Phase 1 EPA Heavy-Duty Vehicle
and Engine Greenhouse Gas Emissions
Compliance Report (Model Years 201448)
£% United States
Environmental Protect
Agency
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Phase 1 EPA Heavy-Duty Vehicle
and Engine Greenhouse Gas Emissions
Compliance Report (Model Years 201448)
This technical report does not necessarily represent final EPA decisions
or positions. It is intended to present technical analysis of issues using
data that are currently available. The purpose in the release of such
reports is to facilitate the exchange of technical information and to
inform the public of technical developments.
Compliance Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
NOTICE
4>EPA
United States
Environmental Protection
Agency
EPA-420-R-21-001
October 2021
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Table of Contents
1. Executive Summary 1
2. Program Background and Description 2
a. Heavy-Duty Vehicles 3
b. Heavy-Duty Engines 3
c. Additional Credit Programs 4
3. Model Year 2018 Heavy-Duty Vehicle Compliance 5
a. Heavy-Duty Vocational Vehicles 6
b. Heavy-Duty Combination Tractors 13
c. Heavy-Duty Vehicle Compliance Summary 17
4. Model Year 2018 Heavy-Duty Compression Ignition (CI) Engine Compliance 19
5. Conclusions 25
Appendix A: Credit Activity Overview for Each Model Year 26
Optional Early Model Year 2013 Heavy-Duty Vehicle and CI Engine Summary 26
Model Year 2014 Heavy-Duty Vehicle and CI Engine Summary 26
Model Year 2015 Heavy-Duty Vehicle and CI Engine Summary 27
Model Year 2016 Heavy-Duty Vehicle and CI Engine Summary 28
Model Year 2017 Heavy-Duty Vehicle and CI Engine Summary 28
Model Year 2018 Heavy-Duty Vehicle and CI Engine Summary 28
Appendix B: Individual Manufacturer Detailed Credit Summaries 30
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1. Execut
This report is part of the U.S. Environmental Protection Agency's (EPA's) commitment to provide the
public with information about the heavy-duty vehicle and engine manufacturers' performance in
meeting the agency's greenhouse gas emission (GHG) standards. In 2011, EPA, along with the
Department of Transportation's National Highway Traffic Safety Administration (NHTSA), adopted the
first-ever greenhouse gas emission and fuel efficiency standards for heavy-duty engines and vehicles.
The comprehensive program the agencies created was designed to address the intertwined challenges
of reducing dependence upon oil, achieving energy security, and the amelioration of global climate
change. The program also served to enhance American competitiveness and job creation, benefit
consumers and businesses by reducing the costs of transportation of goods, and spur growth in the
clean energy sector. The Phase 1 Heavy-Duty Vehicle and Engine Greenhouse Gas Rule became
mandatory in 2014 and fully phased-in by the 2017 model year. The objective of the Phase 1 program
was to reduce GHG emissions from the heavy-duty sector, the transportation sector's second largest
contributor to GHG emissions. The program aimed to expand the use of more efficient commercially
available technologies.
The commercial transportation industries that use the products covered through these regulations are
incredibly diverse with a wide range of operating and use patterns. As a result, the heavy-duty vehicle
and engine industry is itself quite diverse and offers an almost unbelievable range of different products
and options in order to best serve the needs of their customers. EPA and NHTSA in developing the
Phase 1 program, included a number of design elements intended to improve fuel consumption and
lower GHG emissions without limiting the ability of manufacturers to offer the diverse range of products
their customers expected and need. These flexibilities were expected to provide sufficient lead time for
manufacturers to make necessary technological improvements, help increase the rate of which new
technologies can be implemented, and reduce the overall cost of the program, without compromising
overall environmental objectives. The primary flexibility is an engine and vehicle averaging, banking,
and trading (ABT) program in which C02 credits may be generated for vehicles/engines that overachieve,
relative to the standards. With these ABT provisions, manufacturers can offer the right product for the
right consumer need (some of which may over or under perform against the fleet average GHG
standards), balance market fluctuations impacting their sales volumes, and still move the entire fleet of
vehicles toward increasing levels of energy efficiency and lower GHG emissions The EPA ABT program
allows for emission credits to be averaged, banked, or traded within each of the "averaging sets"
described in this report, allowing manufacturers the opportunity to comply on a fleet average basis with
the emission standards. Participation in this ABT program is optional and manufacturers can
alternatively choose to just certify all their heavy-duty vehicles/engines to meet the applicable
standards.
This report provides an overview of the GHG compliance status of manufacturers of heavy-duty
combination tractors, vocational vehicles, and the engines that power these vehicles. Heavy-duty
combination tractors are the semi-trucks that typically pull trailers and are built to mainly move freight.
Vocational vehicles consist of a very wide variety of truck and bus types including delivery, refuse, utility,
dump, cement, transit bus, shuttle bus, school bus, emergency vehicles, motor homes, tow trucks, and
many more. This report summarizes the current C02 credit situation after the first six years of
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certification (optional in model year 2013 then mandatory beginning in model year 2014) to the new
GHG standards for each manufacturer participating in either of the vehicle or engine ABT programs1.
The success of the heavy-duty GHG program as documented in the pages of this report is measured in
the industry's ability to create the systems and processes necessary to demonstrate compliance with the
program, improve their products to lower their GHG emissions and fuel consumption, and finally
through their reporting to the Agency demonstrate that the fleet of vehicles they produced complies
with the aggregated fleet standards. It is a significant accomplishment that the entire industry was able
to implement and begin complying with this program and has demonstrated through their reporting
that GHG emissions have been reduced to such an extent that all manufacturers are compliant and most
have created significant credit banks reflecting better overall fleet performance than the agencies
originally projected in setting up the program.
This report documents that all manufacturers are not merely compliant, but that all manufacturers have
generated a positive banked credit balance through model year 2018 in each of the three averaging sets
for vehicles. This clearly demonstrates full compliance with the new standards that became mandatory
in model year 2014 (summarized in Table 10 Section 3 of this report). Similarly, all heavy-duty engine
manufacturers also show full compliance through model year 2018 with the engine GHG standards
(summarized in Table 14 Section 3 of this report).
The Phase 2 Heavy-Duty Vehicle and Engine Greenhouse Gas Rule was adopted in 2016 and began
implementation in 2021 model year. In designing the Phase 2 program, EPA considered credit
balances in the Phase 1 program and concluded that manufacturers should be allowed to largely carry
the Phase 1 credit balances into the Phase 2 program. However, some restrictions were adopted for
certain circumstances, primarily to avoid the potential for credit disparities to disrupt the competitive
marketplace. Nevertheless, the amount of credits potentially being carried into the Phase 2 program
was deemed sufficiently large to be considered in setting the stringency of the Phase 2 standards
(i.e., the Phase 2 standards are more stringent than they otherwise would have been had manufacturers
not demonstrated the ability to over comply with the Phase 1 standards).
2. I !!¦ !!
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The Phase 1 rule provides some flexibility to manufacturers in how they can comply with these new GHG
standards. The primary flexibility is an engine and vehicle averaging, banking, and trading (ABT)
program in which C02 credits may be generated for certain groups of vehicles/engines that overachieve,
relative to the standards. These credits may be used to offset other groups of vehicles/engines that
underachieve, relative to the standards. The EPA ABT program allows for emission credits to be
averaged, banked, or traded within each of the "averaging sets" (to be described), allowing
manufacturers the opportunity to comply on average with the emission standards.
This report provides an overview of the GHG compliance status of manufacturers of heavy-duty
combination tractors, vocational vehicles, and the engines that power these vehicles. Heavy-duty
combination tractors are the semi-trucks that typically pull trailers and are built to mainly move freight.
Vocational vehicles consist of a very wide variety of truck and bus types including delivery, refuse, utility,
dump, cement, transit bus, shuttle bus, school bus, emergency vehicles, motor homes, tow trucks, and
many more. Even for cases in which engine and vehicle credits are both generated by a single corporate
entity, engine and vehicle credits are segregated within the regulatory program and in this report.
/y-Duty Vehicles
The manufacturers of combination tractors and vocational vehicles demonstrated compliance with the
GHG standards using a Greenhouse Gas Emissions Model (GEM), developed by EPA and used to
calculate a vehicle's tailpipe C02 emissions. The C02 emissions calculation performed by GEM required
input parameters for each vehicle, provided to the GEM model by the manufacturer. The calculated C02
value was then compared to the corresponding C02 standard for that vehicle classification in order to
determine compliance.
There are three weight-based vehicle averaging sets for the two vehicle regulatory categories included
in this report (combination tractors and vocational vehicles). The three averaging sets for these vehicles
are:
1. Light Heavy-Duty (Class 2b-5 vocational vehicles only)
2. Medium Heavy-Duty (Class 6-7 vocational vehicles and Class 7 tractors)
3. Heavy Heavy-Duty (Class 8 vocational vehicles and tractors)
C02 standards for tractors and vocational vehicles vary based on averaging set and vehicle classification.
The standards for all these vehicles and averaging sets can be found in Title 40 of the Code of Federal
Regulations (CFR), Part 1037, Subpart B and are summarized later in this report. As described previously,
manufacturers used the GEM model to estimate the C02 emissions level of a heavy-duty vehicle. This
estimated value was then compared to the standard to determine if the vehicle either generated or
consumed C02 credits for compliance. Credits generated in this process for one vehicle could then be
used to offset any credit deficits produced by another vehicle, but only within the averaging set.
/y-IDuty Engines
The emissions from the engines that power combination tractors and vocational vehicles are measured
using an engine dynamometer. The engines are operated on the dynamometer over two different duty
cycles, one simulating urban driving and another simulating steady-state highway operation. C02 and
other pollutants are directly measured on these cycles for certification purposes. The measured C02
levels are compared to a set of engine standards to determine compliance. Engines must also meet
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standards for two additional GHG pollutants produced during engine combustion: N20 (nitrous oxide),
and CH4 (methane). The measured emissions levels of N20 and CH4 are also compared to a set of
standards developed by EPA to determine compliance.
The structure of the ABT program for heavy-duty engines is similar to the vehicle program previously
described. Each engine produced is certified to a certain set of GHG standards based on the engine's
application (either tractor or vocational vehicle use). The manufacturer must test these engines on an
engine dynamometer and measure GHG emissions (C02, N20, and CH4) over two specific operating
cycles: the transient Federal Test Procedure (FTP), and the steady-state Ramped Modal Cycle (RMC).
The C02 emissions measured over the FTP cycle are used to determine compliance if the intended
engine application is for a vocational vehicle. Similarly, if the intended application of the engine is for a
tractor, then the C02 emissions level measured over the RMC cycle is compared to the standard to
determine compliance. N20 and CH4 emissions levels are only measured over the FTP cycle and
compared to the applicable standard for each. C02 credits, generated by an engine test result that is
overachieving, relative to the standard may be used to offset any credit deficits in the same averaging
set. There are four averaging sets for heavy-duty engines, which are:
1. Light Heavy-Duty Compression Ignition (CI) (intended for use in Class 2b-5 vocational vehicles)
2. Medium Heavy-Duty CI (intended for use in Class 6-7 vocational vehicles or Class 7 tractors)
3. Heavy Heavy-Duty CI (intended for use in Class 8 vocational vehicles or tractors)
4. All Heavy-Duty Spark Ignition (SI)3
Similar to vehicles, there are different C02 standards within each averaging set for engines. The
differences in the C02 standards are based upon the intended service of the engine, that being either
for vocational or tractor use.4 The standards for N20 and CH4 are the same for all heavy-duty CI engines
regardless of averaging set or intended application.5 Any credits or deficits generated by N20 and CH4
are converted into equivalent C02 values by using specified conversion factors and included in the "Net"
C02 values presented in the following tables. The nuances of this process will be described in more
detail in Section 4 of this document.
c. Addition :diit Programs
EPA also adopted three optional C02 credit provisions in the Phase 1 rule: an early credit program, an
"off-cycle" credit program, and an advanced technology credit program.
The early credit option was for manufacturers who demonstrated that their products overachieved,
relative to the standards prior to the model year that the Phase 1 standards became effective. This
program allowed the manufacturers to certify their heavy-duty vehicles and CI engines in model year
2013, before the GHG standards became mandatory in model year 2014. As an incentive, any C02
credits generated using this option received a bonus 1.5X multiplier for model year 2013 only. Several
manufacturers took advantage of this opportunity and the summary tables for model year 2013 are also
included in the following credit summary tables.
The "off-cycle" credit program is intended to promote the development of innovative technologies that
reduce vehicle C02 emissions, but for which the benefits are not accounted for when using the GEM
3 The engines produced in the Heavy-Duty SI averaging set are not included in this report
4 See 40CFR 1036 Subpart B.
5 See 40CFR 1036 Subpart B.
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model (for vehicles) or not captured on the FTP and/or RMC test procedures (for engines). These off-
cycle credits are in addition to those credits being generated by C02 compliance (conventional credits)
as previously described.
The advanced technology credit option is intended to promote implementation of advanced
technologies, such as hybrid powertrains, engines with Rankine cycle waste heat recovery systems and
electric or fuel cell vehicles. These advanced technology (AT) credits not only have a 1.5X multiplier,
but, unlike other credits, they may be used to offset deficits in any averaging set in either the heavy-
duty vehicle or engine sectors through model year 2020. AT credits generated in model year 2021 and
later will be restricted to use only within the averaging set in which they were generated. Because of
the unique and flexible nature of these credits, they must be tracked separately from the GEM
generated "conventional" and off-cycle credits and thus are presented separately in the tables of
this report.
3. ii '! 1' I v I !•- . ;i i:y ! i!< I ! ' |Jl ! i
Model year 2014 was the first mandatory year for certifying heavy-duty vehicles to GHG standards. As
part of the certification process, manufacturers could voluntarily participate in the GHG ABT program.
Manufacturers participating in the ABT program are required to submit a report to EPA that includes
production volume information and other vehicle data needed to determine the net C02 credits
produced in each averaging set of their vehicle fleet. Manufacturers choosing to not participate in the
ABT program simply certify their entire vehicle fleet to the standards, meaning that every one of their
vehicles produced is required to meet the standard without the flexibility of the ABT program. Through
model year 2018 the following twelve manufacturers chose not to participate in the ABT program
instead choosing to produce all of their vehicles with emissions at or below the applicable averaging set
standards: Alexander Dennis, An Yuan Bus, ARBOC Specialty, BYD Auto, CHTC USA, Dennis Eagle, Green
Power Motor, Hino Motors Limited, Hino Motors Manufacturing, Irizar Sociedad, Lion Bus, and XOS
Trucks. Again, the ABT program is voluntary, and the manufacturers that chose not to participate in
model years 2014 through 2018 are in full compliance with the new GHG standards for their vehicles.
Manufacturers not using the ABT program are still required to provide EPA with an end-of-year
production volume report describing certain vehicle parameters for each vehicle produced during the
model year, as all manufacturers are required to submit.
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a. Heavy-Duty Vocational Vehicles
Table 1 presents the applicable C02 emissions standards for heavy-duty vehicles applicable for model
years 2014-20. The standards are presented for five vehicle regulatory subcategories which are:
1. Light heavy-duty (LHD) vocational vehicles (there is not a LHD tractor classification, therefore
the entire LHD subcategory consists of only vocational vehicles)
2. Medium heavy-duty (MHD) vocational vehicles
3. Heavy heavy-duty (HHD) vocational vehicles
4. MHD vocational tractors (defined in Part 1037.630)
5. HHD vocational tractors (defined in Part 1037.630)
Each of these regulatory subcategories will have a separate table later in this report detailing the credits
generated during model years 2013-18 for each manufacturer producing vehicles in this subcategory.
Table 1. Heavy Duty Vehicle GHG Emissions Standards for Model Years 2014-20.
GVWR
C02 (g/ton-mile)
C02 (g/ton-mile)
Payioad
Roof Height
Vehicle Type
(lbs)
MY 2014-16
MY 2017-20
(tons)
Useful Life
(inches)
Vocational Vehicles
LHD Class 2b-5
8,501 - 19,500
388
373
2.85
10yrs/l10,000mi 1 es
N/A
MHD Class 6-7
19,501 - 33,000
234
225
5.60
10yrs/l85,000miles
N/A
HHD Class 8
Greater than 33,000
226
222
7.50
10yrs/435,000miles
N/A
Tractors
Class 7 Low-Roof All Cabs
26,001 - 33,000
107
104
12.50
10yrs/185,000miles
120 or less
Class 7 Mid-Roof All Cabs
26,001 - 33,000
119
115
12.50
10yrs/l85,000miles
121-147
Class 7 High-Roof All Cabs
26,001 - 33,000
124
120
12.50
10yrs/185,000miles
148 or greater
Class 8 Low-Roof Day Cab
Greater than 33,000
81
80
19.00
10yrs/435,000miles
120 or less
Class 8 Low-Roof Sleeper Cab
Greater than 33,000
68
66
19.00
10yrs/435,000miles
120 or less
Class 8 Mid-Roof Day Cab
Greater than 33,000
88
86
19.00
10yrs/435,000miles
121-147
Class 8 Mid-Roof Sleeper Cab
Greater than 33,000
76
73
19.00
lOy rs/435,000miles
121-147
Class 8 High-Roof Day Cab
Greater than 33,000
92
89
19.00
10yrs/435,000miles
148 or greater
Class 8 High-Roof Sleeper Cab
Greater than 33,000
75
72
19.00
10yrs/435,000miles
148 or greater
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Presented in Table 1 are the gross vehicle weight ratings that define the appropriate averaging set for
any given vehicle. In addition, Payioad and Useful Life values are presented for each vehicle regulatory
subcategory. Payioad and Useful Life values are required in order to calculate ABT credits for a given
vehicle. Vocational tractors are included as separate regulatory subcategories in this report because
unique requirements exist for these vehicles These unique requirements reflect the unique customer
needs for vocational tractors which in turn dictate a different level of GHG performance and appropriate
GHG standard. In regards to credit generation, vocational tractors are treated the same as other
vocational vehicles.
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Equation 1 is used to calculate C02 credits in each vehicle regulatory subcategory in the subsequent
tables:
Eq. 1: Vehicle Credit Calculation
C02 credits (Mg) = (Std-FEL) X (Payload Tons) X (Volume) X (UL) X (10A-6)
Where:
STD = the emission standard associated with the specific tractor or vocational regulatory
subcategory (g/ton-mile)
FEL = the family emission limit for the vehicle subfamily as calculated by the GEM model (g/ton-
mile)
Payload Tons = the prescribed payload for each class of vehicle in tons (2.85 tons for light heavy-
duty vocational vehicles, 5.6 tons for medium heavy-duty vocational vehicles, 7.5 tons for heavy
heavy-duty vocational vehicles, 12.5 tons for medium heavy-duty tractors, and 19 tons for heavy
heavy-duty tractors)
Volume = U.S. directed production volume of the vehicle subfamily. For example, if you produce
three configurations with the same FEL, the subfamily production volume would be the sum of
the production volumes for these three configurations
UL = useful life of the vehicle (110,000 miles for light heavy-duty vehicles, 185,000 for medium
heavy-duty vehicles, and 435,000 for heavy heavy-duty vehicles). The Useful Life value for light-
heavy duty vehicles was changed as part of the Phase 2 rulemaking but is calculated using the
Phase 1 value (110,000 miles) in this report. Credits generated using the new useful life value
will be conducted at the end of model year 2020 (last year of Phase 1 program) to determine
the adjusted credit values carried forward into the Phase 2 program.
Vehicles with an agency-approved off-cycle technology receive an additional credit multiplier for each
vehicle equipped with the approved technology. These off-cycle credits are similar to the C02 credits
generated by conventional vehicles in that they can only be used within the averaging set in which they
were generated. The off-cycle credits are calculated separately from the conventional credits and are
determined based upon the additional GHG benefit achieved through the use of the of the technology
beyond the FEL established for that vehicle using the GEM model (conventional credits). Since off-cycle
credits are utilized and limited in the same ways as conventional credits, they are combined and
presented as a single credit value in this report for each regulatory subcategory of vehicles. Both
conventional and off-cycle credits have a 5-year life which means that they have to be used within five
model years after the one in which they were generated, or they will expire. Navistar was the only
heavy-duty vehicle manufacturer to generate any credits from an approved off-cycle technology through
model year 2018.
As discussed previously, hybrid vehicles with regenerative braking, vehicles equipped with Rankine-cycle
engines, electric vehicles, and fuel cell vehicles qualify to generate advanced technology (AT) credits.
These credits may be utilized differently than the conventional and off-cycle credits previously
discussed. AT credits may not only be used to offset credit deficits in the averaging set in which they
were generated (just like conventional and off-cycle credits) but may also be used to offset deficits in
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any other averaging set. This flexibility is extended to any credit deficits in the heavy-duty vehicle sector
and to the heavy-duty engine sector (this flexibility of AT credits does not extend to the Phase 2
program where beginning MY2021 and these credits will be restricted to use only in the averaging set in
which they were generated). These AT credits have a 1.5X multiplier for each credit generated.
Advanced technology credits are also calculated separately based on the additional benefit they provide
beyond the GEM calculated FEL of the vehicle. Only this extra benefit of the AT receives the 1.5X
multiplier as previously described. Five manufacturers (Blue Bird, Chanje, Gillig, Mitsubishi Fuso, and
New Flyer) generated advanced technology vehicle credits in model years 2013-18 as the following
tables will indicate. Each of these manufacturers generated these AT credits by producing electric-
powered vocational vehicles during these model years.
Tables 2-1 through 2-5 present a summary of the ABT credits generated by each vocational vehicle
manufacturer participating in the ABT program during model years 2013-18 in any of the five vocational
regulatory subcategories previously described. Manufacturer names are abbreviated versions of their
full legal names in all of the tables and text of this report. This data is for those vehicles that were not
certified on a chassis dynamometer but used only the GEM certification model. The first column of each
model year represents the combined conventional and off-cycle credits generated by each manufacturer
which were calculated using the GEM determined FEL value of CO? for each vehicle in that regulatory
subcategory. Off-cycle credits were calculated by applying the off-cycle improvement factor to the GEM
determined FEL value for additional credits for these technologies. The second column of each model
year represents the AT credits generated for each manufacturer in that regulatory subcategory which is
calculated based only on the AT improvement for each vehicle beyond the FEL determined by GEM. In
all cases, a blank cell in any column means that the manufacturer did not produce any vehicles in that
regulatory subcategory or model year.
Table 2-1. LHD Vocational Vehicles: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
8lue Bird Body
Chanje
Chrysler Group
Daimler Trucks
E-One
El Dorado
EVO Bus
Oshkosh
PACCAR, Inc.
c Corporation
Motor Home
Conventional Advance
Plus Off-Cycle Technoloi
redits Generated Credits Genei
MY 2014
Conventional Advanced
Plus Off-Cycle Technology
Plus Off-Cycle Techno
MY 2016
Conventional Advana
Plus Off-Cycle Technolt
MY 2017
Conventional Advanced
Plus Off-Cycle Technology
MY 2018
Conventional Advanced
Plus Off-Cycle Technology
169 7,072
4.385 104,606 7.598
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
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Table 2-2. MHD Vocational Vehicles: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
Autocar
Blue Bird Body
Chanje
Chrysler Group
Daimler Tracks
E-Orve
EVOBus
Kovatdi Mobile
Mitsubishi Fuso
- Coach Ind.
MY 2013
Advanced
Technology
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
15,528
1.256
MY 2015
nal Advanced
'de Technology
rated Credits Generate-
Conventional Advanced
Plus Off-Cyde Technology
Credits Generated Credits Generated
MY 2017
Conventional Advanced
Plus Off-Cyde Technology
Credits Generated Credits Generate*
MY 2018
Conventional Advanced
Plus Off-Cyde Technology
Credits Generated Credits Generated
TOTAL
Conventional Advanced
Pius Off-Cyde Technology
Credits Generated Credits Generated
405,051
0
: 003
144,357
0
1.-56
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 2-3. HHD Vocational Vehicles: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
Plus Off-Cyde Technology
Credits Generated Credits Generated
Conventional Advanced
Plus Off-Cyde Technology
:redits Generated Credits Generated
Conventional Advanced
plus off-Cycle Technology
Credits Generated Credits Generated
jnventional Advanced
us Off-Cyde Technology
Credits Generated Credits Generated
59,884
1,544.7771
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21Q01-report-tables.pdf.
Table 2-4. MHD Vocational Tractors: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
Manufactuier
MY 2013
Conventional A
Credits Generated Credh
MY 2014
Conventional Advanced
Plus Off-Cycle Technology
red ;t; Generated Credits Generated
1,355
3,163
Conventional Advanced
Plus Off-Cyde Technology
Credits Generated Credits Generated
1,272
4,188
Conventional Advanced
Plus Off-Cyde Technology
Credits Generated Credits Generate;
Conventional Advanced
Plus Off-Cyde Technology
redits Generated Credits Generated
6,671
22.546
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21Q01-report-tables.pdf.
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Table 2-5. HHD Vocational Tractors: GHG Credits (Mg C02) Generated Summary-
Model Years 2013-18.
MY 2013
Advanced
PlusOfff-Cyde Technology
Credits Generated Credits Generate*
23,163
MY 2014
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generate
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generate!
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generate!
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
MY 2018
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
18,531
40,716
124
TOTAL
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
18,531
159,470
205
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
For the most part, each manufacturer produced a positive number of conventional ABT credits in each
of the five regulatory subcategories for vocational vehicles presented in tables 2-1 through 2-5,
indicating that the manufacturers produced vocational vehicle fleets which were compliant with the
regulations in model years 2013-18. As will be observed later in this report, any credit deficit generated
in one vehicle regulatory category may be offset with vehicles produced in another category generating
positive credits as long as both are within the same averaging set. For example, the credit deficit
generated by Ford in model year 2016 with MHD vocational tractors (Table 2-4) was more than offset by
positive credits generated by Ford's MHD vocational vehicles from the same model year (Table 2-2).
The reader of this report should, however exercise caution in interpreting the data. The very purpose of
the ABT program design is to allow customers and manufacturers to find the right balance of vehicle
attributes and low GHG technologies to best serve the often unique needs of individual customer
applications while in aggregate improving the overall fleet GHG performance. As some manufacturers
may specialize in products for particular market segments with inherently different GHG performance,
their credit balance is as likely to reflect those market needs as it is to reflect anything about a
manufacturer's ability to produce low GHG technologies.
Table 3 combines all the ABT credits generated in the five individual vocational vehicle regulatory
subcategories into their appropriate averaging sets for each model year to date. As described
previously, conventional and off-cycle credits are considered similar based on their restriction of being
used only within the averaging set in which they were generated. Therefore, they are combined in
Table 3. AT credits have much more flexibility in their use and are tracked separately. Table 3 also
includes aggregate totals of all credits generated during model years 2013-18 in each averaging set for
reference. These totals are merely an aggregate total of credits generated during model years 2013-
2018 are not reflective of the current amount of banked credits available to each manufacturer for
future use.
Table 3 indicates that all manufacturers demonstrated compliance with the GHG regulations for model
years 2013-18 vocational vehicles based on the positive credit status in each averaging set for each
model year. Credits generated by manufacturers may be banked for future use and have a 5- year life (a
credit may be used for any of the five model years after the year in which it was generated). If a credit is
not utilized within the five model year period, its value expires and it is removed from a manufacturer's
available balance.
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Table 3. All Heavy-Duty Vocational Vehicles: GHG Credits (Mg C02) Generated Summary-
Model Years 2013-18.
U.C
HHD Conventions
Plus Off-Cycle
LMD Ccrr.«rt_p
73,633
211453
66409
198.807
109.170
mm
172.337
332.237
EEL
23a
m
1474
Si
54 '
47,48*
40»1
70.157
303
Wtsiibish Fuso
UZO*
186SSS
**
8.393
55.820
68.8*
".si:
61177
126
12
Si™
-
IS
4, IK
261809
TONUS
5 220,009
430,815
¦
436,507
207,671
758,03!
8,393
185,294
319,790
945.M!
123,037
395,042
1456,013 0
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documer)ts/2021-10/420r21001-report-tables.pdf.
Table 3. All Heavy-Duty Vocational Vehicles: GHG Credits (Mg C02) Generated Summary-
Model Years 2013-18, continued.
MY 2017
MY 2018
TOTA1
LHD Con
* ertor.il
MHD Conventional
HHD Conventona
Advanced
LHD Conventional
MHO Conventional
HHO Conventional
Advanced
LHD Coiwersianal
MHO Conventional
-IHD Conventional
Acvanced
Pius Of-Cycie
Pkjs Off-Cycie
PI is Off-Cycie
Tetlinolcgy
P1usOff
-------
Table 4. All Heavy-Duty Vocational Vehicles: GHG Credits (Mg C02)
Banked Summary - Through Model Year 2018.
LHD
MHD
HHD
Conventional
Conventional
Conventional
Advanced
Plus Off-Cycle
Plus Off-Cycle
Plus Off-Cycle
Technology
Manufacturer
Credit Balance
Credit Balance
Credit Balance
Credit Balance
Autocar
384
172,540
Blue Bird Body
333,550
142,187
9,308
Chanje
4,911
Chrysler Group
57,566
Daimler Trucks
732,316
1,453,620
E-One
19,953
El Dorado
26,739
EVO Bus
6,332
Ferrara Fire
2,017
Ford Motor
506,148
405,159
6,123
General Motors
110,424
Gillig LLC
1,003
130,376
4,131
Isuzu Motors
253,260
7,625
Kovatch Mobile
8,983
Mitsubishi Fuso
8,217
7,072
Motor Coach Ind.
107,777
Navistar, Inc.
409,648
311,017
453
New Flyer
584
107,701
187,700
Oshkosh
59,884
PACCAR, Inc.
439
141,261
1,748,897
Terex Corporation
24,054
Tiffin Motor Homes
1,256
17,180
Van Hool
57,903
Volvo Group
1,219,878
TOTALS
936,054
2,032,786
5,623,161
213,575
View this table at a larger text size by visiting:
https://www.epa.gov/svstem/files/documents/2021-10/42Qr21001-report-tables.pdf.
12
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b. Heavy-Duty Combination Tractors
A similar summary format is used in this section to describe the heavy-duty tractor sector as was used
for the vocational vehicle sector. Table 5 presents the C02 emissions standards for heavy-duty tractors
applicable for model years 2014-20. The standards are presented for the nine tractor regulatory
subcategories. Each regulatory subcategory has a separate table in this section detailing the credits
generated during model years 2013-18 for each manufacturer active in the subcategory. All Class 7
tractors fall in the MHD averaging set and all the Class 8 tractors fall in the HHD averaging set in the
following tables. In addition to the C02 standard for each tractor subcategory, the table also contains
payload and useful life data that is used in the ABT credit calculations for this sector. The roof height
data is not relevant to credit calculations but is presented as a reference for the reader.
Table 5. Heavy-Duty Vehicle GHG Emissions Standards for Model Years 2014-20.
GVWR
C02 (g/ton-mile)
C02 (g/ton-mile)
Payload
Roof Height
Vehicle Type
(lbs)
MY 2014-16
MY 2017-20
(tons)
Useful Life
(inches)
Vocational Vehicles
LHD Class 2b-5
8,501-19,500
388
373
2.85
10yrs/l10,000miles
N/A
MHD Class 6-7
19,501 - 33,000
234
225
5.60
10yrs/185,000miles
N/A
HHD Class 8
Greater than 33,000
226
222
7.50
10yrs/435,000miles
N/A
Tractors
Class 7 Low-Roof All Cabs
26,001 - 33,000
107
104
12.50
lOyrs/185,000miles
120 or less
Class 7 Mid-Roof All Cabs
26,001 - 33,000
119
115
12.50
lOyrs/185,000mil es
121-147
Class 7 High-Roof All Cabs
26,001 - 33,000
124
120
12.50
10yrs/185,000miles
148 or greater
Class 8 Low-Roof Day Cab
Greater than 33,000
81
80
19.00
lOyrs/435,000mi 1 es
120 or less
Class 8 Low-Roof Sleeper Cab
Greater than 33,000
68
66
19.00
10yrs/435,000miles
120 or less
Class 8 Mid-Roof Day Cab
Greater than 33,000
88
86
19.00
10yrs/435,000miles
121-147
Class 8 Mid-Roof Sleeper Cab
Greater than 33,000
76
73
19.00
10yrs/435,000miles
121-147
Class 8 High-Roof Day Cab
Greater than 33,000
92
89
19.00
10yrs/435,000miles
148 or greater
Class 8 High-Roof Sleeper Cab
Greater than 33,000
75
72
19.00
10yrs/435,000miles
148 or greater
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Tables 6-1 through 6-9 present a summary of the ABT credits generated by each tractor manufacturer
participating in the ABT program in model years 2013-18 in each of the nine tractor regulatory
subcategories. All of these vehicles were certified using the GEM model. The layout of these tables is
similar to those presented for vocational vehicles. The first column represents the conventional plus off-
cycle credits generated by each manufacturer, which were calculated using the GEM-determined C02
FEL value for each vehicle in that regulatory subcategory. There are only four manufacturers that certify
tractors, and each of these four manufacturers is participating in the ABT credit program. Only Navistar
produced tractors that generated any off-cycle credits included in the following tables. There were no
tractors produced generating any AT credits since the inception of this program (from model years 2013
through 2018). As was the case before, a blank cell in any column means that the manufacturer did not
produce any vehicles in that regulatory subcategory during the applicable model year.
13
-------
Table 6-1. MHD Tractors - Class 7 Low-Roof All Cabs: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
MY 2014
MY 2015
TOTAL
Plus Off-Cycle Technology
-2,720
Conventional Advanced
Plus Off-Cycle Technology
918
Conventional Advanced
Plus Off-Cyde Technology
241
Conventional Advanced
Plus Off-Cycle Technology
81
458
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
-217
Conventional Advanced
Plus Off-Cyde Technology
Credits Generated Credits Generated
99
1,004
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
-1,598 0
5,320; 0
32
-25
698:
160
-155
710 0
-310 0
950 0
727 0
1,237 0
880 0
948 0
4,432 0
Group
TOTALS
View this table at a larger text size by visiting: https://www.epa.gov/system/files/
documents/2021-10/420r21001-report-tables.pdf.
Table 6-2. MHD Tractors - Class 7 Mid-Roof Ail Cabs; GHG Credits (Mg C02) Generated Summary-
Model Years 2013-18.
PACCAR, Inc.
Group
TOTALS
MY 2013
Conventional A
Plus Off-Cycle Te
Credits Generated Credit
7,219 i
MY 2014
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generate!
11,056
MY 2015
Conventional Advance
Plus Off-Cycle Tech nolo
Credits Generated Credits Gene
10,656
MY 2016
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generate:
12,076
MY 2017
Conventional Advance
Plus Off-Cycle Technolo
Credits Generated Credits Gene
5.S4S
Plus Off-Cycle Technology
Credits Generated Credits Generated
51.996 I
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/42Qr21001-report-tables.pdf.
Table 6-3. MHD Tractors - Class 7 High-Roof All Cabs: GHG Credits (Mg C02) Generated Summary •
Model Years 2013-18.
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 6-4. HHD Tractors - Class 8 Low-Roof Day Cabs: GHG Credits (Mg C02) Generated Summary-
Model Years 2013-18.
MY 2013
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generate)
-21,423]
29,780
us Off-Cycle Technology
lies Generated Credits Generatec
33,72l|
MY 2015
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
10,521
8,637
63,136
MY 2016
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generate
31,539
9,0011
83.9311
31,655
156,126
jnventional Advanced
lis Off-Cycle Technology
its Generated Credits Generate
MY 2018
Plus Off-Cycle Technology
Credits Generated Credits Generatei
58,599;
30,531
187,144
Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
162.712
105,678
473,7411
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21Q01-report-tables.pdf.
Table 6-5. HHD Tractors - Class 8 Mid-Roof Day Cabs: GHG Credits (Mg C02) Generated Summary-
Model Years 2013-18.
MY 2013
Conventional Advanced
Plus Off-Cycle Technology
MY 2014
Conventional Advanced
Plus Off-Cycle Technology
MY 2015
Conventional Advanced
Plus Off-Cycle Technology
87,196
1,529
88.725
MY 2016
Conventional A
Plus Off-Cycle Tt
MY 2017
nal Advanced
us Off-Cycle Technology
63.5bb
Y 2018
Phis Off-Cycle Technology
Zredits Generated Credits Generatei
103,040
1,4881
TOTAL
Conventional Advanced
Plus Off-Cycle Technology
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21Q01-report-tables.pdf.
14
-------
Table 6-6. HHD Tractors - Class 8 High-Roof Day Cabs: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
MY 2014
us Off-Cycle Technc
its Generated Ci
284,531,
MY 2016
snventional Advanced
us Off-Cycle Technology
its Generated Ci
520,976
234,544
lis Off-Cycle Technology
its Generated Credits Generated
364,288
154,448
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documer)ts/2021-10/420r21001-report-tables.pdf.
Table 6-7. HHD Tractors - Class 8 Low-Roof Sleeper Cabs: GHG Credits (Mg C02) Generated Summary
Model Years 2013-18.
Plus Off-Cycle Technology
Credits Generated Credits Generate!
-31,746
-6.662
-12,4221
-50,830
js Off-Cycle Technology
its Generated Credits Generated
-56 226
-5,736
-110,230
Plus Off-Cycle Technology
Credits Generated Credits Generated
-6,7531
-2,190
-51,375
-277,761,
-53,175
-523,365
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 6-8. HHD Tractors - Class 8 Mid-Roof Sleeper Cabs: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
MY 2013
MY 2014
MY 2015
MY 2016
MY 2017
MY 2018
TOTAl
Daimler Trucks
PACCAR, Inc.
Plus Off-Cycle
Credits Generated
-169.077
Technology
Credits Generated
Plus Off-Cycte
Credits Generated
-74,550
-14,513
Technology
Plus Off-Cycle
Credits Generated
-79.790
-43,813
-225,237
Technology
Plus Off-Cycle
-112,197
-35,317
-239,495
Technology
Credits Generated
Plus Off-Cycle
-26,886
-180,970
Technology
Plus Off-Cycle Technology
Credits Generated Credits Generated
-94,287
-27,382
-212,551
Phis Off-Cycle
Credits Generated
-624,172
-133,398
-872,766
-197,731
Technology
a
:
TOTALS
-169,077
-126,561 0
-396.372
0
-437,186
0
-331,459
0
-367,412 0
-1,828,067
0
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 6-9. HHD Tractors - Class 8 High-Roof Sleeper Cabs: GHG Credits (Mg C02) Generated
Summary - Model Years 2013-18.
MY 2013
Conventional Advanced
Plus Off-Cycle Technology
MY 2014
Plus Off-Cycle Technology
879,024
Conventional
Plus Off-Cycle
877,908
326,906
202,484
244.933
1,652,231
Advanced
Technology
MY 2016
Conventional Advanced
Plus Off-Cycle Technology
1,669,315
283,242
532.340
675,812
3,160,709
MY 2017
Conventional Advanced
Plus Off-Cycle Technology
612,114:
78,889
255,298;
173,053
1.119,354
Conventional
Plus Off-Cycle
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
As is allowed under the ABT program, some of these regulatory subcategories display a credit (or
compliance) deficit for a given manufacturer and model year. These deficits are summarized in the
appropriate averaging set regardless of the regulatory subcategory in which they were produced. A
manufacturer's compliance determination is made at each averaging set. For example, the credit
deficits generated by each manufacturer in the Class 8 Mid-Roof Sleeper Cabs subcategory (Table 6-8)
can be offset by the positive credits generated in the Class 8 High-Roof Sleeper Cabs subcategory (Table
6-9) or any other HHD vehicle subcategory. Taking this one step farther, the credits generated in each
15
-------
averaging set in the tractor sector will also get combined with the respective averaging set credits
generated in the vocational vehicle sector in the subsequent section of this report.
Table 7 combines all the credits generated in the individual tractor subcategories from Tables 6-1
through 6-9 into their appropriate averaging sets. As previously described, conventional and off-cycle
credits are considered similar based on the restriction of applicability only within the averaging set in
which they were generated, so they are combined in Table 7. AT credits have much more flexibility in
their use and are kept separate in Table 7, summarizing ali tractors through model year 2018. This table
shows that PACCAR created a credit deficit in the MHD averaging set in the tractor sector only during
multiple model years. As the next section will show, PACCAR is still compliant for these model years in
the MHD vehicle averaging set because these credits still need to be combined with those generated in
the vocational vehicle sector for each averaging set (again compliance to the standards is done on the
averaging set level for all vehicles produced in that averaging set). The other three manufacturers show
compliance to the tractor GHG regulations for each model year based on the positive credit generation
in each tractor averaging set.
Table 7. All Heavy-Duty Tractors: GHG Credits (Mg C02) Generated Summary - Model Years 2013-18.
Manufacturer
ler Trucks
tar, Inc.
PACCAR, Inc.
TOTALS
MHD Conventional
Plus Off-Cycle
Credits Generated
41,927
2,806i
MY 2013
HHD Conventional Advanced
Plus Off-Cycle Technology
Credits Generated Credits Generated
1,065,999
MY 2014
MHD Conventional HHD Conventional Advanced
Plus Off-Cyde PlusOff-Cyde Technology
Credits Generated Credits Generated Credits Generated
61,383' 1,174,142
23
-4,885
34,829
1.204,086
MHD Conventional
Plus Off-Cycle
Credits Generated
49,870:
7,021
MY 2015
HHD Conventional
Plus Off-Cycle
Credits Generated
1,252,2721
449.996
10,042
426,747
2.139.057
Advanced
Technology
Credits Generated
MHD Conventional
Plus Off-Cycle
Credits Generated
62,523)
16,091
-382
MY 2016
HHD Conventional
Plus Off-Cyde
Credits Generated
2,178,8601
487,643
397,9171
1,081,938
4,146,358
Advanced
Technology
Credits Generated
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 7. All Heavy-Duty Tractors: GHG Credits (Mg C02) Generated Summary - Model Years 2013-18,
continued.
MY 2017
MY 2018
TOTAL
MHD Conventional
HHD Conventional
Advanced
MHD Conventional
HHD Conventional
Advanced
MHD Conventional
HHD Conventional
Advanced
Plus Off-Cyde
Plus Off-Cycle
Technology
Plus Off-Cyde
Plus Off-Cyde
Technology
Plus Off-Cyde
Plus Off-Cyde
Technology
Manufacturer
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
DaimlerTrucks
38,728
944,400
66,919
1,036,547
321,350
7,652,220
0
Navistar, Inc.
11,789
253,446
6,227
304,548
43,934
1,705,227
0
PACCAR, Inc.
-3,182
299,416
-1,882
347,774
-5,018! 1,050,264
0
Volvo Group
459,823
452,807
0
2,456,144
0
TOTALS
47.335
1,957,085
0
71,264
2,141,676
0
360,266
12,863,855
0
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 8 presents the banked credit balances for each tractor manufacturer in each of the two applicable
averaging sets at the conclusion of model year 2018. Similar to Table 4 for vocational vehicles, Table 8
for tractors was generated by adding the credits generated from each model year in each averaging set
for model years 2013 through 2018 while removing the unused expired credits generated in model year
2013. Appendix A at the end of this report presents a more detailed breakdown of each of these credit
calculations for each model year that resulted in a change of these banked credits. In addition,
Appendix B contains links to embedded spreadsheets for each manufacturer participating in the ABT
program that details all credit activity related to the generated credits for each model year to date.
These detailed spreadsheets summarize any credit activity involving such transactions as credit trades,
expired credits, corrections, etc. In summary, there are no C02 deficits in any tractor averaging set in
16
-------
Table 8, thus showing full compliance to the Phase 1 GHG tractor vehicle regulations for each
manufacturer participating in the ABT program through model year 2018.
Table 8. All Heavy-Duty Tractors: GHG Credits (Mg C02)
Banked Summary - Through Model Year 2018.
MHD
HHD
Conventional
Conventional
Advanced
Plus Off-Cycle
Plus Off-Cycle
Technology
Manufacturer
Credit Balance
Credit Balance
Credit Balance
Daimler Trucks
279,423
6,586,221
0
Navistar, Inc.
41,128
1,495,633
0
PACCAR, Inc.
428
1,055,149
0
Volvo Group
2,456,144
0
TOTALS
320,979
11,593,147
0
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
c. Heavy-Duty Vehicle Compliance Summary
Table 9 presents a comprehensive summary of credits earned in model years 2013-18 in each of the
three heavy-duty vehicle averaging sets that can be carried over to subsequent model years for use.
This table was generated by adding the credits earned in each averaging set in the vocational vehicle
sector (Table 3) to those earned in the tractor sector (Table 7) for each model year. AT credits are again
tracked separately due to their flexibility of use in future model years. It is at the averaging set level that
any deficits need to be offset by using previous model year credits. If no positive credits are available
from the previous model years in the appropriate averaging set, a manufacturer must reconcile any
deficit within three model years from the model year in which the deficit was generated as described in
Part 1037.745.
Table 9. Heavy-Duty Vehicles Averaging Set Summary: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
MY 2013
MY2014
MY
015
WusOfrCyde
P!u!CW-C,ce
Plu:OR-C,Oe
Ttdmdosy
KvOtKyd.«
PlusOfKytfe
fusOfKyde
PlusO»Cyde
PkoOfhCyde
PlusOfKyde
TWinfflogy
PteO«-Cy
-------
Table 9. Heavy-Duty Vehicles Averaging Set Summary: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18, continued.
B-ue fere Body
Chanje
Chry s'>er Group
DsirrJer Trucks
E-One
El Dorado
EVOBu!
&iiig LLC
Isuxu Motors
Kovatdi Mobile
Mitsubishi Fuso
Motor Coach bid.
Ti'Fi Motor Homes
M«017
LHD Con ventonat MHD Conventional HHD Com>er«onal Advanced
PSusOfF-Cyde Plus OfF-Cyde PtusOfWyde Technology
Credits Goieratee Credits Generated Credrts Generated Credits Gene-alec
70911
43,559
3.561
34.142
1.300.202
5.667
2.SS3
1.390
1456
2,740
28.570
5 338
31.343
674,829
3,149,345
1.367.831
10,019
6.450
36.657
2.643
26.560
745.058
597,259 3,717,463
LHD Convention al MHD Conventiora I
PlusOff-Cyde Plus Orf-Cyde
Credits Generated O
506.148
110.424
HHD Conventional
PlusOff-Cytie
172,540
142,187
9.316,893
19.953
26 ^39
6 331
2,017
6.12
2.836,854
24 054
17,180
57,903
3.676,022
18,922,716
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/docunnents/2021-10/420r21001-report-tables.pdf.
Based on the positive credit totals for each manufacturer in each of the averaging sets for each model
year, compliance to the Phase 1 GHG regulations for the entire heavy-duty vehicle industry occurred. If
a deficit credit situation had appeared in any averaging sets in Table 9, this deficit would need to be
remedied first with any banked credits carried forward from previous model years or within the next
three model years in order to show compliance with the Phase I GHG program.
Table 10 presents the banked credit balances for each manufacturer in the three heavy-duty vehicle
averaging sets after the conclusion of model year 2018. All the manufacturers participating in the ABT
program carry positive credit balances in all the averaging sets at the conclusion of model year 2018
thus showing all manufacturers are compliant with the Phase 1 GHG heavy-duty vehicle standards
through the first five mandatory years of the program (model years 2014-2018). For a more detailed
analysis on how these banked credit values were determined, please look to the embedded
spreadsheets in Appendix B that summarize all credit activities for each manufacturer individually for
model years 2013-18.
18
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Table 10. Heavy-Duty Vehicles Averaging Set Summary; GHG Credits
(Mg C02) Banked Summary-Through Model Year 2018.
LHD
MHD
HHD
Conventional
Plus Off-Cycle
Credit Balance
Conventional
Plus Off-Cycle
Credit Balance
Conventional
Plus Off-Cycle
Credit Balance
Advanced
Technology
Credit Balance
Manufacturer
Autocar
Blue Bird Body
384
333,550
172,540
142,187
9,308
Chanje
4,911
Chrysler Group
Daimler Trucks
E-One
El Dorado
57,566
1,011,739
8,039,841
19,953
26,739
EVO Bus
Ferrara Fire
Ford Motor
General Motors
Gillig LLC
506,148
110,424
405,159
1,003
6,332
2,017
6,123
130,376
4,131
Isuzu Motors
Kovatch Mobile
Mitsubishi Fuso
253,260
8,217
7,625
8,983
7,072
Motor Coach Ind.
Navistar, Inc.
New Flyer
450,776
584
107,777
1,806,650
107,701
453
187,700
Oshkosh
PACCAR, Inc.
439
141,689
59,884
2,804,046
Terex Corporation
24,054
Tiffin Motor Homes
Van Hool
Volvo Group
1,256
17,180
57,903
3,676,022
TOTALS
936,054
2,353,765
17,216,308
213,575
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documer)ts/2021-10/420r21001-report-tables.pdf.
4. Model Year 2018 Heavy-Duty Compression Ignition (CI)
Engine Compliance
The new GHG requirements in the heavy-duty compression ignition (CI) engine sector are very similar to
those already discussed in the heavy-duty vehicle sector. Model year 2014 was also the first mandatory
year for certifying heavy-duty CI engines to GHG standards. Manufacturers could also voluntarily
participate in a GHG ABT program which required them to submit the same two reports as the vehicle
manufacturers listed in Table 10. The ABT report submitted by the engine manufacturers would allow
19
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the determination of credits generated in each averaging set as well as determining the intended
application of each engine as equipped in either a vocational vehicle or a tractor. If a manufacturer
chose not to participate in the ABT program, they were still required to provide an end-of-year
production volume report down to individual engine serial number. Of the ten on-highway CI engine
manufacturers certifying their products with EPA during the model years 2013-2018, two manufacturers
chose not to participate in the GHG ABT program (Hino Motors and General Motors). This means that
each of their engine products had GHG performance at, or below, the applicable fleet average standard
for the regulatory category, and hence, all of their products are compliant with the applicable model
year GHG standards without the use of the ABT provisions.
The following formula is used to calculate C02 credits in each engine averaging set in the subsequent
tables:
C02 credits (Mg) = (Std-FCL) X (CF) X (Volume) X (UL) X (10A-6)
Where:
STD = the emission standard in g/hp-hr
FCL = the family compliance limit for the engine family in g/hp-hr measured over the transient
test cycle for vocational engines or the RMC for tractor engines rounded to the same decimal
places as the emission standard
CF = a transient cycle conversion factor (hp-hr/mile) calculated by dividing the total (integrated)
horsepower-hours over the duty cycle (average of either vocational or tractor engine
configurations weighted by their production volumes) by 6.5 miles for compression ignition
engines. This represents the average work performed by the vocational/tractor engine in the
family over the mileage represented by operation over the appropriate duty cycle.
Volume = the number of engines eligible to participate in the ABT program with the given
engine family during the model year.
UL = useful life for the given engine family in miles (110,000 miles for light heavy-duty engines,
185,000 for medium heavy-duty engines, and 435,000 for heavy heavy-duty engines). Similar to
HD vehicles, the useful life for light heavy-duty engines has also been changed to 150,000 miles
starting in model year 2021. The credits presented in this report were calculated using the
original value of 110,000 mile applicable for Phase 1 and will be adjusted at the conclusion of
model year 2020 for carry over into Phase 2.
Table 11 presents the applicable C02 emissions standards for heavy-duty CI engines applicable for model
years 2014-20. The standards are presented for five regulatory subcategories which are:
1. Light Heavy-Duty (LHD) Total (there is not a LHD tractor classification, so vocational application
represents the total in the LHD averaging set)
2. Medium Heavy-Duty (MHD) with Vocational Application
3. Medium Heavy-Duty (MHD) with Tractor Application
4. Heavy Heavy-Duty (HHD) with Vocational Application
5. Heavy Heavy-Duty (HHD) with Tractor Application
20
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Table 11. Heavy-Duty Engine GHG Emissions Standards for Model Years 2014-20.
Model Years 2014-16
Model Years 2017-20
LHD CI
MHD CI
HHD CI
LHD CI
MHD CI
HHD CI
GHG Emissions MY2014-16 Vocational
Carbon Dioxide C02
600
600
567
576
576
555
Nitrous Oxide N20
0.10
0.10
0.10
0.10
0.10
0.10
Methane CH4
0.10
0.10
0.10
0.10
0.10
0.10
Test Cycle Required for C02 (FTP or RMC)
FTP
FTP
FTP
FTP
FTP
FTP
GHG Emissions MY2014-16 Tractors
Carbon Dioxide C02
N/A
502
475
N/A
487
460
Nitrous Oxide N20
N/A
0.10
0.10
N/A
0.10
0.10
Methane CH4
N/A
0.10
0.10
N/A
0.10
0.10
Test Cycle Required for C02 (FTP or RMC)
N/A
RMC
RMC
N/A
RMC
RMC
Other Relevant Info
Vehicle Class
Class 2b-5
Class 6-7
Class 8
Class 2b-5
Class 6-7
Class 8
GVWR (lbs)
Less than 19,501
19,501 - 33,000
Greater than 33,000
Less than 19,501
19,501 - 33,000
Greater than 33,000
Useful Life (miles)
110,000
185,000
435,000
110,000
185,000
435,000
Test Cycle Required for N20 and CH4 measurement is always FTP regardless of vocational or tractor application
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Similar to the heavy-duty vehicle sector, engines with an agency-approved off-cycle technology receive
an additional credit multiplier for each engine equipped with the technology.6 These off-cycle credits
are similar to C02 credits generated by conventional engines in that they can only be used within the
averaging set in which they were generated. These off-cycle credits are calculated separately from
conventional credits and are determined by the incremental GHG benefit the technology contributes
beyond the FCL established for that engine using the engine dynamometer certification testing
procedure. Since these off-cycle credits are similar to conventional credits in how they can be used,
they are presented together in this report for each regulatory subcategory of CI engines. Both
conventional and off-cycle credits have a 5-year life similar to the vehicle sector which means that they
have to be used within five model years after the one in which they were generated, or they will expire.
There were no off-cycle credits generated by any heavy-duty CI engine manufacturer during model years
2013 through 2018, so the credit values presented in the following tables were "conventional only" for
every model year.
Similar to the provision described in the heavy-duty vehicle sector, AT credits can also be generated in
the heavy-duty engine sector. A manufacturer can generate AT credits for hybrid powertrains that
include energy storage systems and regenerative braking (including regenerative engine braking) and for
engines that include Rankine-cycle (or other bottoming cycle) exhaust energy recovery systems. There
were no engines certified that generated AT credits in model years 2013 through 2018, so the tables
displaying engine credit information will not contain columns for those credits as they are all zero.
Tables 12-1 through 12-3 summarize the model year 2013-18 credits generated for each manufacturer
in the heavy-duty CI engine sector that certified using an engine dynamometer. Heavy-duty engines
installed in chassis certified vehicles are not included in this report. The credits produced in each
averaging set (LHD, MHD, and HHD) are presented separately as well as being further broken down by
the intended application of the engine as either tractor or vocational (again all LHD engines are
considered vocational only engines, so no tractor engine credits are applicable). Although spark ignited
6 See 40CFR 1036.610
21
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(SI) engines are a separate averaging set in the heavy-duty sector, these engines are not included in this
report. There were also no off-cycle or advanced technology credits generated to date, so only
conventional engine credits are presented in the following tables. As was the case before, a blank cell in
any column means that the manufacturer did not produce any engines in that regulatory subcategory
for each model year.
Table 12-1. LHD CI Engine Averaging Set: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
MY 2013
MY2014
MY 2015
MY2016
MY2017
MY201B
TOTAL
Vocational Engine
Vocational Engine
Vocational Engine
Vocational Engine
Vocational Engine
Vocational Engine
Vocational Engine
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
NetCQ2
NetC02
Met C02
NetC02
NetCQ2
Net 002
NetC02
Manufacturer
Cummins inc
0
Detroit Diesel
0
Ford Motor
252,236
217,062
161,215
11.289
9,.003
650,805
FPT Powertrain
1,215
6,-?Z
-456
7,251
Isuzu Motors
56,886
54,534
111,420
Navistar, Inc.
-681
-631
PACCAR, (IK.
0
Volvo Group
0
TOTALS
0
252,770
273,948
222.241
10,833
9,003
768,795
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 12-2. MHD CI Engine Averaging Set: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
Credits Generated
Credits Generated Credits Generated
Credits Generated Credits Ge
Credits Generated Credits Generated
Crafts Generated
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
Table 12-3. HHD CI Engine Averaging Set: GHG Credits (Mg C02) Generated Summary -
Model Years 2013-18.
aim Motors
lavistar, loc.
PACCAR, Inc.
Tractor Engine
Credits Generate'
Net C02
Vocational Engine Tractor Engine
Credits Generated Credits Generati
Net C02 Net C02
326,065
409,923
1,981,494
Vocational Engine
Credits Generated
Net C02
158,828
537,598:
1,176,895
Credits Generati
NetC02
718,430
399,166
1,189.005
71,794
467,712
183,333
MY2017
Vocational Engine Tractor Engine
Credits Generated Credits Generate
Net C02 Net C02
53,616:
730,166;
682,271;
Vocational Engit
Credits Generate
Net C02
113,836
875,172
604,416
2,593,272
567,517-
3,187,431S
3,272,671
12,501,418
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21Q01-report-tables.pdf.
There are a few additional requirements for determining a C02 credit value in the heavy-duty engine
sector that were not present in the vehicle sector. The first requirement is that C02 is not the only GHG
pollutant for which a manufacturer is required to meet a standard for certification (as viewed in Table
11). Nitrous oxide (N20) and methane (CH4) are also required to be measured during the official
22
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emissions testing in addition to C02. N20 and CH4 credit deficits for one engine family need to be offset
by C02 credits generated by the same or another family within the same averaging set. Any credit
deficit from N20 or CH4 is converted into an equivalent C02 value using the Global Warming Potential
(GWP) value for either pollutant. N20 has a GWP value of 298, meaning that a 1 Mg N20 deficit needs to
be offset by 298 Mg of C02 credits. Similarly, the GWP value for CH4 is 25 (this value changes to 34
beginning in model year 2021), and these deficits also need to be offset by equivalent C02 credits. One
additional regulatory option from previous model years was the possibility of generating additional C02
credits when certifying to N20 levels below 0.04 g/hp-hr during model years 2014-2016 only. Beginning
in model year 2017, C02 credits can no longer be generated from N20 over compliance. However, N20
deficits can still be offset using C02 credits in 2017 and future years. Methane has no option for
generating credits. Similar to N20, CH4 deficits can be offset with equivalent C02 credits. The credit
values presented in Table 12 are "Net C02" credits which means that any N20 and CH4 deficits have
already been accounted for in the credit calculations. Again, there were no off-cycle or AT credits
generated for any engine manufacturer in model years 2013 through 2018.
In certain instances presented in Tables 12-1 through 12-3, a manufacturer ran a deficit in either tractor
or vocational engine regulatory category as allowed under the program. These deficits would first be
offset using any available credits generated in either the vocational or tractor category first within the
same model year. If the available credits were not enough to offset the deficit, banked credits from a
previous model year would need to be used.
Table 13 summarizes the credits generated in model years 2013-18 for each manufacturer in each of the
averaging sets because the regulations regarding ABT credit generation do not differentiate between
tractor or vocational vehicle application. Table 13 was generated by summing vocational and tractor
credits generated from each individual model year in each averaging set for model years 2013 through
2018. There were a few cases in which a manufacturer generated a deficit in an averaging set which is
allowable. In each of these cases, the deficit was offset by using banked credits from a previous model
year. One example of note is that of the deficits in both the LHD and MHD engine averaging sets
generated in model year 2014 by Navistar. As presented in the table, there were no credits available to
Navistar to offset these deficits at the time. In this case Navistar demonstrated compliance by using
advanced technology credits generated in model year 2014 from the heavy-duty vehicle sector
(specifically LHD category) to offset both of these deficits. In the other two cases where a manufacturer
ran a deficit (Cummins and FPT Powertrain), these deficits were offset by just using banked engine
credits available to them from a previous model year.
Table 13. All Heavy-Duty Ci Engines - Averaging Set Summary: GHG Credits (Mg C02) Generated
Summary - Model Years 2013-18.
MY 2013
MY2014
MY 2015
MY2016
LHD
MHD
HHD
LHD
MHD
HHD
LHD
MHD
HHD
LHD
MHD
HHD
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Net C02
Net C02
Net C02
Net0O2
Net C02
Net C02
Net C02
NetC02
Net C02
Net C02
NetC02
NetC02
Manufacturer
Cummins Inc.
2,468,701
2,806,935
3,454,701
3,662,352
4,149,247
2,081,419
747,224
-1,405,755
Detroit Diesel
1,678,458
2,654.505
2,998,467
1,004,875
Ford Motor
252,236
217,062
161,215
24,471
FPT Powertrain
1,215
6,492
Isuzu Motors
56,886
54,534
Navistar, Inc.
-681
-7,259
77,556
82,980
163,062
70,012
116,116
PACCAR, Inc.
360,491
605,261
790,224
Volvo Group
1,244,273
1,787,188
866,878
TOTALS
0
2,468,701
4,485,393
252.770
3,447,442
7,999,177
273,948
4.232.227
7.635.397
222,241
841,707
1,372,338
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
23
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Table 13. All Heavy-Duty CI Engines - Averaging Set Summary: GHG Credits (Mg C02)
Generated Summary - Model Years 2013-18, continued.
MY2017
MY2018
TOTAL
LHD
MHD
HHD
LHD
MHD
HHD
LHD
MHD
HHD
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Credits Generated
Net C02
Net C02
Net C02
Net C02
Net C02
Net C02
Net C02
Net C02
Net C02
Manufacturer
Cummins Inc.
2,312,962
272,935
2,054,894
183,574
0
15,187,729
7,601,460
Detroit Diesel
19,499
1,184,486
54,677
1,635,297
0
74,176
11,156,088
Ford Motor
11,289
15,708
9,003
17,924
650,805
58,103
0
FPT Powertrain
-456
7,251
0
0
Isuzu Motors
111,420
0
0
Navistar, Inc.
1,752
56,630
172,755
-681
147,485
586,119
PACCAR, Inc.
763,278
922,407
0
0
3,441,661
Volvo Group
243,324
401,970
0
0
4,543,633
TOTALS
10,833
2,349,921
2,520,653
9,003
2,127,495
3,316,003
768,795
15,467,493
27,328,961
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/docunnents/2021-10/420r21001-report-tables.pdf.
In the event any other activity occurred with credits generated (i.e. error corrections, etc.), Appendix A
at the end of this report presents a list of such activity plus other notes effecting credit generation and
use for each model year that resulted in a change of any banked credits. In addition, Appendix B
contains links to embedded spreadsheets for each manufacturer participating in the ABT program that
details any credit activity to the generated credits for each model year to date. These detailed
spreadsheets summarize all credit activity involving such transactions as credit trades, expired credits,
error corrections, etc.
Table 14 presents the cumulative credit balances (banked credits) for each engine manufacturer in each
of the three averaging sets at the conclusion of model year 2018. There are no deficits in any averaging
set of Table 14 showing that all manufacturers were able to comply with the Phase 1 GHG heavy-duty CI
engine standards for the first five years of mandatory certification to these standards (model years 2014
through 2018). All engine manufacturers show a strong credit balance for use in compliance to the GHG
standards for future model years.
Table 14. All Heavy-Duty CI Engines - Averaging Set Summary:
GHG Credits (Mg C02) Banked Summary - Through Model Year 2018.
Advanced
LHD
MHD
HHD
Technology
Credit Balance
Credit Balance
Credit Balance
Credit Balance
Net C02
Net CO 2
Net C02
Net C02
Manufacturer
Cummins Inc.
12,719,028
4,424,922
Detroit Diesel
74,176
9,477,630
Ford Motor
650,805
58,103
FPT Powertrain
7,251
Isuzu Motors
111,420
Navistar, Inc.
154,744
586,119
PACCAR, Inc.
3,441,436
Volvo Group
4,543,633
TOTALS
769,476
13,006,051
22,473,740
0
View this table at a larger text size by visiting:
https://www.epa.gov/system/files/documents/2021-10/420r21001-report-tables.pdf.
24
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5. Conclusions
As indicated previously, the success of the heavy-duty GHG program as documented in the pages of this
report has been measured in the industry's ability to create the systems and processes necessary to
demonstrate compliance with the program, improve their products to lower their GHG emissions and
fuel consumption, as well as to document through submission of reports that that the fleet of vehicles
they produced complies with the aggregated fleet standards. It is a significant accomplishment that the
entire industry was able to implement and begin complying with this program and has demonstrated
through their reporting that GHG emissions have been reduced to such an extent that all manufacturers
are compliant and most have created significant credit banks reflecting better overall fleet performance
than the agencies originally projected in setting up the program.
This report documents that all manufacturers are not merely compliant, but that all manufacturers have
generated a positive banked credit balance through model year 2018 in each of the three averaging sets
for vehicles. This clearly demonstrates full compliance with the new standards that became mandatory
in model year 2014 (summarized in Table 10 Section 3 of this report). Similarly, all heavy-duty engine
manufacturers also show full compliance through model year 2018 with the engine GHG standards
(summarized in Table 14 Section 3 of this report).
25
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Appendix A: Credit Activity 1 /In i -I"! .1
Optic in II I ill I l dell i ~ ii 1 ~ IIII 5avy-IDuty Vehicle and CI II n/ine Summary
EPA's Phase 1 GHG program allows manufacturers to certify their vehicles to the Phase 1 GHG standards
a model year early to earn additional credits. As an incentive, the credits that were generated from
early certification are multiplied by XI.5, for the 2013 model year only. Three vehicle manufacturers
(Daimler Trucks, Navistar, and PACCAR) chose to utilize this option, generating early credits in model
year 2013. The credits generated by these manufacturers in model year 2013 were carried forward to
subsequent model years for use. There were no vehicles certified in model year 2013 that generated
either IT or AT credits.
One requirement for utilizing this early certification option was that a manufacturer must certify their
entire product line within a regulatory subcategory so that they could not just pick the credit generating
vehicles/engines within a subcategory for certification. Similarly, as previously described, these credit
totals for each regulatory subcategory were then combined at the averaging set level. The only
difference at this point regarding early model year 2013 certification is that any averaging set resulting
in a credit deficit would be reset to zero as the regulations state that a manufacturer can't generate a
deficit if early certifying (Part 1037.150). This was indeed the case involving Navistar vehicles for model
year 2013 where their LHD vehicle averaging set resulted in a credit deficit of -1,056 Mg C02. This value
was reset to zero in the various tables of this report which carried forward to model year 2014.
These credits generated in model year 2013 were then banked for future use through model year 2018.
Any model year 2013 credits that were not used to offset any credit deficit generated before or during
model year 2018 expired as this represents the extent of their five-year lifetime. The amount of expired
credits for each manufacturer can again be viewed in the detailed manufacturer spreadsheets available
in Appendix B.
The Phase 1 rule provided the same optional credit earning opportunity for engines as for vehicles by
allowing manufacturers to certify a year early (model year 2013) to the mandatory GHG standards
starting January 1, 2014 while earning a bonus 1.5X multiplier on any credits earned early in model year
2013. Two heavy-duty engine manufacturers (Cummins and Detroit Diesel) made use of this option and
certified their engines in model year 2013. However, both Cummins and Detroit Diesel chose to certify
using the Alternate Phase-In option described in 40 CFR § 1036.150, which does not allow for the 1.5X
multiplier on model year 2013 generated credits. Similar to vehicles, these banked credits carried
forward to offset any credit deficits through model year 2018 at which point they expired. The amount
of expired credits for each manufacturer can again be viewed in the detailed manufacturer spreadsheets
available in Appendix B.
Model I'M ii 11111 I IIII ¦ m vy-113 uty Veh ii ¦ Ik 111 ¦ 11 II IE in g ii in e Summa iry
Beginning on January 1, 2014, manufacturers were required to certify their heavy-duty vehicles and
engines to the Phase 1 GHG standards. The credits generated in model year 2014 could be banked for
future use through model year 2019. If not used to offset any credit deficit generated before or during
model year 2019, these model year 2014 generated credits will expire as this represents the extent of
their five-year lifetime.
26
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Navistar certified AT vehicles in model year 2014, utilizing an interim provision in the regulations (Part
1037.150) that allowed manufacturers to certify electric vehicles produced in model years before 2014
to the 2014 model year GHG standards for AT credit generation. Electric vehicles have a defined FEL of
zero for the purpose of computing these AT credits. Using this interim provision, Navistar certified some
LHD electric vehicles in model year 2014 that were produced during model years 2010-2012 which
generated 8,393 Mg C02 of AT credits.
Another point to note is that Navistar pulled ahead their model year 2014 vehicle production start date
to better align their engine and vehicle product cycles. Therefore, no ABT information for conventional
and off-cycle vehicles is presented for model year 2014. The bulk of the vehicles that they did produce
during the model year 2014 timeframe showed up in the model year 2015 data. The only vehicles
showing up in this model year data for Navistar are the previously referenced LHD electric vehicles.
Navistar also utilized the alternate C02 standard described in 40 CFR § 1036.620 for certifying their LHD
engine family. When using this provision, they are not allowed to generate any C02 credits to help
offset a CH4 deficit generated within this family. When converted to an equivalent C02 basis, the
magnitude of this deficit was 681 Mg C02 in the LHD averaging set. Navistar also produced a similar C02
deficit of 7,259 Mg C02 in the MHD engine averaging set this time due to an N20 deficit. As the
spreadsheet available in Appendix B will indicate, Navistar offset these deficits using AT credits earned in
the heavy-duty vehicle sector previously described in this appendix. After offsetting these two engine
deficits, Navistar was left with a balance of 453 Mg C02 of AT credits from the original 8,393 Mg amount
generated in the heavy-duty vehicle sector. There were no other credit deficits generated by other
manufacturers in any other engine/vehicle averaging set for this model year.
MocHi'~ ii iilIl II l-Mvy-Duty Velii- Ik iii< I ¦ II Engine Sum inn airy
Beginning on January 1, 2014, manufacturers were required to certify their heavy-duty vehicles and
engines to the Phase 1 GHG standards. The credits generated in model year 2015 can be banked for
future use through model year 2020. If not used to offset any credit deficit generated before or during
model year 2020, these model year 2015 generated credits will expire as this represents the extent of
their five-year lifetime.
Tiffin Motor Homes opted to not participate in the heavy-duty vehicle ABT program starting this model
year, but their MHD and HHD vocational vehicle ABT credits generated in model year 2014 will remain
available to them for use through the 2019 model year.
PACCAR resubmitted their model year 2014 ABT report in order to correct an error that reduced the
credits generated in the HHD tractor engine sector by 225 Mg C02for that year. This correction was
submitted after EPA finalized the model year 2014 credit values in the spreadsheet found in Appendix B,
therefore, this correction is reflected in the subsequent model year 2015 data as can be viewed in the
spreadsheet available in Appendix B.
Navistar became the first manufacturer to receive EPA and NHTSA approval on an off-cycle technology
and began generating additional credits using this technology in model year 2015. Navistar remains the
only manufacture to receive approval on an off-cycle technology to date.
27
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Also reflected in model year 2015 is that FPT Industrial did not certify any engines this year, Isuzu joined
the heavy-duty engine ABT program and New Flyer joined the heavy-duty vehicle ABT program. There
were no credit deficits generated in any engine/vehicle averaging set this model year.
Model i"~ ii 1111" II! ~ ivy-Duty Vehii' Ik iii< I ¦ II Engine Sum inn airy
The credits generated in model year 2016 can be banked for future use through model year 2021. If not
used to offset any credit deficit generated before or during model year 2021, these model year 2016
generated credits will expire as this represents the extent of their five-year lifetime.
Cummins reported a credit deficit in the HHD engine averaging set of -1,405,755 Mg C02 which was
offset using banked credits generated from previous model years. There were no other credit deficits
generated in any other engine/vehicle averaging set this model year. 2016 represented the last year
that General Motors participated in the heavy-duty vehicle ABT program described in this report. They
chose to certify all their heavy-duty products using the chassis dynamometer testing method of Part 86,
Subpart S. Any ABT data reported using that certification method is not part of this report. Additionally,
during model year 2016 Kovatch joined the vehicle ABT program this model year and Ford introduced
MHD engine products.
Model i"~ ii 1,11 IIII ~ ivy-Duty Vehii- Ik iii< I ¦ II Engine Su inn inn airy
The credits generated in model year 2017 can be banked for future use through model year 2022. If not
used to offset any credit deficit generated before or during model year 2022, these model year 2017
generated credits will expire as this represents the extent of their five-year lifetime.
C02 emissions standards became more stringent this model year, as indicated in the standards setting
sections of Part 1036 for engines, Part 1037 for vehicles, and in the standards tables provided earlier in
this report. The more stringent standards potentially resulted in reduced credit generation for a certain
vehicle/engine.
Fiat Powertrain had the sole deficit generated in the engine and vehicle averaging sets, with a
magnitude of 456 Mg in the LHD engine averaging set. The deficit was offset using banked credits
available from a previous model year.
New Flyer, Gillig, and Chanje generated AT credits during model year 2017. They were the first to do so
since Navistar used the interim provision during model year 2014. Additionally, Kovatch and Ford
began certifying vocational tractors while Chanje, New Flyer, Van Hool, Kovatch, and Ferrara Fire joined
the vehicle ABT program.
Mod~lli'~ 1 1,11 IIII ~ ivy-Duty Vehii- ll-~ iii< 111 II Engine Sum inn airy
The credits generated in model year 2018 may be banked for future use through model year 2023. If
not used to offset any credit deficit generated before or during model year 2023, these model year 2018
generated credits will expire as this represents the extent of their five-year lifetime.
Model year 2018 represented the first model year in which credits earned during the program were
expired. Credits earned during model year 2013 expired if not used prior to the completion of model
28
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year 2018. The quantity of expired credits are presented in the detailed credit activity spreadsheets for
each manufacturer found in Appendix B.
Cummins submitted revised reports during this model year timeframe. The reports reflected increased
declared C02 values for a single engine tractor family for model years 2013 through 2016. This higher
C02 value subsequently resulted in a reduction of the credits generated during these four model years.
These credit reductions can also be viewed in the detailed credit summary spreadsheet included in
Appendix B.
Model year 2018 was the first year that vehicle manufacturers were able to use pre-approved off-cycle
credit generation paths provided in the Phase 2 rulemaking and Part 1037.150. These pre-approved off-
cycle credit generation options do not require prior approval from both EPA and NHTSA and were
available to manufacturers as interim provisions allowed for enhanced credit generation starting in
model year 2018. Autocar joined the ABT program using the small business provisions of Part
1037.150(y)(3) to begin generating enhanced credits for natural-gas fueled vehicles in model year 2018.
These provisions were added in the Phase 2 rulemaking and were optional for manufacturers to use
early in the Phase 1 program to generate additional credits before converting to the Phase 2 program
starting in model year 2021.
There were no credit deficits generated during model year 2018 in any of the engine or vehicle
averaging sets. Two additional manufacturers (Blue Bird and Mitsubishi Fuso) began generating AT
credits this year joining New Flyer, Gillig, and Chanje.
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Appendix B: Indiv
Readers of this report should use the following link to obtain the credit summary for each participating
manufacturer: (https://nepis.epa.gov/Exe/ZyPDF.cgi/P1013CC3.PDF?Dockey=P1013CC3.PDF).
Each summary includes, for each model year of participation the current balance of banked credits in
each of the vehicle and engine averaging sets presented in this report. There are two tabs to each
spreadsheet, one being for heavy-duty engines and the other for vehicles. These spreadsheets are also
sent to each manufacturer participating in the ABT program that determines their current credit status
with EPA. NHTSA uses a separate credit tracking system for their credit program and provides separate
summaries to each manufacturer.
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