EPA and  NHTSA  Propose Greenhouse
Gas and  Fuel  Efficiency Standards for
Medium- and Heavy-Duty Trucks:
By the Numbers
    On June 19, 2015, the U.S. Environmental Protection Agency
    (EPA) and National Highway and Traffic Safety Administration
(NHTSA) jointly proposed standards for medium' and heavy-duty
vehicles that would improve fuel efficiency and cut carbon pollution,
while bolstering energy security, and spurring manufacturing innova-
tion. The standards would cover model years 2021-2027, and apply to
semi-trucks, pickup trucks, and all types and sizes of buses and work
trucks. Standards for trailers would start in model year 2018.
Addressing GHG Emissions from Medium- and Heavy-Duty
Vehicles is Critical
   •  Heavy-duty trucks are the second largest and fastest growing segment of the
     U.S. transportation sector in terms of emissions and energy use,

   •  The trucking industry hauls about 70 percent of all freight in the U.S.

   •  Medium- and heavy-duty vehicles currently account for about 20 percent of
     GHG emissions and oil use in the U.S. transportation sector, but are only
     about 5 percent of the vehicles on the road,

   •  Globally, GHG emissions from heavy-duty vehicles are growing rapidly and
     are expected to surpass emissions from passenger vehicles by 2030,
Large Cuts in Carbon Pollution and Substantial Fuel Efficiency
Improvements
   •  The program would cut carbon pollution by about 1 billion metric tons.
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EPA-420-F-15-903
     June 2015

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       ^  This is roughly equivalent to the GHG emissions associated with the electricity
           and power use from all U.S. residences for one year

    •   The program would save approximately 1.8 billion barrels of oil or 75 billion gallons of
       fuel over the lifetime of the vehicles subject to these standards,

       r"   The oil savings would exceed a year's worth of U.S. imports from the Oil ProduC'
           ing and Exporting Countries (OPEC)

    •   In 2027 when the standard is fully phased in, heavy-duty vehicles across all classes
       would achieve up to the following CO2 emissions and fuel use reductions,

       ^   24 percent for combination tractors designed to pull trailers and move freight
           when compared to Phase  1 standards

       ^    8 percent for trailers when compared to an average model year 2017 trailer

       r"   16 percent for vocational vehicles when compared to Phase 1 standards

       ^   16 percent for pick-up trucks and light vans when compared to Phase  1  standards
Substantial Benefits for Society, Businesses and Consumers
    •  The program would save vehicle owners $170 billion1 in fuel costs over the lifetime of
      the vehicles sold,

    •  When fuel savings bring down the costs of transporting goods, the average household
      could save nearly $150 a year by 2030 and $275 by 2040 assuming all savings and costs
      are passed through to consumers,

    •  In total, the program would result in about $230 billion in net benefits to society over
      the lifetime of vehicles sold under the program,

      ^   This includes fuel savings, carbon reductions, health benefits, energy security
           benefits, along with travel benefits, and refueling benefits

    •  The benefits to society outweigh costs over the lifetime of vehicles sold under the
      program by about 10 to 1,
Reasonable Payback Periods for theTrucking Industry
In model year 2027, the buyer of a new vehicle would recoup the extra cost of technology used
to achieve the standard within:
    •   2 years for a tractor/trailer combo
    •   3 years for pick-ups and vans

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    •   6 years for a vocational vehicles such as garbage trucks, buses, and on-road construction
       trucks (e.g. cement mixers, dump trucks, etc.), which are typically used longer than
       vehicles in other heavy-duty sectors
'All numbers measured in 2012 dollars

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