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sources. “In these last nine years we
learned that even though heavy-duty
engines have become much cleaner, un-
der some conditions new technology can
reduce NOx emissions even more.”
He notes that the current EPA pro-
gram for on-road emissions was prob-
ably the first in the world to emphasize
real-world testing, where engine and
truck makers would test vehicles se-
lected from fleets with portable emis-
sions testing equipment and report the
results, in addition to running test cy-
cles on an engine dynamometer.
The data from such testing found that
NOx emissions is higher under idle condi-
tions, low-load, start and stop, or creep/
crawl operations for trucks, according to
Charmley. “These emissions are a lot
higher than we think we could meet with
[today’s] new technology,” he said. “They
meet today’s in-use testing regulations,
which were designed for line-haul opera-
TECHNICAL INNOVATIONS
one that is performance-based.
Charmley was quick to point out that
engine makers also have to meet other
regulations, most notably the Phase 2
greenhouse gas (GHG) emissions stan-
dards that have regulatory deadlines in
2021, 2024, and 2027.
“My engineering staff and I know it
takes time to develop heavy-duty en-
gines,” he said. “We are sensitive to the
fact that those same companies affect-
ed by the Cleaner Trucks Initiative are
working hard to meet this existing
Phase 2 program.”
He emphasized that EPA desires both
to meet the goals for NOx under
Cleaner Trucks Initiative and that it har-
monizes with the Phase 2 GHG pro-
gram. “We want to give the companies
enough time to develop technology to
meet [GHG and NOx] emissions re-
quirements and all the requirements for
their customers,” he said.
Bruce Moreytions. But one of the goals of the Cleaner
Trucks Initiative is to reduce NOx emis-
sions under the majority, or even all, of
the in-use operating cases.”
Technology improvements he points to
include improved catalysts, better under-
standing of how to calibrate engines, and
even some new technologies used in
light-duty today, like cylinder de-activa-
tion. These should reduce NOx under a
wider set of operating conditions.
Another key element of the program
is streamlining the regulatory process.
“Whenever we have asked the regu-
lated industry about this, they have an-
swered that they want EPA to do the
Cleaner Trucks Initiative,” said
Charmley. In fact, the Truck & Engine
Manufacturers Association (EMA) is-
sued a press release on November 13,
2018, supporting the Cleaner Trucks
Initiative. The EMA press release em-
phasizes it supports a move from a pre-
scriptive-based compliance program to