The Potential Environmental and Social Impacts ofAutonomous Trucking
Table of Contents
Introduction

3

Environmental Impact
Powertrains, Fuel, and Emissions
An Introduction to the Truck Powertrain
The Environmental Cost of a Powertrain
How TuSimple Can Make a Difference
Tires
An Introduction to Commercial Tires
The Environmental Costs of a Tire
How TuSimple Can Make a Difference
Speed and Driving Behavior Monitoring
An Introduction to Speed and Driving Behavior Monitoring
The Environmental Cost of Speeding and Harsh Driving
How TuSimple Can Make a Difference
Idling
An Introduction to Idling
The Financial and Environmental Cost of Idling
How TuSimple Can Make a Difference
Deadhead
An Introduction to Deadhead
The Environmental Cost of Deadhead
How TuSimple Can Make a Difference

4
4
4
4
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12
12
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14
15
15
16
17
18
18
19
20
21
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© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Social Impact
SafetyScope of the Problem
The Social Cost of Unsafe Behavior
TuSimple Addressing and Prioritizing Safety
Public Health
Scope of the Problem
TuSimple Minimizing the Negative Impact
Food Waste and Food Insecurity
Scope of the Problem
The Social and Environmental Cost of Food Waste and Food Insecurity
TuSimple Fighting Food Waste and Food Insecurity
Human Trafficking
Scope of the Problem
The Social Costs of Human Trafficking
TuSimple Addressing Human Trafficking

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24
24
25
26
28
28
29
29
29
30
31
33
33
34
35

Conclusion

36

Appendix
Glossary of Terms
Endnotes

37
37
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2

1. Introduction
There has been a notable volume of recent discussion and anticipation in the autonomous
trucking industry about the potential for this technology to have direct positive effects in both
environmental and social contexts. This document outlines our current understanding of these
impacts and is meant to be a forward-looking aid to investors, customers, and others interested
in this technology.
TuSimple’s mission is to make long-haul trucking significantly safer as well as more reliable,
efficient, and environmentally friendly, creating significant benefits for all who rely on the freightsystem to deliver essential goods.
We have engaged various partners to collaborate on our mission, including studies completedwith the University of California San Diego, UPS North America Air Freight, Geotab, and Smartway.
This has uncovered benefits ranging from increased fuel efficiency, reduced greenhouse gas
emissions, and fewer hours spent by truckers on driving empty miles and idling in the cabs.
We believe our SAE Level 4 autonomous trucks will not only make the roads safer for all, but will
also make meaningful contributions toward the trucking industry’s environmental and social
impact.

© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

3

2. Environmental Impact
A. Powertrains, Fuel, and Emissions
An Introduction to the Truck Powertrain
The powertrain of a class-8 semi-truck contains the engine and drivetrain. As of Spring 2022, mostsemi-trucks are powered by internal combustion engines (ICEs), electric motors, or a combinationof the two. In turn, internal combustion engines are powered by the combustion of fuels. Trucks
with internal combustion engines are typically fueled by either gasoline or diesel.

The Environmental Cost of a Powertrain
The U.S. Environmental Protection Agency (EPA) reported in 20191 that medium and heavy
duty trucks contribute 24% of annual U.S. transportation greenhouse gas emissions.
The main contributor to a truck’s GHG emissions is its powertrain.
The major greenhouse gases are carbon dioxide (CO2), nitrous oxides (NOx), and particulate matter(PM). While both CO 2 and NOx are key contributors to global warming, PM is not a directcontributor, but causes several problems with adverse health-related effects, such as waterpollution and haze.
The composition of these GHGs differs between gasoline and diesel. Diesel engines tend to emit
less CO2, but more NOx and PM, than gasoline engines do.

4© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Figure 1: On-road pollution emissions from gasoline and diesel sources in 2010 (Access Magazine2)

Regulating Emissions, Internal Combustion Engines (ICEs), and Fuel Economy
Regulations on GHG emissions vary across each greenhouse gas as well as across countries.
Carbon Dioxide (CO2)● Europe leads the way as average CO 2 emissions from fleet-wide new passenger cars andvans registered in the EU will have to be 37.5%3 lower in 2030 (95 g CO2 /mi or 59 g CO2 /km),
compared to the limits in 2021 (153 g CO 2 /mi or 95 g CO2/km). For new vans specifically, thereduction target would be 31% by 2030 (compared to 237 g CO 2 /mi or 147 g CO2/km in 2021)● China’s regulation targets are set at 118 g CO2 /mi (or 117 g CO2/km4) in 2020 and 150 g CO2 /mior 93 g CO2/km by 2030, and● North America’s current fuel economy targets are set at over 50 mpg5 following
passenger-vehicle Corporate Average Fuel Economy (CAFE) standards (159 g CO 2 /mi or 99 g
CO2/km) for 2025

5
© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

In the U.S., the Environmental Protection Agency (EPA), the National Highway Traffic Safety
Administration (NHTSA), and the California Air Resources Board (CARB) are responsible for setting
federal and state standards for vehicle emissions and fuel economy.
The EPA has rolled out CO2 emissions standards in two phases that specifically impact mediumand heavy-duty trucks. Figure 2 illustrates how Phase 2 standards for CO 2 emissions will change
between 2021 and 2027, measured per ton mile. A “ton mile” represents one ton of freight beingtransported one mile.

Figure 2: EPA phase 2 CO2 reductions (Eaton6)6© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Overview of Scope 1, 2, and 3 Emissions
The EPA tracks and works to reduce three types of GHG emissions.

Figure 3: Overview of scope 1, 2, and 3 emissions, (Walmart’s Project Gigaton7)●●●

Scope 1: Emissions are direct emissions from sources that are owned or controlled by acompany such as factories, office buildings, and company-owned fleet vehicles
Scope 2: Emissions are indirect emissions resulting from the generation of purchased energy,
primarily electricity
Scope 3: Emissions are indirect emissions resulting from upstream activities such as
production of goods and services purchased by the company, as well as downstream activities
such as consumer use and disposal of products sold by the company

Nitrous Oxides (NOx)The EPA launched the Cleaner Trucks Initiative in 2018 to update NO x emissions standards forheavy-duty trucks. On August 5, 2021, EPA announced a series of rulemakings to be rolled out overthe next three years. The first rulemaking, to be finalized in 2022, will apply to heavy-duty vehicles

7© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

starting in model year 2027. The CARB is working in parallel to reduce NO x emissions per ton mile to
0.05g, or 75%, by 2024 and to 0.02g, or 90%, by 2027.
Particulate Matter (PM)The EPA has established National Ambient Air Quality Standards to regulate particulate pollution
by all vehicles, including heavy-duty trucks, and retain primary standards to protect public health,and secondary standards to protect public welfare.
Primary standards differ for fine particles and coarse particles, measured by micrograms per cubic
unit of air (μg/m 3), as seen in Figure 4:

Figure 4: Particulate matter standards (EPA8)

Fuel Economy
In 2015, EPA and NHTSA announced proposed rules for the second phase of fuel economy
standards for medium and heavy-duty vehicles, including semi-trucks.
Phase 2 standards call for an 8-24%9 increase in fuel efficiency, depending on the vehicle’s size andpurpose, between the years 2018 and 2027.

How TuSimple Can Make a Difference
Reducing GHG Emissions8© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Autonomous trucks can reduce GHG emissions -- more specifically, Scope 1 GHG emissions -- byincreasing asset utilization. This should reduce emissions produced by deadhead and idling.
Subsequent sections go into detail about how our technologies are designed to enable theseemissions reductions.
Besides using our technologies to tackle the emissions associated with driving trucks across thecountry, TuSimple has also demonstrated our commitment to this cause by becoming the firstautonomous trucking company to be recognized as a SmartWay Certified Carrier10.
SmartWay is a voluntary public-private program run by EPA that helps the freight transportation
sector improve supply chain efficiency and reduce transportation-related emissions. In 2021, we
received the EPA’s SmartWay High Performer award. This award recognizes the top 10%11 of lowest
CO2 emitting fleets participating in the program.
Extending the Life and Fuel Economy of a Powertrain
In an autonomous vehicle, the powertrain should be subject to less aggressive driving12 such as
harsh acceleration, braking and cornering. Autonomy should improve general driving
performance including benefits from a reduction of these less safe and inefficient performance
behaviors. This will likely reduce wear and tear extending the lifetime of the engine, drivetrain, andits associated components, resulting in maintenance cost savings for carriers.
In an autonomous vehicle, the deployment of vehicle control methods, such as eco-drive, is more
efficient. This changes the powertrain operation in response to driving conditions leading tobetter fuel economy. A 2018 study13 by Hitachi Automotive systems found a 9% improvement infuel economy associated with an autonomous vehicle traveling at an average speed of 60 mph, ascompared to a vehicle operating under conventional adaptive cruise control. This could translate
into annual fuel cost savings14 of close to $3,760 per truck.
By testing our autonomous driving system over 160,000 miles in real-world conditions15 for the
UPS North American Air Freight Services, we have been able to exceed the already substantial fuelsavings data observed in the study16 conducted by the University of California San Diego.

9© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

As a result of our testing with UPS North American Air Freight, our TuSimple autonomous driving
system delivered over 13% fuel savings compared to human drivers when operated in the optimal
long-haul operating band from 55 to 68 miles per hour.
Looking Toward the Long Term
While autonomous driving technology can optimize the performance of existing powertrains,carriers will need to look toward the evolution of powertrains in order to attain long-term
environmental sustainability. The key lies in striking a balance between driving distances,infrastructure, emissions, and fuel economy.
Natural gas has been touted as an alternative semi-truck fuel source to diesel, with some players17
in the autonomous truck industry already embarking on a mission to develop driver-in,
supervised autonomous trucks powered by natural gas. At TuSimple, we view natural gas as aninterim solution, utilizing a fuel with less emissions as a step in the evolution to full electricvehicles. Considering it as a temporary solution, it's important to note that while natural gas does
reduce GHG emissions, it also reduces the driving range of a vehicle 18 due to the lower energy
density of natural gas -- not ideal for trucks that need to traverse long distances daily. More
importantly, they retain the use of ICEs, which is at odds with regulatory developments that havebegun to impact the mobility industry.
Several countries have already announced dates for the phase-out of ICEs in vehicles.

10© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Figure 5: Timeline of country ICE electrification or ICE ban targets and net-zero emission pledges (IEA19)

California is the only U.S. state to have declared a definitive requirement20 for truck manufacturers
to sell clean, zero-emission trucks in the state—from 5% of Class 7/8 tractors in 2024 to 40% by
2035.
The latest focus in the overall mobility space is the electrification of the powertrain. Hybrid
powertrains in long-haul combination trucks represent an attractive step toward electrification
and are estimated21 to provide up to $3,900 fuel savings and cut GHG emissions by 13 metric tons
per truck, per year. They combine an internal combustion engine with one or more electric motors
powered by batteries. Fully electric powertrains replace the ICEs altogether.

11© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

B. Tires
An Introduction to Commercial Tires
Tires make up approximately 3%22 of a truck’s annual per-mile expenses. They have an average
lifespan of 6 to 10 years 23, and are typically retreaded until they can no longer be used. While thenumber of heavy truck tires headed for scrap has come down in recent years, it still stands at
about 6% of all scrap tires 24, or 18.9 million tires per year.
A typical tire25 is made up of natural rubber, synthetic rubber, carbon black filler, and otherfunctional agents. It is estimated that anywhere from 4 to 10 gallons (or 15 to 38 liters26) of
petroleum are required to produce a standard tire. For the 18.9 million tires27 that are scrapped ayear, this means that approximately 74.9 to 189.7 million gallons of petroleum are being put towaste each year.
What’s more important, however, is the environmental impact of tires -- not only from using a
fossil fuel such as petroleum during their production, but also in the emissions and waste
produced as part of tire wear and tear during and after use.

The Environmental Costs of a Tire
The environmental impact of a tire resonates through the supply chain from the production of its
raw materials, use, and end of life. These environmental impacts have repercussions to our air,ocean, and land.
Air - The production of tire raw materials currently generates28 four times as much CO 2 emissions
per tire than the manufacturing process of the tire itself. During on-road vehicle usage, tires also
produce Non-Exhaust Emissions (NEE). This is air pollution due to particles released from brake
wear, tire wear, road surface wear and resuspension of road dust while driving.
Between 3 and 7%29 of fine particulate matter (PM 2.5) in the air is estimated to have come from tire
wear and tear. This effect is exacerbated in non-urban areas, where freeways tend to be located.

12© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

In cities, buildings act as wind barricades and cars drive more slowly, but in rural areas, higher
speeds and more wind allow particles to get kicked up more easily. In the United States, that effectis exaggerated in dry Western states 30, as compared to the more humid Southern states.
Ocean - Tire wear and tear also releases microparticles and chemicals into the ecosystem. Tires
contribute 5-10%31 to the total global amount of microplastics ending up in our oceans. Whenthese microparticles and chemicals make it into rivers or oceans, they can have adverse and evenfatal effects on aquatic and marine life.
6PPD is a chemical used in tires to prevent them from breaking down too quickly. 6PPD creates a
byproduct called 6PPD-quinone which has been identified as the cause of coho salmon deaths32
in freshwater streams in Puget Sound, Washington and has been detected in roadway runoff
from Los Angeles and urban creeks near San Francisco.
Land - Around 18.9 million commercial tires from heavy-duty trucks were scrapped in 2019. Once atire has surpassed its useful life, it can be disposed of in sustainable ways. They can be converted
into fuel and or used in reclamation projects. Despite this, inefficient end of life and recycling
programs result in 25% of those scrap tires ending up stockpiled in landfills33. This continues thedownstream environmental impact of tires. Stockpiled scrap tires can leach toxins into the soil
continuously during the 50-to-80-year decomposition cycle34. Though many states throughout
the country had fewer than one million tires stockpiled (Figure 6), Arizona, New Mexico, Colorado
and Texas each had an estimated one million to twenty million tires stockpiled in landfills in 2020.

13© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Figure 6: Stockpiled tires remaining in the U.S. (U.S. Tire Manufacturers Association35 2020)

How TuSimple Can Make a Difference
Two of the biggest benefits of autonomous trucks are the autonomous driving system's ability to
conduct trip planning and eliminate unnecessary driving and the reduction in unnecessary
maneuvers such as lane changing and braking. Fewer unnecessary driving and steering
maneuvers means less wear and tear on tires, which will reduce the release of NEE andmicroplastics into the atmosphere and waters and the general rate of tire replacement. Lowering
the rate of tire replacement could slow down the rate of tire scrap reducing soil pollution. Thisshould minimize health-related risks that tire wear and tear and disposed tires can cause tohumans and our ecosystem. To quantify this and work to maximize the benefits of autonomous
trucks on tires, we are currently planning to conduct a tire wear study in partnership withGoodyear.

14© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Besides the numerous environmental benefits, less tire wear should lower tire maintenance costs,
decrease the rate of tire replacement, and improve safety. Between 2016 and 2018, approximately
0.3-0.4% of fatal crashes involving trucks were attributed to truck tire-related issues 36, such as tire
blowout. Tire blowout is primarily caused by overworn tires. Given the increased and morecomprehensive pre-trip and post-trip inspections, we believe tires are less likely to be left
overworn on autonomous trucks.

C. Speed and Driving Behavior Monitoring
An Introduction to Speed and Driving Behavior Monitoring
In 2018, 32.3% of fatal crashes involving large trucks (trucks over 10,000 lbs gross vehicle weightrating37), recorded at least one driver-related factor. 6.8% of these incidents were due to
speeding38.

Figure 7: Breakdown of fatal crashes by driver vs. non driver-related factors.
Non driver-related factors include other parties and vehicle-related factors (US DOT39)

15© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

In 2019, the Senate introduced a bill40 requiring all new commercial motor vehicles weighing 26,001
pounds or more to be equipped with speed-limiting devices set to a maximum of 65 mph. As of
May 2021, the bill has been re-introduced in the U.S. House of Representatives; it also includes aprovision41 for the limit to go up to 70 mph if certain safety technologies, such as an adaptive
cruise control system and an automatic emergency braking system, are in use.
However, it is key to note that speed limiting devices are not the same as speed monitoring. These
devices cannot eliminate unnecessary increases or decreases in speed below the given speed
limit. On the other hand, speed monitoring devices can help reduce the number of “driver events”
such as harsh braking, accelerating, or cornering. Harsh acceleration and harsh braking occur
when more force than normal or necessary is applied to the vehicle's accelerator or braking
system to adjust the speed of the vehicle. Harsh cornering takes place when a driver takes a turnor curves too fast, putting top-heavy vehicles at risk of overturning42. These actions can increase
the risk of accident or injury to fleet drivers and others sharing the road.

The Environmental Cost of Speeding and Harsh Driving
Aggressive driving at highway speeds can impact fuel economy by as much as 20%43. Aggressive
driving can also44 increase maintenance, replacement, and repair costs as it increases vehicle wear
and tear, decreases the lifespan of the brakes and wears out the brake pads, places more pressure
on the ball joints, suspension, wheel bearings and more.
Harsh braking can also have adverse environmental effects. When braking, some of the worn
materials deposited on roadways become airborne as PM. Scientific Reports’ research45 has
shown that 20% to 50% of worn material during braking become airborne particles in roadtransport. Friction materials on brake pads are also non-degradable and currently disposed of in
landfills and through combustion, leading to additional CO 2 emissions.

How TuSimple Can Make a Difference
Speeding and the three types of harsh driving events are typically classified as “driver events,”
because they are initiated by the driver at the wheel. The key difference between autonomous

16© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

trucks and conventional ones is that the former do not have a human at the wheel, and thus are
not prone to these “driver events.”
A 55-60% reduction in unsafe events, including harsh braking and acceleration, by drivers of
sleeper cabs (i.e. long-haul drivers) has been shown to lead to a 5.4% gain in fuel economy46. Figure
8 shows the results of a joint study between TuSimple and Geotab that has already uncovered
substantial improvements in harsh braking, harsh acceleration, and harsh cornering byautonomous trucks, as compared to manually-driven trucks.
TuSimple’s trucks achieve these improvements through their autonomous driving technology
which includes perception, motion planning, control, and mapping. These components leveragedata and information from TuSimple’s proprietary sensor system that includes cameras, LiDARs,
RADARs, and ultrasonic sensors.

Figure 8: Comparison of how TuSimple trucks perform on harsh events against manually driven trucks’ performance,
Geotab and TuSimple (2021)

17© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

D. Idling
An Introduction to Idling
Idling refers to the continuous operation of a truck’s main propulsion engine while the truck isparked and not in active service. Many truckers idle their engines overnight for heating, cooling,and electricity for appliances 47. This can have several negative impacts on the environment suchas heightened diesel fuel consumption which leads to higher emissions of CO 2 and other diesel
pollutants.
A survey conducted by the American Transportation Research Institute (ATRI) found48 that sleeper
cabs (long-haul trucks) and day cabs (short-haul trucks) idled an average of 28 hours and 6 hours aweek, respectively. Within the 28 hours spent idling by sleeper cabs, the chart below shows thebreakdown by location. This idling time includes activities such as cooling and heating the cab,
warming the engine, powering in-cab appliances, etc.

Figure 9: Percentage of truck idling by location (The American Transportation Research Institute49)

18© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

The Financial and Environmental Cost of IdlingA heavy-duty truck consumes about 0.8 gallons of fuel per hour50 that is spent idling. At an
average fuel cost of $3/gallon, fuel for a 10-hour rest period will cost $24. On an annual basis, atruck idles about 1,800 hours a year, using ~1,500 gallons of diesel which leads to $4,500 of annual
diesel fuel costs.
The North American Council for Freight Efficiency (NACFE), in their idle reduction confidence
report51, found that a 10% annual reduction in idling equals 1% fuel economy benefit whichtranslates to a $500 to $700 annual savings assuming $3/gallon fuel prices and 100,000
miles/year. The American Trucking Associations estimated that idling doubles the wear and tearon engine parts versus normal driving and adds $2,000 in costs per truck annually 52.
In addition to the financial costs, idling also presents environmental costs. Heavy-duty vehicles
account for 20%53 of transportation-sector GHG emissions in the United States. Carbon monoxide
emissions are highest in idle, low speed, and cold start conditions54. These conditions also
contribute to emissions of other gases such as NOx, total hydrocarbons (THC), and PM55 (Figure 10).
The Argonne National Laboratory estimates56 that idling results in the emissions of about 11
million tons of CO 2, 55,000 tons of NO x, and 400 tons of PM in the U.S.

19
© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Figure 10: Range of contributions of truck idling to total daily emissions and fuel consumption for a truck idling for 8hours a day. Error bars represent the average value ± one standard deviation. (DieselNet Technology Guide 57)

These emissions contribute to climate change and diminish local air quality, which affects thehealth of drivers and their communities. Idling emissions can contribute to58 premature mortality,
bronchitis, hospital admissions, respiratory symptoms, asthma attacks, work loss days, and minor
restricted activity days. For more detail, refer to the Public Health section of this report.

How TuSimple Can Make a Difference
Up to 54% of idling by heavy-duty trucks could be eliminated through self-driving capabilities, as
autonomous trucks will not idle at truck stops and rest stops59. This has the potential to reduce alarge source of emissions and unlock cost savings for trucking companies.
In addition to increasing a fleet’s capacity utilization and decreasing trip times, self-driving trucks
can help fleets reduce their carbon footprint. The NACFE found60 that a 10% annual reduction in
idling equals 1% improvement in fuel economy. Given this metric, and the above metric that an
estimated 54% of idling occurs at truck stops and rest stops, locations where autonomous trucks
should not stop at, TuSimple’s autonomous trucks can potentially result in ~5% improvement in20© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

fuel economy by reducing idling alone. Fleet owners can then drive incremental savings fromreduced idling-related fuel costs.

E. Deadhead
An Introduction to Deadhead
Deadhead miles, or “backhaul,” are empty miles that are driven without a load. These typicallyoccur when there are no nearby loads that are headed in the same direction as the driver.

Figure 11: Empty backhaul trip in a freight supply chain

The American Transportation Research Institute61 found that in 2019, approximately 20.1% of miles
travelled by non-private fleets were considered backhaul, whereas the National Private Truck
Council62 has reported up to 28% for private fleets.
Deadhead miles also occur when carriers would rather do an empty backhaul trip than take on acheap load. Most importantly, for manually driven trucks, it arises because drivers need to returnto their point of origin.

21© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

The Environmental Cost of Deadhead
Environmental costs associated with backhaul are essentially the same as those incurred by theregular driving of heavy-duty trucks -- GHG emissions, fuel consumption, truck wear and tear -but are exacerbated because they are incurred despite a lack of associated economic activity.
Heavy-duty full truckload freight accounts63 for more than 205 million metric tons of CO 2
emissions per year. This includes 72 million metric tons of CO 2-equivalent emissions resulting fromempty miles. By the EPA’s estimates64, 20,000 empty miles per year consumes an equivalent of 750
gallons of diesel fuel.

Figure 12: Global CO2 emissions from transport (Our World in Data65)

In earlier sections, we addressed the issues of truck wear and tear, namely in the powertrain andtires. As is the case with other vehicles, truck vehicle miles traveled (VMT) also contribute to thedeterioration of highways, which requires regular maintenance to ensure that driving conditions
remain safe for all drivers.

22© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

How TuSimple Can Make a Difference
Autonomous trucks will not completely eliminate deadhead miles, but they can accelerate therealization of benefits associated with load matching practices. This can be done by eliminating
the need to return a driver to their point-of-origin, as an autonomous truck can be redirected topick up its next load immediately, instead of driving non-revenue generating miles when a driver
heads back to their point-of-origin.
This should, in turn, lead to a reduction in empty miles driven, increased asset utilization, andimproved driver well-being as they should spend fewer hours on the roads away from theirhomes and families.
The EPA estimates66 that a trucking fleet that optimizes their logistics by practices such as load
matching as well as optimizing routes and delivery schedule can see a reduction in unnecessary
truck trips and a reduction in fuel consumption by about 4.5%, resulting in 7.6 metric tons of CO 2
saved per truck.
Bundling shipments that would have been handled by multiple drivers into a job for a single driver
has the potential to reduce empty miles from the industry standard of 35% to 19%. If the trucking
industry as a whole can achieve the same efficiency improvements, it would reduce CO 2 emissions
by 32 million metric tons 67.

23© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

3. Social Impact
F. Safety
Scope of the Problem
Fatal Crashes: In 2018, 32.3% of fatal crashes involving large trucks (trucks over 10,000 lbs grossvehicle weight rating68), recorded at least one driver-related factor. Of these crashes 69, 5.3% were
due to driver distraction, 4.4% due to driver impairment and 6.8% due to speeding. The leading
driver distraction-related factor was inattentive driver behavior, and the leading driver
impairment-related factor was found to be driver impairment from being under the influence ofalcohol, drugs, or medications, followed by driver fatigue and sleep deprivation.

Figure 13: Breakdown of fatal crashes by driver vs. non driver-related factors.
Non driver-related factors include other parties and vehicle-related factors (US DOT70)

Driver Events: In addition to the extreme case of fatal crashes, “driver events” can also cause
unsafe conditions on roads. Driver events include actions such as harsh braking, accelerating, or

24© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

cornering. Harsh acceleration and harsh braking occur when more force than normal or necessary
is applied to the vehicle's accelerator or braking system to adjust the speed of the vehicle. They
increase the risk of accident or injury to fleet drivers and others sharing the road. Harsh cornering
takes place when a driver takes a turn or curves too fast, putting top-heavy vehicles at risk ofoverturning71.
Accident Reconstruction: Another key component of vehicle safety is accident reconstruction;
allowing individuals to have full understanding of liability and creating the opportunity to make
improvements on driving patterns or habits. Today, accident reconstruction is an intensive
process that encompasses the retrieval of data from dash cameras and event data recorders(EDRs) of the vehicle(s) involved, collection of evidence, inspection of the vehicle(s) involved,
interviews with witnesses/individuals involved, and simulation of the accident using software.
Safety Policy: Figure 13 above is based on the traditional automotive industry that has longestablished standards to prove safety and roadworthiness of human-driven vehicles. However,despite its significantly higher safety-criticality, the autonomous vehicle (AV) industry does nothave this option yet. Today there are no wholly sufficient standards for autonomous vehicle
roadworthiness, and no federal or state laws that mandate compliance to specific standards fortesting autonomous driving technologies on public roads without a human driver in the vehiclecab.

The Social Cost of Unsafe Behavior
Speeding and harsh driving can lead to accidents culminating in property damage, injuries, oreven loss of human life. In 201872, 6.8% of fatal crashes involving large trucks were found to havetruck drivers who were speeding while 1.1% of the events were due to harsh driving behaviors likeerratic vehicle operation or sudden speed changes.

25© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

TuSimple Addressing and Prioritizing Safety
Reducing Fatal Crashes: TuSimple’s autonomous trucks have the potential to reduce theprobability of an accident happening and the number of fatal accidents involving trucks by up to
32.3%. Amongst other factors, this 32.3% includes the 5.3% of fatal crashes that were due to driver
distraction, the 4.4% due to driver impairment and potentially the 6.8% due to speeding.
Theoretically, in an autonomous vehicle, given the extraction of the driver from the truck, driver
distraction and driver impairment should be completely eliminated while driver speeding shouldbe eliminated due to constant speed monitoring and control of the autonomous truck.
Superior Speed Control and Reaction Time: Further, The TuSimple Autonomous Driving System(ADS), powered by cameras, LiDARs and RADARs, and our artificial intelligence models, enables ourtrucks to have better speed control and shorter reaction times to other drivers and objects. Our
sensor suite can see 1,000 meters73 (or 0.6 miles), while a traditional human driver has an average
detection range of 0.25 miles74. Additionally, our ADS has a reaction time of less than 0.1 seconds75
as opposed to a reaction time of 0.75 - 1 second76 for a human driver.
Minimizing Driver Events: Speeding and the three types of harsh driving events are typicallyclassified as “driver events,” because they are initiated by the driver at the wheel. The key
difference between autonomous trucks and conventional ones is that the former do not have ahuman at the wheel, and thus are not prone to these “driver events”. Figure 14 shows the resultsof a joint study between TuSimple and Geotab that has already uncovered substantial
improvements in harsh braking, harsh acceleration, and harsh cornering by autonomous trucks,
as compared to manually-driven trucks.
TuSimple’s trucks are able to achieve these improvements through its autonomous driving
technology which includes perception, motion planning, control, and mapping. These
components leverage data and information from TuSimple’s proprietary sensor system that
includes cameras, LiDARs, RADARs, and ultrasonic sensors.

26© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Figure 14: Comparison of how TuSimple trucks perform on harsh events against manually driven trucks’ performance,
Geotab and TuSimple (2021)

Accident Reconstruction: TuSimple’s multi-sensor technology powered by cameras, LiDARs, andRADARs can enhance the scope of data collection, which is critical for accident reconstruction. Our
cameras and sensors are continuously capturing data; from when the truck starts a mission towhen it completes a mission. Our autonomous vehicles are capable of continuously capturingdata, video as well as variation in speed, acceleration and braking over the entire journey, andpreemptively adjusting the truck's movements as needed. This is in stark contrast to event data
recorders (EDRs) and dash cams in traditional vehicles, which only capture data up to 5 seconds
before and after a vehicle may experiences a significant event, such as a collision, pothole, or curb
hit77, or if a crash is significant enough to cause airbags to deploy.
Leading in Safety Policy: At TuSimple, our approach to safety is holistic, spanning not only ourtechnology, but also our processes, organization, and operations. As such, we have recently
constructed a Driver-Out Safety Case Framework78 which outlines our explicit safety principles,from which we derive our overall Safety Case Framework, and take full advantage of available bestpractices and internal frameworks to enforce safety-first practices throughout the design andexecution of our Driver-Out rides.

27© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

G. Public Health
Scope of the Problem
People who live near major roads, especially those with high trucking volumes, face an increased
incidence and severity of health problems 79 associated with air pollution. Research has shownthat among children with no parental history of asthma, living within 75 meters of a major road,
59%80 of asthma cases were attributable to their proximity to these roads. Figure 15 shows a hot
spot analysis that revealed a statistically significant clustering of elevated PM concentrations andasthma incidence in certain towns.

Figure 15: Diesel PM, lung cancer, and asthma incidences along major traffic corridors in Massachusetts (Health &Place81)28© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

In addition to asthma, other health impacts include82:● Cardiovascular deaths and illness from both short-term and long-term exposure totraffic-related air pollution● Lung cancer in people who have never smoked, linked to traffic pollution● Breast cancer in post-menopausal women, linked to traffic pollution

TuSimple Minimizing the Negative Impact
The introduction of autonomous trucks can bring many benefits such as improved traffic flows,increased safety, and reduced freight costs. Yet, there are rising concerns83 about the possibilityof increased carbon emissions which can lead to increased health issues in the communities ourtrucks drive through.
To address these concerns, we continue to add to our development roadmap, identifying
additional ways in which we can reduce the emissions generated by our autonomous trucks. This
includes84 improving the wear properties of materials, reducing the wear potential of tires,
minimizing the output of CO 2, PM, and NO x through reduced idling and increased fuel efficiency,
off-peak trip starts, and speed optimization.

H. Food Waste and Food Insecurity
Scope of the Problem
In 2017, the United States generated approximately 206 billion pounds85 of food waste, which
equates to 30-40%86 of its food supply. Food is discarded at every step along the food chain: on
farms and fishing boats, during processing and distribution, in retail stores, in restaurants and at
home. According to the Food and Agricultural Organization (FAO) of the United Nations, 14% of theworld’s food is lost between harvest and retail87, including through on-farm activities, storage,
and transportation.

29© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Food insecurity88 is the disruption of food intake or feeding patterns due to lack of money orother resources. It can affect people from all socioeconomic brackets, but is most commonly
concentrated in impoverished neighborhoods. During the first few months of the 2020 COVID-19
pandemic, roughly 4 in 10 people89 visiting food banks were seeking help for the first time, driving
a 55% increase in year-on-year visits. Though a long-standing issue, the pandemic has spotlighted
growing food waste.

The Social and Environmental Cost of Food Waste and Food Insecurity
Food waste inevitably results in “upstream” energy and water waste, as well as “downstream” GHG
emissions. Wasted food makes up 21% of all freshwater used to grow food 90 and represents 2% of
the USA's annual energy consumption91.

Figure 16: Breakdown of emissions from food waste (Our World in Data 92)

After being discarded, as food rots in a landfill, it emits methane, a greenhouse gas 28 to 36 times
more potent93 than the carbon that comes out of passenger vehicles. Food waste and losses
across different stages of the supply chain also represents 6% of total global greenhouse gas
emissions.

30© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Along with these environmental impacts, food waste has the profound social implication of thelost opportunity to reduce food insecurity. Food insecurity can affect people from allsocioeconomic brackets, but is most commonly concentrated in impoverished neighborhoods. In
the U.S. alone, 10.5% of U.S. households 94 are considered to be food insecure. This includes morethan 38 million95 people, 12 million of which are children. One of the biggest challenges facing local
communities experiencing food insecurity is the transportation of food to local pantries and foodbanks for distribution, a problem that can be aptly addressed by the trucking industry.

TuSimple Fighting Food Waste and Food Insecurity
TuSimple believes that autonomous trucks have the potential to solve the challenges of foodwaste. Over the past several years, we have been collaborating96 with stakeholders and partners
across the food industry including McLane97 (a supply chain service leader for food and grocery)and Giumarra98 (a produce marketing company supporting over 2,000 growers).
McLane has been a long-standing partner of ours and is excited about the potential for TuSimple’sautonomous trucks to help address the driver staffing shortages in their supply chain99. As such,
we have started with shuttle runs between Phoenix and El Paso and continue to identify
opportunities to expand across the country.
Most recently, we worked with Giumarra and the Associated Wholesale Grocers100 (AWG) tovalidate the benefit of autonomy for middle-mile applications by reducing the time by 42% for a
middle mile load. Doing so allowed AWG to distribute fresh food more effectively to locally-owned
grocery stores across the state. By being able to extend the shelf life of produce and reduce
prices, we believe we can provide greater access to healthier food in communities located in “fooddeserts” and thereby improve the overall health of the community.

31© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Figure 17: A TuSimple autonomous semi delivers to a food bank in El Paso, Texas.

Along with addressing food waste, we believe that our autonomous trucks can reduce foodinsecurity by providing a safe and efficient way to distribute food to the organizations that serve
those most in need. Currently, we are partnered 101 with the Community Food Bank of Southern
Arizona102 in providing both food donations and freight transportation. Recognized as the top
food bank in the US103, the Community Food Bank of Southern Arizona serves 180,000 people
annually through innovative programs that address food insecurity and health.

Figure 18: Metrics highlighting TuSimple’s partnership with the Community Food Bank of Southern Arizona32© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

As of December 31st, 2021, we have successfully delivered more than 3.5 million pounds of food, or
2.7 million meals, to communities in need in partnership with the Community Food Bank ofSouthern Arizona and look forward to continuing our partnership with them.
Beyond the ability to move food freight faster and to increase food accessibility, we believe there
are many benefits that our autonomous trucks can provide, including reducing transportation
costs by up to 50% per mile. This will allow food banks to funnel these savings towards procuring
more meals and ensuring that households in need can access the programs.
As we expand our operational footprint, it’s encouraging to think about the different ways
TuSimple’s autonomous trucks can help communities around the world. Tackling food waste andfood insecurity in our communities is work that will take time, and the strong partnerships that
we are building should enable us to continue creating a better path forward.

I.

Human Trafficking
Scope of the Problem
Human trafficking is a global problem in which people are coerced into commercial sex acts orlabor against their will. It is estimated that there are 40 million victims of human trafficking 104
globally, including thousands of children and adults in the United States, in what is currently a$150bn industry105. The scale of this crime calls for an equally sizable response, including that froma mobile army as large, widespread, and well-trained as the transportation industry. This is theopportunity that exists for the trucking industry, with its members uniquely positioned to makean impact.

33© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

Figure 19: Heat map of human trafficking situations identified in 2019 (Polaris106)

During their time on the roads, truck drivers move in and out of rest stops, restaurants, andhotels. This puts them in a unique position where they may be able to spot and report incidents oftrafficking that take place at these locations. Truckers Against Trafficking (TAT) reported that overthe past decade, truck drivers have made more than 2,000 calls to their hotline, helping to raiseawareness of more than 600 likely cases and identify more than 1,000 potential victims 107.

The Social Costs of Human Trafficking
Human trafficking victims often experience poor physical and mental health, and also find that
their past trauma can become obstacles to their efforts to secure stable employment due to theremnants of their trauma as well as the stigma associated with it. Afflictions include sexuallytransmitted infections and unsafe abortions, depression, and anxiety, as well as drug and alcohol
addictions.

34© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

It is common for victims, especially those who are young women, to have left high school before
graduation. An incomplete education provides limited opportunities for stable employment thatare within reach -- this can be mitigated by targeted training programs108, but will require time as
victims recover from the effects of mental and physical abuse.

TuSimple Addressing Human Trafficking
While TuSimple is an autonomous trucking company, we will continue to have safety drivers andAV system operators on the roads on a regular basis who may encounter human trafficking
incidents that should be reported. In addition to our safety drivers and AV system operators, we
believe that our employees who are not out on the roads should also be aware of suspicious
activity in their everyday lives and know how to take action.
TuSimple is the first autonomous trucking company to sign on as a sponsor of Truckers Against
Trafficking (TAT). As part of our commitment toward combatting human trafficking109, we recently
had Laura Cyrus, the Director of Corporate Engagement at Truckers Against Trafficking, speak toour employees about what they can do both on the road and in everyday situations to spot signsof human trafficking and take action by making a call to the TAT hotline. We want to prepare our
employees to help fight against human trafficking and become a part of the solution. In addition,
all of TuSimple’s safety drivers and AV system operators are required to complete the TAT training
program on what red flags to look for as indicators that human trafficking may be taking place. As
of January 2022, we have trained and certified over 60 safety drivers and AV system operators for
TAT.
Beyond making affirmative commitments to combat human trafficking, we are looking into ways
our trucks can help to tangibly address trafficking activity while on the road. We see the potentialthat our technology has in terms of increasing transparency and supporting law enforcement
efforts to tackle this issue. By exploring ways to combine our technology with internal initiatives
that empower our people to play a part, as well as partnerships with law enforcement and public
service entities, we commit to using our technology as a force for good.

35© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

4. Conclusion
TuSimple’s mission is to make long-haul trucking significantly safer as well as more reliable,
efficient, and environmentally friendly. Autonomous trucking offers a multi-faceted solution toaddress environmental challenges such as greenhouse gas emissions and fuel wastage, as well associoeconomic issues including public health, food waste and insecurity, and human trafficking.
Through our technology, TuSimple is set to transform business “as is” and set the foundation fortrucking to become both safer for our communities and cleaner for our environment.

36© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

5. Appendix
A. Glossary of Terms
ADS

Autonomous Driving System

AFN

Autonomous Freight Network

ATRI

American Transportation Research Institute

AWG

Associated Wholesale Grocers

CAFE

Corporate Average Fuel Economy

CARB

California Air Resources Board

CO2

Carbon Dioxide

CVSA

Commercial Vehicle Safety Alliance

EDR

Event Data Recorders

EPA

Environmental Protection Agency

FAO

Food and Agricultural Organization

GHG

Greenhouse Gas

ICEInternal Combustion Engine

NACFE

North American Council for Freight Efficiency

NEE

Non-Exhaust Emissions

NHTSA

National Highway Traffic Safety Administration37© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

NOx

Nitrous Oxide

PM

Particulate Matter

TAT

Truckers Against Trafficking

THC

Total Hydrocarbons

VMT

Vehicle Miles Traveled38© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

B. Endnotes
1.

2.
3.
4.
5.
6.

7.
8.
9.

10.
11.

12.

13.

14.

“Fast Facts on Transportation Greenhouse Gas Emissions”
https://www.epa.gov/greenvehicles/fast-facts-transportation-greenhouse-gas-emis
sions“Driving Down Diesel Emissions.”
https://www.accessmagazine.org/fall-2013/driving-diesel-emissions“The Future of Automotive Powertrain Technology”
https://timestech.in/the-future-of-automotive-powertrain-technology/“The Future of Automotive Powertrain Technology”
https://timestech.in/the-future-of-automotive-powertrain-technology/“The Future of Automotive Powertrain Technology”
https://timestech.in/the-future-of-automotive-powertrain-technology/“What truck manufacturers need to know about the future of emissions, and how
electric powertrain options can help”
https://www.eaton.com/us/en-us/company/news-insights/what-truck-manufacturers-need-to-know-about-the-future-of-emissions.html“Setting an Emissions Target”
https://www.walmartsustainabilityhub.com/climate/project-gigaton/emissions-targets“NAAQS Table” https://www.epa.gov/criteria-air-pollutants/naaqs-table
Fact Sheet: Vehicle Emissions Standards.
https://www.eesi.org/papers/view/fact-sheet-vehicle-efficiency-and-emissions-standards#Tables“Become a SmartWay Carrier Partner”
https://www.epa.gov/smartway/learn-about-smartway“SmartWay High Performers: Truck Carriers, Carbon Metrics”
https://www.epa.gov/smartway/smartway-high-performers-truck-carriers-carbon-metrics“In the pursuit of driverless cars, don’t forget the powertrain”
https://www.automotiveworld.com/articles/pursuit-driverless-cars-dont-forget-pow
ertrain/“Powertrain Systems Improving Real-world Fuel Economy: Integration with
Autonomous Driving/Driver Assistance Technologies”
https://www.hitachi.com/rev/archive/2018/r2018_01/pdf/P123-128_R1b05.pdf“Reducing Highway Speed: A Glance at Clean Freight Strategies”
https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100XMAB.pdf

39© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

15. “UPS Partners with TuSimple as the Future of Autonomous Trucking Takes Shape”
https://www.tusimple.com/blogs/ups-partners-with-tusimple-as-the-future-of-auto
nomous-trucking-takes-shape/
16. “New Research Finds TuSimple Trucks are at Least 10% More Fuel Efficient Than
Traditional Trucks, Per TuSimple and UC San Diego Study”
https://www.tusimple.com/wp-content/uploads/2021/01/UCSD-Fuel-Study-Press-Rel
ease.pdf
17. “Plus and Cummins Collaborate to Develop the Industry’s First Supervised
Autonomous Trucks Using a Natural Gas Powertrain”
https://www.businesswire.com/news/home/20210427005663/en/Plus-and-CumminsCollaborate-to-Develop-the-Industry%E2%80%99s-First-Supervised-Autonomous-Tr
ucks-Using-a-Natural-Gas-Powertrain
18. “Natural Gas Vehicles” https://afdc.energy.gov/vehicles/natural_gas.html
19. “Policies to Promote Electric Vehicle Deployment”
https://www.iea.org/reports/global-ev-outlook-2021/policies-to-promote-electric-ve
hicle-deployment
20. “Governor Newsom Announces California Will Phase Out Gasoline-Powered Cars andDrastically Reduce Demand for Fossil Fuel in California’s Fight Against Climate Change”
https://www.gov.ca.gov/2020/09/23/governor-newsom-announces-california-will-ph
ase-out-gasoline-powered-cars-drastically-reduce-demand-for-fossil-fuel-in-califo
rnias-fight-against-climate-change/
21. “Hybrid Powertrain Technology: A Glance at Clean Freight Strategies”
https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100XM9T.pdf
22. “The Real Cost of Trucking – Per Mile Operating Cost of a Commercial Truck”
https://www.thetruckersreport.com/infographics/cost-of-trucking/23. “If Tire Labels Could Talk, Here’s What They’d Say”
https://www.nhtsa.gov/equipment/tires#st-truck-car-info
24. “2019 U.S. Scrap Tire Management Summary”
https://www.ustires.org/sites/default/files/2019%20USTMA%20Scrap%20Tire%20Mana
gement%20Summary%20Report.pdf
25. “Tire-Makers Try Treading Lightly on the Environment”
https://www.scientificamerican.com/article/greener-tires/
26. “Tire-Makers Try Treading Lightly on the Environment”
https://www.scientificamerican.com/article/greener-tires/
27. “2019 U.S. Scrap Tire Management Summary”
https://www.ustires.org/sites/default/files/2019%20USTMA%20Scrap%20Tire%20Mana
gement%20Summary%20Report.pdf

40© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

28. “How does a tire company reduce CO2 emissions? Here's how we plan to do it”
https://community.nokiantires.com/blog/how-does-a-tire-company-reduce-co2-emi
ssions-heres-how-we-plan-to-do-it
29. “Wear and Tear of Tyres: A Stealthy Source of Microplastics in the Environment”
https://pubmed.ncbi.nlm.nih.gov/29053641/
30. “Report: Microplastic pollution from vehicle tires is a serious global issue
https://www.greencarreports.com/news/1131916_report-microplastic-pollution-fromvehicle-tires-is-a-serious-global-issue
31. “Wear and Tear of Tyres: A Stealthy Source of Microplastics in the Environment”
https://pubmed.ncbi.nlm.nih.gov/29053641/
32. “Tire-related chemical is largely responsible for adult coho salmon deaths in urban
streams”
https://www.washington.edu/news/2020/12/03/tire-related-chemical-largely-responsible-for-adult-coho-salmon-deaths-in-urban-streams/
33. “2019 U.S. Scrap Tire Management Summary”
https://www.ustires.org/sites/default/files/2019%20USTMA%20Scrap%20Tire%20Mana
gement%20Summary%20Report.pdf
34. “Sobering Statistics: How long will it take for your car to decompose?”
https://www.autoblog.com/2009/04/17/sobering-statistics-how-long-will-it-take-for-your-car-to-decom/
35. “2019 U.S. Scrap Tire Management Summary”
https://www.ustires.org/sites/default/files/2019%20USTMA%20Scrap%20Tire%20Mana
gement%20Summary%20Report.pdf
36. “Large Truck and Crash Bus Facts 2018”https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2020-09/LTBCF%202018-v5_FIN
AL-09-15-2020.pdf
37. “ANSI D16.1-1996: Manual on Classification of Motor Vehicle Traffic Accidents”
https://www-fars.nhtsa.dot.gov/help/terms.aspx
38. “Large Truck and Crash Bus Facts 2018”https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2020-09/LTBCF%202018-v5_FIN
AL-09-15-2020.pdf
39. “Large Truck and Bus Crash Facts 2018”https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2020-09/LTBCF%202018-v5_FIN
AL-09-15-2020.pdf
40. “S.2033 - Cullum Owings Large Truck Safe Operating Speed Act of 2019”https://www.congress.gov/bill/116th-congress/senate-bill/2033

41© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

41. “Speed Limiter Debate Reignited with New Administration”
https://www.overdriveonline.com/regulations/article/15064165/speed-limiter-debatereignited-with-new-administration
42. “Fleet Driver Safety: Harsh Cornering”
https://www.team-tsi.com/fleet-driver-safety-harsh-cornering/
43. “Part 1 – The Role of Truck Drivers in Sustainability”
https://truckingresearch.org/sustainable-driving-practices/#_ftn61
44. “The Impact of Hard Braking and Acceleration on Your Fleet”
https://blog.drivedifferent.com/blog/the-impact-of-hard-braking-and-accelerationon-your-fleet
45. “Recycling worn out brake pads: impact on tribology and environment”
https://www.nature.com/articles/s41598-020-65265-w
46. “Study of the Impact of a Telematics System on Safe and Fuel-Efficient Driving in
Trucks”
https://rosap.ntl.bts.gov/view/dot/177
47. “The Economics of Idling Reduction Options for Long-Haul Trucks”
https://cleancities.energy.gov/files/pdfs/EconomicsLongHaulTrucks_fs_FINAL.pdf
48. “Idle Reduction Technology: Fleet Preferences Survey”
https://truckingresearch.org/research/results/Idle%20Reduction%20Technology%20Fl
eet%20Preferences%20Survey.pdf
49. “Idle Reduction Technology: Fleet Preferences Survey”
https://truckingresearch.org/research/results/Idle%20Reduction%20Technology%20Fl
eet%20Preferences%20Survey.pdf
50. “Long-Haul Truck Idling Burns Up Profits”
https://afdc.energy.gov/files/u/publication/hdv_idling_2015.pdf
51. “Reduce Fuel Costs: Find Technologies That Meet Your Needs”
https://nacfe.org/report-library/confidence-reports/#
52. “Trucking keeps an Eye on Idling”
https://www.fleetowner.com/emissions-efficiency/article/21157382/trucking-keeps-an-eye-on-idling53. “Greenhouse Gas Emissions from Heavy-Duty Natural Gas, Hybrid, and Conventional
Diesel On-Road Trucks during Freight Transport”
https://www.sciencedirect.com/science/article/pii/S1352231017305794
54. “Inventory of U.S. Greenhouse Gas Emissions and Sinks”
https://www.epa.gov/sites/default/files/2019-04/documents/us-ghg-inventory-2019main-text.pdf

42© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

55. “Idling Emissions”
https://dieselnet.com/tech/emissions_idle.php
56. “Long-Haul Truck Idling Burns Up Profits”
https://afdc.energy.gov/files/u/publication/hdv_idling_2015.pdf
57. “Idling Emissions”
https://dieselnet.com/tech/emissions_idle.php
58. “What You Should Know About Idling Reduction”
https://archive.epa.gov/reg3artd/archive/web/pdf/truck_idling_fs.pdf
59. “Idle Reduction Technology: Fleet Preferences Survey”
https://truckingresearch.org/research/results/Idle%20Survey%20One%20Page%20Su
mmary.pdf
60. “Confidence Report: Idle Reduction”
https://nacfe.org/report-library/confidence-reports/#
61. “An Analysis of the Operational Costs of Trucking: 2020 Update”
https://truckingresearch.org/wp-content/uploads/2020/11/ATRI-Operational-Costs-of-Trucking-2020.pdf
62. “NPTC Report Digs into Private Fleets’ Backhaul Activity”
https://www.fleetowner.com/operations/article/21127313/nptc-report-digs-into-privat
e-fleets-backhaul-activity
63. “The problem with deadhead miles, in less than 500 words”
https://convoy.com/blog/the-problem-with-deadhead-miles-in-less-than-500-words/64. “Improve Freight Logistics”
https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100XM9Z.pdf
65. “Cars, Planes, Trains: Where do CO2 Emissions from Transport Come From?”
https://ourworldindata.org/co2-emissions-from-transport
66. “Improve Freight Logistics”
https://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P100XM9Z.pdf
67. “The problem with deadhead miles, in less than 500 words”
https://convoy.com/blog/the-problem-with-deadhead-miles-in-less-than-500-words/
68. “ANSI D16.1-1996: Manual on Classification of Motor Vehicle Traffic Accidents”
https://www-fars.nhtsa.dot.gov/help/terms.aspx
69. “Large Truck and Bus Crash Facts 2018.”
https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2020-09/LTBCF%202018-v5_FIN
AL-09-15-2020.pdf

43© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

70. “Large Truck and Bus Crash Facts 2018”https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2020-09/LTBCF%202018-v5_FIN
AL-09-15-2020.pdf
71. “Fleet Driver Safety: Harsh Cornering”
https://www.team-tsi.com/fleet-driver-safety-harsh-cornering/
72. “Large Truck and Crash Bus Facts 2018”https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/2020-09/LTBCF%202018-v5_FIN
AL-09-15-2020.pdf
73. “TuSimple 1,000-Meter Perception System”
https://www.tusimple.com/blogs/tusimple-1000-meter-perception-system/
74. “Seeing Around Your Vehicle”
https://www.truckingtruth.com/cdl-training-program/page17/knowing-whats-around-your-vehicle
75. “The World's Most Advanced Autonomous Driving Technology”
https://www.youtube.com/watch?v=OB4RCOMlI6A
76. “Controlling Vehicle Speed”
https://www.truckingtruth.com/cdl-training-program/page19/speed-control-and-sto
pping-distance
77. “EDR Q&As”
https://www.nhtsa.gov/sites/nhtsa.gov/files/fmvss/EDR_QAs_11Aug2006.pdf
78. “TuSimple’s Driver-Out Pilot Safety Framework”
https://www.tusimple.com/wp-content/uploads/2021/12/TuSimple_Driver_Out_Pilot_S
afety_Framework.pdf
79. “Near Roadway Air Pollution and Health: Frequently Asked Questions”
https://www.epa.gov/sites/default/files/2015-11/documents/420f14044_0.pdf
80. “Traffic, Susceptibility, and Childhood Asthma”
https://www.ncbi.nlm.nih.gov/pmc/articles/PMC1459934/
81. “Diesel Particulate Matter, Lung Cancer, and Asthma Incidences Along Major Traffic
Corridors in MA, USA: A GIS Analysis”
http://wordpress.clarku.edu/yogneva/files/2012/04/Health-and-Place-2008-Diesel-pa
rticulate-matter.pdf
82. “Driving Harm: Health and Community Impacts of Living near Truck Corridors”
https://envhealthcenters.usc.edu/wp-content/uploads/2016/11/Driving-Harm.pdf
83. “Self-Driving Cars Could Help Save the Environment — Or Ruin It. It Depends on Us”
https://time.com/4476614/self-driving-cars-environment/
84. “Autonomous Vehicles and Public Health”
https://www.annualreviews.org/doi/full/10.1146/annurev-publhealth-040119-094035

44© 2022 TuSimple, Inc. All rights reserved. | March 08, 2022

85. “Food Waste in America: Facts and Statistics”
https://www.rubicon.com/blog/food-waste-facts/
86. “Food Waste in America: Facts and Statistics”
https://www.rubicon.com/blog/food-waste-facts/
87. “FAO: 14% of the world’s food is lost between harvest and retail”
https://www.globalagriculture.org/whats-new/news/en/33821.html
88. “Food Insecurity”
https://www.healthypeople.gov/2020/topics-objectives/topic/social-determinants-health/interventions-resources/food-insecurity
89. “Facts about Hunger in America”
https://www.feedingamerica.org/hunger-in-america
90. “Why Food Waste Means Water Waste”
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