The Canadian Trucking Alliance today released a whitepaper recommending a Made-in-Canada, SMART approach toward implementing the proposed Phase II GHG Reduction Standards and fuel efficiency regulations for heavy trucks and \u2013 for the first time \u2013 trailers.<\/p>\n
The Phase I standards which were introduced in 2013 covered tractors and engines from model years 2014 to 2018. Phase II, will encompass the entire vehicle \u2013 tractor, engine and trailer.<\/p>\n
<< Check out<\/strong> this white board video highlighting CTA\u2019s SMART approach and download the full report at the end of this article>> <\/strong><\/p>\n [youtubeVideo id=\u00a0\u00bbJrUpj2me9Fo\u00a0\u00bb width=\u00a0\u00bb300″ height=\u00a0\u00bb350″ responsive=\u00a0\u00bb1″ \/]<\/p>\n CTA contends the Canadian trucking industry is known worldwide as a leader in fuel economy\/GHG reduction.<\/p>\n \u201cAt no time in our industry\u2019s history have carriers\u2019 economic goals been more aligned with society\u2019s desires in terms of carbon emissions reduction than they are today,\u201d says CTA president David Bradley. \u201cEven with current lower prices, fuel is the second largest operating cost for truck fleets so it is in the industry\u2019s interest to improve fuel economy while also further reducing its carbon footprint.\u201d<\/p>\n But while CTA is onside with the aims of the Phase II regulation, it states that Environment Canada this time around cannot \u2013 as it has done in the past and which it has indicated it is planning to do again — simply adopt whatever the US Environmental Protection Agency decides to introduce to the US fleet.<\/p>\n In the whitepaper, CTA argues the US fleet is standardized around one configuration whereas in Canada a vast array of much more productive, efficient and innovative multi-axle configurations, trailer body styles, and higher allowable weights are allowed. When payload is considered, the Canadian fleet is 22 per cent more fuel efficient and produces 22 per cent less GHGs than the US fleet. In addition, Canadian operating conditions \u2013 the climate, topography, distances \u2013 are very different than in most parts of the United States and require equipment and technologies that have been tested and certified for use in this country.<\/p>\n The EPA considered none of this in developing its proposed Phase II rules which were introduced last year. To date, the only official word from Environment Canada is that it intends to follow the US lead once again. According to the Canada Gazette <\/em>Part 1 Notice, the department\u2019s approach will be \u201cConsistent with the approach taken with current regulations for GHG emissions from heavy-duty vehicles and engines<\/em>.\u201d<\/em><\/p>\n \u201cSimply taking the US rule and imposing it on the Canadian fleet would be at odds with the goal of reducing GHG emissions from the sector and would undercut Canada\u2019s superior productivity and environmental advantages developed over the past 40 years,\u201d says Bradley. \u201cIt would force equipment on Canadian carriers that is potentially either unsuitable or untested for Canadian conditions and which could expose Canadian drivers to unsafe situations.\u201d<\/p>\n