Greenhouse Gas Phase 2: The effects on heavy-duty truck fleets

GHG Phase 2: The effects on heavy-duty truck fleets

According to John Flynn, chief executive officer of Fleet Advantage, “The initial Greenhouse Gas (GHG) mandates have already saved Class 8 transportation fleets millions of dollars in operating costs by reducing fuel consumption.” On Aug. 16, the federal government passed the proposed regulation, GHG Phase 2, to further tighten emissions and improve fuel economy for heavy duty-trucks by up to 25% from 2017 through 2027 model years. The GHG Phase 2 final rule, issued by the U.S. Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) also contains the first-ever federal efficiency standards for new trailers.

EPA and NHTSA are establishing rules for a comprehensive Phase 2 Heavy-Duty (HD) national program that will reduce greenhouse gas emissions and fuel consumption from new on-road medium- and heavy-duty vehicles and engines. NHTSA’s fuel consumption standards and EPA’s carbon dioxide (CO2) emission standards are tailored to each of four regulatory categories of heavy-duty vehicles: combination tractors; trailers used in combination with those tractors; heavy-duty pickup trucks and vans; and vocational vehicles. The rule also includes separate standards for the engines that power combination tractors and vocational vehicles. In addition, EPA is clarifying the classification of natural gas engines and other gaseous-fueled heavy-duty engines.

Finally, EPA is requiring that engines from donor vehicles installed in new glider vehicles meet the emission standards applicable in the year of assembly of the new glider vehicle, including all applicable standards for criteria pollutants, with limited exceptions for small businesses and for other special circumstances.


OEMs to exceed requirements

According to OEMs, the efficiency improvements will include new combustion design and higher PSI in fuel delivery systems, which creates a more precise fuel spray pattern and new variable speed turbo chargers that further compress air fuel mixtures resulting in improved combustion and a lower percentage of unburned fuel resulting in increased power from each gallon of diesel. Increased power per piston combustion equals more horsepower at no additional fuel burn.


Further advancements will include:

  • Topography software;
  • Eco coasting;
  • Increased connectivity and communications between engine, transmission and axles; and
  • Electrification of numerous engine driver components such as power steering, air-conditioning compressors, etc.

“With the recent passing of the GHG Phase 2, the mandate projects an improvement of 1 mile per gallon [MPG] or about $4,200 per truck savings per year in the first few years in fuel alone,” said Kenneth Loricchio, manager of advanced analytics at Fleet Advantage. In total, the final standards are expected to lower CO2 emissions by approximately 1.1 billion metric tons, save vehicle owners fuel costs of about $170 billion, and reduce oil consumption by up to two billion barrels over the lifetime of the vehicles sold under the program.

GHG Phase 2 and truck lifecycle management

“The acquisition and disposal decision you make today will significantly impact total cost of ownership,” Flynn added. Fuel represents 70% of a vehicle’s pure operating costs; understanding the financial impact of integrating new equipment technologies that continually increase fuel efficiency and reduce emissions is imperative. Leveraging these improvements can elevate a truck fleet to a competitive differentiator with cost reductions applied to revenue enhancement strategies—creating an edge over competitors. In order to realize gains from these mandates, it is essential to have a strategy for the future that includes options on vehicle lifecycle practices:

  • How long you run your trucks;
  • How many trucks you order per year;
  • The optimal specifications for your operation;
  • The method of financing you select.

You May Also Like

Quantron showcases hydrogen fuel cell truck

Quantron’s truck uses both a fuel cell and a moderately sized battery to optimize vehicle performance, gradeability, and range.


Quantron US attended the recent ACT Expo to showcase its two-step solution for operators to transition to carbon-free hydrogen fleets. It showcased its hydrogen fuel-cell electric (FCEV) truck, and expanded on plans for what it calls Quantron-as-a-Service — a service that is designed to give fleet owners access to everything required to transition to hydrogen.

So you want to write for Fleet Equipment?

Of course you do. As the premiere online publication for the heavy-duty truck market, charting the latest in trucking equipment, technology, and service trends, Fleet Equipment has a knack for digging up the stories behind the stories (while having a lot of fun along the way). Now you can be a part of it! But

Write for Fleet Equipment
Babcox Media mourns the passing of Tim Fritz, longtime editor and friend

Babcox Media Editor Tim Fritz passed away on Feb. 23 from a heart attack. He was 53 years old. Related Articles – Debating the merits of ethanol – Why isn’t a truck’s appearance part of the PM process? – Change is coming to U.S. energy policies Tim joined Babcox Media in 1990 and spent 31

What’s behind the slow adoption of FA-4 oil?

Introduced three years ago, the American Petroleum Institute (API)’s CK-4 and FA-4 oil categories were billed as the next generation of oil, improving on the engine protection and fuel economy benefits offered by previous engine oil categories.

How will today’s ‘customer focus’ translate to tomorrow’s electric trucks?

Over the past three years, OEMs have invested heavily in driver-focused equipment benefits—from cozy creature comforts to uptime- and productivity-boosting technology. Today, significant R&D investment is going into the development of electric trucks—probing the possibilities of untested powertrains in hopes of producing a product that meets application needs.


Other Posts

Daimler Truck CEO on decarbonization developments, infrastructure investment and the reason for Rizon

With sustainable trucking options on the road, more challenges are ahead … as well as opportunity.

FTR: North American Class 8 net orders fell 37% M/M in April

The weak order level in April is not a major surprise, although it is happening earlier in the year than typically expected.

Mack Trucks introduces Granite CNG model

The Mack Granite CNG model is said to feature a 320-horsepower Cummins L9N engine.

ABB collaborates with Lhyfe, Skyborn on European renewable hydrogen projects

SoutH2port is expected to produce about 240 tons of hydrogen per day, with an installed capacity of 600 MW.