Technology & Maintenance Council . . . Providing Technology Solutions for the Trucking Industry

Attention Please

•  This is an open meeting of the Technology & Maintenance Council, held in accordance with ATA Antitrust Guidelines which are listed in your meeting packet.

•  Audio or video recordings are not permitted at this session. However, photography is permissible.

•  The opinions expressed in this meeting are those of the individual and not necessarily the opinion of his/her company nor of TMC unless stated otherwise.

Constructive Comments Are Always Appreciated!

TMC welcomes your comments, but please make

certain that they are constructive and appropriate before

you turn in your evaluation sheet!

Thank You for Your Cooperation!

25 Years of Emissions Reductions 1988 0.60 PM 12.0 NOx 1990 0.60 PM 6.0 NOx 1991 0.25 PM 5.0 NOx

DEF Added

SmartWay – A Voluntary Success

SmartWay

Fuel Economy Regs Now Starting

Climate Action Plan

Climate Action Plan

Climate Action Plan

Fuel Efficiency and Vehicle Emissions Regulations: Now and for the Foreseeable Future

Paul Menig

Fuel Efficiency and Vehicle Emissions Regulations: Now and for the Foreseeable Future

Fuel Efficiency and Vehicle Emissions Regulations: Now and for the Foreseeable Future

Fuel Efficiency and Vehicle Emissions Regulations: Now and for the Foreseeable Future

Our Distinguished Panel Today

Dwayne Haug

Sam Waltzer

Scott Webb

Arvon Mitcham

Stephan Lemieux

Overview of California’s Tractor-Trailer Greenhouse Gas Regulation

15

ATA Technology & Maintenance Council March 11, 2014

Stephan Lemieux

California’s Climate Change Initiatives

• California's Global Warming Solutions Act of 2006 (AB 32)

• Governor’s Executive Order

• Strategies for reducing GHG emissions outlined in Scoping Plan •  Included Tractor-Trailer GHG Regulation

16

California Authority to Regulate GHG Under Clean Air Act •  In 2007, U.S. Supreme Court ruled in Massachusetts v. EPA that GHGs are covered by the Clean Air Act's definition of air pollutant

• Clean Air Act (CAA) §209(a) and (b) •  §209(a) CAA prevents all states except California from

adopting or attempting to enforce new motor vehicle emissions standards

•  §209(b) EPA must grant California a waiver from the general prohibitions of § 209(a) if California determines its standards are, in the aggregate, at least as protective of public health and welfare as applicable federal standards

17

Climate Change Progress

• California is on target for meeting 2020 GHG reduction goal

• Many GHG measures adopted over last 5 years, including: •  Low Carbon Fuel Standard • Advanced Clean Car standards • Cap-and-Trade • Tractor-Trailer GHG Regulation

18

California GHG Inventory – 2011 (million metric tons CO2 equivalent)

Source: California GHG Inventory for 2011 http://www.arb.ca.gov/cc/inventory/data/data.htm

Importance of Class 8 Trucks in the Heavy-Duty Sector

Source: EMFAC2011 – CY 2014 run (excluding buses)

Class 8 75%

Class 4 - 6 19%

Class 7 7%

Class 4 - 8: VMT

Class 8 82%

Class 7 5%

Class 4 - 6 14%

Class 4 - 8: CO2

Out-of-State Trucks Play Significant Role in Climate Emissions in CA

Out-of-State 32%

In-State 68%

Class 8 : VMT share

Out-of-State 19%

In-State 81%

Class 8: Trucks on CA roads, on a typical day

Source: EMFAC2011 – CY 2014 run (excluding buses)

Tractor-Trailer GHG Regulation Overview

• Goals: • Reduce GHG emissions from long-haul tractors •  Improve aerodynamics & tire rolling resistance

• Applies to 53’ dry and reefer vans and tractors pulling them

• All parties involved in goods movement responsible for compliance

• Based on elements of EPA SmartWay program •  Implementation began in 2010

22

Tractor Requirements

Day Cabs Sleeper Cabs 2014 MY & newer* Subject to federal

HD GHG Phase 1 Subject to federal HD GHG Phase 1

2011-2013 MY LRR tires SmartWay designated

2010 & older LRR tires LRR tires

23

*Tractor-Trailer GHG Regulation tractor requirements recently sunsetted to harmonize with federal HD GHG Phase 1 requirements

Aerodynamics on Tractors

• Body design • Roof fairing • Bumpers • Side mirrors • Fuel tank skirts • Side extenders

• SmartWay Certified Tractors

Fuel-tank skirts

Integrated roof fairing

Cab side gap fairings

Aerodynamic bumper

Aerodynamic mirrors

Aero profile tractor

53’ Dry and Reefer Trailer Requirements

• Box-type trailers • SmartWay designated or • Retrofitted with SmartWay verified

• Low Rolling Resistance (LRR) tires and • Aerodynamic (aero) devices

• 2011+ MY trailers compliant as of 1/1/2010

• 2010 & older MY trailers • Aerodynamic devices as of 1/1/13

•  Unless registered for optional delayed compliance phase-in plan

• LRR tires by 1/1/2017

25

Trailer Requirements (continued)

• Delayed compliance registration closed

• All trailers not registered for delayed compliance or qualified exemption must comply with the aero requirements

• By January 1, 2020, all delayed compliance trailers must be compliant with aero and tire requirements

26

Exemptions

• Container chassis • Drop frame vans • Curtain side vans • Authorized emergency vehicles • Drayage tractors & trailers Exemptions requiring registration:

• Short-haul tractors • Storage trailers •  Local-haul tractors and trailers

27

Aerodynamics on Trailers

• Front fairings • Side skirts • Under carriage devices • Trailer boat tails/end fairings

SmartWay Verified LRR Tires & Retreads

29

New Tires

Retreads

Number of Manufacturers/Brands

68 11

Total Number of Verified Models

366 38

Ø  Steer 146 NA

Ø  Drive 149 19

Ø  Trailer 71 19

The Trailer Aero Technology Industry Keeps Growing

2008 2012 2013

Companies Making SmartWay Verified Aero Devices

5 21 33

Technologies Available 11 59 76

Aero Devices Sold >22001 >180,0001 >400,0001

Typical Cost of Devices $2,800 $1,250 <$1,000

Estimated Return on Investment (ROI) for Trailer Aero2

30 months 11 months <11 months

30

1 Not all manufacturers contributed data 2 105k tractor highway miles per year with an average 2.5 trailers per tractor

Fleets Going Beyond

31

Next Steps (national Phase 2)?

32

For More Information •  Stephan Lemieux, Manager On-Road Heavy Duty Diesel Section

•  slemieux@arb.ca.gov •  (626) 450-6162

•  Tractor-Trailer Greenhouse Gas Regulation •  Web address: http://www.arb.ca.gov/cc/hdghg/hdghg.htm •  Listserv:

http://www.arb.ca.gov/listserv/listserv_ind.php?listname=hdghg

•  The TRUCK STOP web address: •  http://www.arb.ca.gov/msprog/truckstop/truckstop.htm

•  DIESEL HOTLINE: •  (866) 6-DIESEL (866-634-3735) •  Email: 8666diesel@arb.ca.gov

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• TMC S.11 Tech Session

Dwayne O. Haug AVP Equipment Purchasing March 11, 2014

WERNER ENTERPRISES PROFILE

35

2013 Revenue: $2 billion 2013 Net Income: $86 million

NASDAQ: WERN Alliance Carriers: 8,500

Trucks: 7,300 Trailers: 23,380

Premium provider of transportation and logistics services, specializing in Truckload, Intermodal, LTL, Ocean and Air services.

Werner offers complete

3PL supply chain solutions across all shipping modes and geographies, from

network design through implementation.

Freight Management

With a network of 7,300 trucks, 8,500 alliance carriers and ocean, air and rail providers, we

offer unsurpassed delivery solutions

worldwide.

Freight Movement

Providing door-to-door services for companies

of all sizes and industries as they compete in today’s

global marketplace is what sets us apart.

Global Implementation

Our tools provide customers instant

visibility across their supply chain, which allows them to better

manage their business.

Technological Advantages

Comprehensive Solutions

36

Source: ATA, ACT Research, KeyBanc

Supply -- Truckload

37

U.S. Class 8 Truck Production

“Aging equipment and relatively good truck tonnage levels provided an impetus to purchase new trucks, but economic, fiscal, and political uncertainty led some customers to stick with their existing trucks longer than they normally would.”

-Transport Topics

6.6 yrs.

Current Average Age of U.S. Class 8 Truck Fleet

Class 8 Maintenance Expense

Uni

ts

Replacement Level

Green Initiatives

38

Werner Enterprises is a SmartWaySM Transport partner. SmartWay is a collaboration between the EPA and the freight industry, to increase energy efficiency and reduce air pollution. Werner has earned a Shipper Index Factor score (SIF) of 1.25, the highest possible score.

Fuel Efficiency Initiatives: §  Aerodynamic Trucks §  Installation of fuel idling reduction equipment, including fuel fired heaters and APU’s § MPH optimization § Out of route mile and empty mile reduction §  Trailer skirts §  Tire-inflation systems

Alternate Fuel Initiatives: §  Testing LNG and CNG trucks

Werner’s Impact: §  5 years of MPG improvement §  Continued MPG improvement opportunities §  150,000 ton reduction in carbon footprint from MPG improvement, last 3 years

Environmental Sustainability

39

Current Fuel Efficiency Initiatives •  Aerodynamic trucks & trailers •  Weight reduction strategies •  Automated tire inflation systems •  Newest diesel engine technology •  Computerized truck idling program and paperless

log system for drivers •  Speed Management •  Continual in-depth testing of the latest fuel saving

technologies •  “ArrowShield” trailer skirt development

Werner’s Impact From 2007 to 2012 we reduced:

77 Million Gallons

860,000 Tons

YOY improvement to mpg

Fuel – Provider and Shipper Costing

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Driver Wages and Benefits

38%

Fuel32%

Equipment16%

Repair and Maintenance

10%

Permits and Licenses

4%

* Source: ATRI Research 2011 Update

Average Carrier Cost Breakdown

"Carriers can tell you what all of the expense line items are, but none of them can tell you what fuel will be next week."

-Avondale

Roof  Fairings  

Side  Fuel  Tank  Fairing  w/  extension  

Sun  Visors  

Synthe:c  Lubricants  

DPF  

Single  Drive  Axle  Trucks  

Tire  Pressure  Monitoring  

Speed  Reduc:on  

Bunk  Heaters  

Diesel  APU  

 Electric  APU  

Trailer  End  

Fairings  

Under  Tray  

System  

Trailer  Side  Panels  (Skir:ng)  

Wide  Based  Tires  

Low  Rolling  Resistant  Tires  

FlyswaLer  Mud  Flap  

Fuel  Addi:ves  

Hydrogen  Technologies  

Propane  Injec:on  

LNG/CNG  

Surface  Deturbulator  

Drive  in  Climate  

Controlled  Parking  

Direc:ons/    Mapping  SoRware  

Lightweight  Components   Trailer  Gap  

Fairing  

Base  Truck  $???,000  

Aero      @$7,000  

Ambient  Air  Technology  

Rounded  Side  

Mirrors  

DEF  

Aero                  36%  

Mechanical      @$3,000  

Mechanical                18%  

Tires/Wheels      @$1,500  

Tires/Wheels                  10%  

Lightweight      @$1,500  

Lightweight                    4%  

Climate      @$10,000  

Climate                                                17%  

Alterna:ve  Fuel          @$??,000    Conversion    

Alterna:ve  Fuel                            ?  Conversion                          

Safety  Systems   Safety  &  Mapping        @$10,000  

Safety  &  Mapping                    4%                

Fuel  Line  Magnets  

Exhaust  Stack  Tips  

Aero  Tabs  

Aero  Wheel  Covers  

Air  Intake  Spacers  

Misc.  Truck        @$8,000  

Misc.  Truck                59%  

Base  Trailer      $??,000  

Fuel  Injector  Delivery  Systems   Rounded  

Front  Bumpers  

Equipment – Optimized for Fuel Consumption and Emissions

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Solutions

42

Behavior Modifications: •  Obtainable with little to no capital investment

Equipment Modifications: •  Optimized for fuel consumption and emissions;

reductions are highly effective but do require capital investments

Initiatives in Testing: •  Indicator of carriers who are looking at long-term

improvements •  Requires capital investments

Our Most Important Asset

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• Thank You

For more information visit: www.werner.com Follow us on Face book and Twitter

MESILLA VALLEY TRANSPORTATION

Fuel Efficiency and Vehicle Emissions Regulations <draft> TMC—Nashville March 11, 2014 Scott Webb

46

COMPANY OVERVIEW

•  Founded by Royal Jones and Jimmy Ray in 1981 •  Headquartered in Las Cruces, New Mexico •  $300M in annual revenue •  Excel at offering service to, from and through the Southern

border of the US •  1,150 mile average length of haul •  Our fleet

–  1,150 trucks •  850 company trucks •  300 owner-operators

–  4,700 trailers

1981: MPG focus in driver orientation

—human factors

1984: Test track quantification of specs

1985: Fixed fifth wheel on all tractors-aerodynamics

1986: MPG measurement and management of all drivers—human factors

1981: Fan clutch—drive train resistance

Fleet Fuel Mileage History: 1980-2000

Year

Fleet Average

MPG

3.5

6.5

1981 2000

2009: Over 15 drivers achieve more than 12 MPG in a quarter

2008: Trailer skirts--aerodynamics

2003: Super Single tires all new tractors and trailers—rolling resistance

2005: Harley and $25k fuel award—human factors

2007: APU—idle reduction Tractor wheel covers—areodynamics 100% ProStar fleet—aerodynamics Tractor tag axles—drive train resistance

2010: Narrow mud flaps-aerodynamics Tire sealant-rolling resistance

Fleet Fuel Mileage History: 2000-2010

Year

Fleet Average

MPG

6.5

9

2000 2010

Fleet Fuel Mileage History: 2010-2020

Year

Fleet Average

MPG

8

10

2010 2020

High MPG is profitably attainable!

2010: EGR nightmare—engine efficiency, maintenance

2012: Roof cap extenders—aerodynamics Solar Panels—drive train resistance Trailer Tails--aerodynamics

2013: Hourglass panels—aerodynamics SCR engines—engine efficiency Driver Performance Incentive—human factors

2014: More teams to run optimal speed—human factors

Expectations of Upcoming Regulations

$2,000%

$1,500%

$1,000%$750%

$0#

$500#

$1,000#

$1,500#

$2,000#

$2,500#

2008# 2009# 2010# 2011#

Typical#Cost#per#Trailer#to#Install#Skirts#

•  MVT has and will continue to embrace most regulations related to fuel economy

•  Fuel savings technology is not just good for the environment and the communities we serve—it is good for business

•  Selfishly we would like to see more industry adoption of fuel savings technologies to reduce everyone’s cost per unit and improve ROI

Desires for Future Regulations

•  Let the market decide through voluntary programs like Smartway

• Make sure regulations reduce net emissions • Considerable opportunity to meet political objectives

through the mandate of Biodiesel •  Per US EPA, there is up to an 86% reduction in greenhouse gas

emissions by substituting petrochemical diesel with Biodiesel •  All terminal fueling at our main terminal in El Paso has been with

B20 Biodiesel since 2012—over 500k gallons per month

Source: Renewable Fuel Standard Program Regulatory Impact Analysis, US EPA, February 2010

WE BELIEVE SO STRONGLY IN BIODIESEL

•  We built our own plant to make it—mostly out of used cooking oil

United  States  Medium-­‐  and  Heavy-­‐Duty  Vehicle  Fuel  Efficiency  and  Greenhouse  Gas  Emissions:  

Phase  2  Rulemaking  •  2014  Technology  and  Maintenance  Council  (TMC)  Annual  Con  •  March,  2014  

•  United  States  Na:onal  Highway  Traffic  Safety  Administra:on  •  United  States  Environmental  Protec:on  Agency  

•  Presented  by:      Arvon  L.  Mitcham  

Program  Manager/Engineer  Assessment  and  Standards  Division  Office  of  Transporta:on  and  Air  Quality  Office  of  Air  and  Radia:on  

Topic  Overview  

• PART  1:    Overview  of  Heavy  Duty  Green  House  Gas  Emissions,  Phase  1  Regula:ons  (HD  GHG  PHASE  1)  

• PART  2:    Discuss  Heavy  Duty  Green  House  Gas  Emissions,  Phase  2  Regula:ons              (HD  GHG  PHASE  2)  

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PART  1:      OVERVIEW  OF  HEAVY  DUTY  GREEN  HOUSE  GAS  EMISSIONS,  PHASE  1  REGULATIONS    (HD  GHG  PHASE  1)  

U.S.  Medium-­‐  and  Heavy-­‐Duty  Sector  Energy  Use  in  2010  

56 Source: Annual Energy Outlook 2012 (U.S. Energy Information Administration)

MD/HD

U.S.  MD/HD  Sector  Emission  in  2010

57

Transporta/on  Related  Greenhouse  Gas  Emissions  (Tg  CO2eq)  in  2010  

Source: U.S. Greenhouse Gas Emissions and Sinks 1990-2010 (EPA 2012)

MD/HD

Heavy  Duty  GHG  Phase  1  Regula:ons  

•  The  joint  (NHTSA  &  EPA)  medium  and  heavy-­‐duty  vehicle  final  rule  was  published  in  the  Federal  Register  on  September  15,  2011  •  First  ever  MD/HD  Truck  Fuel  Efficiency  &  GHG  Standards  with  broad  support  from  major  stakeholders  

•  Builds  on  Light  Duty  standards  &  past  MD  and  HD  criteria  pollutant  standards  

•  Expedited  implementa:on  of  off-­‐the-­‐shelf  technologies  •  Single  coordinated  Na:onal  Program  that  helps  manufacturers  to  produce  a  single  fleet  of  vehicles  to  meet  related  Federal  and  State  requirements  

58

Heavy  Duty  GHG  Phase  1  :    Costs  and  Benefits  

• Will  reduce  oil  imports,  fuel  consump:on,  CO2  emissions  and  opera:ng  costs  for  thousands  of  businesses  over  the  life:me  of  2014-­‐18  MY  trucks  

•  530  million  barrels  less  oil  

•  270  MMT  lower  GHGs  

•  $50  Billion  in  fuel  savings  ($42B  net  first  cost)  

•  $49  Billion  in  net  benefits  to  society  

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Heavy  Duty  GHG  Phase  1:    Costs  and  Benefits  

• Annual  addi:onal  hardware  cost:  $5,000  -­‐  $6,000  for  new  combina:on  tractors  

• Fuel  Savings:    ~400,000  to  6.3  Million  gallons  of  fuel  saved  

• Annual  Mone:zed  Fuel  Savings:    $1,500  -­‐  $39,500  

• Payback  Period:  1-­‐2  years  with  net  savings  of  up  to  $73,000  over  the  useful  life  of  that  truck  

60

Heavy Duty GHG Phase 1 Vehicle/Category Coverage

61

CLASS 2b 8,501 to 10,000 lb RV’s

Phase 1 – Divided diverse MD/HD vehicle sector into 4 distinct categories  

62

Full-­‐size  pickup  trucks  &  work  

vans  

Semi  tractors,              no  trailers  

Voca:onal  vehicles,  regulated  via  the  chassis   HD  

Engines  

Heavy  Duty  GHG  Phase  1  Regulatory  Structure  • HD  pickups  and  vans  

•  Tested  using  chassis  dynamometers;  like  LD  •  g/mi  standard  versus  work  factor  (vs.  LD  GHG  footprint)  • No  fuel  economy  or  GHG  labeling  was  proposed  

• Voca:onal  vehicles  •  Engine  tested  over  same  cycles  as  NOx  &  PM,  g/hp-­‐hr  standard  and  g/ton-­‐mi  standard  

•  Vehicle  cer:fied  using  GEM  (Greenhouse  Gas  Emissions  Model)  simula:on;  only  :res  serve  as  an  input    

63

Heavy  Duty  GHG  Phase  1  Regulatory  Structure  • Combina:on  tractors  

•  Engine  tested  over  same  cycles  as  NOx  &  PM,  g/hp-­‐hr  standard  

•  9  subdivisions  for  different  cab  designs  •  Vehicle  cer:fied  using  GEM  simula:on,  g/ton-­‐mi  standard  •  Tires,  aero,  vehicle  speed  limiter,  and  mass  reduc:on  serve  as  inputs  

64

Heavy  Duty  GHG  Phase  1  Regulatory  Structure  •  NHTSA  regulates  fuel  consump:on.    

–  Fuel  consump:on  is  calculated  based  on  CO2.      

•  EPA  regulates  CO2,  N2O,  CH4  and  HFCs.  

•  Both  agencies  offer  manufacturers  flexibili:es    •  Credit  Averaging,  Banking  and  Trading  (ABT)  •  Innova:ve  and  Advanced  technology  credit  genera:ng  

op:ons  

65

Heavy  Duty  GHG  Phase  1  Timing  

•  EPA  standards  are  mandatory  beginning  in  MY  2014  

•  NHTSA  standards  are  mandatory  beginning  in  MY  2016  with  MY  2014  &  2015:  Voluntary  early  compliance  

66

Model  Year  (MY)  2014   2015   2016   2017   2018   2019+  

EPA   M   M   M   M   M   M  NHTSA   V   V   M   M   M   M  

PART  2:      DISCUSS  HEAVY  DUTY  GREEN  HOUSE  GAS  EMISSIONS,    PHASE  2  REGULATIONS    (HD  GHG  PHASE  2)  

President  Obama’s  2013  Climate  Ac:on  Plan:    Commitment  to  a  Phase  2  Regulatory  Program  for  Heavy-­‐Duty  Vehicles  

“During  the  President’s  second  term,  the  Administra:on  will  once  again  partner  with  industry  leaders  and  other  key  stakeholders  to  develop  post-­‐2018  fuel  economy  standards  for  heavy-­‐duty  vehicles  …..”  

68

Presiden:al  Announcement  

 “Today, I’m directing the Secretary of Transportation, Anthony Foxx, and Gina McCarthy, the Administrator of the EPA, to develop fuel economy standards for heavy-duty trucks that will take us well into the next decade. They’re going to partner with manufacturers and autoworkers and states and other stakeholders, truckers, to come up with a proposal by March of next year [2015], and they’ll complete the rule a year after that [2016].” - President Obama, February 18, 2014

 

69

Key  Elements  of  Announcement  

• Timing  •  EPA  and  NHTSA  are  expected  to  propose  Phase  2  standards  by  March  31st,  2015  

•  President  Obama  directed  EPA  and  NHTSA  to  finalize  Phase  2  standards  by  March  31st,  2016  

• EPA  and  NHTSA  will  consider  advanced  technologies  for  engines,  vehicles,  and  trailers  in  Phase  2  •  Engine  and  power-­‐train  efficiency  improvements,  including  waste  heat  recovery  

•  Aerodynamics  •  Weight  reduc:on  •  Improved  :re  rolling  resistance  •  Hybridiza:on  •  Automa:c  engine  shutdown  •  Accessory  improvements  (water  pumps,  fans,  auxiliary  power  units,  air  condi:oning,  etc.)  

70

HD  GHG  Phase  2  Regulatory  Development  

• Phase  1  stringencies  developed  with  Phase  2  in  mind  •  Recogni:on  of  addi:onal  and  new  efficiency  technologies  and  to  achieve  addi:onal  reduc:ons  

• Objec:ves  •  Build  upon  success  of  Phase  I  •  Further  refine  test  procedures  and  GEM  model  •  Recognize  addi:onal  and  new  technologies  •  Achieve  addi:onal  reduc:ons  •  Work  toward  global  harmoniza:on  

• Key  Ac:vi:es  •  Seek  input  from  stakeholders  •  Establish  interagency  coordina:on  efforts  •  Scoping  technology  feasibility  and  cost  assessment  needs  

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NHTSA  Research:  Vehicle  &  Trailer  Technologies  •  A/C  Reduced  Reheat  •  Air  Compressor  Improvements  •  Automated  Manual  Transmission  •  Automa:c  Engine  Shutdown  •  Automa:c  Tire  Pressure  Control  •  BaLery  Auxiliary  Power  Unit    •  Cab  Insula:on  to  Reduce  A/C  •  Chassis  Fric:on  Reduc:on  &  Improved  Lube  

•  Diesel  Auxiliary  Power  Unit  •  Driver  Coaching  Features  •  Driver  Management  Features  •  Dual  Clutch  Transmission  •  Fan  Power  Demand  Reduc:on  

•  Fuel  Fired  Heater  •  Full  EV  •  Hybrid  Technologies  •  Improved  Aerodynamics  •  Improved  Transmissions  (more  gears,  higher  ra:o  spread,  shiR  points)  

•  Low  Rolling  Resistance  Tires  •  Manual  Transmission  •  Shore  Power  •  Single  Wide  Tires  •  Tractor  Axle  6X2  or  Clutched  6X4  •  Speed  limiters  •  Weight  Reduc:on  

72 Technology  applica:on  will  vary  by  vehicle  class,  voca:on,  and  engine  fuel  type  

NHTSA  Research:    Engine  Technologies  •  Advanced  BoLoming  Cycle  •  Air  Handling  Improvement  •  Coolant  Pump  •  Cylinder  Deac:va:on  •  Down-­‐sizing  &  boosted  vs.  NA  •  Electric  Turbo-­‐compounding  •  Engine  Down-­‐sizing  •  Engine  Down-­‐speeding  (reduced  cruise  RPM,  combined  with  transmission  technology)  

•  Engine  Fric:on  Reduc:on  •  Engine  Oil  Pump  Improvement  •  GDI  +  l  EGR  •  Lean  Burn  GDI  w/  SCR  

•  Improved  Selec:ve  Cataly:c  Reduc:on  (SCR)  Conversion,  combined  with  reducing  or  removing  EGR  

•  Lower  Fric:on  Engine  Oil  •  Mechanical  Turbo-­‐compounding  •  Natural  Gas  •  Reduced  ARer-­‐treatment  Backpressure  

•  Stoichiometric  Gasoline  Direct  Injec:on  (GDI)  

•  Stop  /  Start  •  Turbo  Efficiency  Improvement  •  Variable  Valve  Timing  

73 Technology  applica:on  will  vary  by  vehicle  class,  voca:on,  and  engine  fuel  type  

Other  NHTSA  Research  

•  Comprehensive  analysis  on  the  need  for  crash  worthiness  standards  on  Class  7  and  8  property  carrying  motor  vehicles  involved  in  interstate  commerce,  including  an  evalua:on  of  the  need  for  roof  strength,  pillar  strength,  air  bags,  and  frontal  and  back  wall  standards  (Report  to  Congress,  Spring  2014)  

 

•  Sponsoring  a  second  study  by  the  Na:onal  Academies  of  Science  on    technologies  and  the  regulatory  framework  

•  Ini:ated  in  2013  •  Interim  report  in  early  2014  (to  inform  Phase  2  rulemaking)  •  Final  report  in  late  2016  (to  inform  agencies  beyond  Phase  2)  

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EPA  Research:  Test  Procedure  Development  

• Refine  and  evaluate  aerodynamic  and  powertrain  test  procedure  approaches  

• ALempt  to  refine  GEM  to  simulate  an  actual  powertrain  

• Compare  test  procedure  and  GEM  results  • Validate  GEM  over  120+  vehicle  variant  tests  • Assess  different  Phase  2  combina:ons  of  cer:fica:on  tes:ng  and  simula:on  

• EPA  developing  GEM  refinements  in-­‐house  and  with  contractor  support

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Vehicle  &  Powertrain  Tests  Suppor:ng  GEM  

•  Vehicle  chassis  and  powertrain  tes:ng  •  One  Class  6  box  delivery  truck  chassis  dyno  tests  with  7x6  test  matrix  •  One  Class  6    flat  bed  voca:onal  truck  chassis  dyno  tests  with  7x6  test  matrix  •  Kenworth  T700  Class  8  tractor-­‐trailer  chassis  dyno  tests  with  7x6  test  matrix  •  Daimler  Cascadia  Class  8  truck-­‐trailer  chassis  dyno  tests  •  One  transit  city  bus  chassis  dyno  tests    •  One  garbage  truck  chassis  dyno  tests    •  MD  powertrain  test  with  7x6  test  matrix  

•  HD  powertrain  test  is  being  planned  with  DOE-­‐EPA  interagency  agreement  •  Driving  cycle  refinement  is  being  planed  with  DOE-­‐EPA  interagency  agreement  

•  Vehicle  tes:ng  •  Class  6    open  box  truck  tes:ng  underway  •  Coordina:ng  addi:onal  tes:ng  opportuni:es  

•  GEM  Valida:ons  will  be  done  against    over  160  vehicle  variants

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GEM  Development  and  Enhancement  

•  The  Agency  formed  a  team  to  develop  the  next  genera:on  of  the  GEM  (Greenhouse  Gas  Emissions  Model)  

•  The  key  technical  features  of  this  enhanced  GEM  include  •  More  advanced  engine  controller  

•  Engine  fuel  cut-­‐off  model  during  braking  and  decelera:on  •  Idle  controller  

•  Transmission  models  •  Automa:c  transmission  and  Automated  manual  transmission  

•  Enhanced  driver  model  •  Fric:onal  clutch  model  

•  GEM  Graphic  User  Interface  (GUI)  

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Current  GEM  Status  

•  EPA  modeling  team  is  working  with  SwRI  to  conclude  modeling  development  and  valida:ons  •  All  sub-­‐models  have  been  developed  

•  GEM  is    being  validated  against  three  different  trucks  over  a  total  of  24  vehicle  driving  cycles  •  Majority  of  the  comparisons  between  simula:ons  and  

tes:ng  data  are  within  95%  accuracy  

•  Extensive  valida:ons  against  massive  vehicle  test  data  are  under  way  whenever  the  tes:ng  data  become  available  

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For More Information

• EPA’s rulemaking documents and implementation information can be found under “Heavy-Duty Regulations” at http://www.epa.gov/otaq/climate/regulations.htm

• NHTSA’s rulemaking documents can be found at http://www.nhtsa.gov/fuel-economy

• Phase 1 regulations can be found at: • Federal Register 76 FR 57106, September 15, 2011 • Code of Federal Regulations, 40 CFR Parts 1036, 1037,

1065, 1066; and 49 CFR Parts 523, 534, 535

79 2014 TMC

Thank  you    

•  Matthew W. Spears, Center Director, Heavy-Duty Diesel Standards •  Assessment and Standards Division, Office of Transportation and Air

Quality •  U.S. Environmental Protection Agency •  2000 Traverwood Drive, Ann Arbor, MI 48104 •  spears.matthew@epa.gov •  734-214-4921

•  James Tamm •  Fuel Economy Division Chief •  Department of Transportation •  National Highway Traffic Safety Administration •  1200 New Jersey Ave, SE •  Washington , DC 20590 •  Phone: 202-493-0515 •  E-Mail: james.tamm@dot.gov

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• ATA’s TMC • S. 11 Technical Session • March 11, 2014

• Sam Waltzer

USEPA SmartWay Technology Program

Recent progression of heavy-duty tractor-trailer GHG programs in U.S.

CARB Fleet Rule •  Fleets required to use SmartWay verified

components for new and legacy tractor-trailers

Partnerships

Regulations

SmartWay Technology •  Objective verification of

technology performance

SmartWay Partnership •  Objective ranking and recognition of

fleet freight efficiency

Phase 2: EPA-NHTSA HD GHG Rule

•  Updated tractor and engine requirements with consideration of trailers

SmartWay Technology Update •  Updated verification criteria

and protocols

2006

2008

2011

2004

2016

2014

Phase 1: EPA-NHTSA HD GHG Rule •  New tractor and engine requirements

to reduce GHG emissions and improve truck fuel efficiency

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Fleets want…

To know how a technology will perform in their fleet

To know the trade-offs (e.g., weight, maintenance time, driver acceptance) for fuel savings?

Understanding top performance limits

Simple sources of information and a say in the program

Listening to stakeholders

Manufacturers want… Apples-to-apples comparisons of technology performance

Innovative standardized test methods that provide flexibility and reduce burden

Potential for other types of technologies

Current SmartWay-designated Trailer

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Low Rolling Resistance Tires

Rear fairing or “boat tail”

Front fairing or “gap reducer”

Side fairing or “side skirt”

•  USEPA’s SmartWay-designated tractors and trailers represent the most fuel-efficient models available •  Supports the SmartWay Partnership

•  SmartWay-Designated trailers •  53’ dry, van trailers •  Aerodynamic improvements (≥ 5% total

fuel improvement) that provide fleets flexibility

•  Equipment verification •  Aerodynamic devices (front-fairing, side skirts, rear-fairing) proven

using track test •  Tires demonstrating reduced rolling resistance using standard lab

tests

•  Low rolling resistance tires (1.0 – 1.5% fuel improvement)

2014 Interim SmartWay-designated Trailer

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Scope

Recognition Levels

Current Program

SmartWay Trailer

6.5% total fuel savings

Verified tires (1.5%) & 5% or more aero

53’ Van trailers

Tomorrow?

SmartWay “Pup” Trailer?

New SmartWay “Elite” Trailer

10.5% total fuel savings

Verified tires (1.5%) & 9% or more aero combinations (tested together or by matched categories)

53’ Refrigeration trailers

Today’s Interim Adds

Categories of Devices

2014 Interim SmartWay-verified (trailer) Aerodynamic Devices:

Today’s Interim Replaces with…

9% Systems (Combinations)

4 % Side Skirts Rear Fairings (Tails) Systems

Current Program

Side Skirts Side Skirt (4%) Advanced Side Skirt (5% or more) Systems and combinations? Rear Fairing (Tails) Rear Fairing (1%) Advanced Rear Fairing (5% or more) Systems and combinations? Front Fairing Front Fairing (1% or more)

1% Front Fairing Rear Fairings (Tails)

5% Side Skirts Rear Fairings (Tails) Systems

Current Program Today’s Interim Adds

2014 Interim SmartWay-verified (trailer) Aerodynamic Devices:

Tires Lab Test Crr

Aero verification matrix

% Fuel saved

4 Choices for original and

supplemental tests

Aero verification method

% Fuel saved

Original Track Test

(same)

1   New Track Test

2   Coastdown

3   Wind Tunnel

4   CFD

SmartWay-verified Aero Device Matrix sample

Original verification

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Advancing the Conversation

Innovations in standardized test methods

Trailer aerodynamic device testing

Fuel consumption testing

Tire rolling resistance testing

Tunnel

CFD

Coastdown

Understanding top performance limits

Translating standardized test results to estimate in-fleet performance

Finding out more and getting involved

For more information •  SmartWay Technology website

•  Webinars

Providing Feedback •  Interim trailer designation criteria with intent to finalize

October 2014

•  Tech_Center@epa.gov and waltzer.sam@epa.gov

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Q&A