S11 Tech Session March 11, 2014 Fuel Efficiency and Vehicle Emissions Regulations: Now and for the Foreseeable Future

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

2. 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.

3. 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!

4. 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

5. SmartWay – A Voluntary Success
SmartWay

6. Fuel Economy Regs Now Starting

7. Climate Action Plan

8. Climate Action Plan

9. Climate Action Plan

10. Fuel Efficiency and Vehicle Emissions Regulations:
Now and for the Foreseeable Future
Paul Menig

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

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

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

14. Our Distinguished Panel Today
Dwayne Haug
Sam Waltzer
Scott Webb
Arvon Mitcham
Stephan Lemieux

15. Overview of California’s Tractor-Trailer
Greenhouse Gas Regulation
15
ATA Technology & Maintenance Council
March 11, 2014
Stephan Lemieux

16. 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

17. 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

18. 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

19. 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

20. 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

21. 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)

22. 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

23. 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

24. 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

25. 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

26. 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

27. 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

28. Aerodynamics on Trailers
• Front fairings
• Side skirts
• Under carriage devices
• Trailer boat tails/end
fairings

29. 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

30. 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

31. Fleets Going Beyond
31

32. Next Steps (national Phase 2)?
32

33. 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
33

34. • TMC S.11 Tech Session
Dwayne O. Haug
AVP Equipment Purchasing
March 11, 2014

35. 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.

36. 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

37. 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
Units
Replacement Level

38. 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

39. 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

40. Fuel – Provider and Shipper Costing
40
Driver Wages
and Benefits
38%
Fuel
32%
Equipment
16%
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

41. 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
41

42. 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

43. Our Most Important Asset
43

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

45. MESILLA VALLEY TRANSPORTATION
Fuel Efficiency and
Vehicle Emissions
Regulations <draft>
TMC—Nashville
March 11, 2014
Scott Webb

46. 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

47. 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

48. 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

49. 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

50. 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

51. 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

52. WE BELIEVE SO STRONGLY IN BIODIESEL
• We built our own plant to make it—mostly out of used
cooking oil

53. 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

54. 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)
54

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

56. U.S.
Medium-­‐
and
Heavy-­‐Duty
Sector
Energy
Use
in
2010
56
Source: Annual Energy Outlook 2012 (U.S. Energy Information Administration)
MD/HD

57. 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

58. 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

59. 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
59

60. 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

61. Heavy Duty GHG Phase 1
Vehicle/Category Coverage
61
CLASS 2b
8,501 to 10,000 lb RV’s

62. 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

63. 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

64. 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

65. 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

66. 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

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

68. 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

69. 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

70. 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

71. 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
71

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

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

74. 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)
74

75. 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
75

76. 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
76

77. 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)
77

78. 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
78

79. 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

80. 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
80

81. • ATA’s TMC
• S. 11 Technical Session
• March 11, 2014
• Sam Waltzer
USEPA SmartWay Technology
Program

82. 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 20112004 20162014
Phase 1: EPA-NHTSA HD GHG Rule
• New tractor and engine requirements
to reduce GHG emissions and
improve truck fuel efficiency

83. 83
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

84. Current SmartWay-designated Trailer
84
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)

85. 2014 Interim SmartWay-designated Trailer
85
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

86. 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

87. 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

88. SmartWay-verified Aero Device Matrix sample
Original verification

89. 89
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

90. 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
90

91. Q&A