Truck, engine and body makers, along with buyers and operators, are strongly encouraging government regulators to consider real-world operating factors in the development of the next round of medium- and heavy-duty vehicle fuel efficiency standards.
The discussion comes by way of comments filed recently with the National Highway Traffic Safety Administration. NHTSA, together with the Environmental Protection Agency, has initiated development of Phase II of its greenhouse gas standards for trucks. The initial standards became effective Jan. 1 for model year 2014 vehicles, and these are set to be strengthened with model year 2017. Phase II would target 2018 and beyond.
In its response, NTEA, the Association for the Work Truck Industry, writes that the Phase I approach “seems appropriate” and the regulations “seem to be feasible.” To extend that approach for Phase II “seems to be the most logical course.”
But that’s easier said than done, as NTEA discusses.
NTEA suggests that Phase II continue to focus on the drive train.
“While there are an almost infinite number of end-use vehicle configurations (particularly in the vocational vehicle category) being produced by more than 1000 final stage manufacturers, the number of engine configurations and OEM’s is limited,” the association writes, and it offers some figures:
The NTEA’s membership roster and directory lists over 140 distinct body types, at least 100 of which would be applicable to the proposed weight range. This means that there are at least 3,000 distinct chassis and body configurations likely to be affected by the proposed regulation. Any one of close to 1,000 final stage manufacturers could be producing these trucks.
