8; 40 CFR 86.094-8; 40 CFR 86.096-2; 40 CFR 86.096-8; 40 CFR 86.098-8;40 CFR 86.099-8; 40 CFR 86.082-2; 40 CFR 86.000-8. 

Lisa Snapp, Office of Air and Radiation, Environmental Protection Agency, Personal communication, April 1999. 

a The test procedure for measuring exhaust emissions has changed several times over the course of vehicle emissions regulation. The 7-mode procedure was used through model 

year 1971 and was replaced by the CVS-72 procedure beginning in model year 1972. The CVS-75 became the test procedure as of model year 1975. While it may appear that the total 

hydrocarbon and carbon monoxide standards were relaxed in 1972-74, these standards were actually more stringent due to the more stringent nature of the CVS-72 test procedure. 

Additional standards for carbon monoxide and composite standards for non-methane hydrocarbons and nitrogen oxides tested over the new Supplemental Federal Test Procedure will be 

phased-in during model years 2000-02; these standards are not shown in this table. 

b All emission standards must be met for a useful life of 5 years/50,000 miles. Beginning in with model year 1994, a second set of emission standards must also be met for a full 

useful life of 10 years/100,000 miles (these standards are shown in parentheses). Tier 1 exhaust standards were phased-in during 1994-96 at a rate of 40, 80, and 100 percent, respectively. 

c In 1968-69, exhaust emission standards were issued in parts per million (ppm) rather than grams per mile and are, therefore, incompatible with this table. 

d No estimate available. 

e No standard set. 

f The cold CO emission standard is measured at 20 degrees F (rather than 75 degrees F) and is applicable for a 5-year/50,000-mile useful life. 

12–16


Table 12.15 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Light Trucks (Category LDT1) a,b,c 



Gasoline 

Prior to 

control 1968-69 1970-71 1972 1973-74 1975 1976-78 1979-81 1982-83 1984 1985-86 1987 1988-93 1994 1995–2004 

Hydrocarbons (total) 11 d 2.2 3.4 2.0 1.7 0.80 f (0.80) 

Non-methane hydrocarbons e f 0.25 (0.31) 

Carbon monoxide 80 d 23 39 20 18 10 3.4 (4.2) 

Cold-temp. carbon monoxide g e f 10 (f) 

Nitrogen oxides 4 f 3.0 3.1 2.3 1.2 0.4 (0.6) 

Particulates 

Diesel 

e f 0.08 (0.10) 

Hydrocarbons (total) 11 f 2.0 1.7 0.80 f (0.80) 


Carbon monoxide 80 f 20 18 10 3.4 (4.2) 

Nitrogen oxides 4 f 3.1 2.3 1.2 1.0 (1.25) 

Particulates e f 0.60 0.26 0.08 (0.10) 

LDT1 Weight Criteria h GVWR up through 6,000 lbs GVWR up through 8,500 lbs 

GVWR up through 6,000 lbs; 

LVW up through 3,750 lbs 

Test Procedure b 7-mode CVS-72 CVS-75 

Useful Life (intermediate) c f 5 yrs/50,000 mi 

(full) 

Source: 

5 yrs/50,000 mi 11 yrs/120,000 mi 11 yrs/120,000 mi 

40 CFR 86.082-2; 40 CFR 86.085-2; 40 CFR 86.090-2; 40 CFR 86.090-9; 40 CFR 86.091-9; 40 CFR 86.094-9; 40 CFR 86.096-2; 40 CFR 86.096-9; 40 CFR 86.099-9; 40 CFR 86.000-9; 

40 CFR 86.001-9; 40 CFR 86.004-9. Lisa Snapp, Office of Air and Radiation, Environmental Protection Agency, Personal communication. 

a Light truck categories LDT1-LDT4 were not actually created until 1994. From 1968 to 1978 all trucks with a Gross Vehicle Weight Rating (GVWR) up to 6,000 lbs were 

classified as light trucks and were required to meet the same standards. As of 1979, the maximum weight was raised to 8,500 lbs GVWR. During 1988 through 1993, light trucks were 

divided into two subcategories that coincide with the current LDT1 and LDT2/3/4 categories. 

b The test procedure for measuring exhaust emissions has changed several times over the course of vehicle emissions regulation. The 7-mode procedure was used through model 





c Emission standards had to be met for a useful life of 5 years/50,000 miles through model year 1983, and a full useful life of 11 years 120,000 miles was defined for 1985-93 

(several useful life options were available for 1984). Beginning in model year 1994, emission standards were established for an intermediate useful life of 5 years/50,000 miles as well as a 

full useful life of 11 years/120,000 miles (these standards are shown in parentheses). Hydrocarbon standards, however, were established only for full useful life. Tier 1 exhaust standards, 

except PM standards, were phased-in during 1994-96 at a rate of 40, 80, and 100 percent, respectively. PM standards were phased-in at a rate of 40, 80, and 100 percent during 1995-97. 

d In 1968-69, exhaust emission standards were issued in parts per million (ppm) rather than grams per mile and are, therefore, incompatible with this table. 

e No estimate available. 

f No standard set. 

g The cold CO emission standard is measured at 20 degrees F (rather than 75 degrees F) and is applicable for a 5-year/50,000-mile useful life. 

h Gross vehicle weight rating (GVWR) is the maximum design loaded weight. Loaded vehicle weight (LVW) is the curb weight (nominal vehicle weight) plus 300 lbs. 12–17


Table 12.16 




Gasoline 

Prior to 

control 1968-69 1970-71 1972 1973-74 1975 1976-78 1979-81 1982-83 1984 1985-86 1987 1988-90 1991-93 1994 1995–2004 




Cold-temp. carbon monoxide g e f 12.5 (f) 

Nitrogen oxides 4 f 3.0 3.1 2.3 1.7 0.7 (0.97) 

Particulates 

Diesel 

e f 0.08 (0.10) 




Nitrogen oxides 4 f 3.1 2.3 1.7 f (0.97) 

Particulates e f 0.60 0.50 0.45 0.13 0.08 (0.10) 

LDT2 Weight Criteria h GVWR up through 6,000 lbs GVWR up through 8,500 lbs GVWR up through 5,000 lbs and 

LVW over 3,750 lbs 



(full) 

Source: 

5 yrs/50,000 mi 11 yrs/120,000 mi 11 yrs/120,000 mi 


40 CFR 86.001-9; 40 CFR 86.004-9. Lisa Snapp, Office of Air and Radiation, Environmental Protection Agency, Personal communication, April 1999. 


classified as light trucks and were required to meet the same standards. As of 1979, the maximum weight was raised to 8,500 lbs GVWR. During 1988-93, light trucks were divided into 

two subcategories that coincide with the current LDT1 and LDT2/3/4 categories. 






c Emission standards had to be met for a useful life of 5 years/50,000 miles through model year 1983, and a full useful life of 11 years 120,000 miles was defined for 1985-93 


full useful life of 11 years/120,000 miles (these standards are shown in parentheses). Hydrocarbon standards, however, were established only for full useful life. Tier 1 exhaust standards, 

except PM standards, were phased-in during 1994-96 at a rate of 40, 80, and 100 percent, respectively. PM standards were phased-in at a rate of 40, 80, and 100 percent during 1995-97. 





h Gross vehicle weight rating (GVWR) is the maximum design loaded weight. Loaded vehicle weight (LVW) is the curb weight (nominal vehicle weight) plus 300 lbs. 

12–18


Table 12.17 




Gasoline 

Prior to 

control 1968-69 1970-71 1972 1973-74 1975 1976-78 1979-81 1982-83 1984 1985-86 1987 1988-89 1990 1991-95 1996–2004 





Nitrogen oxides 4 f 3.0 3.1 2.3 2.3 1.7 0.7 (0.98) 

Particulates 

Diesel 

e f f (0.10) 




Nitrogen oxides 4 f 3.1 2.3 2.3 1.7 (0.98) 

Particulates e f 0.60 0.50 0.45 0.13 (0.10) 

LDT3 Weight Criteria GVWR up through 6,000 lbs GVWR up through 8,500 lbs Any ALW ALW up through 

5,750 lbs 

GVWR 6,001-8,500 lbs 



(full) 

Source: 

5 yrs/50,000 mi 11 yrs/120,000 mi 11 yrs/120,000 











c Emission standards had to be met for a full useful life of 5 years/50,000 miles through model year 1983, and a full useful life of 11 years 120,000 miles was defined for 1985-93 


full useful life of 11 years/120,000 miles (these standards are shown in parentheses). This applied to all pollutants except hydrocarbons and particulates for all LDT3s and NOx for dieselpowered 

LDT3s, which were only required to meet full useful life standards. Tier 1 exhaust standards were phased-in during 1996-97 at a rate of 50 and 100 percent, respectively. 





h Gross vehicle weight rating (GVWR) is the maximum design loaded weight. Loaded vehicle weight (LVW) is the curb weight (nominal vehicle weight) plus 300 lbs. 12–19


Table 12.18 



Prior to 


Gasoline 

control 1968-69 1970-71 1972 1973-74 1975 1976-78 1979-81 1982-83 1984 1985-86 1987 1988-89 1990 1991-95 1996–2004 





Nitrogen oxides 4 f 3.0 3.1 2.3 2.3 1.7 1.1 (1.53) 

Particulates 

Diesel 

e f f (0.12) 




Nitrogen oxides 4 f 3.1 2.3 2.3 1.7 f (1.53) 

Particulates e f 0.60 0.50 0.45 0.13 f (0.12) 

LDT4 Weight Criteria h GVWR up through 6,000 lbs GVWR up through 8,500 lbs Any ALVW ALVW over 

5,750 lbs 

GVWR 6,001-8,500 lbs 



(full) 5 yrs/50,000 mi 11 yrs/120,000 mi 11 yrs/120,000 

Source: 



a 

Light truck categories LDT1-LDT4 were not actually created until 1994. From 1968 to 1978 all trucks with a Gross Vehicle Weight Rating (GVWR) up to 6,000 lbs were 



b 

The test procedure for measuring exhaust emissions has changed several times over the course of vehicle emissions regulation. The 7-mode procedure was used through model 





c 

Emission standards had to be met for a full useful life of 5 years/50,000 miles through model year 1983, and a full useful life of 11 years 120,000 miles was defined for 1985-93 


full useful life of 11 years/120,000 miles (these standards are shown in parentheses). This applied to all pollutants except hydrocarbons and particulates for all LDT3s and NOx for dieselpowered 

LDT3s, which were only required to meet full useful life standards. Tier 1 exhaust standards were phased-in during 1996-97 at a rate of 50 and 100 percent, respectively. 

d 

In 1968-69, exhaust emission standards were issued in parts per million (ppm) rather than grams per mile and are, therefore, incompatible with this table. 

e 

No estimate available. 

f 

No standard set. 

g 

The cold CO emission standard is measured at 20 degrees F (rather than 75 degrees F) and is applicable for a 5-year/50,000-mile useful life. 

h 

Gross vehicle weight rating (GVWR) is the maximum design loaded weight. Adjusted loaded vehicle weight (ALVW) is the numerical average of the GVWR and the curb 

weight. 

12–20


Table 12.19 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Light Heavy Trucks 

(Grams per brake horsepower-hour) 


Gasoline 

1970-73 1974-78 1979-83 1984 1985-86 1987 1988-89 1990 1991-93 1994-97 1998-2003 2004+ 

Hydrocarbons + nitrogen oxides (HC + NOx) a 16 10 a 

Hydrocarbons (HC) b a 1.5 1.9 1.1 

Nitrogen oxides (NOx) a 10.6 6.0 5.0 4.0 

Carbon Monoxide (CO) 

Diesel 

b 40 25 37.1 14.4 


Hydrocarbons (HC) b a 1.5 1.3 


Non-methane hydrocarbons + nitrogen oxides a 2.4 

Carbon Monoxide (CO) b 40 25 15.5 

Particulates a 0.60 0.25 0.10 

Smoke Opacity (acceleration/lugging/peak) d 40/20/a 20/15/50 

Weight Criteria for Light Heavy Trucks e GVWR over 6,000 lbs GVWR over 8,500 lbs GVWR 8,501 through 14,000 lbs 

Test Procedure (gasoline) f 9-mode steady-state MVMA transient 

(diesel) f 13-mode steady-state EPA transient 

Useful Life (gasoline) g 

Sources: 

5 years/50,000 miles 8 years/110,000 miles 

40 CFR 86.082-2; 40 CFR 86.085-2; 40 CFR 86.088-10; 40 CFR 86.090-2; 40 CFR 86.090-10; 40 CFR 86.090-11; 40 CFR 86.091-10; 40 CFR 86.091-11; 40 CFR 86.093-11; 40 CFR 

86.094-11; 40 CFR 86.096-2; 40 CFR 86.096-10; 40 CFR 86.096-11; 40 CFR 86.098-10; 40 CFR 86.098-11; 40 CFR 86.099-10; 40 CFR 86.099-11; 40 CFR 86.004-11; 40 CFR 

86.004-15. Lisa Snapp, Office of Air and Radiation, Environmental Protection Agency, Personal communication, April 1999. Rob French, Office of Air and Radiation, 

Environmental Protection Agency, Personal communication, April 1999. 

a 

No standard set 

b 

Although emission standards for hydrocarbons and carbon monoxide were in effect for these years, they were not measured in grams/brake horsepower-hour and are, therefore, 

incompatible with this table. 

c 

Vehicles can meet a composite non-methane hydrocarbons and nitrogen oxides standard of 2.5, if they meet a non-methane hydrocarbon standard of no more than 0.5. 

d 

Smoke opacity is expressed in percentage for acceleration, lugging, and peak modes (acceleration/lugging/peak). Lugging is when a vehicle is carrying a load. 

e 

Gross vehicle weight rating (GVWR) is the maximum design loaded weight. 

f 

Several testing procedures have been used during the course of exhaust emission control. A steady-state 9-mode test procedure (13-mode for diesel) was used for 1970-83 

standards. For 1984, either the steady-state tests or the EPA transient test procedure could be used. For diesels, the EPA transient test was required from 1985 to the present. For gasolinepowered 

vehicles, either either the EPA or MVMA (Motor Vehicle Manufacturers Association) transient test procedure could be used during 1985-86, and the MVMA procedure was 

required thereafter. 

g 

Emissions standards apply to the useful life of the vehicle. Useful life was 5 years/50,000 miles through 1983, and 8 years/110,000 miles for model year 1985 and after. 1984 

was a transitional year in which vehicles could meet the older standard (and test procedure) or the newer one. Useful life requirement for gasoline-powered trucks meeting NOx standards 

for 1998 and after is 10 years/110,000 miles. The useful life requirements for heavy diesel truck standards are more complex and vary by vehicle weight, pollutant, test procedure, and 

year. Consult the U.S. Code of Federal Regulations for further information. 

12–21


Table 12.20 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Heavy Heavy Trucks 

(Grams per brake horsepower-hour) 

Engine Type & Pollutant 1970-73 1974-78 1979-83 1984 1985-86 1987 1988-89 1990 1991-93 1994-97 1998-2003 2004+ 

Gasoline 




Carbon Monoxide (CO) 

Diesel 

b 40 25 37.1 




Non-methane hydrocarbons + nitrogen oxides a 2.4c 

Carbon Monoxide (CO) b 40 25 15.5 

Particulates a 0.60 0.25 0.10 

Smoke Opacity (acceleration/lugging/peak) d 40/20/a 20/15/50 

Weight Criteria for Heavy Heavy Trucks e GVWR over 

6,000 lbs 

GVWR over 8,500 lbs GVWR over 14,000 lbs 

Test Procedure (gasoline) f 13-mode steady-state MVMA 

(diesel) f 13-mode steady-state EPA transient 

Useful Life (gasoline) g 

Sources: 

5 years/50,000 miles 8 years/110,000 miles 

40 CFR 86.082-2; 40 CFR 86.085-2; 40 CFR 86.088-10; 40 CFR 86.090-2; 40 CFR 86.090-10; 40 CFR 86.090-11; 40 CFR 86.091-10; 40 CFR 86.091-11; 40 CFR 86.093-11; 40 CFR 

86.094-11; 40 CFR 86.096-2; 40 CFR 86.096-10; 40 CFR 86.096-11; 40 CFR 86.098-10; 40 CFR 86.098-11; 40 CFR 86.099-10; 40 CFR 86.099-11; 40 CFR 86.004-11; 40 CFR 

86.004-15. Lisa Snapp, Office of Air and Radiation, Environmental Protection Agency, Personal communication, April 1999. Rob French, Office of Air and Radiation, 

Environmental Protection Agency, Personal communication, April 1999. 

a 

No standard set. 

b 

Although emission standards for hydrocarbons and carbon monoxide were in effect for these years, they were not measured in grams/brake horsepower-hour and are, therefore, 

incompatible with this table. 

c 

Vehicles can meet a composite non-methane hydrocarbons and nitrogen oxides standard of 2.5, if they meet a non-methane hydrocarbon standard of no more than 0.5. 

d 

Smoke opacity is expressed in percentage for acceleration, lugging, and peak modes (acceleration/lugging/peak). Lugging is when a vehicle is carrying a load. 

e 

Gross vehicle weight rating (GVWR) is the maximum design loaded weight. 

f 

Several testing procedures have been used during the course of exhaust emission control. A steady-state 9-mode test procedure (13-mode for diesel) was used for 1970-83 

standards. For 1984, either the steady-state tests or the EPA transient test procedure could be used. For diesels, the EPA transient test was required from 1985 to the present. For gasolinepowered 

vehicles, either either the EPA or MVMA (Motor Vehicle Manufacturers Association) transient test procedure could be used during 1985-86, and the MVMA procedure was 

required thereafter. 

g 

Emissions standards apply to the useful life of the vehicle. Useful life was 5 years/50,000 miles through 1983, and 8 years/110,000 miles for model year 1985 and after. 1984 

was a transitional year in which vehicles could meet the older standard (and test procedure) or the newer one. Useful life requirement for gasoline-powered trucks meeting NOx standards 

for 1998 and after is 10 years/110,000 miles. The useful life requirements for heavy diesel truck standards are more complex and vary by vehicle weight, pollutant, test procedure, and 

year. Consult the U.S. Code of Federal Regulations for further information. 

12–22


a THCE for methanol vehicles. Does not apply to CNG vehicles. 

b THCE for Tier 0 methanol vehicles. NMHCE for other alcohol vehicles. 

c NMHC for diesel-fueled vehicles. 

d Diesel-fueled vehicles only. 

Table 12.21 

California Passenger Cars and Light Trucks Emission Certification Standards for Model Years 2001-2006 

(grams/mile) 

Vehicle Useful Life 

Vehicle Emission 

5 Years / 50,000 Miles 10 Years / 100,000 Miles 

Type Category THCa NMHCb NMOGc CO NOX PM HCHO THCa NMHCb NMOGc CO NOX PM HCHO 

Passenger car Tier 1 – 0.25 – 3.4 0.4 0.08d 0.015e – 0.31 – 4.2 0.6 – – 

TLEV – – 0.125 3.4 0.4 – 0.015 – – 0.156 4.2 0.6 0.08d 0.018 

LEV – – 0.075 3.4 0.2 – 0.015 – – 0.090 4.2 0.3 0.08d 0.018 

ULEV – – 0.040 1.7 0.2 – 0.008 – – 0.055 2.1 0.3 0.04d 0.011 

ZEV 0.0 0.00 0.000 0.0 0.0 0.00 0.000 0.00 0.00 0.000 0.0 0.0 0.00 0.000 

LDT1 Tier 1 – 0.25 – 3.4 0.4 0.08d 0.015e – 0.31 – 4.2 0.6 – – 

TLEV – – 0.125 3.4 0.4 – 0.015 – – 0.156 4.2 0.6 0.08d 0.018 

LEV – – 0.075 3.4 0.2 – 0.015 – – 0.090 4.2 0.3 0.08d 0.018 

ULEV – – 0.040 1.7 0.2 – 0.008 – – 0.055 2.1 0.3 0.04d 0.011 

ZEV 0.0 0.00 0.000 0.0 0.0 0.00 0.000 0.00 0.00 0.000 0.0 0.0 0.00 0.000 

LDT2 Tier 1 – 0.32 – 4.4 0.7 0.08d 0.018e – 0.40 – 5.5 0.97 – – 

TLEV – – 0.160 4.4 0.7 – 0.018 – – 0.200 5.5 0.9 0.10d 0.023 

LEV – – 0.100 4.4 0.4 – 0.018 – – 0.130 5.5 0.5 0.10d 0.023 

ULEV – – 0.050 2.2 0.4 – 0.009 – – 0.070 2.8 0.5 0.05d Source: 

0.013 

U.S. Environmental Protection Agency, Office of Transportation and Air Quality, EPA 420-B-00-001. 

(Additional resources: www.epa.gov/otag) 

Note: 

After 2003, Tier 1 and TLEV standards will be eliminated. 

LDT1 = light truck (6,000 lbs. or less GVWR) up through 3,750 lbs. loaded vehicle weight; LDT2 = light truck (6,000 lbs. or less GVWR) greater 

than 3,750 lbs. loaded vehicle weight. 

e Ethanol- and methanol-fueled vehicles only. 12–23

12–24 

California's Low-Emission Vehicle regulations provide for reduced emission vehicles to be available to consumers. 

Vehicles meeting these standards have even lower emissions than the basic Tier 1 standards for all new vehicles 

sold in California. Currently, there is a wide array of TLEVs and LEVs, and a few ULEVs, SULEVs and ZEVs on 

the market. For a listing of the available low emission vehicles, see the California Air Resources Board web site 

referenced below. 

a Light trucks less than 6,000 lbs. gross vehicle weight rating. 

b See Table 12.23. 

Table 12.22 

California Vehicle Emission Reduction for 

Passenger Cars and Light Trucks a 

Emission reduction from Tier 1 

California standards b 

HC CO NOx 

Transitional Low-Emission Vehicle (TLEV) 50% = = 

Low-Emission Vehicle (LEV) 70% = 50% 

Ultra-Low-Emission Vehicle (ULEV) 85% 50% 50% 

Super-Ultra-Low-Emission Vehicle (SULEV) 96% 70% 95% 

Zero-Emission Vehicles (ZEV) 100% 100% 100% 

Source: 

California Air Resources Board web site, www.arb.ca.gov/msprog/ccbg/ccbg.htm 

(Additional resources: www.arb.ca.gov) 

Note: 

= indicates equivalent emissions to vehicles meeting the Tier 1 California standard. 


APPENDIX A 

SOURCES & METHODOLOGIES 

This appendix contains documentation of the estimation procedures used by ORNL. The 

reader can examine the methodology behind the estimates and form an opinion as to their utility. 

The appendix is arranged by subject heading. Only tables which contain ORNL estimations are 

documented in Appendix A; all other tables have sources listed at the bottom of the table. Since 

abbreviations are used throughout the appendix, a list of abbreviations is also included. 

Contents of Appendix A 

List of Abbreviations Used in Appendix A ...................................... A–2 

Energy Use Sources ........................................................ A–3 

Highway energy use .................................................... A–3 

Off-highway energy use ................................................. A–8 

Nonhighway energy use ................................................. A–9 

Passenger Travel and Energy Use ............................................. A–19 

Highway Passenger Mode Energy Intensities .................................... A–23 

Nonhighway Mode Energy Intensities .......................................... A–25 

Freight Movement and Energy Use ............................................ A–26 

Freight Mode Energy Intensities .............................................. A–27 

Highway Vehicle Stock and New Sales......................................... A–28 

Fleet Vehicle Data ......................................................... A–33 


A–1

A–2 

List of Abbreviations Used in Appendix A 

AAMA American Automobile Manufacturers Association 

AAR Association of American Railroads 

APTA American Public Transit Association 

Amtrak National Railroad Passenger Corporation 

Btu British thermal unit 

DOC Department of Commerce 

DOE Department of Energy 

DOT Department of Transportation 

EIA Energy Information Administration 

EPA Environmental Protection Agency 

FAA Federal Aviation Administration 

FHWA Federal Highway Administration 

GSA General Services Administration 

gvw gross vehicle weight 

lpg liquefied petroleum gas 

mpg miles per gallon 

NHTS National Household Travel Survey 

NHTSA National Highway Traffic Safety Administration 

NPTS Nationwide Personal Transportation Survey 

NVPP National Vehicle Population Profile 

ORNL Oak Ridge National Laboratory 

pmt passenger-miles traveled 

RECS Residential Energy Consumption Survey 

RTECS Residential Transportation Energy Consumption Survey 

TIUS Truck Inventory and Use Survey 

TSC Transportation Systems Center 

VIUS Vehicle Inventory and Use Survey 

vmt vehicle-miles traveled 


Highway energy use 

Automobiles 

Energy Use Sources 

Fuel use in gallons from: DOT, FHWA, Highway Statistics 2001, Table VM-1 and annual editions back to 

1996; DOT, FHWA, Highway Statistics Summary to 1995. Fuel use was distributed among fuel types using 

the percentages shown in Table A.1. 

Table A.1 

Automobile Fuel Use and Fuel Type Shares for Calculation of Energy Use 

Fuel use Source for Source for 

Shares by fuel type 

Year (million gallons) gasohol shares gasoline/diesel shares 

Gasoline Gasohol Diesel 

1970 67,820 1984 NVPP 99.8% 0.0% 0.2% 

1971 71,346 interpolated 99.2% 0.0% 0.8% 

1972 75,937 interpolated 98.7% 0.0% 1.3% 

1973 78,233 interpolated 98.1% 0.0% 1.9% 

1974 74,229 interpolated 97.5% 0.0% 2.5% 

1975 74,140 interpolated 97.0% 0.0% 3.0% 

1976 78,297 interpolated 96.4% 0.0% 3.6% 

1977 79,060 interpolated 95.8% 0.0% 4.2% 

1978 80,652 interpolated 95.3% 0.0% 4.7% 

1979 76,588 1979 RTECS 94.7% 0.0% 5.3% 

1980 69,981 FHWA, MF-24 interpolated 93.9% 0.5% 5.6% 

1981 69,112 FHWA, MF-24 1981 RTECS 93.4% 0.7% 5.9% 


1983 70,322 FHWA, MF-24 1983 RTECS 93.2% 4.3% 2.5% 


1985 71,518 FHWA, MF-24 1985 RTECS 90.8% 7.7% 1.5% 



1988 73,345 FHWA, MF-24 1988 RTECS 91.4% 7.4% 1.2% 



1991 64,318 FHWA, MF-24 1991 RTECS 90.8% 8.0% 1.2% 



1994 67,874 FHWA, MF-24 1994 RTECS 89.1% 9.6% 1.3% 






2000 73,065 FHWA, MF-24 2000 NVPP 86.9% 12.6% 0.5% 

2001 73,261 FHWA, MF-24 2001 NVPP 86.5% 13.0% 0.5% 

Heat content used for conversion to btu: 

125,000 

btu/gallon 

120,900 

btu/gallon 

138,700 

btu/gallon 


A–3

A–4 

Motorcycles 

Buses 

DOT, FHWA, Highway Statistics 2001, Table VM-1, and annual editions. 

Table A.2 

Motorcycle Fuel Use 

Fuel use 

Fuel use 

Year (million gallons) Year (million gallons) 

1970 59580000 1986 187,940,000 

1971 72,140,000 1987 190,120,000 

1972 86,620,000 1988 200,480,000 

1973 103,880,000 1989 207,420,000 

1974 108,900,000 1990 191,140,000 

1975 112,580,000 1991 183,560,000 

1976 120,060,000 1992 191,140,000 

1977 126,980,000 1993 198,120,000 

1978 143,160,000 1994 204,800,000 

1979 172,740,000 1995 198,262,073 

1980 204,280,000 1996 195,940,000 

1981 213,800,000 1997 201,620,000 

1982 198,200,000 1998 205,660,000 

1983 175,200,000 1999 211,680,000 

1984 175,680,000 2000 209,380,000 

1985 181,720,000 2001 190,580,000 

Heat content used for conversion to btu: 125,000 btu/gallon 

Transit: 

APTA, 2002 Transit Fact Book, 2002, Washington, DC. Includes motorbus and trolley 

bus data. This data series was detailed separately from other transit modes for 

the first time in 2003. 

Year 

Methanol 

(thousand 

gallons) 

LNG 

(thousand 

gallons) 

Table A.3 

Transit Bus Fuel Use 

LPG 

(thousand 

gallons) 

CNG 

(thousand 

gal3109lons) 

Gasoline 

(thousand 

gallons) 


Diesel fuel 

(thousand 

gallons) 

Electricity 

(thousand 

kilowatt 

hours) 

1994 12,470 1,138 249 3,109 2,103 565,064 102,945 

1995 11,967 1,737 269 10,011 2,297 563,767 100,659 

1996 11,600 2,278 591 11,527 1,844 577,680 69,130 

1997 8,705 3,276 1,033 20,050 2,722 597,636 78,561 

1998 4,976 3,075 879 32,260 1,959 606,631 74,352 

1999 2,711 5,251 659 39,861 1,402 618,024 75,920 

2000 821 10,464 723 50,449 1,315 635,160 78,062 

2001 763 11,670 1,171 60,917 1,472 587,184 75,108 

Heat content used 

for conversion 

to btu: 

64,600 

btu/gallon 

Intercity and School: 

90,800 

btu/gallon 

91,300 

btu/gallon 

129,400 

btu/gallon 

125,000 

btu/gallon 

138,700 

btu/gallon 

11,765 

btu/kWhr

Trucks 

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. Because the 2001 data were not available at the time this 

report went to press, the 2000 data were used again for 2001. 

Table A.4 

Intercity and School Bus Fuel Use 

Intercity 

School 

Year (million gallons) (million gallons) 

1970 305.34 299.88 

1971 296.73 309.75 

1972 288.12 319.62 

1973 252.42 327.04 

1974 216.72 334.46 

1975 181.02 341.88 

1976 182.28 389.76 

1977 181.86 401.52 

1978 180.18 406.98 

1979 205.38 404.88 

1980 213.78 379.68 

1981 205.38 386.82 

1982 227.22 398.58 

1983 237.30 400.68 

1984 169.26 375.06 

1985 165.48 425.04 

1986 148.68 462.42 

1987 155.82 487.20 

1988 160.44 511.14 

1989 166.74 498.12 

1990 159.60 472.08 

1991 160.44 533.40 

1992 157.08 546.00 

1993 171.36 533.40 

1994 195.30 546.00 

1995 195.30 545.16 

1996 199.92 545.16 

1997 212.52 544.74 

1998 220.08 550.20 

1999 241.08 555.66 

2000 233.10 577.08 

2001 Not available Not available 

Fuel type shares 100% diesel 

90% diesel 

10% gasoline 

Heat content used for 138,700 138,700 btu/gallon 

conversion to btu: btu/gallon 125,000 btu/gallon 


A–5

A–6 

Light Trucks: 

DOT, FHWA, Highway Statistics 2001, Table VM-1 and annual editions back to 1996; 

DOT, FHWA, Highway Statistics Summary to 1995. 

Table A.5 

Light Truck Fuel Use and Fuel Type Shares for Calculation of Energy Use 

Fuel use 

(million Source for 

Source for 

gasoline/diesel 


Year gallons) gasohol shares /lpg shares Gasoline Gasohol Diesel Lpg 

1970 12,313 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1971 13,484 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1972 15,150 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1973 16,828 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1974 16,657 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1975 19,081 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1976 20,828 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1977 22,383 1977 TIUS 97.6% 0.0% 1.6% 0.8% 

1978 24,162 Interpolated 97.1% 0.0% 2.0% 0.9% 

1979 24,445 Interpolated 96.7% 0.0% 2.4% 1.0% 

1980 23,796 FHWA, MF-24 Interpolated 95.7% 0.5% 2.7% 1.0% 


1982 22,702 FHWA, MF-24 1982 TIUS 93.0% 2.3% 3.5% 1.2% 


1984 25,604 FHWA, MF-24 Interpolated 90.0% 5.3% 3.5% 1.2% 



1987 30,598 FHWA, MF-24 1987 TIUS 89.0% 6.3% 3.5% 1.2% 





1992 40,929 FHWA, MF-24 1992 TIUS 88.5% 7.9% 3.3% 0.3% 





1997 49,388 FHWA, MF-24 1997 VIUS 84.2% 12.2% 3.4% 0.2% 

1998 50,462 FHWA, MF-24 1997 VIUS 85.2% 11.2% 3.4% 0.2% 

1999 52,859 FHWA, MF-24 1997 VIUS 85.4% 11.0% 3.4% 0.2% 

2000 52,832 FHWA, MF-24 1997 VIUS 83.8% 12.6% 3.4% 0.2% 

2001 53,294 FHWA, MF-24 1997 VIUS 83.4% 13.0% 3.4% 0.2% 


125,000 

btu/gallon 

120,900 

btu/gallon 

138,700 

btu/gallon 

90,800 

btu/gallon 


Medium/Heavy Trucks: 

DOT, FHWA, Highway Statistics 2001, Table VM-1 and annual editions back to 1996; 

DOT, FHWA, Highway Statistics Summary to 1995. Total gallons for other 

trucks was the difference between total trucks and 2-axle, 4-tire trucks. 

Year 

Table A.6 

Medium/Heavy Truck Fuel Use and Fuel Type Shares 

for Calculation of Energy Use 

Fuel use 


Source for 

gasoline/diesel /lpg 

shares 


Gasoline Diesel Lpg 

1970 11,316 1977 TIUS 10.4% 89.5% 0.1% 

1971 11,812 1977 TIUS 10.4% 89.5% 0.1% 

1972 12,964 1977 TIUS 10.4% 89.5% 0.1% 

1973 14,320 1977 TIUS 10.4% 89.5% 0.1% 

1974 14,341 1977 TIUS 10.4% 89.5% 0.1% 

1975 14,598 1977 TIUS 10.4% 89.5% 0.1% 

1976 15,408 1977 TIUS 10.4% 89.5% 0.1% 

1977 17,082 1977 TIUS 10.4% 89.5% 0.1% 

1978 19,121 Interpolated 16.2% 83.5% 0.3% 

1979 19,913 Interpolated 22.1% 77.5% 0.5% 

1980 19,960 Interpolated 27.9% 71.4% 0.6% 

1981 20,376 Interpolated 33.8% 65.4% 0.8% 

1982 20,386 1982 TIUS 39.6% 59.4% 1.0% 

1983 20,761 Interpolated 35.6% 63.6% 0.8% 

1984 21,428 Interpolated 31.5% 67.8% 0.7% 

1985 21,405 Interpolated 27.5% 72.0% 0.5% 

1986 21,861 Interpolated 23.4% 76.2% 0.4% 

1987 22,513 1987 TIUS 19.4% 80.4% 0.2% 

1988 22,925 Interpolated 18.8% 81.0% 0.3% 

1989 23,512 Interpolated 18.1% 81.6% 0.3% 

1990 24,490 Interpolated 17.5% 82.1% 0.4% 

1991 24,981 Interpolated 16.8% 82.7% 0.4% 

1992 25,453 1992 TIUS 16.2% 83.3% 0.5% 

1993 26,236 Interpolated 15.4% 84.1% 0.5% 

1994 27,685 Interpolated 14.7% 84.8% 0.5% 

1995 28,828 Interpolated 13.9% 85.6% 0.5% 

1996 29,601 Interpolated 13.2% 86.3% 0.5% 

1997 29,878 1997 VIUS 12.4% 87.1% 0.5% 

1998 30,841 1997 VIUS 12.4% 87.1% 0.5% 

1999 33,909 1997 VIUS 12.4% 87.1% 0.5% 

2000 35,193 1997 VIUS 12.4% 87.1% 0.5% 

2001 35,287 1997 VIUS 12.4% 87.1% 0.5% 


125,000 

btu/gallon 

138,700 

btu/gallon 


90,800 

btu/gallon 

A–7

A–8 

Off-highway energy use 

Diesel: 

DOE, EIA, Fuel Oil and Kerosene Sales 2001, Table 1. Unadjusted sales of distillate. 

Gasoline: 

DOT, FHWA, Highway Statistics 2001, Table MF-24, and annual editions back to 1985. 

Table A.7 

Off-Highway Fuel Use 

Gasoline 

Diesel 

(thousand gallons) 


Year Agriculture Construction Agriculture Construction 

1985 1,080,677 250,935 3,102,106 1,522,041 

1986 964,226 275,997 3,340,813 1,659,365 

1987 921,692 278,767 2,998,681 1,559,873 

1988 806,097 275,927 3,162,575 1,671,387 

1989 821,612 297,577 3,360,092 1,689,651 

1990 681,220 318,184 3,403,400 1,808,646 

1991 776,217 278,237 3,158,477 1,641,560 

1992 805,511 272,896 3,499,518 1,757,788 

1993 845,320 245,299 3,410,827 2,104,299 

1994 903,682 266,560 3,270,227 2,153,153 

1995 926,732 280,046 3,476,472 2,173,054 

1996 918,085 283,911 3,591,383 2,245,922 

1997 984,450 300,491 3,547,699 2,276,548 

1998 906,941 234,705 3,410,801 2,477,199 

1999 702,700 177,758 3,411,623 2,490,492 

2000 652,256 191,516 3,454,861 2,589,383 

2001 801,552 506,682 3,584,104 2,708,228 

Heat content used 

for conversion 

to btu: 

125,000 

btu/gallon 

125,000 

btu/gallon 

138,700 

btu/gallon 

138,700 

btu/gallon 

Note: 

The FHWA methodology for estimating construction gasoline use changed in 2001. Previous years’ data 

are likely understated. 


Nonhighway energy use 

Air 

General Aviation: 

DOT, FAA, General Aviation Activity and Avionics Survey: Annual Summary Report 

Calendar Year 2001, Table 5.1, and annual. 

Table A.8 

General Aviation Fuel Use 

Jet fuel Aviation gasoline 

Year (million gallons) (million gallons) 

1970 208.0 551.0 

1971 226.0 508.0 

1972 245.0 584.0 

1973 304.0 411.0 

1974 357.0 443.0 

1975 453.0 412.0 

1976 495.0 432.0 

1977 536.0 456.0 

1978 763.0 518.0 

1979 736.0 570.0 

1980 766.0 520.0 

1981 759.0 489.0 

1982 887.0 448.0 

1983 613.0 428.0 

1984 738.9 462.4 

1985 691.0 421.0 

1986 732.1 408.6 

1987 672.7 401.8 

1988 746.0 398.0 

1989 688.0 342.8 

1990 662.0 353.0 

1991 579.0 348.0 

1992 496.0 306.0 

1993 454.1 268.4 

1994 470.8 264.1 

1995 544.0 276.0 

1996 567.5 286.5 

1997 639.4 289.7 

1998 814.6 311.4 

1999 967.2 345.4 

2000 998.1 336.3 

2001 938.7 319.3 

Heat content used for 135,000 120,200 

conversion to btu: btu/gallon btu/gallon 


A–9

A–10 

Domestic and International Air Carrier: 

DOT, Bureau of Transportation Statistics, "Fuel Cost and Consumption Tables." 

Because the data for international included fuel purchased abroad, the international 

total was divided in half to estimate domestic fuel use for international flights. 

Table A.9 

Air Carrier Fuel Use 

Domestic All international Total 

Year (thousand gallons) (thousand gallons) (thousand gallons) 

1970 10,085,000 

1971 10,140,000 

1972 Separate estimates for domestic and 10,302,000 

1973 international are not available from 10,671,000 

1974 1970-1976. 

10,417,260 

1975 10,412,640 

1976 10,400,040 

1977 8,202,051 1,708,376 9,910,427 

1978 8,446,117 1,741,918 10,188,035 

1979 8,865,885 1,828,435 10,694,320 

1980 8,519,233 1,747,306 10,266,539 

1981 8,555,249 2,032,520 10,587,769 

1982 8,432,465 1,967,733 10,400,198 

1983 8,672,574 1,998,289 10,670,863 

1984 9,625,958 2,286,407 11,912,365 

1985 10,115,007 2,487,929 12,602,936 

1986 11,137,331 2,544,996 13,682,327 

1987 11,586,838 2,893,617 14,480,455 

1988 11,917,904 3,262,824 15,180,728 

1989 11,905,144 3,557,294 15,462,438 

1990 12,429,305 3,963,081 16,392,386 

1991 11,506,477 3,939,666 15,446,144 

1992 11,762,852 4,120,132 15,882,983 

1993 11,958,663 4,113,321 16,071,984 

1994 12,475,549 4,310,879 16,786,428 

1995 12,811,717 4,511,418 17,323,135 

1996 13,187,305 4,658,093 17,845,398 

1997 13,659,581 4,964,181 18,623,762 

1998 13,876,971 5,185,562 19,062,533 

1999 14,402,127 5,250,492 19,652,619 

2000 14,844,592 5,474,685 20,319,277 

2001 14,017,461 5,237,487 19,254,948 

2002 12,848,329 4,990,798 17,839,127 

Heat content used for 135,000 135,000 135,000 

conversion to btu: btu/gallon btu/gallon btu/gallon 


Water 

Freight: 

Total – DOE, EIA, Fuel Oil and Kerosene Sales 2001, Table 23. 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 

Distillate fuel oil Residual fuel oil 

Year (thousand gallons) (thousand gallons) 

1970 819,000 3,774,120 

1971 880,000 3,307,000 

1972 1,013,000 3,273,000 

1973 1,125,000 3,859,000 

1974 1,018,920 3,827,040 

1975 1,097,880 4,060,140 

1976 1,220,100 4,977,000 

1977 1,407,420 5,416,740 

1978 1,578,822 6,614,790 

1979 1,630,858 8,002,672 

1980 717,376 7,454,242 

1981 1,723,143 7,922,512 

1982 1,423,216 6,408,818 

1983 1,418,890 5,724,115 

1984 1,692,141 5,687,375 

1985 1,894,016 5,473,614 

1986 2,034,215 5,287,347 

1987 2,223,258 5,259,272 

1988 2,310,367 5,248,981 

1989 2,356,444 5,410,263 

1990 2,197,004 6,248,095 

1991 2,167,640 6,786,055 

1992 2,240,170 7,199,078 

1993 2,043,745 6,269,882 

1994 2,026,899 5,944,383 

1995 1,978,105 6,431,238 

1996 2,177,608 5,804,977 

1997 2,107,561 4,789,861 

1998 2,125,568 4,640,153 

1999 2,064,590 5,598,630 

2000 2,041,433 6,192,294 

2001 2,093,252 3,679,843 

Heat content used for 

conversion to btu: 

138,700 

btu/gallon 

149,700 

btu/gallon 


A–11

A–12 

Recreational Boating: 

Fuel use by recreational boating from 1977-on was calculated using the methodology 

developed by D. L. Greene in the report, Off-Highway Use of Gasoline in the United 

States (DOT, FHWA, July 1986, p. 3-22). Results from Model 1 in the report indicated 

an average annual consumption of 205 gallons per boat. Total consumption in gallons 

was then calculated using the following equation: Total = 0.95 (Gal/boat) (number of 

boats). An estimate of number of recreational boats in operation is from the U.S. Coast 

Guard (numbered boats). Fuel use for recreational boating from 1970 to 1976 was from 

FHWA, Highway Statistics, 1976, Table MF-24, and annual editions 1970-75. 

Year 

Table A.11 

Recreational Boating Fuel Use 

Number of 

numbered boats Source 

Estimated 

gasoline use 


1970 FHWA, MF-24 598,000 

1971 FHWA, MF-24 645,000 

1972 FHWA, MF-24 687,000 

1973 FHWA, MF-24 717,000 

1974 FHWA, MF-24 696,780 

1975 FHWA, MF-24 729,540 

1976 FHWA, MF-24 763,980 

1977 7,975,587 1,553,246 

1978 8,035,905 1,564,992 

1979 8,278,723 1,612,281 

1980 8,577,857 1,670,538 

1981 8,905,097 1,734,268 

1982 9,073,972 Multiply by: 1,767,156 

1983 9,165,094 0.95 × 1,784,902 

1984 9,420,011 205 gallons/boat 1,834,547 

1985 9,589,483 1,867,552 

1986 9,876,197 1,923,389 

1987 9,963,696 1,940,430 

1988 10,362,613 2,018,119 

1989 10,777,370 2,098,893 

1990 10,996,253 2,141,520 

1991 11,068,440 2,155,579 

1992 11,132,386 2,168,032 

1993 11,282,736 2,197,313 

1994 11,429,585 2,225,912 

1995 11,734,710 2,285,335 

1996 11,877,938 2,313,228 

1997 12,312,982 2,397,953 

1998 12,565,930 2,447,215 

1999 12,738,271 2,480,778 

2000 12,782,143 2,489,322 

2001 12,876,346 2,507,668 


125,000 

btu/gallon 


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 2001, Table 1. Cubic feet were converted to 

Btu using 1,031 Btu/ft 3 . 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 horse power 

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. From this computed value, electricity efficiency and 

generation loss must be taken into account. The electricity energy use in Btu must be 

converted to kWhr, using the conversion factor 29.305 x 10 -5 kWhr/Btu. Electricity 

generation and distribution efficiency was 29%. When generation and distribution 

efficiency are taken into account, 1 kWhr equals 11,765 Btu. 

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.) 


A–13

A–14 

Year 

Natural gas 

(million 

cubic feet) 

Table A.12 

Pipeline Fuel Use 

Formula for estimating 

electricity use 

Estimated 

electricity use 

(million kWhr) 


Electricity 

constant 

(btu) 

1970 722,166 3,272.9 212.1 

1971 742,592 3,365.4 212.1 

1972 766,156 Multiply natural gas by 3,472.2 212.1 

1973 728,177 heat content to get btu 3,300.1 212.1 

1974 668,792 × 0.015 3,031.0 212.1 

1975 582,963 × (29.305 ×10 -5 kWhr/btu) 2,642.0 212.1 

1976 548,323 2,485.0 212.1 

1977 532,669 2,414.1 212.1 

1978 530,451 2,404.0 212.1 

1979 600,964 2,723.6 212.1 

1980 634,622 2,876.1 212.1 

1981 642,325 2,911.0 212.1 

1982 596,411 2,703.0 212.1 

1983 490,042 2,220.9 212.1 

1984 528,754 2,396.3 212.1 

1985 503,766 2,283.1 212.1 

1986 485,041 2,198.2 212.1 

1987 519,170 2,352.9 212.1 

1988 613,912 2,782.3 212.1 

1989 629,308 2,852.0 212.1 

1990 659,816 2,990.3 212.1 

1991 601,305 2,725.1 212.1 

1992 587,710 2,663.5 212.1 

1993 624,308 2,829.4 212.1 

1994 685,362 3,106.1 212.1 

1995 700,335 3,173.9 212.1 

1996 711,446 3,224.3 212.1 

1997 751,470 3,405.7 212.1 

1998 635,477 2,880.0 212.1 

1999 645,319 2,924.6 212.1 

2000 642,210 2,910.5 212.1 

2001 623,929 2,827.7 212.1 



1,031 btu/cubic 

foot 

11,765 

Btu/kWhr

Rail 

Freight: 

AAR, Railroad Facts, 2002 Edition, Washington, DC, 2002. 

Table A.13 

Class I Freight Railroad 

Fuel Use 

Diesel fuel 

Year (thousand gallons) 

1970 3,807,663 

1971 3,822,907 

1972 3,996,985 

1973 4,160,730 

1974 4,175,375 

1975 3,736,484 

1976 3,895,542 

1977 3,985,069 

1978 3,968,007 

1979 4,072,187 

1980 3,955,996 

1981 3,756,439 

1982 3,178,116 

1983 3,137,295 

1984 3,388,173 

1985 3,144,190 

1986 3,039,069 

1987 3,102,227 

1988 3,182,267 

1989 3,190,815 

1990 3,134,446 

1991 2,925,970 

1992 3,022,108 

1993 3,111,981 

1994 3,355,802 

1995 3,503,096 

1996 3,600,649 

1997 3,602,793 

1998 3,619,341 

1999 3,749,428 

2000 3,720,107 

2001 3,729,985 



138,700 

Btu/gallon 


A–15

A–16 

Passenger: 

Commuter - APTA, 2003 Transit Fact Book, Washington, DC, 2003. 

Table A.14 

Commuter Rail Fuel Use 

Diesel 

Electricity 

Year (thousand gallons) (million kWhr) 

1984 58,320 901 

1985 55,372 1,043 

1986 54,608 1,170 

1987 51,594 1,155 

1988 53,054 1,195 

1989 52,516 1,293 

1990 52,681 1,226 

1991 54,315 1,239 

1992 54,951 1,124 

1993 59,766 1,196 

1994 61,900 1,244 

1995 63,064 1,253 

1996 61,888 1,255 

1997 63,195 1,270 

1998 69,200 1,299 

1999 73,005 1,322 

2000 70,818 1,370 

2001 72,204 1,354 



138,700 

Btu/gallon 

11,765 

Btu/kWhr 


Transit – APTA, 2003 Transit Fact Book, Washington, DC, 2003. Includes light rail and 

heavy rail. 

Table A.15 

Transit Rail Fuel Use 

Electricity (million kWhr) 

Year 

Light rail Heavy rail Total 

1970 2,561 

1971 2,556 

1972 2,428 

1973 2,331 

1974 2,630 

1975 

2,646 

1976 Light rail and heavy rail data are 2,576 

1977 not available separately from 2,303 

1978 1970 to 1985. 

2,223 

1979 2,473 

1980 2,446 

1981 2,655 

1982 2,722 

1983 2,930 

1984 3,092 

1985 2,928 

1986 173 3,066 3,239 

1987 191 3,219 3,410 

1988 243 3,256 3,499 

1989 242 3,286 3,528 

1990 239 3,284 3,523 

1991 274 3,248 3,522 

1992 297 3,193 3,490 

1993 281 3,287 3,568 

1994 282 3,431 3,713 

1995 288 3,401 3,689 

1996 321 3,322 3,643 

1997 361 3,253 3,614 

1998 381 3,280 3,661 

1999 416 3,385 3,801 

2000 463 3,549 4,012 

2001 487 3,646 4,133 

Heat content used for 11,765 11,765 11,765 

conversion to btu: Btu/kWhr Btu/kWhr Btu/kWhr 


A–17

A–18 

Calculation of 

Million Barrels per Day 

Crude Oil Equivalent 

Intercity – Personal communication with Amtrak, Washington, DC. 

Table A.16 

Intercity Rail Fuel Use 

Diesel fuel Electricity 

Year (thousand gallons) ( thousand kWhr) 

1994 73,516 308,948 

1995 72,371 335,818 

1996 71,226 362,689 

1997 75,656 389,559 

1998 75,999 416,429 

1999 79,173 443,300 

2000 94,968 470,170 

2001 96,846 817,274 

Heat content used for 138,700 

11,765 

conversion to btu: Btu/gallon Btu/kWhr 

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 = Btus of electricity from Table 2.4 

S = Share of petroleum used in making primary electricity (Calculated from Table 2.6 from the 

EIA, Monthly Energy Review) 

G = Electricity generation and distribution (assumed 29%) 

P = Btus per barrel of petroleum product (Table A3 from the EIA, Monthly Energy Review). 


Automobiles 

Passenger Travel and Energy Use 

Number of vehicles, vehicle-miles – DOT, FHWA, Highway Statistics, 2001, Table VM-1. Data series 

shown in Table 4.1. 

Passenger-miles – Vehicle-miles multiplied by an average load factor. 

Load factor – 2001 NHTS shows automobile load factor as 1.1 persons per vehicle. 

Energy intensities – 

Btu per vehicle-mile – Automobile energy use divided by vehicle-miles. 

Btu per passenger-mile – Automobile energy use divided by passenger-miles. 

Energy use – See Energy Use Sources, p. A-3. Data series shown in Table 2.6. 

Light trucks 

Number of vehicles, vehicle-miles – DOT, FHWA, Highway Statistics 2001, Table VM-1. Data by truck 

type were multiplied by the shares of trucks/truck travel which are for personal use (Table A.17). 


Load factor – 2001 NHTS shows personal light truck load factor as 1.72 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 passengermiles. 

Energy use – See Energy Use Sources, p. A-6, A-7 (light trucks, medium/heavy trucks). Data by truck 

type were multiplied by the shares of truck fuel use which are for personal use (Table A.17) which 

were derived by ORNL from the 1997 VIUS Micro Data File on CD. 

Table A.17 

Share of Trucks, Truck Travel, 

and Fuel Use for Personal Travel 

Personal trucks 

75.2% 2-axle, 4-tire trucks 

16.9% Other single-unit and combination trucks 

Personal truck travel 



Personal truck fuel use 



Note: 

Since these shares come from the 1997 VIUS, they may 

underestimate the amount of personal trucks, truck travel, 

and energy use for 2001. 


A–19

A–20 

Motorcycles 

Number of vehicles, vehicle-miles – DOT, FHWA, Highway Statistics 20001 Table VM-1. 


Load factor - 2001 NHTS shows motorcycle load factor as 1.22 persons per vehicle. 


Btu per vehicle-mile – Motorcycle energy use divided by vehicle-miles. 

Btu per passenger-mile – Motorcycle energy use divided by passenger-miles. 


Demand Response 

Number of vehicles, vehicle-miles, passenger-miles – APTA, 2003 Public Transportation Fact Book, 

Washington, DC, 2003. 

Load factor – Passenger-miles divided by vehicle-miles. 


Btu per vehicle-mile – Energy use divided by vehicle-miles. 

Btu per passenger-mile – Energy use divided by passenger-miles. 

Energy use – APTA, 2003 Public Transportation Fact Book, Washington, DC, 2003, Table 95. 

Vanpool 

Number of vehicles, vehicle-miles, passenger-miles – APTA, 2003 Public Transportation Fact Book, 




Btu per vehicle-mile – Energy use divided by vehicle-miles. 

Btu per passenger-mile – Energy use divided by passenger-miles. 

Energy use – APTA, 2003 Public Transportation Fact Book, Washington, DC, 2003, Table 144. 

Buses 

Transit 

Number of vehicles, vehicle-miles, passenger-miles – APTA, 2003 Public Transportation Fact 

Book, Washington, DC, 2003. Data series shown on Table 5.12. 



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 Energy Use Sources, p. A-4. Data series shown in Table 5.12. 


Intercity 

School 

Air 

Passenger-miles – Eno Foundation for Transportation, Transportation in America 2001, Nineteenth 

edition, Washington, DC. Data series shown in Table 5.13. Because the 2001 data were not 

available at the time this report went to press, the 2000 data were used again for 2001. 


Btu per passenger-mile – Intercity bus energy use divided by intercity bus passenger-miles. 

Energy use – See Energy Use Sources, p. A-5 . Data series shown in Table 5.13. Because the 2001 

data were not available at the time this report went to press, the 2000 data were used again for 

2001. 

Number of vehicles – DOT, FHWA, Highway Statistics 2001, Table MV-10. Data series shown in 

Table 5.13. 

Energy use – See Energy Use Sources, p. A-5 . Data series shown in Table 5.13. Because the 2001 

data were not available at the time this report went to press, the 2000 data were used again for 

2001. 

Certificated air carriers 

Aircraft-miles, passenger-miles – DOT, BTS, Air Carrier Traffic Statistics Monthly, December 

2001/2000, 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 Energy Use Sources, p. A-10. All of domestic fuel use and half of international 

fuel use was considered to be domestic use. 

Note: These data differ from the data in Table 9.1 because that table contains data on ALL 

domestic AND international air carrier energy use and passenger-miles. 

General aviation 

Number of vehicles – DOT, FAA, General Aviation Activity and Avionics Survey: Calendar Year 

2001. Data series shown in Table 9.2. 

Passenger-miles – Eno Foundation for Transportation, Transportation in America 2001, Nineteenth 

edition, Washington, DC. Data series shown in Table 9.2. 


Btu per passenger-mile – General aviation energy use divided by passenger-miles. 


Recreational boating 

Number of vehicles – DOT, U.S. Coast Guard, Office of Boating Safety, Washington, DC, 2003. 

Energy use – See Energy Use Sources, p. A-12. 


A–21

A–22 

Rail 

Intercity 

Number of vehicles, vehicle-miles, passenger-miles – AAR, Railroad Facts, 2002 Edition, 



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 Energy Use Sources, p. A-18. Data series shown in Table 9.11. 

Transit 


Book, Washington, DC, 2003. Sum of light and heavy rail transit. Data series shown on 

Table 9.13. 



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 passenger-miles. 


Commuter 


Book, Washington, DC, 2003. Data series shown on Table 9.12. 



Btu per vehicle-mile – Commuter rail energy use divided by vehicle-miles. 

Btu per passenger-mile – Commuter rail energy use divided by passenger-miles. 



Automobiles 

Highway Passenger Mode Energy Intensities 

Btu per vehicle-mile – Automobile energy use divided by automobile vehicle miles of travel. 


Vehicle-miles – DOT, FHWA, Highway Statistics 2001, Table VM-1 and annual editions back to 

1996; DOT, FHWA, Highway Statistics Summary to 1995. Data series shown in Table 4.1. 

Btu per passenger-mile – Automobile energy use divided by automobile passenger-miles. 


Passenger miles – Vehicle miles multiplied by an average load factor. 



Load factor – NPTS 1969, 1977, 1983/84, 1990, and 1995, and NHTS 2001. 

Table A.18 

Automobile Load Factor used to calculate Passenger-Miles 

Year Source Load Factor 

1970 1969 NPTS 1.90 

1971 Interpolated 1.90 






1977 1977 NPTS 1.90 






1983 1983/84 NPTS 1.80 







1990 1990 NPTS 1.60 





1995 1995 NPTS 1.60 






2001 2001 NHTS 1.57 


A–23

A–24 

Light trucks 

Btu per vehicle-mile – Light truck energy use divided by light truck vehicle miles of travel. 




Buses 

Transit 

Btu per vehicle-mile – Transit bus energy use divided by transit bus vehicle-miles. 


Vehicle-miles – APTA, 2003 Public Transportation Fact Book, Washington, DC, 2003. Data 

series shown on Table 5.12. 

Btu per passenger-mile – Transit bus energy use divided by transit bus passenger-miles. 


Passenger-miles – APTA, 2003 Public Transportation Fact Book, Washington, DC, 2003. Data 


Intercity 

Btu per passenger-mile – Intercity bus energy use divided by intercity bus passenger-miles. 

Energy use – See Energy Use Sources, p. A-5 . Data series shown in Table 5.13. Because the 

2001 data were not available at the time this report went to press, the 2000 data were used 

again for 2001. 

Passenger-miles – Eno Foundation for Transportation, Transportation in America 2001, 

Nineteenth edition, Washington, DC. Data series shown in Table 5.13. Because the 2001 data 

were not available at the time this report went to press, the 2000 data were used again for 

2001. 


Air 

Certificated air carriers 

Nonhighway Mode Energy Intensities 

Btu per passenger-mile – Certificated air carrier energy use divided by passenger-miles. 

Energy use – See Energy Use Sources, p. A-10. 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 Monthly, December 2001/2000, 

Washington, DC, and annual editions back to 1994. Pre-1994 data are from various editions 

of the FAA Statistical Handbook of Aviation (no longer published). Scheduled service 

passenger-miles of domestic air carriers and half of international air carriers were used to 

coincide with fuel use. 

Note: These data differ from the data in Table 9.1 because that table contains data on ALL 

domestic AND international air carrier energy use and passenger-miles. 

General aviation 

Rail 

Btu per passenger-mile – General aviation energy use divided by passenger-miles. 


Passenger-miles – Eno Foundation for Transportation, Transportation in America 2001, 

Nineteenth edition, Washington, DC. Data series shown in Table 9.2. 

Intercity 

Transit 

Btu per passenger-mile – Intercity rail energy use divided by passenger-miles. 


Passenger-miles – AAR, Railroad Facts, 2002 Edition, and previous annual editions. 

Btu per passenger-mile – Transit rail energy use divided by passenger-miles. 




Commuter 

Btu per passenger-mile – Commuter rail energy use divided by passenger-miles. 





A–25

A–26 

Truck 

Freight Movement and Energy Use 

Number of vehicles – DOT, FHWA, Highway Statistics 2001, Table VM-1. Data by truck type were 

multiplied by the shares of trucks engaged in intercity freight movement (Table A.19). 

Ton miles, tons shipped and average length of haul – Eno Transportation Foundation, Transportation 

in America 2001, Nineteenth Edition, Washington, DC, 2002. 

Energy intensity – Freight truck energy use divided by ton-miles. 

Energy use – See Energy Use Sources (light trucks, medium/heavy trucks), pp. A-6, A-7. Data by truck 

type were multiplied by the shares of trucks engaged in intercity freight movement (Table A.19). 

Rail 

Table A.19 

Share of Trucks and Truck Fuel Use 

for Trucks Engaged in Intercity Freight Movement 

Intercity freight trucks 



Intercity freight truck fuel use 



These percentages were derived by ORNL from the 1997 VIUS Micro Data File on CD. Intercity 

freight trucks were defined as any truck whose: 

- greatest share of miles were traveled more than 50 miles away from the vehicle’s home base; 

and 

- principal use was not personal or passenger transportation; and 

- body type was not pickup, minivan, or utility vehicle. 

Number of locomotives, ton-miles, tons shipped, average length of haul – AAR, Railroad Facts, 2002 

Edition, Washington, DC, 2002. Data series shown in Table 9.8. 

Energy intensity – Class I rail energy use divided by freight car-miles. 


Water 

Number of vehicles – U.S. Department of the Army, Army Corps of Engineers, “Summary of U.S. Flag 

Passenger and Cargo Vessels, 2001,” New Orleans, LA, 2002. 

Ton-miles, tons shipped, average length of haul – U.S. Department of the Army, Army Corps of 

Engineers, Waterborne Commerce of the United States, Calendar Year 2001, Part 5: National 

Summaries, New Orleans, LA, 2002. Data series shown in Table 9.4. 

Btu per ton-mile – Domestic waterborne commerce energy use divided by ton-miles. 



Truck 

Freight Mode Energy Intensities 

Btu per vehicle-mile – Heavy single-unit and combination truck energy use divided by vehicle miles 

Energy use – See Energy Use Sources (medium/heavy trucks), p. A-7. 


1996; DOT, FHWA, Highway Statistics Summary to 1995. Data series is the total of vehicle 

travel data on Tables 5.1 and 5.2. 

Rail 

Water 

Btu per freight car-mile – Class I rail energy use divided by freight car-miles. 


Freight car miles – AAR, Railroad Facts, 2002 Edition, Washington, DC, 2002. Data series 

shown in Table 9.8. 

Btu per ton-mile – Class I rail energy use divided by ton-miles. 


Ton-miles – AAR, Railroad Facts, 2002 Edition, Washington, DC, 2002. Data series shown in 

Table 9.8. 

Btu per ton-mile – Domestic waterborne commerce energy use divided by ton-miles. 


Ton-miles – U.S. Department of the Army, Army Corps of Engineers, Waterborne Commerce of 

the United States, Calendar Year 2001, Part 5: National Summaries, New Orleans, LA, 2002. 

Data series shown in Table 9.4. 


A–27

A–28 

Automobiles 

Highway Vehicle Stock and New Sales 

2001 Calendar Year 

Stock – Vehicle registrations by model year are from The Polk Company’s National Vehicle 

Population Profile. Vehicles were distributed into size classes using the percentages in 

Table A.20. This method assumed that all vehicles, large and small, were scrapped at the same 

rate. Shares were generated from the ORNL MPG and Market Shares Database, 2003. 

Table A.20 

Shares by Automobile Size Class and Model Year 

Year Minicompact Subcompact Compact Midsize Large Two-seater Total 

Pre-1977 7.1% 22.0% 16.4% 29.5% 23.0% 2.0% 100.0% 

1977 7.2% 16.2% 25.7% 21.7% 27.4% 1.8% 100.0% 

1978 8.5% 19.0% 15.2% 33.0% 22.3% 2.0% 100.0% 

1979 5.5% 30.7% 8.4% 33.8% 19.4% 2.2% 100.0% 

1980 4.7% 37.8% 6.6% 33.8% 14.7% 2.4% 100.0% 

1981 3.3% 33.0% 13.4% 35.1% 12.5% 2.7% 100.0% 

1982 2.9% 31.4% 17.0% 33.1% 13.0% 2.6% 100.0% 

1983 2.6% 26.8% 22.0% 31.7% 14.5% 2.4% 100.0% 

1984 0.4% 24.6% 27.1% 30.0% 14.7% 3.2% 100.0% 

1985 0.6% 21.7% 32.1% 28.4% 13.8% 3.4% 100.0% 

1986 1.8% 22.4% 33.2% 26.9% 13.2% 2.5% 100.0% 

1987 1.4% 19.5% 39.1% 25.2% 12.5% 2.3% 100.0% 

1988 0.8% 19.1% 40.5% 24.6% 13.2% 1.8% 100.0% 

1989 0.2% 19.3% 36.2% 28.9% 13.8% 1.6% 100.0% 

1990 0.9% 22.0% 34.2% 27.2% 13.9% 1.8% 100.0% 

1991 0.9% 26.1% 29.5% 27.9% 13.9% 1.7% 100.0% 

1992 1.2% 25.3% 30.6% 27.7% 14.1% 1.1% 100.0% 

1993 0.9% 22.6% 32.3% 29.1% 14.2% 0.9% 100.0% 

1994 0.5% 22.1% 35.2% 26.5% 14.9% 0.8% 100.0% 

1995 0.5% 17.4% 37.8% 28.6% 15.1% 0.6% 100.0% 

1996 0.4% 15.2% 40.3% 28.8% 14.6% 0.7% 100.0% 

1997 0.5% 18.3% 35.5% 30.6% 14.1% 1.0% 100.0% 

1998 0.2% 18.5% 28.6% 38.4% 13.0% 1.3% 100.0% 

1999 0.1% 18.8% 27.4% 38.8% 13.7% 1.2% 100.0% 

2000 0.2% 19.9% 26.7% 37.4% 14.4% 1.4% 100.0% 

2001 0.4% 11.2% 36.8% 32.1% 18.1% 1.4% 100.0% 

Business fleet autos – Bobit Publishing Company, Automotive Fleet Research Department, 

Automotive Fleet Factbook 2002, Redondo Beach, CA, 2002. 

Personal autos – Difference between total vehicle stock and business fleet autos. 


Sales – Domestic and import totals are from Ward’s Motor Vehicle Facts and Figures 2002. 

Domestic-sponsored imports (captive imports) were included in the import figure only. Domestic 

and import sales were distributed into size classes using the percentages in Table A.21 from the 

ORNL MPG and Market Shares Database, 2003. 

Trucks 

Table A.21 

Automobile Sales Shares by Size Class, 2001 

Size class Domestic Import 

Two-seaters 0.8% 3.3% 

Minicompact 0.0% 1.6% 

Subcompact 11.3% 10.5% 

Compact 34.0% 45.5% 

Midsize 31.0% 35.8% 

Large 22.9% 3.3% 

See Glossary for definition of Automobile Size Classifications. 

Stock – Total truck population from The Polk Company, 2002. The trucks were distributed using 

shares of trucks by standard weight classes from VIUS 1997 (Table A.22). 

Table A.22 

Share of Trucks by Weight Class 

Weight classes 

Share of trucks in the 

population 

0 - 10,000 lbs 93.5% 

10,001-19,500 lbs 2.0% 

19,501–26,000 lbs 1.0% 

26,001 lbs and over 3.5% 

Total 100.0% 


A–29

A–30 

Then, the number of trucks in Class 2b were split from Classes 1 and 2 by model year (Polk 

NVPP data) using shares from ORNL’s Class 2b study (Table A.23). 

Table A.23 

Share of Class 1 and 2 Trucks 

that are Class 2b Trucks (8,500-10,000 lbs) 

Model Year Share of class 2b trucks 

Pre-1974 7.35% 

1974 15.64% 

1975 17.15% 

1976 18.29% 

1977 14.60% 

1978 17.90% 

1979 17.79% 

1980 18.20% 

1981 13.87% 

1982 14.05% 

1983 8.13% 

1984 9.74% 

1985 9.56% 

1986 8.77% 

1987 8.91% 

1988 6.90% 

1989 8.34% 

1990 6.73% 

1991 4.91% 

1992 5.04% 

1993 5.60% 

1994 5.60% 

1995 7.05% 

1996 6.71% 

1997 7.86% 

1998 5.01% 

1999 9.36% 

2000 8.94% 

2001 8.61% 


Trucks less than 8,500 lbs (Classes 1 and 2a) were distributed into size classes using the 

percentages in Table A.24. This method assumed that all vehicles, large and small, were 

scrapped at the same rate. Shares were generated from the ORNL MPG and Market Shares 

Database, 2003. 

Table A.24 

Shares by Light Truck Size Class and Model Year for Trucks under 8,500 lbs 

Large 

Large 

Medium Large 

Sales period Small pickup pickup Small van van Small utility utility utility Total 

Pre-1976 9.5% 66.1% 0.9% 21.1% 0.0% 2.0% 0.4% 100.0% 

1976 7.1% 65.7% 0.8% 23.9% 0.0% 2.1% 0.4% 100.0% 

1977 11.0% 68.5% 1.0% 16.6% 0.0% 2.5% 0.4% 100.0% 

1978 10.5% 64.0% 0.8% 22.8% 0.1% 1.4% 0.4% 100.0% 

1979 16.1% 58.5% 0.6% 20.7% 1.8% 1.9% 0.4% 100.0% 

1980 23.3% 50.3% 0.6% 14.8% 2.3% 6.9% 1.8% 100.0% 

1981 24.4% 50.0% 0.6% 16.9% 2.0% 4.7% 1.4% 100.0% 

1982 27.2% 46.8% 0.6% 17.8% 1.3% 4.8% 1.5% 100.0% 

1983 33.3% 35.7% 0.5% 18.0% 6.3% 4.5% 1.7% 100.0% 

1984 23.7% 38.1% 6.2% 15.1% 10.6% 4.4% 1.9% 100.0% 

1985 20.4% 40.0% 10.3% 12.7% 10.4% 4.4% 1.8% 100.0% 

1986 21.7% 35.2% 14.1% 11.3% 11.7% 4.1% 1.9% 100.0% 

1987 21.2% 33.7% 16.0% 10.3% 12.3% 4.8% 1.7% 100.0% 

1988 21.6% 30.6% 18.0% 10.3% 12.5% 4.9% 2.1% 100.0% 

1989 18.4% 33.2% 18.0% 9.9% 9.8% 8.6% 2.1% 100.0% 

1990 25.2% 24.7% 22.4% 7.1% 8.9% 9.6% 2.1% 100.0% 

1991 24.8% 23.1% 23.4% 6.1% 8.6% 12.2% 1.8% 100.0% 

1992 22.8% 23.6% 23.6% 6.4% 8.7% 13.3% 1.6% 100.0% 

1993 21.6% 22.2% 23.8% 6.2% 8.2% 15.5% 2.5% 100.0% 

1994 20.3% 24.5% 23.6% 5.6% 7.6% 16.0% 2.4% 100.0% 

1995 18.0% 24.9% 22.4% 5.5% 8.6% 18.1% 2.5% 100.0% 

1996 16.2% 25.7% 21.0% 4.7% 9.3% 20.4% 2.7% 100.0% 

1997 15.0% 24.3% 19.9% 4.7% 5.4% 22.2% 8.5% 100.0% 

1998 12.5% 27.4% 17.8% 4.6% 6.8% 22.2% 8.7% 100.0% 

1999 13.9% 25.3% 17.1% 4.5% 8.3% 22.0% 8.9% 100.0% 

2000 12.9% 23.7% 15.3% 4.4% 9.1% 26.1% 8.5% 100.0% 

The Class 2b trucks were split into two truck types - pickups and van/SUV using shares from the 

report Investigation of Class 2b Trucks, ORNL/TM-2002/49, Table 11, which are shown here in 

Table A.25. 

Table A.25 

Shares of Class 2b Trucks by Truck Type 

Shares of class 2b truck 

Truck types 

population 

Pickup 73.7% 

Van/SUV 26.3% 

Business fleet trucks – Bobit Publishing Company, Automotive Fleet Research Department, 

Automotive Fleet Factbook 2002, Redondo Beach, CA, 2002. 

Personal trucks – Difference between total stock and business fleet trucks. 

Sales – Domestic and import totals are from Ward’s Motor Vehicle Facts and Figures 2002. Domesticsponsored 

imports (captive imports) were included in the import figure only. 


A–31

A–32 

According to the Investigation of Class 2b Trucks, ORNL/TM-2002/49, 6.5% of all classes 1 and 2 

truck sales were Class 2b trucks. Also, there were no class 2b trucks which were imported into the 

U.S. in 2000. 

Domestic and import sales of trucks less than 8,500 lbs were distributed into size classes using the 

percentages in Table A.26 from the ORNL MPG and Market Shares Database, 2003. 

Table A.26 

Light Truck Sales Shares by Size Class, 2001 

for Trucks less than 8,500 lbs 

Size class Domestic Import 

Small pickup 11.5% 0.0% 

Large pickup 28.0% 0.0% 

Small van 15.6% 3.9% 

Large van 4.5% 0.8% 

Small SUV 8.1% 34.8% 

Medium SUV 21.6% 57.8% 

Large SUV 10.7% 2.7% 

The Class 2b truck sales were split into two truck types - pickups and van/SUV using shares from 

the report Investigation of Class 2b Trucks, ORNL/TM-2002/49, Table 6, which are shown here 

in Table A.27. 

Table A.27 

Shares of Class 2b Truck Sales 

by Truck Type, 2000 

Shares of class 2b truck 

Truck types 

population 

Pickup 82.1% 

Van/SUV 17.9% 


Light Fleet Vehicle Population 

Fleet Vehicle Data 

Automobiles – Bobit Publishing Company, Automotive Fleet Factbook 2001, Redondo Beach, CA, 2002, 

p. 12. Fleets of 10 or more units. Taxi and Rental categories were considered Business fleets. 

Light trucks – Bobit Publishing Company, Automotive Fleet Factbook 2001, Redondo Beach, CA, 2002, 

p. 12. Trucks under 19,501 lbs GVW in fleets of 10 or more units. Light trucks were split from 

the total using shares from the 1997 VIUS (business, rental, and utility) and the GSA Federal 

Fleet Factbook (government) shown in Table A.28. 

Light Fleet Vehicle New Sales 

Table A.28 

Light Truck Share of Fleet Trucks 

Less than 19,501 lbs GVW 

Vehicles in Fleets of 10 or more 

Business 92.1% 

Utility 89.6% 

Rental 97.3% 

Federal Government 81.6% 

Automobiles – Bobit Publishing Company, Automotive Fleet Factbook 2001, Redondo Beach, CA, 2002, 

p. 40–48, Fleet 2000 Model Year registrations. New registrations are considered a proxy for new 

vehicle sales. Commercial and rental categories were considered Business fleets. Utility fleets 

were estimated as share of business fleet purchases based on data from the National Association 

of Fleet Administrators shown in Table A.29. 

Light trucks – Bobit Publishing Company, Automotive Fleet Factbook 2001, Redondo Beach, CA, 2002, 

p. 48–52, Fleet 2000 Model Year registrations. New registrations are considered a proxy for new 

vehicle sales. Commercial and rental categories were considered Business fleets. Utility fleets 

were estimated as a share of business fleet purchases based on data from the National Association 

of Fleet Administrators shown in Table A.29. 

Table A.29 

Share of Business Fleet Vehicles 

which are Utility Fleet Vehicles 

Vehicle type 

Automobiles 2.6% 

Passenger vans 7.3% 

Cargo vans 64.3% 

Sport utility vehicles 14.8% 

Pickup trucks 66.2% 


A–33

A–34 

Light Fleet Vehicle Travel 

Automobiles 

Business 

Bobit Publishing Company, Automotive Fleet Factbook 2001, Redondo Beach, CA, 2002, p.58- 

67. Average annual miles of compact and intermediate size automobiles were based on data from 

four leading fleet management companies. Weighted average of automobile travel was derived 

based on the estimated share of vehicles in the population from The Polk Company. Compact 

autos and smaller were assumed to travel as compact cars. Intermediate autos and larger were 

assumed to travel like intermediate autos. Average annual miles and weights are shown in Table 

A.30. 

Government 

The only source of data on government fleet travel was for the Federal Government fleet vehicles. 

Data on sedans and station wagons from the GSA Federal Fleet Factbook was used for 

government fleet travel and is shown in Table A.30. 

Utility 

The only source of data available on utility fleet vehicle travel was for the fleets of the Tennessee 

Valley Authority (TVA). Data on the TVA automobile fleet from the GSA Federal Fleet 

Factbook was used for utility fleet travel and is shown in Table A.30. 

Table A.30 

Average Annual Miles and Population Shares 

of Fleet Automobiles 


miles, 2000 

Estimated share of 

vehicles in the 

population, 2000 

Business automobiles 

Compact 22,689 55.6% 

Intermediate 22,893 44.4% 

Government automobiles 

Sedans and station wagons 12,895 

Utility automobiles 

Sedans and station wagons 13,399 


Light trucks 

Business 

Bobit Publishing Company, Automotive Fleet Factbook 2001, Redondo Beach, CA, 2002, p.58- 

67. Average annual miles of pickups, minivans, sport utility vehicles and full-size vans were 

based on data from four leading fleet management companies. Weighted average of light truck 

travel was derived based on the estimated share of vehicles in the population from The Polk 

Company. Average annual miles and weights are shown in Table A.31. 

Government 

The only source of data on government fleet travel was for the Federal Government fleet vehicles. 

Data on ambulances, 2x4 trucks, and 4x4 trucks from the GSA Federal Fleet Factbook were used 

for government fleet travel. Weighted average of light truck travel was derived based on the 

estimated share of vehicles in the population from the same GSA report. Average annual miles 

and weights are shown in Table A.31. 

Utility 

The only source of data available on utility fleet vehicle travel was for the fleets of the Tennessee 

Valley Authority (TVA). Data on the 2x4 trucks and 4x4 trucks in the TVA fleet from the GSA 

Federal Fleet Factbook were used for utility fleet travel. The weighted average of travel was 

derived based on the share of vehicles in the population from the same GSA report. Average 

annual miles and weights are shown in Table A.31. 

Table A.31 

Average Annual Miles and Population Shares 

of Fleet Light Trucks 


miles, 2000 

Estimated share of 

vehicles in the 

population, 2000 

Business light trucks 

Pickup trucks 28,515 48.8% 

Minivans 25,677 17.1% 

Sport utility vehicles 24,003 28.4% 

Full-size vans 20,412 5.8% 

Government light trucks 

Ambulances 5,946 0.5% 

2x4 trucks 5,747 82.8% 

4x4 trucks 12,022 16.7% 

Utility light trucks 

2x4 trucks 10,405 55.5% 

4x4 trucks 14,208 44.5% 


A–35

APPENDIX B 

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.1 may differ from values in other 

publications. The figures in this report are representative or average values, not absolute ones. The 

gross 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” and “lower.” If the 

products of fuel combustion are cooled back to the initial fuel-air or fuel-oxidizer 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 lower (or 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. 


B–1

B–2 

Pounds 

(lb) 

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 Gas Liquid 

Kilograms 

(kg) 

Standard 

cubic feet 

(SCF) 

Normal 

cubic meter 

(Nm 3 ) 


Gallons 

(gal) 

1 lb 1.0 0.4536 192.00 5.047 1.6928 6.408 

Liters 

(L) 

1 kg 2.205 1.0 423.3 11.126 3.733 14.128 

1 SCF gas 0.005209 0.002363 1.0 0.02628 0.008820 0.0339 

1 Nm 3 gas 0.19815 0.08988 38.04 1.0 0.3355 1.2699 

1 gal liquid 0.5906 0.2679 113.41 2.981 1.0 3.785 

1 L liquid 0.15604 0.07078 29.99 0.77881 0.2642 1.0

Table B.3 

Heat Content for Various Fuels 

Automotive gasoline 125,000 Btu/gal(gross) = 115,400 Btu/gal(net) 

Diesel motor fuel 138,700 Btu/gal (gross) = 128,700 Btu/gal (net) 

Biodiesel 126,206 Btu/gal (gross) = 117,093 Btu/gal (net) 

Methanol 64,600 Btu/gal (gross) = 56,560 Btu/gal (net) 

Ethanol 84,600 Btu/gal (gross) = 75,670 Btu/gal (net) 

Gasohol 120,900 Btu/gal (gross) = 112,417 Btu/gal (net) 

Aviation gasoline 120,200 Btu/gal (gross) = 112,000 Btu/gal (net) 

Propane 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) 

Petroleum coke 143,400 Btu/gal (gross) = 168,300 Btu/gal (net) 

Natural gas 

Wet 1,109 Btu/ft 3 

Dry 1,027 Btu/ft 3 

Compressed 20,551 Btu/pound 

960 Btu/cubic foot 

Liquid 90,800 Btu/gal (gross) = 87,600 Btu/gal (net) 

Crude petroleum 138,100 Btu/gal (gross) = 131,800 Btu/gal (net) 

Fuel Oils 

Coal 

Residual 149,700 Btu/gal (gross) = 138,400 Btu/gal (net) 

Distillate 138,700 Btu/gal (gross) = 131,800 Btu/gal (net) 

Anthracite - Consumption 21.711 x 10 6 Btu/short ton 

Bituminous and lignite - Consumption 21.012 x 10 6 Btu/short ton 

Production average 21.352 x 10 6 Btu/short ton 

Consumption average 21.015 x 10 6 Btu/short ton 


B–3

B–4 

Table B.4 

Fuel Equivalents 

1 million bbl crude oil/day = 0.365 billion bbl crude oil/year 

= 2.117 quadrillion Btu/year 

= 100.465 million short tons coal/year 

= 91.142 million metric tons coal/year 

= 2.065 trillion ft 3 natural gas/year 

= 2,233.435 petajoules/year 

1 billion bbl crude oil/year = 2.740 million bbl crude oil/day 





= 6,119 petajoules/year 

1 quadrillion Btu/year = 0.472 million bbl crude oil/day 

= 172.414 million bbl crude oil/year 



= 975.610 billion ft 3 natural gas/year 

= 1,055 petajoules/year 

1 billion short tons coal/year = 0.907 billion metric tons coal/year 

= 9.954 million bbl crude oil/day 

= 3.633 billion bbl crude oil/year 



= 22,230.960 petajoules/year 

1 billion metric tons coal/year = 1.102 billion short tons coal/year 

= 9.030 million bbl crude oi l/day 


= 19.117 quadrillion btu/year 


= 20,167.927 petajoules/year 

1 trillion ft 3 natural gas/year = 0.484 million bbl crude oil/day 





= 1,081.375 petajoules/year 

1 petajoule/year = 447.741 bbl crude oil/day 

= 163.425 thousand bbl crude oil/year 

= 0.948 trillion Btu/year 

= 44.982 thousand short tons coal/year 

= 40.808 thousand metric tons coal/year 

= 0.925 billion ft 3 natural gas/year 


Table B.5 

Energy Unit Conversions 

1 Btu = 778.2 ft-lb 1 kWhr = 3412 Btu a 

= 107.6 kg-m = 2.655 x 106 ft-lb 

= 1055 J = 3.671 x 105 kg-m 

= 39.30 x 10-5 hp-h = 3.600 x 106 J 

= 39.85 x 10-5 metric hp-h = 1.341 hp-h 

= 29.31 x 10-5 kWhr = 1.360 metric hp-h 

1 kg-m = 92.95 x 10-4 Btu 1 Joule = 94.78 x 10-5 Btu 

= 7.233 ft-lb = 0.7376 ft-lb 

= 9.806 J = 0.1020 kg-m 

= 36.53 x 10-7 hp-h = 37.25 x 10-8 hp-h 

= 37.04 x 10-7 metric hp-h = 37.77 x 10-8 metric hp-h 

= 27.24 x 10-7 kWhr = 27.78 x 10-8 kWhr 

1 hp-h = 2544 Btu 1 metric hp-h = 2510 Btu 

= 1.98 x 106 ft-lb = 1.953 x 106 ft-lb 

= 2.738 x 106 kgm = 27.00 x 104 kg-m 

= 2.685 x 106 J = 2.648 x 106 J 

= 1.014 metric hp-h = 0.9863 hp-h 

= 0.7475 kWhr = 0.7355 kWhr 

a This figure does not take into account the fact that electricity generation and distribution efficiency 

is approximately 29%. If generation and distribution efficiency are taken into account, 1 kWhr = 11,765 

Btu. 

To: Terajoules 

From: multiply by: 

Table B.6 

International Energy Conversions 

Gigacalories 

Million tonnes of 

oil equivalent 

Million 

Btu 


Gigawatthours 

Terajoules 1 238.8 2.388 x 10 -5 947.8 0.2778 

Gigacalories 4.1868 x 10 -3 1 10 -7 3.968 1.163 x 10 -3 

Million tonnes 

of oil equivalent 

Million Btu 

4.1868 x 10 4 10 7 1 3.968 x 10 7 11,630 

1.0551 x 10 -3 0.252 2.52 X 10 -8 1 

2.931 x 10 -4 

Gigawatthours 3.6 860 8.6 x 10 -5 3412 1 

B–5

B–6 

Table B.7 

Distance and Velocity Conversions 

1 in. = 83.33 x 10-3 ft 1 ft = 12.0 in. 

= 27.78 x 10-3 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 10-6 km = 0.3048 x 10-3 km 

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 pound methane, measured in carbon 

units (CH 4) 

1 pound carbon dioxide, measured in 

carbon units (CO 2-C) 

1 pound carbon monoxide, measured in 

carbon units (CO-C) 

1 pound nitrous oxide, measured in 

nitrogen units (N 2O-N) 

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.8 

Alternative Measures of Greenhouse Gases 

= 1.333 pounds methane, measured at full 

molecular weight (CH 4) 

= 3.6667 pounds carbon dioxide, measured at 

full molecular weight (CO 2) 

= 2.333 pounds carbon monoxide, measured at 

full molecular weight (CO) 

= 1.571 pounds nitrous oxide, measured at full 

molecular weight (N 2O) 


Table B.9 

Volume and Flow Rate Conversions a 

1 U.S. gal = 231 in. 3 1 liter = 61.02 in. 3 

= 0.1337 ft3 = 3.531 x 10-2 ft3 = 3.785 liters = 0.2624 U.S. gal 

= 0.8321 imperial gal = 0.2200 imperial gal 

= 0.0238 bbl = 6.29 x 10-3 bbl 

= 0.003785 m3 = 0.001 m3 A U.S. gallon of gasoline weighs 6.2 pounds 

1 imperial gal = 277.4 in. 3 1 bbl = 9702 in. 3 

= 0.1606 ft3 = 5.615 ft3 = 4.545 liters = 158.97 liters 

= 1.201 U.S. gal = 42 U.S. gal 

= 0.0286 bbl = 34.97 imperial gal 

= 0.004546 m3 = 0.15897 m3 1 U.S. gal/hr = 3.209 ft3 /day = 1171 ft3 /year 

= 90.84 liter/day = 33157 liter/year 

= 19.97 imperial gal/day = 7289 imperial gal/year 

= 0.5712 bbl/day = 207.92 bbl/year 

For Imperial gallons, multiply above values by 1.201 

1 liter/hr = 0.8474 ft3 /day = 309.3 ft3 /year 

= 6.298 U.S. gal/day = 2299 U.S. gal/year 

= 5.28 imperial gal/day = 1927 imperial gal/year 

= 0.1510 bbl/day = 55.10 bbl/year 

1 bbl/hr = 137.8 ft3 /year = 49187 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 

= 3815 liter/day = 1.393 x 106 liter/day 

a The conversions for flow rates are identical to those for volume measures, if the time units are identical. 


B–7

B–8 

FROM Horsepower Kilowatts 

Table B.10 

Power Conversions 

TO 

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.11 

Mass Conversions 

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 2000 907.2 1 0.8929 0.9072 

Long ton 2240 1016 1.12 1 1.016 

Metric ton 2205 1000 1.102 0.9842 1 

TO 


B–9

B–10 

Table B.12 

Fuel Efficiency Conversions a 

MPG Miles/liter Kilometers/L L/100 kilometers 

10 2=64 4=25 23=52 

15 3=96 6=38 15=68 

20 5=28 8=50 11=76 

25 6=60 10=63 9=41 

30 7=92 12=75 7=84 

35 9=25 14=88 6=72 

40 10=57 17=00 5=88 

45 11=89 19=13 5=23 

50 13=21 21=25 4=70 

55 14=53 23=38 4=28 

60 15=85 25=51 3=92 

65 17=17 27=63 3=62 

70 18=49 29=76 3=36 

75 19=81 31=88 3=14 

80 21=13 34=01 2=94 

85 22=45 36=13 2=77 

90 23=77 38=26 2=61 

95 25=09 40=38 2=48 

100 26=42 42=51 2=35 

105 27=74 44=64 2=24 

110 29=06 46=76 2=14 

115 30=38 48=89 2=05 

120 31=70 51=01 1=96 

125 33=02 53=14 1=88 

130 34=34 55=26 1=81 

135 35=66 57=39 1=74 

140 36=98 59=51 1=68 

145 38=30 61=64 1=62 

150 39=62 63=76 1=57 

Formula MPG/3.785 MPG/[3.785/1.609] 235.24/MPG 


Table B.13 

SI Prefixes and Their Values 

Value Prefix Symbol 

One million million millionth 10 -18 atto a 

One thousand million millionth 10 -15 femto f 

One million millionth 10 -12 pico p 

One thousand millionth 10 -9 nano n 

One millionth 10 -6 micro : 

One thousandth 10 -3 milli m 

One hundredth 10 -2 centi c 

One tenth 10 -1 deci 

One 10 0 

Ten 10 1 deca 

One hundred 10 2 hecto 

One thousand 10 3 kilo k 

One million 10 6 mega M 

One billion a 10 9 giga G 

One trillion a 10 12 tera T 

One quadrillion a 10 15 peta P 

One quintillion a 10 18 exa E 

a 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 

10 12 in most other countries. 


B–11

B–12 

Table B.14 

Metric Units and Abbreviations 

Quantity Unit name Symbol 

Energy joule J 

Specific energy joule/kilogram J/kg 

Specific energy consumption joule/kilogram•kilometer J/(kg•km) 

Energy consumption joule/kilometer J/km 

Energy economy kilometer/kilojoule km/kJ 

Power kilowatt Kw 

Specific power watt/kilogram W/kg 

Power density watt/meter 3 W/m 3 

Speed kilometer/hour km/h 

Acceleration meter/second 2 m/s 2 

Range (distance) kilometer km 

Weight kilogram kg 

Torque newton•meter N•m 

Volume meter 3 m 3 

Mass; payload kilogram kg 

Length; width meter m 

Brake specific fuel consumption kilogram/joule kg/J 

Fuel economy (heat engine) liters/100 km L/100 km 


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 1990 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.15 and B.16). Table B.15 shows conversion 

factors for the Consumer Price Index inflation factors. Table B.16 shows conversion factors using 

the Gross National Product inflation factors. 

Due to the size of the tables, the data in Tables B.15 and B.16 were changed to two decimal 

places starting with Edition 17 and data for years 1971–74 were taken off in Edition 21. However, 

three decimal places were used to calculate all constant dollar values. 


B–13


Table B.15 

Consumer Price Inflation (CPI) Index 

To: 

From: 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 

1970 1.00 1.39 1.47 1.56 1.68 1.87 2.12 2.34 2.49 2.57 2.68 2.77 2.82 2.93 3.05 3.20 3.37 3.51 3.62 3.72 3.82 3.93 4.04 4.14 4.20 4.29 4.44 4.56 4.64 

1975 0.72 1.00 1.06 1.13 1.21 1.35 1.53 1.69 1.79 1.85 1.93 2.00 2.04 2.11 2.20 2.30 2.43 2.53 2.61 2.69 2.75 2.83 2.92 2.98 3.03 3.10 3.20 3.29 3.34 

1976 0.68 0.95 1.00 1.07 1.15 1.28 1.45 1.60 1.70 1.75 1.83 1.89 1.93 2.00 2.08 2.18 2.30 2.39 2.47 2.54 2.60 2.68 2.76 2.82 2.86 2.93 3.03 3.11 3.16 

1977 0.64 0.89 0.94 1.00 1.08 1.20 1.36 1.50 1.59 1.64 1.71 1.78 1.81 1.87 1.95 2.05 2.16 2.25 2.32 2.38 2.45 2.51 2.59 2.65 2.69 2.75 2.84 2.92 2.97 

1978 0.60 0.83 0.87 0.93 1.00 1.11 1.26 1.39 1.48 1.53 1.59 1.65 1.68 1.74 1.81 1.90 2.00 2.09 2.15 2.22 2.27 2.34 2.41 2.46 2.50 2.56 2.64 2.72 2.76 

1979 0.53 0.74 0.78 0.83 0.90 1.00 1.14 1.25 1.33 1.37 1.43 1.48 1.51 1.56 1.63 1.71 1.80 1.88 1.93 1.99 2.04 2.10 2.16 2.21 2.25 2.29 2.37 2.44 2.48 

1980 0.47 0.65 0.69 0.74 0.79 0.88 1.00 1.10 1.17 1.21 1.26 1.31 1.33 1.38 1.44 1.50 1.59 1.65 1.70 1.75 1.80 1.85 1.90 1.95 1.98 2.02 2.09 2.15 2.18 

1981 0.43 0.59 0.63 0.67 0.72 0.80 0.91 1.00 1.06 1.10 1.14 1.18 1.21 1.25 1.30 1.36 1.44 1.50 1.54 1.59 1.63 1.68 1.73 1.77 1.79 1.83 1.89 1.95 1.98 

1982 0.40 0.56 0.59 0.63 0.68 0.75 0.85 0.94 1.00 1.03 1.08 1.12 1.14 1.18 1.23 1.29 1.35 1.41 1.45 1.50 1.54 1.58 1.63 1.66 1.69 1.73 1.78 1.84 1.86 

1983 0.39 0.54 0.57 0.61 0.65 0.73 0.83 0.91 0.97 1.00 1.04 1.08 1.10 1.14 1.19 1.25 1.31 1.37 1.41 1.45 1.49 1.53 1.58 1.61 1.64 1.67 1.73 1.78 1.81 

1984 0.37 0.52 0.55 0.58 0.63 0.70 0.79 0.87 0.93 0.96 1.00 1.04 1.05 1.09 1.14 1.19 1.26 1.31 1.35 1.39 1.43 1.47 1.51 1.54 1.57 1.60 1.66 1.70 1.73 

1985 0.36 0.50 0.53 0.56 0.61 0.67 0.77 0.84 0.90 0.93 0.97 1.00 1.02 1.06 1.10 1.15 1.21 1.27 1.30 1.34 1.38 1.42 1.46 1.49 1.51 1.55 1.60 1.65 1.67 

1986 0.35 0.49 0.52 0.55 0.59 0.66 0.75 0.83 0.88 0.91 0.95 0.98 1.00 1.04 1.08 1.13 1.19 1.24 1.28 1.32 1.35 1.39 1.43 1.46 1.49 1.52 1.57 1.62 1.64 

1987 0.34 0.47 0.50 0.53 0.57 0.64 0.73 0.80 0.85 0.88 0.91 0.95 0.96 1.00 1.04 1.09 1.15 1.20 1.24 1.27 1.30 1.34 1.38 1.41 1.43 1.47 1.52 1.56 1.58 

1988 0.33 0.45 0.48 0.51 0.55 0.61 0.70 0.77 0.82 0.84 0.88 0.91 0.93 0.96 1.00 1.05 1.10 1.15 1.19 1.22 1.25 1.29 1.33 1.36 1.38 1.41 1.46 1.50 1.52 

1989 0.31 0.43 0.46 0.49 0.53 0.59 0.66 0.73 0.78 0.80 0.84 0.87 0.88 0.92 0.95 1.00 1.05 1.10 1.13 1.17 1.20 1.23 1.27 1.29 1.31 1.34 1.39 1.43 1.45 

1990 0.30 0.41 0.44 0.46 0.50 0.56 0.63 0.70 0.74 0.76 0.80 0.82 0.84 0.87 0.91 0.95 1.00 1.04 1.07 1.11 1.13 1.17 1.20 1.23 1.25 1.27 1.32 1.36 1.38 

1991 0.28 0.40 0.42 0.44 0.48 0.53 0.61 0.67 0.71 0.73 0.76 0.79 0.80 0.83 0.87 0.91 0.96 1.00 1.03 1.06 1.09 1.12 1.15 1.18 1.20 1.22 1.26 1.30 1.32 

1992 0.28 0.38 0.41 0.43 0.46 0.52 0.59 0.65 0.69 0.71 0.74 0.77 0.78 0.81 0.84 0.88 0.93 0.97 1.00 1.03 1.06 1.09 1.12 1.14 1.16 1.19 1.23 1.26 1.28 

1993 0.27 0.37 0.39 0.42 0.45 0.50 0.57 0.63 0.67 0.69 0.72 0.74 0.76 0.79 0.82 0.86 0.90 0.94 0.97 1.00 1.03 1.05 1.09 1.11 1.13 1.15 1.19 1.23 1.24 

1994 0.26 0.36 0.38 0.41 0.44 0.49 0.56 0.61 0.65 0.67 0.70 0.73 0.74 0.77 0.80 0.84 0.88 0.92 0.95 0.98 1.00 1.03 1.06 1.08 1.10 1.12 1.16 1.20 1.21 

1995 0.25 0.35 0.37 0.40 0.43 0.48 0.54 0.60 0.63 0.65 0.68 0.71 0.72 0.75 0.78 0.81 0.86 0.89 0.92 0.95 0.97 1.00 1.03 1.05 1.07 1.09 1.13 1.16 1.18 

1996 0.25 0.34 0.36 0.39 0.42 0.46 0.53 0.58 0.62 0.63 0.66 0.69 0.70 0.72 0.75 0.79 0.83 0.87 0.89 0.92 0.94 0.97 1.00 1.02 1.04 1.06 1.10 1.13 1.15 

1997 0.24 0.34 0.35 0.38 0.41 0.45 0.51 0.57 0.60 0.62 0.65 0.67 0.68 0.71 0.74 0.77 0.81 0.85 0.87 0.90 0.92 0.95 0.98 1.00 1.02 1.04 1.07 1.10 1.12 

1998 0.24 0.33 0.35 0.37 0.40 0.45 0.51 0.56 0.59 0.61 0.64 0.66 0.67 0.70 0.73 0.76 0.80 0.84 0.86 0.89 0.91 0.94 0.96 0.98 1.00 1.02 1.06 1.09 1.10 

1999 0.23 0.32 0.34 0.36 0.39 0.44 0.49 0.55 0.58 0.60 0.62 0.65 0.66 0.68 0.71 0.74 0.78 0.82 0.84 0.87 0.89 0.91 0.94 0.96 0.98 1.00 1.03 1.06 1.08 

2000 0.23 0.31 0.33 0.35 0.38 0.42 0.48 0.53 0.56 0.58 0.60 0.62 0.64 0.66 0.69 0.72 0.76 0.79 0.81 0.84 0.86 0.89 0.91 0.93 0.95 0.97 1.00 1.03 1.04 

2001 0.22 0.30 0.32 0.34 0.37 0.41 0.47 0.51 0.54 0.56 0.59 0.61 0.62 0.64 0.67 0.70 0.74 0.77 0.79 0.82 0.84 0.86 0.89 0.91 0.92 0.94 0.98 1.00 1.02 

2002 0.22 0.30 0.32 0.34 0.36 0.40 0.46 0.51 0.54 0.55 0.58 0.60 0.61 0.63 0.66 0.69 0.73 0.76 0.78 0.80 0.82 0.85 0.87 0.89 0.91 0.93 0.96 0.98 1.00 

Source: 

U.S. Bureau of Labor Statistics. 

B–14


Table B.16 

Gross National Product Implicit Price Deflator 

From 1970 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 

To 

1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 

1970 1.00 1.38 1.46 1.55 1.66 1.80 1.96 2.15 2.28 2.37 2.46 2.54 2.59 2.67 2.87 2.87 2.98 3.09 3.16 3.24 3.31 3.38 3.44 3.51 3.55 3.60 3.68 3.76 3.81 

1975 0.73 1.00 1.06 1.12 1.21 1.31 1.43 1.56 1.66 1.72 1.78 1.84 1.88 1.94 2.08 2.08 2.16 2.24 2.29 2.35 2.40 2.45 2.50 2.55 2.58 2.61 2.67 2.73 2.76 

1976 0.69 0.95 1.00 1.06 1.14 1.24 1.35 1.47 1.57 1.63 1.69 1.74 1.78 1.83 1.97 1.97 2.05 2.12 2.17 2.22 2.27 2.32 2.36 2.41 2.44 2.47 2.53 2.58 2.61 

1977 0.65 0.89 0.94 1.00 1.07 1.16 1.27 1.39 1.47 1.53 1.59 1.64 1.67 1.72 1.85 1.85 1.92 1.99 2.04 2.09 2.13 2.18 2.22 2.26 2.29 2.32 2.38 2.43 2.46 

1978 0.60 0.83 0.88 0.93 1.00 1.08 1.18 1.29 1.37 1.43 1.48 1.53 1.56 1.61 1.73 1.73 1.79 1.86 1.90 1.95 1.99 2.03 2.07 2.11 2.14 2.17 2.22 2.27 2.29 

1979 0.56 0.77 0.81 0.86 0.92 1.00 1.09 1.19 1.27 1.32 1.37 1.41 1.44 1.48 1.59 1.59 1.66 1.72 1.76 1.80 1.84 1.88 1.91 1.95 1.97 2.00 2.05 2.09 2.12 

1980 0.51 0.70 0.74 0.79 0.85 0.92 1.00 1.09 1.16 1.21 1.25 1.29 1.32 1.36 1.46 1.46 1.52 1.57 1.61 1.65 1.68 1.72 1.75 1.79 1.81 1.83 1.88 1.92 1.94 

1981 0.47 0.64 0.68 0.72 0.77 0.84 0.91 1.00 1.06 1.10 1.15 1.18 1.21 1.24 1.34 1.34 1.39 1.44 1.47 1.51 1.54 1.57 1.60 1.63 1.65 1.68 1.72 1.75 1.77 

1982 0.44 0.60 0.64 0.68 0.73 0.79 0.86 0.94 1.00 1.04 1.08 1.11 1.14 1.17 1.26 1.26 1.31 1.35 1.39 1.42 1.45 1.48 1.51 1.54 1.56 1.58 1.61 1.65 1.67 

1983 0.42 0.58 0.61 0.65 0.70 0.76 0.83 0.91 0.96 1.00 1.04 1.07 1.09 1.13 1.21 1.21 1.26 1.30 1.33 1.37 1.39 1.42 1.45 1.48 1.50 1.52 1.55 1.59 1.61 

1984 0.41 0.56 0.59 0.63 0.68 0.73 0.80 0.87 0.93 0.96 1.00 1.03 1.05 1.09 1.17 1.17 1.21 1.26 1.29 1.32 1.34 1.37 1.40 1.43 1.44 1.46 1.50 1.53 1.55 

1985 0.39 0.54 0.57 0.61 0.65 0.71 0.77 0.85 0.90 0.93 0.97 1.00 1.02 1.05 1.13 1.13 1.17 1.22 1.25 1.28 1.30 1.33 1.36 1.38 1.40 1.42 1.45 1.48 1.50 

1986 0.39 0.53 0.56 0.60 0.64 0.69 0.76 0.83 0.88 0.91 0.95 0.98 1.00 1.03 1.11 1.11 1.15 1.19 1.22 1.25 1.27 1.30 1.33 1.35 1.37 1.39 1.42 1.45 1.47 

1987 0.37 0.52 0.55 0.58 0.62 0.67 0.74 0.80 0.85 0.89 0.92 0.95 0.97 1.00 1.07 1.07 1.12 1.16 1.18 1.21 1.24 1.26 1.29 1.31 1.33 1.35 1.38 1.41 1.43 

1988 0.36 0.50 0.53 0.56 0.60 0.65 0.71 0.78 0.83 0.86 0.89 0.92 0.94 0.97 1.04 1.04 1.08 1.12 1.14 1.17 1.20 1.22 1.25 1.27 1.29 1.30 1.33 1.36 1.38 

1989 0.35 0.48 0.51 0.54 0.58 0.63 0.69 0.75 0.80 0.83 0.86 0.89 0.90 0.93 1.00 1.00 1.04 1.08 1.10 1.13 1.15 1.18 1.20 1.22 1.24 1.26 1.28 1.31 1.33 

1990 0.34 0.46 0.49 0.52 0.56 0.60 0.66 0.72 0.77 0.80 0.83 0.85 0.87 0.90 0.96 0.96 1.00 1.04 1.06 1.09 1.11 1.13 1.16 1.18 1.19 1.21 1.24 1.26 1.28 

1991 0.32 0.45 0.47 0.50 0.54 0.58 0.64 0.70 0.74 0.77 0.80 0.82 0.84 0.87 0.93 0.93 0.97 1.00 1.02 1.05 1.07 1.09 1.12 1.14 1.15 1.17 1.19 1.22 1.23 

1992 0.32 0.44 0.46 0.49 0.53 0.57 0.62 0.68 0.72 0.75 0.78 0.80 0.82 0.84 0.91 0.91 0.94 0.98 1.00 1.02 1.05 1.07 1.09 1.11 1.12 1.14 1.17 1.19 1.20 

1993 0.31 0.43 0.45 0.48 0.51 0.56 0.61 0.66 0.70 0.73 0.76 0.78 0.80 0.82 0.89 0.89 0.92 0.95 0.98 1.00 1.02 1.04 1.06 1.08 1.10 1.11 1.14 1.16 1.18 

1994 0.30 0.42 0.44 0.47 0.50 0.54 0.59 0.65 0.69 0.72 0.74 0.77 0.78 0.81 0.87 0.87 0.90 0.93 0.96 0.98 1.00 1.02 1.04 1.06 1.07 1.09 1.11 1.14 1.15 

1995 0.30 0.41 0.43 0.46 0.49 0.53 0.58 0.64 0.68 0.70 0.73 0.75 0.77 0.79 0.85 0.85 0.88 0.91 0.94 0.96 0.98 1.00 1.02 1.04 1.05 1.07 1.09 1.11 1.13 

1996 0.29 0.40 0.42 0.45 0.48 0.52 0.57 0.62 0.66 0.69 0.71 0.74 0.75 0.78 0.83 0.83 0.87 0.90 0.92 0.94 0.96 0.98 1.00 1.02 1.03 1.05 1.07 1.09 1.11 

1997 0.29 0.39 0.42 0.44 0.47 0.51 0.56 0.61 0.65 0.68 0.70 0.72 0.74 0.76 0.82 0.82 0.85 0.88 0.90 0.92 0.94 0.96 0.98 1.00 1.01 1.03 1.05 1.07 1.09 

1998 0.28 0.39 0.41 0.44 0.47 0.51 0.55 0.60 0.64 0.67 0.69 0.71 0.73 0.75 0.81 0.81 0.84 0.87 0.89 0.91 0.93 0.95 0.97 0.99 1.00 1.01 1.04 1.06 1.07 

1999 0.28 0.38 0.40 0.43 0.46 0.50 0.55 0.60 0.63 0.66 0.68 0.70 0.72 0.74 0.80 0.80 0.83 0.86 0.88 0.90 0.92 0.94 0.96 0.97 0.99 1.00 1.02 1.04 1.06 

2000 0.27 0.37 0.40 0.42 0.45 0.49 0.53 0.58 0.62 0.64 0.67 0.69 0.70 0.73 0.78 0.78 0.81 0.84 0.86 0.88 0.90 0.92 0.93 0.95 0.96 0.98 1.00 1.02 1.04 

2001 0.27 0.37 0.39 0.41 0.44 0.48 0.52 0.57 0.61 0.63 0.65 0.67 0.69 0.71 0.76 0.76 0.79 0.82 0.84 0.86 0.88 0.90 0.91 0.93 0.94 0.96 0.98 1.00 1.01 

2002 0.26 0.36 0.39 0.41 0.44 0.47 0.52 0.56 0.60 0.62 0.65 0.67 0.68 0.70 0.73 0.75 0.78 0.81 0.83 0.85 0.87 0.89 0.90 0.92 0.93 0.95 0.97 0.99 1.00 

Source: 

U.S. Department of Commerce, Bureau of Economic Analysis, Survey of Current Business, Washington, DC, monthly. 

B–15

APPENDIX C 

MAPS 


C–1

C–2 

New Jersey 

New York 

West South Central 

region 

Arkansas 

Louisiana 

Oklahoma 

Texas 

Alaska 

California 

Hawaii 

Iowa 

Kansas 

Minnesota 

Missouri 

Source: 

U.S. Census Bureau. 

Table C.1 

Census Divisions and Regions 

Northeast Division 

Mid-Atlantic region New England region 

Pennsylvania Connecticut 

Maine 

Massachusetts 

East South Central 

region 

Alabama 

Kentucky 

Mississippi 

Tennessee 

South Division 

West Division 

Delaware 

Florida 

Georgia 

Maryland 

North Carolina 

South Atlantic 

region 

Pacific region Mountain region 

Oregon 

Washington 

Arizona 

Colorado 

Idaho 

Montana 

Midwest Division 


New Hampshire 

Rhode Island 

Vermont 

South Carolina 

Virginia 

Washington, DC 

West Virginia 

Nevada 

New Mexico 

Utah 

Wyoming 

West North Central region East North Central region 

Nebraska 

North Dakota 

South Dakota 

Illinois 

Indiana 

Michigan 

Ohio 

Wisconsin

Figure C1. Census Divisions and Regions 

Source: See Table C.1. 


C–3

Table C.2 

Petroleum Administration for Defense Districts (PADD) 

District Subdistrict States 

PAD District 1 

East Coast 


Midwest 


Gulf Coast 


Rocky Mountains 


West Coast 

Subdistrict 1X 

New England 

Subdistrict 1Y 

Central Atlantic 

Subdistrict 1Z 

Lower Atlantic 

Connecticut, Maine, Massachusetts, New 

Hampshire, Rhode Island, Vermont 

Delaware, District of Columbia, Maryland, New 

Jersey, New York, Pennsylvania 

Florida, Georgia, North Carolina, South Carolina, 

Virginia, West Virginia 

Illinois, Indiana, Iowa, Kansas, Kentucky, 

Michigan, Minnesota, Missouri, Nebraska, North 

Dakota, South Dakota, Ohio, Oklahoma, 

Tennessee, Wisconsin 

Alabama, Arkansas, Louisiana, Mississippi, New 

Mexico, Texas 

Colorado Idaho, Montana, Utah, Wyoming 

Alaska, Arizona, California, Hawaii, Nevada, 

Oregon, Washington 

Source: 

Energy Information Administration web site: http://tonto.eia.doe.gov/oog/info/twip/padddef.html 


C–4

Source: See Table C.2. 

Figure C.2. Petroleum Administration for Defense Districts 


C–5

GLOSSARY 

Acceleration power - 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. 

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 - $100-1,000 million 

Large Regionals - $10-99.9 million 

Medium Regionals - $0-9.99 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." 


G–1

G–2 

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. 

Amtrak - See Rail. 

Anthropogenic - Human made. Usually used in the context of emissions that are produced as the 

result of human activities. 

Automobile size classifications - Size classifications of automobiles 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 100 cubic feet of passenger and luggage volume. 

Compact - between 100 to 110 cubic feet of passenger and luggage volume. 

Midsize - between 110 to 120 cubic feet of passenger and luggage volume. 

Large - more than 120 cubic feet of passenger and luggage volume. 

Two seater - automobiles designed primarily to seat only two adults. 

Station wagons are included with the size class for the sedan of the same name. 

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, nonself-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. 

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. 


Bunkering fuels - Fuels stored in ship bunkers. 

Bus - 

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. 

Carbon dioxide (CO 2) - 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. 

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. 


G–3

G–4 

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 railroad - See Rail. 

Compact car - See Automobile size classifications. 

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) - An index issued by the U.S. Department of Labor, Bureau of Labor 

Statistics. The CPI is designed to measure changes in the prices of goods and services 

bought by wage earners and clerical workers in urban areas. It represents the cost of a 

typical consumption bundle at current prices as a ratio to its cost at a base year. 

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 highspeed 

cruise, specified as the percent of its rated energy capacity delivered in a one hour 

constant-power discharge. 

Corporate Average Fuel Economy (CAFE) standards - CAFE standards were originally 

established by Congress for new automobiles, and later for light 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, automobile 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. 

Crude oil - A mixture of hydrocarbons that exists in the 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. 

E85 - 85% ethanol and 15% gasoline. 

E95 - 95% ethanol and 5% gasoline. 

Domestic water transportation - See Internal water transportation. 

Electric utilities sector - Consists of privately and publicly owned establishments which generate 

electricity primarily for resale. 

Emission standards - Standards for the levels of pollutants emitted from automobiles and trucks. 

Congress established the first standards in the Clean Air Act of 1963. Currently, standards 

are set for four vehicle classes - automobiles, light trucks, heavy-duty gasoline trucks, and 

heavy-duty diesel trucks. 


G–5

G–6 

Energy capacity - Measured in kilowatt hours. The energy delivered by the battery, when tested at 

C/3 discharge rate, up to termination of discharge specified by the battery manufacturer. The 

required acceleration power must be delivered by the battery at any point up to 80% of the 

battery's energy capacity rating. 

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 tonmile. 

Ethanol (C 2H 5OH) - 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). 

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. 

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. Guam, Wake, American Samoa) and foreign countries is excluded. Traffic 

to or from the Panama Canal Zone is included. 


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. 

Gross National Product - A measure of monetary value of the goods and services becoming 

available to the nation from economic activity. Total value at market prices of all goods and 

services produced by the nation's economy. 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. 

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 do not have gross vehicle 

weight ratings. 

Heavy-heavy truck - See Truck size classifications. 

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 


G–7

G–8 

person living alone, two or more families living together, or any other group of related or 

unrelated persons who share living arrangements. 

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. 

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 centigrade. 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 

centigrade 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 Automobile 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 - Automobiles and light trucks combined. 

Light truck - Unless otherwise noted, light trucks are defined in this publication as two-axle, fourtire 

trucks. The U.S. Bureau of Census classifies all trucks with a gross vehicle weight less 

than 10,000 pounds as light trucks (See Truck size classifications). 

Light-heavy truck - See Truck size classifications. 

Liquified 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. 


G–9

G–10 

M100 - 100% methanol. 

Medium truck - See Truck size classifications. 

Methanol (CH 3OH) - 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 Automobile size classifications. 

Minicompact car - See Automobile size classifications. 

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 centigrade 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. 

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 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. 

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 (NO x) - 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. 

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. 

Organization for Economic Cooperation and Development (OECD) - Consists of Australia, 

Austria, Belgium, Canada, Czech Republic, Denmark, Finland, France, Germany, Greece, 

Hungary, Iceland, Ireland, Italy, Japan, Luxembourg, Mexico, Netherlands, New Zealand, 

Norway, Poland, Portugal, 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). Total OECD excludes data for Czech Republic, 

Hungary, Mexico, Poland, and South Korea which are not yet available. 

OECD Europe: Consists of Austria, Belgium, Czech Republic, Denmark, Finland, France, 

Germany, Greece, Hungary, Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, 


G–11

G–12 

Poland, Portugal, Spain, Sweden, Switzerland, Turkey, and United Kingdom. OECD Europe 

excludes data for Czech Republic, Hungary, and Poland which are not yet available. 

OECD Pacific: Consists of Australia, Japan, and New Zealand. 

Organization for Petroleum Exporting Countries (OPEC) - Includes Saudi Arabia, Iran, 

Venezuela, Libya, Indonesia, United Arab Emirates, Algeria, Nigeria, Ecuador, Gabon, Iraq, 

Kuwait, and Qatar. Data for Saudi Arabia and Kuwait include their shares from the 

Partitioned Zone (formerly the Neutral Zone). 

Arab OPEC - Consists of Algeria, Iraq, Kuwait, Libya, Qatar, Saudi Arabia 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). 

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. Total passengermiles 

traveled, thus, give the total mileage traveled by all persons. 

Passenger rail - See Rail, "Amtrak" and "Transit Railroad". 

Persian Gulf countries: Consists of Bahrain, Iran, Iraq, Kuwait, Qatar, Saudi Arabia, and the United 

Emirates. 

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 know 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. 

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, more dense than the input. 


G–13

G–14 

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, 10 15 . 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 multi-trip 

tickets, specific station-to-station fares, and usually only one or two stations in the central 

business district. Also known as suburban railroad. 

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. 

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. 

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. 

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. 

Special fuels - Consist primarily of diesel fuel with small amount of liquified 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 Automobile size classifications. 

Supplemental air carrier - See Air carrier. 


G–15

G–16 

Test weight - The weight setting at which a vehicle is tested on a dynomometer 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. 

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 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. 

Trolley coach - See Bus. 

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 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 Automobile 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 transit mode made up of vans and sometimes small buses operating as a ridesharing 

arrangement to provide transportation to a group of individuals traveling directly between 

their homes and a regular destination within the same geographical area. Most vanpools are 

privately-operated, are not available to the public, and are not considered public 

transportation. Vanpool data in this report are for vanpools that are owned, purchased or 

leased by a public entity and are publicly available. 

Variable operating cost - See Operating cost. 

Vehicle Inventory and Use Survey - 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. 

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. 


G–17

TITLE INDEX 


I–1

I–2 

Acquisitions 

Federal Fleet Vehicle Acquisitions by Fuel Type, FY 1998–2001 ..................................7-7 

Act 

Energy Policy Act Purchase Requirements of Light Alternative Fuel Vehicles ........................7-8 

Advanced 

Sales and Specifications of Available Advanced Technology Vehicles ..............................6-8 

Age 

Automobiles in Operation and Vehicle Travel by Age, 1970 and 2001 ..............................3-9 

Trucks in Operation and Vehicle Travel by Age, 1970 and 2001 ..................................3-10 

Average Age of Automobiles and Trucks in Use, 1970–2001 ....................................3-11 

Average Age and Registrations of Automobiles and Trucks, 1970–2001 ............................3-12 

Average Age of Vehicles by Household Vehicle Ownership, 2001 NHTS ..........................8-12 

Average Annual Miles per Household Vehicle by Vehicle Age ...................................8-13 

Agency 

Federal Government Vehicles by Agency, Fiscal Year 2001 ......................................7-6 

Air 

Summary Statistics for U.S. Domestic and International Certificated Route Air Carriers (Combined 

Totals), 1970–2001 ..................................................................9-3 

Total National Emissions of the Criteria Air Pollutants by Sector, 2001 ............................12-2 

Alternative 

Alternative Fuel and Oxygenate Consumption, 1992–2002 .......................................2-5 

Conventional and Alternative Fuel Refueling Stations ..........................................4-18 

Estimates of Alternative Fuel Vehicles in Use, 1992–2002 .......................................6-3 

Estimates of Alternative Fuel Vehicles by Ownership, 1996 and 2002 ..............................6-4 

Alternative Fuel Vehicles Available by Manufacturer, Model Year 2001 ............................6-5 

Number of Alternative Refuel Sites by State and Fuel Type, 2002 ..................................6-6 

Properties of Conventional and Alternative Fuels ..............................................6-14 


Amtrak 

Summary Statistics for the National Railroad Passenger Corporation (Amtrak), 1971 ..................9-13 

Annual 

Average Annual Vehicle-Miles of Travel for Fleet Vehicles, 2000 .................................7-4 

Average Annual Expenditures of Households by Income, 2001 ....................................8-4 

Average Annual Vehicle-Miles, Vehicle Trips and Trip Length per Household 1969, 1977, 1983, 1990, 

1995 NPTS and 2001 NHTS ...........................................................8-7 

Average Annual Person-Miles Traveled, Person Trips and Trip Length per Household by Selected Trip 

Purposes, 1983, 1990, 1995 NPTS and 2001 NHTS .........................................8-8 

Average Annual Miles per Vehicle by Household Vehicle Ownership, 2001 NHTS ...................8-12 


Self-Reported vs. Odometer Average Annual Miles, 1995 NPTS .................................8-14 

Automobile 

Automobile Registrations for Selected Countries, 1950-2001 .....................................3-2 

Automobile Scrappage and Survival Rates 1970, 1980 and 1990 Model Years .......................3-13 

New Retail Automobile Sales in the United States, 1970-2002 ....................................4-5 

Average Material Consumption for a Domestic Automobile, 1978, 1985, and 2001 ...................4-16 

Automobile Corporate Average Fuel Economy (CAFE) Standards versus Sales-Weighted 

Fuel Economy Estimates, 1978-2003 ....................................................4-19 

Automobile Operating Cost per Mile, 1985-2002 ............................................. 10-15 

Fixed Automobile Operating Costs per Year, 1975-2002 ....................................... 10-16 

Automobiles 

Automobiles and Trucks in Use, 1970–2001 ..................................................3-5 




Automobiles (continued) 


Import Automobiles, Selected Sales Periods 1976-2002 ..........................................4-7 

Sales-Weighted Engine Size of New Domestic and Import Automobiles by Size Class, Sales Periods 

1976–2002 ........................................................................4-11 

Sales-Weighted Curb Weight of New Domestic and Import Automobiles by Size Class, Sales Periods 

1976–2002 ........................................................................4-13 

Sales-Weighted Interior Space of New Domestic and Import Automobiles by Size Class, Sales Periods 

1976–2002 ........................................................................4-14 

Sales-Weighted Wheelbase of New Automobiles and Light Trucks, Sales Periods 1976–2002 ...........4-15 

Period Sales, Market Shares, and Sales-Weighted Fuel Economies of New Domestic and Available 

Alternative Fuel Vehicles Available by Manufacturer, Model Year 2001 .........................6-5 


Average 




Automobile Corporate Average Fuel Economy (CAFE) Standards versus Sales-Weighted 

Fuel Economy Estimates, 1978–2003 ...................................................4-19 

Light Truck Corporate Average Fuel Economy (CAFE) Standards versus Sales-Weighted 

Fuel Economy Estimates, 1978–2003 ...................................................4-20 

Corporate Average Fuel Economy (CAFE) Fines Collected, 1983–2001 ............................4-21 

Average Length of Time Business Fleet Vehicles are in Service, 2001 ..............................7-4 


Average Miles per Domestic Federal Vehicle by Vehicle Type, 2001 ...............................7-5 


Average Annual Vehicle-Miles, Vehicle Trips and Trip Length per Household 1969, 1977, 

1983, 1990, 1995 NPTS and 2001 NHTS .................................................8-7 



Average Number of Vehicles and Vehicle Travel per Household, 1990 NPTS and 

2001 NHTS ........................................................................8-9 

Average Vehicle Occupancy by Vehicle Type, 1995 NPTS and 2001 NHTS ........................8-10 

Average Vehicle Occupancy by Trip Purpose, 1977 NPTS and 2001 NHTS .........................8-11 





Average Price of a New Car, 1970–2001 ................................................... 10-14 

Aviation 

Summary Statistics for General Aviation, 1970–2001 ...........................................9-4 

Refiner Sales Prices for Aviation Gasoline and Jet Fuel, 1978–2002 ...............................10-9 

Axle 

Summary Statistics for Two-Axle, Four-Tire Trucks, 1970–2001 ..................................4-3 

Barrel 

Refinery Yield of Petroleum Products from a Barrel of Crude Oil, 1978–2002 .......................1-15 

Prices for a Barrel of Crude Oil and a Gallon of Gasoline, 1978–2002 .............................10-6 

Bicycle 

Bicycle Sales, 1981–2002 ................................................................8-17 

Specialty Bicycle Sales by Year, 2000–2002 .................................................8-18 

Bike 

Walk and Bike Trips by Trip Purpose, 2001 NHTS ............................................8-19 

Boating 

Recreational Boating Statistics, 1977–2001 ...................................................9-8 


I–3

I–4 

Breakdown 

Breakdown of Domestic Marine Cargo by Commodity Class, 2001 ................................9-7 

Bus 

Energy Intensities for Selected Transit Bus Systems, 2001 ......................................2-17 

Truck and Bus Registrations for Selected Countries, 1950–2001 ...................................3-3 

Buses 

Summary Statistics on Transit Buses, 1984–2001 .............................................5-14 

Summary Statistics on Intercity and School Buses, 1970–2001 ...................................5-15 

Business 


CAFE 

Automobile Corporate Average Fuel Economy (CAFE) Standards versus Sales-Weighted Fuel 

Economy Estimates, 1978–2003 .......................................................4-19 

Light Truck Corporate Average Fuel Economy (CAFE) Standards versus Sales-Weighted Fuel 



Calendar 

Vehicle Stock and New Sales in the United States, 2001 Calendar Year .............................3-7 

California 

California Passenger Cars and Light Trucks Emission Certification Standards for Model 

Years 2001–206 ................................................................... 12-23 

California Vehicle Emission Reduction for Passenger Cars and Light Trucks ....................... 12-24 

Car 


Carbon 

World Carbon Emissions from Energy Consumption, 1990 and 2001 ..............................11-2 

Numerical Estimates of Global Warming Potentials Compared with Carbon Dioxide ..................11-3 

U.S. Carbon Dioxide Emissions from Fossil Energy Consumption by End-Use Sector, 1990–2001 .......11-5 

U.S. Carbon Dioxide Emissions from Energy Use in Transportation Sector, 1990–2001 ...............11-6 

Total National Emissions of Carbon Monoxide, 1980–2001 .....................................12-3 

Emissions of Carbon Monoxide from Highway Vehicles, 1980–2001 ..............................12-4 

Cargo 


Carloads 

Railroad Revenue Carloads by Commodity Group, 1974 and 2001 ................................9-11 

Carriers 


Totals), 1970–2001 ..................................................................9-3 

Cars 

Summary Statistics for Passenger Cars, 1970–2001 .............................................4-2 

The Gas Guzzler Tax on New Cars.........................................................4-22 

Tier 2 Emission Standards for Cars and Light Trucks Effective for 2004-2009 Model Years ........... 12-14 

California Passenger Cars and Light Trucks Emission Certification Standards for Model Years 

2001–2006 ....................................................................... 12-23 


Category 

U.S. and World Hydrogen Consumption by End-Use Category, 1999 ..............................6-12 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Light Trucks 

(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 

Category (continued) 



(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 

Cell 

Fuel Cell Type Comparison ..............................................................6-15 

Census 

Household Vehicle Ownership, 1960-2000 Census .............................................8-5 

Means of Transportation to Work, 1980, 1990 and 2000 Census ..................................8-15 

Workers by Commute Time, 1990 and 2000 Census ...........................................8-16 

Certificated 


Totals), 1970–2001 ..................................................................9-3 

Certification 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Light Vehicles .... 12-16 


(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Light 

Heavy Trucks..................................................................... 12-21 

Federal Exhaust Emission Certification Standards for Gasoline- and Diesel-Powered Heavy 

Heavy Trucks..................................................................... 12-22 


2001–2006 ....................................................................... 12-23 

Cities 

Clean Cities Coalitions ...................................................................6-7 

City 

New York City Driving Cycle ............................................................4-30 

Class 

Summary Statistics on Class 1, Class 2a, and Class 2b Light Trucks ................................4-4 

Sales Estimates of Class 1, Class 2a, and Class 2b Light Trucks, 1989–1999 .........................4-4 

Light Vehicle Market Shares by Size Class, Sales Periods 1976–2002 ..............................4-9 

Sales-Weighted Engine Size of New Domestic and Import Automobiles by Size Class, Sales 

Periods 1976–2002 ..................................................................4-11 

Sales-Weighted Engine Size of New Domestic and Import Light Trucks by Size Class, Sales 

Periods 1976–2002 ..................................................................4-12 

Sales-Weighted Curb Weight of New Domestic and Import Automobiles by Size Class, Sales 

Periods 1976–2002 ..................................................................4-13 

Sales-Weighted Interior Space of New Domestic and Import Automobiles by Size Class, Sales 

Periods 1976–2002 ..................................................................4-14 

Truck Statistics by Gross Vehicle Weight Class, 1997 ...........................................5-6 

Truck Harmonic Mean Fuel Economy by Size Class, 1992 and 1997 ...............................5-6 


Class I Railroad Freight Systems in the United States Ranked by Revenue Ton Miles, 2001 .............9-9 

Summary Statistics for Class I Freight Railroads, 1970–2001 ....................................9-10 

Clean 


Coalitions 


Collected 


I–5

I–6 


Commerce 

Tonnage Statistics for Domestic and International Waterborne Commerce, 1970–2001 .................9-5 

Summary Statistics for Domestic Waterborne Commerce, 1970–2001 ..............................9-6 

Commodity 

Growth of Freight in the United States: Comparison of the 1997 and 1993 Commodity Flow Surveys .....5-12 

Growth of Freight Miles in the United States: Comparison of the 1997 and 1993 Commodity 

Flow Surveys ......................................................................5-13 



Commute 


Commuter 

Summary Statistics for Commuter Rail Operations, 1984–2001 ...................................9-14 

Compounds 

Total National Emissions of Volatile Organic Compounds, 1980–2001 .............................12-7 

Emissions of Volatile Organic Compounds from Highway Vehicles, 1980–2001 .....................12-8 

Constant 

Crude Oil Prices in Current and Constant Terms, 1870–002 ......................................1-9 

Consumed 

Fuel Consumed by Federal Government Fleets, FY 1998–2001 ....................................7-7 

Consumer 

Consumer Price Indices, 1970–2002 ....................................................... 10-17 

Consumption 

World Petroleum Consumption, 1960–2002 ...................................................1-5 

World Oil Reserves, Production and Consumption, 2002 .........................................1-6 

World Natural Gas Reserves, Production, and Consumption, 2000 .................................1-7 

Petroleum Production and Consumption Ratios, 1950–2002 .....................................1-17 

Consumption of Petroleum by End-Use Sector, 1973–2002 ......................................1-19 

World Consumption of Primary Energy, 2001 .................................................2-2 

Distribution of Energy Consumption by Source, 1973 and 2002 ...................................2-4 


Domestic Consumption of Transportation Energy by Mode and Fuel Type, 2001 ......................2-6 

Highway Transportation Energy Consumption by Mode, 1970–2001 ...............................2-8 

Nonhighway Transportation Energy Consumption by Mode, 1970–2001 ............................2-9 

U. S. Consumption of Total Energy by End-Use Sector, 1973–2002 ...............................2-30 




Conventional 



Corporate 






Corporation 


Cost 

Automobile Operating Cost per Mile, 1985–2002 ............................................ 10-15 

Costs 

Fixed Automobile Operating Costs per Year, 1975–2002 ...................................... 10-16 


Countries 

Petroleum Stocks of OECD Countries by Ownership, 1995–2002 ..................................1-8 

Automobile Registrations for Selected Countries, 1950–2001 .....................................3-2 


Vehicles per Thousand People: U.S. Compared to Other Countries .................................3-6 

Gasoline Prices for Selected Countries, 1978–2002 ............................................10-2 

Diesel Fuel Prices for Selected Countries, 1978–2002 ..........................................10-4 

Crash 

Crashes by Crash Severity, Crash Type, and Vehicle Type, 2001 .................................4-36 

Crashes 


Percent Rollover Occurrence in Fatal Crashes by Vehicle Type, 2001 ..............................4-37 

Criteria 


Crude 

World Crude Oil Production, 1960–2002 .....................................................1-3 

Crude Oil Prices in Current and Constant Terms, 1870–2002 .....................................1-9 

U.S. Refinery Input of Crude Oil and Petroleum Products, 1987–2002 .............................1-14 



Curb 


Periods 1976–2002 ..................................................................4-13 

Current 


Cycles 

Projected Fuel Economies from U.S., European, and Japanese Driving Cycles .......................4-32 

Comparison of U.S., European, and Japanese Driving Cycles ....................................4-33 

Dealerships 

New Light Vehicle Dealerships and Sales, 1970–2000 .........................................4-17 

Defending 

Summary of 1996 Military Expenditures for Defending Oil Supplies from the Middle East .............1-12 

Demographic 

Demographic Statistics, 1969, 1977, 1983, 1990, 1995 NPTS and 2001 NHTS ........................8-6 

Destination 

Long-Distance Trips by Destination, 1995 ...................................................8-20 

Diesel 

Off-Highway Use of Gasoline and Diesel, 1985–2001 ..........................................2-10 


Refiner Sales Prices for Propane and No. 2 Diesel, 1978-2002 ...................................10-8 



(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 

Diesel (continued) 


Heavy Trucks..................................................................... 12-21 



I–7

I–8 

Heavy Trucks..................................................................... 12-22 

Dioxide 




Distance 


Long-Distance Trips by Mode and Purpose, 1995 .............................................8-21 

Shares of Long-Distance Person Trips by Mode and Household Income, 1995 .......................8-22 

Distribution 


Domestic 


Period Sales, Market Shares, and Sales-Weighted Fuel Economies of New Domestic and Import 

Automobiles, Selected Sales Periods 1976–2002 ...........................................4-7 

Period Sales, Market Shares, and Sales-Weighted Fuel Economies of New Domestic and Import Light 

Trucks, Selected Sales Periods 1976–2002 ................................................4-8 

Sales-Weighted Engine Size of New Domestic and Import Automobiles by Size Class, Sales 

Periods 1976–2002 ..................................................................4-11 

Sales-Weighted Engine Size of New Domestic and Import Light Trucks by Size Class, Sales 

Periods 1976–2002 ..................................................................4-12 


Periods 1976–2002 ..................................................................4-13 

Sales-Weighted Interior Space of New Domestic and Import Automobiles by Size Class, Sales 

Periods 1976–2002 ..................................................................4-14 




Totals), 1970–2001 ..................................................................9-3 




Driving 

Urban Driving Cycle....................................................................4-29 

Highway Driving Cycle .................................................................4-29 

New York City Driving Cycle ............................................................4-30 

Representative Number Five Driving Cycle ..................................................4-30 

US06 Driving Cycle ....................................................................4-31 



East 


Economic 

Oil Price and Economic Growth, 1970–2002 .................................................1-11 

Economic Indicators, 1970-2002 ......................................................... 10-17 

Economies 




Light Trucks, Selected Sales Periods 1976–2002 ...........................................4-8 


Economy 







Fuel Economy by Speed, 1973, 1984 and 1997 Studies .........................................4-26 


Steady Speed Fuel Economy for Vehicles Tested in the 1997 Study ...............................4-28 


Effective 

Tier 2 Emission Standards for Cars and Light Trucks Effective for 2004–2009 Model Years ........... 12-14 

Emission 


Light Vehicle Exhaust Emission Standards in Effect in 2009 when U.S. Tier 2 Standards are Final ...... 12-15 



(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 


Heavy Trucks..................................................................... 12-22 


2001–2006 ....................................................................... 12-23 


Emissions 


Estimated U.S. Emissions of Greenhouse Gases, 1990–2001 .....................................11-4 






Total National Emissions of Nitrogen Oxides, 1980–2001 .......................................12-5 

Emissions of Nitrogen Oxides from Highway Vehicles, 1980–2001 ...............................12-6 



Total National Emissions of Particulate Matter (PM 10), 1980–2001 ..............................12-9 

Emissions of Particulate Matter (PM 10) from Highway Vehicles, 1980–2001 ...................... 12-10 

Total National Emissions of Particulate Matter (PM-2.5), 1990–2001 ............................. 12-11 

Emissions of Particulate Matter (PM-2.5) from Highway Vehicles, 1990–2001 ..................... 12-12 

Employment 

Transportation-related Employment, 1993 and 2002 ......................................... 10–18 

Energy 


U. S. Consumption of Total Energy by End-Use Sector, 1973–2002 ................................2-3 



Transportation Energy Use by Mode, 2000–2001 ...............................................2-7 




I–9

I–10 

Passenger Travel and Energy Use, 2001 .....................................................2-13 

Energy Intensities of Highway Passenger Modes, 1970–2001 ....................................2-14 

Energy Intensities of Nonhighway Passenger Modes, 1970–2001 .................................2-15 

Energy Intensities for Transit Rail, 2001 ....................................................2-16 


Intercity Freight Movement and Energy Use in the United States, 2001 ............................2-18 

Energy Intensities of Freight Modes, 1970–2001 ..............................................2-19 

Nonhighway Energy Use Shares, 1970–2001 ..................................................9-2 




Engine 


1976–2002 ........................................................................4-11 

Sales-Weighted Engine Size of New Domestic and Import Light Trucks by Size Class, Sales Periods 

1976–2002 ........................................................................4-12 

Estimated 


Estimates 









Ethanol 

U.S. Production and Imports of MTBE and Fuel Ethanol, 1985–2002 ..............................2-12 

State Ethanol Incentives, 2003 ........................................................... 10-13 

European 



Excise 

Federal Excise Taxes on Motor Fuels ...................................................... 10-12 

Exemptions 

State Tax Exemptions for Gasohol, 2001 ................................................... 10-12 

Exhaust 




(Category LDT1) .................................................................. 12-17 

Exhaust (continued) 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 



Heavy Trucks..................................................................... 12-22 

Expenditures 



Exports 

United States Petroleum Production, Imports and Exports, 1950–2002 .............................1-16 

Facility 

Percentage of Trucks by Fleet Size and Primary Fueling Facility, 1997 ..............................5-9 

Percentage of Trucks by Major Use and Primary Fueling Facility, 1997 ............................5-10 

Fatal 


Fatalities 

Occupant Fatalities by Vehicle Type and Nonoccupant Fatalities, 1975–2000 .......................4-34 

February 

Fleet Vehicles in Service as of February 1, 2002 ...............................................7-2 

Federal 








(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 


Heavy Trucks..................................................................... 12-22 

Final 


Fines 


Fiscal 


Fixed 


Fleet 



New Light Fleet Vehicle Purchases by Vehicle Type, 2000 .......................................7-3 




Fleets 

Light Vehicles in Fleets of 10 or More, 2000 ..................................................7-3 


Flow 



I–11

I–12 


Flow Surveys ......................................................................5-13 

Fossil 

World Fossil Fuel Potential................................................................1-2 


Freight 





Flow Surveys ......................................................................5-13 



Fuel 


U.S. Production and Imports of MTBE and Fuel Ethanol, 1985–2002 ...............................2-1 












Corporate Average Fuel Economy (CAFE) Fines Collected, 1983-2001 ............................4-21 






Estimates of Alternative Fuel Vehicles in Use, 1992–2002 ....................................6-3 




Fuel Cell Type Comparison ..............................................................6-15 




Fuel (continued) 


Retail Prices for Motor Fuel, 1978–2002 ....................................................10-7 


Fueling 



Fuels 

Highway Usage of Gasoline and Special Fuels, 1973–2001 ......................................2-11 


State Taxes on Motor Fuels, 2000 ......................................................... 10-10 



FY 



Gallon 


Gas 



Tax Receipts from the Sale of Gas Guzzlers, 1980–2001 ........................................4-23 

Gases 


Gasohol 


Gasoline 








(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 


Heavy Trucks..................................................................... 12-22 

Global 


Government 



Greenhouse 


Gross 

Refinery Gross Output by World Region, 2002 ...............................................1-13 

New Retail Truck Sales by Gross Vehicle Weight, 1970–2002 ....................................5-4 


Growth 




Flow Surveys ......................................................................5-13 

Guzzler(s) 



GVW 

New Retail Sales of Trucks 10,000 pounds GVW and Less in the United States, 1970–2002 .............4-6 

Harmonic 


I–13

I–14 


Heavy 

Heavy Truck Scrappage and Survival Rates ..................................................3-17 


Heavy Trucks..................................................................... 12-21 


Heavy Trucks..................................................................... 12-22 

Highway 





Shares of Highway Vehicle-Miles Traveled by Vehicle Type, 1970–2001 ...........................3-8 

Highway Driving Cycle .................................................................4-29 






Household 

Household Vehicle Ownership, 1960-2000 Census .............................................8-5 


1995 NPTS and 2001 NHTS ...........................................................8-7 



Average Number of Vehicles and Vehicle Travel per Household, 1990 NPTS and 2001 NHTS ...........8-9 





Households 


Hydrogen 

Hydrogen Production Methods ............................................................6-10 

U.S. Hydrogen Plants and Storage Terminals .................................................6-11 


Hydrogen Storage Systems for On-Board Light Vehicles........................................6-13 

Import 






1976–2002 ........................................................................4-11 


1976–2002 ........................................................................4-12 


1976–2002 ........................................................................4-13 


1976–2002 ........................................................................4-14 

Imports 

U.S. Petroleum Imports by World Region of Origin, 1960–2002 ..................................1-10 




Incentives 

State Ethanol Incentives, 2003 ........................................................... 10-13 

Income 



Indicators 

Economic Indicators, 1970–2002 ......................................................... 10-17 

Indices 


Input 


Intensities 






Intercity 



Interior 


1976–2002 ........................................................................4-14 

Intermodal 

Intermodal Rail Traffic, 1965–2001 ........................................................9-12 

International 


Totals), 1970–2001 ..................................................................9-3 


Japanese 



Jet 


LDT1 


(Category LDT1) .................................................................. 12-17 

LDT2 


(Category LDT2) .................................................................. 12-18 

LDT3 


(Category LDT3) .................................................................. 12-19 

LDT4 


(Category LDT4) .................................................................. 12-20 

Length 



1995 NPTS and 2001 NHTS ...........................................................8-7 



Light 

Light Truck Scrappage and Survival Rates ...................................................3-15 


I–15

I–16 







1976–2002 ........................................................................4-12 





Light Vehicle Occupant Safety Data, 1975–2001 ..............................................4-35 

Summary Statistics on Light Transit Vehicles, 1994–2001 ......................................4-38 









(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 


2001–2006 ....................................................................... 12-23 


Manufacturer 


Marine 


Market 






Material 


Matter 





Mean 


Middle 



Mile 


Miles 

Ton-Miles of Petroleum and Petroleum Products in the U.S. by Mode, 1975–2001 ....................1-20 



Flow Surveys ......................................................................5-13 




1995 NPTS and 2001 NHTS ...........................................................8-7 







Military 


Mode 








Model 




Modes 




Monoxide 



Motor 




Movement 


MTBE 


National 









I–17

I–18 

Natural 


NHTS 



1995 NPTS and 2001 NHTS ...........................................................8-7 









Nitrogen 



No 

Refiner Sales Prices for Propane and No. 2 Diesel, 1978–2002 ...................................10-8 

Nonhighway 




Nonoccupant 


NPTS 



1995 NPTS and 2001 NHTS ...........................................................8-7 







Numerical 


Occupancy 



Occupant 



Odometer 


OECD 



Oil 









Operating 



Operation 



Operations 


Summary Statistics for Rail Transit Operations, 1970–2001 .....................................9-15 

Organic 



Origin 


Output 


Ownership 



Household Vehicle Ownership, 1960–2000 Census .............................................8-5 



Oxides 



Oxygenate 


Particulate 





Passenger 







2001–2006 ....................................................................... 12-23 


People 



I–19

I–20 

Percentage 

Percentage of Trucks by Size Ranked by Major Use, 1997 .......................................5-8 



Periods 







1976–2002 ........................................................................4-11 


1976–2002 ........................................................................4-12 


1976–2002 ........................................................................4-13 


1976–2002 ........................................................................4-14 


Person 

Average Annual Person-Miles Traveled, Person Trips and Trip Length per Household by Selected 

Trip Purposes, 1983, 1990, 1995 NPTS and 2001 NHTS .....................................8-8 


Petroleum 

World Petroleum Production, 1973–2002 .....................................................1-4 


Petroleum (continued) 









PM 





Policy 


Pollutants 


Population 

Population and Vehicle Profile, 1950–2001 ...................................................8-2 

Population and Vehicle Ratios, 1950–2001 ...................................................8-3 

Potential 


Potentials 


Pounds 

New Retail Sales of Trucks 10,000 Pounds GVW and Less in the United States, 1970–2002 .............4-6 


Powered 



(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 


Heavy Trucks..................................................................... 12-22 

Price 




Prices 








Primary 




Production 

Hydrogen Production Methods ............................................................6-10 

U.S. Hydrogen Production Plants and Storage Terminals ........................................6-11 

Products 




Profile 


Projected 


Propane 


Purchase 


Purchases 


Purpose 




Purposes 




I–21

I–22 

Rail 





Railroad 




Railroads 


Ranked 



Rates 




Ratios 



Receipts 


Recreational 


Reduction 


Refiner 



Refinery 




Refuel 


Refueling 


Region 



Registrations 




Reported 


Representative 

Representative Number Five Driving Cycle ..................................................4-30 

Reserves 



Retail 

New Retail Automobile Sales in the United States, 1970–2002 ....................................4-5 





Revenue 



Rollover 


Route 


Totals), 1970–2001 ..................................................................9-3 

Safety 


Sale 


Sales 









Sales (continued) 



1976–2002 ........................................................................4-11 


1976–2002 ........................................................................4-12 


1976–2002 ........................................................................4-13 


1976–2002 ........................................................................4-14 









Bicycle Sales, 1981–2002 ................................................................8-17 




School 


Scrappage 




Sector 



I–23

I–24 

U. S. Consumption of Total Energy by End-Use Sector, 1973–2002 ................................2-3 




Selected 












Self 


Service 



Severity 


Shares 









Single 

Summary Statistics for Other Single-Unit Trucks, 1970–2001 .....................................5-2 

Sites 


Source 


Space 


1976–2002 ........................................................................4-14 

Specialty 


Specifications 

Vehicle Specifications for Vehicles Tested in the 1997 Study ....................................4-25 


Speed 





Standards 









(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 


Heavy Trucks..................................................................... 12-22 


2001–2006 ....................................................................... 12-23 

Stations 


Statistics 






Summary Statistics for Combination Trucks, 1970–2001 .........................................5-3 


Truck Statistics by Size, 1997 ..............................................................5-7 





Totals), 1970–2001 ..................................................................9-3 









Steady 


Stock 


Stocks 


Storage 



I–25

I–26 


Summary 











Totals), 1970–2001 ..................................................................9-3 







Supplies 


Surveys 



Flow Surveys ......................................................................5-13 

Survival 




Systems 




Tax 




Taxes 



Technology 


Terminals 


Terms 


Tested 



Thousand 


Tier 




Time 



Tire 


Ton 



Tonnage 


Totals 


Totals), 1970–2001 ..................................................................9-3 

Traffic 


Transit 




Transit (continued) 









Transportation-related Employment, 1993 and 2002 ......................................... 10–18 


Travel 






Traveled 




Trip 


1995 NPTS and 2001 NHTS ...........................................................8-7 





Trips 


1995 NPTS and 2001 NHTS ...........................................................8-7 




I–27

I–28 





Truck 









Truck Statistics by Size, 1997 ..............................................................5-7 

Trucks 

Automobiles and Trucks in Use, 1970–2001 ..................................................3-5 





Trucks (continued) 





1976–2002 ........................................................................4-12 











(Category LDT1) .................................................................. 12-17 


(Category LDT2) .................................................................. 12-18 


(Category LDT3) .................................................................. 12-19 


(Category LDT4) .................................................................. 12-20 


Heavy Trucks..................................................................... 12-21 


Heavy Trucks..................................................................... 12-22 


2001–2006 ....................................................................... 12-23 


Unit 


United 









Flow Surveys ......................................................................5-13 


Urban 

Urban Driving Cycle....................................................................4-29 

US06 

US06 Driving Cycle ....................................................................4-31 

Vehicle 







Vehicle (continued) 














Household Vehicle Ownership, 1960–2000 Census .............................................8-5 


1995 NPTS and 2001 NHTS ...........................................................8-7 









Vehicles 









I–29

I–30 










Average Age of Vehicles by Household Vehicle Ownership, 2001NHTS ...........................8-12 







Volatile 



Walk 


Warming 


Waterborne 



Weight 


1976–2002 ........................................................................4-13 



Weighted 






1976–2002 ........................................................................4-11 


1976–2002 ........................................................................4-12 


1976–2002 ........................................................................4-13 


1976–2002 ........................................................................4-14 






Wheelbase 


Work 



Workers 


World 



World Petroleum Production, 1973–2002 .....................................................1-4 









Years 



Yield 



I–31

Transportation energy data book: edition 23 - Oak Ridge National ...

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