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FOIA Number: 2017-1094-F
FOIA
MARKER
This is not a textual record. This is used as an
administrative marker by the William J. Clinton
Presidential Library Staff.
Collection/Record Group:
Clinton Presidential Records
Subgroup/Office of Origin:
WH Task Force on Climate Change
Series/Staff Member:
Roger Ballentine; Paul Bledsoe; Julie Anderson
Subseries:
OA/ID Number:
41299
FolderID:
Folder Title:
21st Century Trucks
Stack:
Row:
Section:
Shelf:
Position:
S
100
3
9
3
21ST Century Truck Initiative
OF DEFENSE
OF ENERGY
UNITED STATES OF AMERICA
( UNITED AMERICAN
Department of
Department of
Defense
Energy
21st Century Truck Initiative
Government Agencies and Industry collaborating
to improve fuel efficiency, reduce emissions,
Department of
increase safety, and reduce the cost of ownership
Transportation
for the nation's commercial and military trucks.
Industry
CEPA
Environmental Protection
Academia
Agency
As of: 28 Oct 99
21ˢᵗ Century Truck Initiative
Goals for This Meeting
Agree on Program Goals
Design Management Team
Launch Industry Coordination
Establish Timetable for Next Steps
As of:28 Oct 99
21ST Century Truck Initiative
Trucks are Vital to the Nation
Trucks Account for Over 81% of the Nation's Freight Business
There are over 458,000 motor carriers in the United States, of which 70%
are fleets of 6 trucks or less.
There were over 19.8 million commercial trucks registered in 1997.
In 1997 the nation's trucks drove over 428 billion miles for commercial
business and consumed over 42.5 billion gallons of fuel.
As of: 28 Oct.99
21ˢᵗ Century Truck Initiative
Trucks are Vital to the Army
Trucks Provide the Logistical Backbone to the Army
&
Fuel constitutes 70% of bulk tonnage needed to sustain a military force on the
battlefield. This equates to about 600,000 gallons per day
Fuel Efficient AAN Task Force
The US Army has a fleet of over 246,000 tactical wheeled vehicles and
drives 823 million miles annually
Army After Next Goal:
111
75% Reduction in Fuel Requirements for a Deployed Force
As of 28,Oct 99
21ST Century Truck Initiative
Since the 1973 Oil Embargo Essentially All of the Increase in U.S.
Highway Fuel Consumption has been due to Trucks
14
12
Actual
Projected
Energy Use Million Barrels per Day
10
Class 3-8 Trucks
8
Class 1-2 Trucks
(Pickups, Vans, SUVs)
6
(90% 2a, 10% 2b)
4
Automobiles
2
0
1970
1980
1990
2000
2010
2020
ource: (Annúal Energy Outlook.1998
Federal Highway Administrati High
As of: 28 Oct 99.
21ST Century Truck Initiative
Class 2b - 8 Truck Fuel Use
Class 5
0.6%
Class 4
0.9%
Class 3
2.4%
Class 7
3.8%
Class 2b
Class 6
22.3%
12.9%
Class 8
57.1%
Source: ORNL ransportation Energy Data Book: Edition: 8 Data from 1992
As of: 28 Oct 99
21ST Century Truck Initiative
Highway Vehicle NOx Emissions
100%
80%
60%
40%
Heavy Duty Vehicles
20%
0%
2005
2010
2015
2020
Source: EPA Tier 2 Regulatory impact,Analysis March 1999
As of: 28 Oct 99
21ˢᵗ Century Truck Initiative
Representative Commercial Trucks
Class VIII Line Haul Rig
Class VI Enclosed Delivery Truck
(Kenworth T-2000)
(Ford F-650)
430hp Diesel, 80,000 lbs GVW
190hp Diesel, 26,000 lbs GVW
67,500 lbs simulated
22,000 lbs simulated
Class VIII Transit Bus
Class IIB Utility Truck
(Nova RTS)
(Ford : 350)
275hp Diesel 40,000 lbs GVW :
235hp Diesel, 10,000 lbs GVW
36,500 lbs simulated
8,500 lbs simulated
As of: 28 Oct:99
21ST Century Truck Initiative
Representative Military Trucks
1
Class VIII - M915 Line Haul Rig
Class VI - FMTV Tactical Truck
430hp Diesel, 105,000 lbs GVW
225hp Diesel, 26,000 lbs GVW
67,500 lbs simulated
21,100 lbs simulated
Class IIB HMMWV M998 Utility Vehicle
190hp Diesel 10 000 lbs GVW
8,500 Ibs simulated
of 28 Oct 99
21ˢᵗ Century Truck Initiative
Fuel Efficiency Goals (mpg)
3X - Class IIB & VI
3X - Class VIII Bus
OF 2X - - Class VIII Line Haul
As
of: 28 Oct 99
21ˢᵗ Century Truck Initiative
Technology Improvements to
Achieve Fuel Efficiency Goals
50 - 55% Maximum Engine Efficiency
(current maximum engine efficiency is 44-46%)
60 - 65% Maximum Engine Efficiency with Bottoming Cycle
86 - 90 % Overall Drivetrain Efficiency (e.g. Continuously
Variable Transmissions)
(current overall dri vetrain efficiency is 77-82% automatic for Class
IL VI. and VIII Bus and 84-87% manual for class VI [I Line-haul)
As of: 28 Oct 99
21ST Century Truck Initiative
Technology Improvements to Achieve
Fuel Efficiency Goals
55 % Recovery of Vehicle Energy Normally Lost to
Braking
(Current Recovery of Vehicle Kinetic Energy is 30% for Recovered
and Re-applied)
21 - 35% Reduction in Aerodynamic Drag and Rolling
Resistance (e.g. Streamlining Vehicles and Reducing
Wheel Bearing Friction)
21-45+% - Reduction in Empty Vehicle Weight (e.g.
Composite Materials) Note: These savings would
translate into increased payload per truck Atransit bus
could yield up to 60% reduction in weight.
As of:28:Oct 99
21ST Century Truck Initiative
Emissions Goals (g/hp*hr)
2010
2002/2004
Current
Goal
Decree/Reg
Regulation
NOx
0.10
2.0 (1)
4.0
Particulate Matter
0.01
0.1
0.1
Carbon Monoxide
2.00
15.5
15.5
Hydrocarbons
0.05
0.5(1)
1.3
Carbon Dioxide
67% Reduction for Class 2b, Class 6, and Class 8 Bus
50% Reduction for Class 8 Trucks
Note 1: These emissions regulations are additive
requirements for non methane hydi ocarbons plus NOx
Asiof:28 Oct 99
21ˢᵗ Century Truck Initiative
Technology Improvements to Achieve
Emissions Goals
Use of EGR for Near-term NOx Reduction
Selective Catalytic Reduction (SCR) for
Mid-term NOx Reduction
Particulate Matter Trap Required
O
Oxidation Catalyst Required for Class IIB
Vehicles
OF NOx Adsorber for Far-term NOx Reduction
-
requ res ultra-low sulfur fuel
As of: 28 Oct 99
21ST Century Truck Initiative
Research Focus
Advanced
Propulsion
Vehicle
Alternate
Intelligence
System
R
Fuels
Reduced
Advanced
Parasitic
Materials
Losses
As of: 28 Oct 99
21ˢᵗ Century Truck Initiative
Related R&D Efforts
($ Millions )
FY99
FY00
DoE
DoT
EPA
DoD (NAC)
DoE
DoT
EPA
DoD
Engines
18.2
0
0
1.6
27.5
0
4
8.3
Fuel Cell R&D
0
5.7
0
1.2
0
5.4
0
1.6
Materials
9.5
0.3
0
1.3
9
0.3
0
0.9
Fuels
10.7
0
0
0
14
0
2
3
Drivetrain& Systems
1.5
1.4
0
0.6
12
1.5
1
1.8
TOTAL
39.9
7.4
.0
4.7
62.5
7.2
7
15.6
As of: 28 Oct 99
21ˢᵗ Century Truck Initiative
Related R&D Efforts
($ Millions )
FY01 Proposed
DoD
DoE
DoT
EPA
(NAC)
Engines
31
0
3.5
5.8
Fuel Cell R&D
O
5.8
0
0.8
Materials
10
0.5
0
1.7
Fuels
14.15
0
2 0.15
Drivetrain & Systems
15145
1.5
2.7
TOTAL
60.15 10.8
7
11.15
As of: 28,Oct 99
21ST Century Truck Initiative
Issue 1: Platforms Covered
Class 8 and Class 6 plus:
A. Class 2b
Pro: Significant fuel use and major Army vehicle
Con: Class 2b, made primarily by GM, Ford and
D-C, would mean more complex management
B. Transit Bus
Pro: Highly visible urban vehicle.
Con: Comparatively. small fuel use,
more manufacturers in team
As.of: 28 Oct 99
21ST Century Truck Initiative
Issue 2: Goals
A. How Ambitious?
Aggressive goals (2x for Class 8 Trucks and 3x for all
other classes, stretch environmental goals).
Moderate goals (justifiable without bottoming cycle
engines, advanced energy storage).
B. How Measured?
Increase in Miles Per Gallon
Pro: Easy to explain
Increases in Ton-Miles per gallon
Pro: Greatest interest to industry gives incentive for
2312
weight reduction technology.
As of: 28 Oct 99
21ˢᵗ Century Truck Initiative
Issue 3: Management
Federal Agencies Plus:
A. 4 Major Diesel Engine Manufacturers
Pro: Simpler management group and easy to justify the
selection. Other participants would serve on
technical teams.
B.
15-20 Companies (4 engine, 4 truck,
transmission, trailer, autos, others)
Pro: Greater coverage of the industry.
AS of:28:Oc 99
21ST Century Truck Initiative
Next Steps
Agreement on Goals & Management
(today)
Contact industry to confirm
partnerships (begin immediately,
complete by mid-December)
Public Announcement of Program
(early Spring)
As of: 28 Dd 99
What quantity
red in Jael
Paul
ew. benefits
Monday
(703)
9344261
What's new ?
Admin, + & or 10
Agreement
truch
Goods
ag. to P -ship
engine man.
companies
to develop
much one
Isn it this just another fisled
Fe trats
so you won't have to tace
the issue of CAFE standerds
several goals
Saferhow? Safer for who?
- trucks aren't actually
nit why need
part of truck CAFE
- Cong, has tied our hands
. RID so hirste public meditabit
on CAFE
- H put. (0, investo
- Reg. or mist
948 not sure
45B
imp. role for govt. in stom, dev
of tech,
762
850
look at PNGU wears
86
PRESIDENT CLINTON & VICE PRESIDENT GORE:
A RESEARCH INITIATIVE FOR 21ST CENTURY TRUCKS
APRIL XX, 2000
President Clinton and senior executives from 12[?] of the nation's largest manufacturers of
trucks, buses, and truck equipment today launched an initiative that aims to cut fuel use and
greenhouse gas emissions of delivery vehicles by 2/3 and cut the fuel use of 18 wheelers in
half, while improving the safety and efficiency of the nation's trucking industry. This public-
private partnership, which focuses on the heavier vehicles the nation depends on to move
freight, will complement the Partnership for a New Generation of Vehicles (PNGV) - a
program that has already resulted in revolutionary breakthroughs in technologies for autos and
light trucks. Trucking will remain a backbone American economy in 21ˢᵗ century, as the
nation becomes increasingly dependent on express delivery and just-in-time inventory
shipments. By cutting fuel costs and increasing safety, the research conducted under the 21st
Century Truck Initiative will make the U.S. trucking industry more financially sound, make
our economy more energy independent, and help meet environmental challenges, such as
global warming and air pollution. The initiative will also benefit the Department of Defense
and the U.S. Army - major participants in the partnership - by dramatically cutting operational
support costs and increasing combat effectiveness.
Aggressive Goals. The 21st Century Truck Initiative will seek to develop revolutionary new
technologies for increasing the fuel economy and safety of four classes of vehicles which, together,
account for more than 90% of all fuel used by U.S. trucks. The program's cost-share investments in
advanced technologies will lead, within 10 years, to manufacturing-ready "production prototypes'
that:
Triple the fuel economy, of heavy pickups, large delivery vans, and full-sized passenger buses
(relative to today's comparable vehicles);
Double fuel economy for 18 wheeler long-haul trucks;
ton-miles/gulla
Improve safety (technologies will be designed to cut truck fatalities in half);
Achieve superior operational performance and lower costs for truckers;
Exceed expected emission requirements for 2010 (likely to be much more stringent than today's
standards).
Benefits. Trucks currently use more than half of all US vehicle fuel and produce nearly half of the
emissions that lead to local air pollution. Meeting the President's goals will mean:
Major reductions in fuel use, leading to greater U.S. energy independence;
Major reduction in the greenhouse gas emissions most scientists believe are contributing to
global warming;
Improved safety on U.S. highways;
T
Ensure continued competitiveness of U.S. truck manufacturers and the U.S. trucking industry;
productivity gains should also translate into lower costs for consumers;
Make major reductions in NOx, particulates, and other local air pollutants;
Increase the flexibility and speed of U.S. military operations worldwide.
8+3+1+1
for
$1.10
.3.92
1.10
6.12
Increased Federal Investment. The President's FY2001 budget proposes $38 million in increased
spending in areas supporting 21st Century truck research (for a total of $115 million). Research
priorities, which will be developed in cooperation with industry partners, will include advanced
engines, fuel cells, lightweight materials, and advanced emission control and vehicle safety systems.
A World Class Team. The new partnership links twelve of the nation's largest manufacturers of
trucks and truck components with research teams in four federal agencies: the Departments of
Defense (represented by the U.S. Army), Energy, Transportation, and the Environmental Protection
Agency. Industrial participants are: Freightliner Corporation, Mack Trucks, Oshkosk Trucks,
Paccar, Volvo Trucks North America, Cummins Engine Company, Caterpillar, Detroit Diesel
Corporation, Navistar (International)(?), Allison Transmission Division, Ford (?), and Lockheed
Martin Control Systems. The partnership creates a unique blend of practical experience in truck
production, scientific and engineering expertise, and research facilities with capabilities in the wide
range of areas critical for the program's success.
21st Century Trucks
We are nearing agreement with all of the major US trucking companies and their
suppliers on a research partnership similar to PNGV but focused on trucks and buses.
We expect that draft declaration of intent (attached below) will be accepted by the
following companies - possibly with some minor last minute modifications. Ford and
Navistar International (International Harvester) are still reviewing the agreement.
1. Mack Trucks, Inc.
2. Volvo Trucks North America, Inc.
3. Paccar (which owns Kenworth, Peterbuilt, and Lelyand among other companies)
4. Detroit Diesel Corporation
5. Freightliner Corporation
6. Cummins Engine Company, Inc.
7. Allison Transmission Division
8. Caterpillar Inc.
9. Lockheed Martin Control Systems
10. Oshkosh Truck Corporation
As the chart indicates, trucks are a big deal for the environment. While PNGV covers
cars and the SUVs and other classes of "light trucks" used for personal transport, the new
agreement would cover the Class 2 trucks used for commerce, the Class 6 trucks used for
delivery and urban freight, and the 18 wheelers. We are also including large buses.
The agreement differs from PNGV in several key ways. First, fuel use is of keen
interest to truckers and truck manufacturers - this is not the case for most carbuyers.
Second, the truck industry is much less concentrated than autos making it necessary to
have a large number of companies as members of the steering group. Third, the US
Army is keenly interested in new truck technology because the "Army after next" needs
to reduce the huge logistical problems created by hauling truck fuel to the field. Finally,
the truck manufacturing industry in the US how has a number of major foreign
participants; merger and acquisition activity continues rapidly.
We believe that the agreement will make critical contributions to the US truck
manufacturing industry in international markets, help lower the cost of domestic trucking
services, improve truck safety (including driver safety), and have a huge impact on US
fuel use, US greenhouse gas production, and local air emissions. All of these should be
of interest to the Teamsters and the UAW.
A Declaration of Intent
Twenty-First Century Trucks
Final Version - 22 March 2000
SUMMARY
The United States trucking and supporting industries, are pleased to join with the
President on behalf of the Federal government and the Departments of Defense, Energy,
and Transportation, and the Environmental Protection Agency in this Declaration of
Intent to form a research and development partnership. This partnership will seek to
develop and demonstrate commercially viable truck and propulsion systems technology
that will dramatically cut the fuel use and emissions of medium and heavy trucks and
buses, while enhancing their safety and affordability and maintaining or enhancing
performance. These innovations will ensure safe and affordable freight and bus
transportation for the nation's economy, ensure the competitiveness of U.S. truck and bus
manufacturing facilities, improve our nation's air quality, and reduce U.S. dependence on
petroleum fuel.
SHARED VISION
A productive, innovative U.S. trucking and supporting industry is essential for the
economic prosperity of every American business. Innovation is also needed to ensure
trucking manufacturers and suppliers located in the U.S. remain competitive in world
markets and continue to provide rewarding employment opportunities for large numbers
of Americans. U.S. manufacturing facilities face stiff worldwide competition. New truck
and bus technologies will help truck owners and operators and their customers cut fuel
and other operating costs, and increase safety. The Department of Defense, a major
owner and operator of trucks, would share these gains and also benefit from reduced
logistics costs associated with transporting fuel during operations. The trucking and
supporting industries face a range of new challenges: increasingly stringent emissions
standards, new concerns about the threat of global warming, concerns about U.S. fuel
supplies, increased expectations about safety, and more. The trucking industry's future
depends on its ability to produce affordable, high-quality, safe, environmentally sensitive
products.
The new challenges can be best met if government, industry, and universities work
together to develop an improved generation of commercial trucks for our nation's
commercial and military truck fleet. Given adequate support, major advances can be
expected in advanced engine designs, stronger, lighter-weight materials, regenerative
braking, more efficient power transmission, and alternative fuels.
By this document, the trucking industry and the Federal government declare their
separate, but coordinated plans toward the achievement of specific goals to meet the
nation's need and desire for tomorrow's cleaner, safer, and more efficient trucks.
PROGRAM GOALS
The program strategy creates a balanced portfolio of research and development to pursue
a number of goals simultaneously, while avoiding duplication. The program will develop
and demonstrate commercially viable technologies to:
Improve fuel efficiency,
Reduce emissions,
Enhance safety,
Reduce total owning and operating costs, and
Maintain or enhance performance.
Making progress in each of these goals simultaneously is a major challenge. The Federal
government and the trucking and supporting industries will work actively together to
develop a balanced portfolio of research aimed at achieving all of these goals, coordinate
their research activities as appropriate, and make effective use of the nation's research
universities and national laboratories. Proprietary research agreements between
individual companies and federal agencies, which cannot be shared with industrial
competitors, will continue to be appropriately funded.
The Federal agencies will build on existing research and assign a high priority to major
new research in this area and seek increased funding commensurate with the research
required to meet the aggressive goals of the Initiative. Industry will move research
achievements into production vehicles rapidly when their commercial viability has been
demonstrated. The partnership will work closely with fuel producers to accelerate the
development and production of any new fuels required by new engine designs to meet the
program goals.
RESEARCH OBJECTIVES
This research partnership will support research aimed at developing production
prototype vehicles that achieve all of the following objectives:
(a) Improve Fuel Efficiency of Heavy-Duty Trucks and Buses, specifically:
Double the Class 8 line haul truck fuel efficiency by 2010 on a ton/miles per gallon
basis.
Triple the Class 2b and 6 truck (delivery van) fuel efficiency by 2010 on a ton/miles
per gallon basis.
Triple the Class 8 transit bus fuel efficiency by 2010 on a ton (passenger)/miles per
gallon basis.
(b) Reduce Emissions:
Exceed standards for oxides of nitrogen, particulate matter, carbon monoxide and
hydrocarbons for the year 2010.
21st Century Trucks
We are nearing agreement with all of the major US trucking companies and their
suppliers on a research partnership similar to PNGV but focused on trucks and buses.
We expect that draft declaration of intent (attached below) will be accepted by the
following companies - possibly with some minor last minute modifications. Ford and
Navistar International (International Harvester) are still reviewing the agreement.
1. Mack Trucks, Inc.
2. Volvo Trucks North America, Inc.
3. Paccar (which owns Kenworth, Peterbuilt, and Lelyand among other companies)
4. Detroit Diesel Corporation
5. Freightliner Corporation
6. Cummins Engine Company, Inc.
7. Allison Transmission Division
8. Caterpillar Inc.
9. Lockheed Martin Control Systems
10. Oshkosh Truck Corporation
As the chart indicates, trucks are a big deal for the environment. While PNGV covers
cars and the SUVs and other classes of "light trucks" used for personal transport, the new
agreement would cover the Class 2 trucks used for commerce, the Class 6 trucks used for
delivery and urban freight, and the 18 wheelers. We are also including large buses.
The agreement differs from PNGV in several key ways. First, fuel use is of keen
interest to truckers and truck manufacturers - this is not the case for most carbuyers.
Second, the truck industry is much less concentrated than autos making it necessary to
have a large number of companies as members of the steering group. Third, the US
Army is keenly interested in new truck technology because the "Army after next" needs
to reduce the huge logistical problems created by hauling truck fuel to the field. Finally,
the truck manufacturing industry in the US how has a number of major foreign
participants; merger and acquisition activity continues rapidly.
We believe that the agreement will make critical contributions to the US truck
manufacturing industry in international markets, help lower the cost of domestic trucking
services, improve truck safety (including driver safety), and have a huge impact on US
fuel use, US greenhouse gas production, and local air emissions. All of these should be
of interest to the Teamsters and the UAW.
A Declaration of Intent
Twenty-First Century Trucks
Final Version - 22 March 2000
SUMMARY
The United States trucking and supporting industries, are pleased to join with the
President on behalf of the Federal government and the Departments of Defense, Energy,
and Transportation, and the Environmental Protection Agency in this Declaration of
Intent to form a research and development partnership. This partnership will seek to
develop and demonstrate commercially viable truck and propulsion systems technology
that will dramatically cut the fuel use and emissions of medium and heavy trucks and
buses, while enhancing their safety and affordability and maintaining or enhancing
performance. These innovations will ensure safe and affordable freight and bus
transportation for the nation's economy, ensure the competitiveness of U.S. truck and bus
manufacturing facilities, improve our nation's air quality, and reduce U.S. dependence on
petroleum fuel.
SHARED VISION
A productive, innovative U.S. trucking and supporting industry is essential for the
economic prosperity of every American business. Innovation is also needed to ensure
trucking manufacturers and suppliers located in the U.S. remain competitive in world
markets and continue to provide rewarding employment opportunities for large numbers
of Americans. U.S. manufacturing facilities face stiff worldwide competition. New truck
and bus technologies will help truck owners and operators and their customers cut fuel
and other operating costs, and increase safety. The Department of Defense, a major
owner and operator of trucks, would share these gains and also benefit from reduced
logistics costs associated with transporting fuel during operations. The trucking and
supporting industries face a range of new challenges: increasingly stringent emissions
standards, new concerns about the threat of global warming, concerns about U.S. fuel
supplies, increased expectations about safety, and more. The trucking industry's future
depends on its ability to produce affordable, high-quality, safe, environmentally sensitive
products.
The new challenges can be best met if government, industry, and universities work
together to develop an improved generation of commercial trucks for our nation's
commercial and military truck fleet. Given adequate support, major advances can be
expected in advanced engine designs, stronger, lighter-weight materials, regenerative
braking, more efficient power transmission, and alternative fuels.
By this document, the trucking industry and the Federal government declare their
separate, but coordinated plans toward the achievement of specific goals to meet the
nation's need and desire for tomorrow's cleaner, safer, and more efficient trucks.
PROGRAM GOALS
The program strategy creates a balanced portfolio of research and development to pursue
a number of goals simultaneously, while avoiding duplication. The program will develop
and demonstrate commercially viable technologies to:
Improve fuel efficiency,
Reduce emissions,
Enhance safety,
Reduce total owning and operating costs, and
Maintain or enhance performance.
Making progress in each of these goals simultaneously is a major challenge. The Federal
government and the trucking and supporting industries will work actively together to
develop a balanced portfolio of research aimed at achieving all of these goals, coordinate
their research activities as appropriate, and make effective use of the nation's research
universities and national laboratories. Proprietary research agreements between
individual companies and federal agencies, which cannot be shared with industrial
competitors, will continue to be appropriately funded.
The Federal agencies will build on existing research and assign a high priority to major
new research in this area and seek increased funding commensurate with the research
required to meet the aggressive goals of the Initiative. Industry will move research
achievements into production vehicles rapidly when their commercial viability has been
demonstrated. The partnership will work closely with fuel producers to accelerate the
development and production of any new fuels required by new engine designs to meet the
program goals.
RESEARCH OBJECTIVES
This research partnership will support research aimed at developing production
prototype vehicles that achieve all of the following objectives:
(a) Improve Fuel Efficiency of Heavy-Duty Trucks and Buses, specifically:
Double the Class 8 line haul truck fuel efficiency by 2010 on a ton/miles per gallon
basis.
Triple the Class 2b and 6 truck (delivery van) fuel efficiency by 2010 on a ton/miles
per gallon basis.
Triple the Class 8 transit bus fuel efficiency by 2010 on a ton (passenger)/miles per
gallon basis.
(b) Reduce Emissions:
Exceed standards for oxides of nitrogen, particulate matter, carbon monoxide and
hydrocarbons for the year 2010.
(c) Enhance Safety:
Meet or exceed the motor carrier safety goal of reducing fatalities by half in ten years.
Improve the crash friendliness of trucks for other road users
Conduct operation road tests of truck safety improvement components
Ensure linkages to the Intelligent Vehicle Initiative and the Intelligent Highway
System and Infrastructure.
(d) Enhance affordability; Maintain or Enhance performance.
A central goal of this initiative is to develop cost-effective, heavy-duty vehicles for truck
operators that are fully competitive in prevailing markets. The program will document
vehicle life-cycle-costs through extensive on-road testing and surveys of user responses.
Costs considered will include initial vehicle cost, as well as all operating and
maintenance expenses - including fuel costs and the value of high reliability.
These program goals and research objectives are aggressive and there is no certainty that
they can be achieved. Achieving the goal may also depend on successful introduction of
a new fuel and fuel delivery infrastructure compatible with improved truck and bus
designs. Fully aware of the magnitude of the challenge and the importance of meeting
the partnership's objectives, the parties commit their best efforts to the achievement of
the goals of this Declaration of Intent. Industry also commits to the rapid introduction of
commercially viable technology developed under the program.
Government and industry will coordinate research and development efforts and share the
costs. Federal agencies are likely to cover a larger fraction of research expenses when the
work involves longer-term, high-risk research, while the share of industry funding will be
greater for research likely to be converted relatively quickly to commercial products.
The Federal government will promote the introduction of innovative truck technologies
developed in the initiative through its own purchases of these trucks and buses, and
encourage state government and other purchasers to take similar actions.
NEXT STEPS
Within 30 days, a Partnership Coordinating Committee will be formed which will be
responsible for coordinating the Partnership's work. It will include senior
representatives of the participating industries, and the Departments of Defense, Energy,
Transportation, the Environmental Protection Agency, the Office of Science and
Technology Policy, the Council on Environmental Quality, the National Partnership for
Reinventing Government, and the Office of Management and Budget. Within 120 days,
this Committee will:
1. Develop a strategic research and development plan detailing specific program goals
and timetables for the ten-year duration of the Initiative.
2. Coordinate and support research and development teams organized around specific
research objectives needed to achieve the programs' goals (such as technologies for
improving power-trains, reducing aerodynamic and rolling resistance losses, and
reducing vehicle weight). Each team will include both government and industry
partners. University participation is encouraged. Competing teams championing
different technical approaches to the same program objective will be encouraged
when they are appropriate. As technologies move to commercial readiness, some of
these partnerships will become research partnerships between individual participating
industries and agencies that are not able to share research results with all participants.
Provisions will be made to add or remove research projects as needed.
3. Create an overall Cooperative Research and Development Agreement (CRADA) for
the partnership and guidelines that will facilitate development and use of CRADAs
and other procurement mechanisms such as other transaction agreements involving
individual federal agencies and their laboratories.
4. Create an External Advisory Board, acceptable to both industry and the government,
consisting of individuals with appropriate expertise in industry, universities, state and
local governments, and public interest groups.
5. Establish a peer review process, acceptable to both industry and the government, that
assesses technical and program progress.