Transportation's Role in Reducing U.S. Greenhouse Gas Emissions ...

Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2
eliminated the 12 percent excise tax on idle reduction devices for new trucks as a financial
incentive to retrofit trucks with such devices.
A uniform national anti-idling law would help to unify the existing patchwork of State
laws and encourage more widespread adoption of idle reduction technology. 26 It is
currently a State-by-State decision to exempt APUs from a truck’s total weight; a national
standard could potentially help promote the technology by eliminating the current
patchwork of regulations. In addition, EPA has issued State implementation plan
guidance to encourage States to incorporate truck idle reduction projects into their air
quality planning.
Adoption of idle reduction technology is likely to be faster among large fleet operators
than among small fleet operators and independent truckers who are less able to afford the
capital investment required for such equipment. In 2002, 55 percent of heavy trucks with
sleeper cabs were privately owned (used for internal company business), 27 percent were
motor carrier owned, and 11 percent were owned as independent truckers
owner/operator, according to the 2002 VIUS. According to the American Transportation
Research Institute (ATRI, 2006), only 26 percent of sleeper cab truck owners without antiidling
technology are likely or very likely to purchase idle reducing technologies. This
suggests that additional incentives will be required to achieve near-universal adoption of
these technologies and realize the GHG benefit estimates cited above.
Increased Truck Size and Weight Limits
Description
Increased truck size and weight limits allow
truck operators to carry more goods per
truck, using heavier or longer trucks than are
currently allowed. This basic improvement
in productivity per truck translates to fewer
trucks on the road, reduced fuel
consumption, and reduced greenhouse gas
emissions. For example, a 129,000-pound
longer combination vehicle (LCV) consisting
of a truck towing two 33-foot trailers can
carry a payload that is 60 percent higher than
a conventional five-axle semi while using
only 31 percent more fuel (derived from data
in Jack Faucett Associates, 1991).
Increased Truck Size and Weight Limits
Benefits: Low: 0.6 mmt CO2e in 2030
Direct Costs: Low: minimal direct costs
Net Included Costs: Net savings: -$1,200/tonne
Confidence in Estimates: Moderate
• Contingent upon limiting to markets not
competitive with rail
Key Co-Benefits and Impacts: Uncertain
• Unclear whether positive or negative safety
impacts
• Cost savings to shippers
Feasibility: Moderate
• Primary political concern is over safety
Key Policy Options:
• Federal policy change to increase size and
weight limits
26 EPA SmartWay’s Model State Idling Law, EPA420-S-06-001, April, 2006, incorporated broad
stakeholder input into its recommendations for a uniform approach to idle reduction policy.
4-45