{"id":10137,"date":"2015-04-30T12:00:10","date_gmt":"2015-04-30T17:00:10","guid":{"rendered":"http:\/\/blogs.edf.org\/climate411\/?p=10137"},"modified":"2015-04-30T12:00:10","modified_gmt":"2015-04-30T17:00:10","slug":"better-fuel-efficiency-for-heavy-duty-trucks-a-target-worth-setting","status":"publish","type":"post","link":"https:\/\/blogs.edf.org\/climate411\/2015\/04\/30\/better-fuel-efficiency-for-heavy-duty-trucks-a-target-worth-setting\/","title":{"rendered":"Better Fuel Efficiency for Heavy Duty Trucks &#8212; A Target Worth Setting"},"content":{"rendered":"<figure id=\"attachment_10140\" aria-describedby=\"caption-attachment-10140\" style=\"width: 300px\" class=\"wp-caption alignright\"><a href=\"http:\/\/en.wikipedia.org\/wiki\/Glossary_of_the_American_trucking_industry#\/media\/File:Kenworth_truck.jpg\"><img loading=\"lazy\" decoding=\"async\" class=\"wp-image-10140 size-medium\" src=\"https:\/\/blogs.edf.org\/climate411\/wp-content\/blogs.dir\/7\/files\/2015\/04\/1200px-Kenworth_truck-300x199.jpg\" alt=\"1200px-Kenworth_truck\" width=\"300\" height=\"199\" srcset=\"https:\/\/blogs.edf.org\/climate411\/wp-content\/blogs.dir\/7\/files\/2015\/04\/1200px-Kenworth_truck-300x199.jpg 300w, https:\/\/blogs.edf.org\/climate411\/wp-content\/blogs.dir\/7\/files\/2015\/04\/1200px-Kenworth_truck-1024x680.jpg 1024w, https:\/\/blogs.edf.org\/climate411\/wp-content\/blogs.dir\/7\/files\/2015\/04\/1200px-Kenworth_truck.jpg 1200w\" sizes=\"auto, (max-width: 300px) 100vw, 300px\" \/><\/a><figcaption id=\"caption-attachment-10140\" class=\"wp-caption-text\">&#8220;Kenworth truck&#8221; by Lisa M. Macias, U.S. Air Force via Wikipedia<\/figcaption><\/figure>\n<p>A pair of critical analyses were just released that, together, make clear the need for a strong second generation heavy truck fuel efficiency and greenhouse gas standard.<\/p>\n<p>The first piece is the U.S. Energy Information Agency\u2019s (EIA) preliminary <a href=\"http:\/\/www.eia.gov\/forecasts\/aeo\/index.cfm\">Annual Energy Outlook for 2015<\/a>. I went right to the projection of fuel efficiency for new heavy trucks in 2020, which is <a href=\"http:\/\/www.eia.gov\/beta\/aeo\/#\/?id=58-AEO2015&amp;region=0-0&amp;cases=ref2015&amp;start=2012&amp;end=2040&amp;f=A&amp;linechart=~~58-AEO2015.113.&amp;map=&amp;ctype=linechart\">7.0 miles per gallon<\/a>, and compared that to the projection for 2030, which is 7.2 miles per gallon. A three percent increase in efficiency for a decade is not too impressive.<\/p>\n<p>As a result of this lack of projected progress on fuel efficiency and other factors, EIA expects that greenhouse gas emissions from heavy trucks will increase more than <a href=\"http:\/\/www.eia.gov\/forecasts\/aeo\/pdf\/tbla19.pdf\">any other single end-use<\/a> source by 2040 \u2013 an additional 120 million metric tons a year.<\/p>\n<p>The other recent analysis is from <a href=\"http:\/\/www.theicct.org\/\">The International Council on Clean Transportation<\/a>. It released two papers on heavy truck fuel efficiency: <a href=\"http:\/\/www.theicct.org\/us-tractor-trailer-efficiency-technology\">one reviewed<\/a> the potential of current and emerging efficiency technology; the <a href=\"http:\/\/www.theicct.org\/us-tractor-trailer-tech-cost-effectiveness\">other examined<\/a> the cost effectiveness of these technologies.<\/p>\n<p>Among the group\u2019s findings are:<\/p>\n<ul>\n<li>Already available tractor-trailer technologies can\u00a0achieve 9 miles per gallon, deliver payback\u00a0periods of less than a year, and be widely\u00a0deployed in the 2020 to 2025 time frame.<\/li>\n<li>Advanced efficiency technologies, now emerging in the\u00a0marketplace, can double fuel\u00a0economy to 11 to 12 miles per gallon, with payback periods of 18\u00a0months or less in the 2025 to 2030 time\u00a0frame.<\/li>\n<li>Diverse technology approaches \u2013 meaning technology\u00a0packages with differing\u00a0contributions from aerodynamic, engine, and other\u00a0technologies \u2013 can achieve similar\u00a0efficiency results.<\/li>\n<li>Even under very conservative assumptions \u2014 fuel prices\u00a0remaining as low as $3.10\u00a0per gallon diesel, higher technology costs, and a\u00a0high discount rate of 10 percent \u2014 the most\u00a0advanced technology packages have payback\u00a0periods of only 1.4 to 2.2 years.<\/li>\n<li>Typical first owners of tractor-trailers with efficiency\u00a0technology packages up to 9 miles per gallon\u00a0would see fuel savings 3 to 9 times greater than\u00a0the upfront technology cost over the period\u00a0of ownership.<\/li>\n<\/ul>\n<p>ICCT\u2019s findings demonstrate that we have the technology to cost-effectively cut truck fuel consumption in half compared to 2010 levels. EIA\u2019s projections demonstrate that, without well designed performance-based standards, truck manufacturers are unlikely to deploy these highly cost-effective solutions.<\/p>\n<p>There is good news in EIA\u2019s report, too. The 7.0 miles per gallon in 2020 is up from 6.0 miles per gallon in 2012. The increase can be attributed to the first round of <a href=\"http:\/\/www.edf.org\/transportation\/policy\/medium-heavy-duty-fuel-standards\">Heavy Truck Fuel Efficiency and Greenhouse Gas Standards<\/a> set by President Obama in 2011.<\/p>\n<p>We know that well-designed fuel efficiency standards work because we are seeing it in the market today. <a href=\"http:\/\/business.edf.org\/blog\/2015\/04\/03\/let-there-be-no-doubt-we-can-cut-truck-emissions-fuel-use-today\/\">For the second generation standards that will be announced this spring<\/a>, we urge the administration to incentivize the full scale deployment of the advanced technologies highlighted in the ICCT analysis.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>A pair of critical analyses were just released that, together, make clear the need for a strong second generation heavy truck fuel efficiency and greenhouse gas standard. The first piece is the U.S. Energy Information Agency\u2019s (EIA) preliminary Annual Energy Outlook for 2015. I went right to the projection of fuel efficiency for new heavy &#8230;<\/p>\n","protected":false},"author":911,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[4020,43,202],"tags":[],"coauthors":[],"class_list":["post-10137","post","type-post","status-publish","format-standard","hentry","category-cars","category-economics","category-greenhouse-gas-emissions"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.3 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Better Fuel Efficiency for Heavy Duty Trucks - A Target Worth Setting  - Climate 411<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/blogs.edf.org\/climate411\/2015\/04\/30\/better-fuel-efficiency-for-heavy-duty-trucks-a-target-worth-setting\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Better Fuel Efficiency for Heavy Duty Trucks - A Target Worth Setting  - Climate 411\" \/>\n<meta property=\"og:description\" content=\"A pair of critical analyses were just released that, together, make clear the need for a strong second generation heavy truck fuel efficiency and greenhouse gas standard. 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