MEDIUM AND HEAVY-DUTY ON-ROAD TRUCKS AND BUSES

THE U.S. NATIONAL BLUEPRINT FOR TRANSPORTATION DECARBONIZATION = MEDIUM AND HEAVY-DUTY ON-ROAD TRUCKS AND BUSES 

Medium duty and heavy-duty vehicles include a wide range of vehicles that vary in size, from heavy-duty pickup trucks to long-haul semi-trucks. The use of these vehicles is correspondingly diverse, as this category encompasses vehicles used for local delivery, refuse collection, public transportation, long-haul goods delivery, and many other purposes. While MHDVs represent only 5% of total vehicles on the road, they are responsible for an outsized 21% of transportation emissions, making them the second-largest emissions contributor behind only light-duty vehicles. And within MHDVs, a small portion—about 10% of heavy trucks with high utilization—is responsible for approximately 50% of total MHDV emissions REF. MHDVs are also a major source of criteria pollutant emissions, particularly along busy corridors that are close to disadvantaged communities. These emissions cause increased asthma and lung disease rates among these populations and have been linked to thousands of premature deaths. They also contribute to the inability of some areas to achieve compliance with federal ambient area quality standards REF, REF, putting residents at disproportionate risk for additional health impacts. Although nearly all MHDVs on the road today rely on internal combustion engines fueled with diesel (81%), gasoline (17%), or natural gas (1%) REF, many manufacturers are investing heavily in zero-emission 62         THE U.S. NATIONAL BLUEPRINT FOR TRANSPORTATION DECARBONIZATION Virtually all MHDVs on the road today rely  on internal combustion engines fueled with DIESEL (81%) GASOLINE (17%) MHDVs that use battery electric or hydrogen fuel cell electric powertrains. At COP27 on November 16, 2022, the United States joined the Global Memorandum of Understanding on Zero-Emission Medium- and HeavyDuty Vehicles REF. First introduced at COP26, the Global MOU puts countries on a path to 100% new zeroemission MHDV sales by 2040 at the latest, with an interim goal of at least 30% new sales by 2030 REF. NATURAL GAS (1%) technologies (in line with DOE targets for zero-emission vehicle technologies and fuels costs and performance vetted with industry), zero-emission vehicles in all MHDV classes can reach total-cost-of-driving parity with conventional diesel vehicles by 2035 REF. Since MHDVs are used for a variety of purposes, there will likely be a suite of zero-emission technology solutions in the future to cover various use cases.  Based on expectations of current technological progress, smaller vehicles with lower utilization will likely be EVs REF. Other manufacturers are investing in hydrogen powertrains using fuel cells. While not currently commercially viable for freight applications, hydrogen vehicles are appealing for future longhaul operations requiring greater vehicle range and faster refueling times. There is also ongoing RD&D and deployment focused on hydrogen use in internal combustion engines, which could improve deployment and support the build out of hydrogen fueling infrastructure. Research and development are also improving durability and reducing costs of fuel cells, which will enable major efficiency improvements. Fleet operators are sensitive to fuel and maintenance costs, which could make efficient EVs even more appealing and result in a more rapid shift toward EVs. With continued improvements in vehicle and fuel Sustainable fuels may also be an option for some MHDVs, particularly for remote applications and for legacy vehicles relying on internal combustion engines. The historically slow turnover rate for many MHDVs means that new technologies may not replace diesel engines for several decades and that disseminating new technology across the MHDV fleet will be a slow process if market forces or policy decisions do not accelerate vehicle turnover. Sustainable fuels could help alleviate this turnover challenge by providing low-carbon solutions that are compatible with existing vehicles. To achieve 2030 and 2050 goals, the current MHDV reliance on diesel and gasoline must shift to zero-emission vehicles and sustainable fuels. This shift can be achieved in part through decisive and coordinated actions, including: 1. Fund research and innovation to develop viable technologies to replace fossil-fuel vehicles for all MHDV applications. It is vital to continue to support research, design, and development toward lowercost and higher-energy-density batteries and fuel cell applications, as well as the use of clean hydrogen and sustainable fuels to fully decarbonize the MHDV sector. For example, DOE is investing hundreds of millions of dollars to support the next stage of the SuperTruck initiative aimed at electrifying freight trucking REF. The department is also collaborating with industry through the 21st Century Truck Partnership, which is shaping a national vision for trucks and buses that safely and cost-effectively move larger volumes of freight and greater numbers of passengers while emitting little or no pollution and dramatically reducing dependency on petroleum REF. DOE is also coordinating with partners internationally on the development of the new Megawatt Charging System standard, which will enable compatibility between automakers and charging equipment installed in the United States. Research can also help improve access to big data, such as information collected from GPS navigation services and user mobile phone applications, to inform strategies to reduce GHG emissions. 63 2. Implement policy and regulation to reduce new vehicle GHG and criteria emissions and set ambitious targets for transitioning to zero-emissions vehicles on a timeline consistent with achieving economy-wide 2030 and 2050 emissions reduction goals. This effort should account for the wide range of MHDV vehicles and applications. One example of such regulatory action is EPA’s Clean Trucks Plan, which will reduce the emissions of GHGs and other harmful pollutants through a series of rulemakings REF. Another example is the fuel efficiency standards for MHDVs, which DOT issued jointly with EPA. Additionally, the government will continue to provide grants and other incentives for low-emission or zero-emission vehicles (e.g., the Congestion Mitigation and Air Quality Program, the Low or No Emission Vehicle Program, the Diesel Emission Reduction ACT (DERA), SmartWay, and the Clean School Bus Program REF). Regional, state, local, and Tribal actions to enable more rapid zeroEMISSIONS emission MHDV transitions can further support these programs. For example, 17 states and the District of Columbia and the Canadian province of Quebec are working collaboratively through the Zero Emission Vehicle (ZEV) Task Force to advance and accelerate the market for electric MHDVs REF. The committed signatories have stressed the need for market-enabled adoptions, including innovative f inancing models and additional funding sources and actions to encourage fleet purchases. Together, they have emphasized accelerating deployments of zero-emission trucks and buses in disadvantaged communities. In addition to multi-state actions, strategies can be further identified through regional, state, local, and Tribal climate action plans that consider freight planning, and state freight plans should include GHG emissions-reduction strategies. Regional coordination formalized in such planning documents will also help support this transition by reflecting multi-jurisdictional capacities. Additionally, fleet transition plans can accelerate the shift to zero-emission vehicles. The IRA directs EPA to award grants and rebates for zero-emissions heavy duty vehicles. And under the BIL, zero-emission vehicle project grant applications for the Buses and Bus Facilities Program and the Low or No Emission Vehicle Program must include a Zero-Emission Fleet Transition Plan. Innovative freight strategies, such as green loading zones, zero- or low-emissions delivery zones, and restricted multi-use lanes, can also incentivize  the use of zero- or low-carbon freight options in urban areas. The government will continue to provide grants and other incentives for low-emission  or zero-emission vehicles. = Ener Carbon I64         THE U.S. NATIONAL BLUEPRINT FOR TRANSPORTATION DECARBONIZATION 3. Invest in strategic demonstration and deployment to support the build-out of interoperable EV charging and refueling infrastructure through coordinated planning, policy, and funding opportunities. An unprecedented level of collaboration is needed among fleet operators, facilities throughout the freight transportation network, infrastructure providers, and electric utilities to ensure energy systems can accommodate the charging demands associated with the rollout of zero-emission MHDVs during the latter half of this decade. The Joint Office is offering technical assistance to school districts and transit operators for deployment of electric school and transit buses under BIL programs. For freight applications, vehicles can leverage central fueling facilities, and accordingly there will need to be an initial focus on large truck depots and key truck corridors that carry high volumes of freight from ports. These centrally located fueling facilities and focused uses will have the strongest business cases, particularly since they can help reduce the emissions and noise impacts in urban areas that disproportionately burden disadvantaged communities. The BIL created a new Reduction of Truck Emissions at Port Facilities grant program, which will support electrification at ports. For long-haul freight, long-term strategies may involve multi-state considerations for on-the-road charging stations and other infrastructure needs to support zero-emission fueling applications of long-haul freight. An accelerated decarbonization transition will require advancing the adoption of EVs and the deployment of a supporting charging and fueling infrastructure concurrently, so the growth of each component complements the other. Sustainable fuel readiness planning can help local and regional governments identify and address barriers to adoption, such as insufficient supporting infrastructure.