This latest chapter of the Run on Less series focuses on identifying and showcasing viable methods for decarbonizing this niche within the trucking sector. “Each Run has tried to mirror market issues,” says Mike Roeth, executive director at NACFE. “This Run is no different. We are calling it Run on Less – Messy Middle because today’s fleet managers have a variety of options when it comes to what will power their vehicles. While other market segments have proven to be a good fit for battery electric vehicles, we are still looking for the best solutions for the long-haul segment of the industry now and in the future.”

As the fifth event in the Run on Less initiative, which began in 2017 highlighting diesel truck fuel efficiency, this event shifts focus to Class 8 trucks with a gross vehicle weight over 33,001 pounds, whether in sleeper or day cab configurations. Approximately ten fleets will participate, experimenting with various technologies that include battery electric, hydrogen fuel cells, renewable natural gas, bio-diesel, and hybrid systems, along with energy efficiency enhancements tailored to each fuel type.

Roeth underscores the significance of this initiative, stating, “There is a great deal of work being done in the long-haul segment of the market to decarbonize it. This upcoming Run will give us the opportunity to showcase the realities of that market to help fleets make more informed decisions now and in the future about which powertrain options make the most sense for their Class 8 long-haul routes.”

The event is set for September 2025 and will feature NACFE’s pre-Run Bootcamp series, with metrics and dashboards available on the Run on Less website. Throughout the event, NACFE intends to share results and updates via social media platforms alongside blogs and videos, culminating in a detailed report due for publication in early 2026. “We are excited to begin vetting fleets to participate in the Run and to sign on sponsors to help underwrite the cost of the Run,” Roeth added. “All of us at NACFE and RMI are excited to be working on the fifth freight efficiency demonstration in the Run on Less series and look forward to bringing some clarity to the Messy Middle of long-haul trucking.”

Source: The Trucker

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Mindful Driving Habits

1. Maintain a Consistent Pace: Smooth driving conserves fuel and reduces emissions. Avoid sudden speed changes and opt for a steady pace whenever possible.

2. Gentle Acceleration and Braking: Gradual movements behind the wheel minimize fuel consumption and promote eco-friendly driving.

3. Utilize Cruise Control and Reduce Speed: Cruise control helps maintain a steady speed on highways, optimizing fuel efficiency.

Prioritize Maintenance

1. Keep Tires Properly Inflated: Well-maintained tires reduce rolling resistance, enhancing fuel efficiency and decreasing emissions.

2. Report Maintenance Issues Promptly: Promptly addressing mechanical issues prevents them from escalating, ensuring optimal vehicle performance and efficiency.

3. Stick to a Maintenance Schedule: Regular maintenance, including oil changes and engine checks, keeps your truck running smoothly and minimizes its environmental impact.

4. Regularly Replace Air Filters: Clean air filters enhance engine performance and fuel economy. Replace them as recommended to support a greener driving practice.

Minimize Idle Time

1. Navigate Efficiently with GPS: Use GPS to find the most fuel-efficient routes, minimizing idle time and reducing emissions.

2. Limit Engine Idling: Turn off your engine during extended stops to conserve fuel and minimize emissions.

3. Employ Auxiliary Power Units (APUs): APUs provide necessary power without idling the main engine, further reducing fuel consumption and emissions.

Advocate for Sustainable Practices

1. Support Recycling and Reuse: Encourage recycling and reuse initiatives for goods that are no longer needed. Promote environmentally friendly solutions within your network.

2. Seek Out Eco-Friendly Options: Explore donation centers and recycling facilities in your area to dispose of goods responsibly.

Reduce Personal Waste

1. Embrace Reusable Products: Switch to reusable water bottles and containers to cut down on single-use plastics.

2. Plan Meals and Minimize Packaging: Prepare meals in advance to reduce reliance on single-use packaging materials.

By adopting these practices, you can play a vital role in creating a more sustainable and environmentally friendly trucking industry. Every small step counts towards a cleaner future.

The post How Truck Drivers Can Contribute to an Eco-Friendly Industry appeared first on Truck Drivers USA.

The joint venture between Volvo and Westport, expected to become operational in the second quarter, received European Commission clearance earlier in May. This follows the formalization of their agreement in March, which was initiated by a nonbinding letter of intent signed the previous July.

Jan Hjelmgren, Volvo Trucks’ head of product management and quality, stated that these hydrogen-powered trucks will offer the same performance and reliability as traditional diesel models, but with significantly lower carbon dioxide emissions. This initiative complements Volvo’s existing battery-electric truck offerings, which have been on the market for several years.

Westport’s High Pressure Direct Injection (HPDI) fuel system, which incorporates a small amount of ignition fuel injected at high pressure followed by hydrogen, is said to enhance energy efficiency, reduce fuel consumption, and increase engine power. Trucks equipped with HPDI will qualify as “zero-emission vehicles” under EU carbon dioxide regulations.

These hydrogen internal combustion engine trucks will be part of Volvo’s broader portfolio alongside hydrogen fuel cell electric vehicles. The company is currently running internal tests on fuel cell electric trucks, with plans to begin customer testing in 2025.

Volvo aims for all its new trucks to be zero-emission vehicles by 2040. Hjelmgren emphasized the need for multiple technologies to achieve decarbonization of heavy transport. This diversified approach is intended to give customers options based on their specific transport needs, infrastructure availability, and green energy costs.

In addition, Volvo’s decarbonization strategy includes internal combustion engines using biodiesel and hydrotreated vegetable oil (HVO). As of May 16, the company reported that its entire range of European trucks can now operate on 100% biodiesel.

Source: Transport Topics

Image: Volvo Trucks

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The guidelines align with leading industry bodies and endorse voluntary carbon markets to create economic opportunities while reducing emissions. “Voluntary carbon markets can help unlock the power of private markets to reduce emissions, but that can only happen if we address significant existing challenges” Yellen stated.

According to the new U.S. guidelines, detailed in a 12-page policy statement, carbon credits represent a ton of CO2 either reduced or removed from the atmosphere. These credits, purchasable by various entities, support carbon-reducing initiatives such as tree planting. Ensuring the legitimacy of these credits is crucial.

The government’s principles assure businesses that carbon market rules follow best practices for sourcing high-quality credits, moving towards mandatory standards. BloombergNEF predicts the market for offsets could grow to $1 trillion by 2050, assuming expanded and relaxed rules.

Nat Keohane of the Center for Climate and Energy Solutions emphasized the need for environmental integrity. Ensuring offsets’ permanence is challenging, as CO2 stays in the atmosphere for centuries while most projects lack such longevity. Financial solutions like buffer pools and insurance mechanisms are recommended to address this issue. The government suggests carbon credits meet their claimed longevity, unlike the Integrity Council for the Voluntary Carbon Market’s minimum of 40 years, extendable to 100 years.

Currently, offsets fund nature-based projects, but the new U.S. framework would increasingly support innovative carbon-removal technologies like direct air capture. The guidelines emphasize that companies should prioritize measurable emissions reductions within their operations, using offsets as a supplement when necessary.

Source: Transport Topics

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Simultaneously, 17 state attorneys general filed a separate lawsuit in the U.S. District Court for the Eastern District of California against California’s Advanced Clean Fleets rule.

These legal actions occur at the same time as Republican legislators introduce resolutions aimed at blocking the EPA’s recent efforts to tighten emissions standards.

Hilgers explained that both lawsuits argue the Biden Administration and California regulators have overstepped their constitutional and statutory authority by attempting to mandate a nationwide transition to electric trucks.

He criticized the regulations as being out of touch with reality, citing inefficiencies, high costs, and potential negative impacts on Nebraska citizens, such as increased transportation costs, higher prices for goods, and added strain on the electric power grid.

The D.C. Circuit lawsuit targets the EPA’s rule enforcing stringent tailpipe emissions standards for heavy-duty vehicles, effectively compelling manufacturers to produce more electric trucks and fewer internal combustion trucks.

The California lawsuit challenges the state’s Advanced Clean Fleets regulations, which require certain trucking fleet owners and operators to phase out internal combustion trucks in favor of electric trucks.

The states joining Nebraska’s lawsuit include Alabama, Alaska, Arkansas, Florida, Georgia, Idaho, Indiana, Iowa, Kansas, Kentucky, Louisiana, Mississippi, Missouri, Montana, Oklahoma, South Carolina, South Dakota, Tennessee, Texas, Utah, Virginia, West Virginia, and Wyoming.

Alabama, Arkansas, Georgia, Idaho, Indiana, Iowa, Kansas, Louisiana, Missouri, Montana, Oklahoma, South Carolina, Utah, West Virginia, and Wyoming are the states participating in the lawsuit against California alongside Nebraska. Additionally, the Arizona State Legislature and the Nebraska Trucking Association have joined this lawsuit.

Source: Truckers News

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The group of states is represented by Republican attorneys general, led by Nebraska Attorney General Mike Hilgers, who initiated a lawsuit against California’s Advanced Clean Fleets rule.

While the specifics of their argument have yet to be disclosed, the states intend to contest the EPA’s expanded truck emission standards on the grounds that they go beyond the agency’s authority. The review petition calls the rule “arbitrary, capricious, an abuse of discretion and not in accordance with law.”

Hilgers characterized the new standards as out of touch with reality, asserting that the mandated shift to electric trucks is both inefficient and costly. He further argued that this transition would disproportionately burden Nebraskans by inflating interstate transportation expenses, raising commodity prices, and straining the electric power grid.

“California and an unaccountable EPA are trying to transform our national trucking industry and supply chain infrastructure,” Hilgers said. “This effort – coming at a time of heightened inflation and with an already-strained electrical grid – will devastate the trucking and logistics industry, raise prices for customers and impact untold number of jobs across Nebraska and the country. Neither California nor the EPA has the constitutional power to dictate these nationwide rules to Americans.”

Under the EPA’s updated regulations, 25% of new sleeper-cab tractors must be zero-tailpipe-emission trucks by 2032. Although manufacturers have flexibility in meeting this requirement through various technologies, there is a significant emphasis on battery-electric vehicles, largely due to pricing and charging infrastructure.

Electric trucks currently cost approximately $400,000, more than twice the cost of a diesel-powered truck. When interest is factored in over a standard 60-month loan term, this price gap only widens.

Plus, electric trucks offer a significantly shorter range, covering less than 300 miles compared to a diesel truck’s capacity. Coupled with lengthy charging times, electric trucks would take four to five days to complete a 1,000-mile journey—a task that diesel-powered trucks can accomplish in just two days.

According to a cost analysis conducted by Ryder, transitioning to electric trucks would double the operating expenses for Class 8 vehicles, leading to a 1% rise in overall inflation as additional costs are passed on to consumers.

This legal challenge follows closely on the heels of Republican lawmakers’ introduction of a resolution aimed at overturning the EPA’s final rule. Senators Pete Ricketts (R-Neb.) and Dan Sullivan (R-Ark.), along with Representative John James (R-Mich.), presented Congressional Review Act (CRA) resolutions to void the EPA’s strict emission standards for heavy-duty trucks and passenger vehicles. Sullivan ended his statement with a quote from the Owner-Operator Independent Drivers Association.

“Small-business truckers make up 96% of trucking and could be regulated out of existence if the EPA’s misguided mandate comes into effect,” said Todd Spencer, OOIDA president. “This could have devastating effects on the reliability of America’s supply chain and ultimately on the cost and availability of consumer goods. Local mom-and-pop trucking businesses would be suffocated by the sheer cost and operational challenges of effectively mandating EV trucks. We thank Sen. Ricketts and Sen. Sullivan for their leadership in Congress in standing up for America’s small-business truckers to fight EPA’s unworkable emission regulations.”

Source: Land Line

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Originally, the proposed regulations aimed for 50% of vocational vehicles like buses and waste haulers, 35% of new short-haul regional tractors, and 25% of new long-haul trucks to transition to zero emissions by 2032, totaling over 40% of all heavy-duty trucks within six model years. However, the approved rule mandates roughly 30% of heavy-heavy-duty vocational trucks and 40% of regional day cabs to be zero-emission by 2032.

Maintaining a “technology-neutral” approach, the EPA rule refrains from specifying any particular emissions solution. Nevertheless, achieving emissions targets for most commercial fleets will likely necessitate integrating hybrid, battery-electric, or hydrogen-electric trucks.

“Given the wide range of operations required of our industry to keep the economy running, a successful emission regulation must be technology neutral and cannot be one-size-fits-all,” said Chris Spear, American Trucking Associations (ATA) president, and CEO, adding that ATA’s opposition of the current rule stems from the post-2030 targets which remain “entirely unachievable given the current state of zero-emission technology, the lack of charging infrastructure and restrictions on the power grid,. Any regulation that fails to account for the operational realities of trucking will set the industry and America’s supply chain up for failure.”

According to a recent report from the Clean Freight Coalition (CFC), electrifying the U.S. medium and heavy-commercial truck fleet would require nearly $1 trillion in infrastructure investment alone. This includes over $620 billion from the trucking industry for chargers, site infrastructure, and electric service upgrades. Additionally, the report highlights the significantly higher costs of electric trucks compared to their diesel counterparts.

Jim Mullen, Executive Director of the CFC, views the final rule as establishing a roadmap for the adoption of zero-emission trucks “at a pace that isn’t possible due to the limits of today’s technology. The GHG Phase 3 rule will have detrimental ramifications to the commercial vehicle industry, many small and large businesses, commercial vehicle dealers, and their customers.”

EPA Administrator Michael Regan lauds the new rule as the most robust national greenhouse gas standard for heavy-duty vehicles to date, projecting long-term cost savings for fleets on fuel and associated expenses. EPA estimates suggest potential savings of over $3.5 billion for motor carriers over the six-model-year period.

While the EPA’s final rule incorporates reduced zero-emission vehicle rates for model years 2027-2029, the American Trucking Associations (ATA) expresses concerns that mandated penetration rates in later years could constrain fleets’ choices, pushing primarily for battery-electric and hydrogen investments and limiting options to unproven early-stage technologies.

“The trucking industry is fully committed to the road to zero emissions, but the path to get there must be paved with commonsense,” Spear said. “While we are disappointed with today’s rule, we will continue to work with EPA to address its shortcomings and advance emission-reduction targets and timelines that are both realistic and durable.”

The Owner-Operator Independent Drivers Association (OOIDA) also commented. President Todd Spencer emphasized that 96% of all commercial carriers are “small business truckers who happen to care about clean air for themselves and their kids as much as anyone. Yet this administration seems dead set on regulating every local mom-and-pop business out of existence with its flurry of unworkable environmental mandates,” he added. “This administration appears more focused on placating extreme environmental activists who have never been inside a truck than the small business truckers who ensure that Americans have food in their grocery stores and clothes on their backs. If you bought it, a trucker brought it.”

Source: Commercial Carrier Journal

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A central objective of the strategy “is to meet freight truck and technology markets where they are today, determine where they are likely to develop next, and set an ambitious pathway that mobilizes actions to achieve decarbonization,” according to the Federal Highway Administration (FWHA).

In conjunction with the charging strategy, the Federal Highway Administration announced the designation of the agency’s National Highway Freight Network (NHFN), along with roadways in several states, as the National EV Freight Corridors network. This national strategy and corridors network aligns with the administration’s ambitious goal to promote at least 30% zero-emission medium- and heavy-duty truck sales by 2030 and 100% by 2040.

“Medium- and heavy-duty trucks in our current freight network contribute approximately 23% of greenhouse gas emissions in the U.S. transportation sector,” said Shailen Bhatt, FHWA administrator. “These new designations and strategy will help to grow our national EV charging network, encourage clean commerce within the freight community, and support President Biden’s goals of achieving net-zero emissions for the nation by 2050.”

The strategy aims to accelerate the adoption of battery-electric and fuel-cell electric trucks. It unfolds in four phases, starting with the establishment of priority hubs based on freight volumes (2024-2027) and connecting hubs along critical freight corridors (2027-2030). The subsequent phases involve expanding corridor connections to initiate network development (2030-2035) and achieving full access to the national network by linking regional corridors (2035-2040).

Phase 1 targets 12,000 miles of interstate (23% of the NHFN), including Interstates 5, 10, 25, 75, 80, 95, and the Texas Triangle, including Interstates 10, 45, and 35. Zero-emission truck hubs in Phase 1 also include 100-mile “freight ecosystems” centered around major container ports, such as the Ports of Los Angeles and Long Beach, the Port Authority of New York and New Jersey, the Ports of Seattle and Tacoma, Washington, the Port of Miami, the Houston Port Authority, and the Port of Savannah, Georgia.

For Phase 2, “non-tractor-trailer truck (e.g., Class 4-6 straight delivery trucks) activity likely remains battery-EV-dominant, with early introduction of hydrogen fuel cell electric truck technology for longer-distance travel,” according to the strategy. “Operations expand with increased regional goods distribution (e.g., port drayage) and initial deployments of long-haul transportation.”

In Phase 4, the strategy expands from intermodal hubs and port facilities to include truck parking facilities, “which will increasingly service [zero-emission trucks] across all use cases,” according to the strategy statement.

“A fully integrated transportation energy system will be essential to supporting use cases across all vehicle classes and duty cycles, allowing for local, regional, and long-haul transportation of goods and services,” according to the statement.

Source: Freightwaves

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Braswell underscored the industry’s imperative need to unite not only in determining the optimal units for electric trucks as they become more prevalent but also in standardizing nationwide infrastructure to meet the increasing demand for power.

“How do you spec these different charging stations, what will be required in terms of the wiring and the structure and the buildout of those stations, and how long it will take for that infrastructure to come online?” he said. “In some areas, like Southern California, you have a better chance of getting it done, compared to, let’s say, the middle of Iowa.”

On a global scale, there are two competing charging systems – the CHAdeMO system developed by Japanese engineers and the CharIN portal by Europeans. Braswell urged trucking companies to proactively build relationships with electric service providers during the transition to electric vehicles (EVs), battery-electric, or hybrid vehicles.

“There are many questions that fleets have, particularly when it comes to the time frame to develop the infrastructure,” he said, “and how do you deal with the fact there are more than 3,500 electric service providers in the U.S., and it’s important to know how to interface with each of these separate entities when you are trying to establish an electric vehicle fleet.”

The push towards alternative fuels aligns with original equipment manufacturers (OEMs) designing and producing trucks with historic high miles-per-gallon (mpg) fuel-economy ratings, operating with the lowest emissions.

“Our technical session on the latest findings on the Department of Energy’s SuperTruck II and III programs is so important,” Braswell said. “We are very keen to see what type of adaptations we can make in fleets based on the findings that they achieved. “All of the different companies — Cummins, Daimler, Navistar, Paccar, Volvo — have all created super trucks that can achieve 16 miles per gallon and fuel economy, which is outstanding. We want to transfer this technology to the existing fleets as a bridge to future powertrain designs. This is fantastic, and TMC is very interested in that.”

Since 2009, the Department of Energy (DOE) and OEMs have collaborated to create a zero-emission, heavy-duty truck capable of regional and long-haul freight deliveries, achieving a remarkable 160% improvement in fuel efficiency to 16 mpg.

Braswell emphasized that the industry is currently navigating a transitional period concerning different energy sources, and TMC is committed to maintaining a leading role in steering this evolution.

“There will not be one particular solution that best suits every application in a commercial vehicle. Certainly, battery-electric will play a role in key areas, like last-mile and regional. Hydrogen may be better for the long haul,” he said. “If we get some of the infrastructure challenges in place, maybe CNG will continue to have a role to play, as well as liquid natural gas, in addition to conventional diesel and renewable diesel, which is a green fuel. TMC will be at the forefront trying to develop best practices for fleets to manage their assets.”

Addressing the rising concern of cybersecurity threats directed at the trucking industry, Braswell highlighted that TMC is actively focusing on developing strategies to tackle these challenges, both in the back office and onboard vehicle technology.

Despite challenges, including a persistent technician shortage and evolving training options for heavy equipment, TMC officials express optimism about the industry’s future. They believe that the ongoing improvements in addressing the shortage are positive indicators, recognizing the need for effective training options in the heavy equipment sector.

Source: Transport Topics

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Electric trucks have become a common sight on sales lots, with most manufacturers now offering electric or hybrid-electric models. Major motor carriers, including J.B. Hunt, Walmart, and FedEx, have already integrated electric trucks into their fleets, primarily for final-mile, drayage, and yard tractor applications.

With individual states and the federal government adopting stricter environmental laws targeting emissions, the pressure on the trucking industry to transition to electric rigs is intensifying. However, the question remains: Are electric trucks a feasible solution for an industry deeply rooted in diesel fuel for over a century?

“As an industry, we continually strive to make the environment a better one for those that will inherit it,” said Dave Heller, senior vice president of safety and government affairs for the Truckload Carriers Association (TCA). “The evidence of the achievements our industry has already accomplished has demonstrated exactly that.”

As the trucking industry’s indispensable role in the global economy continues to expand, there’s a simultaneous reduction in its environmental footprint, according to Heller.

“Truck engines manufactured today emit 98% less nitrogen oxide and particulate matter than those built 35 years ago,” he said. “In fact, it takes 60 of today’s trucks to emit what just one truck emitted in 1988. The long-haul trucking sector has been developed based upon centuries of technological advancements that have gotten us to where we are today. It would be irresponsible of us to think that a diesel replacement won’t take just as long.”

While some states are pushing for stringent environmental laws, requiring trucks to meet ambitious environmental standards, Heller argues that the existing power grid is ill-prepared for widespread electric vehicle adoption.

“The reality is that as aggressive as these timelines are, we just are not there as a nation,” he said. “Electricity has shown tremendous promise, but today, it cannot replace the impact that the diesel engine has in serving the U.S. economy. A rush to replace it would serve as shortsighted and irresponsible at a time when the needs of the national freight system are so paramount.”

Concerns about electrification and emissions standards are shared by other industry leaders. At the Arkansas Trucking Association’s 2023 annual conference, American Trucking Association President and CEO Chris Spear emphasized the need to amplify the industry’s voice regarding stricter emissions standards.

The Environmental Protection Agency’s (EPA) Clean Trucks Plan, specifically its third phase, has become a focal point in the debate over big rig emissions.

“Phase 3, on NOx, that’s the toughest stuff,” Spear said. “It’s like squeezing blood out of a rock.”

The plan aims to reduce the production of diesel-fueled rigs, replacing them with vehicles powered by electricity or alternative fuels. The EPA’s recent finalization of the plan in December 2022 targets a cut in smog- and soot-forming emissions from new heavy-duty trucks starting with the model year 2027.

While acknowledging the industry’s strides in reducing emissions from diesel engines, Spear, like Heller, believes that electric trucks are unlikely to dominate the industry in the near future. The debate over the future of trucking’s power sources continues, with industry leaders navigating the complexities of environmental regulations and technological advancements.

Source: The Trucker

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