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The U.S. Environmental Protection Agency (EPA) has published its strongest-ever U.S. greenhouse gas (GHG) standards for heavy-duty vehicles. The agency estimates the standards will reduce GHG emissions by 1 billion tons, equivalent to the emissions from more than 13 million tanker trucks’ worth of gasoline.
Published on 29 March 2024, “Greenhouse Gas Emissions Standards for Heavy-Duty Vehicles - Phase 3” cover model years (MY) 2027 through 2032. These standards build upon the previous Phase 2 standards established in 2016 and aim to significantly reduce carbon dioxide (CO2) emissions from heavy-duty vehicles, aligned with the completion of The Clean Trucks Plan.
“In finalizing these emissions standards for heavy-duty vehicles like trucks and buses, EPA is significantly cutting pollution from the hardest working vehicles on the road,” said EPA Administrator Michael S. Regan. “Building on our recently finalized rule for light- and medium-duty vehicles, EPA’s strong and durable vehicle standards respond to the urgency of the climate crisis by making deep cuts in emissions from the transportation sector.”
Final Standards 60% Stronger
The final standards will be up to 60% stronger than Phase 2 standards for vocational vehicles and up to 40% stronger for tractors by MY 2032. In addition to avoiding 1 billion metric tons of emissions, the standards promise $13 billion in net benefits by 2055.
The Phase 3 standards apply to heavy-duty vocational vehicles (delivery trucks, refuse haulers, and buses) and tractors (day cabs and sleeper cabs on tractor-trailer trucks). These standards are technology-neutral and performance-based, allowing manufacturers flexibility in choosing emissions control options. This includes options such as advanced internal combustion engines, hybrids, battery electric, and hydrogen fuel cell vehicles.
In the United States, transportation stands as the primary contributor to GHG emissions, comprising 29% of the total. Among transportation sources, heavy-duty vehicles rank as the second-largest contributor, accounting for 25% of emissions within the sector. Not only do the updated standards aim to improve GHG emissions but also air quality for communities near major truck routes, reducing health issues like asthma and premature death associated with air pollution.
“The American Lung Association is pleased to support the new cleaner trucks standards,” said Paul G. Billings, National Senior Vice President, Public Policy, American Lung Association. “Today’s rule will improve the air we breathe and curb the pollution that is driving climate change. This rule is the capstone of the Clean Trucks Plan. The strong standards finalized today build on the 2023 rule to address oxides of nitrogen and last week’s multipollutant rule that will clean up light- and medium-duty vehicles. The result will be cleaner air and better health, especially in communities with heavy truck traffic nearby.”
In terms of costs and benefits, the Phase 3 standards are expected to generate $13 billion in annualized net benefits through 2055. The heavy-duty industry will see annualized savings of $3.5 billion compared to costs of $1.1 billion, with consumers expected to recoup any additional costs within two to five years, aided by vehicle purchase tax credits.
The EPA states that the Phase 3 updates continue to preserve the program's flexible design, intended to accommodate the diverse characteristics of the heavy-duty vehicle industry; but the American Trucking Association might disagree.
Targets 'Unachievable:' Industry Groups
“ATA opposes this rule in its current form because the post-2030 targets remain entirely unachievable given the current state of zero-emission technology, the lack of charging infrastructure and restrictions on the power grid,” said ATA President and CEO Chris Spear. “Given the wide range of operations required of our industry to keep the economy running, a successful emission regulation must be technology neutral and cannot be one-size-fits-all. Any regulation that fails to account for the operational realities of trucking will set the industry and America’s supply chain up for failure.”
The ATA is not the sole industry organization expressing opposition to Phase 3. The Clean Freight Coalition (CFC), of which ATA is a member, issued a statement emphasizing the need for further research on zero-emission vehicles, bolstering their stance with findings from their study released in March.
Although many industry leaders seem to oppose EPA’s Phase 3, it is important to highlight the Heavy-Duty Leadership Group comprised of some of the biggest names in truck manufacturing and supply: Ford, Eaton, BorgWarner, and Cummins. Established in 2010, the Heavy-Duty Leadership Group is an informal coalition contributing to advancements in GHG and fuel efficiency standards for heavy-duty engines and vehicles. These companies attribute the industry's accelerated adoption of advanced technologies, while mitigating market disruption, to the EPA's initial two phases of the rule; and gave their full support to the EPA’s launch of Phase 3.
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About the author: Cassidy Spencer is a Sustainability + Supply Chain Regulatory Research Analyst with 3E, specializing in the 3E Exchange platform. Her work involves ensuring company compliance with sustainability regulations and researching ways to help our customers promote environmentally responsible practices. She comes to 3E from the cosmetic regulatory industry, and is an Ohio State University alumnus.
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