Reducing Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two Final Report (2020) / Chapter Skim
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Pages 1-9
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The statute anticipates that these standards would be updated over time and requires DOT to provide 4 years of lead time between promulgation and enforcement of fuel efficiency standards, and also requires a period of 3 years of stability once the standards are in effect. On May 21, 2010, President Barack Obama directed the National Highway Traffic Safety Administration (NHTSA)
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The present report is the final report of the NRC Phase Two study and covers a broader range of technologies and issues focused on the 2022 to 2030 time frame. The Summary captures the overarching report themes of vehicle technology progress, alternative technology and approaches, economic assessment and considerations, future regulatory framework, and interim evaluation.
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Based on emerging experimental and modeling results, the expected efficiency of SI engines could exceed the Phase II regulatory requirements, suggesting such engines could attain more stringent regulations depending on the extent that advanced technologies for passenger vehicle engines are adapted to MHDV gasoline engines and based on duty cycle considerations. The current regulatory structure, which focuses on engine and truck fuel consumption and GHG emission standards, does not appear to have regulatory flexibility to address advanced fuels and methods of improving the efficiency of goods (i.e., freight)
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(Recommendation 6-2) ALTERNATIVE TECHNOLOGY AND APPROACHES Implementation of new propulsion technologies, new low-carbon fuels, and more efficient freight operations and logistics offers the opportunity to reduce fuel consumption and GHG emissions beyond what is achievable from improving the efficiency of conventional MHDVs -- which may be necessary to meet future climate goals.
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2016. Regulatory Impact Analysis, Final Rule for Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium and Heavy-Duty Engines and Vehicles, Phase II.
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In addition, the development of freight transfer facilities near urban areas would increase the use of more agile, fuel efficient, and less polluting vehicles for "last-mile" freight movements and would facilitate the early adoption of autonomous vehicles. As such, automated operation that enables truck platooning has the opportunity to save fuel and GHG emissions achieved through decreases in the drag of both trucks.
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2016. Regulatory Impact Analysis, Final Rule for Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles, Phase II.
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However, if there is significant heterogeneity across classes, applying the same regulatory strategy to all classes may lead to an outcome determined by the lowest common denominator. In particular, if it becomes possible to measure simultaneously fuel use, vehicle weight, and distance traveled, there is reason to anticipate that telematics systems that permit in-use measurement of vehicle fuel use will be widely adopted in Class 8b vehicles well ahead of other classes, making it more practical to formulate a performance standard for those sectors.
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will contribute to the 2017 midterm evaluation of the LDV standards. An interim evaluation of its MHDV regulation in the 2021–2022 time period would help improve the latter's overall effectiveness and value contribution.
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