{"id":1745,"date":"2015-05-21T18:03:33","date_gmt":"2015-05-21T18:03:33","guid":{"rendered":"https:\/\/cantruck.ca\/truckmaker-raises-ghg-phase-2-alert\/"},"modified":"2025-01-10T16:51:46","modified_gmt":"2025-01-10T16:51:46","slug":"truckmaker-raises-ghg-phase-2-alert","status":"publish","type":"post","link":"https:\/\/cantruck.ca\/fr\/truckmaker-raises-ghg-phase-2-alert\/","title":{"rendered":"Truckmaker Raises GHG Phase 2 Alert"},"content":{"rendered":"

The \u00ab\u00a0trucking industry continues to suffer from \u201ctechnology fatigue from all the add-ons\u201d required to meet earlier emission rules,\u201d admits G\u00f6ran Nyberg, president of Volvo Trucks North America.<\/p>\n

Speaking with the media during the latest Volvo Ocean Race<\/a> stopover, Nyberg said there is some concern that upcoming Phase 2 GHG regulations could push back hard against the advance of truck technology.<\/p>\n

As reported by Heavy Duty Trucking, Nyberg argued that common sense should prevail as the rulemaking process proceeds. Phase 2 GHG rule, details of which remain unknown until a proposal is published in about a month, could require that both a total vehicle performance \u201cassessment\u201d and a separate engine \u201cstandard\u201d be met for compliance\u00a0.<\/p>\n

\u201cWe need to be able to design equipment in the best way to meet regulations, but without having to add too much complexity,\u201d he explained. Volvo would prefer to meet the new regulation \u201cwithout being tied to an engine standard that would not take into account how different trucks actually operate.<\/p>\n

\u201cThere is a difference between optimizing an engine [to meet a standard] running in a test cell vs. what will really work in all [truck] applications in different operating conditions,\u201d he continued. \u201cThose involved [in the rulemaking] must see the wider picture of what we will be dealing with as manufacturers.\u201d<\/p>\n

Nyberg pointed out that today, compared to 20 years ago when earlier emission rules were rolling out, \u201ceach fuel-efficient solution, such as aerodynamics, has to work for specific vehicles designed for specific applications.\u201d<\/p>\n

That’s why Volvo contends that GHG rules with single, total-vehicle requirements make the most sense, in terms of environmental compliance and cost feasibility.<\/p>\n

As for why Phase 2 could be so onerous to deal with, Tony Greszler, vice president of government and industry relations, added if the final rule\u2019s GHG limits are too stringent, \u201cit could force technology on the market before it\u2019s ready. The result, he said, might be the kind of truck pre-buying that plagued the industry with the onset of the 2007 EPA engine-emission rules.<\/p>\n

Greszler advised that to meet a separate engine standard within the tighter Phase 2 limits might require adding on such technology as waste-heat recovery. \u201cWHR componentry would have to be added in addition to existing engine hardware and chassis equipment,\u201d he explained, \u201cthat would impact overall vehicle efficiency.<\/p>\n

He said incorporating WHR would decrease fuel efficiency because:<\/p>\n