If Phase I will result in big savings, can we assume that Phase II will do the same? See what an expert says.
Back in the beginning of April, we published a post that listed the recommendations made by the National Research Council for the federal Phase II Rule on fuel consumption and greenhouse-gas (GHG) emissions.
Last week, FleetOwner.com cited Jim Sweeney, Vice President of Capital Equipment for AmeriQuest Transportation Services, who indicated the Phase I GHG standards now being phased in could save owners and operators an estimated $50 billion in fuel costs and the new rules could result in similar benefits. These observations appeared in a September 2013 blog, “Why New Round of GHG Rules Might Be Good News for Trucking.”
Considering all of the changes going on and the concerns they raise, we decided to republish this blog, which first appeared on the AmeriQuest blog site:
Why New Round of GHG Rules Might be Good News for Trucking
Even taking into consideration the higher overall maintenance costs associated with tougher GHG standards for heavy duty trucks, the significant fuel savings these standards will lead to mean possible good news for the industry.
President Barack Obama recently unveiled a new plan to reduce greenhouse gas (GHG) emissions that will set even tougher fuel-efficiency standards for heavy duty trucks beginning with model year 2019 trucks. These proposed new rules which will be developed in conjunction with Truck Manufacturers will take effect immediately following the current GHG standards that are just now phasing in, covering model year 2014-2018 heavy duty trucks.
In his speech, the president lauded the first-ever 2014-2018 GHG standards for trucks that are expected to reduce gas pollution by approximately 270 million metric tons. Under these standards, heavy duty trucks are being required to achieve up to approximately 20 percent reduction in fuel consumption and GHG emissions by 2018, which will save up to four gallons of fuel for every 100 miles travelled, according to government forecasts.
So far, the round of GHG emission standards being implemented at this time has resulted in the development of enhanced engine electronics, more efficient driveline components to reduce friction, idle reduction technologies, and more aerodynamic styling.
Other changes could be cylinder deactivation, which will improve efficiency by disabling or deactivating about half of the cylinders when the load is less than half of the engine’s total torque capability, new camshaft phasing control, which optimizes size vs. torque for dynamic stability, and speed limiters to control fuel economy.
In addition, improvements being put into place that are contributing to improved fuel economy comprise aerodynamics – involving roof and fuel tank fairings, cab design and lower side skirts – and enhancements such as low-rolling resistance tires and overall weight reduction of trucks and trailers.
Although the 2014-2018 standards are adding a projected $6,200 to the price of new trucks, according to the U.S. EPA and the National Highway Traffic Safety Administration, the estimated lifetime fuel savings for heavy duty trucks made in model years 2014-2018 are projected to be $79,089, with the added cost recouped in less than one year.
We tend to agree with truck manufacturers like Daimler Trucks North America and Volvo Trucks. Following the president’s speech, they expressed their support for additional GHG emissions standards. The 2014-2018 standards should result in significant savings and benefits over the lifetime of the vehicles and as a whole, could save owners and operators an estimated $50 billion in fuel costs. Of course, with change comes pain – the increase in overall maintenance costs for this new technology is undeniable – but looking at the big picture, the economic and operational benefits that come along with these initiatives seem to far outweigh the bad.