June 2015 looks set to be a significant month for US trucking. Within days, truck industry stakeholders will learn of the likely direction that emissions and fuel economy regulations will take through to 2030, and the President’s decision to pass or veto a truck industry-favoured Congressional bill.
In February 2014, President Obama called for new heavy duty (HD) truck emissions standards. A draft of the rule – the Notice of Proposed Rulemaking – was submitted to the White House Office of Management and Budget (OMB) in March. At the time of writing, publication of the OMB-approved draft rule is imminent. After a period of public consultation, the final Phase II rule is expected in 2016.
Within days of each other, truck industry stakeholders will learn of the likely direction that emissions and fuel economy regulations will take through to 2030, and the President’s decision to pass or veto a truck industry-favoured Congressional bil
That period of consultation will be lively – unlike Phase I, negotiations for which were widely regarded as harmonious, Phase II negotiations are set to be fractious, with OEMs, engine suppliers and agencies already disagreeing on what should and should not be regulated. The truck manufacturers are calling for a whole vehicle standard which includes tractor and trailer; the engine manufacturers – led by Cummins, North America’s largest independent engine manufacturer – would like a separate engine standard.
Automotive World spoke to key stakeholders to see what they expect from Phase II, and to gauge their views on the longer term implications of a tightening of the current HD greenhouse gas (GHG) emissions and fuel economy standards. The resultant Automotive World report, US truck industry prepares for GHG Phase II, illustrates the views of truck OEMs, trailer and engine suppliers, fleets and industry analysts.
Delayed from the original March 2015 target date, the draft GHG Phase II rule is understood to be scheduled for publication in the second week of June.
The uncertain timing of the draft’s publication could have something to do with the White House’s reported plans to veto the annual appropriations package for the Departments of Transportation and Housing & Urban.
HR2577, the US$55bn spending bill also referred to as the T-HUD bill – which is yet to be approved by Congress – contains several provisions favoured by the trucking industry to which the White House has already made clear its objections.
Unlike Phase I, negotiations for which were widely regarded as harmonious, Phase II negotiations are set to be fractious, with OEMs, engine suppliers and agencies already disagreeing on what should and should not be regulated
Amongst other things, HR2577 would allow 33 ft double trailers on Interstates and other highways, regardless of local laws; it would uphold the December 2014 suspension of the 34-hour restart restriction, a rule that was originally called for in the 2013 Hours of Service (HoS) regulation; and it would block an increase in the minimum level of primary insurance coverage required for trucks. The Federal Motor Carrier Safety Administration (FMCSA) has been pushing to increase the current long-standing minimum insurance level of US$750,000, which could reportedly rise to up to US$4m.
From truck OEMs to freight carriers, trailer manufacturers to engine and transmission suppliers, and every interested party in-between, all can expect a busy few weeks as they prepare to digest the implications of the likely T-HUD veto and the imminent draft GHG Phase II rule.
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Martin Kahl is Editor, Automotive World
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