# General Motors Testimony regarding Heavy-Duty Phase 2 CAFE/GHG Rule Docket ID : EPA-HQ-OAR-2014-0827
Given by: Barbara Kiss Long Beach, CA Tuesday, August 18, 2015

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### 2Good morning. My name is Barbara Kiss and 1 am the Director of E n v ironment a nd E nergy Polic y at Ge ne ra l Moto rs.
I am plea sed to speak w ith yo u today r egard ing the E PA a nd N HT SA Not ice of Proposed Rulemaking t o address g ree nh o u se gas and f u e l effic i e ncy for m edi um and heavy -duty tru cks.
Ge ne ral M o t ors is a major manu facture r of these vehic les , and we want to thank NHTSA and E PA fo r providing th e opportuni ty to com m ent on thi s reg ulation. We have been work in g closely with both agencies, and will conti n ue to do so in o rd er to establis h standard s fo r this integral part of th e American economy. GM supports th e a d opt ion o f a national sta ndard cove r ing these vehicles , and it i s p a r amoun t that it be cons i ste nt with so me c riti ca l a nd foundational princ ipl es :
First , it i s imp e rat ive for NHTSA a nd EPA t o deve lo p a h a rm o ni ze d app roac h th a t do es n o t pena li ze both co n s um e rs and manufactur e rs in p rov idin g products that continue to se rv e th e purposes , fun c ti o n s and utility that are needed. G e ne ra l Moto rs i s supporti ve of the app roach u sed during Phase 1 of this ini t iat ive , and encourages the continu ed harmoni z a tion of CAFE and G H G regula ti o n s. B y creat i ng one national standard, we can best maximi ze resources to produce clean and efficie n t ve hicl es which be tt er align with th e e mi ss ion reduction s t an d ards put in p l ace.



### 3Second, the pro g ra m mu s t co ntinu e to recog ni ze the unique functi o na l it y and utility needs of the tru ck in g industry , and that we provide vehicles that pr ese rve th e performance in tegrit y of these work trucks. Co nsume rs va lu e the pa y load and towing
capabiliti es the se working vehicles offer, and the "work factor ba sed" s ta nd ards set b y E PA and N HT SA s ho uld contin ue to align wi th th e indu stry and bu s in ess need s of thi s d e mographic.

T hird , we have b ee n gaining valuable expe ri e nc e concerning the import a nce of realworld flexibilit y mechanisms contained in th e li g ht duty ve hicl e gree nh o u se gas and fue l
eco nomy re g ulati o n s - and these le sso n s can be app li ed to the medium and heavy duty fleets. Th ese mechan is m s incl ud e recognition for technologies that re duce fuel u sage in conditions not compre he nd ed in the s tanda rd fuel eco nomy tests , such as co ld e r weather , hi g her speeds, or ex t e nd e d idle times. GM inte nd s to pro v ide de tail e d writte n comments and data that s upp ort inclusion of s imil ar m ec hani s ms for the hea vy duty regulation.

We hav e also had favorable exper ienc e w ith th e extended caiTy-forward time a ll owed in the light duty re g ulati o n , whic h ha s r es ult e d in GM achieving fu e l efficiency improvement s soo ne r than required, thereby prov idin g us with greate r latitud e to mana ge our product cadence in ve ry competiti ve mark e t seg ments. Thi s concept co uld also be app lied to the m edi um and heavy duty segme nt s.
The agencies ' proposed C lass 2b/ 3 s tand a rd s based on alternati ve 3 in th e No tice of Propos ed Rul e m akin g wi ll continue to drive inno va ti o n and cause GM to in ves t in and



### 4refine new technologies that are both appreciated and optimized by A m e ri can cons umers. This path will challenge our product plan and drive cons id e rabl e technology into our h eavy -duty tru cks and van s. Whil e we are cauti o u s ly s upportiv e of thi s path for future emission reduction standards, it 's imp or tant to note th at Alternative 3 increases the effective stringency far beyond w h at a cursory ana lysis of2.5% per year wou ld suggest. The combination of procedu ral, modelin g and fue l changes results in a m ore s tr i n gent regulation. GM inte nd s to discuss th ese in det a il as part of our written co mment s. Finally , the p rogram must attempt to minimize the potential f o r unintended consequences , especially for the consumer. The heavy duty fleet does not benefit from th e years of data th a t have been co ll ec te d and a n a lyzed for the li g ht dut y fleet. Further, th e utility provided and the duty cycle o f th ese ve hi c l es i s co mpl e t e ly di ffc rcnt from th e light duty fleet , and any atte mpt to fo rce more stringent regulations , such as A lternat iv e 4, wo uld be extremely detri m ental to manufacturers, cons um ers, the U.S. economy and the mi II ion s of transportation-related j obs.
Ind eed, comprehe n s ive da ta for this product segmen t is on ly now being accumu lated and analyzed for the 20 14 model year , which i s the first year of Phase I of the medium and heavy duty truck regu lations. This n ew data should be carefu ll y eva lu ated by the technical expe rt s a t the Agencies and compared to th e es timat es and assumptions th a t formed th e basis for both Phase l and th e proposed Pha se 2 of these h eavy duty regulations.

5As mentioned , we wi ll be providing more ex te n s ive written comments to address the breadth of iss ues assoc ia t ed with the co ntinu ed ex pan s ion of this program. We look forward to workin g w ith NHTSA and E P A t o ass ure that the pro g ram c rea t e d is nation a l in scope and co n s is te nt with these principle s. Thank yo u.



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