Over the past month, the Obama Administration has outlined a series of steps that will eventually subject virtually every class of US highway vehicle to more stringent fuel economy and greenhouse gas (GHG) emissions standards. Having announced an agreement in late July on more stringent light-vehicle rules starting in model year (MY) 2017, President Obama said on 9 August that his Administration had finalised a regulation (a “final rule”) setting the first-ever fuel consumption and GHG emissions standards for heavy-duty trucks and engines. The emissions standards take effect in MY 2014, while the fuel consumption standards will be voluntary in MY 2014-15 and become mandatory in MY 2016. The standards will affect virtually all Class 2b-Class 8 commercial vehicles with a gross vehicle weight rating (GVWR) above 8,500 pounds (lbs) (3,856kg).
The new standards require Class 7 and Class 8 combination tractors to reduce fuel consumption and GHG emissions by roughly 20% by MY 2018. The specific standards vary, based on vehicle weight class, roof height, and, for Class 8 tractors, cab type. Standards for trailers were not announced at this time. The new standards require Class 2b-Class 8 vocational vehicles to reduce fuel consumption and GHG emissions by 10% by MY 2018, with specific standards based on vehicle weight class. Chassis manufacturers will be responsible for complying with the rules for vocational vehicles, which include delivery, utility, or tow trucks, emergency vehicles, motor homes, etc.
Reaction to the final heavy truck rule has generally been positive, as the Administration consulted truck and engine manufacturers, fleet operators, and environmental groups in writing the new standards.
Light-vehicle rules are expressed in miles-per-gallon, but the combination tractor and vocational vehicle standards are expressed in fuel consumed (or carbon emitted) while carrying a certain amount of cargo over a set distance. Compliance is determined using a vehicle simulation model developed specifically for the new standards. The rule includes separate standards for engines used in these vehicles.
The final rule also requires Class 2b and Class 3 heavy-duty pickup trucks and vans to reduce fuel consumption and GHG emissions by 15% by MY 2018. Target standards for specific vehicles vary, based on several “work factors” (such as vehicle payload). Those standards, expressed in fuel consumed (or carbon emitted) over a set distance, are used to set a production-weighted fleet average standard for each manufacturer. Compliance for pickups and vans is determined using a chassis dynamometer.
To provide flexibility and encourage technology development, the final rule includes credits for the use of advanced technologies (such as certain hybrid powertrain designs or all-electric and fuel cell vehicles) and for “innovative” technologies that reduce fuel consumption and GHG emissions but whose benefits are not captured by test procedures.
Most major industry associations have reacted positively, and environmental groups have expressed hope that the new standards will serve as drivers of “clean” truck technology.
The key provisions of the final rule were little changed from a proposed rule released on 30 November 2010. Responding to industry comments, the Administration has made some changes in the proposed rule related to testing and reporting requirements, technology credits, etc.
Reaction to the final heavy truck rule has generally been positive, as the Administration consulted truck and engine manufacturers, fleet operators, and environmental groups in writing the new standards. Most major industry associations have reacted positively, and environmental groups have expressed hope that the new standards will serve as drivers of “clean” truck technology. If the recently announced agreement on light-vehicle standards is eventually finalised as well, US regulations concerning motor vehicle fuel consumption and carbon emissions will have undergone a dramatic, and surprisingly non-contentious, transformation.
The opinions expressed here are those of the author and do not necessarily reflect the positions of Automotive World Ltd.
Ian C. Graig, chief executive of Global Policy Group, Inc., has written in the past in AutomotiveWorld.com on a wide variety of US policy trends and their implications for the automotive industry. Global Policy Group is a Washington-based research and government relations consultancy whose clients include leading US, European, and Japanese firms in the automotive, energy, utility, information technology, and financial services sectors. For more information, visit www.globalpolicy.com or contact Ian Graig directly at ian.graig@globalpolicy.com.
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