Agenda: West Coast Collaborative Trucking Sector Call Call-in number: 1-866-299-3188; Passcode: 415-972-7418# 1. Welcome and Introductions - Trina Martynowicz, Trucking Sector Lead, U.S. EPA Region 9 2. Technologies and Research: Report “Road Transport: Unlocking Fuel-Saving Technologies" - David Schwartz, Senior Associate and Tessa Lee, Research Analyst, Carbon War Room 3. Clean Truck Deployment: Port of Seattle’s Clean Truck Program- Janice Gedlund, Air Quality Program Manager, Seaport Environmental & Planning, Port of Seattle Quality Program Manager, Seaport Environmental & Planning, Port of Seattle 4. Enforcement: CARB’s Truck Enforcement Activities - Leslie (Les) Simonson, California Air Resources Board 5. Partnerships: Veritable Vegetable’s Hybrid Truck Deployment- Tom Howard, Transportation Systems Manager, Veritable Vegetable 6. General Updates from You! - WCC Updates - Other Partner updates TBD We encourage you to provide any feedback, thoughts, and suggestions to contact the Trucking Sector Lead at Martynowicz.Trina@epa.gov
CWR Trucking Efficiency Webinar ROAD TRANSPORT REPORT: UNLOCKING FUEL SAVING TECHNOLOGIES IN TRUCKING & FLEETS
“A GLOBAL INITIATIVE TO ACCELERATE CLEAN TECHNOLOGY” SIR RICHARD BRANSON FOUNDER, CARBON WAR ROOM
THE CWR LENS PROFITABLE, GIGATON-SCALE EMISSIONS REDUCTIONS FROM EXISTING TECHNOLOGIES? MARKET BARRIERS PREVENTING THE ADOPTION OF THESE MONEY-SAVING OPTIONS? MEASURING SUCCESS TONS OF CO2 MITIGATED INVESTMENT INTO EMISSION REDUCTIONS DIVERSE PARTNERS MOBILIZED APPROACHES & ATTITUDES SHIFTED
RESEARCH & INTELLIGENCE We distill existing research from many sources and put a new twist on it using the essential CWR lens, in essen a t i l CWR l ens, n i order to produce and test new ideas that are implementable on the ground by CWR projects.
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REPORT SCOPE Trucking is very diverse. The report’s limited scope allowed limited scope allowed us to base our prediction on more realistic assumptions.
PHYSICAL TECHNOLOGIES Anti-Idle Devices Tires and Rolling Resistance 5-9% efficiency gains, $10,000 for a battery- Essentially a zero-cost switch, 3-6% powered unit, less-than 2 year payback with efficiency gains, for over $5,000/year 48.6 Mt of CO2 saved in savings Improvements in Aerodynamics Im rovements in Aerod namics p y Advanced Cruise Control Advanced Cruise Control Just $300 for one upgrade, $10,000 for a full By smoothing breaking and set, 3-15% efficiency gains & up to $100,000 in acceleration, and reducing speeds by savings 5mph average, the industry could save over 54 million tons of CO2 with New Transmission Systems only around $1,000 investment per truck 6x2 transmissions can see fuel savings of up to $44,000 over the lifetime of the truck when compared with trucks using 6x4 transmissions
ICT ENABLED EFFICIENCY SOLUTIONS GPS-Assisted Routing Can be installed to o timize routes in a si Can be installed to optimize routes in a single p ng le truck. Cost around $600 and can reduce mileage by 1-10% depending on the duty cycle Logistics Management Much more expensive, but improve efficiency and many other aspects of operations across a whole fleet – these can quickly save fleets $100,000s. Reducing deadhead miles in the US by 45% would prevent 165 Mt of emissions in ten years.
� HEAVY & MEDIUM DUTY FRIEGHT TRUCKS CONTRIBUTE 1.6 GIGATONS OF CO 2 e KEY ANNUALY FINDINGS � ADOPTION OF JUST SIX TECHNOLOGIES BY CLASS 8 TRUCKS COULD SAVE 624 MILLION TONS OF CO 2 e EMISSIONS � FUEL SAVINGS OF $26,400 – PAYBACK TIME � FUEL SAVINGS OF $26 400 – PAYBACK TIME , OF LESS THAN 18 MONTHS � CURRENT POLICY IN THE USA IS FAVORABLE � MARKET BARRIERS PREVENTING ADOPTION – WASTING MONEY AND KEEPING EMISSIONS HIGH
� ACCESS TO CAPITAL AND HIGH UPFRONT COSTS: Though payback periods are short KEY truck owners struggle to finance technologies. BARRIERS � PRINCIPAL-AGENT PROBLEM: Split- incentives for investment, as, in many cases, the truck owner would pay for the investment while the charterer would i nves men w t t hil e t he h c ar erer wou t ld enjoy the fuel savings. � INFORMATION, EDUCATION, TRUST AND MOMENTUM: Interrelated issues that need to be addressed by generating more data about the benefits of efficiency technologies.
Even within the limited scope of the report… (1 Geography, 1 Class of Trucks, only 6 KEY technologies) IMPLICATIONS Findings are massive: massive GHG reductions, massive money savings The numbers may be bigger or smaller for different places, technologies, vehicle types, or duty cycles. But, we vehicle types, or duty cycles. But, we are confident that there will be a positive opportunity for trucking efficiency technologies across the board.
EMISSION REDUCTION
CONCLUSIONS � Our conclusions are unique. � Data pulled from a variety of sources, but cross-compared in a new way. � Existing research finds many of the same opportunities for efficiency technologies to either save money or reduce emissions, but then concludes that policies, regulations, em ss ons, i i but then con cludes th t a po lici es, regu a ons, l ti and subsidies will be required for these technologies to be adopted by the industry. � We find that the economics speak for themselves. No new policies are needed. The sector simply (though in may not be easy) needs to overcome key market barriers, and global trucking will be on the fast track to climate wealth, thanks to these efficiency opportunities.
DOWNLOAD TODAY www.carbonwarroom.com/ what-we-do/research-publications
Project Plan TRUCKING EFFICIENCY
Project Plan TRUCKING EFFICIENCY CWR is currently exploring the benefits of a trusted 3 rd party source of information on fuel- saving technologies, their applications and potential app cat ons a li i nd potent a i l solutions for financing their adoption.
Project Plan TRUCKING EFFICIENCY Gather & Centralize Provide ROI Benchmark Match Capital with Data Analysis Performance Claims Need Measure and certify the performance claims of a given Aggregate data about the specific Allow both truck owners and their Define financing models such as technology for specific applications applications and optimal use of financial supporters to confidently gain-sharing & performance in vehicle operations trucking efficiency technologies predict the savings they will obtain warranties to improve user from a given technology and confidence and manufacturer’s optimally match technologies with scale. duty cycles to ensure the highest returns.
Project Plan TRUCKING EFFICIENCY Recommendation Information Hub Tool Confidence Report Application “Payback & Confidence “Deal Day” Tool Tool Rating ” Rating ” Consortium Confiden Testing “New ce Rating Measure success by Data” calculating adoption rate by Low technology Financial Performance Product/Fund Warranty High
Agenda: West Coast Collaborative Trucking Sector Call Call-in number: 1-866-299-3188; Passcode: 415-972-7418# 1. Welcome and Introductions - Trina Martynowicz, Trucking Sector Lead, U.S. EPA Region 9 2. Technologies and Research: Report “Road Transport: Unlocking Fuel-Saving Technologies" - David Schwartz, Senior Associate and Tessa Lee, Research Analyst, Carbon War Room 3. Clean Truck Deployment: Port of Seattle’s Clean Truck P Program- Janice Gedlund, Air Quality Program Manager, rogram- an e e J ic G dlund Ai Q li P , r ua ty rogram M anager, Seaport Environmental & Planning, Port of Seattle 4. Enforcement: CARB’s Truck Enforcement Activities - Leslie (Les) Simonson, California Air Resources Board 5. Partnerships: Veritable Vegetable’s Hybrid Truck Deployment- Tom Howard, Transportation Systems Manager, Veritable Vegetable 6. General Updates from You! - WCC Updates - Other Partner updates TBD
Port of Seattle Port of Seattle Clean Truck Program Clean Truck Program Clean Truck Program Clean Truck Program Janice Gedlund, Air Quality Program Manager West Coast Collaborative Trucking Sector Webinar – February 6, 2013
Briefing Overview • Background • Clean Truck Program goals • Success to date • C • Current status urrent status • Next steps
Background Background • 2007 Puget Sound Maritime Air Emissions Inventory - defined the problem • 2007 Northwest Ports Clean Air Strategy - set measures to reduce emissions
Clea ean T Truck ck Prog ogram ram Mil iles eston ones es PHA HASE SE 1: M MY 1994 1994 or or newer er eng engines nes 12 12/31 31/2010 2010 : 100% of trucks must have model year 1994 engines PHA P PHA HASE HASE SE 2: M SE 2: M MY 2007 MY 2007 2007 or 2007 or or newer or newer er eng er eng engines engines nes (i nes (i in curren in curren current NW current NW NWPCA NWPCA CAS) CAS) S) S) 12/31 12 31/2015 2015 : 80% of trucks must have model year 2007 engine 12 12/31 31/2017 2017 : 100% of trucks have model year 2007 engine Possible PHASE 3 (under discussion): MY 2014 or newer engines Post 2020: 100% of trucks have model year 2014 engine
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