Opinion: It’s About Time -- Time to Get It Right
B>By Bill Graves
I>President and Chief Executive Officer
merican Trucking Associations
Means must be developed to share information on the performance of test engines with those fleets that do not get to try them first hand. New lubricants able to withstand higher operating temperatures need to be developed, tested and certified.
Issues involving the distribution, purity and pricing of ultra-low-sulfur diesel fuel still remain largely unanswered. Timing for the development, validation and integration of onboard diagnostics remains uncertain.
Questions pertaining to engine warranties and replacement parts availability remain unaddressed. Business planning for trucking companies has become increasingly difficult due to the uncertainty of new engine and diesel fuel pricing and fuel economy impacts.
The result: Just as our industry is beginning to comprehend the financial and environmental impacts associated with the EPA’s 2002 engine emission standards, dark clouds of uncertainty are again building on the horizon, possibly leading to more economic hardship.
In 2006 we will see the beginning of the phase-in of ultra-low-sulfur diesel fuel. In January 2007 and again in January 2010, new and tougher engine emission standards will take effect.
ATA agrees that the introduction of the next generation of on-road diesel engines and diesel fuel is critical for improving the quality of our nation’s air. However, we’re still in the midst of analyzing the impact of the introduction of post-October 2002 engines nearly 18 months later.
We are just now beginning the process of compiling and assessing data on engine reliability, durability, maintenance, fuel economy and industry purchasing decisions.
Since the first Diesel Engine Emissions Summit in June, the General Accounting Office continued its charge from Congress to examine the real world environmental and economic effects of the 2002 engine changes and how lessons learned now can help us better prepare for the 2007 and 2010 standards. The much-anticipated GAO report was released last week and ATA was instrumental throughout this process, explaining to congressional auditors how EPA’s decisions will ultimately impact the end users — America’s motor carriers.
ATA has been talking to EPA and other federal agencies, candidly discussing specific concerns with the emissions rule. In return, EPA has reached out to the motor carrier industry to discuss these issues and their possible solutions. For example, ATA co-sponsored and participated in the EPA Clean Diesel Engine Implementation Workshop held in Chicago in August that promoted dialogue between all stakeholders having interests under the consent decrees that led to the 2002 changes.
This week’s Diesel Engine Emissions Summit II is a continuation of efforts to provide a forum for the trucking industry to exchange information and encourage open dialogue.
ATA has begun exploring financial options to mitigate the anticipated impacts on our industry under the rule. Discussions are under way regarding tax credits and other financial measures that would help offset expected higher fuel and engine costs. Financial incentives would increase the likelihood that companies would purchase new engines beginning in 2007 and reduce a pre-buy like that witnessed in connection with the 2002 changes. Securing financial offsets would benefit fleets, suppliers, state and federal governments, and even environmental interests.
By setting aside their differences and working together, this diverse group can help make new engines financially attractive and feasible for all fleets and help meet our common goal of improving the environment.
Trucking is proud of the role it has played over the past two decades to dramatically improve the quality of our nation’s air. Through our investment in cleaner-burning low-sulfur diesel fuel in 1993 and our support for new engine exhaust standards and control measures throughout the 1980s and ’90s, our industry’s commitment to clean air is well established.
However, the upcoming diesel engine emission standards in 2007 and 2010 are moving us into uncharted waters. In preparation, we must ensure that common sense and practical experience guide the process.
At issue are the complex workhorse engines that literally carry the American economy. As witnessed in 2002, we’re once again talking about placing engines into service before they have been properly tested, before fuel purity and proper distribution have been assured and before new companion parts and components can be developed.
This causes real concern among motor carriers that engineers are not being allowed sufficient time to get it right.
Let there be no doubt that this industry supports our nation’s clean air and clean water policies — we’re Americans, too. In fact, we’re 10 million Americans delivering nearly 70% of our nation’s freight tonnage and producing 5% of our gross domestic product.
The upcoming rule represents a complex change for American trucking. Without the proper forethought and adequate time to test these new engines, the job that we do will be threatened. Every stakeholder must continue the progress that we’ve begun to ensure that at the end of the day we get it right.
ATA is a national trade association for the trucking industry, with headquarters in Alexandria, Va., and affiliated associations in every state. It owns Transport Topics Publishing Group.
This story appeared in the March 15 print edition of Transport Topics. Subscribe today.
