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model year 2027. First-time GHG and fuel efficiency standards for trailers start in 2018 for
EPA and in 2021 for NHTSA. The long phase in and incremental increases in stringency
give industry time to ensure products are reliable and durable, and provide long-term regula-
tory certainty
Affordable and Cost-Effective: At every step of the Phase 2 program, the standards have
fuel savings that more than offset the costs and have favorable payback periods for truck
owners. The typical buyer of a new long-haul truck in 2027 could recoup the extra cost of
the technology in under two years through fuel savings. The program will also benefit con-
sumers and businesses by reducing the costs for transporting goods. In total, the program will
result in up to $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 Phase 2 standards are fully aligned between EPA and NHTSA, and the agencies have
worked closely with CARB to create a program that the California Air Resources Board can
adopt, resulting in a truly national program that will allow manufacturers to continue to build a
single fleet of vehicles and engines for the US market.
Improvements to the Final Program
The agencies have had unprecedented outreach to stakeholders during the process of develop-
ing, proposing and finalizing the Phase 2 program, involving well over 400 meetings with stake-
holders. The changes and updates to the final rules are based on extensive efforts to reflect the
newest data and a large volume of detailed stakeholder and public feedback - making Phase 2
even better and resulting in a program that:
•	Achieves 10 percent more GHG reductions
•	Has more robust compliance provisions such as more repeatable and accurate test
procedures, enhanced enforcement audits, and protection against defeat devices.
•	Includes more stringent diesel engine standards and an improved vocational vehicle
program with a regulatory structure better tailored to match the right technology for
the job.
•	Maintains the structure and incremental phase-in of the proposed standards, allowing
manufacturers to choose their own technology mix and giving them the lead time
needed to ensure those technologies are reliable and durable.
•	Increases flexibilities to minimize impacts on small businesses.
C02 and Fuel Consumption Standards
The Phase 2 standards maintain the underlying regulatory structure developed in the Phase 1
program, such as the general categorization of medium- and heavy-duty vehicles and the sepa-
rate engine standards. Under Phase 2, agencies are additionally adopting first time C02 and fuel
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EPA's C02 emissions standards and NHTSA's fuel consumption standards are tailored to each of
four regulatory categories of heavy-duty vehicles: (1) Combination Tractors; (2) Trailers Pulled
by Combination Tractors; (3) Heavy-duty Pickup Trucks and Vans; and (4) Vocational Vehicles,
which include all other heavy-duty vehicles such as buses, refuse trucks, and concrete mixers.
The program also includes separate standards for the engines that power combination tractors
and vocational vehicles.
Combination Tractors
Class 7 and 8 combination tractors and their engines account for roughly 60 percent of total
GHG emissions and fuel consumption from the heavy-duty sector. This is due to their large
payloads and high number of vehicle miles traveled. These combination tractors play a major
role in freight transport in the United States. The C02 and fuel consumption standards for
combination tractors and engines start in model year 2021, increase incrementally in model
year 2024, and phase in completely by model year 2027. The standards differ by vehicle weight
class, roof height, and cab type (sleeper or day). The fully phased-in standards will achieve up
to 25 percent lower C02 emissions and fuel consumption compared to the Phase 1 standards.
Manufacturers will be able to meet the tractor standards through improvements in the engine,
transmission, driveline, aerodynamic design, lower rolling resistance tires, extended idle reduc-
tion technologies, and other accessories of the tractor. Since engine technology delivers signifi-
cant benefits a separate engine standards was developed to ensure that manufacturers implement
engine technologies to deliver those benefits.
Trailers
Recognizing the trailer as an integral part of the tractor-trailer vehicle that significantly contrib-
utes to the emissions and fuel consumption of the tractor, the Phase 2 program includes stan-
dards for trailers used with heavy-duty combination tractors. The standards begin in model year
2018 for EPA's standards, and are voluntary for NHTSA from 2018 to 2020, with mandatory
standards beginning in 2021. In general, the trailer standards apply only for box vans, flatbeds,
tankers, and container chassis. The standards increase in stringency in model years 2021 and
2024, with final standards in model year 2027. The fully phased-in trailer standards achieve up
to 9 percent lower C02 emissions and fuel consumption compared to an average model year
2017 trailer. Technologies that could be used to meet the standards include: aerodynamic
devices, lower rolling resistance tires, automatic tire inflation systems, and weight reduction.
Vocational Vehicles
Vocational vehicles consist of a wide variety of truck and bus types, including delivery trucks,
refuse haulers, public utility trucks, transit, shuttle, and school buses. This segment also includes
very specialized vehicles such as emergency vehicles, and cement and dump trucks. Vocational
vehicles represent about 17 percent of the total medium- and heavy-duty fuel consumption. The
new C02 and fuel consumption standards for vocational vehicles start in model year 2021, with
increased stringency in model year 2024, and a fully phased-in stringency level in 2027. The vo-
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intended for emergency vehicles, cement mixers, coach buses, school buses, transit buses, refuse
trucks, and motor homes may optionally use application-specific standards. The fully phased-
in Phase 2 standards achieve up to 24 percent in C02 emissions and fuel consumption relative
to Phase 1. The agencies project that the vocational vehicle standards could be met through
improvements in the engine, transmission, driveline, lower rolling resistance tires, workday idle
reduction technologies, weight reduction, and some application of hybrid technology
Heavy-Duty PickupTrucks and Vans
Heavy- and medium- duty pickup trucks and vans represent about 23 percent of the fuel con-
sumption and GHG emissions from the heavy- and medium-duty vehicle sector. The agencies
are adopting C02 emission and fuel consumption standards for heavy-duty pickups and vans
that apply in largely the same manner as the Phase 1 standards. Under this approach, all manu-
facturers face the same standards, but the average emission and fuel consumption rates applica-
ble to each manufacturer depend on the manufacturer's sales mix, with higher capacity vehicles
(payload and towing) having less stringent targets. The standards for this segment take the
form of a set of target standard curves, based on a "work factor" that, as in Phase 1, combines a
vehicle's payload, towing capabilities, and whether or not it has 4-wheel drive. The standards
become 2.5 percent more stringent every year from model years 2021 to 2027, with fully phased-
in reductions in C02 emissions and fuel consumption of about 16 percent beyond Phase 1. We
believe most manufacturers will choose to meet the performance standards through increased
use of the same technologies already being used to meet the 2014-2018 standards. These tech-
nologies include improvements in engines, transmissions, and lower rolling resistance tire
technologies. Under Phase 2, the agencies expect newer, advanced technologies such as engine
stop start and powertrain hybridization will also become available in this segment of the market.
These newer technologies are NOT mandated but some manufacturers may choose to use them
to meet the standard.
Engine Standards
As with the Phase 1 program, the agencies are adopting separate standards and test cycles for
tractor engines, vocational diesel engines, and vocational gasoline engines. For diesel engines,
the standards begin in model year 2021 and phase in to model year 2027, with interim standards
in model year 2024. We are also adopting a revised test cycle weighting for tractor engines to
better reflect actual in-use operation. The final diesel engine standards will reduce C02 emis-
sions and fuel consumption by up to 5 percent for tractor engines and up to 4 percent for
vocational engines compared to Phase 1. Technologies that could be used to meet the standards
include: combustion optimization; improved air handling; reduced friction within the engine;
improved emissions after-treatment technologies; and waste heat recovery.
Program Flexibilities
This rule includes averaging, banking, and trading (ABT) compliance provisions for the engine
and vehicle standards in this program. These provisions allow manufacturers to trade credits,
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engines or vehicles that do not perform up to the standard and offset them with engines or
vehicles that perform better than the standard. With these ABT provisions, manufacturers can
balance market fluctuations impacting their sales volumes and projected compliance plans. This
program was established under Phase 1, and EPA and NHTSA are continuing it with some
minor revisions. The ABT flexibilities are designed to help increase the rate at which new tech-
nologies can be implemented, reduce the cost of compliance, and address potential lead time
challenges in meeting the standards.
As with similar flexibilities in the light-duty Corporate Average Fuel Economy program and
other mobile source pollution control programs, the Phase 2 ABT program includes rigorous
compliance provisions to ensure that the energy savings and environmental goals of the program
are met and the standards are applied equitably among all manufacturers.
We are not adopting a full ABT program for the trailer standards because the nature of the
industry makes it a challenge for trailer manufacturers to benefit from this type of program.
Instead, we are finalizing an averaging program available in MY 2027 for manufacturers of dry
and refrigerated box vans.
Broadly, these provisions provide additional lead time for small business manufacturers, as well
as simplified testing and compliance requirements. We are also finalizing exemptions for non-
box specialty trailer types that remove or reduce the burden for many small businesses. Finally,
we are including reduced standards and/or simplified compliance requirements for manufactur-
ers of specialized vehicle chassis, such as those intended for emergency vehicles, cement mixers,
coach buses, school buses, transit buses, refuse trucks, and motor homes.
For More Information
You can access the final rule, regulations and related documents on EPA's Office of Transporta-
tion and Air Quality (OTAQ) Web site at:
www3. epa.gov/otaq/ c limate/regs -he avy-duty.htm
For more information on this rule, please contact the U.S. Environmental Protection Agency,
Office of Transportation and Air Quality at:
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