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UNITED STATES OF AMERICA

ENVIRONMENTAL PROTECTION AGENCY

DEPARTMENT OF TRANSPORTATION

(VOLUME I PAGES 1 - 220)

Docket No.: EPA-HQ-OAR-2010-0162; NHTSA-2010-0079

********************************************************

PUBLIC HEARING REGARDING

Greenhouse Gas Emissions Standards and

Fuel Efficiency Standards for Medium- and

Heavy-Duty Engines and Vehicles

********************************************************

AGENCIES: (EPA) Environmental Protection Agency, and

(NHTSA) National Highway Traffic Safety Administration.

First Public Hearing: November 15, 2010, Chicago, Illinois

Millenium Knickerbocker Hotel

163 East Walton Place

Chicago, Illinois

November 15, 2010

(11:00 a.m. - 4:26 p.m.)

Jensen Reporting

205 West Randolph Street

5th Floor

Chicago, Illinois

(312) 236-6936

Court Reporter: Tracy Jones, CSR, RPR, CLR
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JENSEN REPORTING (312) 236-6936

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A P P E A R A N C E S:

PANEL MEMBERS for National Highway Traffic Safety

Administration and U.S. Department of Transportation:

Ronald Medford, Presiding Officer

Deputy Administrator for National Highway

Traffic Safety Administration (NHTSA) and

U.S. Department of Transportation (DOT)

Rebecca Yoon

Office of Chief Counsel, NHTSA

James Tamm

Chief of the Fuel Economy Division, NHTSA

--------------------------------------------------------

PANEL MEMBERS for U.S. Environmental Protection Agency:

Margo T. Oge, Presiding Officer

Director, Office of Transportation and Air Quality,

U.S. Environmental Protection Agency (EPA)

Chet France

Director of the Assessment and Standards

Division, U.S. EPA

Steven Silverman

Office of General Counsel, U.S. EPA
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JENSEN REPORTING (312) 236-6936

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I N D E X

TESTIMONY PANEL I PAGE

Jed Mandel 13

Engine Manufacturers Association

Truck Manufacturers Association

Don Anair 19

Union of Concerned Scientists

Ken McAlinden 25

Ford Motor Company

Advanced Heavy-Duty Regulations Supervisor

Christopher Miller 28

Operation Free

Patrick Charbonneau 35

Navistar

Vice President Government Relations

Mark Kraemer 38

Sierra Club

Testifying as a private citizen

--------------------------------------------------------

TESTIMONY PANEL II PAGE

Therese Langer 48

American Council for an

Energy-Efficient Economy

Barbara Kiss 54

General Motors

Manager for Vehicle Efficiency and

Energy Policy

Charles Frank 57

Sierra Club

Testifying as a private citizen

Yvette Pena-Lopes 61

Blue-Green Alliance

Ashkan Bayatpour 65

Testifying as a private citizen
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JENSEN REPORTING (312) 236-6936

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I N D E X C O N T I N U E D

TESTIMONY PANEL II PAGE

Walter Pozywio 70

Testifying as a private citizen

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TESTIMONY PANEL III PAGE

Thomas Stover 74

Eaton Corporation Vehicle Group

Vice President and Chief Technical Officer

Kyle Treadway 78

Chairman, American Truck Dealers Division

National Automobile Dealers Association

Georgina Salgado-Chavez 87

Testifying as a private citizen

Dr. Stephen Charlton 90

Engine Business

Cummins, Incorporated

Chief Technical Officer

Todd Campbell 97

Clean Energy

Director of Public Policy

Michael Ciaccio 106

Teamsters Joint Council 25

Political Director

--------------------------------------------------------

TESTIMONY PANEL IV PAGE

Ann Mesnikoff 115

Sierra Club

Green Transportation Campaign

Director

Lauren Nowak 123

Testifying as a private citizen
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JENSEN REPORTING (312) 236-6936

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I N D E X C O N T I N U E D

TESTIMONY PANEL IV PAGE

Joe Dalum 125

Odyne Systems

President

Roger Lackore 131

Oshkosh Corporation

Spartan Motors

Rinda West 135

Testifying as a private citizen

Peter Zalzal 137

Environmental Defense Fund

--------------------------------------------------------

TESTIMONY PANEL V PAGE

Drew Kodjak

International Council on Clean Transportation 147

Executive Director

Peter Gorr 153

Sierra Club

Environmental Entrepreneurs

Testifying as a private citizen

Brian Tucker 159

Alcoa

Business Development Manager

Randy Thomas 165

Illinois Trucking Association

Associate Director

Miranda Carter 168

Environment Illinois

Field Associate

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I N D E X C O N T I N U E D

TESTIMONY PANEL VI PAGE

Danielle Korpalski 175

National Wildlife Federation - Great Lakes

Regional Outreach Coordinator

Tony Garcia 180

International Union UAW

Jan Bogard 186

Testifying as a private citizen

Anita Green 188

General Board of Pension and Health Benefits

United Methodist Church

Richard Stuckney 194

Sierra Club

Testifying as a private citizen

Rita Billon 197

Sierra Club

Testifying as a private citizen

--------------------------------------------------------

TESTIMONY PANEL VII PAGE

Cynthia Linton 201

Sierra Club

Testifying as a private citizen

Gordon Shetler 202

Sierra Club

Testifying as a private citizen

--------------------------------------------------------

TESTIMONY PANEL VIII PAGE

Cory Jones 206

Sierra Club

Testifying as a private citizen
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I N D E X C O N T I N U E D

TESTIMONY PANEL VIII PAGE

Rose Gomez 209

Sierra Club

Testifying as a private citizen

Steve Perlman 213

Sierra Club

Testifying as a private citizen
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JENSEN REPORTING (312) 236-6936

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MS. OGE: I would like to welcome you to today's

public hearing. Also I would like to welcome the ones

that are listening by phone.

My name is Margo Oge. I'm the Director of the

Office of Transportation and Air Quality with the

Environmental Protection Agency, and I will be serving

as the Presiding Officer for today's hearing along with

my colleague from NHTSA, Ronald Medford. Of course,

it's Ron Medford.

No, it's Ronald.

Well, today, we will hear testimony on our

agencies' joint proposal for the first ever heavy-duty

greenhouse gas and fuel efficiency standards. This was

the proposal that was announced last October on the 5th.

As many of you remember, back last May,

President Obama issued a memorandum aimed -- taking

steps to improve both energy security and environmental

protection by helping to father the new generation of

both clean cars and clean trucks. The proposed heavy

duty national program that we are discussing and getting

comments today is a key part of our agency's response to

that memorandum, which deals with greenhouse gas

emissions and fuel efficiency standards for medium and

heavy duty trucks.
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JENSEN REPORTING (312) 236-6936

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The program covers a wide range of vehicles,

including the largest trucks, pickup trucks and vans,

and all types and sizes of work trucks and buses. It

would allow manufacturers to build a national fleet that

satisfies all requirements under the EPA Clean Air Act

and the NHTSA programs, and it would address the

greenhouse gas reduction goals of California and other

states.

Over the lifetime of model years 2014 to 2018,

we believe that the -- this program that we're proposing

would give significant benefits. Let me summarize a

couple of the benefits: Would reduce greenhouse gas

emissions by about 150 million metric tons, save

500 million barrels of oil, provide $41 billion in

benefits to society; and for the most categories of

vehicles covered, we believe that the technology and

strategies that will be employed will pay back in a year

to two years timeframe.

Clearly this is a very important proposal, and

we look forward to your testimony today, and obviously

we're looking forward to your comments. On Thursday,

there will be a second public hearing in Cambridge,

Massachusetts, and we will allow 60 days to submit

written comments from both hearings. The Agencies
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JENSEN REPORTING (312) 236-6936

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expect to take final action on this proposal by next

July.

Now let me briefly go over how we will hold

today's hearing. Today's hearing is scheduled to run

until 5:00 p.m. We're going to be here -- the people

here, beyond 5:00 o'clock. We will stay to take

testimony. If anyone here wishes to testify and has not

already signed up, I would ask you to please do so at

the reception table. And we would ask that each person

keep their testimony to about seven minutes and will

also ask you to speak slowly so the court reporter can

record accurately your testimony.

We will use panels to keep the process moving

efficiently. The list of panel members and their order

are available at the reception table. When the witness

or the panel have finished, those of us on the

government panel here will have an opportunity to ask

questions to the -- related to the testimony.

Now, the presiding officers, Ron and myself,

may strike statements from the record which we deem to

be irrelevant or needlessly repetitious, and we'll try

to enforce reasonable limits for the duration of your

testimony.

So joining me from EPA on the government panel
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JENSEN REPORTING (312) 236-6936

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today is Chet France on my left and Steven Silverman of

our offices. And I will turn the microphone to my

colleague from NHTSA, Mr. Ron Medford, to introduce his

staff from NHTSA.

Ron.

MR. MEDFORD: Thank you, Margo. Good morning. My

name is Ron Medford. I'm the Deputy Administrator of

the National Highway Safety Administration. On behalf

of my agency and the Department of Transportation, I

would like to thank you for taking your time out of your

busy day to come here and express your views on the

proposed fuel efficiency and greenhouse gas emissions

regulations.

I will add just a couple of remarks to

Margo's. First, I would like to introduce the panel

members who are sitting with me. On my right, Jim Tamm,

who is the Chief of the Fuel Economy Division, and

Rebecca Yoon, Attorney-Advisor with the Office of the

General Counsel.

Second, today's hearing provides opportunity

for the public to present oral comments regarding the

agency's proposed greenhouse gas standards and fuel

efficiency standards for medium and heavy duty vehicles.

On October 25th, EPA and NHTSA released joint agency
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JENSEN REPORTING (312) 236-6936

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documents related to the notice of proposed rulemaking.

They included a preamble and draft regulatory impact

analysis. These documents described the proposed

regulations and supporting information and analysis

related to the proposal.

In addition, NHTSA issued a draft

environmental impact statement for the proposed fuel

efficiency regulations. The draft environmental impact

statement compares the environmental impact of the

proposed fuel efficiency regulations with those of a

number of regulatory alternatives.

Today's hearing provides opportunity the

public to comment on both the Notice of Proposed

Rulemaking and NHTSA's draft environmental impact

statement, and we welcome those comments. And as Margo

stated earlier; there is an opportunity for anyone to

send written comments, and we encourage everyone to do

that. The written comment period will close, as Margo

indicated, 60 days after the proposed rulemaking is

published in the federal register, and we welcome

written comment.

After today's hearing, if any speaker wishes

to make any corrections to the remarks for the record,

please send those corrections to EPA or NHTSA within
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JENSEN REPORTING (312) 236-6936

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30 days.

Also, if you would like to -- a transcript of

today's proceeding, you should make arrangements

directly with the court reporter here today during one

of the breaks.

Finally, for those who will be commenting at

today's hearings, we again ask that each panelist state

his or her name and affiliation, and please speak slowly

and clearly so our court reporter can report these

proceedings correctly and accurately.

So I think we're ready to call the first

panel, if they would come up. We would ask that the

first panel please come up, and we'll get started. And

if you keep in mind, please you would please write

down -- come up to the table -- your name on a blank

piece of paper that's there. The first panelist Jed

Mandel, Don Anair, and I believe it's Ken McAlinden from

Ford, Christopher Miller, Patrick Charbonneau, and Mark

Kraemer.

Welcome, everyone. Mr. Mandel, whenever

you're ready, we're ready to go.

MR. MANDEL: Thank you, and good morning. I'm Jed

Mandel speaking today on behalf of the Engine

Manufacturers Association and the Truck Manufacturers
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JENSEN REPORTING (312) 236-6936

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Association.

Ken has got enough room here.

The EMA and TMA's members manufacturer the

heavy-duty engines in vehicles that are the subject of

today's ruling. Our members were instrumental in

working with EPA, NHTSA, our customers, and other

interested stakeholders to help get to this historic

point.

We were honored to join President Obama on

May 21, 2010, and participating in his announcement of a

combined EPA/DOT rulemaking to establish a uniform

national program to reduce greenhouse gas emissions

under the Clean Air Act and to improve fuel efficiency

under the Energy Independence and Security Act.

EPA and TMA members are no strangers to

working with EPA and NHTSA on successful and innovative

programs. With our support, the United States has

implemented the world's most stringent emissions control

program resulting in a 99 percent reduction of NOx and

PM emissions from heavy-duty diesel engines. Through

our efforts, the United States has implemented two major

reductions in the sulfur content of diesel fuel,

directly reducing NOx and PM emissions and enabling

highly effective after-treatment technologies. And
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JENSEN REPORTING (312) 236-6936

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we've worked to implement many innovative diesel

emission reduction programs and vehicle safety programs.

We believe that the greenhouse gas-fuel

efficiency rules proposed by EPA and NHTSA can be the

next success story for the agencies, for manufacturers,

for our customers, and for the public. To be candid, we

are still studying the details of today's rather large

proposal. We are focused on making sure that the final

rule gets it right. To that end, we are committed to

continuing to work with EPA and NHTSA to assure that a

strong, effective, and implement able rule is finalized,

one that recognizes the complex and highly customized

nature of the industry, that avoids disrupting the

existing marketplace or creating unintended

consequences, that includes lead time stability,

certainty, and compliance flexibility as elements of

success that leads to a single nationwide program and

that provides a path to a global solution to a global

problem.

In addition, there are several aspects of

today's proposal that we would like to briefly comment

on. First, this is an incredibly ambitious program.

Typically, engine manufacturers require no less than

four years of lead time and three years period of
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JENSEN REPORTING (312) 236-6936

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stability before and/or between the implementation of

new regulatory programs. Indeed, those time schedules

are specifically included in both the Clean Air Act and

the Energy Independence and Security Act. Nevertheless,

assuming the final rule addresses the principles we have

articulated and those that -- and those that the

President outlined in May, manufacturers are willing to

work to the incredibly aggressive implementation

schedule proposed today, one that will provide only two

years' lead time.

Second, under today's program, EPA and NHTSA

would for the very first time regulate truck tractor

emissions and fuel efficiency. As such, an entirely new

regulatory scheme requiring new certification protocols

must be developed and implemented, and new vehicle-based

certification experts must be identified and trained.

Truck manufacturers also will be required to track,

measure, and manage the sales of fuel efficiency related

options offered in a myriad of combinations to meet

customer needs. That will be no simple task.

Third, unlike the existing criteria pollutant

regulatory program, our customers will scrutinize,

assess, measure, and in general significantly care

whether their results, their actual fuel efficiency
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JENSEN REPORTING (312) 236-6936

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improvement, are better or worse than what the agencies

advertise and whether those improvements are in fact --

whether those improvements in fact will pay for

themselves in real world fuel savings. Unlike any other

program to date, the ultimate arbiter of success of this

program will be our customers.

Fourth, the heavy-duty engine and vehicle

industry, commercial trucking, and indeed the entire

goods movement sector represent a highly complex,

sophisticated, and highly customized market where

operators invest in capital goods to make good faith

profit. The agencies must assure that their greenhouse

gas fuel efficiency program does not inadvertently

disrupt the existing marketplace or create unintended

consequences.

Finally, we wish to note three important

factors looking ahead. One, the truck and engine

manufacturing industry is a global industry. Greenhouse

gas emissions are a global problem. We need a global

solution. We encourage EPA and NHTSA to work with their

colleagues in Europe and Asia to ensure that

manufacturers can build one product, test and certify it

once, and sell it worldwide.

Two, tractor-trailer units are an integrated
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JENSEN REPORTING (312) 236-6936

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system combining engine, drivetrains and transmissions,

tractor and trailer design and technologies, and fuels.

EPA and NHTSA should recognize that as the potential

need for a second phase greenhouse gas fuel efficiency

program develops, there may be new opportunities for

system optimization at a complete vehicle level.

Three, significant opportunities for fuel

efficiency improvement exist both outside the engine

and/or vehicle manufacturer's control and indeed beyond

anything EPA and NHTSA have yet seriously considered.

Speed limitation, highway weight and length

requirements, infrastructure improvements, congestion

control, and the like should all be considered as

opportunities for additional improvements.

Engine and vehicle manufacturers have long

focused on improving fuel efficiency. It is essential

to our customers. We have implemented the world's most

stringent criteria pollution reduction program without

any significant loss in fuel efficiency. We believe

that the concepts proposed today can be finalized in

workable rules that will expand the use of existing fuel

efficiency improvement technologies to a much broader

range of products and which will result in a cost

effective implement able program providing real
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greenhouse gas reduction and fuel efficiency

improvements. We look forward to working with EPA and

NHTSA to ensure that result. Thank you.

MR. MEDFORD: Thank you very much.

And next, Mr. Anair.

MR. ANAIR: Good morning. I'm Don Anair

representing the Union of Concerned Scientists. Thank

you for the opportunity to testify before you today on

behalf of UCS. Union of Concerned Scientists is the

leading science-based nonprofit with more than 300,000

members and supporters that have been working for a

healthy environment and a safer world for more than

40 years.

I'm a senior engineer in UCS's Clean Vehicles

Program where I evaluate both technology and policies

needed to reduce oil consumption and pollution from

heavy-duty vehicles. It is a great pleasure for me to

be here today to testify on the joint EPA/DOT proposal

for the first ever national fuel economy and greenhouse

gas standards for heavy-duty vehicles.

This past May, President Obama called for the

agencies to take steps to produce a new generations of

clean cars and trucks that can dramatically cut our

nation's oil dependence and greenhouse gas emissions in
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JENSEN REPORTING (312) 236-6936

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the coming decades. Even though heavy-duty trucks

represent only 4 percent of vehicles on the road, but

consume more than 20 percent of the fuel. So setting

the first ever fuel economy-greenhouse gas standards for

these vehicles is an essential component to meeting the

President's goal. Setting strong standards for these

vehicles will keep America's truck manufacturing sector

competitive in an increasingly global marketplace, spur

economic growth and create American jobs while improving

the nation's energy security and our environment while

saving truck owners billions of dollars.

UCS and CALSTART recently released a report

entitled "Delivering Jobs." We found that substantially

increasing the fuel efficiency of the nation's trucking

fleet over the next 20 years could result in greater

than 120,000 jobs in both the truck manufacturing sector

and the U.S. economy as a whole. Strong standards are

necessary to make these economic benefits a reality.

Standards will also help overcome barriers that have

hindered investments in truck fuel efficiency

technologies by both truck buyers and manufacturers.

The Union of Concerned Scientists applauds EPA

and DOT for moving expeditiously in proposing standards

for these vehicles. We appreciate the hard work and
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dedication of the staff that has been required to

navigate a complex industry that produces a vast array

of vehicle sizes and types. The proposed standards

represent a significant step forward and are a solid

foundation for implementing a successful program.

I would like to take this opportunity to offer

more specific comments on some aspects of the proposal.

We strongly support the Agencies' inclusion of

all classes of medium and heavy-duty vehicles in the

standards, from pickup trucks and vans to the largest

and heaviest of vehicles. Many technologies are already

available today to improve the efficiency of these

vehicles. That is why we strongly support the proposal

to implement standards starting no later than model year

2014 for all classes of trucks.

We also support establishing both engine

standards and full vehicle standards. Engine

improvements are critical for reducing fuel consumption

across all vehicle classes and vocations.

One area where the proposal could be improved

is on stringency. As proposed, the standards would

capture many of the benefits of technology available

today but fall short of what is possible in the 2014 to

2018 timeframe. To meet the President's goals and to
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meet the requirements of the Clean Air Act, standards

should maximize oil savings and emissions reductions

based on improvements available across the entire

vehicle. They should also be stringent enough to spur

investments in next-generation technology.

UCS urges the agencies to consider the

following recommendations to deliver on the President's

call: First, we strongly support your intentions to

move forward with performance standards for trailers.

We believe these should begin starting in model year

2014 to coincide with the overall truck standards.

Long-haul tractor-trailers could reduce their fuel

consumption by at least 35 percent by 2017 based on our

review of technologies identified in the National

Academy of Science's study. In comparison, the proposal

calls for a 20 percent reduction.

Trailer improvements could reduce long-haul

tractor-trailer fuel consumption by at least an

additional 10 percent using available low cost and

off-the-shelf technology like low rolling resistance

tires and aerodynamic fairings. EPA's SmartWay program

has promoted the use of these technologies for many

years, and California is implementing regulations that

would require the use of them.
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Second, additional technologies beyond engine

and tire improvements should be considered in setting

the standards for vocational vehicles. The proposal

acknowledges the availability of other technologies and

would allow manufacturers to get credited for these

technologies; however, these credits would offset the

use of engine and tire improvements instead of

delivering greater oil and pollution savings. Many

truck manufacturers already offer hybrid truck models

which can achieve oil savings of as much as 35 percent

in certain applications. Advanced transmissions and

weight savings would achieve more modest savings but

have the potential for more widespread use. We strongly

urge EPA and DOT to set the stringency of the vocational

truck standards based on all the available technologies.

Third, we urge the agencies to implement

standards for heavy-duty pickup trucks and vans in the

same time period as the requirements for light-duty

pick-ups and vans. The proposed standards are based on

technologies that will be used in the light-duty trucks

two years earlier to meet the 2012 to 2016 standards.

EPA and DOT should accelerate the implementation of the

proposed standards for heavy-duty pick-ups and vans and

should incorporate technologies being considered for
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2017 and 2018 under the light-duty standards that are

currently under development.

Finally, EPA and DOT should strengthen the

proposed engine standards to more closely reflect the

potential improvements in engine technologies available

by 2017. The National Academy's evaluation indicates

that incremental improvements in combustion efficiency,

electrification of accessories, improved emission

control systems, and turbo-compounding can deliver up to

twice the proposed fuel savings for heavy-duty engines

in 2014 and 2017.

I want to thank the Administration and both

EPA and DOT for moving ahead quickly with these

groundbreaking standards that will reduce the nation's

oil dependence, protect our environment, and strengthen

our economy. We strongly support your efforts and

recognize the challenging task that you've undertaken.

Setting strong standards will provide the greatest

economic and environmental benefits and set the stage

for major improvements in truck technologies over the

coming decades.

Thank you for providing the opportunity to

speak today, and we look forward to providing you with

further written comments.
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MR. MEDFORD: Thank you for your testimony.

Can you say your last name? I have it

presented here by hand, and I'm not sure I have it

correctly.

MR. McALINDEN: McAlinden. It wasn't my idea to

pronounce it that way.

MR. MEDFORD: Thank you.

MR. McALINDEN: Good morning. I'm Ken McAlinden,

the Advanced Heavy-Duty Regulations Supervisor for Ford

Motor Company. It is a pleasure to be here today to

provide our perspective on this very important

rulemaking. We commend the efforts of both agencies in

the difficult task of developing harmonized greenhouse

gas emissions and fuel efficiency standards for medium

and heavy-duty engines and vehicles, and we are

committed to working with you to finalize these

regulations.

Before I talk about the proposed rulemaking, I

would like to spend a moment telling you about the

progress that we at Ford have made in executing our

long-term sustainability plan. Ford is investing

billions of dollars over the next five years to

introduce technologies that improve fuel economy and

reduce the greenhouse gas emissions of our fleet. This
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includes converting three truck and SUV plants to build

small cars, retooling our powertrain facilities to

manufacture EcoBoost engines and more advanced six-speed

transmissions, leveraging our global platforms,

increasing our hybrid offerings, and moving forward with

an aggressive electrification strategy. Fuel economy is

also very important to our commercial truck customers,

and Ford has invested in technologies to maintain our

fuel economy leadership. You will continue to see us

offer more great products with advanced, innovative

technologies to improve the fuel efficiency of our

vehicles and to deliver the outstanding quality and

features that our customers desire.

Turning now to the proposed rulemaking, Ford

supports the manner in which the agencies have proposed

to harmonize the greenhouse gas emissions and fuel

consumption regulatory framework for 8500-pound -- over

8500-pound vehicles. This proposal contains a

comprehensive program that is tough but fair. It brings

together a range of compliance mechanisms such as

improvements to vehicle fuel economy, improvements

during off-cycle vehicle operation, credits for early

implementation, as well as vehicle and engine averaging,

banking, and trading provisions. Ford supports the
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establish -- Ford supports the establishment of

standards that recognize the needs of the trucking

industry and other commercial users; that increase the

use of known technology found to be feasible and

effective in this market segment; that preserve the

utility and functionality of these commercial vehicles

including establishing separate gasoline and diesel

targets; that are compatible with the complexities of

the marketplace; and that avoid unintended consequences.

Taken together, the broader elements of this

program are designed to achieve significant greenhouse

gas emissions and fuel consumption reductions.

Finally, Ford recognizes the benefits to the

country of a uniform National Program to address

greenhouse gases and fuel efficiency for medium and

heavy-duty vehicles. The EPA and NHTSA proposal is the

first step to providing the clarity, certainty, and

flexibility necessary to achieve the aggressive

greenhouse gas emission reduction goals that we all

share. Once again, Ford appreciates the opportunity to

provide our testimony on this important rulemaking. We

are continuing to review all the technical aspects of

the proposal, and we plan to provide detailed written

comments aimed at achieving and finalizing regulations
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consistent with the commitment that all parties have

made to this national program. Thank you.

MR. MEDFORD: Thank you.

Next is Mr. Christopher Miller, Operation

Free.

MR. MILLER: First off, I would like to say thank

you for the opportunity to address you today on the

first ever proposal to reduce fuel consumption and

greenhouse gas pollution from our nation's commercial

trucks. My name is Chris Miller, and I'm a

self-proclaimed climate hawk. I served almost nine

years in the U.S. Army as a military WMD specialist

including two combat tours in Baghdad, Iraq, in 2003 and

2005. In 2004 I was wounded in action in a suicide

truck bombing for which I received a Purple Heart. I'm

a Combat Action Badge Recipient and five-time Army

Commendation Medal Winner. I was a convoy security

leader and a military advisor to a new Iraqi Army

battalion. Today I am an energy security advocate for

Operation Free and a Fellow with the Truman National

Security Project.

So I come here today not as a truck driver or

a technology expert or climate change specialist but as

a veteran who has seen firsthand the dangerous
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relationship between our nation's addiction to oil and

our national security.

In 2006, my second tour in Baghdad and part of

"the surge," I witnessed firsthand the devastating

effects of a new weapon being employed by the insurgency

there: EFPs. EFPs are Explosive Formed Projectiles

that can penetrate up to 3 inches of solid steel

including the armor on our humvees and tanks. My

brigade and our Iraqi allies lost several soldiers to

these devices. These devices are so powerful, they are

even capable of seriously damaging a Buffalo, which is a

specially designed anti-IED military vehicle which is

specifically designed to withstand tremendous amounts of

explosives.

EFPs are not devices that an amateur can

devise and implement. You can't find them on the

Internet or in books at the library. They are very

complex weapons. EFPs require a degree of training

expertise that only a military explosives expert has.

These are not just rigged up artillery shells or mortars

or grenades. They have an effect similar to an enormous

cannon blast at point-blank range. I witnessed a device

where a lawnmower blade was used as a penetrator, and it

traveled almost through an entire humvee with
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devastating effects to the men inside.

We know today that the Iranian government is

responsible for the creation and use of these devices

against our troops in Iraq with devastating

consequences. Iraqi insurgents have received money,

equipment, and training from the Iranian military and

intelligence services, and they continue to today.

Every military or insurgent force requires

beans and bullets to sustain itself. I'm sorry to say

that the United States is currently a great source of

income for the Iranian government and the insurgency.

The money we spend on oil is being used to hurt and kill

our soldiers, sailors, airmen, and marines in large

number and fund terrorism and Islamic extremism. Every

time the price of oil goes up by one dollar, Iran gets

another $1.5 billion to use against us. The connection

between our oil addiction and the enemy couldn't be

clearer. We need to break that connection by breaking

our addiction.

The scope of our addiction is extensive. The

U.S. consumes nearly 19 million barrels of oil a day,

which is nearly a quarter of the oil consumed in the

entire world and more than all E.U. nations combined.

Over half of the oil we use each day is imported from
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foreign countries, many of which do not like us. And

more than 70 percent of the oil we consume is used for

transportation.

The rate at which we consume oil helps our

enemies at the same time it is threatening us. Just ask

former CIA Director Jim Woolsey who says: "Except for

our own Civil War, this is the only war that we have

fought where we are paying for both sides. We pay Saudi

Arabia $160 billion for its oil, and $3 or $4 billion of

that goes to the Wahhabis who teach their children to

hate. We are paying for these terrorists with our

SUVs."

And we're not just addicted to oil at home. I

can attest firsthand that our military is also addicted

to oil. It takes billions of gallons to run the

military on the ground abroad, and that oil comes from

foreign nation that don't like us. If one of these

unfriendly leaders ends oil exports to us, our military

would be unable to function effectively.

So how do we break our addiction to oil?

Well, we start at home. We ask Americans to create

technologies that can take our trucks farther on one

gallon of gasoline. We look to industry leaders like

FedEx, who have already put hundreds of efficient hybrid
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trucks on the roads. And we ask our government to

implement programs that require deployment of these

cleaner and more efficient vehicles on a nationwide

scale.

Will the policy being considered here today

alone break our addition to oil? No. But reducing our

oil consumption by 500 million barrels together with

similar policies underway to address fuel consumption

and greenhouse gases from passenger vehicles, our nation

could save enough oil to offset more than all of the oil

we import from the entire Middle East by 2025.

As retired General and 28th Commandant of the

Marine Corps P.X. Kelley and Frederick W. Smith,

Chairman, President, and CEO of FedEx Corporation said

together in a letter to President Obama, "Simply put,

energy security cannot be improved without addressing

oil dependence, and oil dependence cannot be

meaningfully reduced without addressing transportation."

You may hear testimony today about the

challenges involved in meeting the proposed standards.

You may hear it's going to be a hard road or a slippery

slope. What you should keep in mind is that there are

tougher battles out there. This may be a tough battle,

but it's not as tough as what our troops are up against.
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The benefits are widespread. I've already

mentioned the benefits to national security and our

troops. But what about the $74,000 that a trucker could

save over the life of a truck, and the $41 billion in

savings to American families.

Manufacturers are helping our nation by

producing vehicles that reduce our dependence on oil and

save American lives abroad. More than 150 U.S.

companies are already employing a variety of trucks that

make fuel and pollution reductions far beyond the

requirements of the proposal being considered today.

And individual truck owners who buy cleaner vehicles

will save money at the pump that will pay for the

upgrade in only a few years. It's time that these more

fuel efficient vehicles become the norm.

I even hope that American ingenuity will not

only succeed in providing cleaner commercial trucks for

U.S. roads but that the same technology can be used to

make our military vehicles more efficient and less

dependent on oil.

You're going to hear a lot of numbers today,

but I want you to write these numbers down for me right

now. We're going to do what we call in the Army "beer

math." Write down one above the other: 12; 365,000; 4.
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Twelve is the number of men that I personally

have known who have given their lives on the battlefield

in Iraq, men that I knew and were in my unit; 365,000

was the usual number of American troops serving in Iraq

before the drawdown; four people is generally the size

of an American family.

As one soldier, I knew 12 soldiers that were

killed. Multiply 12 by 365,000, and you get 4,380,000.

That's 4.3 million soldiers' lives affected by this

issue. Multiply that by a family of four and you get

17,520,000. That is 17.5 million American soldiers and

their families' lives affected directly by this issue.

Another number I wanted you to remember is 24.

According to Navy Secretary Ray Mabus, every 24th

military convoy downrange results in the death of a U.S.

service member. I led missions every day in Baghdad,

many of which included hauling fuel for our unit to

operate. Up to 80% of the loads of some convoys are

fuel. More efficient vehicles mean less fuel needed,

which means less of our troops being killed. That means

more of them get to go home.

The technology to improve vehicle fuel

efficiency is available. Cleaner vehicles more than pay

for themselves in lower fuel costs. And the cleaner
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trucks required by this rule will reduce our oil

addiction, improve our national security, and, above

all, save American lives. So I don't understand what

we're waiting for.

Thank you.

MR. MEDFORD: Mr. Miller, I thank you for your

testimony. But more importantly, thank you for your

service.

Our next panelist is Patrick Charbonneau.

MR. CHARBONNEAU: Thank you, Ron.

My name is Patrick Charbonneau. I'm the Vice

President of Government Relations for Navistar. I

appreciate the opportunity to comment on the proposed

greenhouse gas emissions standards and fuel efficiency

standards for medium and heavy-duty engines and

vehicles. These proposed rules will have an impact on

our industry, our customers, and our environment for

decades to come.

Navistar has long history of supporting the

regulatory efforts of USEPA and NHTSA, especially those

that take a systems approach to resolving the problems

at hand. In fact, recently in Washington, D.C., we

celebrated with USEPA the 10th anniversary of the last

major emissions rule, the 2007/2010 rule. Navistar
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supported USEPA on their systems approach to near zero

emissions by demonstrating products that confirm that

the availability of ultra-low sulfur diesel fuel would

leverage engine technologies and lead to near zero

emissions.

This year, our CEO and Chairman, Dan Ustian in

his letter to USEPA Administrator Jackson and Secretary

of Transportation LaHood, stated that Navistar

recognizes the benefits of a national program to address

greenhouse gas emissions and fuel efficiency of medium

and heavy-duty trucks and buses. We look forward to

collaborating -- a collaborative effort with all of our

stakeholders.

I would like to personally express my

appreciation to those at EPA and NHTSA that have been

engaged in the development of this proposed rule.

They've reached out to Navistar and members of our

industry to get input not only on the technology

opportunities for reducing greenhouse gas emissions for

these vehicles but also to take into account the

complexity of the heavy-duty truck market.

For today's hearing, I would like to focus on

one far-reaching aspect of the rule. Navistar has

always been a believer in the total vehicle approach to
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reducing greenhouse gas emissions and optimizing fuel

economy. The structure of the proposed rule regulates

engines and trucks separately, but USEPA and NHTSA have

put in place a program in the rule that has the

capability of taking advantage of the total vehicle

benefits in the confines of the proposed regulatory

structure.

USEPA and NHTSA have proposed the innovative

technology credit program which will allow technologies

that aren't reflected in the engine test, which is the

engine regulation, or the vehicle GEM model, the vehicle

regulation, to be utilized for lowering greenhouse gas

emissions and improving fuel economy. This segment of

the rule would have the impact of leveraging total

vehicle technologies to achieve the greenhouse gas and

fuel economy objectives. Concepts such as waste heat

recovery, predictive cruise control, speed-adjusted ride

height, and smaller displacement engines leveraging

powertrain optimization can have a significant impact on

greenhouse gas emissions and fuel economy. These total

vehicle technologies can be captured under the

Innovative Technologies Credit.

The Innovative Technologies Credit should be

applicable for greenhouse gas emissions and fuel economy
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benefits that are not adequately captured by the engine

test or by the GEM model. These credits should be

utilized past 2018. This would allow total vehicle

solutions to be utilized until the next greenhouse gas

rulemaking, which would be anticipated to cover total

vehicle testing. These credits should also be fungible

across the truck and engine product lines. This

provides incentives for investment in technological

advancements that can not only optimize greenhouse gas

emissions and fuel economy but can optimize the overall

cost of the product for our customers.

In closing, Navistar is committed to working

with USEPA and NHTSA on this single national standard.

We look forward to providing written comments on this

far-reaching rule. And I would also like to take the

opportunity for those attending to see what the class 8

trucks of the future will look like by viewing our

aerodynamic ProStar Plus, which is located right outside

the hotel. Thank you.

MR. MEDFORD: Thank you very much.

Lastly, Mr. Mark Kraemer from Sierra Club.

MR. KRAEMER: Good morning. My name is Mark

Kraemer. I'm a Sierra Club member, but I am really just

an ordinary citizen. For many years, I've been a
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professional musician in the Chicago area, and I've --

so I'm coming to you and speaking to you just as an

ordinary citizen interested in the workings of

government and the future of my country. And I'd like

to thank you, just off the bat, for allowing somebody

like me to speak at an event like this. Because many

times, I read about the workings of government, and I

wish I could tell our officials what I think about the

issues that they're discussing. And now I have a

chance, and so I'm grateful to be able to do that.

And on this occasion, I would like to thank

you also for giving increased fuel efficiency such a

high priority. I think increasing fuel efficiency in

general is a very important thing for our nation to be

doing right now.

And the thing I would like to communicate

above all else this morning is that I'm not alone in

this. Public opinion polls show a clear majority of

Americans want U.S. vehicles to be more fuel efficient.

And last year when President Obama announced the first

fuel efficiency improvement standards, public opinion

polls were conducted at the height of public awareness

of these new rules that the government was proposing.

And clearly the majority, an overwhelming majority of
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Americans, want the -- want this to happen and want the

government to -- to engage in this, in making these

standards more -- more stringent and increasing the

efficiency of our fuel -- efficiency in our vehicle

fleet.

So I hope that you keep that in mind and that

that encourages you and strengthens you as you go

forward. America wants you to do this. And I believe

the drive for efficiency should be extended to our truck

fleet as well. The potential for big gains in

efficiency is very high because large trucks have not

been required to increase their standards in this regard

for many years, if ever; and large trucks also consume

proportionately a very large amount of our fuel.

But technology exists right now that can

achieve substantial fuel reductions in tractors and in

other trucks as well, and these efficiency gains could

be made in a few short years. And studies have found

that adopted these standards could result in improvement

to public health as well. That is a public health issue

as well as a fuel efficiency issue.

I believe our climate is changing also and

that mankind is contributing to the change through

massive amounts of pollution that we pump into the air
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as exhaust. And for me, this is reason enough to

minimize pollution from fossil fuels through these

increased fuel efficiency standards for trucks. But to

those who disagree with the notion of manmade climate

change, I would hope that we could agree that we have an

obligation to the generations of citizens who will come

after us. We must act now to ensure that our children

and our grandchildren will live in a world that is as

healthy or even healthier, hopefully, as the one we live

in right now. It is within our power to accomplish this

within just a few years if we act now in the best

interest of our environment and make trucks that use

less gasoline.

But I also believe that when we make our truck

fleet more modern and fuel efficient, we are acting in

our own best interest both for truckers who will save

money on fuel and for truck manufacturers who will have

a new, more efficient product to sell to the world. In

future years, there will be a strong demand for trucks

that conserve fuel and reduce the cost of shipping. If

U.S. manufacturers are able to offer the most

fuel-efficient trucks to the world market, the

automotive industry will reap the benefits and

good-paying manufacturing jobs that always follow
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innovation in America.

I view these new EPA fuel efficiency standards

as a patriotic step forwards for all Americans who want

this in the first place. The standards will improve

public health and help our economy as well. And

increased fuel efficiency in trucks will also help

everyone by helping keep gas prices low. And I know

this myself because my last two vehicle purchases were

hybrid sedans that decreased my fuel consumption by --

by half, by at least half from what I was driving

before. And I know that driving these cars -- by

driving these cars I'm helping to reduce demand at the

gas pump. I know that just on an individual level

because I don't go to the gas station as much as I used

to. I go two to three weeks between gas fill-ups. And

when I reduce demand, I'm helping to reduce gas prices,

and that helps everyone. That's what we can do on a

large scale by adopting these new standards you are

proposing.

So I urge you to adopt the strongest standards

possible to inspires U.S. manufacturers to produce

fuel-efficient trucks the whole world will want to buy.

These new EPA standards for increased fuel efficiency

and pollution controls are the way to realizing some
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worthy goals and benefit for all Americans, for our

country. I applaud your proposal and hope you will

issue the fuel efficiency standards soon. Thank you

very much.

MR. MEDFORD: Mr. Kraemer, thank you for your

testimony.

I would like to ask my colleagues if they have

any questions.

MR. SILVERMAN: One question for Mr. Anair. You

mentioned a study you had conducted on potential job

creation. If you could submit that to the record when

you submit written comments or at your convenience, we

would appreciate it.

MR. ANAIR: I would be happy to do that.

MR. MEDFORD: Anyone else?

MS. OGE: I wanted to make a statement and a

clarification. First of all, I want to thank the panel

for coming forward and testifying, especially the

citizen and Mr. Miller. We don't talk to you on a daily

basis; the rest of the stakeholders, we do see a lot of.

So thank you for coming forward.

A statement for Jed Mandel. Thank you for

your testimony. We're looking forward for detailed

comments, and also I wanted to thank you and your
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members for working very hard with our teams to put

this -- to help us put this proposal together.

You lay out three kind of future issues. One

was the global solution. Encouraging the agencies to

work with E.U. especially to -- you addressed that, I

think, the fact that both agencies are committed. You

mentioned the tractor-trailers, the new opportunities

for looking at the whole vehicle; and then you mentioned

the speed limitation, congestion control, and others.

And this is an issue that comes to us all the time. And

clearly EPA doesn't have the authority -- I don't know

how much authority DOT has -- but could you give us some

sense of how important this issue is for your group and

what can be done beyond our statutory authorities.

MR. MANDEL: I would happy to, and thank you for

those comments, Margo.

We recognize that in the goods movement arena,

the opportunity to reduce fuel compunction and therefore

improve greenhouse gases is way beyond the four wheels,

if you will, of the vehicle itself. Depending on what

the public policy of the United States would be, we can

provide data to you that shows you that for each mile of

reduction in average speed there is a concomitant

improvement in fuel efficiency. There's a direct
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relationship. Obviously that has to be enforced as well

as implemented. But we'll be happy to supply

information with that.

In a similar way, in the United States,

various states have various different requirements for

the speed -- excuse me -- for the weight and length of

tractors or trucks that are allowed on the highway. If

longer and heavier trucks were allowed, we would greatly

improve the fuel efficiency associated with the movement

of goods that those trucks carry. And, again, we can

provide you in our written comments information about

that.

And, then, thirdly, we know -- again, I can

provide you specific data -- but we know that congestion

in our nation's highways -- and there are certain

specific spots that are notorious for congestion -- lead

to inefficient operation of -- throughout the goods

movement system. And if we can improve that, get rid of

those bottlenecks and improve that congestion, we know

again that there are demonstrable improvements in fuel

efficiently that, again, directly translate to improved

greenhouse gas emissions. We'll be happy toll provide

some of that data.

I'm well aware of the fact that none of these
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are easy tasks. Some of them are beyond the scope of,

certainly, the EPA's authority and in some degree,

NHTSA's as well. But by working together as we worked

together to this point, I'm hoping that we can identify

additional opportunities for improvement.

MS. OGE: Thank you, Jed.

I guess I had a clarification. I believe --

First of all, thank you for your testimony. I think

when you were talking about the light-duty pickup

trucks, you suggested that we should adopt technologies

that are available for post 2017. Did I hear you right?

And can you elaborate on that.

MR. MANDEL: I'll be happy to clarify.

The proposed standards would phase in between

2014 and 2018, and the technology analysis is primarily

based on technologies that were looked at for the 2012

to 2016 light-duty standards. So there were two points

to my comment. One was to adopt the heavy-duty pickup

truck and van standards by 2016 to match the light-duty

standards; and then for the years 2017 and 2018, I

believe you're reviewing technologies for the next round

of light-duty standards which would start in 2017 and go

beyond that.

So I would like you to consider the
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technologies you're looking at under that review for the

2017 and 2018 timeframe for the heavy-duty pickups and

vans.

Thank you.

MS. OGE: Thank you.

MR. MEDFORD: Thank you.

I'll just make one comment regarding the

speakers which, as some of you know, there's a petition

that's been pending before the Department for a number

of years to require speed limiters on vehicles. And I

think we have said recently we expect to make a decision

about that in the next couple of months. So I believe

we will at least announce what should be done with that

petition.

Anyway, do you guys have any questions?

(No response.)

MR. MEDFORD: Thank you very much. You may step

down.

MS. OGE: Now we will call the second panel. Rose

Gomez, Georgina Salgado Chavez, Charles Frank, Therese

Langer, Yvette Pena-Lopes, and we also have Ashkan

Bayatpour. I pronounced it badly.

I understand that we're substituting two of

the people, that they're not here with, Mr. Walter
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Pozywio from Sierra Club and Michael Ciaccio. I'm sorry

if I mispronounce your names. Please correct it. I

have a short last name, and it gets killed all the time.

So forgive me for that.

And also Barbara Kiss from GM. Barbara,

welcome. So if you can write your names.

So we'll start with Therese Langer, and from

there, we'll move forward. So if you can give us your

name and the organization that you're associated with,

our private citizens, and we can move forward. Thank

you and welcome.

MS. LANGER: Thank you very much. My name is

Therese Langer. I'm from the American Council for an

Energy-Efficient Economy. ACEEE's mission is to build

the economy and protect the environment through the

application of improvements in energy efficiency. I

appreciate the opportunity to talk today about the

proposed medium- and heavy-duty rule.

And I want to start by saying the adoption of

fuel efficiency and greenhouse gas standards for mediumand heavy-duty trucks is a major step forward towards

managing the country's oil consumption, greenhouse gas

emissions, and fuel expenditures and, by extension,

consumer costs. It also offers the opportunity of
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potential new jobs in design and production of new

vehicle technologies. Domestic manufacturers and

suppliers are leaders in certain advanced truck

technologies, and this program that's being proposed

here has the potential to help the industry consolidate

its leadership in those technologies and to thrive in

that global market.

The agencies have really done a lot of

excellent work in exploring how the standards for

medium- and heavy-duty vehicles operate, and that's an

incredibly complex task. We think that the program

should be put in place as soon as possible. We also

think that there are some areas in which the proposal

can and should be strengthened, and I wanted to talk

about that a little bit today.

Opportunities exist to capture more of the

available fuel savings, to ensure support for the

program among the regulated entities and the public, and

to establish precedents that will facilitate future

improvements in the program in later phases.

I want to comment on the question of the

stringency of the standards, and I want to first

indicate my support for some of the comments of the

Union of Concerned Scientists in this area and add a few
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specifics for the engine category. We also think that

the stringency could be improved somewhat. But, in

addition, we think it's very important that the agencies

send a clear signal that substantial additional

improvements will be required beyond the end of this

rule, so out to 2020. We know that there will be

additional technologies that should be available for

application by that time; and in order to maximize lead

time for those manufacturers and ensure their continued

investment in engine technologies, we do think it's

important to lay out a pathway for the years beyond

2017.

On the question of tractor-tailers, and

specifically on the inclusion of trailers, we also

support the regulation of trailers at the earliest

possible time. And the point I want to underscore there

is that even if trailers are not included in this

rulemaking, we think that the standards for trailers can

and should be adopted in time for them to be implemented

along with the first tractor-trailer standards in 2014.

And I think it's very important to do that.

Regarding work trucks, here again we agree

that there are additional opportunities for savings that

have not been captured by the proposed stringency. And
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I would just observe that the proposed level of those

standards almost -- for 2018 almost exactly matches the

projected fuel efficiency of work trucks in the Energy

Information Administration forecast in a

business-as-usual scenario; so that is to say that in

the absence of regulation, the EIA is projecting that

same 11 percent reduction from 2010 levels. And we also

think that at a minimum, that work truck standards

proposed for 2018 should be fully phased in by 2016 to

allow for further increases in the succeeding years.

In addition to tightening up some of the

requirements in the first phase of the program, we also

think that the agencies should start work as soon as

they can on the second phase to commence in 2018 or '19

in order to ensure steady and rapid progress towards the

much higher levels of efficiency that have been shown to

be achievable in the recent National Academy of

Science's report.

I want to just briefly comment on the ability

of the standards to promote advanced technology. This

is a crucial measure of how well the program does

overall. In addition to the engine improvements that

were mentioned previously, this -- this ability to bring

in advanced technologies applies of course to
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transmissions and to hybrid drive trains and other

technologies that are especially important in the

vocational category. And we think that it's very

important for companies that are investing in these

technologies to be given a well-defined and

straightforward way of claiming any credits for these

advanced technologies.

And in addition, standards for vehicles that

can take advantage of these advanced technologies should

be set high enough so that companies will have a strong

incentive to have acquire those new technologies as soon

as their value has been demonstrated.

I also wanted to comment on the tests, the

issue of performance -- according to the test procedures

and real world performance. In the proposed program,

there will be a difference in the fuel efficiency

and real world fuel efficiency because the truck as

tested won't actually be the same as the truck as sold.

And to the extent it's possible, negative consequences

that truck buyers won't realize the fuel savings that

are implied by the levels which the standards are set

and that the overall emissions reductions promised for

the program might not be achieved. And, secondly,

there's the issue that manufacturers could possibly
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tailor their vehicles and equipment to do well as tested

but not necessarily do well as sold or as driven.

I think the proposal clearly recognizes that

complete vehicle testing or total vehicle simulation is

a very important thing to explore for the next phase,

but we would like to see a clear commitment to move

towards total vehicle testing in the next phase.

And we think that it's important that the

agencies begin to collect as soon as possible the data

that will facilitate that transition to the complete

vehicle testing. In particular, the fuel efficiency and

CO2 emissions of all actual vehicle configurations sold

should be reported as part of the certification process.

We understand that there may be some obstacles to

setting the standards for the various vehicle

configurations that are sold. But projecting these

vehicles' performance through simulation we don't think

would be overly burdensome and would provide

tremendously important information to develop the next

phase of the program. And we also think that it would

be very important to make that simulation data available

to the public.

In conclusion, ACEEE strongly supports the

agencies' development and adoption of greenhouse gas and
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fuel efficiency standards for all medium- and heavy-duty

vehicles starting in model year 2014. We recommend that

the agencies strengthen the proposed rule in several

areas to ensure that it will achieve its maximum

economic and environmental benefits and sets a strong

precedent for future phases of the program.

Thanks for the opportunity to comment.

MS. OGE: Thank you. Thank you.

Barbara Kiss, good morning.

MS. KISS: Good morning. My name is Barbara Kiss,

and I'm the Manager for Vehicle Efficiency and Energy

Policy at GM. I'm pleased to be able to speak to you

today regarding the EPA's and NHTSA'S proposed

rulemaking to address greenhouse gas and fuel efficiency

for medium- and heavy-duty trucks. GM is a major

manufacturer of vehicles in this important segment, one

that helps to keep our economy moving forward.

Since Congress directed NHTSA to consider

creating a program to address the fuel economy of these

larger vehicles, it is important for NHTSA and EPA TO

develop an approach that does not penalize the

manufacturer of these vehicles in providing products

that continue to serve the purposes, functions, and

utility that are needed for these class of work
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vehicles. In this regard, GM supports the adoption of a

uniform national program covering these vehicles just as

we think it is proper and necessary for light-duty

vehicles.

The approach proposed is a good first step

towards addressing greenhouse gas emissions and fuel

efficiency of medium- and heavy-duty vehicles, but it is

paramount that the program be consistent with some

critical and foundational principles.

First, the program should begin no earlier

than model year 2014 with full implementation over five

years. In addition, it would be helpful for the program

to provide elements of flexibility such as the ability

to generate early credits that may be needed to achieve

compliance with the program once it commences.

Second, implementation of the program must

closely harmonize all elements between the NHTSA and EPA

approaches. Importantly, the agencies properly

recognized and provided opportunities to earn credits in

the light-duty program that should have relevance in

this program as well. Credits for improvements in

air-conditioning systems and for producing vehicles that

can use alternative fuels will encourage these steps to

be implemented.
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Third, the program must continue to recognize

the needs of the trucking industry and other commercial

users. These manufacturers provide vehicles that are

the bedrock work vehicles of our economy.

Fourth, the program must preserve the utility

and functionality of these commercial vehicles.

Fifth, the program must recognize and be

compatible with the complexities of the marketplace.

This will be a new program for manufacturers of these

vehicles to address. EPA and NHTSA need to develop a

program with the competitive and resources implications

of the market in mind.

Finally, the program must attempt to minimize

the potential for unintended consequences. This is a

critical element of the program because it's new and

does not benefit from the years of data that have been

collected and analyzed for the light-duty fleet.

We will be providing more extensive written

comments to address the key details that fundamentally

crop up with the implementation of any new program, and

we look forward to working with EPA and NHTSA to ensure

that the program created is national in scope and will

be consistent with these principles.

Thank you.
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MS. OGE: Thank you.

Mr. Charles Frank. Good morning.

MR. FRANK: Good morning. Thank you for giving me

and other citizens the opportunity to come here today

and be part of our democratic system and process. The

reason I'm here today as a private citizen, although I

an officer at the Sierra Club Foundation, is that I care

deeply about the world in which we live and will pass on

to our kids and future generations.

Being able to breathe clean air, drink clean

tap water, and experience the beauty of the natural

world is something we should be able to take for

granted, but can't. If we don't make it happen, it

won't happen.

Our societal commons, the air, water,

wildlife, should not be allowed to be destroyed by

anyone, and everyone must be responsible for keeping it

safe.

My name is Charles Frank, and I am the owner

of Z. Frank, Inc., which from 1936 to 2008 and 2009 sold

well over a million cars and light-duty trucks through

ten different franchises. And I must say I was -- my

family and I are very grateful to General Motors and

Chevrolet for the support they gave us and we gave to
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them.

Through all of my career, I have been an

advocate for higher CAFE standards and had a letter to

Senator Durbin read on the Senate floor in 2003 urging

that he and his fellow senators take bold action to

improve the fuel efficiency of these vehicles. Now we

are finally seeing some real progress in this regard.

It is ridiculous that we have never required

the similar type of efficiency for medium- and

heavy-duty trucks, but now is the time. This sector may

seem small, comprising only 4 percent of the vehicles on

the road, but it uses up 20 percent of the fuel burned

by vehicles.

I am certainly not here as an expert to try to

define exactly what the standards should be and what is

reasonable to achieve. I'll leave that to others. What

I want to say is that my wife suffers from asthma, and I

know that with higher fuel economy standards, trucks

will burn less fuel and emit less soot and other

particulate matter into the air we all breathe, and she

and so many others that suffer directly from this hazard

will have a healthier life. Health care costs will go

down; and the number one reason for school children

missing school, asthma, will be better controlled,
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reducing absenteeism and improving productivity, even at

GM, from parents that have to stay home from work to

take care of sick children or families. And for those

of you who don't know, Chicago and especially the South

Side of Chicago, is the asthma capital of the world

having the most number of hospitalizations due to asthma

in the country.

Insurance costs will be reduced for all of us

and for businesses. And there are more obvious benefits

of less global warming, pollution, less dependence on

imported oil, and our need to go to war over keeping the

shipping lanes open for oil tankers, and reduced

pollution from those oil tankers as well, when we don't

need to keep the lanes open bringing oil over to our

country and around the world. Lower fuel costs for

trucking reduce the shipping costs for our goods are

another benefit.

These are some of the reasons and benefits of

issuing the strongest possible fuel economy standards

for larger trucks, and I urgently implore you to do so

at the earliest possible date.

I'm here today to represent hundreds of other

ordinary citizens that have encouraged me to speak up

for them as well as they are working and taking care of
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their families today and can't testify for themselves.

And, lastly, I'm delighted really to be

testifying next to General Motors here, and it is

refreshing really for me to hear them support the

regulations. Because hopefully this the new GM, and I

know that Ford is going to be testifying later. But for

so many decades, they fought any kind of regulation of

any type. And it has always been my experience as a

dealer that every one of those objections that they put

up were unfounded. And every time that regulations,

whether it was for seatbelts or catalytic converters or

higher CAFE standards, that they said it would raise the

cost of the cars, and very likely did; but said that

those would hamper our transportation and our choice.

And I look out today, and I see we have more choice than

ever before. And I want to compliment General Motors

for their position today and some of the outstanding

vehicles, especially the new crews that is now getting

over 40 miles per gallon, 42 -- I said over 40 --

42 miles per gallon on the technology that we said was

available ten years ago. And we're glad to see that

it's finally on the market.

Thank you very much.

MS. OGE: Thank you, Mr. Frank. And Ford was here
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earlier, and they testified under the first panel.

Thank you for your testimony.

I would call Ms. Yvette Pena-Lopes. Good

morning and welcome.

MS. PENA-LOPES: Thank you for the opportunity to

testify here today and to provide the BlueGreen

Alliance's perspective on the proposed rule.

The BlueGreen Alliance is a partnership

between non-labor unions and foreign environmental

corporations working together towards a clean energy

economy and the creation of clean energy jobs, good

clean energy jobs. Within the BlueGreen Alliance, we

have established an auto task force which consists of

UAW, NRDC, Sierra Club, UCS, NWF, United Steelworkers,

the Communications Workers of America, their Industrial

Division, and also the Teamsters.

The BlueGreen Alliance is supportive of EPA

and NHTSA's efforts to set fuel efficiency and pollution

standards for medium- and heavy-duty vehicles.

Together, these vehicles, which include delivery trucks,

buses, and long-haul freight trucks consume as much as

37 billion gallons of fuel every year and emit 20

percent of transportation produced greenhouse gas

pollution, although they make up just 4 percent of all
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vehicles on the road. By setting the first ever

greenhouse gas and fuel efficiency standards for mediumand heavy-duty trucks, America can lead the world in the

development and deployment of a new generation of

cleaner trucks that will reduce our dependence on

foreign oil, strengthen the American auto and truck

manufacturing sector, create quality jobs, and

significantly reduce greenhouse gas pollution.

These standards enhance American

competitiveness and job creation as domestic truck

manufacturers ramp up production of a cleaner fleet of

heavy-duty trucks. Their leadership and workers of the

United Auto Workers have a special interest in

capitalizing on the manufacturing opportunity moving

forward with cleaner truck standards, representing

workers among all of the U.S. heavy-duty truck

producers. This will also create opportunities

throughout the U.S. supply chain in producing improved

aerodynamics, more efficient engines, hybrid electric

drive systems and idling controls that will help achieve

fuel efficiency gains.

In addition, they will benefit consumers and

businesses by reducing costs for transporting goods and

spur growth in the clean energy sector. Initial
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estimates suggest prices for new cleaner heavy-duty

trucks may go up slightly, on average, $6,000 per

vehicle. However, the proposed standards are estimated

to save a big rig truck around $74,000 in fuel costs

over the lifetime of the truck. If truck operators are

paying less at the pump the prices of goods and services

for American consumers would likely drop.

This also means sending less money overseas

for foreign oil. According to a statement by Ed Markey,

a senior member on several House committees, "With just

five years of new vehicles sold under this proposed

program, America will eliminate the same amount of oil

that we import from Russia and Nigeria in a year." And

the unions care about this greatly, as do the BlueGreen

Alliance to Operation Free who spoke earlier.

In addition, the new regulations would

continue to encourage the government and private

businesses to pursue more clean energy technologies for

all vehicles in addition to heavy-duty trucks, and we

respectfully propose the following principles be

integrated as the rulemaking process is finalized:

First, advanced vehicle technology should be utilized to

make annual progress on increasing efficiency and

reducing transportation sector oil dependence and
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pollution to the highest degree that is technically and

economically feasible. For example, studies show that

existing technologies such as more efficient engines and

transmissions, aerodynamic fittings, and fuel-efficient

tires can cut fuel consumption and carbon pollution from

long-haul tractor-trailers in a cost-effective manner.

Second, complementary truck efficiency

programs should take into account trucking's unique

market structure and encourage the acquisition of

cleaner vehicles by owner-operators and fleets. These

supportive measures can help minimize deferral of

vehicle purchases, create and sustain more quality jobs,

maximize economic benefits to American vehicle component

manufacturers, and accelerate gains in fuel efficiency

and pollution reduction.

And, lastly, this rulemaking process should

consider the impact to drivers and workers throughout

the trucking industry and ensure that standards deliver

positive net benefits for affected parties. This is

important to the Teamsters Union. As a complement to

the rulemaking, developing new and expanding existing

programs such as EPA's SmartWay program to promote

cleaner vehicle technology and vehicle acquisition can

help accomplish this and should include accountability
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mechanisms to ensure incentives for new vehicle

purchases as well as retrofit deliver the highest

benefit to workers as well as businesses.

We look forward to working with EPA and NHTSA

as these standards are finalized to ensure the best

possible outcomes from this process for American

workers, our communities, the economy, and the

environment.

MS. OGE: Thank you.

Mr. Ashkan Bayatpour. Good morning, and

welcome.

MR. BAYATPOUR: First of all, I would like to thank

everyone here for allowing me to testify on the proposed

rule. My name is Ashkan Bayatpour. I am an Iraq war

veteran as well as a veteran of the rescue operations

after Hurricane Katrina on the Mississippi Gulf Coast,

and I am also a Truman National Security Project.

I traveled here today from Alabama to speak on

behalf of veterans across the nation who believe that

our nation's oil addiction and our greenhouse gas

pollution imperil our economy, our environment, and our

national security. And I believe the proposal to reduce

greenhouse gas emissions from our nation's fleet of

heavy-duty trucks and buses is a vitally important step
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to addressing these serious problems.

The connection between oil addiction, climate

change, and national security is real. The U.S.

consumes 25 percent of the world's oil production but

controls less than 3 percent of the supply. The longer

the U.S. remains dependent on fossil fuels, the more the

U.S. will have to engage in tough fights just to protect

our energy supplies, putting American lives at risk.

The global warming pollution we create burning this fuel

further threatens our troops and our security.

While some policymakers aren't taking the

threat of climate change seriously, the consensus among

security experts is that climate change is real and the

threat is real. The National Intelligence Council has

issued two reports detailing the threat of climate

change, and in the 2010 Quadrennial Defense Review, the

Pentagon acknowledges that climate change is already

being observed in every region of the world and outlines

the dramatic threat climate change will have on our

military and our national security.

So let me just give you a couple of examples

of how climate change can threaten us at home and

abroad. At home, we face vulnerable coastlines, heat

waves, droughts, water shortages, and wildfires, all of
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which endanger lives and cost billions of dollars to

respond to. For example, my disaster, Hurricane

Katrina, cost nearly 2,000 lives and more than

$80 billion in damages.

Abroad, we face food and water shortages that

exacerbate conflict. These conflicts will require

action by U.S. forces. Rising sea levels are already

causing mass migration in places like Bangladesh, which

result in huge refugee populations which provide

terrorists a growing pool of recruits and a place to

hide. Natural disasters like the tsunami that hit

Indonesia in 2004 require action by U.S. forces. The

U.S. military spent $5 million per day responding with

logistical aid, ships, planes, helicopters to Indonesia.

No other military force in the world had the capacity to

respond so quickly to this disaster.

These are just a few examples of why we need

to act now both to reduce our dependency on oil and to

address greenhouse gas pollution. As Staff General

Gordon Sullivan said: "Climate change is occurring at a

much faster pace than the scientists previously thought.

Military professionals are accustomed to making

decisions during times of uncertainty. Even if you

don't have complete information, you still need to take
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action. Waiting for 100-percent certainty during a

crisis can be disastrous."

His statement underscores why we need to act

now.

The fuel efficiency and pollution reduction

standards being considered today provide an important

opportunity to act now to reduce our addiction to oil

and to cut greenhouse gas emissions that contribute to

climate change. The EPA estimates that this rule would

reduce carbon dioxide emissions by 250 million tons and

save 500 million barrels of oil over the first five

years of vehicle production.

By 2030, we could see reductions in oil

equivalent to the amount of oil that the U.S. imports

from Iraq and comparable to taking more than 10 million

new cars off the road. This is an important step toward

reducing our fuel use and curbing climate-changing

pollution.

As a member of the United States military, I

saw firsthand how badly our nation is addicted to fossil

fuels and how dangerous our dependency can become.

During the days and weeks after Hurricane Katrina, my

comrades and I experienced desperation we never thought

we would see. Before ever deploying to Iraq, our base
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was fired upon by people outside of the wire desperate

to get to the gasoline we were protecting for federal

rescue vehicles. This was not Ramadi; this was not

Fallujah; this was not Kandahar. This was Gulfport,

Mississippi. We found ourselves thinking, "There has

got to be a better way." Our country cannot be this

weak and vulnerable based on one single fuel source.

However, the reality is, as it stands today, that we

most certainly are.

Our troops abroad are risking their lives to

protect our nation from threats that are caused by our

dependence on oil and global warming. Working together,

all of us at home can make efforts to protect our

national security and reduce pollution. Consumers are

ready to buy the vehicles that perform better and save

them money at the pump. As a veteran, I thank the

industry for developing and manufacturing cleaner, more

efficient engines and vehicles. Our nation can move

forward with this important action today that

strengthens our economy, our environment, and our

national security.

Thank you.

MS. OGE: Thank you for your testimony and for your

service.
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And now I would like to call Mr. Walter

Pozywio. Welcome. Good morning.

MR. POZYWIO: Good morning. Hi. My name is Walter

Pozywio. I'm a private citizen and member of Sierra

Club. I want to thank you for the opportunity to

testify today.

I'm here because my mom works in steel, my

father works in construction, my brother in theater.

All of them need large and medium-sized trucks, whether

to haul material, raw and processed, or to transport a

Broadway stage equipment across the country to entertain

us. It's my responsibility as the youngest in my family

to make a difference in my carbon footprint and that of

my family.

Humans are the shepherds of the earth, and

we're making our impact like wolves feasting on the

easiest prey. As we walk across -- As I walk across

this great city, it's impossible for me not to notice a

difference in the air quality as I walk closer to the

highways and the bridges and see industry and pollution

come up from the roadsides. It's impossible not to see

the impact in our lakes as the water is more often green

than blue from the waste and sludge that's dumped in

from oil and steel alike. Our sunsets are red and green
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from the emissions we release in the air from trucks and

cars. It's a beautiful firecracker sunset, but it's

also a nightly reminder of the impact that we have on

our world and our society.

Our technology has come so far, yet we don't

implement the best of it. We don't even implement the

best from decades past technology. We cling to oil.

It's out of date. It's time to move on to better

technologies. It's time to taste the air crisp, not

bitter. I want my blue sunset. I want to be able to

share it with my nephew, Sebastian, who was born at

5:14 a.m. on Saturday.

My testimony is short, but it means a lot to

me. I don't have a lot of power. I don't have a lot of

money. But I took my time today because it's important

to me, it's important to my community that we move on

and we show as Americans how we can rise up in bad times

or in good and just really show the world that we can

make an impact, and not one that's for the worse.

I want to thank you for listening, and please

heed the warnings of all the testimony today. If we act

together, we can make a difference. Use the strongest

standards we have available to us, and don't make the

mistakes of our fathers and mothers by not implementing
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them sooner.

Thank you.

MS. OGE: Thank you. Thank you for your testimony.

Any comments from the panel? Questions?

MR. FRANCE: To Therese, there was just one

question. I wasn't -- You made reference to full

vehicle tests, and I think we indicated that we were

interested in pursuing that. I was wondering what you

were referring to in the context of the proposal. I

wasn't quite clear on what the recommendation was.

MS. LANGER: Really, I was speaking in support of a

definitive commitment to moving towards full vehicle

testing for the next phase. And the specific comment

that I made in support of that idea is that while I

understand that it may be too difficult to begin the

first phase with full vehicle testing or even simulation

of actual vehicles sold, that I don't see an obstacle to

actually providing simulation results for configurations

of vehicles sold and using that in support of the full

vehicle testing in the next phase.

MR. FRANCE: Thank you.

MR. MEDFORD: This is for Barbara Kiss. I just

have one. You laid out a number of principles that you

thought the new rule should follow. But one of the
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things you mentioned is to guard against unintended

consequences. Do you have something in mind when you

mentioned that? Is there something that you're

concerned about?

MS. KISS: I haven't had a chance to go through

every bit of the rulemaking yet, but I'm sure that as we

dig through it and create the certification and

reporting procedures and testing procedures, we will

certainly have some written comments that we will

provide to make sure that there aren't any unintended

consequences.

MR. FRANCE: Or at least they're limited.

MS. OGE: Any other questions?

(No response.)

MS. OGE: Well, I would like to thank the panel,

thank you, especially those of you who came on your own

time. To the citizens, thank you so much for coming

here. It's important to us. Your testimony is

extraordinary, and we're looking forward to your written

comments. And again, thank you for coming.

MR. MEDFORD: Thank you. I think we continue to

have substitutions on the panel. If you would like to

please come forward, it's Georgia Yelton, Thomas Stover,

Kyle Treadway, Ann Mesnikoff, Stephen Charlton, and
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JENSEN REPORTING (312) 236-6936

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Michael Ciaccio.

Good morning. We'll start with Georgia

Yelton.

Thomas Stover.

MR. STOVER: Good morning. I'm Tom Stover, Vice

President and Chief Technical Officer for Eaton

Corporation's Vehicle Group.

On behalf of Eaton, I would like to thank the

agencies for the opportunity to give testimony regarding

the proposed rule. Eaton is a diversified power

management company in a global technology leader with

2009 sales of nearly $12 billion. In 2011, we'll

celebrate 100 years as an independent U.S.-based

publicly-held corporation.

Eaton helps customers manage power more

effectively, efficient ways for buildings and airplanes,

trucks, cars, and machinery to do more with less. For

example, we make electrical power more reliable and

efficient. We make planes and cars lighter so they use

less fuel. We're pioneering hybrid technology for

trucks and exploring new ways of generating energy from

the ocean and wind. Eaton Technology delivers power

inside hundreds of products and places from

manufacturing plants to hospitals, airport terminals,
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data centers and homes, to aircraft, trucks, cars,

agricultural equipment, theme parks, oil rigs, and even

the Panama Canal locks.

There are many stakeholders in the commercial

vehicle market that are pressed by commercial and social

responsibilities to improve performance, reduce fuel

consumption, and reduce greenhouse gas emissions. What

brings us all together is the realization that reducing

emissions and fuel burn is good business.

If the new standards are carefully chosen and

implemented, they can drive benefits to a broad spectrum

of stakeholders by reducing the total cost of operations

in the trucking industry, reducing the nation's

dependence on foreign oil, fostering innovation, and

creating high value jobs while fundamentally improving

our environment.

Eaton supports the push for a new generation

of clean, fuel efficient commercial vehicles that will

reduce greenhouse gas emissions and strengthen our

economy. More than ten years ago, we recognized the

opportunity to grow our business while protecting the

environment by developing hybrid power systems for

trucks. Since that time, Eaton has invested more than

$100 million in fuel-saving hybrid technologies, and the
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company now offers the most complete lineup of hybrid

power systems for commercial vehicle applications

including diesel and natural gas electric hybrids,

plug-in electric hybrid systems for buses and trucks,

and hydraulic hybrid power systems. And as a result,

Eaton's hybrid division now employees hundreds of people

at home and abroad in the development and production of

these high-technology systems.

Eaton's hybrid systems are on the road today

powering a variety of vehicle types, and our fleet of

customers report fuel savings of over 35 percent and

similar reductions in emissions. These hybrid systems

extend brake life and cut idle time emissions by as much

as 87 percent during worksite operations. These result

in improvement with over 88 million miles of commercial

service around the world, saving more than 3.4 million

gallons of fuel and avoiding more than 35,000 tons of

harmful emissions, proving every day that hybridization

is a potent technology that achieves significant fuel

economy and air quality improvements especially in the

vocational and commercial vehicle segments.

We believe that the framework outlined in the

NPRM is a good step toward the final regulation that

will drive innovation, fostering technology and
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competition while maintaining fleet diversity, and

incentivizing over achievement of emissions and fuel

economy charges.

It's important that certain principles

outlined in the notices are further developed during the

upcoming period. First, we think that the approach to

drive higher utilization of the existing technologies to

achieve rapid progress is well-posed and balanced by

encouraging development of new technologies that will

have longer term, deeper impact. We support the use of

performance-based standards as the correct approach to

drive improvement, avoiding wherever possible the

proscription of technologies or solutions either

explicitly in the rule or implicitly through the testing

procedures.

Third, we think it's important to continue the

agencies' focus on developing test procedures that

recognize and are adapted to the diversity of

application that characterizes the transportation

industry in North America.

Finally, we believe it's vital that the rule

maintain the flexibility to adapt to solutions demanded

by the market, for example, the increased use of plug-in

electrical hybrids and mixed electrical diesel modes.
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The proposed is a good foundation for what the new

regulations can be giving clear, achievable objectives

that spur innovation and deployment while avoiding

negative impact on the economy and promoting leadership

in commercial vehicle fuel efficiency.

We believe that many of the technologies to

achieve the proposed standards are available. Some are

already in use, and others are needing a path to the

market that recognizes and values contributions to

emissions reduction and fuel efficiency.

A timely finalization of the rule will create

clear targets for the industry and will accelerate

adoption. Eaton is looking forward to supporting the

rulemaking process and providing full written comments

to the EPA and NHTSA on the proposed rule in the near

future. Thank you.

MR. MEDFORD: Thank you.

Next, Mr. Kyle Treadway.

MR. TREADWAY: I'm the Chairman of the American

Truck Dealers Division of the National Automobile

Dealers Association. Thank you to NHTSA and EPA for

hosting today's hearing. It's my pleasure to present

testimony on behalf of ATD, which represents about 2,000

franchised truck dealers who sell new and used motor
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vehicles and who engage in service, repair, and parts

sales. Together, we dealers employ more than 1,000

people nationwide.

In addition to being an ATD Chairman, I am

President of Kenmore Sales Company, a multi-state

medium- and heavy-duty truck dealership headquartered in

West Valley City, Utah. We currently sell Kenworth and

Mitsubishi Fuso trucks and are Caterpillar, Cummins, and

Paccar MX engine authorized dealers.

In the limited time I have today, I'm going to

focus on a few key, high-level issues of particular

importance to truck dealership. ATD intends to provide

more detailed comments and suggestions in a written

submission. Specifically, I'm going to touch on first,

an important element set out in Section 102 of the

Energy Independence and Security Act of 2007; second,

why new truck and/or engine efficiency standards must be

uniform nationwide; and, third, why new efficiency

standards must be affordable and not compromise

performance.

My first point, ATD supported the enactment of

Section 102 of EISA which authorized NHTSA to consider

fuel economy standards in light of the National Academy

of Sciences study, also authorized by EISA, which was
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initiated in March of this year. Congress recognized

that NHTSA with more than 30 years of expertise

regulating the fuel economy of light-duty vehicles would

for the first time examine the fuel efficiency potential

of medium- and heavy-duty trucks. Thus, Congress

specifically required NHTSA to consider carefully a long

list of detailed issues.

Section 102 also required NHTSA to complete

the fuel economy rulemaking for work trucks, medium- and

heavy-duty vehicles, and engines within two years of the

NAS study issued by April of 2012 setting out

appropriate test methods, measurement metrics, fuel

economy standards, and compliance and enforcement

protocols that are "appropriate, cost-effective, and

technologically feasible."

Moreover, Section 102 of EISA requires that

any new fuel economy rules provide the industry with at

least four full model years of lead time and three full

model years of regulatory stability.

Lastly, Congress asked NHTSA to consult with

DOE and EPA presumably for any expertise they could

offer with respect to potential fuel economy rules.

Now, the language set out in Section 102 of

EISA is important to truck dealerships for several
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reasons. First, any new fuel economy regulations must

meet the statute's requirement that they be appropriate,

cost-effective, and technologically feasible. Why?

Federal fuel economy mandates apply to the manufacture

of new motor vehicles and engines, not to their

purchase. In other words, fuel economy mandates attempt

to push more efficient designs and technologies into the

new vehicle marketplace.

As a practical matter, unless fuel economy

regulations are appropriate, cost-effective, and

technologically feasible, prospective customers will not

purchase new vehicles and engines, reducing sales and

leaving stock vehicles languishing on dealer lots.

Second, Congress vested NHTSA with the

exclusive authority to regulate the fuel economy of

these vehicles and engines by amending the existing fuel

economy law set out in Chapter 29 of Title 49 of the

U.S. Code, known as the Energy Policy and Conservation

Act. In doing so, Congress was cognizant of EPCA's

prohibition against the adoption or enforcement of state

laws related to fuel economy. This prohibition of any

patchwork of state laws related to fuel economy is

critical to dealers like me who sell new vehicles in

several states, yet is even more important to our
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customers such as for-hire carriers, private companies,

public fleets and owner-operators who purchase trucks

and engines in every state in the union.

Lastly, while EISA requires NHTSA to consult

with DOE and EPA, Congress did not specifically

authorize DOE or EPA to regulate concurrently with

NHTSA. Thus ATD objects to all provisions in the

proposed rule which would create enforceable EPA

mandates except for those potentially addressing

air-conditioning refrigerants. This position in no

which lessens ATD's full support for the excellent work

EPA has done and is doing to promote and incentivize

more efficient freight operations through programs such

as SmartWay and others.

So my second point, even in years when the

economy is booming, freight demand is high, and truckers

and businesses are flush with cash, only a few hundred

thousand potentially regulated trucks and engines are

sold nationwide. That number pales in comparison to the

10 to 17 million light-duty vehicles sold nationwide

each year. Any fuel economy mandate for new trucks that

could be interpreted as allowing for one or more sets of

duplicative, nonidentical state rules would impose an

untenable burden on the R & D resources, the
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manufacturing process, and the marketing and

distribution systems of truck and engine manufacturers.

If that were not enough, any state fuel economy or

directly related new vehicle greenhouse gas rules

differing from federal fuel economy mandates would

create ordering and stocking nightmares for dealers and

their customers.

By analogy, the fact that the state of

California presently requires some of my customers who

run trucks into California to buy new trucks that comply

with emissions standards different than those mandated

by EPA has meant some must forego providing freight

service inside California's borders, or establish a

second, more expensive fleet to operate within

California only, and/or coordinate handling of freight

into or out of California by relay. Each of these

choices increases the costs of handling freight,

restricts competition, raises freight rates, and

ultimately increases fuel consumption per ton/mile.

Consequently, there must be one set of national fuel

economy-related standards for new vehicles.

Now, just as we support the EPA's non

mandatory efforts to help improve the fuel efficiency of

commercial trucking, NADA commends the non-mandatory
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efforts of states like California who seek to improve

the efficient movement of trucks over our nation's

roads. These efforts will prove ever more important as

the number of trucks and truck miles increase, as they

inevitably will.

Our bottom line: Federal law does not permit

a patchwork of state fuel economy related mandates. ATD

supports one national fuel economy standard for new

trucks and engines.

To my third point, no single variable cost is

more critical to my customers than fuel. Consequently

the overwhelming majority of customers ordering a new

vehicle or purchasing one from stock will focus on fuel

economy, at least once they determine which vehicle and

drivetrain features are essential to meet their specific

needs. Fuel economy will never rank first on their list

of purchase decision criteria, but it will always be

near the top. Some may ask why we even need new

regulations governing this area given the relatively

strong truck customer demands for fuel economy. It's by

no means an academic question, even given the specific

direction that Congress has given to NHTSA.

A few of my thoughts as to why customers don't

always by the most fuel-efficient configuration
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possible. First, the practical needs of truck customers

may sideline the purchase of certain fuel efficiency

features. For example, customers who regularly haul

loads over tall mountain passes in any weather as many

of mine do are not likely to consider super single or

double-wide tires fearing subpar winter performance or

the high cost of potential blowouts.

In addition, local delivery customers

typically can't justify the cost of aerodynamic bolt-ons

or anti-idling controls. That doesn't mean that these

features won't work for some, only that they aren't

right for all.

Second, cost is always a concern. Yes, some

of the nation's largest fleets can afford to be early

adopters and to experiment with new fuels and

technologies, even when they cost significantly more.

However, the vast majority of prospective new truck

buyers are businessmen and women who will rationally

consider the up-front cost of vehicle features

especially during times when credit is relatively tight

and/or freight rates and profit margins are relatively

low.

In order to work, any fuel economy mandates

being considered for model years 2014 through '18 and
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into the future must pass economic muster. Remember, my

customers have options. Instead of choosing to buy new

fuel-efficient vehicles, they can instead pay my service

and parts departments to help them keep their existing

vehicles on the road, up to and including rebuilding

engines or vehicles. Alternatively, they can by used

trucks or tractors that meet their needs at lower cost

than new, federally compliant equipment just as they

have done over the past 30 months. That's why the new

fuel economy mandates must be affordable. The cost must

be justifiable up front in order to have any chance of

success in the marketplace.

Finally, fuel economy mandates must never

compromise or even appear to compromise the performance

of new vehicles as was a real concern with the new

emission mandates that took effect in 2002, '7, and '10.

We simply cannot risk repeating such a large economic

disruption in the new vehicle marketplace.

Before my customers lay out the substantial

investments necessary to purchase new vehicles, they

want to be assured that they won't be buying performance

compromises such as decreases in freight hauling

capability or an increase in maintenance and repair,

especially with engines and other drivetrain components.
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Improving one metric such as fuel economy must not

diminish other critical performance metrics or result in

higher vehicle costs. Otherwise, fuel efficiency

improvements won't get bought and will fail in the

marketplace.

Thank you for your time and attention today.

I welcome any questions, and if you would ever like to

visit a truck dealership and see how one works, I invite

you to contact me or a member of the staff at ATD.

MR. MEDFORD: Thank you, Mr. Treadway.

Next is Ann Mesnikoff from Sierra Club.

Actually, Ms. Chavez has been waiting to

testify and is under some time constraints, so it will

be Ms. Chavez.

MS. SALGADO-CHAVEZ: Hello. My name is Georgina

Salgado-Chavez. No, I'm not an expert on any

environmental field. My specialty is mother of three

kids, Gina, Hector, and Derek, which one of my kids,

Derek, my baby, is battling with an illness called

histiocytosis X, a rare disease that affects the immune

system. Doctors call it an immune disorder, which

affects all the organs, all the systems on the body,

skin, bone, lungs, et cetera.

The cause for this illness is believed to be
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something in the environment. You see, for some many

people, contamination of our environment is an issue for

the future. We do not think about our immediate

consequence like illnesses that magically appearing.

I believe my son has the right to enjoy life

like you. Going to school every day should be his

priority rather than going to the doctor for treatment

or for more tests. For his first five years in school,

he was missing every Friday to go to the hospital to get

his chemotherapy. One day he asked me if he can stay on

Friday just to enjoy the parties in his classroom. I

did not know how to answer because this illness can end

up in death.

I believe that our kids need to have the

opportunity to live a life, to enjoy being kids, and to

have a future.

In order for us to give a future to the next

generation is acting now. Making this world a better

place to live, one of our priorities should be resolving

this huge problem that we have with contamination.

If you think that only my son will get sick

and you're immune to the environmental contamination,

think twice. Our dependence on oil is so much to the

point that we can are destroying nature and from that
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point of view, our soil, our water, our air, our food is

contaminated.

I come to this place for one reason, to ask

you before you make any decision: Please think about

your Dereks in your life, your kids, your niece, your

nephews, brothers, sister, mother, partner, et cetera.

Our instinct to perpetuating our species has to come

first in any decision that all of us make. We can feel

sorry for those that have an illness or are in a natural

disaster, but is that all we can do?

It's always an alternative to the use of oil

as a form of energy. We have other forms of energy that

can be clean. We can utilize for our daily living like

solar, wind, magnetic, I don't know, et cetera. I

believe that we can reverse some of the harmful side

effects that contamination cause in our planet and in

our lives. Today, this decision that you will make can

be the first step to cleaning our environment. . And I

hope for tomorrow more people will consciously make more

decisions that can obtain the same goal.

My son Derek is still in treatment. He's

13 years old. He is still taking medicine, and more

tests have to be done an a regular basis. We can lose

the battle but not the war. Yes, we will fight back
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from making -- to make a difference. And the difference

can bring hope, health, and, most important, life.

Hemopholis in 300 BC said: "When health is

absent, wisdom cannot reveal itself, art cannot become

manifest, strength cannot be exerted, wealth is useless,

and reason is powerless."

The future generation is in your hands to give

the gift of life to our planet.

Thank you.

MR. MEDFORD: Thank you, Ms. Chavez. Can you stay

with the panel, or do you have to leave now?

MS. SALGADO-CHAVEZ: I can stay.

MR. MEDFORD: Then I would ask, Ann, is it okay if

we hold you to the next panel?

MS. MESNIKOFF: That's fine.

MR. MEDFORD: The next speaker, then, will be

Stephen Charlton.

DR. CHARLTON: Thank you for the opportunity to

testify on the proposal to establish greenhouse gas and

fuel efficiency standards for medium- and heavy-duty

engines and vehicles. My name is Dr. Steve Charlton.

I'm the Chief Technical Officer for the Engine Business

at Cummins, Incorporated.

Cummins is part of the commercial vehicle
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industry that is the focus of this proposal.

Headquartered in Columbus, Indiana, the company designs,

manufacturers, distributes, and services engines and

related technologies for a variety of applications all

over the world. Cummins is an advocate for consistent

and responsible regulations that recognize the needs of

business, offer clear direction, and provide incentives

to companies that create innovative technologies as well

as jobs in this country.

We're pleased to speak in favor of the

proposal as another step in our industry's longstanding

collaboration with the government to reduce emissions

and improve the efficiency of our products. While we're

still working through the details of the proposal and

are preparing written comments on specific aspects, we

support the timeline laid out by President Barack Obama

to finalize this rule by July 30th, 2011, and deliver

improvements over the 2014 to 2018 timeframe. The rule

and these benefits can be delivered in a short timeframe

because many of the building blocks already exist.

2010 is a significant year for clean diesel.

It is the 40th anniversary of the Clean Air Act, which

has resulted in a 99 percent reduction of nitrogen

oxides and particulate matter from heavy-duty diesel
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engines. The latest success resulting from the Act is

the Heavy-Duty Highway Rule that EPA finalized 2001.

Complying with the stringent 2010 NOx limits

under the Heavy-Duty Highway Rule has put Cummins well

along the path to meeting future greenhouse gas and fuel

efficiency requirements. The company's Selective

Catalytic Reduction or SCR technology not only reduces

NOx to the near zero levels required but also enables

greater fuel efficiency. As a result, the Cummins 2010

heavy-duty and midrange engines deliver up to 6 percent

improved fuel efficiency compared with the previous

models. SCR gives us the foundation to meet the new

regulations.

Over the last decade, the industry and the

government have partnered together to advance clean and

efficient technologies. The SmartWay partnership

launched by EPA in 2004 has attracted thousands of

partners focused on reducing greenhouse gas emissions

and fuel consumption by efficiently shipping and

receiving goods. Additionally, the Department of Energy

has fostered public-private partnerships to develop the

heavy-duty technologies needed to meet the stringent

emissions standards and improve efficiency. Cummins's

own partnership with the DOE over the past 20 years has
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allowed us to bring evolutionary and breakthrough engine

technologies to the market faster and at lower cost than

we could have done by going it alone.

EPA and NHTSA have continued this long history

of collaboration in developing the greenhouse gas and

fuel efficiency regulations. The agencies consulted a

broad range of stakeholders and sought input early and

often. Cummins, along with the Engine Manufacturers

Association and the Truck Manufacturers Association

provided significant input to both the agencies and the

National Academy of Sciences. Other stakeholders

involved were the Heavy-Duty Fuel Efficiency Leadership

Group, which Cummins helped create with Con-Way, Inc.,

Eaton Corporation, FedEx, Wabash National Corporation,

and Waste Management, Inc.

In August 2009, Cummins submitted a paper

outlining our thoughts on a framework for the regulation

of greenhouse gases from commercial vehicles to the

National Academy of Sciences study team supporting NHTSA

and to the EPA. Earlier this year, numerous

stakeholders including Cummins, others in the industry

and the California Air Resources Board sent letters

committing to work together on the development of a

unified national program. All of this activity
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culminated in an announcement by President Obama earlier

this year that directed EPA and NHTSA to develop a

single national program under the timeline now set forth

in this proposal. Cummins was pleased to stand with the

President in May along with leaders from Daimler,

Navistar, Volvo, ATA, Waste Management, and the United

Auto Workers as he signed the Executive Order.

Upon release of the proposed rule in October,

Cummins's President and Chief Operating Officer, Tom

Linebarger, and Environmental Defense Fund President

Fred Krupp authored a guest column that ran in The

Indianapolis Star. The column commends EPA and NHTSA

for their open and collaborative process and described

how clear and consistent rules can drive technological

innovation globally and help meet national priorities.

We believe that the goals expressed by the

President and the agencies can be achieved because they

have proposed a sound regulatory structure. The EPA and

NHTSA proposal divides the commercial vehicle industry

into three categories and establishes separate engine

and vehicle standards for combination tractors and

vocational vehicles. We strongly support this

regulatory structure.

Separate engine standards are important for
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several reasons. Commercial vehicles vary greatly in

size, configuration, and application. When the

regulations for criteria emissions were first

established, EPA faced the same diversity of medium- and

heavy-duty applications and duty cycles as confronted

today for greenhouse gases and fuel efficiency. The

Agency addressed this diversity very effectively by

establishing a broadly representative engine-based

regulatory program that ensured emission reductions

across all engine applications. EPA and NHTSA are right

to use this solid foundation for the new regulation by

reusing existing engine test procedures, test equipment,

and compliance and enforcement measures.

Separate engine standards not only facilitate

the implementation of the program in 2014, but also keep

intact the existing market structure. Today, engine and

vehicle divisions compete with other engine and vehicle

divisions whether in an independent or integrated

company. Independent engine and vehicle manufacturers

could be seriously disadvantaged without these distinct

standards.

Separate engine standards also allow customers

to continue to buy a common certified engine and use it

in a wide range of vehicles and applications. This
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ensures emissions reductions across the various vehicles

without sacrificing the diversity of configurations

needed in the marketplace. Additionally, separate

engine standards will provide the certainty needed for

the cost-effective development and employment of

advanced and breakthrough technologies.

Because the engine uses the fuel and is the

source of the emissions, it should be addressed directly

with standards that give businesses and engineers the

clarity to invest and innovate. The independent

regulation of the engine will not compromise the system

engineering that is done between engine and vehicle

manufacturers in the normal course of businesses. The

optimization for engine performance, size, weight, heat

rejection, cost, and other factors will continue as is

done today.

The division of vehicles between combination

tractors, vocational, and pickups and vans also

recognizes different uses of these vehicles. This helps

to deploy the right technologies and will meet the

standards and match how the vehicle will be used. For

vehicles, this is the first time that they will be

regulated, so a completely new regulatory scheme will

need to be developed and implemented. While these
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protocols are being created and tested, separate engine

performance standards in this phase of the regulation

allow for the use of existing engine certification and

compliance mechanisms in which regulatory agencies,

industry, and the American public have gained confidence

through the years.

In conclusion, let me express Cummins's

appreciation to EPA and NHTSA for their leadership in

proposing this historic regulation. This regulatory

action has brought broad support because of the open

process used to create it and its potential for

economic, energy, and environmental benefits. We look

forward to continuing to work with you over the coming

months to develop the final rule. By building on our

long history of working together and by utilizing

existing programs where possible, we can together

deliver the greenhouse gas and fuel consumption benefits

envisioned in this rulemaking while continuing to

deliver outstanding products to our customers.

Thank you.

MR. MEDFORD: Thank you.

And next is Mr. Todd Campbell.

MR. CAMPBELL: Good afternoon. My name is Todd

Campbell, and I serve as the Director of Public Policy
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for Clean Energy, America's leading fuel provider of

both natural gas and renewable natural gas for

transportation in North America.

Clean Energy welcomes the opportunity to share

with EPA and NHTSA our initial thoughts on the proposed

greenhouse gas and fuel economy standards for heavy-duty

vehicles. We believe that this rulemaking represents a

unique opportunity for America to accomplish several

major policy goals, simultaneously reducing dependence

on foreign oil and greenhouse gas emissions while also

improving our economy by creating jobs and reducing what

the agencies accurately describe as our "historically

unprecedented" trade deficits. However, we believe that

these proposed standards need to be significantly

revised as they largely ignore natural gas strategies

even though -- even though natural gas is the single

best means of accomplishing these regulatory objectives.

We would also like to state for the record

that these comments are preliminary as we continue to

review the proposed rule in an effort to provide both

agencies with meaningful and thoughtful comments on how

we believe the agencies should proceed.

First, the proposed rule ignores the economic,

energy security, and greenhouse gas benefits of natural
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gas. After paying lip service to improving energy

security, described as a "national objective since the

first oil price shocks of the 1970s," the agencies

appear to completely forget the purpose of the Energy

Policy and Conservation Act and the Energy Independence

and Security Act. Heavy-duty natural gas engines which

are today on the road in tens of thousands of U.S.

trucks and buses and which are unquestionably the most

effective and cost-effective means of reducing petroleum

consumption by heavy-duty vehicles are simply ignored.

In stark contrast to the agencies' plan for marginal

reductions in petroleum use, every vehicle that runs on

natural gas displaces 100 percent of the oil used in a

truck that would otherwise fuel with petroleum. Let me

repeat that. Today, tens of thousands of heavy-duty

natural gas vehicles, trucks and buses of every

description, are on America's roads, and each and every

day, or each and every one of them, completely, totally,

100 percent eliminate the need for oil. And despite the

goal of eliminating our crippling dependence on foreign

oil, this proposed rule totally ignores the single best

means for doing so.

This is even more surprising given the express

statutory language. Congress was so intent upon using
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alternative fuels such as natural gas to displace oil

that EPCA includes a formula that multiplies the fuel

economy of natural gas by a factor of 7 compared to an

energy-equivalent amount of gasoline. Remarkably, the

proposed rules mention this provision, but only say that

this is somehow irrelevant to these regulations. "We

believe that it may be also appropriate to take steps to

recognize the benefits of flexible fuel vehicles and

dedicated alternative-fueled vehicles based on the

approach taken by EPA in the light-duty vehicle rule for

later model years, 2016 and later. However, unlike in

that rule, we do not believe it is appropriate to create

a provision for additional credits similar to the

2012-2015 light-duty program because the heavy-duty

sector does not have the incentives mandated in EISA for

light-duty vehicles. In fact, since heavy-duty vehicles

were not included in the EISA incentives for

flexible-fueled vehicles, manufacturers have not in the

past produced FFV heavy-duty vehicles. On the other

hand, we do seek comment on how to properly recognize

the impact of the use of alternative fuels, and E85 in

particular, in heavy-duty pick ups and vans, including

the proper accounting for alternative fuel use in

flexible-fueled vehicles in the real world."
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Thus, in a regulatory proposal replete with

credit and incentive programs invented from the full

cloth, the agencies decide to jettison the one credit

that Congress has tailored to meet the express statutory

goal of using alternative fuels to reduce dependence on

foreign oil. That Congress did not repeat this verbatim

when in EISA it tacked on to the entire EPCA statute a

158-word mandate to create a heavy-duty fuel economy

program is not surprising. All Congress said was that

NHTSA "shall adopt and implement appropriate test

methods, measurement metrics, fuel economy standards,

and compliance and enforcement protocols that are

appropriate, cost-effective, and technologically

feasible for commercial medium- and heavy-duty

on-highway vehicles and work trucks." So, on the one

hand, NHTSA properly regards this as authorization to

create an entirely new regulatory regime from scratch,

and on the other hand reads it as counseling against

adopting a provision Congress expressly designed to meet

EPCA's goal. Moreover, this provision makes even more

sense in the context of a heavy-duty rule than it does

in light-duty standards.

The agencies' treatment of natural gas also

dramatically reduces the greenhouse gas emissions
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benefits available from heavy-duty natural gas engines.

Heavy-duty natural gas engines and vehicles emit

approximately 20 percent less greenhouse gases than

their diesel counterparts. In other words, the

heavy-duty natural gas vehicles that are on the road

today already achieve the same amount of emissions

reductions that EPA seeks via this rulemaking. And all

of the vehicle and most of the engine improvements that

the agencies discuss in the context of diesel engines

are equally applicable to natural gas engines, so that

these technological advances mean that natural gas will

continue to enjoy superior greenhouse gas emissions

performance vis-a-vis diesel engines.

Despite these obvious and undisputed

advantages, in 420 pages of regulatory preamble

describing how the agencies propose to reduce heavy-duty

petroleum consumption and greenhouse gas emissions,

natural gas is mentioned exactly three times, once in

the discussion of methane emission standards, once in a

sentence noting that "current EPA emissions control

regulations explicitly apply to heavy-duty engines and

vehicles fueled by gasoline, methanol, natural gas, and

liquefied petroleum gas," and once in a statement

describing a change in regulatory nomenclature from
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"Otto-cycle," and "diesel" engines to "spark-ignition"

and "compression-ignition" engines.

If NHTSA is serious about America's energy

security, it need do no more than incorporate into the

heavy-duty program the same provisions for natural gas

as Congress explicitly provided in the light-duty rules.

We would like to offer preliminary comments on

two specific regulatory provisions. First, in

Section IV.B.2, the agencies propose an initial list of

hybrid powertrains, Rankine cycle engines, all-electric

vehicles, and fuel cell vehicles as technologies

eligible for proposed "advanced technology credits," and

seek comment on whether "additional technologies should

be added" to this list. We believe that natural gas

engines should be considered for inclusion in this

provision. It if makes sense to create incentives for

technologies that yield less than a 10 percent fuel

consumption benefit such as Rankine cycle engines and

hybrid tractor-trailers, we see no reason why this

program should not be encouraging a technology that

produces two to three times that benefit.

Second, the agencies seek comment from natural

gas engine manufacturers on a proposed separate tailpipe

methane standard. While we have yet to develop a formal
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position on a separate methane standard, our initial

reaction is to oppose such a cap for natural gas engines

as we do not believe that the low carbon benefits

associated with natural gas are fully accounted for

under the proposed rule as it is written. Specifically,

natural gas as a transportation fuel is inherently lower

in carbon when compared to gasoline or diesel when a

full lifecycle emissions analysis is applied. The USEPA

has invested significantly in the GREET model to better

understand both the upstream and downstream emissions

associated with various transportation fuels using

diesel and gasoline as a baseline. We do not fully

understand why USEPA under this rulemaking appears to be

ignoring upstream emission benefits, particularly for

alternative fuels that have a significant potential of

displacing foreign oil like natural gas.

Interestingly enough, regulatory agencies like

the California Air Resources Board, the Oregon

Department of Environmental Quality, and the

Northeast/Mid-Atlantic States under the coordination of

NESCAUM are all moving toward a comprehensive accounting

of carbon emissions associated with transportation fuels

by developing regional low carbon fuel standards that

use full lifecycle emissions associated with
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transportation fuels. Under such standards, which

already account for the engine-related methane emissions

that the USEPA hopes to measure and control with the

proposed cap, show that medium- and heavy-duty trucks

powered by North American natural gas already achieve up

to a 21 to 23 percent CO2 reduction when compared to

diesel or gasoline counterparts. In other words,

natural gas medium- and heavy-duty trucks being sold in

the U.S. marketplace and operating on U.S. roads today

would already be considered "2017 compliant" under the

proposed rule without any further modification,

advancement, alteration, or improvement in overall

efficiencies, and such a strategy could help displace

foreign oil dependence by as much as 100 percent. When

the proposed rule is ultimately implemented, we expect

natural gas products will further improve upon the

carbon reduction and oil displacement benefits that

these vehicles already provide. However, the true

benefit of natural gas trucks will not be acknowledged

under the proposed rule, because the rule opts to ignore

the upstream carbon benefits of natural gas while

attempting to apply a cap on engine related methane

emissions that, in the end, may actually present a

significant roadblock to an otherwise superior
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greenhouse gas and oil reductions strategy. Ultimately,

our industry does not have a problem with the proper

accounting of carbon emissions associated with natural

gas engine strategies. We just want all of the

arithmetic accounted for to ensure the benefits claimed

under the proposed heavy-duty national rule are real.

Thank you for the opportunity today to provide

you with our initial comments on this most important

national rule. We recognize that the agencies have put

in a significant amount of work and analysis to ready

the rule for public input today. Clean Energy, a

company who strongly supports the goals of the proposed

rule, asks and thanks you for your careful consideration

of the natural gas industry's initial comments.

MR. MEDFORD: Thank you for your testimony.

Last but not least is Michael Ciaccio from the

Teamsters.

MR. CIACCIO: Thank you very much. My name is Mike

Ciaccio, and I'm the Political Director for Teamsters

Joint Council 25 in Chicago. And I'm here on behalf of

the International Brotherhood of Teamster and our 1.4

million members.

The Teamsters enthusiastically support the

proposed fuel efficiency and emissions standards for
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medium-sized and heavy-duty trucks. We recognize the

importance of these standards in terms of getting

America moving on clean energy, reducing greenhouse gas

emissions, and reducing our dependence on foreign oil.

And this has been a problem for quite some time.

Long-haul trucks have averaged only 6 miles per gallon

since the 1970s. These fuel efficiency standards are

long overdue.

In addition to the benefits to our

environment, cleaner, more efficient trucks will

represent a dramatic improvement to the working

conditions of truck drivers as their exposure to

dangerous diesel fumes will be greatly reduced.

These new standards will provide an important

economic benefit. More efficient trucks could and

should improve earnings for drivers because they'll

lower the cost of transmitting goods. This will benefit

all truck drivers, especially those without union

representation, who've seen their real wages decrease

more than 30 percent over the past 30 years.

Successful implementation of these standards,

however, should not be compromised by regulatory

loopholes. For example, environmentally hazardous

trucks from Mexico cross into American commercial zones
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5 million times a year. If the cross-border trucking

requirements aren't implemented, many trucks that don't

have to meet the standards will be allowed to travel

throughout the United States. U.S. drivers would suffer

financially from competition with low wage Mexican

drivers, and truck manufacturing would be harmed by

diminished demand.

I'll give you have another example. There are

about 100,000 environmentally hazardous trucks at our

nation's ports. As we develop an emission standard, we

must also pass legislation like the Clean Ports Act so

that solutions like the Port of Los Angeles' Clean Truck

Program can be fully implemented. This national model

program is poised to transform thousands of unhealthy

jobs into good green jobs. It will also shift the cost

of replacing dirty diesel engines from low-wage and

misclassified contract drivers to financially

responsible trucking firms.

But again, the Teamsters applaud the

Administration and applaud you for moving forward with

these first time ever standards for medium-sized and

heavy-duty trucks. We look forward to working with the

Administration in its ongoing efforts to restore our

economic health, reduce our dependence on foreign oil,
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and to raise wages for American workers.

Thank you very much for giving us the

opportunity to speak today.

MR. MEDFORD: Do my colleagues have any questions?

MS. OGE: This question is for Mr. Kyle. Thank you

for your testimony. Help me understand, because I'm

confused. You testified this morning -- this afternoon

that you support one national fuel efficiency standard;

is that accurate?

MR. TREADWAY: Correct.

MS. OGE: Okay. You also testified that you don't

support this program that we're seeking comments. Just

to remind you, we're seeking comments for one national

program across the country that has been proposed by EPA

and NHTSA. We believe it meets the requirements of

cost-effectiveness and so forth. California has stated

they will support the program; that they will not move

forward with their own program. What am I missing here?

MR. TREADWAY: Our concern, we understand that this

is the first ever fuel economy standard being

established for heavy-duty trucks. And by no means do

we think this will be the last time a standard is

established. Our concern is with the structure of the

program and the precedent that is being set.
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So we're asking for caution with how the

regulations are written and who is responsible for them,

whether it be NHTSA or EPA.

MS. OGE: Okay. So help me out with the specifics

of the proposal. The proposal is put together by NHTSA

and EPA, and the precedent that we're setting is based

on this proposal. Tell us what are the problems that

your association is seeing with this proposal.

MR. TREADWAY: The priorities that NHTSA has are

different than the priorities that EPA has as we

understand them.

MS. OGE: Please explain what that is.

MR. TREADWAY: NHTSA's priorities are three-fold:

Appropriate, cost-effective, and technologically

feasible. As we understand, EPA's mandate does not

include the technologically feasible part.

MS. OGE: You're wrong.

MR. SILVERMAN: You're not correct.

MS. OGE: So for your written comments, and this is

being recorded; it's going to go into our docket. I

would strongly encourage you to take a look at what the

basis for EPA's regulation is, which is

cost-effectiveness, feasibility, technology, and lead

time, and then give us your comments. Because your
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statement is not accurate.

MR. SILVERMAN: And if I could ask you also to

address several things in your written comments. I note

with interest that you seem to say that authority in

this area lies exclusively with NHTSA based on the EISA

provisions. We of course read the Supreme Court's

opinion in the State of Massachusetts coupled with our

finding that greenhouse gases endanger public health and

welfare and that motor vehicles contributed to that

endangerment as creating a mandatory duty, no discretion

whatsoever, to issue regulations addressing greenhouse

gas emissions from all motor vehicles, including these.

So if you disagree with that analysis, please make that

point in your written comments.

And also we made a number of specific fact

findings in the proposed rule indicating that we see no

loss of performance due to these proposed regulations.

So if you have specifics where you see some type of

derogation, we would be very interested in what that

might be.

MS. OGE: I have one more question. Mr. Campbell,

thank you for your testimony. You're making some very

important points about natural gas. And clearly we will

review your comments. The problem that we put forward
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is based on performance. It doesn't really seek to

promote one technology versus another. And clearly what

we have attempted to do here is to identify some

existing technologies both for engines and the overall

vehicle that could improve efficiency and reduce

greenhouse gas.

Are you suggesting that in doing that we have

not fully articulated the potential of a natural gas

vehicle and engine? Is that one of the comments you're

making? Because that is a performance-neutral standard.

MR. CAMPBELL: I completely agree, and we strongly

support performance -- a fuel-neutral,

performance-neutral standard. That's the goal. Our

biggest concern is that unfortunately, all technologies

are not measured the same. And there are some inherent

benefits with natural gas in terms of inherently low

carbon nature that unfortunately are not being captured

as the rule was being framed.

We are fully supportive of a rule that is, as

it intends to be, comprehensive for heavy-duty trucks or

engines. And we would like to work significantly with

both agencies to account and capture that.

Unfortunately, just focusing on fuel economy, it does

not capture the inherent benefits to our fuel.
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Furthermore, we have a concern with regards

to -- because it does not look as comprehensively as the

natural gas industry would like, but also targets a

methane cap, we're worried that the agencies may

overlook the overleaping comprehensive benefits that

natural gas would provide in terms of carbon reductions

and only focus on tailpipe emissions and direct engine

emissions with methane without looking at the

comprehensive benefits that we could actually reduce

greenhouse gases with these engines.

The ability for these engines to provide

significant greenhouse gas reductions is significant not

just with the use of natural gas but also with renewable

natural gas and hybrid electric strategies as well. So

we would strongly encourage that the rule include

alternatives that may not be -- mimic diesel engines

exactly.

Second, there's another issue that we would

like to bring to your attention. We typically lag

engine or diesel engine development. In other words, we

have to wait for those engines to be produced before

they are tuned or modified for natural gas use. So we

probably would further request some sort of a lag

condition to meet the standards as well because we need
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more time to modify our technology to meet certain

standards.

I hope I answered your question.

MS. OGE: Thank you. We're looking forward to your

written comments and continuing discussions.

I have one more question for Mr. Thomas

Stover. Thank you four your testimony. It's hard to

see you. Thank you.

In the beginning of your testimony, you made a

reference to the importance of test procedures and the

important role that test procedures would play for

developing the technologies. Could you elaborate a

little bit more what you meant by that?

MR. STOVER: With pleasure.

I think as a manufacturer of hybrid systems

and integrator of hybrid systems and certainly a

collaborator with other industry stakeholders in the

delivery of hybrid benefits, we think it's very

important that the certification procedures for hybrid

systems in particular kind of adequately capture and

reflect hybrid technology. And we've been, I think,

working very collaboratively with EPA around the

development of test procedures and processes, and we

think that there's the potential to expand the scope of
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test procedures in a way that would accurately reflect

powertrain technology, particularly in the vocational

space. And certainly that's something that we think

more adequately addresses all the fuel efficiency

opportunities in that space.

MS. OGE: Thank you.

MR. MEDFORD: Thanks to all the panel members.

I think we'll take a ten-minute break.

(A short break was had.)

MS. OGE: We'll start with our next panel, Joe

Dalum, Lauren Nowak, Roger Lackore, Ann Mesnikoff for

the second time, Rinda West, and Peter Zalzal.

Good afternoon, and thank you. So we'll start

with Ann Mesnikoff. This is for the second round.

MS. MESNIKOFF: All right. So I'm Ann Mesnikoff.

I direct Sierra Club's Green Transportation Campaign,

and we are the nation's oldest and largest grassroots

environmental organization with 1.2 million members and

supporters nationwide. And we thank you for the

opportunity to testify today and for allowing some of

our folks also to join in giving you their perspective.

We thank both EPA and NHTSA for the

opportunity to testify on these first ever standards for

medium- and heavy-duty trucks for fuel economy and
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greenhouse gas emissions. Globally, trucks spew out 6

percent of CO emissions, surpassing cars. Freight

trucks, which get as little as 6 miles per gallon,

traveling as many as 150,000 miles in a year, guzzle

more than 2 million barrels of oil every day, so these

standards are much needed.

Sierra Club has long advocated for increasing

fuel economy and now greenhouse gas standards for

America's new cars and light trucks, and we appreciate

the steps both EPA and NHTSA have taken over the past

two years ramping up standards for cars for 2016,

initiating a process for standards through 2025, and for

proposing letter grade labels that will provide

consumers with a clear and easy basis for comparing new

vehicles. We also appreciate the early action EPA took

to grant California the waiver it needed to implement

its Clean Car Program which is now the foundation for

the 2012 to 2016 standards. These are a lot of actions

taken after many decades of stagnation in vehicle

standards, and we appreciate all the progress that's

been made.

Last spring and through the summer, we all

watched as more than 2 million gallons of oil spewed in

the Gulf of Mexico from BP's Deepwater Rig. While the
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oil is no longer flooding onto the ocean floor, the Gulf

and the environment are still suffering, and 11 rig

workers lost their lives. The BP oil spill, the

destruction of Alberta's forests for tar sands, and the

pipeline spill on the Kalamazoo River are all reminders

that our dependence on oil is dangerous and dirty.

We also have the urgent need to reduce global

warming pollution that spews from tailpipes and

smokestacks. This year is on track to be a

record-breaking hot year. We saw Russian forest fires

rage with an intense heat wave, and an enormous iceberg,

about four times the size of Manhattan, broke away from

Greenland's Petermann Glacier. Yesterday, the New York

Times featured an extensive and detailed story on

melting glaciers and the potential for devastating sea

level rise. It is time to move beyond oil and slash

global warming pollution. Final trucks standards must

be a big step in addressing both issues.

We will be submitting more detailed comments.

I'll make a few key points today.

First, we applaud both agencies for working

together to create a program for the full range of

trucks using their distinct authorities. EPA's

essential endangerment finding, issued in December of
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2009, which was pursuant to the Supreme Court decision

of Mass v. EPA, found that the buildup of greenhouse

gases in the atmosphere threatens the public health and

our environment and that vehicles emit this pollution.

The proposed rule for heavy-duty trucks recognizes the

significant contribution of mobile sources to the global

warming problem, and it is the fastest growing source of

greenhouse gas emissions since 1990.

Under the Clean Air Act, EPA's standards will

reduce global warming pollution including potent

greenhouse gases associated with vehicle

air-conditioning, starting in 2014. We greatly

appreciate the leadership that EPA can offer in getting

these standards started earlier.

Importantly, the Clean Air Act allows for

technology-forcing standards. We also greatly

appreciated NHTSA's authority under the 2007 Energy

Independence and Security Act, which is tied to the

urgent need to reduce our dependence on foreign oil and

the security and financial consequences it has for our

country. Given the challenges of oil dependence and

climate change, we urge both EPA and NHTSA to finalize

stringent technology-forcing standards for each category

of truck covered under the rule.
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Second, we urge EPA and NHTSA to account for

improvements for the entire vehicle and advanced

technologies. The focus on just engines and tractor

improvements for long-haul freight trucks and full van

trailers limits the oil savings and CO2 benefits of the

program. These are vehicles that consume, again,

2 million barrels of oil every day and rising.

Significant decreases in fuel consumption are possible

from improvements to trailers, as some of my colleagues

have already testified. We appreciate the request for

comments on this issue.

Standards for trailers should include

aerodynamic improvements, options for lightweight

materials and efficient tires. Trailer standards should

be proposed and finalized in time for the 2014 model

year to ensure oil savings and pollution reductions that

are fully captured during the years covered by the rule.

Additional reductions in fuel consumption are

also available in vocational vehicles. My colleagues

have also referenced a National Academy of Sciences

report that identified fuel consumption reductions that

exceed those in the proposed rule, particularly for

vocational trucks in the 2015 to 2020 timeframe. These

reductions result in application of improved engines,
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transmissions, hybridization, which was covered by Eaton

on a prior panel, weight reduction and other

technologies. In the proposed program, EPA and NHTSA

provide that the standards will be achieved for tires

and engines. We urge that the final standards more

fully account for all these options to include fuel

economy for this particular sector of trucks.

For class 2B trucks, we believe that both

agencies are setting too low a bar. The proposed rule

recognizes that the primary manufacturers of these

vehicles -- work trucks, large pickup trucks -- are GM,

Ford, and Chrysler, and these are the companies that are

already making improvements to these vehicles for the

2012 to 2016 standards in smaller or less heavy of the

work truck vehicles. In the final rule, DOT and EPA

should accelerate the timeline for improving these

vehicles and ensure that the full range of available

technologies are considered to maximize the oil savings

and emission reductions for work trucks and vans.

Third, EPA and NHTSA should adopt accurate

test procedures for work trucks. The proposed rule

indicates that for work trucks and vans, class 2B

trucks, the testing procedures will be those dating back

to the 1970s and still used for light-duty vehicle fuel
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economy. The testing procedures that determine

compliance with CAFE standards for light-duty vehicles

overestimate a vehicle's fuel economy by as much as

25 percent. The same distortions should not be imported

into a new program. The agencies are not required by

law to use these outdated tests. EPA and NHTSA should

develop accurate testing procedures that will best

represent on-road performance and ensure one set of

numbers for both compliance and labels for these work

trucks. New tests for this rule could then inform a

much-needed revision of testing for the light-duty

vehicle fleets.

Finally, flexibility in the program should not

undercut oil savings or pollution reductions. The

agencies are proposing to limit trading of credits

between similar vehicles. This is one step toward

ensuring flexibility does not become a loophole that

dilutes the oil savings and greenhouse gas reductions.

For the Class 2Bs, the intent to follow the rolling

average system of the light-duty vehicles should be

reconsidered. This creates a multi-year compliance

regime that makes compliance transparency difficult, if

not impossible.

In the proposed light-duty vehicle rule for
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2012 to 2016, Sierra Club strongly opposed credit

multipliers for advanced technology vehicles. And we

oppose any such multipliers in this rule. Today's

technologies such as hybrids should be accounted for in

the stringency of the rule and not end up undercutting

the program. Other options such as tax credits can

provide incentives without losing stringency.

The Sierra Club welcomes the proposed rule but

urges that both agencies ensure that standards deliver

on both the urgency of reducing global warming pollution

and the need to end our dangerous addiction to oil.

There are clear opportunities to increase stringency of

these standards for all of the trucks covered, and

additional steps such as trailer standards must be

taken.

Sierra Club joins with the Union of Concerned

Scientists, National Resources Defense Council,

Environment America, and other groups in asking the

Administration to cut fuel consumption in freight trucks

by 35 percent. We urge the agencies to achieve this

goal in a combination with car standards of at least

60 miles per gallon in 2025 and deliver as much as

49 billions gallons of oil savings in 2030. Our work as

part of go60mpg.org coalition will continue as urge the
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Administration to set strong standards for all vehicles.

Thank you for the opportunity to testify

today.

MS. OGE: Thank you.

Now we'll call Mr. Lauren Nowak.

Ms. Lauren Nowak. I'm sorry. Welcome.

MS. NOWAK: That's okay.

Hi. My name is Lauren Nowak, and I'm an

after-school instructor in the Humboldt Park

neighborhood of Chicago. I'm a private citizen and

Sierra Club member. After I speak, I am going to have

to go because the kids are getting out of school soon.

It's hard to see wars happening, in part, as

many people believe, over oil. According to the

National Priorities Project, approximately $704 billion

has been spent on the war so far. In addition,

according to The Progress Report, federal and state

government pays billions in tax programs and protection

subsidies to domestic oil companies despite these

businesses reporting record profits. This is especially

hard to stomach because as someone who does remedial

work with children who are falling behind in school, I

would love to see even just a few of those billions

going to hiring more teachers and tutors so that
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American children can get a quality education and

strengthen our country. Now, that would really provide

national and economic security plus new minds for future

innovations.

Instead, these children get war and oil

spills. So since the billions are not going to go to

them just yet, in the meantime, I am so deeply glad that

the Environmental Protection Agency and the Department

of Transportation are considering these new fuel

efficiency standards. I encourage you to please push

them as far as you can go.

Right is right and wrong is wrong. We all

know that pollution is harmful. We all know that no one

wants it. Most people would love a clean and renewable

energy future. So work from there. It's easy. I

believe it only gets complicated when people and groups

who are solely vested in their own self-interest, people

in groups who don't want to acknowledge the

responsibility each person has for one another and the

world, try to twist the truth and justify how wrong can

sometimes be right, and how right can sometimes hurt

businesses. It's the same story with coal, with

agriculture, with water rights, et cetera.

Looking to the heart of it, we know that what
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they say isn't so. You have power. Your whole

existence as the Environmental Protection Agency is to

protect the health and safety of people, animals, and

our life-giving world. You are the Environmental

Protection Agency, not the Environmental and Economic

Cost/Benefit Analysis Agency. Please do the most good

for the most people and keep us safe. Don't make it

more complicated. Remember: Right is right. If you

set the standards, businesses will follow.

Thank you.

MS. OGE: Thank you.

Mr. Joe Dalum. Welcome.

MR. DALUM: Thank you. My name is Joe Dalum. I'm

President of Odyne Systems. Odyne Systems appreciates

the opportunity to participate in public hearings for

the proposed greenhouse gas emissions standards and fuel

efficiency standards for medium- and heavy-duty engines

and vehicles. Odyne develops and sells hybrid systems

for medium- and heavy-duty trucks. Odyne's technology,

focused on unique plug-in hybrid systems that interface

with the existing powertrain of trucks, have been

purchased by some of the leading commercial fleets in

the U.S. in low volume, and has been independently

tested to reduce fuel consumption by up to 50 percent or
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more, depending upon duty cycle. Odyne is developing

its second generation of technology in partnership with

the Department of Energy, and expects a continuing

reduction in the price of its hybrid systems due to

declines in the price of power electronics, battery

systems, and advances in design and manufacturing.

Odyne agrees with the approach taken to divide

the industry into three discrete regulatory categories

for purposes of setting our respective standards -- this

is a quote from EPA -- combination tractors, heavy-duty

pickups and vans and vocational vehicles based on the

relative degree of homogeneity among trucks within each

category.

Odyne also commends the EPA and NHTSA for

recognizing the diversity of medium- and heavy-duty

vehicle manufacturing and markets.

As acknowledged in the proposed rules, trucks

are often manufactured in multiple stages using multiple

manufacturers. Odyne's unique hybrid technology can be

installed by the chassis manufacturer during the

incomplete vehicle manufacturing process, during an

intermediate stage of manufacturing, or during the final

stage of manufacturing. While outside of this

rulemaking, Odyne hybrid systems can also be retrofit on
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an existing vehicle that is already in commerce. In

other words, a conventional truck can be converted into

a hybrid using Odyne's patented and patent pending

non-intrusive technology.

Odyne strongly recommends that other entities

involved in truck manufacturing besides chassis

manufacturers, also known as the incomplete vehicle

manufacturer, be included in the attainment of credits

and benefit from the ability to transfer credits. The

actual application for a truck may not be known until

the chassis has been manufactured. Vocational trucks

can especially benefit from the installation of a hybrid

system in the intermediate or final state of

manufacturing where it can be best matched to the

application and equipment that is mounted on the truck.

Energy storage and electric motor power for drive cycle

efficiency and job site idle reduction can be most

appropriately specified after the application is

understood.

Allowing only chassis manufacturers to accrue

and transfer credit creates an un-level playing field in

which smaller companies with innovative technologies are

at a disadvantage to large transmission suppliers and

other entities already within the chassis supply chain.
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In some cases, it is foreseeable that a large windfall

for established suppliers may be caused by the

currently-contemplated regulatory approach that only

includes the chassis manufacturer.

Odyne encourages EPA and NHTSA to further

strengthen the "provisions to account for and credit the

use of hybrid technology as a technology that can reduce

emissions and fuel consumption. Hybrid technology can

currently be a cost effective technology in certain

specific vocational applications, and the agencies want

to recognize and promote the use of this technology."

Odyne suggests that advanced technology

credits be multiplied higher than 1.5 to encourage the

development of technology that has the capability to

provide much larger reductions in greenhouse gases.

Odyne's unique non-intrusive hybrid drive interface

through the PTO does not change the emissions

certification of the engine. Due to this approach,

Odyne recommends that the EPA and NHTSA continue to

compel chassis manufacturers to meet higher efficiency

regulations while offering additional credits to hybrid

suppliers that provide improvements above the

performance of the conventional powertrain. The EPA and

NHTSA should provide special credits to encourage the
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introduction of innovative technology that enhances

current and future conventional drivetrains, and limit

penalties if the failure of such technology does not

degrade the conventional drive train; in other words,

the vehicle still meets more stringent greenhouse gas

and fuel consumption regulations without the hybrid

system functioning, then do not penalize the new

technology as severely in the event of a failure.

Odyne believes that due to its highly

scaleable approach and projected lower hybrid system

costs, the EPA and NHTSA should consider more aggressive

greenhouse gas reduction targets prior to 2016, as long

as a level, competitive playing field is maintained.

Odyne uses an advanced telematics systems to

monitor many of its existing hybrid systems in the

field. Based upon this data from a variety of locations

and different customers, the test duty cycle in the

proposed regulations appears to understate the idle time

and PTO time relative to drive cycle time and energy.

Odyne is prepared to share additional duty cycle

information with the EPA on a confidential basis.

Provisions should also be made to test the

system as it is used in the field. In the field Odyne

-- the Odyne plug-in hybrid system is typically charged
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overnight with off-peak grid power and then operated in

a charge depleting mode while driving to the job site.

At the job site, the battery system continues to operate

in a charge-depletion mode while the hybrid system

powers equipment on the truck, offsetting the use of

fossil fuel. The system also typically powers

electrically driven air-conditioning. After work as

been performed at the job site, the truck typically

returns to the truck depot at the end of the day and

recharges again using grid power. An intermittent

hydraulic duty cycle may be present for hours during

normal operation at the job site. Odyne did not see

this duty cycle represented in the testing.

Additional information is included in my

written comments. In summary, the plug-in hybrid

technology developed by Odyne enables medium- and

heavy-duty trucks to more effectively achieve lower

greenhouse gas emission goals. We are working on

engineering design improvements, cost reductions, and

flexible installation methods that offer a logical path

to continually reduce medium-duty and heavy-duty vehicle

greenhouse gas emissions over time by enhancing the

scalability, scope, and technology capabilities of

plug-in hybrid electric heavy-duty vehicles made by
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OEMs, intermediate stage manufacturers and latter stage

manufacturers.

Odyne commends the EPA and NHTSA for their

efforts to develop efficiency regulations. Several

suggestions have been submitted for consideration in

broadening and strengthening the proposed regulations.

Odyne looks forward to working more closely with the

agencies to help improve truck efficiency further.

MS. OGE: Thank you.

Mr. Roger Lackore. Welcome.

MR. LACKORE: My name is Roger Lackore. I'm

representing Oshkosh Corporation and also Spartan

Motors. Both of us are manufacturers of vocational

trucks. Both of us have the same comments, so we

thought we'd make it a little briefer this way.

As a representative of two major manufacturers

of vocational trucks, I would like to address the

vocational vehicle requirements of this proposed rule.

Oshkosh Corporation and Spartan Motors support the

intent of the proposed rule in its endeavor to serve the

interests of the environment and energy conservation.

We do, however, wish to point out certain areas where we

believe the proposed rule will be counterproductive as

it relates to vocational trucks.
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The primary method that the proposed rule uses

to make improvements is by mandating tires with reduced

values of rolling resistance. Low rolling resistance

tires have not yet been developed for vocational

applications. Low rolling resistance over-the-road

truck tires rely mainly on reduction in tread depth and

less aggressive tread patterns. These changes

inherently reduce the tires' ability to provide

traction, braking, and cornering performance. Reduced

traction tires will adversely affect the functionality

of vocational trucks that must spend part of their time

in off-road terrain. Such applications include refuse

trucks that must climb and dump their loads in

landfills; ready-mix trucks that must deliver their load

on construction sites; fire apparatus responding to

fires at farms in rural areas accessible only by dirt

roads; wildland fire apparatus fighting fires in forests

and grasslands; utility trucks accessing power lines on

roadsides or along high-voltage transmission corridors;

wrecker and recovery vehicles pulling disabled vehicles

back onto the road, particularly in wet or snowy

conditions; ambulances responding to medical emergencies

along dirt roads, farm yards, sports complexes, or other

non-paved areas. All of these applications will be
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seriously hampered by mandating less aggressive tread

patterns.

Another tire related concern involves braking

and cornering. Tires produced with rubber compounds

that reduce rolling resistance will have a corresponding

reduction in on-road braking and cornering performance,

particular in wet, muddy, or snowy conditions. This

trade-off will be most concerning for emergency

vehicles. Fire apparatus, rescue trucks, and ambulances

all respond to time-sensitive situations and often at

speeds that exceed posted limits and that push the

limits of vehicle performance. It is essential that

they employ tires with excellent braking and cornering

characteristics. We believe that compromises in this

area in an attempt to improve fuel economy will not

balance the added risk to emergency workers and the

public they serve.

In addition to changes to tread patterns, the

other means employed to reduce rolling resistance is

increasing the sidewall stiffness. Less deflection

during tire rotation equates to less energy loss. It

also, however, will stiffen the ride. Many vocational

trucks have very stiff suspensions relying heavily on

tire deflection to contribute to a softer ride and
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isolate the chassis from road inputs. In some

applications, the tire deflection can account for the

majority of the isolation. Employing low rolling

resistance tires with stiffer sidewalls will have an

adverse impact on vehicle reliability and durability.

Although the proposed rule does provide an

exemption for off-road locations, few of the vocational

applications will fall into this category. In the words

of the NPRM, a vocation will only be exempt if it

operates "chiefly off-road." Few of the nation's

vocation trucks could honestly claim to meet that

definition. The exemption also mandates a 25 miles per

hour speed limitation which will not be appropriate for

most vocations.

In conclusion, by their very nature,

vocational trucks are designed for specific needs and

specific applications. To date, there have been no

tires produced that would both reduce rolling resistance

and at the same time maintain the traction, braking, and

cornering performance required for safe operation in

vocational applications. We urge the EPA and NHTSA to

reconsider mandating low rolling resistance tires for

vocational applications at this time.

Thank you.
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MS. OGE: Thank you.

Now we will call Ms. Rinda West. Welcome.

MS. WEST: Thank you very much for the opportunity

to. My name is Rinda West. I'm a small business owner.

I have a landscaping company, and I pride myself on

offering sustainable landscapes. I'm also a mother, a

grandmother, a citizen, and a member of the Sierra Club.

It's always been a core American value to

leave the next generation better off than we were. We

all want our children to be more comfortable, more

secure. Global warming threatens all that, threatens

the future. And we cannot be the people who knew but

did nothing. I support significantly higher fuel

efficiency standards for all vehicles but particularly

for trucks. We certainly have the ingenuity, the

technology, the manufacturing capacity, and we need

government to set regulations so that all businesses

will have to comply. Otherwise, the need to compete in

the market will ensure that only a few businesses with

consciences, those on the high ends of the market, will

strive for higher fuel efficiency while others will

reduce their immediate costs by continuing to run a

fleet that gets 6 miles per gallon.

This places the burden of cleanup on the next
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JENSEN REPORTING (312) 236-6936

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generation. Because businesses will not price

themselves out of competition, we need the government to

level the playing field by requiring fuel efficiency

standards that will not cost our children their

security. Enforcing fuel efficiency actually protects

small businesses like mine by ensuring that we do not

bear costs that others pass on to the next generation.

Currently our pricing structure does not

consider the downstream costs of remediating the damage

done by our fixation on short-term gain. Everything

from the BP oil spill to climatic disasters like

Hurricane Katrina, which are all part of the downstream

costs of our addiction to oil.

Higher standards for greenhouse gas emission

and fuel efficiency constitute an investment in our

children, our country, and our future. The United

States has prospered because we have invested. In the

'50s under Eisenhower, the decisions were made to create

the interstate highway system. This had far-reaching

consequences both for good and for ill. The point is

that we can make these kinds of long-term decisions, but

individuals and states cannot take these tasks on. This

is a role for the federal government, and I'm proud that

your agencies have initiated this process and are
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JENSEN REPORTING (312) 236-6936

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pursuing it vigorously. I urge you to support the

highest possible standards for fuel efficiency and

greenhouse gas reduction. And I further urge you to

make strict compliance a part of the process. We need

to lessen our dependence on oil, cut our greenhouse gas

emissions, incorporate downstream costs into present day

accounting, and leave a stronger, cleaner, and more

secure America for our children and grandchildren.

Thank you for hearing our testimony.

MS. OGE: Thank you.

Mr. Peter Zalzal. Welcome.

MR. ZALZAL: Thanks. My name is Peter Zalzal. On

behalf of Environmental Defense Fund and our more than

700,000 members, I sincerely thank you for the

opportunity to testify today.

EPA and NHTSA's proposal responds to the

Supreme Court's decision in Massachusetts v. EPA and

addresses the transportation sector's second largest

contributor to oil consumption and greenhouse gas

pollution. EDS strongly supports the agencies' proposal

which allows for significant, cross-cutting benefits for

America's families including, first, job growth.

The agencies' proposed standards are good for

American business. The clear, common-sense regulatory
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structure will help companies develop clean technology

and efficiently get technological innovations to market.

In a recent op-ed, Cummins's CEO Tom Linebarger

recognized the critical role these standards play in

"getting innovations to market that will create economic

opportunity for American companies and jobs for American

workers." American truck and engine manufacturers are

poised to reap the economic benefits of these standards,

ensuring that American manufacturers are both leading

innovation here at home and leading exporters of

advanced green truck technologies.

Second: Money savings. Technology to reduce

greenhouse gas emissions for medium- and heavy-duty

vehicles is cost effective for America's fleet and truck

owners. For instance, a new 18-wheeler meeting the

proposed standards will yield a net savings of up to

$74,000 in avoided fuel costs over the truck useful

life. These significant savings are an important part

of the more than $41 billion in net societal benefits

attributable to the agencies' proposal.

Third: Pollution reduction, energy security,

and national security. The agencies' proposed standards

will also address these closely intertwined goals. Over

the lifetime of the vehicles sold between 2014 and 2018,
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these proposed standards will reduce greenhouse gas

emissions by 250 million metric tons of CO2 equivalent

and reduce fuel consumption by more than 500 million

barrels, or projected daily oil savings comparable to

entirely offsetting our nation's Iraqi oil imports by

2030. This rule is an important step toward breaking

our dependence on foreign oil and curbing our

contribution to climate change.

Moreover, truck and engine manufacturers can

comply with the agencies' standards, and Americans can

realize these significant cross-cutting benefits by

broadly deploying currently-available technologies. In

fact, a recent report by the National Academy of

Sciences found that a variety of technologies are

available today to improve fuel efficiency and reduce

pollution even beyond what is proposed by the rule. As

early as 2005, FedEx deployed hybrid medium-duty trucks,

and today there are more than 2,000 of these vehicles on

the road. UPS, Pepsi, Coca-Cola, AT & T, Florida

Power & Light, among others are more than -- are among

the more than 150 companies that have these vehicles in

their fleets.

These standards provide a clear path forward

for fleets already utilizing advanced technologies as
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well as those looking to integrate advanced technologies

into their fleets.

I would like to again thank you for the

opportunity to testify concerning these important

standards. Simply put, EPA's and NHTSA's common-sense

proposal is good for our economy, for our health, for

the environment, and for our security. EDF applauds the

agencies for taking this critical step forward, spurring

American innovation and reducing global warming

pollution while promoting national security. We share

the agencies' desire to ensure a rigorous, robust final

rule, and we look forward to providing more detailed

comments in our written submission.

Thank you.

MS. OGE: Thank you.

Any questions?

MR. FRANCE: A quick question for Joe Dalum. At

least the current concepts that we have -- we're

thinking about in terms of hybrid technologies include

the engine. Some of those concepts that may not include

the engine, they happen to fall under the innovative

technology provisions of the rule. Do you see that

working for your technologies, somehow being able to

accommodate under those provisions?
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MR. DALUM: The way I had read the proposed

regulations is that hybrid technology falls under

advanced technology. The way that advanced technology

is currently contemplated, it doesn't appear that it

would benefit our company primarily because we sell our

hybrid systems outside of the chassis OEM.

And just to be clear, we do interface with the

drivetrain, but we do not interfere with the calibration

of the engine and its certification.

MR. FRANCE: I would just encourage you in your

written comments to think about how you might enhance

those provisions. Because right now, I would admit that

if there's ways we can accommodate and give incentives

that really reflect real benefits, we would be

interested in your thoughts there. Okay?

MR. DALUM: Okay.

MS. OGE: I have a question for Mr. Roger Lackore.

Thank you for your testimony.

The comments that you gave us on the tires, do

they apply across the board for all vocational trucks,

or specifically they apply for emergency vehicles or

other vehicles that have, you know, operations that you

believe this type of requirement will not -- will be

counterproductive? Could you please clarify?
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MR. LACKORE: Sure. When we've kind of

brainstormed all the different types of vocational

trucks that we could think of, I'm going to say a

majority of them end up spending some amount of time off

road. One of the examples I gave was concrete mixers.

They spend -- They do two things. They discharge

concrete at the job site, and they drive to the job

site. So while they're driving there and back, you

know, a lower rolling resistance tire might be suitable.

But by the time they get there, they're always in very

muddy conditions, and that's why they're -- vocational

trucks are usually 6 by 6 or 8 by 8 to just try to get

out. They're backing in; they're pulling out again.

At least the examples of the tires I have seen

that would be low rolling resistance characteristics,

you would never get out of the job site.

So recovery trucks on the side of the highway,

emergency vehicles certainly, but there weren't a lot of

vocational vehicles that I could think of that don't

spend enough time off road to need to have aggressive

treads.

MR. FRANCE: Just another question. Do you mean to

imply from your comments that you've actually measured

rolling resistance for the tires you use on your
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vehicles?

MR. LACKORE: No, because the industry hasn't

developed any low rolling resistance vocational vehicle

tires.

MR. FRANCE: And at least the limited data we've

seen in the discussions with the tire companies, you

don't have to sacrifice those characteristics, at least

in the range of what we're talking about, low rolling

resistance. So it would be helpful from our perspective

in addition to the exemptions needed to be modified,

those thresholds are another way of coming at it. So if

you have data or information you could give us, because

we try to set those thresholds such that we wouldn't get

into the problems that you're identifying.

Sort of low-hanging fruit. At least some of

the test programs we've seen are limited, I admit, on

low rolling resistance. You just don't get into that

range of compromising traction and enhanced

characteristics of the tire. So it would be helpful if

you could --

MR. LACKORE: We've only had the rule for a little

bit here.

MR. FRANCE: I understand.

MR. LACKORE: And I think most of the rolling
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resistance numbers that we've seen, at least that I've

looked at in the short period of time I've tried to

become an expert here, is that you're looking at

over-the-road, pavement type of a thing. And what we're

talking about is off-road in mud and snow and slush and

things like that.

And at least visually looking at some of the

tire tread patterns that Michelin and others are touting

as low rolling resistance, the tread depth is very,

very -- it's much smaller than usual, and they are not

aggressive at all.

So I'll admit I don't have any good numbers.

I don't know if I'll have good numbers within 60 days or

not, or if anybody can produce them. But I'll certainly

keep that in mind for the written comments.

MR. FRANCE: Thank you very much.

MS. OGE: Thank you.

I have a question for Mr. Joe Dalum. Correct

me if I didn't hear you right, that you believe that the

hybrid systems that your company is working with the

Department of Energy and others have the potential, you

said, to reduce costs. Could you elaborate on that?

Did I hear you right at the beginning of your testimony?

MR. DALUM: Have the potential to --
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MS. OGE: For cost reduction.

MR. DALUM: Yes.

MS. OGE: Can you elaborate? What does that mean?

MR. DALUM: Sure. A little bit more?

MS. OGE: Please.

MR. DALUM: We first developed -- Odyne developed a

system in 2007 based on current technology at that time.

We're currently have designed our second generation

system with the partnership with the -- in partnership

with the Department of Energy. We're seeing some

significant declines in the price of components, talking

about the traction loader, battery system, power

electronics. And we've been talking with our suppliers

to project what those supply chain costs will be for the

hybrid system in two to four years, which is somewhat

difficult for them to predict.

But we are seeing some significant declines, I

think partially due to a very competitive climate. They

have been incentivized to put capacity in place. And in

some cases, there is predicted to be more capacity than

there is demand.

So we are seeing declines in component prices

quoted to us for the future. And that will cause our

system to become more competitive moving forward.
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MS. OGE: To the extent you can gave specific

numbers or potentially, I think that would be very

useful for your written testimony.

MR. DALUM: Sure. We can do that in confidential.

MS. OGE: Please.

Also you stated that you have -- your company

has data that indicates that the performance that the

agencies have assessed of the systems has been

understated. And also I would like to encourage you to

give us that data. So if you believe that the

performance of the systems is better than what we are

suggesting in our proposed regulation, we would like the

specific data. And if it's confidential, we will

protect it.

MR. DALUM: Yes. We could do that. We also have

the telematics data that we could provide for what the

duty cycles are that we've measured while these vehicles

have been deployed in the field.

MS. OGE: Great. Thank you.

Any more questions?

(No response.)

MS. OGE: Thank you so much. Thank you for coming

forward and testifying.

On with the next panel.
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MR. MEDFORD: So the next panel, Drew Kodjak, Peter

Gorr, Brian Tucker, Randy Thomas, and Miranda Carter.

If you would write your names, we've got some blank

cards still.

Mr. Kodjak, whenever you're ready, you can

begin.

MR. KODJAK: Good afternoon. My name is Drew

Kodjak, and I am the Executive Director of the

International Council on Clean Transportation. The

mission of the ICCT is to provide technical support for

clean fuel and vehicle standards to relevant government

agencies in the top ten vehicle markets around the

world.

I was also a member of the National Academy of

Sciences panel that drafted the study, "Technologies and

Approaches to Reducing the Fuel Consumption of Mediumand Heavy-Duty Vehicles," released earlier this year.

And while I don't speak for the panel, I will refer to

some of its recommendations in my testimony.

Overall, I'm glad to be here today to register

ICC's strong support for EPA's and NHTSA's rule proposal

establishing first ever greenhouse gas and fuel

efficiency standards for medium- and heavy-duty

vehicles. I'm going to split my comments into three
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JENSEN REPORTING (312) 236-6936

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parts. The first is just to give you an overall context

from the global perspective on how we see the rule; the

second is to talk about some of the key regulatory

design issues that we find are particularly notable; and

the third is to just give a couple of short

recommendations.

So I should start by noting that at least in

our opinion, this is a very historic rule. It's

historic because this is really the first time full

heavy-duty vehicle emissions standards have been

established. It is true that Japan has established fuel

economy standards for vocational trucks, but those

standards are largely limited to the engine rather than

the full vehicle. So it's a very, very importantly step

forward from a policy perspective.

The second point is to say that it is at least

our hope that these standards will set an international

best practice for this entire sector. There are a

variety of countries that are moving forward or

investigating such regulations. China is moving forward

with its investigation of test procedures and methods.

I was just at a workshop last week. Mexico is exploring

fuel economy standards, and Europe is doing the same.

So to the extent that the United States can set the
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global high bar for these standards, it would be

incredibly effective.

It's also worth noting that while the U.S. --

the greenhouse gas emissions are only about 20 percent

of the emissions from the transportation sector, in much

of the rest of the emerging markets of the world, those

emissions are far higher -- either 40, 50, or 60

percent. So whereas in the developed world it makes a

lot of sense to set passenger vehicle standards first,

it actually makes more sense to set heavy-duty standards

for greenhouse gases first. So this should help with

that as well.

In almost all cases, the rule proposal is

consistent with the recommendations and findings of the

NAS panel. In my opinion, the principle findings of the

NAS were that there is a substantial opportunity for

improvement in the fuel efficiency of these vehicles

ranging from 35 to 50 percent within the 2015 to 2020

timeframe. And then in order to capture the full extent

of this opportunity, the agencies should regulate the

whole sector and the full vehicle.

Finally, I should make the point that some of

the testimony heard at the National Academy strongly

supported the importance of having harmonized test
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JENSEN REPORTING (312) 236-6936

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procedures and standards between different markets.

Detroit Diesel provided us with testimony to show that

their newest engine would not have been possible had

they not been able to sell it in the U.S. and European

markets. And a lot of the efficiency technologies would

not have been cost-effective.

Let me make a couple of points about

regulatory design. And regulatory design is something

that we spend a fair amount of time working with at the

ICCT. And this is a new rulemaking. And when you do a

new rulemaking for a sector for the first time, you have

to make a lot of regulatory design decisions, which

aren't impossible to revisit but are typically

difficult. So the choices that the agencies are making

with regard to regulatory design are very, very

important. In general, it's our opinion that many of

the choices that have been made have been -- have been

quite well thought out. I'll talk about three of them.

The first is the choice of establishing

separate standards for the engine and the vehicle and

this is something that frankly neither the National

Academy of Sciences panel or the experts at the ICCT had

actually envisioned. But there are a variety of reasons

why it makes good sense.
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The first is that it allows the agency to set

standards for the entire sector and focus then really on

the two big fuel users, the class 8s and 7s and the 2Bs

the 3Bs. And when you have standards throughout the

entire sector by having engine standards, you impact all

of the testing that's already done for the criteria

groups.

The second is that the National Academy of

Sciences received testimony that there are substantial

improvements available for engines. In order to

maximize those benefits, you really need to have

separate standards for engines and for vehicles.

And the third is that you don't want to have

unintended consequences, which was talked about today

earlier, whereas if you have one set of standards for a

criteria group of emissions and another set only focused

on the vehicle for greenhouse gas emissions, and so

having greenhouse gas emissions standards for both the

vehicle -- I'm sorry, for the engine along with criteria

groups prevent any type of inconsistency in the system.

So from that perspective, of course, it was a good idea.

The second regulatory finding was this idea of

setting a suite of standards for class 7 and 8

tractor-trailer trucks. And as I noted in a document
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that was put out by NHTSA explaining its rulemaking that

there had been a proposal to set a corporate average for

class 7 and 8s and that that was disregarded because of

a concern about real-world impacts not actually living

up to what would have been the sort of certification

criteria. So that made a great deal of sense to us, and

we compliment the agency for doing that.

And the final is -- and this is again another

of the big chunks of emissions from different

categories -- and this is the 2Bs, establishing work

factors as a scaling function which allows manufacturers

to target different sectors of that market and not be

placed at a competitive disadvantage but also maximizing

utility all made very good sense to us.

So in closing, I'll just make three

recommendations, and the first is just to get the rule

done. It's a hugely importantly rule. The timeline has

been relatively short. I guess it's July of next year

where it has to be final. We just want to encourage you

to keep at it.

The second is that the agencies have already

telegraphed a desire to do this, and we've heard about

this earlier today as well, but working on trailers and

making sure that you follow on quickly with a rule for
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trailers makes a good deal of sense to us. And there

are some significant opportunities there. It is one of

the clearest areas of market failure out there, and it

is a, quote, unquote, technology that's been largely

untouched for decades.

And finally, as is consistent with my

comments, to just consider as much as you possibly can

aligning programs with other markets around the world.

That will help not only the industry but also drive

technology to the marketplace faster than they would

other wise.

So I thank you for your attention, and I

appreciate the opportunity to comment today.

MR. MEDFORD: Thank you for your testimony.

And now Peter Gorr.

MR. GORR: Good afternoon, and thank you for

allowing us to speak to you today.

My name is Peter Gorr, and I'm a retired

marketing executive. While I am member of the Sierra

Club and Environmental Entrepreneurs, a partner

organization to the National Resources Defense Council,

I am here as a private citizen representing someone who

is too young to testify but is among the most at risk if

meaningful and effective climate change mitigation
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strategies such as what we're discussing here today are

weakened or not enacted. That person is my grandson.

I am not a scientist or an engineer. My

testimony is a statement of personal opinion and

personal experience. Being retired afforded me the

opportunity to research climate change to gain a better

understanding of just what it is as well as what are its

causes, impacts, and forecasts. No one wants the

climate to change. But the science is overwhelming and

sound, and I accept it as I do with so much other

science such as, for example, the health affects of

tobacco. In the case of tobacco, even smokers now

accept this science, and the same will occur with

climate change skeptics over time. The question of

whether there is an anthropogenic component to climate

change will no longer be debated. What will be debated

is what the most effective responses are. But we cannot

wait for this mass epiphany to happen creating more

public and corporate acceptance and behavior change.

Besides the damage to the environment caused

by the extracting and processing, as we are so acutely

aware, I am equally concerned as to the impacts that my

children and grandchildren will face. The actions that

we have chosen as a society to ignore, principally
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dealing with the negative effects of emissions is

nothing more than a passing of the buck. Initially, we

didn't have the knowledge we now have, and we might use

this ignorance as a defense for our behavior. But we

now know, and it's morally wrong to undertake a behavior

that has many costs to society and pick and choose which

ones we will bear and which ones we will ignore. It is

especially disturbing when the individuals we are

victimizing have little or no voice, our children.

Realizing this and accepting the

responsibility that I must to the best of my ability

clean up my behavior and bear the full cost of my

lifestyle, I have begun migrating to energy-efficient

practices as well as minimizing my sourcing of dirty

energy. Also, I feel before I can point my finger at

other people, at industries, or at government agencies

demanding behavior change, I needed to change what I am

most in control of, my very own behavior. I have taken

several significant steps and plan more, and these

experiences have taught me much.

I undertook this fully expecting that I would

be bearing a significant personal financial cost but

also realized if not me, then it will be my children and

their children who will bear this cost. We are so often
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led to believe that changes to our energy consumption

behavior are costly in several ways, and I did believe

this. But I'm a University of Chicago MBA, and I do not

take a trip to the grocery store without running a

return on investment calculation. To my pleasant

surprise, my investments in clean energy behavior have

made me a wealthier person. I drive a hybrid vehicle,

which is actually a little larger than the vehicle it

replaced. My milage is better by 75 percent. All I

feel I have given up is frequent stops for gas and the

associated cost. Also I have signed a contract

converting my home to solar-generated electricity as

well as other actions. In every case, the ROI is

positive. And this was most unexpected because of the

misinformation I had been exposed to and led to believe.

What I ultimately discovered is that

transitioning from dirty to clean energy practices is

really a story about reducing or eliminating waste. And

all waste, whether it is an emission from a tailpipe, a

garbage bag we place at the end of our driveway, water

we pour down the drain, or an extra mile or two less per

gallon, we pay for with cash that we are simply throwing

away while receiving little to no benefit. So it is

simple: When we throw less away or, in other words,
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become more efficient, we keep more of our wealth. This

applies to individuals as well as businesses.

So I am aggressively moving to be more energy

efficient and use more clean energy because it is the

right thing to do. It has also ended up being

financially beneficial, which becomes a positive

economic argument. Also, my energy dollars are

increasingly staying within this country, helping to

create jobs as well as make us a more secure nation. I

hope to use my positive experience to convince others to

follow my lead. It would be wonderful if we could stop

here and let the real positive message of the benefits

of being green find its way through society, but this

will take too long and faces powerful negative forces in

the form of wealthy beneficiaries of fossil fuel use.

This is where the government and its agencies can and

must help.

Personal actions are important but not enough.

I am frustrated and concerned as I look around me and

see that I have such limited power to accelerate the

process, and I cannot control so many areas like what we

are discussing today. I must turn to policy and

lawmakers and insist for the sake of my children to

advance efficiency and clean energy standards. When the
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health and welfare of the general public is at risk and

the progression of the proper public and corporate

behavior is not migrating quickly enough, government

needs to push it along, admittedly against what I

believe is largely unfounded resistance, but resistance

nonetheless. The beneficiaries of fossil fuel are

hugely wealthy corporations who use some of this wealth

to create doubt and skepticism that can delay action.

Individuals such as I can't hope to quickly offset these

efforts. But agencies such as yours can. The

government can create more level playing fields through

incentives, regulations, and legislation to allow for

markets to be fair and then let the powerful forces of

equitable supply and demand between competing choices

take over. I have no doubt that clean and renewable

energy and energy efficiency practices will quickly grow

and people will enjoy the new prosperity that it will

deliver to them as I am experiencing.

In conclusion, I support these new standards

and believe the many positive returns of energy

efficiency and clean energy use, namely, wealth

creation, cleaner and healthier environment, improved

lifestyle, greater security, more promising future, and

a greater sense of being at peace with one's self which
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I have personally discovered can be enjoyed by all. But

it needs to be pushed forward until it's a way of life.

I thank you, and my grandson thanks you.

MR. MEDFORD: Thank you, Mr. Gorr, for your

testimony.

Next, Mr. Brian Tucker.

MR. TUCKER: Good afternoon. My name is Brian

Tucker, and I'm a Business Development Manager at Alcoa.

Today I'm here representing the Aluminum Transportation

Group of the Aluminum Association.

First, let me congratulate the agencies on

their first ever attempt to regulate the fuel economy of

heavy-duty vehicles. The ATG believes that you have

done a great job of categorizing these vehicles and

developing an appropriate regulatory approach for each

category, class 7 and 8 trucks, heavy-duty pickups and

vans, and vocational vehicles. Today I would like to --

Today I would like to offer a few preliminary comments

on the NPRM and then provide a brief summary of studies

the ATG commissioned to examine the fuel efficiency

impact of down-weighting class 8 trucks.

With regard to class 7 and 8 trucks, while we

are pleased to see that weight reduction has been taken

into account, we believe that weight reduction
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opportunities should not be limited to tires and wheels.

There are a number of other opportunities for

manufacturers to substitute lighter-weight materials

such as cab structures, frame rails, cross members, and

fifth wheels, to name a few. We believe that

manufacturers should be given credit for any and all

weight reduction. OEMs not only could certify to the

baseline weight included in the GEM simulation data, but

also reduce weight further using aluminum or other

lightweight material substitutions, and should receive

credit for the difference. We will discuss our thoughts

on further opportunities for weight reduction in more

detail in the comments to this docket.

We applaud the agencies' approach to

regulating heavy-duty pickups and vans and the way that

manufacturers are given credit for weight reduction. We

believe this approach is a good one for this particular

vehicle class, and it will help avoid efforts to game

the regulatory system.

As for vocational vehicles, we believe

down-weighting has been underrepresented in the

agencies' approach to this vehicle class. We believe,

and indeed our studies have shown, that for anything

that moves weight, reduction is an advantage.
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Accordingly, we believe NHTSA is missing an opportunity

by restricting weight reduction opportunities. For

example, bumpers and cross members are just two

components that could provide additional weight

reduction. Again, we will provide more details about

why we believe credit should be given for additional

down weighting and how this might be done in our

December comments to the docket.

Now I would like to briefly summarize a report

done for the ATG by Ricardo, Inc., on how appropriate

use of lightweight materials such as aluminum in class 8

trucks and trailers can eliminate up to 3,300 pounds

from the vehicle weight. Based on the study's findings,

this mass reduction with materials like aluminum could

yield annual savings as much as 1,612 gallons of fuel

and

17 tons of CO2. And when those savings are multiplied

to consider the entire U.S. fleet, we are talking about

literally a billion gallons of fuel and 10 million tons

of CO2 each and every year.

The study simulated different configurations

of vehicles and payload conditions such as unloaded,

gross vehicle weight, and half GVW load for the major

drive cycles that represent commercial transportation in
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this country. In addition to the impact of weight

savings alone, the study also analyzed the combination

of weight savings and aerodynamic drag reduction.

Here's the study's key findings: Transporters

using trucks that are down-weighted may be able to carry

6.5 percent more payload per trip, equating to fewer

trips and an effective fuel and emissions savings of

6.5 percent. It is this payload enhancement that

produces the 1,612 gallon and 17.9 tons of CO2 savings I

just mentioned.

When this rate reduction potential is combined

with an 8 percent improvement in aerodynamic drag, the

overall fuel economy improvement for an aluminum intense

vehicle as related to the conventional vehicle was as

high as 8.2 percent.

Today, the average class 8 truck uses more

than 1,000 pounds of aluminum, making up about 4 percent

of the total tractor weight. Substituting high

strength, low weight materials such as aluminum can

eliminate 3,300 pounds from the vehicle's weight. To

give you some specific examples of savings in individual

components, substituting aluminum for roof cabs can save

60 pounds, cab floors save 56 pounds, frame rails save

435 pounds cab rear walls save 49 pounds, and cab
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cross-members saves 38 pounds.

Based on related studies and data on the

benefits of aluminum and other low weight materials, we

were able to calculate the life cycle CO2 emissions and

other improvements and benefits. For example, while it

is true that aluminum is a relatively energy intensive

material to produce, on a full life cycle analysis

basis, aluminum saves CO2. 95 percent of the CO2

footprint of a truck occurs during the use phase of the

vehicle where aluminum generates the large savings.

Included in the CO2 generated in production, eery pound

of aluminum replacing heavier steel saves a net 15

pounds of CO2 over the life cycle of the truck.

The aluminum industry has worked successfully

to reduce its greenhouse gas emissions through voluntary

initiatives and continuous technological advances. In

the past ten years, CO2 emissions have been reduced by

10 percent, and PFC emissions when compared to 1990

levels have been reduced by more than 80 percent.

Reducing vehicle weight increases fuel economy

leading to reduced operating costs. Moreover,

down-weighting with aluminum is one of the fastest ways

to improve fuel economy since it takes years for a new

powertrain program to be brought to market. For
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example, a new powertrain program would likely take up

to five years, whereas aluminum frame rails could be

added in less than 12 months.

Using aluminum components allows trucks to

carry larger cargo loads without violating weight

restrictions on roadways and bridges. Increased payload

capacity through down-weighting equals fewer trips and

fewer miles on the truck, saving maintenance costs

associated with the wear and tear on roads and tires.

Durability is increased since aluminum components are

corrosion resistant, reducing the need for rust repair

and increasing the life of the truck.

And finally, commercial vehicles with aluminum

components maintain their value, resulting in higher

residual value.

In summary, we believe that weight reduction

using high strength, low weight materials such as

aluminum offers real fuel economy and emissions benefits

for the trucking industry, for shippers, and for the

nation as a whole. The NPRM represents a good start in

recognizing those benefits, and we urge EPA and NHTSA to

go even further to reap even greater savings in the

final rule to be issued next year. ATG stands ready to

assist you to take advantage of the significant return
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on investment offered by advanced aluminum solutions.

And as a side note, the ATG will host a free

webinar this Wednesday to go over the study in further

detail. And I left some information at the desk for the

panel or anybody else if they would like to join the

study.

Thank you.

MR. MEDFORD: Thank you very much.

Next, Mr. Randy Thomas.

MR. THOMAS: Good afternoon. Thanks for the

opportunity to speak.

I'm Randy Thomas. I'm the Associate Director

for the Illinois Trucking Association since July of '08.

Prior to that, I spent 36 years with Yellow Freight

System managing terminals throughout the Chicagoland

area. I'm here to testify on behalf of the American

Trucking Association and the Illinois Trucking

Association.

The ATA and the trucking industry have worked

closely with both the EPA and NHTSA in the development

of these rules. And since fuel is our industry's number

one or two overall operating expense, we need to move

beyond our historic fuel economy of 6.0 to 6.5 miles per

gallon over the last century.
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These rules are a natural progression in our

industry as fleets strive to become more sustainable and

efficient in their operations. While we continue to

pore over the nearly 700-page rule and 300-pagge

regulatory impact analysis, we would like to raise a few

initial concerns under these rules.

We're pleased to see that the rules address

four of the ATA's six proactive recommendations for

reducing the trucking industry's carbon footprint

contained in its sustainability plan of 2008, namely

reducing greenhouse gases and improving fuel efficiency

by using off-the-shelf technologies to increase fuel

efficiency verified by EPA under its greenhouse gas

reduction program known as SmartWay and national fuel

efficiency standards for medium- and heavy-duty trucks

that are economically and technologically feasible.

We're also pleased and commend EPA and NHTSA

for working with the State of California to ensure one

national approach to greenhouse gas and fuel efficiency

standards for trucks.

The trucking industry has endorsed and

participated whole-heartedly in the EPA's groundbreaking

greenhouse gas reduction program known as SmartWay since

the program's inception in 2004. The Illinois Trucking
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Association supports and endorses SmartWay participation

among our members. With over 2,800 total partners

driving over 650,000 trucks, traveling over 60 billion

miles a year, SmartWay partners have saved over 15

million metric tons of CO2, 1.5 billion gallons of

diesel fuel, and over 3.5 million in fuel costs since

2004. We stand ready to continue our work with the EPA

to ensure further expansion and success of the SmartWay

program.

Some fleets have expressed a concern over

specific equipment no longer being available for

purchase or being pressured to purchase equipment that

may not achieve fuel efficiency improvements in their

specific work applications. Sometimes fleets order

equipment specific to their operations. We would like

to see trucks deemed less efficient no longer be offered

for sale, for purchase, or that they can expect such

equipment for their particular needs.

The trucking industry, like EPA and NHTSA,

wants to ensure the avoidance of unintended consequences

under the rule. One issue of concern centers around

possible increased braking distances associated with

certain fuel-efficient tires particularly on rainy or

icy pavement. Along with that, some fleets have
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questioned the use the fuel-efficient tires and the

impact it would have on pavement wear.

Thank you again for the opportunity to present

testimony on behalf of the nation's more than

3.4 million truck drivers, and the trucking industry

looks forward to continued dialogue with EPA and NHTSA

throughout the rulemaking process.

Thank you.

MR. MEDFORD: Thank you very much, Mr. Thomas.

Miranda Carter.

MS. CARTER: Hello, and thank you for the

opportunity to testify today. My name is Miranda

Carter, and I am the Field Associate with Environment

Illinois. Environment Illinois is a statewide

citizen-based advocacy group, and we represent over

17,000 members across the state. Environment Illinois

and our national federation of groups, Environment

America, have been working for many years to cut

pollution from and improve the fuel efficiency of our

cars and trucks, and we thank the Environmental

Protection Agency and the Department of Transportation

as well as the Obama administration for the historic

steps it has taken to put cleaner cars and trucks on the

road.
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America's dependence on oil puts our

environment, economy, and national security at risk.

Whether it is the devastated communities in the Gulf

region, the $1 billion sent overseas each day for oil,

or the nearly 2 billion metric tons of global warming

pollution released each year, these problems demand that

our reliance on oil must be broken.

The transportation sector accounts for nearly

60 percent of the more than 18 million barrels of oil

consumed each day in the United States. And medium- and

heavy-duty trucks account for nearly 20 percent of the

gasoline consumed in the U.S. despite the fact that they

are only 4 percent of the vehicles on the road.

Improving the fuel economy of our nation's

medium- and heavy-duty trucks is thus an essential step

to reducing our dependence on oil. Trucks drive more

miles than any other vehicle on the road, and because

there has never been any regulation requiring trucks to

use fuel-efficient technologies, the average fuel

economy of trucks is a shockingly low 6.1 miles per

gallon.

Our nation can and must do much better than

that. Gas guzzling trucks not only produce air

pollution but also increase the cost of transporting
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JENSEN REPORTING (312) 236-6936

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goods for consumers and businesses. Strong regulations

to increase the fuel efficiency of trucks will have

widespread benefits for both our environment and our

economy.

The proposed regulations are an important

first step towards greater fuel efficiency for our

heavy-duty vehicles. Over the lifetime of the vehicles,

the new standards for vehicles between 2014 and 2018

will reduce oil consumption by more than 500 million

barrels, save more than $41 billion in net benefits, cut

carbon dioxide equivalent pollution by 250 million

metric tons, and save individual truckers up to $74,000.

While we applaud the proposed fuel efficiency

standards for medium- and heavy-duty trucks as an

important and historic first step, the standards

proposed by the EPA and NHTSA fail to maximize available

technologies to increase the fuel efficiency of trucks.

The National Academy of Sciences recently concluded that

current technologies could allow trucks of certain

vehicle classes to increase fuel efficiency between 30

and 50 percent for different truck classes. The draft

proposal, however, fails to enact all of the

recommendations of our leading scientists. In

particular, the proposal could be strengthened by first
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setting standards for trailers. The proposed

regulations fail to create new standards for trailers

which could increase overall fuel savings from long-haul

tractor-trailers, the biggest fuel users, by 25 to 30

percent. Technology exists today to improve trailer

efficiency and should be required by model year 2014.

Number two, additional technologies beyond

engine and tire improvements, including hybrid engines,

advanced transmissions, and weight savings should be

considered in setting vocational vehicle standards. In

addition, moving towards full vehicle testing for

compliance should be a priority as the program matures

to fully capture the benefits of these technologies.

Third, implementing standards for heavy-duty

pickups and vans over the same time period as

requirements for light-duty pickups and vans, fully

implemented by 2016, would provide greater fuel savings

and provide consumers more fuel-efficient options sooner

rather than delaying until 2018.

Further, NAS's study indicated that greater

emissions reductions will be available for vehicles

manufactured after 2018, which will allow for fuel

emissions reductions of 40 to 50 percent. The EPA

should continue to move forward with additional
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efficiency regulations for heavy-duty vehicles beyond

2018 to take advantage of these new technologies.

Putting American ingenuity to work by setting

the strongest possible standards will ensure that we are

achieving the greatest possible reductions in oil use

and the greatest possible cuts in global warming

pollution.

We again applaud EPA, DOT, and the Obama

administration for moving forward with these historic

standards for trucks, but we urge the administration to

strengthen its current proposal before issuing the final

standard in the coming months.

Thank you.

MR. MEDFORD: Thank you.

Before we turn to my colleagues, just one

question for -- just one comment for Mr. Tucker. Of

course, we're very interested in the details of your

study and look forward too receiving those. I wonder if

you might not submit those as part of your testimony

here so we can receive those sooner rather than getting

the details of what that study is about. But we really

appreciate you're bringing that information to us.

Questions from my colleagues?

MR. SILVERMAN: One question for Mr. Tucker. I
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believe the way we set up the proposal is that weight

reductions other than -- other than those associated

with tires would be a type of off-cycle credit that

we're calling innovative technology. So you would be

getting credit for that. And if I'm remembering

correctly, does that satisfy your concerns, or are you

looking for something in addition?

MR. TUCKER: How would that credit be measured?

Because when I read the main rule, it highlighted that

among the other weight reduction possibilities, that it

was only recognized as tire and wheels. And when I read

the NHTSA draft, the DRIA, I missed that. So if you

could just clarify that.

MR. SILVERMAN: I believe it would be a

case-by-case demonstration. But you were eligible for

it since it was provided for and referenced in the

standard. And then there's some suggestion in the

preamble about how that demonstration might stay similar

to the off-cycle credits that we adopted for light-duty

vehicles.

MR. TUCKER: And does that compare to the savings

on truck fleets, the classes of the non-category trucks?

I'm sorry. I'm asking you the questions.

MR. SILVERMAN: I think the answer is yes.
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MR. TUCKER: We'll check that out.

MR. FRANCE: Just a clarification, the assumption

of lighter weight wheels was used in terms of deriving

the standard. To the extent you want to go farther in

terms of weight reduction, we wanted to encourage that.

But we didn't rely on that in determination of setting

the stringency standard.

MR. TUCKER: And then the standard was based on a

400-pound weight reduction?

MR. FRANCE: Right. Right. Exactly.

Now, we've mentioned a baseline. We wanted to

make sure that those weight reductions are real. So

just our sensitivity is, is it a real weight reduction.

And given the wide range of where we're starting from

even today, that's a legitimate concern. That would be

the only caution.

MR. TUCKER: And my question was, when I read the

standard, I understand the baseline vehicles assumed,

steel tires, wheels, et cetera. But as they were

baseline weights for each vehicle class, is -- my

question was why wouldn't we just simply put the wheels

on the truck, put it on the scale, and take a picture.

MR. FRANCE: Exactly. We used average weights, but

some manufacturers rely extensively on use of aluminum
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today.

MR. TUCKER: Right.

MR. FRANCE: And so in that case, we want to make

sure we're not giving any windfall credits.

MR. MEDFORD: Thanks to all of you.

I guess we're ready for the next panel.

MS. OGE: We'll call the next panel. Danielle

Korpalski, Brandon Wright, Julius Rim, Cynthia Linton,

Cory Jones, and Steven Perlman. And that's Panel 6 and

the rest of Panel 7.

We have to wait a moment. So I will call the

next panel. Tony Garcia, Jan Bogard (phonetic), Anita

Green, Richard Stuckney (phonetic), and Walter Pozywio.

If you're kind enough to write your name on

the cards in front of you.

Danielle Korpalski, we'll start with you, and

then we will move forward. If you can state your name

and your association, we can move forward with this

panel. Thank you and welcome.

MS. KORPALSKI: My name is Danielle Korpalski, and

I'm the Regional Outreach Coordinator for the National

Wildlife Federation's Great Lakes office, which is based

in Michigan. And on behalf of the National Wildlife

Federation and our more than 4 million members and
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supporters, we thank EPA and NHTSA for the opportunity

to comment on this proposed rulemaking. And we thank

the agencies for their joint work in developing this

important standard.

Global warming is the most fundamental threat

to wildlife today. It also threatens human communities,

agriculture, public health, prosperity, and security

worldwide. While our coastal members are concerned

regarding sea level rise and the destruction of coastal

wetlands, right here in the Midwest, rising temperatures

threaten moose and cold water fish and the prairie

potholes essential for maintaining duck populations

across the central U.S.

Accordingly, we welcome the proposal of

standards for medium- and heavy-duty trucks. Together

with the light-duty rules recently issued and later year

standards under development, these standards will play a

central role in cutting the nation's overwhelming

pollution.

NWF and its members have also been at the

forefront of the recent Gulf oil spill response and

recovery activities, and I can speak personally

regarding the outpouring of concern here in the Midwest

over the pipeline spill in the Kalamazoo River. Both of
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these disasters clearly illustrate the need to address

our oil dependency, not only from a natural resources

perspective but also to alleviate the financial burden

of such a costly addiction. Improving the efficiency of

all vehicles and particularly of some of the least

efficient through this rule is critical to reduce our

oil use, reduce the risk of future spills, and to reduce

the need to get oil from ever more risky and

environmentally-damaging sources.

But trucks are also part of our tradition, and

this rule demonstrates that America can build trucks

that work in the outdoors and for the outdoors at once.

NWF was founded in 1937 as a confederation of

conservation groups, hunting, fishing, and sports

organizations. Still today, many of our members and the

members of our 47 state affiliate organizations are

people who recreate or work in the out of doors and seek

to pass on their outdoor traditions to their children

and grandchildren. Many of our members will be heading

off to the opening of deer season today in Michigan, for

example, and for many of us, a truck is a part of that

tradition.

Improving the efficiency of smaller trucks is

addressed in EPA and NHTSA's recent joint rules and
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proposals that cover light-duty vehicles, and NWF has

made previous comments in support of those standards.

But our members also use the larger pickups, the

so-called 2B work trucks covered in this rule in their

outdoor recreation and in their businesses. Work trucks

are also an important part of natural resource agencies'

fleets.

NWF's members and affiliate organizations are

spread across the U.S. with strong representation in the

manufacturing heartlands of the Midwest and southeast.

NWF welcomes these vehicle rulemakings not just as an

essential step forward on climate change, but as a

critical driver to replace our oil dependency with

made-in-America oil-saving vehicle technology and

manufacturing. American manufacturers are making rapid

strides to develop and manufacture leading highly

efficient car and truck technology, and these rules help

ensure that American manufacturers can continue to build

jobs, improve our trade balance, and assist in the

economic recovery of this foundation.

In short, the rule provides clear benefits no

matter where you sit. It cuts 250 million metric tons

of global warming pollution, saves 500 million barrels

of oil, saves individual truck owners up to $74,000, and
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provides $41 billion in net benefits to truck owners,

businesses, municipalities, natural resources agencies,

and the public.

In closing, I just wanted to make a few more

specific comments on the rule. First, this proposed

rule again underscores the value of setting standards

for greenhouse gases under the Clean Air Act. Like the

2012-2015 greenhouse gas and fuel economy standards for

light-duty cars and trucks issued in April which gained

the buy-in of all major stakeholders, new heavy-duty

standards have been publicly supported by engine

manufacturers, fleet companies, major retailers, states,

and environmental groups. The wide support reflects the

reality that these standards are a win-win for

consumers, the national economy, and the environment.

Standards are critical to capture the full

potential benefits in this sector. We applaud EPA and

DOT for their work to set these standards and for

including all classes of medium- and heavy-duty trucks

in the standard.

While U.S. manufacturers are leaders in many

parts of advanced truck design and manufacturing, there

have been a variety of barriers to investments in truck

fuel efficiency technologies by both truck buyers and
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manufacturers, including fuel price uncertainty, short

periods of ownership, lack of standardized information

on truck fuel efficiency, split tractor-trailer

ownership, and others. The new standards can help

overcome these barriers, providing truck owners more

options with cost-effective fuel efficiency technologies

and with greater savings while providing significant

environmental and economic benefits to the public.

These standards are a critical first step, and

we see a number of opportunities for even greater

improvements. In addition, we urge the DOT and EPA to

move forward over the next two to three years to develop

standards that go beyond 2018: Setting a clear

direction for the next round of standards can help

ensure that technology advances to improve heavy vehicle

fuel consumption and emissions can continue.

Again, we thank EPA and NHTSA for their

efforts in developing this essential standard, and thank

you for the opportunity to comment today.

MS. OGE: Thank you.

Mr. Tony Garcia. Welcome.

MR. GARCIA: Thank you. My name is Tony Garcia,

and I'm here on behalf of the International Union, UAW,

and our 400,000 active and more than 600,000 retired
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members.

UAW commends EPA and NHTSA for the development

of the proposed medium- and heavy-duty vehicle and

engine standards and is here today to offer its full

support for the proposed regulation. UAW's support for

this proposed rule is based on our assessment of likely

effects on manufacturing and engineering employment in

this sector and its positive effects on our nation's

energy, security, and greenhouse gas emissions.

The UAW has a direct interest in this rule

because many thousands of our members work in the

medium- and heavy-duty truck and engine manufacturing

sector. UAW members are employed by firms producing

vehicles from the heaviest over-the-road vehicles and

their engines to medium-duty vocational vehicles and

buses. Many thousands of UAW members are also employed

producing heavy-duty pickup trucks and vans and many of

their most important components.

The proposed rule will affect the products

manufactured by every one of these members. We believe

that the impact on our members will be positive and will

help secure the long-term future of manufacturing

employees in this sector. The additional technology

needed to increase fuel efficiency and reduce greenhouse
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gas emissions in medium- and heavy-duty vehicles will

require additional content. The engineering and

manufacture of this additional content will increase

employment. This formulation of additional technology

requiring more content per vehicle and in turn requiring

more employment to produce that content means that the

proposed rule will have a positive effect on our

manufacturing sector and our nation's economy for many

years to come.

The UAW is also strongly supportive of the

proposed rule because of the substantial progress that

will be achieved through meeting the nation's need to

conserve oil and reduce greenhouse gas emissions. The

UAW believes that every sector of our economy should

contribute to the solution to the vexing problems of

energy security and climate change.

With the implementation of the proposed rules,

the on-road vehicle sector will extend its contribution

to these solutions and maintain its position as the

sector doing more, much more than any other sector to

advance these causes. We recognize that the

technologies available now or in the near future make

the substantial contribution possible and believe it is

entirely appropriate that regulations be enacted that
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reflect what can be achieved.

The UAW is pleased that the EPA and NHTSA are

proposing to regulate class 7 and 8 vehicles and engines

separately, recognizing that customers choose each

carefully according to their needs and that there are

substantially different design and product cycles for

these vehicles and their engines. By regulating trucks

with attribute-based standards derived from the basic

functionality of the vehicles and dividing the vehicles

into nine regulatory subcategories, and by regulating

engines by subcategories, EPA and NHTSA have built on

the existing structure of criteria pollutant regulations

and avoided imposing regulations that are not consistent

with consumer demands for a very wide variety of vehicle

configurations.

We are also supportive of the choices EPA and

NHTSA have made in the proposed rules for class 3

through 8 vocational vehicles. Regulating the chassis

manufacturers rather than the body manufacturers and

limiting the proposal regulations for engine efficiency

and tire rolling resistance are the right choices given

the technologies available for these vehicles. It may

be appropriate to regulate the vehicles' overall

efficiency in future rulemaking, but at this time, such
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regulations would not be workable.

As with class 7 and 8 vehicles, the UAW

believes that the regulation of engine efficiency by

subcategories is the wise and efficient choice. We

concur in the assessment that while hybrid technologies

under development and in limited production today will

become more widespread in time, the cost and

functionality of these vehicles does not warrant their

inclusion in the assessment of what currently is

achievable. We are entirely supportive of the

incentives for the production of these vehicles in the

proposed rule and believe that these provisions will

lead to a quicker introduction of hybrid technology in

the vocational fleet.

The UAW is particularly pleased that EPA and

NHTSA are proposing to regulate heavy-duty pickup and

van emissions and fuel efficiency with an

attribute-based system that is similar to the system in

use for light-duty vehicles. This common-sense

alternative to a one-size-fits-all standard recognizes

the realities of a marketplace with wide variations in

vehicle size and capabilities, while at the same time

achieving substantial gains in efficiency and reductions

in emissions.
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Basing the proposed requirements on both

footprint and weight-based measures such as payload and

towing capacity and having each manufacturer's

requirement calculated as a sales-weighted average will

allow each manufacturer to meet changing customer

demands while facing no disadvantage due to the

particular mix of service vehicles sold each model year.

We also believe that the EPA and NHTSA chose

wisely in proposing different standards for diesel and

gasoline powered pickups and vans. This is an explicit

recognition that customers choose not just the vehicle

but also the engine type based on the functionality

offered by the combined vehicle and engine. Absent this

separation, even attribute-based standards would be

nearly impossible to meet since any shift in the

relative demand for gasoline and diesel engines would

mean large changes in a manufacturer's overall

heavy-duty pickup and van fleet emissions.

The UAW is very supportive of the regulatory

flexibility mechanisms in the proposed rule for

heavy-duty pickups and vans. By phasing in the

requirements over several model years and allowing

manufacturers to choose one of two phase-in schedules,

the implementation of these first ever regulations for
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these vehicles will be achieved at a much lower cost

than without these options.

In conclusion, the UAW believes that the EPA

and NHTSA have crafted proposed rules that are fair and

efficient; will advance our nation's environmental

performance and energy security; will increase domestic

employment and economic growth. We look forward to

working with EPA and NHTSA to see that the program is

successfully implemented.

Thank you for considering our views on this

matter of great importance to our union, its members,

and the nation.

MS. OGE: Thank you, Mr. Garcia.

Ms. Jan Bogard. Welcome.

MS. BOGARD: Thank you. My name is Jan Bogard, and

I was very interested to find out that the National

Wildlife Federation was established the year I was born.

And so you do the math.

I got a bachelor's degree in botany back at

the beginning of time, and I have been interested in the

environment and the Earth and its past and future all my

life.

I want to thank the EPA and the NHTSA for the

opportunity to testify at this hearing. And I echo
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Mr. Kodjak's support for getting the rule done and

getting it completed and ready for implementation and on

track.

I applaud the EPA and NHTSA for enforcing

greenhouse gas and fuel efficiency standards for large

trucks. Please issue strong standards that move the

national transportation plan beyond oil and methane. I

strongly support the EPA using its authority to take

positive steps to enforce the Clean Air Act. Today's

hearing is important, and we must go farther. It is

part of a huge picture of need for change in how we

live. I want not to ignore the larger picture. This is

one piece of the puzzle, and it must be as strong as

possible.

Not ignoring the larger picture is about the

cost of obtaining fuels from the Earth, notably the

recent catastrophe in the Gulf of Mexico. And if the

natural gas industry wants to be taken into

consideration by your agencies, then they should also

consider being more open in how the methane they

obtain -- in how they get the methane they obtain, and

they should accept regulation on their chemicals and

protection for water supplies and the fracturing fields

that their product comes from.
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Also, the two young men who mentioned the war

remind us that the largest change we need to make if we

are going to make a plan: Ending war. In addition, we

should keep in mind, without the pressure from the

states who ran their standards -- without the pressure

from the states who raised their standards, our national

standards might not -- might be less stringent than

present technology allows. I don't think we can blind

states to the best technology and their own

responsibility to protect their own citizens.

In closing, please accept the strongest

support this citizen can give you in keeping our air and

water clean. I hope we can greatly reduce our use of

polluting chemicals and ultimately protect the plants

and animals, including ourselves, that have evolved on

this Earth.

MS. OGE: Thank you, Ms. Bogard.

Ms. Anita Green. Welcome.

MS. GREEN: Good afternoon. My name is Anita

Green, and I represent the General Board of Pension and

Health Benefits of the United Methodist Church. We're

located in Glenview, Illinois.

Our organization manages the pension fund for

over 75,000 United Methodist clergy and lay employees
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around the world. With more than $16 billion in assets,

we're one of the 100 largest pension funds in U.S., so

our perspective today is that of an institutional

investor.

Founded more than 100 years ago, The General

Board Pension is a socially responsible investor that

believes that management of environmental, social, and

governance factors are critical to the long-term

sustainability of the companies we invest in.

Today I'm also representing Ceres, spelled

C E R E S, a national network of investors and public

interest groups that work with companies and investors

to address sustainability challenges such as global

climate change.

The General Board and Ceres are strong

supporters of the EPA's and NHTSA's proposed regulation

of the medium- and heavy-duty truck sector. We applaud

the agencies for addressing this part of the

transportation sector and believe the proposed standards

are timely, achievable, and necessary. We also believe

that even greater efficiencies can be realized, and I

would like to encourage EPA and NHTSA to consider

setting standards that take advantage of existing and

emerging technologies across the entire vehicle.
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For example, as we've heard others testify

today, in addition to the engines, the General Board and

Ceres encourage the agencies to set standards for

trailers for the model year 2014 which will result in an

overall fuel savings for tractor-trailer combinations.

We believe that by adopting efficient energy

efficiency -- excuse me, fuel efficiency standards, that

they will have the following benefits with very little

downside risk: One, create jobs and support economic

growth; two, save businesses money; three, retain our

country's leadership position in high efficiency truck

manufacturing; four, promote energy security; and, five,

reduces greenhouse gas emissions.

One: Job creation and economic growth. In a

joint report called "Delivering Jobs: The Economic

Costs and Benefits of Improving Fuel Economy of

Heavy-Duty Vehicles," the Union of Concerned Scientists

and CALSTART concluded that a 38 percent reduction in

truck fuel use resulted in the creation of 124,000 new

jobs by 2030 in every state. Under their analysis,

Illinois would gain 5,440 jobs within the next 20 years.

The report demonstrates that investments in

advanced truck technologies would create jobs across the

truck manufacturing sectors. And as operating costs
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come down due to more fuel-efficient trucks, business

owners and consumers will be able to make additional

investments in other goods and services throughout the

economy. The report estimates that GDP would expand by

4 billion in ten years and 10 billion in 20 years.

Two: Save businesses money. Advanced

fuel-efficient trucks will more than pay for themselves

over a typical ownership period. The organization

Go60MPG estimates that in just two years, an

over-the-road owner-operator could recoup the initial

technology investment to reduce their fuel use by

35 percent and accumulate a net savings of more than

$50,000 in the first five years of operation. This

revenue is critical to the owner-operators that have

struggled to survive under the double hit of a

recessionary decrease in freight and an increase in fuel

costs.

Three: Regain our position as leaders in

efficient truck manufacturing. The United States is

currently the world leader in the development,

production, and use of energy-efficient and hybrid

trucks. To retain our position, we need clear policy

signals.

According to CALSTART, at least 15,000 jobs in
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truck manufacturing can be retained and 25,000

additional high efficiency truck technology jobs can be

created if U.S. leadership in this field is preserved.

Many companies have told us that without clear

policy signals from Washington, innovation stalls and

capital sits on the sidelines. Setting strong standards

will be the signal companies are looking for to begin

production that incorporate new technologies. In turn,

this will boost production and innovation throughout the

supply chain and allow manufacturers to bring new and

more efficient products to revitalize this market.

Four: Energy security. The United States'

reliance on trucks underscores the need to mitigate our

vulnerability to the rising price of fuel. The Ohio

Business Council For a Clean Economy states that we

depend on the trucking industry for 70 percent of our

shipping needs. Americans' dependence on trucks to

supply our economy has grown by over 50 percent since

the early 1990s and continues to grow. Efficiency

standards that require the use of existing and emerging

fuel reduction technologies would reduce our dependence

on oil and save a total of 100 billion gallons of fuel

over the next 20 years. The Union of Concerned

Scientists estimates annual fuel savings until 2030
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alone could top 11 billion gallons.

And, five: Reducing greenhouse gas emissions.

The fuel savings I have described would, according to

the UCS, reduce greenhouse gas emissions by a total of

140 million metric tons by 2030, equivalent to removing

21 million of today's cars and trucks from the road. It

is critical to address heavy truck emissions now given

that it account for about 17 percent of transportation

oil use and according to EPA is the fastest-growing

contributor to greenhouse gas emissions.

Furthermore, many companies including

retailers, food companies, technology, and apparel

include transportation emissions in their publicly

disclosed greenhouse gas assessments. Tighter fuel

standards will help companies achieve their own

greenhouse gas reduction rules.

In conclusion, let me say that as investors,

including holding shares of some of the companies that

have testified here today, the General Board of Pensions

and Ceres believes these measures will help create

and/or maintain shareholder value. For many years, we

have encouraged companies to realize what we believe are

the competitive benefits of better fuel economy. As

such, we support the proposed rule and encourage
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additional efficiency measures.

Thank you very much for this opportunity to

present our comments today.

MS. OGE: Thank you, Ms. Green.

Mr. Richard Stuckney. Welcome.

MR. STUCKNEY: Thank you. My name is Rich

Stuckney. I'm a member of the Sierra Club and other

environmental organizations. But I'm speaking here

today on behalf of myself, my family, and my friends.

First, I would like to commend the EPA and

Department of Transportation for taking on a very

important issue that's been neglected for far too long

and for making proposals that will improve the

environment, our economy, and contribute to our national

goal of breaking our addiction to fossil fuels and

particularly to oil.

I'm particularly impressed with the

thoroughness with which your organizations have studied

the subject and the in-depth scientific analysis you've

presented in support of your recommendations. It's

clear the recommendations you're making are soundly

based and advantageous to vehicle manufacturers, the

vehicle users, operation in countries throughout the

world, and will produce a very high return on
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investments. These are win-win solutions for everybody.

With a number of vehicles, the heavy-duty

truck segment is small and uses up to 20 percent of the

fuel burned by all vehicles and contributes a

disproportionate amount to greenhouse gases and

particulate matter. The time to improve efficiency and

cleanliness in this sector is now.

From a personal standpoint, I have two

daughters who have breathing problems. One of my

daughters is currently finishing her degree in Colorado.

I would very much like her to come home when she

graduates, but the air pollution in Chicago is bad

enough that I don't think she'll be able to. Pollution

from highway trucks is a large factor in our air quality

in Chicago. When your recommendations for higher fuel

emissions standards are implemented, trucks will use

less fuel and emit less soot and particulate matter into

the air, and hopefully she and other who suffer from

these breathing problems may breathe better and have

healthier lives.

When your recommendations are implemented, the

greatest reason for schoolchildren who miss school,

asthma, will be better controlled and reduce absenteeism

and lost productivity from parents who stay at home care
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to care for their children and will be addressed in

health costs which will go down and insurance costs will

be reduced.

Reducing emissions and greenhouse gases is a

major step toward limiting the rise in global

temperatures. And cutting U.S. emissions is what you're

definitely trying to do. Energy savings from increased

miles per gallon will save truckers a significant

savings in their fuel costs and over the lives of their

vehicles. Trucking companies which produce the trucks

will be more attractive -- make trucks more attractive

to customers here and overseas, particularly if we're

able to gain global acceptance of the regulation which

you are trying to implement.

Reducing the dependence on foreign oil has

much to do with our massive military efforts. The

entire nation's dependence on it largely depends on our

access to foreign oil.

Various studies have shown that global warming

is one of the greatest threats to national security. If

we can reduce the effects of global warming, our needs

for a massive military will further reduce.

The technology exists today to ensure a great

reduction in fuel emissions in tractor-trailers by 2018.
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The standards set by the EPA and Department of

Transportation should ensure that we achieve at least a

part of a 35-percent reduction.

The 35-percent reduction in large trucks, a

30-percent reduction by other trucks, a billion gallons

of fuel saved by 2030.

In summary, these are some of the reasons for

issuing the strongest possible fuel standards for

heavy-duty trucks. And I urge you to do so at the

earlier possible opportunity.

Thank you.

MS. OGE: Thank you. Ms. Rita Billon. Welcome.

MS. BILLON: Yes. Thank you. Thank you for the

opportunity to testify today. My name is Rita Billon.

I am a private citizen and also a member of the Sierra

Club. I'm here today because I'm concerned about our

dependance on oil and the escalating risks to our

environment of continuing to drill for oil in more

difficult and sometimes pristine locations.

Also I strongly support EPA using its

authority under the Clean Air Act to regulate greenhouse

gas emissions.

Along with the Sierra Club, I welcomed

President Obama's announcement on May 21st of this year
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that his administration was going to tackle global

warming pollution and oil consumption from trucks just

as it has with passenger cars. These trucks,

specifically the large pickups, the freight trucks and

the garbage trucks, have never been subject to federal

fuel efficiency or global warming tailpipe pollution

standards. The biggest of these trucks average only

6 miles per gallon. In aggregate, these trucks account

for 20 percent of all oil used in the U.S.

transportation sector but number only 4 percent of the

vehicles on the road.

This summer, we witnessed the British

Petroleum oil spill, an environmental disaster that

showed in vivid black the price of our dependence on

fossil fuel. While we still don't know the long-term

effects of this spill, recent work by a University of

Georgia scientist found much sediment on the floor of

the Gulf, and it appeared to be a graveyard for the

natural fauna of this already-stressed ecosystem. Also,

University of South Florida's Ernst Peebles said the oil

on the floor is undermining the ecosystem from the

bottom up.

We need to be doing everything possible to

reduce our consumption of oil. Setting fuel efficiency
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and greenhouse gas standards for trucks will help reduce

our oil use, cut down on dangerous greenhouse gas

pollution, and save money for truck owners. In my view,

this is a win-win-win.

I applaud the EPA and NHTSA as well as the DOT

for their leadership in issuing the first ever

greenhouse gas and fuel efficiency standards for large

trucks. I urge you to issue the strongest standards

possible and make vehicle standards part of a national

transportation plan.

The opportunity for significant reductions in

oil consumption and pollution to meet these standards is

within reach by putting existing technology to work.

When implemented, a total of 500 million barrels of oil

will be saved and heat-trapping global warming emissions

will be reduced by a total of 250 million metric tons

over the lifetime of trucks sold between 2014 and 2018.

The environmental benefits that will be gained

from these standards are equivalent to taking more than

47 million of today's passengers vehicles off the road.

And then I did some math, that's about 18 percent of the

254.4 million passenger vehicles on the road today,

according to DOT 's 2007 study. And these standards

will provide truck drivers $35 billion in net benefits
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in an economy where every penny counts.

There is no reason not to move forward with

the strongest possible standards. The technology exists

today to ensure a 35-percent reduction in fuel

consumption of long-haul tractors pulling trailers by

2018. The standards set by Environmental Protection and

DOT should ensure that we don't aim lower than what's

technically possible today. A 35-percent reduction in

oil use by long-haul freight trucks along a 20-percent

reduction in oil use by other trucks covered in this

rule would result in 5.6 gallons of oil saved annually

by 2030.

Thank you for the opportunity to testify

today.

MS. OGE: Thank you, Ms. Billon.

Any comments, any questions?

(No response.)

MS. OGE: Well, on behalf of the federal panel, I

would like to thank you for your testimony, especially

the private citizens, taking the time to share with us

your comments and your views. We really appreciate it.

Thank you very much.

MR. MEDFORD: I think we have one last panel of

two. Ms. Cynthia Linton and Gordon Shetler.
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JENSEN REPORTING (312) 236-6936

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Sit wherever you choose, and if you would fill

out the card with your name.

Ms. Linton, you can begin whenever you're

ready.

MS. LINTON: Good afternoon. My name is Cynthia

Linton, and I am here as a private citizen, though also

as a member of the Sierra Club. I am greatly alarmed by

climate change and have a blog and Twitter account on

that topic that closely follow our government's actions

in dealing with the problem.

Three years ago, I bought a Prius to help do

my part to fight global warming and our country's

dependence on foreign oil. But even if everyone in the

country, now the whole world, shifted to fuel-efficient

hybrids and electric cars, we would still have the

pollution and heavy oil consumption of trucks.

Living in the city just two blocks from here,

I'm aware of all the trucks that come into my

neighborhood daily delivering goods to restaurants and

spewing the soot I can see in my apartment as well as

the greenhouse gases we cannot see. I applaud the EPA

for all you've done to reduce soot and smog and to curb

greenhouse gas pollution in cars. I urge you now to

write the strictest rules possible to reduce oil use in
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trucks under the Clean Air Act, long-haul trucks by

35 percent, and others by 20 percent. Doing so will, as

you have heard from many people, cut 250 million metric

tons of dangerous carbon dioxide pollution.

Technologies are available to substantially

reduce trucks' tailpipe emissions. But truck producers

apparently need to be pushed just as the auto companies

did to change their ways and do what is good for public

health and the environment. In the absence of climate

change legislation coming from the Congress, the public

is relying on the EPA to take the steps needed to curb

greenhouse gases and save us from a climate calamity.

We see extreme weather throughout the world

causing flooding and drought, and now an article on the

front page of the Sunday New York Times warns us of

40 degree temperatures in the water around Greenland and

the possibility of huge ice melts that will raise sea

levels and threaten coast lands. Government needs to do

much more to avert climate change.

I applaud you for all you have done and rely

on you in the future. Thank you.

MR. MEDFORD: Thank you for your testimony.

And now Mr. Shetler.

MR. SHETLER: First, I would like to thank you for
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the testimony to testify. My name is Gordon Shetler.

I'm a private citizen and member of the Sierra Club.

I'm here because I'm concerned about atmospheric

greenhouse gas concentrations and the negative health

effects of diesel exhaust exposure.

And as a bio-geochemist, I spent several years

studying the effects of climate change on the carbon,

nitrous oxide, and methane locked in the discontinuous

permafrost layers of Alaska. The results of moderate

warming on those ecosystems is the end of thousands of

years of carbon storage and the production of some of

the most potent greenhouse gases in quantities that far

surpass the linear progressions currently modeled.

I applaud the efforts of the EPA to use the

Clean Air Act to regulate greenhouse gases. I hope that

it will mark a turning point in emissions like the Clean

Water Act did for eliminating point-source pollution in

our waterways.

Passing legislation to regulate the fuel

economy of large trucks is low-hanging fruit in the

greenhouse gas emissions landscape, is a great step

toward addressing greenhouse gas emissions that is

mutually beneficial for industry and citizens. Some

estimate the strongest standards by 2018, a 35-percent
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reduction in oil use from long-haul tractors pulling van

trailers and a 20-percent reduction in oil use from all

other trucks, will cut oil use and reduce greenhouse gas

pollution significantly.

I think enacting the strongest standard

possible is important. CAFE standards for cars have

spurred industry innovation and have benefitted American

consumers for decades. According to recent studies,

workers with the greatest lifetime exposure to diesel

exhaust had a 31-percent higher risk of lung cancer than

people with no such occupational exposure. The

particulate matter in diesel exhaust also exacerbates

conditions like asthma.

During a year I spent as a furniture mover,

often spending hours loading and unloading idling

trucks, I developed a persistent cough. My family

affectionately referred to it as a "mover's cough," that

didn't end until I found other employment. I wouldn't

try to establish causation from my experiences, but a

growing body of research suggests particulate exposure

has deleterious health consequences.

Truck standards will provide far-reaching

benefits for everyone. The EPA estimated $41 billion in

net benefits to all Americans. The program will help
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reduce air pollution and related illnesses, increase

American competitiveness and job creation, reduce costs

for business and consumers in transporting goods, and

increase growth in the clean energy sector helping

improve our quality of life and our economy.

Thank you for your time.

MR. MEDFORD: Thank you both for your testimony

today.

Any questions?

(No response.)

MR. MEDFORD: Thank you again, and thanks for

everyone that attended the hearing and participated. It

has been really good for all of us who work for the

federal regulatory agencies to hear our citizens and our

affected industries. Thanks to everyone for coming.

(A short break was had.)

MS. OGE: Well, I would like to welcome you to this

hearing. So Mr. Corey Jones -- Ms. Corey Jones. The

last panel, Corey Jones, Rose Gomez, and Steve Perlman.

Please come forward.

If you can write your names on the cards in

front of you. If you can write your name when you start

testifying, what your name is and your organization or

affiliation, and we can start.
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JENSEN REPORTING (312) 236-6936

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Before we start, let me introduce myself. I

am Margo Oge. I'm with the Environmental Protection

Agency.

MR. MEDFORD: Hi. I'm Ron Medford. I'm with the

National Highway Traffic Safety Administration, and my

colleagues here, Jim Tamm is Chief of the Fuel Economy

Group at NHTSA, and Rebecca Yoon, who is in the Chief

Counsel's office.

MS. OGE: Then we can start with Ms. Jones.

MS. JONES: Yes. Thank you for actually accepting

testimony. It's nice that you allow people to comment

on this issue. It's a very important issue.

Right off the bat, I want to make my point and

say that I am citizen activist, and my name is Corey

Jones. I'm here as a citizen activist although my day

job is a corporate marketing person. That's how I pay

my mortgage. So I wanted to make that point because I

have a unique perspective because of that role in my

life.

So I'm also a Sierra Club volunteer, and I'm

here today because, quite frankly, I care. That's why

I'm here. And this is an important issue in that trucks

may only consist of 4 percent of vehicles on the road,

but they account for 20 percent of all the oil use in
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America. So I think the situation is long overdue, and

I really applaud and commend the fact that you guys are

taking such a proactive role in actually pushing the

standards rule up two years ahead of schedule. So thank

you very much. I really think this issue is getting the

attention it finally deserves.

Now to add my perspective, again, I am a

corporate marketing consultant. And I have been doing

this for over 20 years. I'm not particularly proud of

what I do. It pays the mortgage. My job actually this

time of year and for the next six weeks, I'm going to be

making press releases and marketing materials on how

smart companies can be and how they can profit by laying

people off before Christmas.

Corporations are driven by finances and

profitability. That is the bottom line. That is how

their executives get paid. They work on a quarterly

goal, quarterly asset, quarterly profitability basis.

That's all they care about. It's a very short-term view

that they take. And I know this because this is the

environment in which I work. And I'm a consultant, so I

work with a lot of different companies. I'm not

referring to any company in particular.

Over the last 20 years, I have probably worked
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with over 150 companies. And this is a unilateral

similarity that they are profit-driven, and they do not

make decisions that are good for the environment, that

are good for the health of their employees, that are

actually even common-sense or smart decisions. They

make decisions that will get them the quarterly bonuses

that will drive the stock price 5 percent higher, that

will achieve their year-end revenue projections so that

they get promoted or get these huge stock option

packages or bonuses. This has not changed in 20 years.

And I really think and I'm sure you've heard

testimony from the people that I work for telling you

how they can't afford these changes; the government is

overstepping their role. They're not honest. They're

paid to be here today because their boss wants to make

those quarterly profitability records and bonuses and

look like the hero inside the company for increasing

dividends, increasing stock prices.

It's sad that this is what it comes down to.

But in my 20 years' of experience on the inside working

for these people, that's what it is. It's not common

sense; it's money. And it's short-term. That means --

It's an old saying, penny wise, pound foolish. That's

exactly what the corporate vision is. If they look
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beyond the quarter, they're looking to the end of the

year.

Again, my job is talking about how smart and

how -- in all these marketing materials, how clever

these executives are and how they can turn a profit in a

down economy by laying all these families off right

before Christmas. And they're proud of it. And doing

the right thing for the public, whether it be investing

in the research and technology and improving the

technology of the vehicles on the road, of doing -- make

smart choices, some common-sense choices that really pay

off in the long-term, I think that's really where I

think the role of the EPA comes in, because that's where

the gap is. No one is looking in that direction right

now. That's where we need leadership. We need

leadership for the long-term vision. And there is no

long-term vision in the industry.

So I commend you again for pushing the

standards and the schedules two years ahead. I really

think this is exactly what needs to be the dialogue, and

thank you again for inviting the public for comments.

Thank you.

MS. OGE: Thank you. Ms. Rose Gomez. Welcome.

MS. GOMEZ: Hello. My name is Rose Gomez, and I am
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a resident of the city of Chicago, and I'm also a Sierra

Club member.

The reason why I am here is because I believe

that the future falls in our hands as far as what we do

today; not tomorrow, what we do today. Everything is

catching up with us, and we're going to pay even heavier

consequences by not doing what we should be doing right

now.

We have the technology, and there are so many

other alternatives that are available other than oil.

We have paid what are heavy prices, our troops that are

across in another country that are paying and have paid

very high costs. On top of that, billions of dollars

have been expended, billions, billions that can never be

brought back in addition to the sons and daughters that

have been lost in this trafficking service sending

people across to another country in which we have

already lost a lot.

Another reason why I am here is because I have

a son, and what I do today or what I don't do today is

going to -- it's going to -- it's going to determine

what kind of future he's going to have tomorrow. What I

didn't do today, because I didn't -- I didn't

participate, I didn't act, I wasn't active enough, I
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don't want that to come back to me. If there ever is a

chance when it that might happen if my son ever turns

around and says, "Mom, what did you ever do? Why did it

ever get this bad? Did you ever participate in a

meeting? Did you ever speak up? Did you take some type

of -- Did you vote for this candidate? Did you speak

up? What did you do, Mom?" I'm never going to say that

I didn't do anything. Because I have two jobs,

actually. I work on the weekends. But whatever the

case may be, this is important enough for me to be here

today not only for my son's future but for all the

children and the future that they are going to inherit.

I believe that this is a win-win for everybody

as far as raising the standards. Are we always going to

live by standards that are -- I believe we're worth it

in order to be able to raise the standards because I

think that's unacceptable, 6 miles per gallon. And the

amount of pollution that these trucks emit, 20 percent,

that's not acceptable. I mean, what kind of -- This is

a no-brainer as far as I'm concerned. We have to do the

right thing today.

I believe there are too many -- there's too

many pros in order for us to say yes to moving forward

and not looking back on what is the technology that
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we're using today. Like I said, it's a win-win.

35 percent reduction in oil, that reduces of course our

dependency on oil which this war has already cost us

enough money.

I believe that the EPA has to step up and use

your authority under the Clean Air Act to move forward,

forward, forward. And like I said, it's a win-win. And

I don't want to look back and say what we could have

done, what we should have done, but we didn't when we

know that we can use the technology that is available

today. There is no reason why we can't.

And I want to say that I'm really, really

happy you gave people the opportunity to speak up and to

hear where they're coming from, because it is important

for everybody, whether they believe it or not. It's in

their interests. Whether you believe it or not, it's in

your interests, everybody's interests, to be able to

breathe clean air, to drink clean water. There is

nothing more important. As far as I'm concerned,

everything else falls by the wayside. Fancy cars,

fancy -- everything else falls by the wayside if you

cannot have clean air to breathe and/or clean water to

drink. Thank you.

MS. OGE: Thank you, Ms. Gomez.
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Mr. Steve Perlman. Welcome.

MR. PERLMAN: Thank you. First of all, I would

like to say thank you for letting me have the

opportunity to testify. Also, I realize that I have the

very important position of being between you and going

home. So I want to make sure that I use this position

very well since I know where I stand.

My name is Steve Perlman, as you said. I'm a

private citizen and as a member of the Sierra Club.

However, I'm also a member of a family that up until

from -- up until last month, we owned a large food

service transportation company, refrigerated and frozen

food transportation company, working with some of the

biggest clients in the country. From 1974 until last

month, and we sold the company for financial and

business reasons. You know, this was a company that put

a roof over my head, put me through college, and all

those things that I was able to live comfortably because

of that, because of the company my father built up. In

fact, the company, our corporation is still in over 40

countries around the world doing food service. We still

do the largest food service companies, food trucking

companies in the world, just not now in the U.S.,

ironically. But that's given me special insight.
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Because you do have to look at the standards of other

countries around world compared to the United States.

And I'm proud to say that our company,

especially in Europe where they do have strict

environmental standards, has really gone out of their

way to lead by doing innovative programs to help the

environment. So we have distribution centers in Spain,

they've led the way with hybrid delivery trucks and

bio-diesel and best fuel technologies because it's

encouraged by the government. So I've seen that

firsthand.

You know, and I sit here being an

environmental activist for Sierra Club, but also saying,

you know, I've gotten my -- my family's livelihood from

trucking, so we can't discount that. And yeah, it's

burned off a lot of fossil fuels to build a successful

company. But we also need to look forward, and we know

from the experience we've had from working with other

governments around the world in 40 countries around

world that it can be done.

And I think speaking as my viewpoint as a

citizen, you as the EPA, your biggest enemy is inertia.

It's ironic because we're here talking about energy, but

you have to think about energy in the other term of it,
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in terms of energy to get people to move. And sometimes

to do the right thing, to do the right thing in terms of

getting people to do what's best for the environment, to

do what's best for people's lungs, people's health, for

the cities around us, that you kind of -- I don't want

to say this -- but you have to give people a push. And

you have to say, you know, if we don't say this is where

we need to go with our standards, this is where we need

to go and set an example for our own citizens, for our

citizens around the world, the other countries are way

ahead of us in terms of setting these standards, then

can how can we say we're leaders in the world?

All the reasons which have been outlined here

by my fellow panelists here I can reiterate and say it's

not only about cleaner air, cleaner environment, and all

the things that I feel the EPA should stand for but it's

also about leadership as a country to say that we don't

need to depend on imports, that we don't need to depend

on -- that we don't need to depend on always searching

for new ways to get oil, for the risks of oil drilling

and the pollution that comes with oil refining even

before it gets to the fuel pumps, because that's

pollution from the processing itself. And then if we

know the technology today is there, if we know that the
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wherewithal to do it is already sitting there and all we

need to do is take the investment and look at the

long-term versus the short-term, because of the

investment that comes from having to change over trucks

to meet these standards may be frustrating at first, but

we have to look long-term. We're going to be saving

billions of gallons of fuel. We're going to be saving

$41 million in costs. We're going to be saving imports

that we can put towards other resources.

And it also can stimulate this technology that

we can use to make better vehicles and also encourages

the innovation in our own -- in our own companies. Like

I've said, what we've done in places like Germany and

even Poland and Spain and China and in Japan in my own

family's company, we can do it here. And we haven't

because there hasn't been the kind of push to do it.

But if you make that effort, if you start them

on the road, if you go from increasing these standards,

you know, we have these studies here that say we have

the technology now that we can cut fuel consumption by a

third, which I'm sure from all I've read and I'm sure

has been noted. But, you know, if you can do it, then

why not? Why? If it's sitting there and it's just

waiting to happen and it's not sending a man to the
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moon, how can you not do that? How can you not be

responsible when you know about it?

We have thousands of these trucks just spewing

pollutants. And in the long run, it's going to create

jobs as well because we can own the technology and own

the innovation to push this forward. Then we're going

to be a more competitive country. I mean, I can talk

about all the environmental benefits, which I am sure

have all been noted very well. But the more we look at

it from a smart business investment, which is another

way to look at it, and I think it's been noted by

others, but it creates more national security and lesser

dependence on imports and also more efficiency for

running our trucks in the future. It's just a smart

business decision.

More than making our children healthier, it's

just -- Let's cut to the chase. You know, a cleaner

environment and more efficiency is just -- is just

better for the economy and better for quality of life

for everybody.

And I think to conclude, it doesn't start with

us, but I found out before I was going to come here that

I'm going to be a father for a second time. So I have

this unborn baby to worry about. And if you're a
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parent, you can't help but think about what world am I

going to leave my children?

And, I mean, I think we can do a lot more. I

think this proposal and these standards are good. It's

a good start. I think we have to push much harder in

the future. I think we need to push the technology and

push our industry to go beyond what's being set. But if

we can go from no standards whatsoever to these

standards, then we can build on this in future years.

The EPA can continue to build on this, and that will be

better for my children, and this will be better for

everybody's children. And it will be a better way of

life. And it makes us a stronger country.

So I want to thank you very much for letting

me have my say, for letting me be the one to again get

you out of here. And I really appreciate the time that

you're taking and the fact that these standards are

being implemented. So thank you very much for your time.

MS. OGE: Thank you. And you're closing today's

hearing. We have another hearing in Cambridge,

Massachusetts, on Thursday. But I wanted to thank you

and Ms. Gomez and Ms. Jones clearly for taking your own

time today to come forward and testify. It's very

important. And we appreciate you doing that. Thank you.
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(Which were all the proceedings

had at the public hearing.)
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STATE OF ILLINOIS )

) SS.

COUNTY OF COOK )

Tracy Jones, being first duly sworn, on oath

says that she is a Certified Shorthand Reporter,

Registered Professional Reporter, and Certified LiveNote

Reporter doing business in the City of Chicago, County

of Cook and the State of Illinois;

That she reported in shorthand the proceedings

had at the foregoing Public Hearing;

And that the foregoing is a true and correct

transcript of her shorthand notes so taken as aforesaid

and contains all the proceedings had at the said Public

Hearing.

________________________________

TRACY JONES, CSR, RPR, CLR

CSR No. 084-004553

SUBSCRIBED AND SWORN TO

before me this_______day of

_______________, A.D., 2010.

_____________________________

NOTARY PUBLIC
$

$100 [1] - 75:24

$12 [1] - 74:12

$16 [1] - 189:1

$160 [1] - 31:9

$35 [1] - 199:24

$41 [7] - 9:14, 33:4,

138:19, 170:10,

179:1, 204:23, 216:8

$50,000 [1] - 191:13

$6,000 [1] - 63:2

$704 [1] - 123:15

$74,000 [5] - 33:3,

63:4, 138:17, 170:12,

178:24

$80 [1] - 67:4

'

'08 [1] - 165:13

'10 [1] - 86:16

'18 [1] - 85:24

'19 [1] - 51:14

'50s [1] - 136:18

0

084-004553 [1] -

220:19

1

1 [2] - 1:4, 169:4

1,000 [2] - 79:2,

162:17

1,612 [2] - 161:15,

162:9

1.2 [1] - 115:18

1.4 [1] - 106:21

1.5 [3] - 30:16,

128:13, 167:5

10 [7] - 22:19, 68:15,

82:20, 103:17,

161:19, 163:18, 191:5

100 [7] - 74:13,

99:13, 99:19, 105:14,

189:2, 189:5, 192:22

100,000 [1] - 108:9

100-percent [1] -

68:1

102 [5] - 79:15,

79:22, 80:8, 80:16,

80:23

106 [1] - 4:16

10th [1] - 35:23

11 [3] - 51:7, 117:2,

193:1

115 [1] - 4:20

11:00 [1] - 1:19

12 [4] - 33:24, 34:7,

34:8, 164:3

120,000 [1] - 20:16

123 [1] - 4:23

124,000 [1] - 190:19

125 [1] - 5:3

13 [2] - 3:3, 89:22

131 [1] - 5:5

135 [1] - 5:7

137 [1] - 5:8

140 [1] - 193:5

147 [1] - 5:12

15 [4] - 1:15, 1:18,

163:12, 167:4

15,000 [1] - 191:24

150 [4] - 9:13, 33:8,

139:21, 208:1

150,000 [1] - 116:4

153 [1] - 5:14

158-word [1] - 101:8

159 [1] - 5:16

163 [1] - 1:17

165 [1] - 5:18

168 [1] - 5:20

17 [3] - 82:20,

161:17, 193:8

17,000 [1] - 168:16

17,520,000 [1] -

34:11

17.5 [1] - 34:11

17.9 [1] - 162:9

175 [1] - 6:3

18 [2] - 169:9, 199:21

18-wheeler [1] -

138:15

180 [1] - 6:5

186 [1] - 6:6

188 [1] - 6:8

19 [2] - 3:5, 30:21

1936 [1] - 57:20

1937 [1] - 177:13

194 [1] - 6:10

197 [1] - 6:12

1970s [3] - 99:3,

107:7, 120:24

1974 [1] - 213:14

1990 [2] - 118:8,

163:18

1990s [1] - 192:19

2

2 [4] - 116:5, 116:23,

119:7, 169:5

2,000 [3] - 67:3,

78:23, 139:18

2,800 [1] - 167:2

20 [21] - 20:3, 20:15,

22:16, 58:12, 61:22,

92:24, 102:3, 149:4,

169:11, 190:21,

191:5, 192:23, 195:3,

198:9, 202:2, 206:24,

207:9, 207:24,

208:10, 208:20,

211:18

20-percent [2] -

200:9, 204:2

2001 [1] - 92:2

2002 [1] - 86:16

2003 [2] - 28:13, 58:4

2004 [5] - 28:14,

67:12, 92:17, 166:24,

167:7

2005 [2] - 28:14,

139:17

2006 [1] - 29:3

2007 [4] - 79:16,

118:17, 145:7, 199:23

2007/2010 [1] - 35:24

2008 [2] - 57:20,

166:10

2009 [4] - 57:20,

74:12, 93:16, 118:1

201 [1] - 6:16

2010 [9] - 1:15, 1:18,

14:10, 51:7, 66:16,

91:21, 92:3, 92:9,

220:21

2011 [2] - 74:12,

91:17

2012 [6] - 23:21,

46:16, 80:11, 116:18,

120:14, 122:1

2012-2015 [2] -

100:14, 179:8

2014 [19] - 9:9,

21:15, 21:23, 22:11,

24:11, 46:15, 50:20,

54:2, 55:11, 85:24,

91:18, 95:15, 118:12,

119:15, 138:24,

170:8, 171:6, 190:4,

199:17

2015 [2] - 119:23,

149:18

2016 [11] - 23:21,

46:17, 46:19, 51:9,

100:11, 116:11,

116:18, 120:14,

122:1, 129:12, 171:17

2017 [10] - 22:13,

24:1, 24:6, 24:11,

46:11, 46:20, 46:22,

47:2, 50:12, 105:10

2018 [21] - 9:9,

21:24, 24:1, 38:3,

46:15, 46:20, 47:2,

51:2, 51:9, 51:14,

91:18, 138:24, 170:8,

171:19, 171:22,

172:2, 180:13,

196:24, 199:17,

200:6, 203:24

202 [1] - 6:18

2020 [3] - 50:6,

119:23, 149:18

2025 [3] - 32:11,

116:12, 122:22

2030 [8] - 68:13,

122:23, 139:6,

190:20, 192:24,

193:5, 197:6, 200:12

205 [1] - 1:20

206 [1] - 6:22

209 [1] - 7:3

21 [3] - 14:10, 105:6,

193:6

213 [1] - 7:5

21st [1] - 197:24

220 [1] - 1:4

23 [1] - 105:6

236-6936 [1] - 1:22

24 [1] - 34:13

24th [1] - 34:14

25 [7] - 3:6, 4:17,

66:4, 106:20, 121:4,

134:12, 171:4

25,000 [1] - 192:1

250 [6] - 68:10,

139:2, 170:11,

178:22, 199:16, 202:3

254.4 [1] - 199:22

25th [1] - 11:24

28 [1] - 3:8

28th [1] - 32:12

29 [1] - 81:17

2B [3] - 120:8,

120:22, 178:4

2Bs [3] - 121:19,

151:3, 152:10

3

3 [4] - 29:7, 31:9,

66:5, 183:17

3,300 [2] - 161:12,

162:20

3.4 [2] - 76:16, 168:5

3.5 [1] - 167:6

30 [7] - 13:1, 80:2,

86:9, 107:20, 170:20,

171:4

30-percent [1] -

197:5

JENSEN REPORTING (312) 236-6936

1

300 [1] - 90:3

300,000 [1] - 19:10

300-pagge [1] -

166:4

30th [1] - 91:17

31-percent [1] -

204:10

312 [1] - 1:22

35 [9] - 3:10, 22:13,

23:10, 76:11, 122:20,

149:18, 191:12,

202:2, 212:2

35,000 [1] - 76:17

35-percent [5] -

197:3, 197:4, 200:4,

200:8, 203:24

36 [1] - 165:14

365,000 [3] - 33:24,

34:3, 34:8

37 [1] - 61:22

38 [3] - 3:12, 163:1,

190:18

3Bs [1] - 151:4

4

4 [11] - 20:2, 31:9,

33:24, 58:11, 61:24,

162:17, 169:13,

175:24, 191:5,

198:10, 206:23

4,380,000 [1] - 34:8

4.3 [1] - 34:9

40 [8] - 19:13, 60:19,

149:7, 171:23,

202:16, 213:20,

214:19

400,000 [1] - 180:24

400-pound [1] -

174:9

40th [1] - 91:22

42 [2] - 60:19, 60:20

420 [1] - 102:15

435 [1] - 162:24

47 [2] - 177:16,

199:20

48 [1] - 3:16

49 [3] - 81:17,

122:23, 162:24

4:26 [1] - 1:19

5

5 [3] - 67:13, 108:1,

208:7

5,440 [1] - 190:21

5.6 [1] - 200:11

50 [6] - 125:24,
149:7, 149:18,

170:21, 171:23,

192:18

500 [7] - 9:14, 32:7,

68:11, 139:3, 170:9,

178:23, 199:14

54 [1] - 3:18

56 [1] - 162:23

57 [1] - 3:20

5:00 [2] - 10:5, 10:6

5:14 [1] - 71:12

5th [2] - 1:21, 8:14

6

6 [10] - 92:10, 107:6,

116:1, 116:3, 135:23,

142:12, 175:9, 198:8,

211:17

6.0 [1] - 165:23

6.1 [1] - 169:20

6.5 [3] - 162:6, 162:8,

165:23

60 [8] - 9:23, 12:19,

122:22, 144:13,

149:7, 162:23, 167:3,

169:9

600,000 [1] - 180:24

61 [1] - 3:22

65 [1] - 3:24

650,000 [1] - 167:3

7

7 [9] - 86:16, 100:3,

151:23, 152:3,

159:16, 159:22,

175:10, 183:3, 184:2

70 [3] - 4:3, 31:2,

192:16

700,000 [1] - 137:14

700-page [1] - 166:4

74 [1] - 4:6

75 [1] - 156:9

75,000 [1] - 188:24

78 [1] - 4:8

7s [1] - 151:3

8

8 [13] - 38:16,

142:12, 151:23,

159:16, 159:21,

159:22, 161:11,

162:12, 162:16,

183:3, 183:18, 184:2

8.2 [1] - 162:15

80 [1] - 163:19

80% [1] - 34:18

8500-pound [2] -

26:17, 26:18

87 [2] - 4:10, 76:14

88 [1] - 76:15

8s [2] - 151:3, 152:3

9

90 [1] - 4:12

95 [1] - 163:8

97 [1] - 4:14

99 [2] - 14:19, 91:23

A

A.D [1] - 220:21

a.m [2] - 1:19, 71:12

ability [7] - 51:19,

51:23, 55:13, 113:11,

127:9, 132:8, 155:11

able [18] - 15:11,

18:24, 39:10, 41:21,

54:12, 57:10, 57:12,

71:10, 140:23, 150:4,

162:5, 163:4, 191:2,

195:13, 196:13,

211:16, 212:17,

213:18

abroad [6] - 31:16,

33:8, 66:23, 67:5,

69:10, 76:7

absence [2] - 51:6,

202:9

absent [2] - 90:4,

185:13

absenteeism [2] -

59:1, 195:23

academic [1] - 84:21

Academy [12] -

22:15, 51:17, 79:23,

93:11, 93:19, 119:20,

139:13, 147:14,

149:23, 150:22,

151:8, 170:18

Academy's [1] - 24:6

accelerate [5] -

23:22, 64:14, 78:12,

120:16, 157:20

accept [4] - 154:10,

154:13, 187:22,

188:11

acceptable [1] -

211:19

acceptance [2] -

154:19, 196:13

accepting [2] -

155:10, 206:10

access [1] - 196:18

accessible [1] -

132:16

accessing [1] -

132:18

accessories [1] -

24:8

accommodate [2] -

140:24, 141:13

accomplish [3] -

41:10, 64:24, 98:8

accomplishing [1] -

98:17

according [11] -

34:14, 52:14, 63:9,

123:14, 123:17,

183:5, 191:24, 193:3,

193:9, 199:23, 204:8

accordingly [1] -

161:1

Accordingly [1] -

176:14

account [14] - 36:20,

64:8, 105:2, 112:22,

119:1, 120:6, 128:6,

134:2, 159:24,

169:11, 193:8, 198:8,

201:8, 206:24

accountability [1] -

64:24

accounted [3] -

104:4, 106:5, 122:4

accounting [4] -

100:23, 104:21,

106:3, 137:7

accounts [1] - 169:8

accrue [1] - 127:20

accumulate [1] -

191:12

accurate [4] - 109:9,

111:1, 120:20, 121:7

accurately [4] -

10:12, 13:10, 98:12,

115:1

accustomed [1] -

67:22

ACEEE [1] - 53:23

ACEEE's [1] - 48:14

achievable [4] -

51:17, 78:2, 184:10,

189:20

achieve [20] - 23:10,

23:12, 27:11, 27:18,

37:15, 40:16, 54:4,

55:14, 58:16, 62:20,

77:8, 78:7, 102:6,

105:5, 122:20,

130:17, 167:13,

193:15, 197:2, 208:8

achieved [6] - 52:23,

94:17, 120:4, 182:12,

183:1, 186:1

achievement [1] -

77:2

achieves [1] - 76:19

achieving [3] -

27:24, 172:5, 184:23

acknowledge [1] -

124:18

acknowledged [2] -

105:19, 126:17

acknowledges [2] -

23:4, 66:17

acquire [1] - 52:11

acquisition [2] -

64:9, 64:23

Act [23] - 9:5, 14:13,

14:14, 16:3, 16:4,

22:1, 79:16, 81:19,

91:22, 92:1, 99:5,

99:6, 108:11, 118:9,

118:15, 118:18,

179:7, 187:9, 197:21,

202:1, 203:15,

203:17, 212:6

act [7] - 41:7, 41:11,

67:18, 68:3, 68:7,

71:21, 210:24

acting [2] - 41:15,

88:18

Action [1] - 28:16

action [10] - 10:1,

28:14, 58:5, 67:7,

67:12, 68:1, 69:19,

97:10, 116:15, 158:8

actions [5] - 116:18,

154:23, 156:13,

157:18, 201:9

active [2] - 180:24,

210:24

activist [3] - 206:14,

206:15, 214:13

activities [1] -

176:22

activity [1] - 93:24

actual [4] - 16:24,

53:12, 72:17, 127:10

acutely [1] - 154:21

adapt [1] - 77:22

adapted [1] - 77:18

add [3] - 11:14,

49:24, 207:7

added [3] - 103:14,

133:16, 164:3

addicted [3] - 31:13,

31:14, 68:20

addiction [13] - 29:1,

30:17, 30:19, 30:20,

31:20, 35:2, 65:20,

66:2, 68:7, 122:11,

136:13, 177:4, 194:15

JENSEN REPORTING (312) 236-6936

2

addition [24] - 12:6,

15:20, 32:6, 50:3,

51:11, 51:22, 52:8,

55:12, 62:22, 63:16,

63:19, 79:4, 85:8,

107:9, 123:16,

133:18, 143:10,

162:1, 171:11, 173:7,

180:11, 188:3, 190:2,

210:15

additional [25] -

18:14, 22:19, 23:1,

46:5, 50:4, 50:7,

50:23, 100:13,

103:13, 119:18,

122:14, 128:21,

129:20, 130:14,

161:4, 161:6, 171:7,

171:24, 181:23,

182:2, 182:3, 182:4,

191:2, 192:2, 194:1

additionally [2] -

92:20, 96:3

address [17] - 9:6,

27:14, 28:7, 32:8,

36:9, 54:14, 54:19,

56:10, 56:19, 67:19,

111:3, 131:17,

138:23, 166:7, 177:1,

189:13, 193:7

addressed [5] - 44:5,

95:7, 96:8, 177:24,

196:1

addresses [3] - 16:5,

115:4, 137:18

addressing [9] -

32:16, 32:18, 55:6,

66:1, 82:9, 111:11,

117:18, 189:18,

203:22

adequately [3] -

38:1, 114:20, 115:4

adjusted [1] - 37:17

administration [4] -

168:22, 172:9,

172:10, 198:1

Administration [11] -

1:14, 2:2, 2:4, 11:8,

24:12, 51:4, 108:20,

108:23, 122:19,

123:1, 206:5

Administrator [3] -

2:4, 11:7, 36:7

admit [3] - 141:12,

143:16, 144:12

admittedly [1] -

158:4

adopt [5] - 42:20,

46:10, 46:18, 101:10,

120:20
adopted [3] - 40:19,

50:19, 173:19

adopters [1] - 85:15

adopting [3] - 42:18,

101:19, 190:6

adoption [5] - 48:19,

53:24, 55:1, 78:13,

81:20

advance [4] - 92:15,

157:24, 182:21, 186:5

Advanced [2] - 3:7,

25:9

advanced [25] -

23:11, 26:3, 26:10,

49:3, 51:20, 51:24,

52:7, 52:9, 63:22,

96:6, 103:12, 119:2,

122:2, 128:12,

129:14, 138:11,

139:24, 140:1, 141:3,

165:1, 171:9, 179:22,

190:23, 191:6

advancement [1] -

105:12

advancements [1] -

38:9

advances [4] -

102:11, 126:6,

163:16, 180:15

advantage [6] - 37:5,

52:9, 160:24, 164:24,

172:2, 189:23

advantageous [1] -

194:22

advantages [1] -

102:15

adverse [1] - 134:5

adversely [1] -

132:10

advertise [1] - 17:2

Advisor [1] - 11:18

advisor [1] - 28:18

advocacy [1] -

168:15

advocate [3] - 28:19,

58:3, 91:5

advocated [1] -

116:7

aerodynamic [7] -

22:21, 38:18, 64:4,

85:9, 119:13, 162:3,

162:12

aerodynamics [1] -

62:19

affect [2] - 132:10,

181:19

affected [4] - 34:9,

34:12, 64:19, 205:15

affectionately [1] -

204:17

affects [3] - 87:20,

87:22, 154:11

affiliate [2] - 177:16,

178:8

affiliation [2] - 13:8,

205:24

afford [2] - 85:14,

208:13

affordable [2] -

79:19, 86:10

afforded [1] - 154:5

aforesaid [1] -

220:12

after-school [1] -

123:9

after-treatment [1] -

14:24

afternoon [9] -

97:23, 109:7, 115:13,

147:7, 153:16, 159:7,

165:10, 188:19, 201:5

AGENCIES [1] - 1:13

Agencies [1] - 9:24

agencies [59] - 15:5,

17:1, 17:12, 19:22,

22:6, 23:16, 25:12,

26:15, 44:4, 44:6,

49:8, 50:3, 51:13,

53:9, 54:3, 55:18,

74:9, 93:6, 93:10,

94:17, 97:4, 98:12,

98:21, 98:22, 99:3,

101:3, 102:9, 102:16,

103:9, 103:22,

104:17, 106:9,

112:22, 113:4,

117:21, 120:9, 121:5,

121:15, 122:9,

122:20, 128:10,

131:8, 136:24, 140:8,

146:8, 147:12,

149:20, 150:14,

152:21, 155:16,

157:16, 158:10,

159:11, 176:3, 179:2,

187:19, 189:18,

190:3, 205:14

Agencies' [1] - 21:8

agencies' [14] - 8:12,

53:24, 77:17, 99:11,

101:23, 137:20,

137:23, 138:20,

138:22, 139:10,

140:11, 160:14,

160:22, 178:6

agency [4] - 11:9,

11:24, 151:1, 152:7

AGENCY [1] - 1:2

Agency [11] - 1:13,

2:9, 2:11, 8:6, 95:7,

124:8, 125:2, 125:5,

125:6, 168:21, 206:3

agency's [2] - 8:21,

11:22

aggregate [1] - 198:8

aggressive [8] -

16:8, 26:6, 27:18,

129:11, 132:7, 133:1,

142:20, 144:11

aggressively [1] -

157:3

ago [4] - 60:21,

75:20, 189:5, 201:11

agree [3] - 41:5,

50:22, 112:11

agrees [1] - 126:7

agricultural [1] -

75:2

agriculture [2] -

124:23, 176:7

ahead [5] - 17:17,

24:13, 207:4, 209:19,

215:11

aid [1] - 67:14

aim [1] - 200:7

aimed [2] - 8:16,

27:24

Air [17] - 2:11, 8:5,

9:5, 14:13, 16:3, 22:1,

91:22, 93:22, 104:18,

118:9, 118:15, 179:7,

187:9, 197:21, 202:1,

203:15, 212:6

air [22] - 40:24,

55:22, 57:10, 57:15,

58:20, 70:19, 71:1,

71:9, 76:20, 82:10,

89:1, 118:12, 130:7,

169:23, 188:12,

195:12, 195:14,

195:18, 205:1,

212:18, 212:22,

215:15

air-conditioning [4]

- 55:22, 82:10,

118:12, 130:7

aircraft [1] - 75:1

airmen [1] - 30:13

airplanes [1] - 74:16

airport [1] - 74:24

Alabama [1] - 65:18

alarmed [1] - 201:7

Alaska [1] - 203:9

Alberta's [1] - 117:4

Alcoa [2] - 5:17,

159:8

aligning [1] - 153:8

alike [1] - 70:24

all-electric [1] -

103:10

alleviate [1] - 177:3

Alliance [5] - 3:23,

61:8, 61:12, 61:17,

63:15

Alliance's [1] - 61:7

allies [1] - 29:9

allow [14] - 9:4, 9:23,

23:5, 37:9, 38:3,

51:10, 95:22, 97:3,

158:12, 170:19,

171:22, 185:5,

192:10, 206:11

allowed [5] - 45:7,

45:8, 57:16, 93:1,

108:3

allowing [7] - 39:5,

65:13, 82:22, 115:20,

127:20, 153:17,

185:22

allows [6] - 118:15,

137:21, 151:1,

152:11, 164:4, 188:8

almost [5] - 28:11,

29:24, 51:2, 149:13

alone [5] - 32:6,

39:17, 93:3, 162:2,

193:1

already-stressed [1]

- 198:19

alteration [1] -

105:12

alternative [9] -

55:23, 89:11, 100:1,

100:9, 100:21,

100:23, 101:5,

104:15, 184:20

alternative-fueled

[1] - 100:9

alternatively [1] -

86:6

alternatives [3] -

12:11, 113:16, 210:10

Aluminum [2] -

159:9, 159:10

aluminum [21] -

160:9, 161:11,

161:14, 162:13,

162:17, 162:19,

162:22, 163:3, 163:6,

163:8, 163:10,

163:12, 163:14,

163:22, 164:2, 164:4,

164:10, 164:13,

164:18, 165:1, 174:24

amateur [1] - 29:15

ambitious [1] - 15:22

ambulances [2] -

132:22, 133:9

amending [1] - 81:16

America [15] - 40:8,

JENSEN REPORTING (312) 236-6936

3

42:1, 61:15, 62:3,

63:12, 77:20, 98:3,

98:8, 107:3, 122:18,

137:8, 168:18,

177:11, 178:14, 207:1

AMERICA [1] - 1:1

America's [7] - 20:7,

98:1, 99:17, 103:3,

116:9, 137:22, 138:14

america's [1] - 169:1

American [36] - 3:16,

4:9, 20:9, 33:5, 33:8,

33:16, 34:4, 34:6,

34:11, 35:3, 48:13,

62:6, 62:9, 63:7,

64:13, 65:6, 66:8,

78:19, 97:5, 105:5,

107:24, 109:1, 124:1,

135:8, 137:24, 138:6,

138:7, 138:9, 140:9,

165:16, 172:3,

178:15, 178:18,

204:7, 205:2

Americans [8] -

31:21, 39:19, 40:1,

42:3, 43:1, 71:17,

139:10, 204:24

americans' [1] -

192:17

amount [10] - 40:14,

63:12, 68:14, 100:4,

102:6, 106:10, 142:4,

150:9, 195:5, 211:18

amounts [2] - 29:13,

40:24

Anair [4] - 3:5, 13:17,

19:6, 43:9

anair [1] - 19:5

ANAIR [2] - 19:6,

43:14

analogy [1] - 83:8

Analysis [1] - 125:6

analysis [10] - 12:3,

12:4, 46:15, 104:8,

106:10, 111:13,

163:7, 166:5, 190:20,

194:19

analyzed [2] - 56:17,

162:2

AND [1] - 220:20

Angeles' [1] - 108:12

animals [2] - 125:3,

188:15

Anita [4] - 6:8,

175:12, 188:18,

188:19

Ann [7] - 4:20, 73:24,

87:11, 90:13, 115:11,

115:14, 115:15

anniversary [2] -
35:23, 91:22

announce [1] - 47:13

announced [2] -

8:14, 39:20

announcement [3] -

14:10, 94:1, 197:24

annual [3] - 63:23,

161:15, 192:24

annually [1] - 200:11

answer [2] - 88:12,

173:24

answered [1] - 114:3

anthropogenic [1] -

154:15

anti [2] - 29:12,

85:10

anti-idling [1] - 85:10

anti-IED [1] - 29:12

anticipated [1] - 38:5

anyway [1] - 47:15

apartment [1] -

201:20

apparatus [3] -

132:15, 132:17, 133:9

apparel [1] - 193:12

appear [3] - 86:14,

99:4, 141:4

appeared [1] -

198:18

appearing [1] - 88:4

applaud [15] - 43:2,

108:19, 108:20,

117:21, 160:14,

170:13, 172:8,

179:17, 187:4,

189:17, 199:5,

201:21, 202:20,

203:14, 207:2

applauds [2] - 20:22,

140:7

applicable [2] -

37:24, 102:10

application [8] -

48:16, 50:8, 77:19,

95:2, 119:24, 127:10,

127:15, 127:18

applications [16] -

23:11, 76:2, 91:4,

95:5, 95:10, 95:24,

128:10, 132:5,

132:12, 132:24,

134:2, 134:8, 134:17,

134:21, 134:23,

167:14

applied [1] - 104:8

applies [2] - 51:24,

157:2

apply [5] - 81:4,

102:21, 105:22,

141:20, 141:21

appreciate [14] -

20:24, 35:13, 43:13,

48:17, 116:9, 116:15,

116:20, 118:13,

119:10, 153:13,

172:22, 200:21,

218:16, 218:24

appreciated [1] -

118:17

appreciates [2] -

27:20, 125:14

appreciation [2] -

36:15, 97:8

approach [17] -

35:21, 36:1, 36:24,

54:21, 55:5, 77:6,

77:11, 100:10, 126:7,

128:3, 128:18,

129:10, 159:15,

160:14, 160:17,

160:22, 166:19

Approaches [1] -

147:16

approaches [1] -

55:18

appropriate [14] -

80:12, 80:14, 81:2,

81:10, 100:7, 100:12,

101:10, 101:13,

110:14, 134:13,

159:15, 161:10,

182:24, 183:23

appropriately [1] -

127:18

April [2] - 80:11,

179:9

Arabia [1] - 31:9

arbiter [1] - 17:5

area [7] - 21:20,

39:1, 49:24, 84:19,

111:5, 133:15, 165:16

areas [7] - 49:13,

54:4, 131:22, 132:16,

132:24, 153:3, 157:21

arena [1] - 44:17

argument [1] - 157:7

arithmetic [1] - 106:5

armor [1] - 29:8

Army [4] - 28:12,

28:16, 28:18, 33:23

arrangements [1] -

13:3

array [1] - 21:2

art [1] - 90:4

article [1] - 202:14

articulated [2] - 16:6,

112:8

artillery [1] - 29:20

Ashkan [3] - 3:24,

47:21, 65:14

ashkan [1] - 65:10

Asia [1] - 17:21

aspect [1] - 36:23

aspects [4] - 15:20,

21:7, 27:22, 91:15

assess [1] - 16:23

assessed [1] - 146:8

Assessment [1] -

2:13

assessment [3] -

181:6, 184:5, 184:9

assessments [1] -

193:14

asset [1] - 207:18

assets [1] - 189:1

assist [2] - 164:24,

178:19

Associate [4] - 5:19,

5:21, 165:12, 168:13

associated [12] -

45:9, 48:9, 104:4,

104:11, 104:22,

104:24, 106:3,

118:11, 156:11,

164:9, 167:22, 173:2

association [2] -

110:8, 175:18

Association [14] -

3:3, 3:4, 4:9, 5:19,

13:24, 14:1, 78:21,

93:9, 159:10, 165:13,

165:17, 165:18, 167:1

assumed [1] -

174:18

assuming [1] - 16:5

assumption [1] -

174:2

assure [2] - 15:10,

17:12

assured [1] - 86:21

asthma [6] - 58:17,

58:24, 59:5, 59:6,

195:23, 204:13

AT [1] - 139:19

ATA [2] - 94:6,

165:19

ATA's [1] - 166:8

ATD [7] - 78:23, 79:4,

79:12, 79:21, 82:7,

84:7, 87:9

ATD's [1] - 82:11

ATG [5] - 159:13,

159:20, 161:10,

164:23, 165:2

Atlantic [1] - 104:20

atmosphere [1] -

118:3

atmospheric [1] -

203:3

attainment [1] -

127:8

attempt [4] - 56:13,

81:6, 133:15, 159:12

attempted [1] - 112:3

attempting [1] -

105:22

attended [1] - 205:12

attending [1] - 38:16

attention [4] - 87:6,

113:19, 153:12, 207:6

attest [1] - 31:14

Attorney [1] - 11:18

Attorney-Advisor [1]

- 11:18

attracted [1] - 92:17

attractive [2] -

196:11

attributable [1] -

138:20

attribute [3] - 183:8,

184:18, 185:14

attribute-based [3] -

183:8, 184:18, 185:14

August [1] - 93:16

authored [1] - 94:11

authorities [2] -

44:14, 117:23

authority [9] - 44:11,

44:12, 46:2, 81:15,

111:4, 118:17, 187:8,

197:21, 212:6

authorization [1] -

101:16

authorize [1] - 82:6

authorized [3] - 79:9,

79:22, 79:24

auto [3] - 61:13,

62:6, 202:7

Auto [2] - 62:13, 94:7

Automobile [2] - 4:9,

78:20

automotive [1] -

41:23

availability [2] -

23:4, 36:3

available [29] -

10:15, 21:12, 21:22,

22:3, 22:19, 23:15,

24:5, 34:23, 46:11,

49:17, 50:7, 53:21,

60:21, 71:23, 78:7,

102:1, 119:19,

120:17, 139:12,

139:15, 151:10,

167:11, 170:16,

171:21, 182:22,

183:22, 202:5,

210:10, 212:10

average [9] - 44:23,

63:2, 121:20, 152:2,

JENSEN REPORTING (312) 236-6936

4

162:16, 169:19,

174:23, 185:4, 198:7

averaged [1] - 107:6

averaging [1] - 26:23

avert [1] - 202:19

avoid [2] - 27:9,

160:18

avoidance [1] -

167:20

avoided [2] - 138:17,

183:13

avoiding [3] - 76:17,

77:12, 78:3

avoids [1] - 15:13

aware [3] - 45:24,

154:22, 201:18

awareness [1] -

39:22

B

baby [2] - 87:19,

217:24

bachelor's [1] -

186:19

backing [1] - 142:13

bad [3] - 71:17,

195:12, 211:4

Badge [1] - 28:16

badly [2] - 47:22,

68:20

bag [1] - 156:20

Baghdad [3] - 28:13,

29:3, 34:16

balance [2] - 133:16,

178:19

balanced [1] - 77:8

Bangladesh [1] -

67:8

banking [1] - 26:24

bar [2] - 120:9, 149:1

Barack [1] - 91:16

Barbara [6] - 3:18,

48:5, 54:9, 54:10,

72:22

barrels [11] - 9:14,

30:21, 32:7, 68:11,

116:5, 119:7, 139:4,

169:9, 170:10,

178:23, 199:14

barriers [3] - 20:19,

179:23, 180:5

base [1] - 68:24

based [29] - 16:15,

19:10, 22:3, 22:13,

23:15, 23:19, 46:16,

69:7, 77:11, 95:8,

100:9, 110:6, 111:5,

112:1, 126:11,
129:16, 145:7,

161:13, 163:2,

168:15, 174:8,

175:22, 181:6, 183:8,

184:18, 185:2,

185:12, 185:14,

194:22

baseline [5] -

104:12, 160:8,

174:11, 174:18,

174:20

basic [1] - 183:8

basing [1] - 185:1

basis [7] - 43:20,

89:23, 110:22,

116:14, 129:21,

163:8, 207:18

bat [2] - 39:5, 206:13

battalion [1] - 28:19

battery [3] - 126:5,

130:3, 145:12

battle [2] - 32:23,

89:24

battlefield [1] - 34:2

battles [1] - 32:23

battling [1] - 87:19

BAYATPOUR [1] -

65:12

Bayatpour [4] - 3:24,

47:22, 65:10, 65:14

BC [1] - 90:3

beans [1] - 30:9

bear [4] - 136:7,

155:7, 155:12, 155:24

bearing [1] - 155:22

beautiful [1] - 71:2

beauty [1] - 57:11

become [9] - 33:15,

68:21, 90:4, 121:17,

144:3, 145:24, 157:1,

166:2, 184:7

becomes [1] - 157:6

bedrock [1] - 56:4

beer [1] - 33:23

begin [7] - 22:10,

53:9, 55:10, 72:15,

147:6, 192:7, 201:3

beginning [3] -

114:9, 144:23, 186:20

begun [1] - 155:13

behalf [14] - 11:8,

13:23, 19:9, 65:19,

74:8, 78:23, 106:20,

137:13, 165:16,

168:4, 175:23,

180:23, 194:9, 200:18

behavior [9] -

154:19, 155:4, 155:5,

155:12, 155:17,

155:18, 156:2, 156:6,

158:3

behind [1] - 123:22

believer [1] - 36:24

believes [7] - 129:9,

159:13, 182:14,

184:3, 186:3, 189:7,

193:20

beneficial [2] -

157:6, 203:23

beneficiaries [2] -

157:15, 158:6

benefit [14] - 43:1,

56:16, 59:17, 62:22,

65:3, 103:18, 103:21,

105:19, 107:15,

107:17, 127:9,

127:12, 141:5, 156:23

Benefits [3] - 6:8,

188:21, 190:16

benefits [62] - 9:11,

9:12, 9:15, 20:18,

21:22, 24:19, 27:13,

33:1, 33:2, 36:9, 37:6,

38:1, 41:23, 54:5,

59:9, 59:18, 64:13,

64:19, 75:11, 91:19,

97:12, 97:17, 98:24,

100:8, 102:1, 104:3,

104:14, 105:17,

105:21, 106:5, 107:9,

112:16, 112:24,

113:5, 113:9, 114:18,

119:5, 137:21, 138:8,

138:19, 139:11,

141:14, 151:11,

157:12, 163:3, 163:5,

164:18, 164:21,

170:3, 170:10,

171:13, 178:21,

179:1, 179:17, 180:8,

190:8, 193:23,

199:18, 199:24,

204:23, 204:24, 217:8

benefitted [1] - 204:7

best [15] - 41:11,

41:16, 65:5, 71:6,

71:7, 98:17, 99:21,

121:7, 127:14,

148:18, 155:11,

188:9, 214:9, 215:3,

215:4

better [21] - 17:1,

58:24, 69:6, 69:15,

71:8, 88:18, 104:9,

135:9, 146:11, 154:6,

156:9, 169:22,

193:23, 195:19,

195:23, 216:11,

217:19, 218:11,

218:12

between [18] - 16:1,

29:1, 30:17, 42:15,

46:14, 55:17, 61:9,

66:2, 96:12, 96:17,

121:16, 138:24,

150:1, 158:14, 170:8,

170:20, 199:17, 213:5

beyond [19] - 10:6,

18:9, 23:1, 33:10,

44:14, 44:19, 46:1,

46:23, 50:5, 50:11,

117:16, 139:16,

165:23, 171:7, 172:1,

180:13, 187:7, 209:1,

218:7

big [5] - 40:10, 63:4,

117:18, 151:3, 152:9

biggest [5] - 112:14,

171:4, 198:7, 213:14,

214:22

billion [25] - 9:14,

30:16, 31:9, 33:4,

61:22, 67:4, 74:12,

123:15, 138:19,

161:19, 167:3, 167:5,

169:4, 169:5, 170:10,

179:1, 189:1, 191:5,

192:22, 193:1, 197:5,

199:24, 204:23

billions [12] - 20:11,

25:22, 31:15, 67:1,

122:23, 123:18,

123:23, 124:6,

210:13, 210:14, 216:7

Billon [4] - 6:12,

197:12, 197:14,

200:15

BILLON [1] - 197:13

bio [2] - 203:6, 214:9

bio-diesel [1] - 214:9

bio-geochemist [1] -

203:6

bit [5] - 49:15, 73:6,

114:13, 143:22, 145:4

bitter [1] - 71:10

black [1] - 198:14

blade [1] - 29:23

blank [3] - 13:15,

29:22, 147:3

blast [1] - 29:22

blind [1] - 188:8

blocks [2] - 91:20,

201:17

blog [1] - 201:8

blowouts [1] - 85:7

blue [2] - 70:23,

71:10

Blue [1] - 3:23

Blue-Green [1] -

3:23

BlueGreen [5] - 61:6,

61:8, 61:12, 61:17,

63:14

board [1] - 141:20

Board [8] - 6:8,

93:22, 104:18,

188:20, 189:6,

189:15, 190:2, 193:19

body [3] - 87:22,

183:19, 204:20

Bogard [5] - 6:6,

175:12, 186:14,

186:15, 188:17

BOGARD [1] -

186:15

bold [1] - 58:5

bolt [1] - 85:9

bolt-ons [1] - 85:9

bombing [1] - 28:15

bone [1] - 87:23

bonuses [3] - 208:6,

208:10, 208:16

books [1] - 29:17

booming [1] - 82:16

boost [1] - 192:9

border [1] - 108:1

borders [1] - 83:13

born [2] - 71:11,

186:17

boss [1] - 208:15

botany [1] - 186:19

bottlenecks [1] -

45:19

bottom [3] - 84:6,

198:22, 207:16

bought [2] - 87:4,

201:11

BP [2] - 117:3,

136:11

BP's [1] - 116:24

brainer [1] - 211:20

brainstormed [1] -

142:2

brake [1] - 76:13

braking [6] - 132:9,

133:3, 133:6, 133:13,

134:19, 167:22

Brandon [1] - 175:8

break [6] - 30:18,

31:20, 32:6, 115:8,

115:9, 205:16

breaking [4] - 30:18,

117:10, 139:6, 194:15

breaks [1] - 13:5

breakthrough [2] -

93:1, 96:6

breathe [5] - 57:10,

58:20, 195:19,

212:18, 212:22

breathing [2] -

JENSEN REPORTING (312) 236-6936

5

195:9, 195:19

Brian [4] - 5:16,

147:2, 159:6, 159:7

bridges [2] - 70:20,

164:6

brief [1] - 159:19

briefer [1] - 131:15

briefly [4] - 10:3,

15:21, 51:19, 161:9

brigade [1] - 29:9

bring [5] - 51:23,

90:2, 93:1, 113:19,

192:10

bringing [2] - 59:14,

172:22

brings [2] - 26:19,

75:8

British [1] - 198:12

broad [3] - 75:11,

93:7, 97:10

broadening [1] -

131:6

broader [2] - 18:22,

27:10

broadly [2] - 95:8,

139:12

Broadway [1] - 70:11

broke [1] - 117:12

broken [1] - 169:7

brother[1] - 70:8

Brotherhood [1] -

106:21

brothers [1] - 89:6

brought [3] - 97:10,

163:24, 210:15

buck [1] - 155:2

Buffalo [1] - 29:11

build [9] - 9:4, 17:22,

26:1, 48:14, 177:11,

178:18, 214:16,

218:9, 218:10

building [2] - 91:20,

97:14

buildings [1] - 74:16

buildup [1] - 118:2

built [2] - 183:11,

213:19

bullets [1] - 30:9

bumpers [1] - 161:3

burden [3] - 82:24,

135:24, 177:3

burdensome [1] -

53:18

burn [2] - 58:19, 75:9

burned [3] - 58:12,

195:4, 214:16

burning [1] - 66:9

buses [8] - 9:3,

36:11, 61:21, 65:24,

76:4, 99:8, 99:16,
181:16

business [12] - 51:5,

75:9, 75:21, 91:7,

135:4, 137:24, 191:1,

205:3, 213:16,

217:10, 217:15, 220:7

Business [5] - 4:12,

5:17, 90:22, 159:8,

192:15

business-as-usual

[1] - 51:5

businesses [20] -

59:9, 62:23, 63:18,

65:3, 82:17, 96:9,

96:13, 123:20,

124:22, 125:9,

135:17, 135:19,

136:1, 136:6, 157:2,

170:1, 178:5, 179:2,

190:10, 191:6

businessmen [1] -

85:18

busy [1] - 11:11

buy [7] - 33:12,

42:22, 69:15, 83:10,

86:2, 95:23, 179:10

buy-in [1] - 179:10

buyers [4] - 20:21,

52:20, 85:18, 179:24

buying [1] - 86:21

C

cab [4] - 160:4,

162:23, 162:24

cabs [1] - 162:22

CAFE [4] - 58:3,

60:12, 121:2, 204:6

calamity [1] - 202:12

calculate [1] - 163:4

calculated [1] -

185:4

calculation [1] -

156:5

calibration [1] -

141:8

California [12] - 9:7,

22:23, 83:9, 83:10,

83:15, 83:16, 84:1,

93:22, 104:18,

109:16, 116:16,

166:18

California's [1] -

83:13

CALSTART [3] -

20:12, 190:18, 191:24

Cambridge [2] -

9:22, 218:20

Campaign [2] - 4:21,

115:16

CAMPBELL [2] -

97:23, 112:11

Campbell [4] - 4:14,

97:22, 97:24, 111:21

Canal [1] - 75:3

cancer [1] - 204:10

candid [1] - 15:6

candidate [1] - 211:6

cannon [1] - 29:22

cannot [13] - 32:16,

32:17, 69:6, 86:17,

90:4, 90:5, 135:12,

136:22, 154:17,

157:21, 201:21,

212:22

cap [4] - 104:2,

105:4, 105:22, 113:4

capabilities [2] -

130:23, 184:22

capability [3] - 37:5,

86:23, 128:14

capable [1] - 29:11

capacity [6] - 67:15,

135:16, 145:19,

145:20, 164:7, 185:3

capital [3] - 17:11,

59:5, 192:6

capitalizing [1] -

62:14

capture [8] - 21:22,

49:16, 112:22,

112:24, 114:20,

149:19, 171:13,

179:16

captured [5] - 37:21,

38:1, 50:24, 112:17,

119:17

car [2] - 122:21,

178:17

Car [1] - 116:17

carbon [17] - 64:5,

68:10, 70:13, 104:3,

104:7, 104:22,

104:23, 105:17,

105:21, 106:3,

112:17, 113:6, 166:9,

170:11, 202:4, 203:7,

203:11

card [1] - 201:2

cards [3] - 147:4,

175:15, 205:21

care [10] - 16:23,

57:7, 58:22, 59:3,

59:24, 63:14, 195:24,

196:1, 206:21, 207:19

career [1] - 58:2

careful [1] - 106:13

carefully [3] - 75:10,

80:6, 183:5

cargo [1] - 164:5

carriers [1] - 82:1

carry [3] - 45:10,

162:5, 164:5

cars [24] - 8:19,

19:23, 26:2, 42:11,

42:12, 57:21, 60:13,

68:16, 71:2, 74:17,

74:19, 75:1, 116:2,

116:9, 116:11,

168:20, 168:23,

179:9, 193:6, 198:3,

201:15, 201:23,

204:6, 212:20

Carter [4] - 5:20,

147:2, 168:10, 168:13

CARTER [1] - 168:11

case [6] - 154:12,

156:13, 173:15,

175:3, 211:10

case-by-case [1] -

173:15

cases [3] - 128:1,

145:20, 149:13

cash [2] - 82:17,

156:22

Catalytic [1] - 92:7

catalytic [1] - 60:11

catastrophe [1] -

187:17

catching [1] - 210:6

categories [4] - 9:15,

94:20, 126:8, 152:10

categorizing [1] -

159:14

category [7] - 50:1,

52:3, 118:23, 126:13,

134:8, 159:16, 173:22

Caterpillar[1] - 79:8

causation [1] -

204:19

caused [3] - 69:11,

128:2, 154:20

causes [2] - 154:8,

182:21

causing [2] - 67:8,

202:14

caution [2] - 110:1,

174:16

celebrate [1] - 74:13

celebrated [1] -

35:23

cell [1] - 103:11

centers [3] - 75:1,

167:21, 214:7

central [2] - 176:13,

176:18

century [1] - 165:24

CEO [3] - 32:14,

36:6, 138:3

Ceres [4] - 189:10,

189:15, 190:3, 193:20

certain [10] - 23:11,

45:15, 49:3, 77:4,

85:2, 114:1, 128:9,

131:22, 167:23,

170:19

certainly [9] - 46:2,

58:14, 69:9, 73:9,

114:16, 115:3,

135:15, 142:18,

144:14

certainty [4] - 15:16,

27:17, 68:1, 96:4

certification [9] -

16:14, 16:16, 53:13,

73:7, 97:3, 114:19,

128:18, 141:9, 152:5

Certified [2] - 220:5,

220:6

certified [1] - 95:23

certify [2] - 17:22,

160:7

cetera [5] - 87:23,

89:6, 89:14, 124:23,

174:19

chain [4] - 62:18,

127:24, 145:14,

192:10

Chairman [5] - 4:9,

32:14, 36:6, 78:19,

79:4

challenges [3] -

32:20, 118:21, 189:13

challenging [1] -

24:17

chance [4] - 39:10,

73:5, 86:11, 211:2

change [35] - 28:23,

40:23, 41:5, 66:3,

66:12, 66:13, 66:16,

66:17, 66:19, 66:22,

67:20, 68:9, 102:24,

118:22, 128:17,

139:8, 153:24, 154:6,

154:9, 154:14,

154:16, 154:19,

155:17, 178:12,

182:16, 187:11,

188:2, 189:14, 201:8,

202:8, 202:10,

202:19, 203:7, 216:4

changed [1] - 208:10

changes [5] - 132:7,

133:18, 156:1,

185:17, 208:13

changing [3] - 40:22,

68:17, 185:5

Chapter [1] - 81:17

characteristics [4] -

JENSEN REPORTING (312) 236-6936

6

133:14, 142:15,

143:7, 143:19

characterizes [1] -

77:19

CHARBONNEAU [1]

- 35:10

Charbonneau [4] -

3:10, 13:18, 35:9,

35:11

charge [2] - 130:2,

130:4

charge-depletion [1]

- 130:4

charged [1] - 129:24

charges [1] - 77:3

Charles [4] - 3:20,

47:20, 57:2, 57:19

CHARLTON [1] -

90:18

Charlton [4] - 4:12,

73:24, 90:17, 90:21

chase [1] - 217:17

chassis [10] -

126:20, 127:6,

127:11, 127:20,

127:24, 128:4,

128:20, 134:1, 141:6,

183:18

Chavez [6] - 4:10,

47:20, 87:12, 87:14,

87:16, 90:10

CHAVEZ [2] - 87:15,

90:12

check [1] - 174:1

chemicals [2] -

187:22, 188:14

chemotherapy [1] -

88:10

Chet [2] - 2:12, 11:1

Chevrolet [1] - 57:24

Chicago [13] - 1:15,

1:18, 1:21, 39:1, 59:4,

59:5, 106:20, 123:10,

156:3, 195:12,

195:15, 210:1, 220:7

Chicagoland [1] -

165:15

Chief [10] - 2:6, 2:8,

4:7, 4:13, 11:17, 74:6,

90:22, 94:9, 206:6,

206:7

chiefly [1] - 134:10

children [23] - 31:10,

41:7, 58:23, 59:3,

123:22, 124:1, 124:5,

135:10, 136:4,

136:16, 137:8,

154:23, 155:9,

155:23, 155:24,

157:23, 177:18,
196:1, 211:12,

217:16, 218:2,

218:11, 218:12

China [2] - 148:20,

216:14

choice [4] - 60:14,

60:15, 150:19, 184:4

choices [8] - 83:17,

150:14, 150:17,

158:14, 183:16,

183:21, 209:11

choose [5] - 155:6,

183:4, 185:11,

185:23, 201:1

choosing [1] - 86:2

chose [1] - 185:8

chosen [2] - 75:10,

154:24

Chris [1] - 28:10

Christmas [2] -

207:14, 209:7

Christopher [3] -

3:8, 13:18, 28:4

Chrysler [1] - 120:12

chunks [1] - 152:9

Church [2] - 6:9,

188:21

CIA [1] - 31:6

CIACCIO [1] - 106:18

Ciaccio [5] - 4:16,

48:1, 74:1, 106:16,

106:19

cities [1] - 215:5

citizen [33] - 3:13,

3:21, 3:24, 4:3, 4:11,

4:23, 5:7, 5:15, 6:7,

6:11, 6:13, 6:17, 6:19,

6:23, 7:4, 7:6, 38:24,

39:3, 43:19, 57:6,

70:4, 123:10, 135:7,

153:22, 168:15,

188:12, 197:15,

201:6, 203:2, 206:14,

206:15, 213:9, 214:22

citizen-based [1] -

168:15

citizens [11] - 41:6,

48:10, 57:4, 59:23,

73:17, 188:10,

200:20, 203:23,

205:14, 215:9, 215:10

city [3] - 70:18,

201:17, 210:1

City [2] - 79:7, 220:7

Civil [1] - 31:7

claim [1] - 134:11

claimed [1] - 106:5

claiming [1] - 52:6

clarification [3] -

43:17, 46:7, 174:2

clarify [3] - 46:13,

141:24, 173:13

clarity [2] - 27:17,

96:10

class [18] - 38:16,

54:24, 120:8, 120:22,

151:3, 151:23, 152:3,

159:16, 159:21,

159:22, 160:18,

160:22, 161:11,

162:16, 174:20,

183:3, 183:17, 184:2

Class [1] - 121:19

classes [7] - 21:9,

21:15, 21:19, 170:20,

170:21, 173:22,

179:19

classroom [1] -

88:11

clean [32] - 8:19,

19:23, 57:10, 61:10,

61:11, 61:12, 62:24,

63:18, 75:18, 89:13,

91:21, 92:15, 98:4,

107:3, 124:14, 138:1,

147:11, 155:12,

156:6, 156:17, 157:4,

157:24, 158:15,

158:21, 188:13,

205:4, 212:18, 212:22

Clean [24] - 4:15,

5:12, 9:5, 14:13, 16:3,

19:14, 22:1, 91:22,

98:1, 106:11, 108:11,

108:12, 116:17,

118:9, 118:15, 147:9,

179:7, 187:9, 192:15,

197:21, 202:1,

203:15, 203:16, 212:6

cleaner [19] - 32:3,

33:12, 33:17, 34:23,

34:24, 62:5, 62:11,

62:15, 63:1, 64:10,

64:23, 69:17, 107:10,

137:7, 158:22,

168:23, 215:15,

217:17

cleaning [1] - 89:18

cleanliness [1] -

195:7

cleanup [1] - 135:24

clear [18] - 39:18,

50:4, 53:6, 72:10,

78:2, 78:12, 91:7,

94:14, 116:14,

122:12, 137:24,

139:23, 141:7,

178:21, 180:13,

191:22, 192:4, 194:21

clearer [1] - 30:18

clearest [1] - 153:3

clearly [9] - 9:19,

13:9, 39:24, 44:11,

53:3, 111:23, 112:2,

177:1, 218:22

clergy [1] - 188:24

clever [1] - 209:4

clients [1] - 213:14

Climate [1] - 67:20

climate [29] - 28:11,

28:23, 40:22, 41:4,

66:2, 66:12, 66:13,

66:15, 66:17, 66:19,

66:22, 68:9, 68:17,

118:22, 139:8,

145:18, 153:24,

154:6, 154:9, 154:14,

154:15, 178:12,

182:16, 189:14,

201:8, 202:9, 202:12,

202:19, 203:7

climate-changing

[1] - 68:17

climatic [1] - 136:11

climb [1] - 132:13

cling [1] - 71:7

close [1] - 12:18

closely [6] - 24:4,

55:17, 131:7, 138:23,

165:20, 201:9

closer [1] - 70:19

closing [5] - 38:12,

152:15, 179:4,

188:11, 218:19

cloth [1] - 101:3

CLR [2] - 1:23,

220:17

Club [34] - 3:12,

3:21, 4:21, 5:14, 6:10,

6:12, 6:16, 6:18, 6:22,

7:3, 7:5, 38:21, 38:23,

48:1, 57:7, 61:14,

70:5, 87:11, 116:7,

122:1, 122:8, 122:16,

123:11, 135:7,

153:20, 194:7,

197:16, 197:23,

201:7, 203:2, 206:20,

210:2, 213:9, 214:13

Club's [1] - 115:16

CO [1] - 116:2

CO2 [14] - 53:12,

105:6, 119:5, 139:2,

161:17, 161:20,

162:9, 163:4, 163:8,

163:11, 163:13,

163:17, 167:5

coal [1] - 124:22

coalition [1] - 122:24

coast [1] - 202:18

Coast [1] - 65:16

coastal [2] - 176:8,

176:9

coastlines [1] -

66:23

Coca [1] - 139:19

Coca-Cola [1] -

139:19

Code [1] - 81:18

cognizant [1] - 81:19

coincide [1] - 22:11

Cola [1] - 139:19

cold [1] - 176:11

collaborating [1] -

36:12

collaboration [2] -

91:12, 93:5

collaborative [2] -

36:12, 94:13

collaboratively [1] -

114:22

collaborator[1] -

114:17

colleague [2] - 8:8,

11:3

colleagues [8] -

17:21, 43:7, 109:4,

119:9, 119:19,

172:15, 172:23, 206:6

collect [1] - 53:9

collected [1] - 56:17

college [1] - 213:17

Colorado [1] -

195:10

Columbus [1] - 91:2

column [2] - 94:11,

94:12

combat [1] - 28:13

Combat [1] - 28:16

combination [5] -

94:21, 96:17, 122:21,

126:10, 162:2

combinations [2] -

16:19, 190:5

combined [4] -

14:11, 30:23, 162:11,

185:13

combining [1] - 18:1

combustion [1] -

24:7

comfortable [1] -

135:10

comfortably [1] -

213:18

coming [14] - 20:1,

24:21, 39:2, 43:18,

43:21, 73:17, 73:20,

97:13, 143:11,

146:22, 172:12,

202:10, 205:15,

JENSEN REPORTING (312) 236-6936

7

212:14

Commandant [1] -

32:12

commence [1] -

51:14

commences [1] -

55:15

commend [5] -

25:12, 166:17,

194:10, 207:2, 209:18

Commendation [1] -

28:17

commends [5] -

83:24, 94:12, 126:14,

131:3, 181:2

comment [20] -

12:13, 12:18, 12:21,

15:21, 35:13, 46:18,

47:7, 49:21, 51:19,

52:13, 54:7, 72:13,

100:20, 103:13,

103:22, 153:13,

172:16, 176:2,

180:19, 206:11

commenting [1] -

13:6

comments [56] -

8:21, 9:21, 9:24,

11:21, 12:15, 12:17,

21:7, 24:24, 27:24,

38:14, 43:12, 43:24,

44:16, 45:11, 49:23,

56:19, 72:4, 73:9,

73:20, 78:14, 79:13,

91:15, 98:19, 98:21,

103:7, 106:8, 106:14,

109:12, 109:13,

110:19, 110:24,

111:3, 111:14,

111:24, 112:9, 114:5,

117:19, 119:11,

130:15, 131:14,

140:13, 141:11,

141:19, 142:23,

144:15, 147:24,

153:7, 159:18,

160:13, 161:8, 178:2,

179:5, 194:3, 200:16,

200:21, 209:21

commerce [1] -

127:1

commercial [25] -

17:8, 26:7, 27:3, 27:6,

28:9, 33:17, 56:2,

56:6, 75:4, 75:5,

75:18, 76:2, 76:15,

76:21, 78:5, 83:24,

90:24, 93:18, 94:19,

95:1, 101:14, 107:24,

125:22, 161:24,
164:13

commissioned [1] -

159:20

commitment [3] -

28:1, 53:6, 72:12

committed [4] - 15:9,

25:16, 38:12, 44:6

committees [1] -

63:10

committing [1] -

93:23

common [7] - 95:23,

137:24, 140:5,

184:19, 208:5,

208:21, 209:11

common-sense [5] -

137:24, 140:5,

184:19, 208:5, 209:11

commons [1] - 57:15

communicate [1] -

39:16

Communications [1]

- 61:15

communities [3] -

65:7, 169:3, 176:6

community [1] -

71:16

companies [30] -

33:9, 52:4, 52:10,

82:1, 91:8, 120:12,

123:19, 127:22,

138:1, 138:6, 139:21,

143:6, 179:12, 189:9,

189:12, 192:4, 192:7,

193:11, 193:12,

193:15, 193:18,

193:22, 196:10,

202:7, 207:13,

207:22, 208:1,

213:22, 213:23,

216:12

company [20] -

74:11, 76:1, 91:2,

95:19, 106:12, 135:5,

141:5, 144:20, 146:6,

207:23, 208:17,

213:12, 213:13,

213:15, 213:16,

213:19, 213:20,

214:3, 214:17, 216:15

Company [3] - 3:7,

25:10, 79:5

company's [1] - 92:6

comparable [2] -

68:15, 139:4

compare [1] - 173:21

compared [6] -

92:11, 100:3, 104:7,

105:6, 163:18, 214:2

compares [1] - 12:9

comparing [1] -

116:14

comparison [2] -

22:15, 82:19

compatible [2] -

27:8, 56:8

compel [1] - 128:20

compete [2] - 95:17,

135:18

competing [1] -

158:14

competition [4] -

77:1, 83:18, 108:5,

136:2

competitive [8] -

20:8, 56:11, 129:13,

145:18, 145:24,

152:13, 193:23, 217:7

competitiveness [2]

- 62:10, 205:2

complement [1] -

64:20

complementary [1] -

64:7

complete [6] - 18:6,

53:4, 53:10, 67:24,

76:1, 80:8

completed [1] -

187:2

completely [4] -

96:23, 99:4, 99:18,

112:11

complex [5] - 15:12,

17:9, 21:2, 29:18,

49:11

complexes [1] -

132:23

complexities [2] -

27:8, 56:8

complexity [1] -

36:21

compliance [13] -

15:16, 26:20, 55:15,

80:13, 95:13, 97:4,

101:12, 121:2, 121:9,

121:21, 121:22,

137:4, 171:12

compliant [2] - 86:8,

105:10

complicated [2] -

124:16, 125:8

compliment [2] -

60:16, 152:7

comply [3] - 83:10,

135:18, 139:10

complying [1] - 92:3

component [4] -

20:5, 64:13, 145:22,

154:15

components [8] -

86:24, 145:11, 161:4,

162:22, 164:4,

164:10, 164:14,

181:18

compounding [1] -

24:9

compounds [1] -

133:4

comprehensive [5] -

26:19, 104:21,

112:20, 113:5, 113:9

comprehensively [1]

- 113:2

compression [1] -

103:2

compressionignition [1] - 103:2

comprising [1] -

58:11

compromise [4] -

79:19, 86:14, 96:11

compromised [1] -

107:22

compromises [2] -

86:22, 133:14

compromising [1] -

143:18

compunction [1] -

44:18

comrades [1] - 68:23

Con [1] - 93:13

Con-Way [1] - 93:13

concentrations [1] -

203:4

concepts [4] - 18:20,

37:16, 140:18, 140:20

concern [12] - 85:13,

86:15, 109:19,

109:23, 112:14,

113:1, 133:3, 152:4,

167:10, 167:21,

174:15, 176:23

Concerned [8] - 3:5,

19:7, 19:9, 20:22,

49:24, 122:16,

190:17, 192:23

concerned [8] - 73:4,

154:22, 157:19,

176:8, 197:16, 203:3,

211:20, 212:19

concerning [2] -

133:8, 140:4

concerns [2] - 166:6,

173:6

conclude [1] -

217:21

concluded [2] -

170:18, 190:18

conclusion [6] -

53:23, 97:7, 134:15,

158:19, 186:3, 193:17

concomitant [1] -

44:23

concrete [2] - 142:5,

142:7

concur [1] - 184:5

concurrently [1] -

82:6

condition [1] -

113:24

conditioning [4] -

55:22, 82:10, 118:12,

130:7

conditions [6] -

107:12, 132:22,

133:7, 142:11,

161:22, 204:13

conducted [2] -

39:22, 43:10

confederation [1] -

177:13

confidence [1] - 97:5

confidential [3] -

129:21, 146:4, 146:13

configuration [2] -

84:24, 95:2

configurations [6] -

53:12, 53:16, 72:18,

96:2, 161:21, 183:15

confines [1] - 37:6

confirm [1] - 36:2

conflict [1] - 67:6

conflicts [1] - 67:6

confronted [1] - 95:5

confused [1] - 109:7

congestion [5] -

18:12, 44:9, 45:14,

45:16, 45:19

congratulate [1] -

159:11

congress [1] - 99:24

Congress [14] -

54:18, 80:1, 80:5,

80:20, 81:14, 81:19,

82:5, 84:22, 101:4,

101:6, 101:9, 101:19,

103:6, 202:10

connection [3] -

30:16, 30:18, 66:2

consciences [1] -

135:20

consciously [1] -

89:19

consensus [1] -

66:12

consequence [1] -

88:4

consequences [14] -

15:15, 17:15, 27:9,

30:5, 52:19, 56:14,

JENSEN REPORTING (312) 236-6936

8

73:2, 73:11, 118:20,

136:20, 151:14,

167:20, 204:21, 210:7

consequently [2] -

83:20, 84:11

conservation [2] -

131:21, 177:14

Conservation [2] -

81:18, 99:5

conserve [2] - 41:20,

182:13

consider[14] - 22:6,

46:24, 54:18, 64:17,

79:22, 80:6, 85:5,

85:19, 129:11, 136:9,

153:7, 161:18,

187:20, 189:22

consideration [3] -

106:13, 131:5, 187:19

considered [12] -

18:10, 18:13, 23:2,

23:24, 32:5, 33:11,

68:6, 85:24, 103:15,

105:10, 120:18,

171:10

considering [2] -

124:9, 186:10

consist [1] - 206:23

consistent [8] - 28:1,

55:8, 56:23, 91:5,

94:14, 149:14, 153:6,

183:13

consists [1] - 61:13

consolidate [1] -

49:5

constitute [1] -

136:15

constraints [1] -

87:13

construction [2] -

70:8, 132:15

consult [2] - 80:20,

82:4

consultant [2] -

207:8, 207:21

consulted [1] - 93:6

consume [6] - 20:3,

31:2, 31:4, 40:13,

61:21, 119:6

consumed [3] -

30:22, 169:10, 169:12

consumer[2] -

48:24, 183:14

consumers [10] -

62:22, 63:7, 69:14,

116:14, 170:1,

171:18, 179:15,

191:2, 204:8, 205:3

consumes [2] -

30:21, 66:4
consumption [37] -

19:16, 21:18, 22:13,

22:18, 26:17, 27:12,

28:8, 32:7, 32:8, 42:9,

48:22, 64:5, 75:7,

83:19, 92:19, 97:17,

99:10, 102:17,

103:18, 119:8,

119:18, 119:21,

122:19, 125:24,

128:8, 129:6, 137:19,

139:3, 156:1, 170:9,

180:16, 198:2,

198:24, 199:12,

200:5, 201:16, 216:20

Consumption [1] -

147:16

contact [1] - 87:9

contained [1] -

166:10

contains [2] - 26:18,

220:13

contaminated [1] -

89:2

contamination [4] -

88:2, 88:20, 88:22,

89:16

contemplated [2] -

128:3, 141:4

content [5] - 14:22,

182:2, 182:3, 182:5,

182:6

context [4] - 72:9,

101:21, 102:9, 148:1

continually [1] -

130:21

continue [19] - 26:9,

30:7, 54:23, 56:1,

63:17, 73:21, 77:16,

95:23, 96:15, 98:19,

102:12, 122:24,

128:19, 166:3, 167:7,

171:24, 178:18,

180:16, 218:10

continued [3] - 50:9,

93:4, 168:6

continues [2] -

130:3, 192:19

continuing [8] -

15:10, 27:22, 97:13,

97:18, 114:5, 126:3,

135:22, 197:18

continuous [1] -

163:16

contract [2] - 108:17,

156:11

contrast [1] - 99:11

contribute [4] - 68:8,

133:24, 182:15,

194:14

contributed [1] -

111:9

contributes [1] -

195:4

contributing [1] -

40:23

contribution [4] -

118:6, 139:8, 182:18,

182:23

contributions [1] -

78:9

contributor[2] -

137:19, 193:10

control [10] - 14:18,

18:9, 18:13, 24:9,

37:17, 44:9, 102:20,

105:3, 155:18, 157:21

controlled [2] -

58:24, 195:23

controls [4] - 42:24,

62:20, 66:5, 85:10

convenience [1] -

43:12

conventional [5] -

127:2, 128:23, 129:2,

129:4, 162:14

converted [1] - 127:2

converters [1] -

60:11

converting [2] -

26:1, 156:12

convince [1] -

157:10

convoy [2] - 28:17,

34:15

convoys [1] - 34:18

COOK [1] - 220:2

Cook [1] - 220:8

coordinate [1] -

83:15

coordination [1] -

104:20

Coordinator[2] -

6:4, 175:21

core [1] - 135:8

Corey [4] - 205:18,

205:19, 206:14

cornering [5] -

132:9, 133:4, 133:6,

133:13, 134:20

corporate [6] -

152:2, 154:19, 158:2,

206:16, 207:8, 208:24

corporation [2] -

74:14, 213:20

Corporation [7] -

4:7, 5:5, 32:14, 93:14,

131:12, 131:19

Corporation's [1] -

74:7

corporations [3] -

61:10, 158:7, 207:15

Corps [1] - 32:13

correct [6] - 48:2,

77:11, 109:10,

110:18, 144:18,

220:11

corrections [2] -

12:23, 12:24

correctly [3] - 13:10,

25:4, 173:6

corresponding [1] -

133:5

corridors [1] -

132:19

corrosion [1] -

164:11

Cory [2] - 6:22, 175:9

cost [46] - 18:23,

22:19, 38:11, 41:20,

60:13, 64:6, 67:1,

67:3, 75:12, 80:14,

81:3, 81:10, 84:10,

85:7, 85:9, 85:13,

85:16, 85:19, 86:7,

86:10, 93:2, 96:5,

96:15, 99:9, 101:13,

107:17, 108:15,

109:16, 110:14,

110:23, 128:9,

130:19, 136:4,

138:14, 145:1, 150:6,

155:12, 155:22,

155:24, 156:11,

169:24, 180:6, 184:7,

186:1, 187:16, 212:3

cost-effective [10] -

64:6, 80:14, 81:3,

81:10, 96:5, 99:9,

101:13, 110:14,

150:6, 180:6

cost-effectiveness

[2] - 109:16, 110:23

Cost/Benefit [1] -

125:6

costly [2] - 156:2,

177:4

costs [31] - 34:24,

48:24, 58:22, 59:8,

59:15, 59:16, 62:23,

63:4, 83:17, 87:3,

129:11, 135:22,

136:7, 136:9, 136:13,

137:6, 138:17,

144:22, 145:14,

155:6, 163:21, 164:8,

167:6, 190:24,

191:17, 196:2, 196:9,

205:2, 210:13, 216:8

Costs [1] - 190:16

cough [2] - 204:16,

204:17

Council [10] - 3:16,

4:17, 5:12, 48:13,

66:14, 106:20,

122:17, 147:9,

153:21, 192:15

Counsel [3] - 2:6,

2:15, 11:19

Counsel's [1] - 206:8

counseling [1] -

101:18

counterparts [2] -

102:4, 105:7

counterproductive

[2] - 131:23, 141:24

countries [7] - 31:1,

148:19, 194:23,

213:21, 214:2,

214:19, 215:10

country [21] - 27:14,

39:4, 43:2, 59:7,

59:15, 69:6, 70:11,

91:9, 109:14, 118:21,

124:2, 136:16, 157:8,

162:1, 201:14,

210:12, 210:17,

213:14, 215:17,

217:7, 218:13

country's [3] - 48:22,

190:11, 201:12

counts [1] - 200:1

County [1] - 220:7

COUNTY [1] - 220:2

couple [6] - 9:12,

11:14, 47:12, 66:21,

148:5, 150:7

coupled [1] - 111:7

course [7] - 8:8,

51:24, 96:13, 111:6,

151:21, 172:17, 212:2

Court [2] - 1:23,

118:1

court [3] - 10:11,

13:4, 13:9

Court's [2] - 111:6,

137:17

cover [2] - 38:5,

178:1

covered [7] - 9:16,

118:24, 119:17,

120:1, 122:13, 178:4,

200:10

covering [1] - 55:2

covers [1] - 9:1

crafted [1] - 186:4

create [29] - 17:14,

20:9, 31:21, 62:7,

62:17, 64:12, 66:9,

73:7, 78:11, 82:8,

JENSEN REPORTING (312) 236-6936

9

83:6, 91:8, 93:13,

97:11, 100:12, 101:8,

101:17, 103:16,

117:22, 136:18,

138:5, 157:9, 158:8,

158:11, 171:2, 190:9,

190:23, 193:20, 217:4

created [3] - 56:22,

97:1, 192:3

creates [3] - 121:21,

127:21, 217:12

creating [6] - 15:14,

54:19, 75:15, 98:11,

111:10, 154:18

creation [8] - 30:3,

43:11, 61:11, 62:10,

158:22, 190:14,

190:19, 205:2

credit [14] - 37:9,

85:20, 101:2, 101:3,

122:1, 127:21, 128:6,

160:6, 160:11,

160:16, 161:6, 173:3,

173:5, 173:8

Credit [2] - 37:22,

37:23

credited [1] - 23:5

credits [19] - 23:6,

26:22, 38:2, 38:6,

52:6, 55:14, 55:19,

55:21, 100:13,

103:12, 121:15,

122:6, 127:8, 127:9,

128:13, 128:21,

128:24, 173:19, 175:4

crews [1] - 60:18

crippling [1] - 99:20

crisis [1] - 68:2

crisp [1] - 71:9

criteria [9] - 16:21,

18:18, 84:17, 95:3,

151:6, 151:16,

151:19, 152:6, 183:12

critical [15] - 21:18,

55:9, 56:15, 81:23,

84:11, 87:2, 138:4,

140:8, 177:6, 178:13,

179:16, 180:9, 189:8,

191:14, 193:7

crop [1] - 56:20

cross [7] - 107:24,

108:1, 137:21,

139:11, 160:4, 161:3,

163:1

cross-border [1] -

108:1

cross-cutting [2] -

137:21, 139:11

cross-members [1] -

163:1
crucial [1] - 51:21

cruise [1] - 37:17

CSR [3] - 1:23,

220:17, 220:19

culminated [1] - 94:1

Cummins [12] - 4:13,

79:8, 90:23, 90:24,

91:5, 92:4, 92:9, 93:8,

93:13, 93:16, 93:21,

94:4

Cummins's [4] -

92:23, 94:9, 97:7,

138:3

curb [2] - 201:22,

202:11

curbing [2] - 68:17,

139:7

current [6] - 102:20,

129:2, 140:18, 145:7,

170:19, 172:11

currently-available

[1] - 139:12

currentlycontemplated [1] -

128:3

customer[3] - 16:20,

84:20, 185:5

customers [29] -

14:6, 15:6, 16:22,

17:6, 18:17, 26:7,

26:13, 35:17, 38:11,

74:15, 76:11, 81:11,

82:1, 83:7, 83:9,

84:11, 84:12, 84:23,

85:1, 85:3, 85:8, 86:2,

86:19, 95:22, 97:19,

129:17, 183:4,

185:11, 196:12

customized [2] -

15:12, 17:10

cut [13] - 19:23, 64:5,

68:8, 76:13, 122:19,

137:5, 168:18,

170:10, 199:2, 202:3,

204:3, 216:20, 217:17

cuts [2] - 172:6,

178:22

cutting [4] - 137:21,

139:11, 176:18, 196:6

cycle [16] - 26:22,

103:1, 103:10,

103:18, 126:1,

127:16, 129:17,

129:19, 129:20,

130:11, 130:13,

163:4, 163:7, 163:13,

173:3, 173:19

cycles [4] - 95:5,

146:17, 161:24, 183:6

cynthia [1] - 200:24

Cynthia [3] - 6:16,

175:8, 201:5

D

D.C [1] - 35:22

daily [4] - 43:19,

89:13, 139:4, 201:19

Daimler [1] - 94:5

DALUM [9] - 125:13,

141:1, 141:16,

144:24, 145:2, 145:4,

145:6, 146:4, 146:15

Dalum [6] - 5:3,

115:11, 125:12,

125:13, 140:17,

144:18

damage [2] - 136:9,

154:20

damages [1] - 67:4

damaging [2] -

29:11, 177:9

Dan [1] - 36:6

dangerous [7] -

28:24, 68:21, 107:13,

117:6, 122:11, 199:2,

202:4

Danielle [4] - 6:3,

175:7, 175:16, 175:20

data [16] - 44:22,

45:14, 45:23, 53:9,

53:21, 56:16, 75:1,

129:16, 143:5,

143:12, 146:7,

146:10, 146:13,

146:16, 160:8, 163:2

date [4] - 17:5,

59:21, 71:8, 134:17

dating [1] - 120:23

daughters [3] -

195:9, 195:10, 210:15

days [5] - 9:23,

12:19, 13:1, 68:22,

144:13

deal [2] - 152:6,

153:1

dealer [2] - 60:9,

81:13

Dealers [4] - 4:9, 4:9,

78:20, 78:21

dealers [5] - 78:24,

79:2, 79:9, 81:23,

83:6

dealership [3] - 79:6,

79:12, 87:8

dealerships [1] -

80:24

dealing [2] - 155:1,

201:10

deals [1] - 8:22

death [2] - 34:15,

88:13

debated [2] - 154:16

decade [1] - 92:14

decades [8] - 20:1,

24:21, 35:18, 60:7,

71:7, 116:19, 153:5,

204:8

December [2] -

117:24, 161:8

decide [1] - 101:3

decision [8] - 47:11,

84:17, 89:4, 89:8,

89:17, 118:1, 137:17,

217:15

decisions [8] -

67:23, 89:20, 136:18,

136:21, 150:12,

208:3, 208:5, 208:6

declines [4] - 126:5,

145:11, 145:17,

145:22

decrease [2] -

107:19, 191:16

decreased [1] - 42:9

decreases [2] -

86:22, 119:8

dedicated [1] - 100:9

dedication [1] - 21:1

deem [1] - 10:20

deemed [1] - 167:16

deeper [1] - 77:10

deeply [2] - 57:8,

124:7

Deepwater [1] -

116:24

deer [1] - 177:20

defense [1] - 155:4

Defense [6] - 5:9,

66:16, 94:10, 122:17,

137:13, 153:21

deferral [1] - 64:11

deficits [1] - 98:13

define [1] - 58:15

defined [1] - 52:5

definitely [1] - 196:7

definition [1] -

134:12

definitive [1] - 72:12

deflection [3] -

133:20, 133:24, 134:2

degrade [1] - 129:4

degree [7] - 29:18,

46:2, 64:1, 126:12,

186:19, 195:10,

202:16

delay [1] - 158:8

delaying [1] - 171:19

deleterious [1] -

204:21

delighted [1] - 60:2

deliver [13] - 22:7,

24:9, 26:12, 64:18,

65:2, 91:17, 92:10,

97:17, 97:19, 122:9,

122:22, 132:14,

158:18

delivered [1] - 91:19

Delivering [2] -

20:13, 190:15

delivering [2] - 23:8,

201:19

delivers [1] - 74:22

delivery [4] - 61:20,

85:8, 114:18, 214:8

demand [9] - 41:19,

42:12, 42:16, 82:16,

108:7, 145:21,

158:14, 169:6, 185:16

demanded [1] -

77:22

demanding [1] -

155:17

demands [3] - 84:20,

183:14, 185:6

democratic [1] - 57:5

demonstrable [1] -

45:20

demonstrated [1] -

52:12

demonstrates [2] -

177:11, 190:22

demonstrating [1] -

36:2

demonstration [2] -

173:15, 173:18

Department [13] -

2:2, 2:5, 11:9, 47:9,

92:20, 104:19, 124:8,

126:3, 144:21,

145:10, 168:21,

194:11, 197:1

DEPARTMENT [1] -

1:3

departments [1] -

86:4

dependance [1] -

197:17

dependence [31] -

19:24, 24:15, 32:17,

33:7, 59:10, 62:5,

63:24, 69:12, 75:14,

88:23, 98:9, 99:20,

101:5, 105:14, 107:4,

108:24, 117:6,

118:19, 118:21,

137:5, 139:7, 169:1,

169:16, 192:17,

192:21, 196:15,

JENSEN REPORTING (312) 236-6936

10

196:17, 198:14,

201:13, 217:13

dependency [5] -

67:18, 68:21, 177:2,

178:13, 212:3

dependent [2] -

33:20, 66:6

depleting [1] - 130:2

depletion [1] - 130:4

deploy [1] - 96:20

deployed [2] -

139:17, 146:18

deploying [2] -

68:24, 139:12

deployment [3] -

32:2, 62:4, 78:3

depot [1] - 130:9

depth [3] - 132:6,

144:9, 194:19

Deputy [2] - 2:4, 11:7

Derek [3] - 87:18,

87:19, 89:21

Dereks [1] - 89:5

derived [1] - 183:8

deriving [1] - 174:3

derogation [1] -

111:19

describe [1] - 98:12

described [4] - 12:3,

94:13, 99:2, 193:3

describing [2] -

102:16, 102:24

description [1] -

99:17

deserves [1] - 207:6

design [11] - 18:2,

49:1, 126:6, 130:19,

148:4, 150:8, 150:12,

150:15, 179:22, 183:6

designed [6] - 27:11,

29:12, 29:13, 101:19,

134:16, 145:8

designs [2] - 81:7,

91:2

desire [3] - 26:13,

140:11, 152:22

desk [1] - 165:4

desperate [1] - 69:1

desperation [1] -

68:23

despite [4] - 99:19,

102:14, 123:19,

169:12

destroyed [1] - 57:16

destroying [1] -

88:24

destruction [2] -

117:4, 176:9

detail [2] - 160:13,

165:4
detailed [7] - 27:23,

43:23, 79:13, 80:7,

117:14, 117:19,

140:12

detailing [1] - 66:15

details [6] - 15:7,

56:19, 91:14, 161:5,

172:17, 172:21

determination [1] -

174:6

determine [3] -

84:14, 121:1, 210:21

Detroit [1] - 150:2

devastated [1] -

169:3

devastating [4] -

29:4, 30:1, 30:4,

117:15

develop [13] - 53:19,

54:21, 56:10, 92:21,

94:2, 97:14, 103:24,

108:10, 121:7, 131:4,

138:1, 178:16, 180:12

developed [10] -

16:15, 77:5, 96:24,

130:16, 132:4, 143:3,

145:6, 149:8, 204:16

developing [12] -

25:13, 64:21, 69:17,

75:22, 77:17, 93:5,

104:23, 114:12,

126:1, 159:15, 176:3,

180:18

Development [2] -

5:17, 159:8

development [16] -

24:2, 36:16, 53:24,

62:4, 76:7, 77:9,

93:23, 96:5, 113:20,

114:23, 128:14,

165:20, 176:17,

181:2, 184:6, 191:20

develops [2] - 18:5,

125:18

device [1] - 29:22

devices [4] - 29:10,

29:15, 30:3

devise [1] - 29:16

dialogue [2] - 168:6,

209:20

diesel [27] - 14:20,

14:22, 15:1, 27:7,

36:3, 76:3, 77:24,

91:21, 91:24, 102:4,

102:9, 102:13, 103:1,

104:7, 104:12, 105:7,

107:13, 108:16,

113:16, 113:20,

167:6, 185:9, 185:16,

203:5, 204:9, 204:12,

214:9

Diesel [1] - 150:2

difference [7] -

52:16, 70:13, 70:19,

71:22, 90:1, 160:11

different [15] - 45:5,

57:22, 83:11, 96:19,

110:10, 129:17,

142:2, 150:1, 152:9,

152:12, 161:21,

170:21, 183:6, 185:9,

207:22

differing [1] - 83:5

difficult [6] - 25:13,

72:15, 121:22,

145:16, 150:14,

197:19

dig [1] - 73:7

dilutes [1] - 121:18

diminish [1] - 87:2

diminished [1] -

108:7

dioxide [3] - 68:10,

170:11, 202:4

direct [4] - 44:24,

113:7, 115:16, 181:10

directed [2] - 54:18,

94:2

direction [4] - 84:22,

91:7, 180:14, 209:14

directly [7] - 13:4,

14:23, 34:12, 45:21,

58:21, 83:4, 96:8

Director[13] - 2:11,

2:13, 4:15, 4:17, 4:22,

5:13, 5:19, 8:4, 31:6,

97:24, 106:19, 147:8,

165:12

dirt [2] - 132:16,

132:23

dirty [4] - 108:16,

117:6, 155:14, 156:17

disabled [1] - 132:20

disadvantage [3] -

127:23, 152:13, 185:6

disadvantaged [1] -

95:20

disagree [2] - 41:4,

111:13

disaster [4] - 67:2,

67:16, 89:10, 198:13

disasters [3] - 67:11,

136:11, 177:1

disastrous [1] - 68:2

discharge [1] - 142:6

disclosed [1] -

193:14

discontinuous [1] -

203:8

discount [1] - 214:15

discovered [2] -

156:16, 159:1

discrete [1] - 126:8

discretion [1] -

111:10

discuss [2] - 102:9,

160:11

discussing [4] -

8:20, 39:9, 154:1,

157:22

discussion [1] -

102:19

discussions [2] -

114:5, 143:6

disease [1] - 87:20

disorder[1] - 87:21

displace [2] - 100:1,

105:13

displacement [2] -

37:18, 105:17

displaces [1] - 99:13

displacing [1] -

104:16

disproportionate [1]

- 195:5

disregarded [1] -

152:3

disrupt [1] - 17:14

disrupting [1] -

15:13

disruption [1] -

86:18

distances [1] -

167:22

distinct [2] - 95:20,

117:23

distortions [1] -

121:4

distributes [1] - 91:3

distribution [2] -

83:2, 214:7

disturbing [1] -

155:8

diversified [1] -

74:10

diversity [6] - 77:1,

77:18, 95:4, 95:7,

96:2, 126:15

divide [1] - 126:7

dividends [1] -

208:18

divides [1] - 94:19

dividing [1] - 183:9

Division [6] - 2:8,

2:13, 4:9, 11:17,

61:16, 78:20

division [2] - 76:6,

96:17

divisions [2] - 95:17,

95:18

Docket [1] - 1:5

docket [3] - 110:20,

160:13, 161:8

doctor[1] - 88:7

doctors [1] - 87:21

document [1] -

151:24

documents [2] -

12:1, 12:3

DOE [4] - 80:21,

82:5, 82:6, 92:24

dollar [1] - 30:15

dollars [5] - 20:11,

25:22, 67:1, 157:7,

210:13

domestic [4] - 49:2,

62:10, 123:19, 186:6

Don [3] - 3:5, 13:17,

19:6

done [22] - 44:14,

47:13, 49:8, 82:12,

86:9, 89:23, 93:3,

96:12, 96:16, 136:10,

151:6, 152:17,

159:14, 161:7,

161:10, 187:1,

201:22, 202:20,

212:9, 214:20, 216:13

doors [1] - 177:17

DOT [14] - 2:5, 20:23,

23:14, 23:22, 24:3,

24:13, 44:12, 120:15,

172:8, 179:18,

180:11, 199:5,

199:23, 200:7

double [2] - 85:6,

191:15

double-wide [1] -

85:6

doubt [2] - 158:8,

158:15

down [17] - 13:15,

33:22, 33:24, 47:18,

58:23, 156:21,

159:21, 160:21,

161:7, 162:5, 163:22,

164:7, 191:1, 196:2,

199:2, 208:19, 209:6

down-weighted [1] -

162:5

down-weighting [4]

- 159:21, 160:21,

163:22, 164:7

downrange [1] -

34:15

downside [1] - 190:9

downstream [4] -

104:10, 136:9,

136:12, 137:6

DR [1] - 90:18

JENSEN REPORTING (312) 236-6936

11

Dr [2] - 4:12, 90:21

draft [6] - 12:2, 12:6,

12:8, 12:14, 170:21,

173:12

drafted [1] - 147:15

drag [2] - 162:3,

162:12

drain [1] - 156:21

dramatic [2] - 66:19,

107:11

dramatically [2] -

19:23, 101:24

drawdown [1] - 34:5

Drew [3] - 5:12,

147:1, 147:7

DRIA [1] - 173:12

drill [1] - 197:18

drilling [1] - 215:20

drink [3] - 57:10,

212:18, 212:23

drive [18] - 40:9,

52:1, 62:20, 75:11,

76:24, 77:7, 77:12,

94:14, 127:16,

128:16, 129:4,

129:19, 142:7, 153:9,

156:7, 161:24,

169:16, 208:7

driven [4] - 53:2,

130:7, 207:15, 208:2

driver [2] - 28:22,

178:13

drivers [9] - 64:17,

107:12, 107:16,

107:18, 108:4, 108:6,

108:17, 168:5, 199:24

drivetrain [3] -

84:15, 86:24, 141:8

drivetrains [2] -

18:1, 129:2

driveway [1] - 156:20

driving [6] - 42:10,

42:11, 42:12, 130:2,

142:8, 167:3

drop [1] - 63:7

drought [1] - 202:14

droughts [1] - 66:24

duck [1] - 176:12

due [8] - 59:6,

111:17, 126:4,

128:18, 129:9,

145:18, 185:6, 191:1

duly [1] - 220:4

dump [1] - 132:13

dumped [1] - 70:23

duplicative [1] -

82:23

durability [2] - 134:5,

164:10

duration [1] - 10:22
Durbin [1] - 58:4

during [16] - 13:4,

26:22, 67:23, 68:1,

68:22, 76:14, 77:5,

85:20, 119:17,

126:20, 126:21,

126:22, 130:11,

133:21, 163:9, 204:14

duty [143] - 8:12,

8:20, 8:24, 11:23,

14:4, 14:20, 17:7,

19:17, 19:20, 20:1,

21:9, 23:17, 23:18,

23:20, 23:23, 24:1,

24:10, 25:15, 27:16,

35:15, 36:11, 36:21,

46:9, 46:17, 46:18,

46:19, 46:22, 47:2,

48:18, 48:21, 49:10,

54:1, 54:15, 55:3,

55:7, 55:20, 56:17,

57:21, 58:10, 61:19,

62:3, 62:12, 62:16,

63:1, 63:19, 65:24,

79:6, 80:3, 80:5,

80:10, 82:20, 90:20,

91:24, 92:10, 92:22,

95:5, 98:6, 99:6,

99:10, 99:15, 100:10,

100:14, 100:16,

100:19, 100:22,

101:8, 101:14,

101:21, 101:22,

102:1, 102:2, 102:5,

102:16, 102:21,

103:5, 103:6, 105:4,

105:8, 106:6, 107:1,

108:22, 109:21,

111:10, 112:20,

115:24, 118:5,

120:24, 121:2,

121:11, 121:20,

121:24, 125:17,

125:19, 126:1,

126:10, 126:15,

129:17, 129:20,

130:11, 130:13,

130:17, 130:21,

130:24, 138:13,

139:17, 146:17,

147:23, 148:10,

149:10, 159:13,

159:16, 160:15,

166:15, 169:11,

169:15, 170:7,

170:14, 171:14,

171:16, 172:1,

173:19, 176:15,

176:16, 178:1, 179:9,

179:10, 179:19,

181:3, 181:12,

181:15, 181:17,

182:1, 184:16,

184:19, 185:18,

185:21, 189:17,

195:2, 197:9

Duty [8] - 1:10, 3:7,

25:9, 92:2, 92:4,

93:12, 147:17, 190:17

E

E.U [2] - 30:23, 44:5

E85 [1] - 100:21

earliest [2] - 50:15,

59:21

early [7] - 26:22,

55:14, 85:14, 93:7,

116:15, 139:17,

192:19

earn [1] - 55:19

earnings [1] - 107:16

Earth [3] - 186:21,

187:16, 188:16

earth [1] - 70:15

easiest [1] - 70:17

East [2] - 1:17, 32:11

easy [3] - 46:1,

116:14, 124:15

Eaton [6] - 4:7, 74:6,

74:8, 75:23, 93:14,

120:1

eaton [5] - 74:10,

74:15, 74:22, 75:17,

78:13

Eaton's [1] - 76:6

eaton's [1] - 76:9

echo [1] - 186:24

EcoBoost [1] - 26:3

Economic [2] -

125:5, 190:15

economic [20] -

20:9, 20:18, 24:19,

54:5, 64:13, 86:1,

86:17, 97:12, 98:23,

107:15, 108:24,

124:3, 138:5, 138:8,

157:7, 178:20, 180:8,

186:7, 190:9, 190:14

economically [2] -

64:2, 166:16

economy [96] -

19:19, 20:4, 20:17,

24:16, 25:23, 26:6,

26:9, 26:21, 37:2,

37:13, 37:16, 37:20,

37:24, 38:10, 42:5,

48:15, 54:17, 54:19,

56:4, 58:18, 59:19,

61:11, 65:7, 65:21,

69:20, 75:20, 76:20,

77:3, 78:4, 79:23,

80:3, 80:9, 80:13,

80:17, 80:22, 81:1,

81:4, 81:6, 81:9,

81:15, 81:17, 81:21,

81:22, 82:16, 82:21,

83:3, 83:5, 83:21,

84:7, 84:8, 84:14,

84:16, 84:20, 85:23,

86:10, 86:13, 87:1,

98:6, 98:11, 100:3,

101:8, 101:11,

109:20, 112:23,

115:24, 116:8, 120:7,

121:1, 121:3, 133:15,

140:6, 148:12,

148:23, 159:12,

162:13, 163:20,

163:23, 164:18,

165:23, 169:2,

169:14, 169:20,

170:4, 179:8, 179:15,

182:8, 182:14, 191:4,

192:18, 193:23,

194:14, 200:1,

203:20, 205:5, 209:6,

217:19

Economy [7] - 2:8,

3:17, 11:17, 48:14,

190:16, 192:15, 206:6

economygreenhouse [1] - 20:4

economy-related [1]

- 83:21

ecosystem [2] -

198:19, 198:21

ecosystems [1] -

203:10

ed [1] - 138:3

Ed [1] - 63:9

EDF [1] - 140:7

EDS [1] - 137:20

education [1] - 124:1

eery [1] - 163:11

effect [3] - 29:21,

86:16, 182:7

effective [21] - 14:24,

15:11, 18:24, 27:5,

64:6, 80:14, 81:3,

81:10, 96:5, 99:9,

101:13, 110:14,

128:9, 138:14, 149:2,

150:6, 153:24,

154:17, 162:7, 180:6

effectively [4] -

31:19, 74:16, 95:7,

130:17

effectiveness [2] -

109:16, 110:23

effects [10] - 29:5,

30:1, 89:16, 155:1,

181:7, 181:8, 196:21,

198:16, 203:5, 203:7

efficiencies [2] -

105:13, 189:21

efficiency [141] -

8:13, 8:23, 11:12,

11:23, 12:8, 12:10,

14:13, 15:4, 16:13,

16:18, 16:24, 17:13,

18:4, 18:8, 18:16,

18:19, 18:22, 19:1,

20:14, 20:20, 21:12,

24:7, 25:14, 26:11,

27:15, 34:23, 35:14,

36:10, 39:12, 39:13,

39:21, 40:4, 40:9,

40:11, 40:17, 40:21,

41:3, 42:2, 42:6,

42:23, 43:3, 44:24,

45:9, 48:16, 48:20,

51:3, 51:16, 52:16,

52:17, 53:11, 54:1,

54:14, 55:7, 58:6,

58:9, 61:18, 62:2,

62:21, 63:23, 64:7,

64:14, 68:5, 78:5,

78:10, 79:17, 79:18,

80:4, 83:23, 85:2,

87:3, 90:20, 91:13,

92:6, 92:9, 92:11,

92:23, 93:6, 95:6,

106:24, 107:7, 109:8,

112:5, 115:4, 124:10,

125:17, 127:17,

128:20, 131:4, 131:8,

135:14, 135:21,

136:3, 136:5, 136:15,

137:2, 139:15,

147:23, 149:17,

150:5, 157:24,

158:16, 158:21,

159:20, 166:11,

166:13, 166:15,

166:19, 167:13,

168:19, 170:2, 170:6,

170:13, 170:17,

170:20, 171:6, 172:1,

177:4, 177:23,

179:24, 180:3, 180:6,

181:24, 183:20,

183:24, 184:3,

184:17, 184:23,

187:5, 190:7, 190:11,

192:2, 192:19, 194:1,

195:6, 198:6, 198:24,

199:7, 217:13, 217:18

Efficiency [4] - 1:9,

3:19, 54:11, 93:12

JENSEN REPORTING (312) 236-6936

12

efficient [46] - 31:24,

32:3, 33:15, 33:19,

34:19, 39:19, 41:15,

41:18, 41:22, 42:22,

62:19, 64:3, 64:4,

69:18, 74:16, 74:19,

75:18, 81:7, 82:13,

84:2, 84:24, 86:3,

92:16, 107:10,

107:15, 119:14,

155:13, 157:1, 157:4,

166:3, 167:16,

167:23, 168:1,

169:19, 171:18,

177:6, 178:17, 184:4,

186:5, 190:6, 191:1,

191:7, 191:19,

191:21, 192:11,

201:14

Efficient [2] - 3:17,

48:14

efficiently [4] -

10:14, 45:21, 92:19,

138:2

effort [3] - 36:12,

98:20, 216:17

efforts [16] - 14:21,

24:16, 25:12, 35:20,

61:18, 69:13, 83:23,

84:1, 84:3, 108:23,

131:4, 158:10,

160:18, 180:18,

196:16, 203:14

EFPs [4] - 29:6,

29:15, 29:18

EIA [1] - 51:6

EISA [9] - 79:22,

79:24, 80:16, 80:24,

82:4, 100:15, 100:17,

101:7, 111:5

Eisenhower [1] -

136:18

either [2] - 77:13,

149:7

elaborate [4] - 46:12,

114:12, 144:22, 145:3

electric [8] - 62:19,

76:3, 76:4, 103:10,

113:14, 127:16,

130:24, 201:15

electrical [3] - 74:18,

77:24

electrically [1] -

130:7

electricity [1] -

156:12

electrification [2] -

24:8, 26:6

electronics [2] -

126:5, 145:13
element [2] - 56:15,

79:15

elements [4] - 15:16,

27:10, 55:13, 55:17

eligible [2] - 103:12,

173:15

eliminate [4] - 63:12,

99:19, 161:12, 162:20

eliminating [3] -

99:20, 156:18, 203:17

EMA [1] - 14:3

emergencies [1] -

132:22

emergency [4] -

133:8, 133:16,

141:21, 142:18

emerging [3] - 149:6,

189:24, 192:20

emission [12] - 15:2,

24:8, 27:19, 86:16,

95:9, 102:19, 104:14,

108:10, 120:19,

130:18, 136:14,

156:19

Emissions [1] - 1:8

emissions [118] -

8:23, 9:13, 11:12,

14:12, 14:18, 14:20,

14:23, 16:13, 17:19,

19:24, 22:2, 25:14,

25:24, 26:16, 27:12,

35:14, 35:24, 36:2,

36:5, 36:10, 36:19,

37:1, 37:13, 37:20,

37:24, 38:10, 45:22,

48:23, 52:22, 53:12,

55:6, 65:23, 68:8,

68:10, 71:1, 75:7,

75:9, 75:19, 76:12,

76:13, 76:18, 77:2,

78:10, 83:11, 91:12,

92:18, 92:23, 95:3,

96:1, 96:8, 98:10,

101:24, 102:6,

102:12, 102:17,

102:20, 104:8,

104:10, 104:22,

104:24, 105:2,

105:23, 106:3,

106:24, 107:4,

111:12, 113:7, 113:8,

116:1, 116:2, 118:8,

125:16, 128:8,

128:17, 130:22,

137:6, 138:13, 139:2,

148:10, 149:4, 149:5,

149:7, 151:16,

151:17, 151:18,

152:9, 155:1, 162:7,

163:4, 163:15,

163:17, 163:18,

164:18, 171:21,

171:23, 180:16,

181:9, 182:1, 182:13,

184:17, 184:24,

185:18, 190:13,

193:2, 193:4, 193:7,

193:10, 193:13,

195:16, 196:4, 196:6,

196:24, 197:22,

199:15, 202:6,

203:16, 203:21,

203:22

emit [6] - 58:19,

61:22, 102:2, 118:4,

195:17, 211:18

employ [2] - 79:2,

133:13

employed [5] - 9:17,

29:5, 133:19, 181:13,

181:16

employees [4] -

76:6, 181:23, 188:24,

208:4

employing [2] - 33:9,

134:3

employment [6] -

96:5, 181:7, 182:4,

182:6, 186:7, 204:18

enables [2] - 92:8,

130:16

enabling [1] - 14:23

enact [1] - 170:22

enacted [2] - 154:2,

182:24

enacting [1] - 204:5

enactment [1] -

79:21

encourage [17] -

12:17, 17:20, 55:23,

63:17, 64:9, 110:21,

113:15, 124:10,

128:13, 128:24,

141:10, 146:9,

152:19, 174:5,

189:22, 190:3, 193:24

encouraged [3] -

59:23, 193:22, 214:10

encourages [3] -

40:7, 128:5, 216:11

encouraging [3] -

44:4, 77:9, 103:20

end [13] - 15:9, 50:5,

88:12, 105:23, 122:5,

122:11, 130:9, 142:4,

156:20, 203:10,

204:18, 208:8, 209:1

endanger[2] - 67:1,

111:8

endangerment [2] -

111:10, 117:24

endeavor [1] -

131:20

ended [1] - 157:5

ending [1] - 188:3

endorsed [1] -

166:21

endorses [1] - 167:1

ends [2] - 31:18,

135:20

enemies [1] - 31:5

enemy [2] - 30:17,

214:22

Energy [20] - 3:17,

3:19, 4:15, 14:14,

16:4, 48:14, 51:3,

54:11, 79:16, 81:18,

92:20, 98:1, 98:4,

99:4, 99:5, 106:11,

118:17, 126:3,

144:21, 145:10

energy [52] - 8:17,

20:10, 28:19, 32:16,

48:16, 61:10, 61:11,

61:12, 62:24, 63:18,

66:8, 74:21, 89:12,

97:12, 98:24, 99:1,

100:4, 103:3, 107:3,

124:15, 127:16,

129:19, 131:21,

133:21, 138:21,

155:13, 155:15,

156:1, 156:6, 156:17,

157:3, 157:4, 157:7,

157:24, 158:16,

158:20, 158:21,

163:6, 181:9, 182:16,

186:6, 190:6, 190:12,

191:21, 192:12,

196:7, 205:4, 214:23,

214:24, 215:1

energy-efficient [2] -

155:13, 191:21

Energy-Efficient [2]

- 3:17, 48:14

energy-equivalent

[1] - 100:4

enforce [2] - 10:22,

187:9

enforceable [1] -

82:8

enforced [1] - 45:1

enforcement [4] -

80:13, 81:20, 95:13,

101:12

enforcing [2] -

136:5, 187:4

engage [3] - 40:2,

66:7, 79:1

engaged [1] - 36:16

engine [71] - 15:23,

17:7, 17:17, 18:1,

18:8, 18:15, 21:16,

21:17, 23:1, 23:7,

24:4, 24:5, 26:23,

36:4, 37:10, 37:11,

38:1, 38:7, 50:1,

50:10, 51:22, 79:9,

79:17, 83:2, 93:1,

94:20, 94:24, 95:8,

95:10, 95:12, 95:14,

95:16, 95:17, 95:19,

95:22, 95:23, 96:4,

96:7, 96:11, 96:12,

96:14, 97:1, 97:3,

102:8, 103:23, 105:2,

105:22, 106:4, 112:9,

113:7, 113:20,

128:18, 138:7, 139:9,

140:20, 140:21,

141:9, 148:13, 150:3,

150:20, 151:5,

151:19, 171:8,

179:11, 181:4,

181:12, 183:20,

184:3, 185:12, 185:13

Engine [5] - 3:3,

4:12, 13:23, 90:22,

93:8

engine-based [1] -

95:8

engine-related [1] -

105:2

engineer[2] - 19:14,

154:3

engineering [4] -

96:12, 130:19, 181:7,

182:2

engineers [1] - 96:9

engines [57] - 14:4,

14:20, 24:10, 25:15,

26:3, 35:15, 37:3,

37:18, 62:19, 64:3,

69:18, 80:10, 81:5,

81:12, 81:16, 82:3,

82:18, 84:9, 86:6,

86:24, 90:21, 91:3,

92:1, 92:10, 99:6,

102:1, 102:2, 102:9,

102:10, 102:13,

102:21, 103:1, 103:2,

103:10, 103:15,

103:18, 104:2,

108:16, 112:4,

112:21, 113:10,

113:11, 113:16,

113:21, 119:3,

119:24, 120:5,

125:17, 151:10,

151:12, 171:8,

JENSEN REPORTING (312) 236-6936

13

181:15, 183:3, 183:7,

183:11, 185:16, 190:2

Engines [1] - 1:10

enhance [2] - 62:9,

141:11

enhanced [1] -

143:18

enhancement [1] -

162:8

enhances [1] - 129:1

enhancing [1] -

130:22

enjoy [5] - 88:5,

88:11, 88:15, 102:12,

158:17

enjoyed [1] - 159:1

enormous [2] -

29:21, 117:11

ensure [28] - 17:21,

19:3, 41:7, 49:17,

50:9, 51:15, 54:4,

56:21, 64:18, 65:1,

65:5, 106:5, 119:16,

120:17, 121:8, 122:9,

135:19, 140:11,

166:18, 167:8,

167:20, 172:4,

178:18, 180:15,

196:23, 197:2, 200:4,

200:7

ensured [1] - 95:9

ensures [1] - 96:1

ensuring [3] -

121:17, 136:6, 138:9

entertain [1] - 70:11

enthusiastically [1] -

106:23

entire [13] - 17:8,

22:3, 29:24, 30:23,

32:11, 101:7, 119:2,

148:18, 151:2, 151:5,

161:18, 189:24,

196:17

entirely [5] - 16:13,

101:17, 139:5,

182:24, 184:10

entities [3] - 49:18,

127:5, 127:24

entitled [1] - 20:13

Entrepreneurs [2] -

5:15, 153:20

environment [36] -

19:12, 20:10, 24:15,

35:17, 41:12, 48:15,

65:8, 65:21, 69:20,

75:16, 75:22, 88:1,

88:2, 89:18, 107:10,

117:2, 118:4, 131:21,

140:7, 154:20,

158:22, 168:14,
168:16, 169:2, 170:3,

179:15, 186:21,

194:14, 197:18,

202:9, 207:21, 208:3,

214:7, 215:3, 215:15,

217:18

Environment [4] -

5:21, 122:18, 168:13,

168:17

ENVIRONMENTAL

[1] - 1:2

environmental [22] -

8:17, 12:7, 12:8, 12:9,

12:14, 24:19, 54:5,

61:9, 87:17, 88:22,

97:12, 115:18,

179:13, 180:8, 186:5,

189:7, 194:8, 198:13,

199:18, 214:5,

214:13, 217:8

Environmental [17] -

1:13, 2:9, 2:11, 5:9,

5:15, 8:6, 94:10,

104:19, 124:8, 125:2,

125:4, 125:5, 137:13,

153:20, 168:20,

200:6, 206:2

environmentally [3]

- 107:23, 108:9, 177:9

environmentallydamaging [1] - 177:9

envisioned [2] -

97:18, 150:23

EPA [125] - 1:13,

2:11, 2:13, 2:15, 9:5,

10:24, 11:24, 12:24,

14:6, 14:15, 14:16,

15:4, 15:10, 16:11,

17:20, 18:3, 18:10,

19:2, 20:22, 23:14,

23:22, 24:3, 24:13,

27:16, 36:15, 42:2,

42:23, 44:11, 54:20,

55:17, 56:10, 56:21,

61:17, 65:4, 68:9,

78:15, 78:21, 80:21,

82:5, 82:6, 82:8,

82:12, 83:12, 92:2,

92:17, 93:4, 93:20,

94:2, 94:12, 94:18,

95:4, 95:10, 97:8,

98:5, 100:10, 102:7,

102:20, 109:14,

110:3, 110:6, 110:10,

114:22, 115:22,

116:10, 116:15,

118:2, 118:13,

118:22, 119:1, 120:3,

120:15, 120:20,

121:6, 126:10,

126:14, 128:5,

128:19, 128:23,

129:11, 129:21,

131:3, 134:21,

137:16, 137:17,

164:21, 165:20,

166:13, 166:17,

167:7, 167:19, 168:6,

170:16, 171:23,

172:8, 176:1, 177:24,

179:17, 180:11,

180:17, 181:2, 183:2,

183:11, 183:16,

184:15, 185:8, 186:3,

186:8, 186:23, 187:4,

187:8, 189:22, 193:9,

194:10, 197:1,

197:20, 199:5,

201:21, 202:11,

203:14, 204:23,

209:13, 212:5,

214:22, 215:16,

218:10

EPA's [13] - 22:21,

46:2, 54:13, 64:22,

83:22, 110:15,

110:22, 117:23,

118:9, 140:5, 147:21,

166:22, 189:16

EPA-HQ-OAR-2010

-0162 [1] - 1:5

EPA/DOT [2] - 14:11,

19:18

EPCA [2] - 100:2,

101:7

EPCA's [2] - 81:19,

101:20

epiphany [1] -

154:18

equally [2] - 102:10,

154:22

equals [1] - 164:7

equates [1] - 133:21

equating [1] - 162:6

equipment [12] -

30:6, 53:1, 70:11,

75:2, 86:8, 95:12,

127:15, 130:5,

167:11, 167:12,

167:15, 167:18

equitable [1] -

158:14

equivalent [6] -

68:14, 100:4, 139:2,

170:11, 193:5, 199:19

Ernst [1] - 198:20

escalating [1] -

197:17

especially [16] -

35:20, 43:18, 44:5,

52:2, 59:4, 60:18,

73:16, 76:20, 85:20,

86:24, 107:18,

123:20, 127:12,

155:8, 200:19, 214:4

essential [9] - 18:16,

20:5, 84:15, 117:24,

133:12, 169:15,

176:12, 178:12,

180:18

establish [6] - 14:11,

27:1, 49:19, 83:13,

90:19, 204:19

established [8] -

61:13, 95:4, 109:21,

109:23, 128:2,

148:11, 186:17

establishes [1] -

94:20

establishing [6] -

21:16, 27:7, 95:8,

147:22, 150:19,

152:10

establishment [1] -

27:1

estimate [1] - 203:24

estimated [2] - 63:3,

204:23

estimates [5] - 63:1,

68:9, 191:4, 191:9,

192:24

et [5] - 87:23, 89:6,

89:14, 124:23, 174:19

Europe [3] - 17:21,

148:23, 214:4

European [1] - 150:4

evaluate [1] - 19:15

evaluation [1] - 24:6

event [2] - 39:6,

129:8

evolutionary [1] -

93:1

evolved [1] - 188:15

exacerbate [1] - 67:6

exacerbates [1] -

204:12

exactly [8] - 51:2,

58:15, 102:18,

113:17, 174:10,

174:23, 208:24,

209:20

examine [2] - 80:4,

159:20

example [14] - 64:2,

67:2, 74:18, 77:23,

85:3, 107:23, 108:8,

154:11, 161:3, 163:5,

164:1, 177:21, 190:1,

215:9

examples [5] -

66:21, 67:17, 142:5,

142:14, 162:21

exceed [2] - 119:22,

133:11

excellent [3] - 49:9,

82:11, 133:13

except [2] - 31:6,

82:9

exclusive [1] - 81:15

exclusively [1] -

111:5

excuse [2] - 45:6,

190:7

executing [1] - 25:20

executive [1] -

153:19

Executive [3] - 5:13,

94:7, 147:8

executives [2] -

207:17, 209:5

exempt [1] - 134:9

exemption [2] -

134:7, 134:12

exemptions [1] -

143:10

exerted [1] - 90:5

exhaust [4] - 41:1,

203:5, 204:10, 204:12

exist [3] - 18:8,

49:16, 91:20

existence [1] - 125:2

existing [21] - 15:14,

16:21, 17:14, 18:21,

64:3, 64:21, 77:7,

81:16, 86:4, 95:12,

95:16, 97:3, 97:16,

112:4, 125:21, 127:1,

129:15, 183:12,

189:23, 192:20,

199:13

exists [4] - 40:15,

171:5, 196:23, 200:3

expand [3] - 18:21,

114:24, 191:4

expanding [1] -

64:21

expansion [1] -

167:8

expect [4] - 10:1,

47:11, 105:15, 167:17

expecting [1] -

155:21

expects [1] - 126:3

expeditiously [1] -

20:23

expended [1] -

210:14

expenditures [1] -

48:23

expense [1] - 165:22

JENSEN REPORTING (312) 236-6936

14

expensive [1] -

83:14

experience [6] -

57:11, 60:8, 154:5,

157:10, 208:20,

214:18

experienced [1] -

68:23

experiences [2] -

155:20, 204:19

experiencing [1] -

158:18

experiment [1] -

85:15

expert [5] - 28:23,

29:19, 58:14, 87:16,

144:3

expertise [3] - 29:19,

80:2, 80:21

experts [3] - 16:16,

66:13, 150:22

explain [1] - 110:12

explaining [1] -

152:1

explicit [1] - 185:10

explicitly [3] - 77:14,

102:21, 103:6

explore [1] - 53:5

exploring [3] - 49:9,

74:21, 148:22

Explosive [1] - 29:6

explosives [2] -

29:14, 29:19

exporters [1] -

138:10

exports [1] - 31:18

exposed [1] - 156:15

exposure [5] -

107:12, 203:5, 204:9,

204:11, 204:20

express [5] - 11:11,

36:14, 97:7, 99:23,

101:4

expressed [2] -

94:16, 167:10

expressly [1] -

101:19

extend [2] - 76:13,

182:18

extended [1] - 40:9

extension [1] - 48:23

extensive [3] -

30:20, 56:18, 117:14

extensively [1] -

174:24

extent [5] - 52:19,

146:1, 148:24,

149:19, 174:4

extra [1] - 156:21

extracting [1] -
154:21

extraordinary [1] -

73:19

extreme [1] - 202:13

extremism [1] -

30:14

F

face [3] - 66:23, 67:5,

154:23

faced [1] - 95:4

faces [1] - 157:14

facilitate [3] - 49:19,

53:10, 95:14

facilities [1] - 26:2

facing [1] - 185:6

fact [13] - 17:2, 17:3,

35:22, 44:6, 45:24,

83:8, 100:16, 111:15,

139:13, 169:12,

207:2, 213:20, 218:17

factor [2] - 100:3,

195:14

factors [4] - 17:17,

96:15, 152:11, 189:8

fail [3] - 87:4, 170:16,

171:2

fails [1] - 170:22

failure [3] - 129:3,

129:8, 153:3

fair [4] - 26:19,

150:9, 158:13, 186:4

fairings [1] - 22:21

faith [1] - 17:11

fall [3] - 21:23, 134:8,

140:21

falling [1] - 123:22

falls [4] - 141:2,

210:4, 212:20, 212:21

Fallujah [1] - 69:4

families [5] - 33:5,

59:3, 60:1, 137:22,

209:6

families' [1] - 34:12

family [8] - 34:6,

34:10, 57:23, 70:12,

70:14, 194:9, 204:16,

213:10

family's [2] - 214:14,

216:15

fancy [2] - 212:20,

212:21

far [15] - 33:10,

36:23, 38:15, 71:5,

123:16, 124:11,

136:19, 149:7,

194:12, 203:12,

204:22, 210:4,

211:14, 211:20,

212:19

far-reaching [4] -

36:23, 38:15, 136:19,

204:22

farm [1] - 132:23

farms [1] - 132:16

faster [3] - 67:21,

93:2, 153:10

fastest [3] - 118:7,

163:22, 193:9

fastest-growing [1] -

193:9

father [4] - 8:18,

70:8, 213:19, 217:23

fathers [1] - 71:24

fauna [1] - 198:19

favor [1] - 91:10

fearing [1] - 85:6

feasibility [1] -

110:23

feasible [9] - 27:4,

64:2, 80:15, 81:3,

81:11, 101:14,

110:15, 110:16,

166:16

feasting [1] - 70:16

featured [1] - 117:14

features [5] - 26:13,

84:15, 85:3, 85:11,

85:19

federal [10] - 12:20,

69:2, 81:4, 83:5, 84:6,

123:17, 136:23,

198:5, 200:18, 205:14

federally [1] - 86:8

federation [1] -

168:17

Federation [3] - 6:3,

175:24, 186:17

Federation's [1] -

175:22

FedEx [4] - 31:24,

32:14, 93:14, 139:17

Fellow [1] - 28:20

fellow [2] - 58:5,

215:14

few [17] - 33:14,

40:18, 41:11, 49:24,

67:17, 79:11, 82:17,

84:23, 117:20,

123:23, 134:7,

134:10, 135:19,

159:18, 160:5, 166:5,

179:4

fewer [3] - 162:6,

164:7, 164:8

FFV [1] - 100:19

Field [2] - 5:21,

168:13

field [9] - 87:17,

127:21, 129:13,

129:16, 129:23,

136:3, 146:18, 192:3

fields [2] - 158:11,

187:23

fifth [2] - 56:7, 160:5

fight [2] - 89:24,

201:12

fighting [1] - 132:17

fights [1] - 66:7

fill [2] - 42:15, 201:1

fill-ups [1] - 42:15

final [15] - 10:1, 15:8,

16:5, 76:23, 97:14,

117:17, 120:5,

120:15, 126:22,

127:13, 140:11,

152:8, 152:19,

164:23, 172:11

finalization [1] -

78:11

finalize [3] - 25:16,

91:17, 118:22

finalized [6] - 15:11,

18:20, 63:21, 65:5,

92:2, 119:15

finalizing [1] - 27:24

finally [14] - 13:6,

17:16, 24:3, 27:13,

56:13, 58:7, 60:22,

77:21, 86:13, 121:13,

149:22, 153:6,

164:13, 207:6

finances [1] - 207:15

financial [4] -

118:20, 155:22,

177:3, 213:15

financially [3] -

108:5, 108:17, 157:6

findings [5] - 111:16,

149:14, 149:15,

161:13, 162:4

fine [1] - 90:15

finger[1] - 155:15

finished [1] - 10:16

finishing [1] - 195:10

fire [3] - 132:15,

132:17, 133:9

firecracker [1] - 71:2

fired [1] - 69:1

fires [3] - 117:10,

132:16, 132:17

firms [2] - 108:18,

181:13

first [72] - 8:12,

11:15, 13:11, 13:13,

13:16, 15:22, 16:12,

19:19, 20:4, 22:8,

27:17, 28:6, 28:8,

39:20, 42:4, 43:17,

49:22, 50:20, 51:12,

55:5, 55:10, 61:1,

62:1, 63:22, 65:12,

68:11, 72:16, 77:6,

79:14, 79:21, 80:4,

81:1, 84:16, 85:1,

88:8, 89:8, 89:18,

95:3, 96:22, 98:23,

99:3, 103:8, 108:21,

109:20, 115:23,

117:21, 137:22,

145:6, 147:22, 148:1,

148:9, 149:9, 149:11,

150:11, 150:19,

151:1, 152:16,

159:11, 159:12,

170:6, 170:15,

170:24, 179:5, 180:9,

185:24, 191:13,

194:10, 199:6,

202:24, 213:2, 216:5,

220:4

First [2] - 1:15, 46:8

firsthand [5] - 28:24,

29:4, 31:14, 68:20,

214:11

fish [1] - 176:11

fishing [1] - 177:14

fits [1] - 184:20

fittings [1] - 64:4

five [10] - 25:22,

28:16, 55:11, 63:11,

68:11, 88:8, 164:2,

190:12, 191:13, 193:2

five-time [1] - 28:16

fixation [1] - 136:10

fleet [18] - 9:4, 20:15,

25:24, 40:5, 40:10,

41:15, 56:17, 62:11,

65:23, 76:10, 77:1,

83:14, 135:23,

138:14, 161:18,

179:12, 184:14,

185:18

fleets [14] - 64:10,

82:2, 85:14, 121:12,

125:22, 139:22,

139:24, 140:2, 166:2,

167:10, 167:14,

167:24, 173:22, 178:7

flexibility [7] - 15:16,

27:18, 55:13, 77:22,

121:13, 121:17,

185:20

flexible [4] - 100:8,

100:18, 100:24,

130:20

flexible-fueled [2] -

100:18, 100:24

JENSEN REPORTING (312) 236-6936

15

flooding [2] - 117:1,

202:14

Floor [1] - 1:21

floor [4] - 58:4,

117:1, 198:17, 198:21

floors [1] - 162:23

Florida [1] - 139:19

Florida's [1] - 198:20

flush [1] - 82:17

focus [8] - 36:22,

77:17, 79:11, 84:13,

91:1, 113:7, 119:3,

151:2

focused [5] - 15:8,

18:16, 92:18, 125:20,

151:16

focusing [1] - 112:23

fold [1] - 110:13

folks [1] - 115:21

follow [7] - 41:24,

72:24, 121:19, 125:9,

152:24, 157:11, 201:9

following [3] - 22:7,

63:20, 190:8

food [8] - 67:5, 89:1,

193:12, 213:11,

213:13, 213:21,

213:22

foolish [1] - 208:23

footprint [4] - 70:13,

163:9, 166:9, 185:2

for-hire [1] - 82:1

force [3] - 30:8,

61:13, 67:15

forces [4] - 67:7,

67:12, 157:14, 158:13

forcing [2] - 118:16,

118:23

ford [1] - 25:21

Ford [13] - 3:7,

13:18, 25:9, 25:20,

26:8, 26:14, 26:24,

27:1, 27:13, 27:20,

60:6, 60:24, 120:12

forecast [1] - 51:4

forecasts [1] - 154:8

forefront [1] - 176:21

forego [1] - 83:12

foregoing [2] -

220:10, 220:11

foreign [18] - 31:1,

31:17, 61:9, 62:6,

63:9, 75:14, 98:10,

99:20, 101:6, 104:16,

105:14, 107:4,

108:24, 118:19,

139:7, 196:15,

196:18, 201:13

foreseeable [1] -

128:1
forest [1] - 117:10

forests [2] - 117:4,

132:17

forget [1] - 99:4

forgive [1] - 48:4

form [2] - 89:12,

157:15

formal [1] - 103:24

Formed [1] - 29:6

former [1] - 31:6

forms [1] - 89:12

formula [1] - 100:2

formulation [1] -

182:4

forth [2] - 94:3,

109:16

forward [58] - 9:20,

9:21, 19:2, 21:4, 22:9,

24:23, 26:5, 36:11,

38:14, 40:8, 43:18,

43:21, 43:23, 48:8,

48:10, 48:21, 54:17,

56:21, 62:15, 65:4,

69:19, 73:19, 73:23,

78:13, 97:13, 108:20,

108:22, 109:18,

111:24, 114:4, 131:7,

139:23, 140:8,

140:12, 145:24,

146:23, 148:15,

148:19, 148:20,

159:2, 168:6, 171:24,

172:9, 172:18,

175:17, 175:18,

178:12, 180:12,

186:7, 200:2, 205:20,

211:23, 212:6, 212:7,

214:17, 217:6, 218:23

forwards [1] - 42:3

fossil [9] - 41:2,

66:6, 68:20, 130:6,

157:15, 158:6,

194:15, 198:15,

214:16

fostered [1] - 92:21

fostering [2] - 75:14,

76:24

fought [2] - 31:8,

60:7

foundation [6] -

21:5, 78:1, 92:12,

95:11, 116:17, 178:20

Foundation [1] -

57:7

foundational [1] -

55:9

founded [2] - 177:13,

189:5

four [11] - 15:24,

34:5, 34:10, 44:19,

80:18, 114:7, 117:12,

145:15, 166:8,

190:12, 192:12

fourth [2] - 17:7,

56:5

fracturing [1] -

187:23

frame [3] - 160:4,

162:23, 164:2

framed [1] - 112:18

framework [3] -

26:17, 76:22, 93:17

FRANCE [13] - 72:5,

72:21, 73:12, 140:17,

141:10, 142:22,

143:5, 143:23,

144:16, 174:2,

174:10, 174:23, 175:3

France [2] - 2:12,

11:1

franchised [1] -

78:24

franchises [1] -

57:22

Frank [4] - 3:20,

47:20, 57:2, 57:19

FRANK [1] - 57:3

frank [2] - 57:20,

60:24

frankly [2] - 150:21,

206:21

Fred [1] - 94:11

Frederick [1] - 32:13

free [1] - 165:2

Free [4] - 3:9, 28:5,

28:20, 63:15

freight [15] - 61:21,

82:13, 82:16, 83:12,

83:15, 83:17, 83:18,

85:21, 86:22, 116:2,

119:4, 122:19,

191:16, 198:4, 200:9

Freight [1] - 165:14

frequent [1] - 156:10

Friday [2] - 88:9,

88:11

friends [1] - 194:9

front [5] - 85:19,

86:11, 175:15,

202:15, 205:22

frozen [1] - 213:12

fruit [2] - 143:15,

203:20

frustrated [1] -

157:19

frustrating [1] -

216:5

fuel [292] - 8:13,

8:23, 11:12, 11:22,

12:7, 12:10, 14:13,

14:22, 15:3, 16:13,

16:18, 16:24, 17:4,

17:13, 18:4, 18:7,

18:16, 18:19, 18:21,

19:1, 19:19, 20:3,

20:4, 20:14, 20:20,

21:18, 22:12, 22:18,

24:10, 25:14, 25:23,

26:6, 26:9, 26:11,

26:16, 26:21, 27:12,

27:15, 28:8, 32:8,

33:10, 33:15, 34:17,

34:19, 34:22, 34:24,

35:14, 36:3, 36:10,

37:1, 37:13, 37:16,

37:20, 37:24, 38:10,

39:12, 39:13, 39:19,

39:21, 40:4, 40:14,

40:16, 40:21, 41:3,

41:15, 41:17, 41:20,

41:22, 42:2, 42:6,

42:9, 42:22, 42:23,

43:3, 44:18, 44:24,

45:9, 45:20, 48:20,

48:23, 49:17, 51:3,

52:16, 52:17, 52:20,

53:11, 54:1, 54:14,

54:19, 55:6, 58:6,

58:12, 58:18, 58:19,

59:15, 59:19, 61:18,

61:22, 62:2, 62:21,

63:4, 64:4, 64:5,

64:14, 66:9, 68:5,

68:17, 69:7, 74:20,

75:6, 75:9, 75:18,

75:24, 76:11, 76:17,

76:19, 77:2, 78:5,

78:10, 79:23, 80:3,

80:4, 80:9, 80:12,

80:17, 80:22, 81:1,

81:4, 81:6, 81:9,

81:15, 81:16, 81:21,

81:22, 82:21, 83:3,

83:5, 83:19, 83:20,

83:23, 84:7, 84:8,

84:11, 84:13, 84:16,

84:20, 84:24, 85:2,

85:23, 86:3, 86:10,

86:13, 87:1, 87:3,

90:20, 92:5, 92:9,

92:11, 92:19, 93:6,

95:6, 96:7, 97:17,

98:1, 98:6, 99:14,

100:2, 100:8, 100:23,

101:8, 101:11,

103:11, 103:17,

104:6, 104:23,

106:24, 107:7, 109:8,

109:20, 112:12,

112:23, 112:24,

115:4, 115:24, 116:8,

119:8, 119:18,

119:21, 120:6,

120:24, 121:3,

122:19, 124:9,

125:16, 125:24,

128:8, 129:6, 130:6,

133:15, 135:13,

135:21, 136:3, 136:5,

136:15, 137:2,

138:17, 139:3,

139:15, 147:11,

147:22, 148:11,

148:23, 149:17,

151:3, 157:15, 158:6,

159:12, 159:20,

161:15, 161:19,

162:7, 162:13,

163:20, 163:23,

164:18, 165:21,

165:23, 166:11,

166:12, 166:14,

166:19, 167:6,

167:13, 167:23,

168:1, 168:19,

169:14, 169:19,

170:2, 170:6, 170:13,

170:17, 170:20,

171:3, 171:4, 171:17,

171:18, 171:22,

179:8, 179:24, 180:1,

180:3, 180:6, 180:16,

181:24, 184:17,

187:5, 190:5, 190:7,

190:19, 191:1, 191:7,

191:11, 191:16,

192:14, 192:21,

192:22, 192:24,

193:3, 193:14,

193:23, 195:4,

195:15, 195:17,

196:9, 196:24, 197:6,

197:8, 198:6, 198:15,

198:24, 199:7, 200:4,

201:14, 203:19,

214:9, 215:22, 216:7,

216:20

Fuel [7] - 1:9, 2:8,

11:17, 93:12, 147:16,

190:16, 206:6

fuel-efficient [12] -

41:22, 42:22, 64:4,

84:24, 86:3, 167:23,

168:1, 169:19,

171:18, 191:1, 191:7,

201:14

fuel-neutral [1] -

112:12

fuel-saving [1] -

75:24

fueled [4] - 100:9,

JENSEN REPORTING (312) 236-6936

16

100:18, 100:24,

102:22

fuels [16] - 18:2,

41:2, 55:23, 66:6,

68:21, 85:15, 100:1,

100:21, 101:5,

104:11, 104:15,

104:22, 105:1,

187:16, 194:15,

214:16

full [25] - 21:17,

55:11, 72:6, 72:12,

72:16, 72:19, 78:14,

80:18, 82:11, 101:2,

104:8, 104:24,

117:22, 119:4,

120:17, 148:9,

148:14, 149:19,

149:21, 155:12,

163:7, 171:11,

179:16, 181:4

fully [11] - 51:9,

104:4, 104:12,

108:13, 112:8,

112:19, 119:17,

120:6, 155:21,

171:13, 171:16

fumes [1] - 107:13

function [2] - 31:19,

152:11

functionality [6] -

27:6, 56:6, 132:10,

183:9, 184:8, 185:12

functioning [1] -

129:7

functions [1] - 54:23

Fund [3] - 5:9, 94:10,

137:13

fund [2] - 30:14,

188:23

fundamental [1] -

176:5

fundamentally [2] -

56:19, 75:15

funds [1] - 189:2

fungible [1] - 38:6

furniture [1] - 204:14

furthermore [2] -

113:1, 193:11

Fuso [1] - 79:8

future [34] - 38:17,

39:4, 41:19, 44:3,

49:19, 54:6, 57:9,

78:16, 86:1, 88:3,

88:16, 88:17, 90:7,

92:5, 124:3, 124:15,

129:2, 135:12,

136:16, 145:23,

158:23, 177:7,

181:22, 182:22,
183:24, 186:21,

202:21, 210:4,

210:22, 211:11,

211:12, 217:14,

218:6, 218:9

G

gain [4] - 136:10,

154:6, 190:21, 196:13

gained [3] - 97:5,

179:9, 199:18

gains [5] - 40:10,

40:17, 62:21, 64:14,

184:23

gallon [14] - 31:23,

60:19, 60:20, 107:6,

116:3, 122:22,

135:23, 156:22,

162:9, 165:24,

169:21, 196:8, 198:8,

211:17

gallons [13] - 31:15,

61:22, 76:17, 116:23,

122:23, 161:15,

161:19, 167:5,

192:22, 193:1, 197:5,

200:11, 216:7

game [1] - 160:18

gap [1] - 209:14

garbage [2] - 156:20,

198:5

Garcia [5] - 6:5,

175:12, 180:21,

180:22, 186:13

GARCIA [1] - 180:22

Gas [1] - 1:8

gas [156] - 8:13, 8:22,

9:7, 9:12, 11:12,

11:22, 14:12, 15:3,

17:13, 17:19, 18:4,

19:1, 19:20, 19:24,

20:4, 25:14, 25:24,

26:16, 27:12, 27:19,

28:9, 35:14, 36:10,

36:19, 37:1, 37:12,

37:15, 37:20, 37:24,

38:4, 38:9, 42:7,

42:13, 42:14, 42:15,

42:16, 45:22, 48:20,

48:22, 53:24, 54:14,

55:6, 61:23, 62:2,

62:8, 65:20, 65:23,

67:19, 68:8, 75:7,

75:19, 76:3, 83:4,

90:19, 92:5, 92:18,

93:5, 97:17, 98:2,

98:6, 98:10, 98:15,

98:16, 98:24, 99:1,

99:6, 99:13, 99:16,

100:1, 100:3, 101:23,

101:24, 102:1, 102:2,

102:5, 102:10,

102:11, 102:12,

102:17, 102:18,

102:22, 102:23,

103:5, 103:14,

103:23, 104:2, 104:4,

104:6, 104:16, 105:5,

105:8, 105:16,

105:19, 105:21,

106:1, 106:4, 106:14,

107:3, 111:12,

111:23, 112:6, 112:8,

112:16, 113:3, 113:6,

113:12, 113:13,

113:14, 113:22,

116:1, 116:8, 118:8,

121:18, 125:16,

129:5, 129:12,

130:18, 130:22,

136:14, 137:3, 137:5,

137:19, 138:13,

139:1, 147:22, 149:4,

151:17, 151:18,

156:10, 163:15,

166:13, 166:19,

166:23, 169:23,

179:8, 181:9, 182:1,

182:13, 187:5,

187:18, 190:13,

193:2, 193:4, 193:10,

193:14, 193:16,

197:22, 199:1, 199:2,

199:7, 201:23, 203:4,

203:21, 203:22, 204:3

gas-fuel [1] - 15:3

gases [20] - 27:15,

32:9, 44:19, 93:18,

95:6, 102:3, 111:8,

113:10, 118:3,

118:11, 128:15,

149:11, 166:11,

179:7, 195:5, 196:4,

201:21, 202:12,

203:12, 203:15

gasoline [12] - 27:7,

31:23, 41:13, 69:2,

100:4, 102:22, 104:7,

104:12, 105:7,

169:12, 185:10,

185:16

GDP [1] - 191:4

GEM [3] - 37:11,

38:2, 160:8

general [4] - 16:23,

39:14, 150:16, 158:1

General [14] - 2:15,

3:18, 6:8, 11:19,

32:12, 57:23, 60:3,

60:16, 67:19, 188:20,

189:5, 189:15, 190:2,

193:19

generally [1] - 34:5

generate [1] - 55:14

generated [2] -

156:12, 163:11

generates [1] -

163:10

generating [1] -

74:21

generation [11] -

8:18, 22:5, 62:4,

75:17, 88:18, 90:7,

126:2, 135:9, 136:1,

136:7, 145:8

generations [3] -

19:22, 41:6, 57:9

geochemist [1] -

203:6

Georgia [3] - 73:23,

74:2, 198:17

Georgina [3] - 4:10,

47:20, 87:15

Germany [1] -

216:13

gift [1] - 90:8

Gina [1] - 87:18

given [15] - 34:2,

52:5, 84:19, 84:21,

84:22, 99:23, 118:21,

156:10, 160:6,

160:16, 161:6,

174:14, 183:21,

193:7, 213:24

Glacier [1] - 117:13

glaciers [1] - 117:15

glad [3] - 60:21,

124:7, 147:20

Glenview [1] -

188:22

global [35] - 15:18,

17:18, 17:19, 20:8,

26:4, 44:4, 49:7,

59:10, 66:9, 69:12,

74:11, 117:7, 117:17,

118:6, 118:10,

122:10, 135:11,

140:9, 148:2, 149:1,

169:5, 172:6, 176:5,

178:23, 189:13,

196:5, 196:13,

196:19, 196:21,

198:1, 198:6, 199:15,

201:12

globally [2] - 94:15,

116:1

gM [1] - 54:15

GM [6] - 48:5, 54:12,

55:1, 59:2, 60:5,

120:11

Go60MPG [1] - 191:9

go60mpg.org [1] -

122:24

goal [9] - 20:6,

89:20, 99:20, 101:5,

101:20, 112:13,

122:21, 194:15,

207:18

goals [9] - 9:7,

21:24, 27:19, 43:1,

94:16, 98:9, 106:12,

130:18, 138:23

GOMEZ [1] - 209:24

Gomez [7] - 7:3,

47:20, 205:19,

209:23, 209:24,

212:24, 218:22

good-paying [1] -

41:24

goods [14] - 17:9,

17:11, 44:17, 45:10,

45:17, 59:16, 62:23,

63:6, 92:20, 107:17,

170:1, 191:3, 201:19,

205:3

Gordon [4] - 6:18,

67:20, 200:24, 203:1

GORR [1] - 153:16

Gorr [5] - 5:14,

147:2, 153:15,

153:18, 159:4

governance [1] -

189:8

governing [1] -

84:19

government [24] -

10:17, 10:24, 30:2,

30:11, 32:1, 39:4,

39:7, 39:23, 40:2,

63:17, 91:12, 92:15,

123:18, 135:17,

136:2, 136:23,

147:11, 155:16,

157:16, 158:3,

158:11, 202:18,

208:13, 214:10

Government [2] -

3:11, 35:12

government's [1] -

201:9

governments [1] -

214:19

grade [1] - 116:13

graduates [1] -

195:12

grandchildren [4] -

41:8, 137:8, 154:23,

177:19

grandmother[1] -

JENSEN REPORTING (312) 236-6936

17

135:7

grandson [2] -

154:2, 159:3

grant [1] - 116:16

granted [1] - 57:13

grasslands [1] -

132:18

grassroots [1] -

115:17

grateful [2] - 39:10,

57:23

graveyard [1] -

198:18

great [10] - 19:17,

26:10, 30:10, 70:18,

146:19, 152:6,

159:14, 186:11,

196:23, 203:21

Great [2] - 6:3,

175:22

greater [12] - 20:15,

23:8, 92:9, 158:23,

158:24, 164:22,

170:6, 171:17,

171:20, 180:7,

180:10, 189:21

greatest [6] - 24:18,

172:5, 172:6, 195:22,

196:20, 204:9

greatly [8] - 45:8,

63:14, 95:1, 107:13,

118:12, 118:16,

188:13, 201:7

green [5] - 70:22,

70:24, 108:15,

138:11, 157:13

GREEN [1] - 188:19

Green [8] - 3:23,

4:21, 6:8, 115:16,

175:13, 188:18,

188:20, 194:4

Greenhouse [1] - 1:8

greenhouse [126] -

8:13, 8:22, 9:7, 9:12,

11:12, 11:22, 14:12,

15:3, 17:12, 17:18,

18:4, 19:1, 19:19,

19:24, 20:4, 25:13,

25:24, 26:16, 27:11,

27:15, 27:19, 28:9,

32:9, 35:14, 36:10,

36:19, 37:1, 37:12,

37:15, 37:20, 37:24,

38:4, 38:9, 44:19,

45:22, 48:20, 48:22,

53:24, 54:14, 55:6,

61:23, 62:2, 62:8,

65:20, 65:23, 67:19,

68:8, 75:7, 75:19,

83:4, 90:19, 92:5,
92:18, 93:5, 93:18,

95:6, 97:17, 98:6,

98:10, 98:24, 101:24,

102:3, 102:12,

102:17, 106:1, 107:3,

111:8, 111:11, 112:6,

113:10, 113:12,

116:1, 116:8, 118:2,

118:8, 118:11,

121:18, 125:16,

128:15, 129:5,

129:12, 130:18,

130:22, 136:14,

137:3, 137:5, 137:19,

138:13, 139:1,

147:22, 149:4,

149:11, 151:17,

151:18, 163:15,

166:11, 166:13,

166:19, 166:23,

179:7, 179:8, 181:9,

181:24, 182:13,

187:5, 190:13, 193:2,

193:4, 193:10,

193:14, 193:16,

195:5, 196:4, 197:21,

199:1, 199:2, 199:7,

201:21, 201:23,

202:12, 203:4,

203:12, 203:15,

203:21, 203:22, 204:3

Greenland [1] -

202:16

Greenland's [1] -

117:13

GREET [1] - 104:9

grenades [1] - 29:21

grid [2] - 130:1,

130:10

grocery [1] - 156:4

gross [1] - 161:23

ground [1] - 31:16

groundbreaking [2]

- 24:14, 166:22

Group [5] - 4:7, 74:7,

93:13, 159:10, 206:7

group [3] - 44:13,

151:16, 168:15

groups [9] - 122:18,

124:16, 124:18,

151:7, 151:20,

168:17, 177:14,

179:13, 189:12

grow [3] - 75:21,

158:16, 192:19

growing [4] - 67:10,

118:7, 193:9, 204:20

grown [1] - 192:18

growth [7] - 20:9,

62:24, 137:22, 186:7,

190:10, 190:14, 205:4

guard [1] - 73:1

guess [3] - 46:7,

152:18, 175:6

guest [1] - 94:11

Gulf [7] - 65:16,

116:24, 117:1, 169:3,

176:21, 187:17,

198:18

Gulfport [1] - 69:4

guys [2] - 47:15,

207:2

guzzle [1] - 116:4

guzzling [1] - 169:23

GVW [1] - 161:23

H

half [4] - 30:24,

42:10, 161:23

hamper [1] - 60:14

hampered [1] - 133:1

hand [5] - 25:3,

35:22, 100:20,

101:16, 101:18

handling [2] - 83:15,

83:17

hands [2] - 90:7,

210:4

hanging [2] - 143:15,

203:20

happy [6] - 43:14,

44:15, 45:2, 45:22,

46:13, 212:13

hard [6] - 20:24,

32:21, 44:1, 114:7,

123:13, 123:21

harder [1] - 218:5

harmed [1] - 108:6

harmful [3] - 76:18,

89:15, 124:13

harmonize [2] -

26:16, 55:17

harmonized [2] -

25:13, 149:24

hate [1] - 31:11

haul [13] - 22:12,

22:17, 61:21, 64:6,

70:10, 85:3, 107:6,

119:4, 171:3, 200:5,

200:9, 202:1, 204:1

hauling [2] - 34:17,

86:22

hawk [1] - 28:11

hazard [1] - 58:21

hazardous [2] -

107:23, 108:9

head [1] - 213:17

heading [1] - 177:19

headquartered [2] -

79:6, 91:2

Health [2] - 6:8,

188:21

health [20] - 40:20,

42:5, 58:22, 90:2,

90:3, 108:24, 111:8,

118:3, 125:3, 140:6,

154:11, 158:1, 176:7,

196:2, 202:9, 203:4,

204:21, 208:4, 215:4

healthier[5] - 41:9,

58:22, 158:22,

195:20, 217:16

healthy [2] - 19:12,

41:9

hear [10] - 8:11,

32:19, 32:21, 33:21,

46:11, 60:4, 144:19,

144:23, 205:14,

212:14

heard [5] - 149:23,

152:22, 190:1, 202:3,

208:11

hearing [18] - 8:2,

8:7, 9:22, 10:4, 11:20,

12:12, 12:22, 36:22,

78:22, 137:9, 186:24,

187:10, 205:12,

205:18, 218:20, 219:2

HEARING [1] - 1:7

Hearing [3] - 1:15,

220:10, 220:14

hearings [3] - 9:24,

13:7, 125:15

heart [1] - 124:24

Heart [1] - 28:15

heartedly [1] -

166:22

heartlands [1] -

178:10

heat [5] - 37:16,

66:23, 96:14, 117:11,

199:15

heat-trapping [1] -

199:15

heavier [3] - 45:8,

163:12, 210:6

heaviest [2] - 21:11,

181:14

heavily [1] - 133:23

Heavy [8] - 1:10, 3:7,

25:9, 92:2, 92:4,

93:12, 147:17, 190:17

heavy [108] - 8:12,

8:19, 8:24, 11:23,

14:4, 14:20, 17:7,

19:17, 19:20, 20:1,

21:9, 23:17, 23:23,

24:10, 25:15, 27:16,

35:15, 36:11, 36:21,

46:18, 47:2, 48:18,

48:21, 49:10, 54:1,

54:15, 55:7, 58:10,

61:19, 62:3, 62:12,

62:16, 63:1, 63:19,

65:24, 79:6, 80:5,

80:10, 90:20, 91:24,

92:10, 92:22, 95:5,

98:6, 99:6, 99:10,

99:15, 100:14,

100:16, 100:19,

100:22, 101:8,

101:14, 101:21,

102:1, 102:2, 102:5,

102:16, 102:21,

103:5, 105:4, 105:8,

106:6, 107:1, 108:22,

109:21, 112:20,

115:24, 118:5,

120:14, 125:17,

125:19, 126:10,

126:15, 130:17,

130:21, 130:24,

138:13, 147:23,

148:10, 149:10,

159:13, 159:16,

160:15, 166:15,

169:11, 169:15,

170:7, 170:14,

171:14, 172:1,

176:15, 179:10,

179:19, 180:15,

181:3, 181:12,

181:17, 182:1,

184:16, 185:18,

185:21, 189:17,

193:7, 195:2, 197:9,

201:16, 210:11

Heavy-Duty [8] -

1:10, 3:7, 25:9, 92:2,

92:4, 93:12, 147:17,

190:17

heavy-duty [100] -

8:12, 14:4, 14:20,

17:7, 19:17, 19:20,

20:1, 21:9, 23:17,

23:23, 24:10, 25:15,

27:16, 35:15, 36:11,

36:21, 46:18, 47:2,

48:18, 48:21, 49:10,

54:1, 54:15, 55:7,

58:10, 61:19, 62:3,

62:12, 62:16, 63:1,

63:19, 65:24, 79:6,

80:5, 80:10, 90:20,

91:24, 92:10, 92:22,

95:5, 98:6, 99:6,

99:10, 99:15, 100:14,

100:16, 100:19,

100:22, 101:8,

JENSEN REPORTING (312) 236-6936

18

101:14, 101:21,

102:1, 102:2, 102:5,

102:16, 102:21,

103:5, 105:4, 105:8,

106:6, 107:1, 108:22,

109:21, 112:20,

115:24, 118:5,

125:17, 125:19,

126:10, 126:15,

130:17, 130:21,

130:24, 138:13,

147:23, 148:10,

149:10, 159:13,

159:16, 160:15,

166:15, 169:11,

169:15, 170:7,

170:14, 171:14,

172:1, 176:15,

179:10, 179:19,

181:3, 181:12,

181:17, 182:1,

184:16, 185:18,

185:21, 189:17,

195:2, 197:9

Hector [1] - 87:18

heed [1] - 71:21

height [2] - 37:18,

39:22

held [1] - 74:14

helicopters [1] -

67:14

hello [3] - 87:15,

168:11, 209:24

help [32] - 14:7,

20:19, 42:5, 42:6,

44:2, 49:5, 62:20,

64:11, 64:24, 83:23,

86:4, 94:15, 105:13,

109:6, 110:4, 131:8,

138:1, 149:11, 153:9,

157:17, 160:18,

178:17, 180:4,

180:14, 181:22,

193:15, 193:20,

199:1, 201:11,

204:24, 214:6, 218:1

helped [1] - 93:13

helpful [3] - 55:12,

143:9, 143:19

helping [7] - 8:18,

33:6, 42:7, 42:12,

42:16, 157:8, 205:4

helps [5] - 31:4,

42:17, 54:17, 74:15,

96:19

hemopholis [1] -

90:3

hero [1] - 208:17

hi [3] - 70:3, 123:8,

206:4
hide [1] - 67:11

high [18] - 39:13,

40:11, 52:10, 75:15,

76:8, 79:11, 82:16,

85:7, 132:19, 135:20,

149:1, 162:15,

162:18, 164:17,

190:11, 192:2,

194:24, 210:13

high-level [1] - 79:11

high-technology [1]

- 76:8

high-voltage [1] -

132:19

higher [16] - 51:16,

58:3, 58:18, 60:12,

77:7, 87:3, 128:13,

128:20, 135:13,

135:21, 136:14,

149:7, 164:14,

195:15, 204:10, 208:7

highest [3] - 64:1,

65:2, 137:2

highlighted [1] -

173:9

highly [6] - 14:24,

15:12, 17:9, 17:10,

129:9, 178:16

highway [6] - 18:11,

45:7, 101:15, 136:19,

142:17, 195:14

Highway [7] - 1:14,

2:2, 2:4, 11:8, 92:2,

92:4, 206:5

highways [2] -

45:15, 70:20

hindered [1] - 20:20

hire [1] - 82:1

hiring [1] - 123:24

histiocytosis [1] -

87:20

historic [8] - 14:7,

97:9, 148:8, 148:9,

165:23, 168:22,

170:15, 172:9

historically [1] -

98:12

history [3] - 35:19,

93:4, 97:15

hit [2] - 67:11,

191:15

hold [2] - 10:3, 90:14

holding [1] - 193:18

home [13] - 31:13,

31:21, 34:21, 59:2,

66:22, 66:23, 69:13,

76:7, 138:10, 156:12,

195:11, 195:24, 213:6

homes [1] - 75:1

homogeneity [1] -

126:12

honest [1] - 208:14

honestly [1] - 134:11

honored [1] - 14:9

hope [12] - 33:16,

40:6, 41:5, 43:2,

89:19, 90:2, 114:3,

148:17, 157:10,

158:9, 188:13, 203:15

hopefully [3] - 41:9,

60:5, 195:18

hopes [1] - 105:3

hoping [1] - 46:4

hospital [1] - 88:9

hospitalizations [1] -

59:6

hospitals [1] - 74:24

host [1] - 165:2

hosting [1] - 78:22

hot [1] - 117:10

hotel [1] - 38:19

Hotel [1] - 1:17

hour [1] - 134:13

hours [2] - 130:11,

204:15

House [1] - 63:10

huge [5] - 67:9,

88:20, 187:11,

202:17, 208:9

hugely [2] - 152:17,

158:7

human [1] - 176:6

humans [1] - 70:15

Humboldt [1] - 123:9

humvee [1] - 29:24

humvees [1] - 29:8

hundred [1] - 82:17

hundreds [4] -

31:24, 59:22, 74:23,

76:6

hunting [1] - 177:14

Hurricane [4] -

65:16, 67:2, 68:22,

136:12

hurt [2] - 30:12,

124:21

hybrid [53] - 23:9,

26:5, 31:24, 42:9,

52:1, 62:19, 74:20,

75:22, 75:24, 76:1,

76:4, 76:5, 76:6, 76:9,

76:12, 103:10,

103:19, 113:14,

114:15, 114:16,

114:18, 114:19,

114:21, 125:18,

125:20, 126:4,

126:19, 126:24,

127:3, 127:12, 128:7,

128:8, 128:16,

128:21, 129:6,

129:10, 129:15,

129:24, 130:4,

130:15, 130:24,

139:17, 140:19,

141:2, 141:6, 144:20,

145:15, 156:7, 171:8,

184:5, 184:13,

191:21, 214:8

hybridization [2] -

76:18, 120:1

hybrids [4] - 76:3,

77:24, 122:4, 201:15

hydraulic [2] - 76:5,

130:11

I

ICC's [1] - 147:21

ICCT [3] - 147:10,

150:10, 150:22

ice [1] - 202:17

iceberg [1] - 117:11

icy [1] - 167:24

idea [4] - 25:5, 72:14,

151:21, 151:22

identified [3] - 16:16,

22:14, 119:21

identify [2] - 46:4,

112:3

identifying [1] -

143:14

idle [3] - 76:13,

127:17, 129:18

idling [3] - 62:20,

85:10, 204:15

IED [1] - 29:12

ignition [2] - 103:1,

103:2

ignorance [1] - 155:4

ignore [5] - 98:15,

105:20, 154:24,

155:7, 187:12

ignored [1] - 99:10

ignores [2] - 98:23,

99:21

ignoring [2] -

104:14, 187:15

II [2] - 3:15, 4:2

III [1] - 4:5

ill [1] - 136:20

Illinois [14] - 1:15,

1:18, 1:21, 5:19, 5:21,

165:13, 165:17,

166:24, 168:14,

168:16, 188:22,

190:21, 220:8

ILLINOIS [1] - 220:1

illness [4] - 87:19,

87:24, 88:12, 89:9

illnesses [2] - 88:4,

205:1

illustrate [1] - 177:1

immediate [2] - 88:3,

135:22

immune [3] - 87:20,

87:21, 88:22

impact [23] - 12:2,

12:7, 12:8, 12:9,

12:14, 35:16, 37:14,

37:19, 64:17, 70:16,

70:22, 71:3, 71:19,

77:10, 78:4, 100:21,

134:5, 151:5, 159:21,

162:1, 166:5, 168:2,

181:21

impacts [3] - 152:4,

154:8, 154:22

imperil [1] - 65:21

implement [12] -

15:1, 15:11, 18:24,

21:14, 23:16, 29:16,

32:2, 71:6, 101:10,

116:16, 196:14

implementation [12]

- 16:1, 16:8, 23:22,

26:23, 55:11, 55:16,

56:20, 95:15, 107:21,

182:17, 185:24, 187:2

implemented [18] -

14:18, 14:21, 16:15,

18:17, 45:2, 50:19,

55:24, 75:11, 96:24,

105:15, 108:2,

108:13, 171:17,

186:9, 195:16,

195:21, 199:14,

218:18

implementing [4] -

21:5, 22:23, 71:24,

171:14

implications [1] -

56:11

implicitly [1] - 77:14

implied [1] - 52:21

implore [1] - 59:20

imply [1] - 142:23

import [2] - 32:11,

63:13

importance [5] -

79:12, 107:2, 114:10,

149:24, 186:11

important [59] - 9:19,

17:16, 25:11, 26:7,

27:21, 39:14, 44:13,

50:3, 50:11, 50:21,

52:2, 52:4, 53:5, 53:8,

53:19, 53:21, 54:16,

54:20, 64:20, 65:24,

JENSEN REPORTING (312) 236-6936

19

68:6, 68:16, 69:19,

71:15, 71:16, 73:18,

77:4, 77:16, 79:15,

80:24, 81:24, 84:3,

90:2, 94:24, 106:8,

107:14, 111:23,

114:11, 114:19,

138:18, 139:6, 140:4,

150:16, 157:18,

170:5, 170:15, 176:4,

178:6, 181:18,

187:10, 194:12,

204:6, 206:12,

206:22, 211:10,

212:14, 212:19,

213:5, 218:24

importantly [5] -

35:7, 55:18, 118:15,

148:14, 152:17

imported [3] - 30:24,

59:11, 121:4

imports [5] - 68:14,

139:5, 215:18, 216:8,

217:13

impose [1] - 82:23

imposing [1] -

183:13

impossible [5] -

70:18, 70:21, 121:23,

150:13, 185:15

impressed [1] -

194:17

improve [32] - 8:17,

14:13, 21:12, 25:23,

26:11, 34:22, 35:2,

42:4, 44:19, 45:9,

45:18, 45:19, 58:6,

75:6, 83:23, 84:1,

91:13, 92:23, 105:16,

107:16, 112:5, 131:8,

133:15, 139:15,

163:23, 168:19,

171:5, 178:19,

180:15, 194:13,

195:6, 205:5

improved [9] - 21:20,

24:8, 32:16, 45:21,

50:2, 62:18, 92:11,

119:24, 158:22

improvement [14] -

17:1, 18:8, 18:22,

39:21, 40:19, 44:24,

46:5, 76:15, 77:12,

105:12, 107:11,

149:17, 162:12,

162:13

improvements [38] -

17:2, 17:3, 18:12,

18:14, 19:2, 21:18,

22:3, 22:17, 23:2,
23:7, 24:5, 24:7,

24:20, 26:21, 45:20,

48:16, 49:20, 50:5,

51:22, 55:21, 76:20,

87:4, 91:18, 102:8,

119:2, 119:4, 119:9,

119:13, 120:13,

128:22, 130:19,

132:2, 151:10, 163:5,

167:13, 171:8, 180:11

Improving [1] -

190:16

improving [14] -

18:16, 20:9, 37:13,

59:1, 75:15, 87:1,

98:11, 99:1, 120:16,

166:11, 169:14,

177:4, 177:23, 209:9

in-depth [1] - 194:19

inadvertently [1] -

17:13

Inc [4] - 57:20, 93:13,

93:15, 161:10

incentive [2] - 52:11,

101:2

incentives [10] -

38:8, 65:1, 91:7,

100:15, 100:17,

103:16, 122:7,

141:13, 158:12,

184:11

incentivize [1] -

82:12

incentivized [1] -

145:19

incentivizing [1] -

77:2

inception [1] -

166:24

inches [1] - 29:7

include [10] - 61:20,

64:24, 110:16,

113:15, 119:12,

120:6, 132:12,

140:19, 140:20,

193:13

included [9] - 12:2,

16:3, 34:17, 50:17,

100:17, 127:8,

130:14, 160:8, 163:11

includes [4] - 15:15,

26:1, 100:2, 128:4

including [17] - 9:2,

27:7, 28:13, 29:8,

76:3, 86:5, 93:21,

100:22, 111:12,

118:10, 137:22,

171:8, 179:19, 180:1,

188:15, 193:11,

193:18

inclusion [4] - 21:8,

50:14, 103:15, 184:9

income [1] - 30:11

incomplete [2] -

126:21, 127:7

inconsistency [1] -

151:20

incorporate [4] -

23:24, 103:4, 137:6,

192:8

Incorporated [2] -

4:13, 90:23

increase [17] - 27:3,

40:12, 84:4, 86:23,

122:12, 166:12,

169:24, 170:2,

170:17, 170:20,

171:3, 181:24, 182:3,

186:6, 191:16, 205:1,

205:4

increased [9] -

39:12, 41:3, 42:6,

42:23, 77:23, 164:6,

164:10, 167:22, 196:7

increases [4] -

51:10, 83:17, 83:19,

163:20

increasing [11] -

20:14, 26:5, 39:13,

40:3, 63:23, 116:7,

133:20, 164:12,

208:17, 208:18,

216:18

increasingly [2] -

20:8, 157:8

incredibly [4] -

15:22, 16:8, 49:11,

149:2

incremental [1] -

24:7

indeed [4] - 16:2,

17:8, 18:9, 160:23

Independence [5] -

14:14, 16:4, 79:16,

99:5, 118:18

independent [4] -

74:13, 95:18, 95:19,

96:10

independently [1] -

125:23

Indiana [1] - 91:2

Indianapolis [1] -

94:12

indicate [1] - 49:23

indicated [3] - 12:19,

72:7, 171:20

indicates [3] - 24:6,

120:22, 146:7

indicating [1] -

111:16

individual [5] -

33:12, 42:13, 162:21,

170:12, 178:24

individuals [4] -

136:22, 155:8, 157:2,

158:9

Indonesia [2] -

67:12, 67:14

Industrial [1] - 61:15

industries [2] -

155:16, 205:15

industry [43] - 15:13,

17:8, 17:18, 21:2,

27:3, 31:23, 35:17,

36:18, 41:23, 49:5,

56:2, 64:18, 69:17,

70:20, 75:13, 77:20,

78:12, 80:17, 91:1,

92:14, 93:21, 94:19,

97:5, 106:2, 113:3,

114:17, 126:8, 143:2,

153:9, 163:14,

164:19, 165:19,

166:2, 166:21,

167:19, 168:5,

187:18, 192:16,

203:23, 204:7,

209:17, 218:7

industry's [4] -

91:11, 106:14,

165:21, 166:9

inefficient [1] - 45:17

inertia [1] - 214:22

inevitably [1] - 84:5

inform [1] - 121:10

Information [1] -

51:4

information [11] -

12:4, 45:3, 45:11,

53:19, 67:24, 129:21,

130:14, 143:12,

165:4, 172:22, 180:2

infrastructure [1] -

18:12

ingenuity [3] - 33:16,

135:15, 172:3

inherent [2] - 112:15,

112:24

inherently [3] -

104:6, 112:16, 132:8

inherit [1] - 211:12

initial [8] - 62:24,

98:5, 103:9, 104:1,

106:8, 106:14, 166:6,

191:10

initiated [2] - 80:1,

136:24

initiating [1] - 116:12

initiatives [1] -

163:16

innovate [1] - 96:10

innovation [12] -

42:1, 75:14, 76:24,

78:3, 94:15, 138:10,

140:9, 192:5, 192:9,

204:7, 216:12, 217:6

innovations [3] -

124:4, 138:2, 138:5

innovative [10] -

14:16, 15:1, 26:10,

37:8, 91:8, 127:22,

129:1, 140:21, 173:4,

214:6

Innovative [2] -

37:22, 37:23

input [4] - 36:18,

93:7, 93:10, 106:11

inputs [1] - 134:1

inside [5] - 30:1,

74:23, 83:13, 208:17,

208:20

insight [1] - 213:24

insist [1] - 157:23

inspires [1] - 42:21

installation [2] -

127:12, 130:20

installed [1] - 126:20

instance [1] - 138:15

instead [4] - 23:7,

86:2, 86:3, 124:5

instinct [1] - 89:7

institutional [1] -

189:3

instructor[1] - 123:9

instrumental [1] -

14:5

insurance [2] - 59:8,

196:2

insurgency [2] -

29:5, 30:11

insurgent [1] - 30:8

insurgents [1] - 30:5

intact [1] - 95:16

integrate [1] - 140:1

integrated [3] -

17:24, 63:21, 95:18

integrator[1] -

114:16

intelligence [1] -

30:7

Intelligence [1] -

66:14

intends [2] - 79:12,

112:20

intense [2] - 117:11,

162:13

intensive [1] - 163:6

intent [3] - 99:24,

121:19, 131:20

intentions [1] - 22:8

JENSEN REPORTING (312) 236-6936

20

interest [7] - 41:12,

41:16, 62:13, 111:4,

124:17, 181:10,

189:12

interested [8] - 14:7,

39:3, 72:8, 111:19,

141:15, 172:17,

186:16, 186:20

interestingly [1] -

104:17

interests [4] -

131:21, 212:16,

212:17

interface [3] -

125:20, 128:16, 141:7

interfere [1] - 141:8

intermediate [3] -

126:22, 127:13, 131:1

intermittent [1] -

130:10

international [1] -

148:17

International [5] -

5:12, 6:5, 106:21,

147:9, 180:23

Internet [1] - 29:17

interpreted [1] -

82:22

interstate [1] -

136:19

intertwined [1] -

138:23

introduce [4] - 11:3,

11:15, 25:23, 206:1

introduction [2] -

129:1, 184:13

intrusive [2] - 127:4,

128:16

invented [1] - 101:2

invest [3] - 17:11,

96:10, 189:9

invested [4] - 26:8,

75:23, 104:9, 136:17

investigating [1] -

148:20

investigation [1] -

148:21

investing [3] - 25:21,

52:4, 209:8

investment [9] -

38:8, 50:10, 136:15,

156:5, 165:1, 191:11,

216:2, 216:4, 217:10

investments [8] -

20:20, 22:5, 86:20,

156:6, 179:23,

190:22, 191:3, 195:1

investor [2] - 189:4,

189:6

investors [3] -
189:11, 189:12,

193:17

invite [1] - 87:8

inviting [1] - 209:21

involved [3] - 32:20,

93:12, 127:6

involves [1] - 133:3

Iran [1] - 30:15

Iranian [3] - 30:2,

30:6, 30:11

Iraq [7] - 28:13, 30:4,

34:3, 34:4, 65:14,

68:15, 68:24

Iraqi [4] - 28:18,

29:9, 30:5, 139:5

ironic [1] - 214:23

ironically [1] -

213:24

irrelevant [2] - 10:21,

100:6

Islamic [1] - 30:14

isolate [1] - 134:1

isolation [1] - 134:3

issue [21] - 34:10,

34:12, 40:20, 40:21,

43:3, 44:10, 44:13,

52:14, 52:24, 88:2,

111:11, 113:18,

119:11, 167:21,

187:6, 194:12, 199:8,

206:12, 206:22, 207:5

issued [8] - 8:16,

12:6, 66:15, 80:11,

117:24, 164:23,

176:16, 179:9

issues [6] - 39:9,

44:3, 79:11, 80:7,

117:18, 148:4

issuing [4] - 59:19,

172:11, 197:8, 199:6

itself [4] - 30:9,

44:20, 90:4, 215:23

IV [2] - 4:19, 5:2

IV.B.2 [1] - 103:9

J

Jackson [1] - 36:7

James [1] - 2:7

Jan [4] - 6:6, 175:12,

186:14, 186:15

Japan [2] - 148:11,

216:14

Jed [5] - 3:3, 13:16,

13:22, 43:22, 46:6

Jensen [1] - 1:20

jettison [1] - 101:3

Jim [3] - 11:16, 31:6,

206:6

job [17] - 43:10,

62:10, 127:17, 130:2,

130:3, 130:8, 130:12,

137:22, 142:7,

142:16, 159:14,

190:14, 205:2,

206:16, 207:10, 209:3

jobs [24] - 20:9,

20:16, 41:24, 49:1,

61:11, 61:12, 62:7,

64:12, 75:15, 91:9,

98:11, 108:15, 138:6,

157:9, 178:19, 190:9,

190:20, 190:21,

190:23, 191:24,

192:2, 211:8, 217:5

Jobs [2] - 20:13,

190:15

Joe [6] - 5:3, 115:10,

125:12, 125:13,

140:17, 144:18

join [3] - 14:9,

115:21, 165:5

joining [1] - 10:24

joins [1] - 122:16

joint [6] - 8:12,

11:24, 19:18, 176:3,

177:24, 190:15

Joint [2] - 4:17,

106:20

Jones [10] - 1:23,

6:22, 175:9, 205:18,

205:19, 206:9,

206:15, 218:22, 220:4

JONES [2] - 206:10,

220:17

Julius [1] - 175:8

July [4] - 10:2, 91:17,

152:18, 165:13

justifiable [1] - 86:11

justify [2] - 85:9,

124:20

K

Kalamazoo [2] -

117:5, 176:24

Kandahar [1] - 69:4

Katrina [4] - 65:16,

67:3, 68:22, 136:12

keep [16] - 10:10,

10:13, 13:14, 20:7,

32:22, 40:6, 42:7,

54:17, 59:14, 86:4,

95:15, 125:7, 144:15,

152:20, 157:1, 188:4

keeping [3] - 57:17,

59:11, 188:12

Kelley [1] - 32:13

Ken [4] - 3:6, 13:17,

14:2, 25:8

Kenmore [1] - 79:5

Kenworth [1] - 79:7

key [6] - 8:21, 56:19,

79:11, 117:20, 148:3,

162:4

kids [7] - 57:9, 87:18,

88:14, 88:15, 89:5,

123:12

kill [1] - 30:12

killed [3] - 34:8,

34:20, 48:3

kind [9] - 44:3, 60:7,

114:20, 142:1,

175:14, 210:22,

211:19, 215:5, 216:16

kinds [1] - 136:21

Kiss [5] - 3:18, 48:5,

54:9, 54:10, 72:22

KISS [2] - 54:10,

73:5

Knickerbocker[1] -

1:17

knowledge [1] -

155:3

known [7] - 27:4,

34:2, 81:18, 127:7,

127:10, 166:14,

166:23

KODJAK [1] - 147:7

Kodjak [4] - 5:12,

147:1, 147:5, 147:8

Kodjak's [1] - 187:1

Korpalski [4] - 6:3,

175:8, 175:16, 175:20

KORPALSKI [1] -

175:20

KRAEMER [1] -

38:22

Kraemer [5] - 3:12,

13:19, 38:21, 38:23,

43:5

Krupp [1] - 94:11

Kyle [4] - 4:8, 73:24,

78:18, 109:5

L

labels [2] - 116:13,

121:9

labor [1] - 61:9

lack [1] - 180:2

LACKORE [5] -

131:11, 142:1, 143:2,

143:21, 143:24

Lackore [5] - 5:5,

115:11, 131:10,

131:11, 141:17

lag [2] - 113:19,

113:23

LaHood [1] - 36:8

laid [2] - 72:23, 91:16

Lakes [2] - 6:3,

175:22

lakes [1] - 70:22

landfills [1] - 132:14

lands [1] - 202:18

landscape [1] -

203:21

landscapes [1] -

135:6

landscaping [1] -

135:5

lanes [2] - 59:12,

59:14

LANGER [2] - 48:12,

72:11

Langer [4] - 3:16,

47:21, 48:7, 48:13

language [2] - 80:23,

99:24

languishing [1] -

81:13

large [20] - 15:7,

30:13, 40:11, 40:13,

40:14, 42:18, 70:9,

86:17, 120:11,

127:23, 128:1,

163:10, 185:17,

187:5, 195:14, 197:4,

198:4, 199:7, 203:20,

213:11

largely [5] - 98:15,

148:13, 153:4, 158:5,

196:17

larger [8] - 54:20,

59:20, 128:15, 156:8,

164:5, 178:3, 187:12,

187:15

largest [8] - 9:2,

21:10, 85:14, 115:17,

137:18, 188:2, 189:2,

213:22

last [18] - 8:14, 8:15,

25:2, 35:23, 39:20,

42:8, 48:3, 92:14,

106:16, 109:22,

116:22, 148:22,

165:24, 200:23,

205:19, 207:24,

213:11, 213:14

lastly [5] - 38:21,

60:2, 64:16, 80:20,

82:4

latest [1] - 92:1

latter [1] - 131:1

launched [1] - 92:17

Lauren [5] - 4:23,

JENSEN REPORTING (312) 236-6936

21

115:11, 123:5, 123:6,

123:8

law [3] - 81:17, 84:6,

121:6

lawmakers [1] -

157:23

lawnmower[1] -

29:23

laws [2] - 81:21,

81:22

lay [4] - 44:3, 50:11,

86:19, 188:24

layers [1] - 203:9

laying [2] - 207:13,

209:6

lead [12] - 15:15,

15:24, 16:10, 36:4,

45:16, 50:8, 62:3,

80:18, 110:23,

157:11, 184:13, 214:6

leader [3] - 28:18,

74:11, 191:20

leaders [7] - 31:18,

31:23, 49:3, 94:5,

179:21, 191:18,

215:12

leadership [12] -

26:9, 49:6, 62:12,

78:4, 97:8, 118:13,

190:11, 192:3, 199:6,

209:15, 209:16,

215:17

Leadership [1] -

93:12

leading [8] - 19:10,

98:1, 125:22, 138:9,

138:10, 163:21,

170:23, 178:16

leads [1] - 15:17

least [21] - 22:13,

22:18, 42:10, 47:13,

73:12, 80:18, 84:14,

106:16, 122:21,

140:18, 142:14,

143:5, 143:7, 143:15,

144:1, 144:7, 148:7,

148:16, 177:5,

191:24, 197:2

leave [5] - 58:16,

90:11, 135:9, 137:7,

218:2

leaving [1] - 81:13

led [4] - 34:16, 156:1,

156:15, 214:8

left [2] - 11:1, 165:4

legislation [4] -

108:11, 158:12,

202:10, 203:19

legitimate [1] -

174:15
length [2] - 18:11,

45:6

less [28] - 15:23,

33:19, 34:19, 34:20,

41:13, 58:19, 59:10,

63:6, 63:8, 66:5,

74:17, 74:20, 102:3,

103:17, 120:14,

132:7, 133:1, 133:20,

133:21, 156:21,

156:24, 164:3,

167:16, 188:7, 195:17

lessen [1] - 137:5

lessens [1] - 82:11

lesser [1] - 217:12

letter [4] - 32:15,

36:7, 58:3, 116:13

letters [1] - 93:22

letting [3] - 213:3,

218:14, 218:15

level [10] - 18:6,

42:13, 51:1, 79:11,

117:16, 127:21,

129:13, 136:3,

158:11, 176:9

levels [7] - 51:7,

51:16, 52:21, 67:7,

92:8, 163:19, 202:18

leverage [1] - 36:4

leveraging [3] - 26:4,

37:14, 37:18

library [1] - 29:17

lies [1] - 111:5

life [20] - 33:4, 58:22,

76:13, 88:5, 88:15,

89:5, 90:2, 90:8,

125:4, 138:18, 159:2,

163:4, 163:7, 163:13,

164:12, 186:22,

205:5, 206:19,

217:19, 218:13

life-giving [1] - 125:4

lifecycle [2] - 104:8,

104:24

lifestyle [2] - 155:13,

158:23

lifetime [6] - 9:9,

63:5, 138:24, 170:7,

199:17, 204:9

light [31] - 23:18,

23:20, 24:1, 46:9,

46:17, 46:19, 46:22,

55:3, 55:20, 56:17,

57:21, 79:23, 80:3,

82:20, 100:10,

100:14, 100:16,

101:22, 103:6, 116:9,

120:24, 121:2,

121:11, 121:20,

121:24, 171:16,

173:19, 176:16,

178:1, 179:9, 184:19

Light [1] - 139:20

light-duty [29] -

23:18, 23:20, 24:1,

46:9, 46:17, 46:19,

46:22, 55:3, 55:20,

56:17, 57:21, 80:3,

82:20, 100:10,

100:14, 100:16,

101:22, 103:6,

120:24, 121:2,

121:11, 121:20,

121:24, 171:16,

173:19, 176:16,

178:1, 179:9, 184:19

lighter [3] - 74:19,

160:3, 174:3

lighter-weight [1] -

160:3

lightweight [3] -

119:13, 160:10,

161:11

likely [5] - 60:13,

63:7, 85:5, 164:1,

181:6

limit [2] - 121:15,

129:2

limitation [3] - 18:11,

44:9, 134:13

limited [8] - 73:12,

79:10, 143:5, 143:16,

148:13, 157:20,

160:1, 184:6

limiters [1] - 47:10

limiting [2] - 183:20,

196:5

limits [5] - 10:22,

92:3, 119:5, 133:11,

133:12

line [2] - 84:6, 207:16

linear [1] - 203:13

Linebarger[2] -

94:10, 138:3

lines [2] - 38:7,

132:18

lineup [1] - 76:1

Linton [5] - 6:16,

175:8, 200:24, 201:3,

201:6

LINTON [1] - 201:5

lip [1] - 99:1

liquefied [1] - 102:23

list [5] - 10:14, 80:7,

84:16, 103:9, 103:14

listening [2] - 8:3,

71:20

literally [1] - 161:19

live [8] - 41:8, 41:9,

57:8, 88:15, 88:19,

187:12, 211:15,

213:18

livelihood [1] -

214:14

LiveNote [1] - 220:6

lives [13] - 33:8,

34:2, 34:9, 34:12,

35:3, 66:8, 67:1, 67:3,

69:10, 89:17, 117:3,

195:20, 196:9

living [3] - 89:13,

152:4, 201:17

load [2] - 132:14,

161:23

loader [1] - 145:12

loading [1] - 204:15

loads [4] - 34:18,

85:4, 132:13, 164:5

local [1] - 85:8

located [2] - 38:18,

188:22

locations [3] -

129:16, 134:7, 197:19

locked [1] - 203:8

locks [1] - 75:3

logical [1] - 130:20

logistical [1] - 67:14

long-haul [11] -

22:12, 22:17, 61:21,

64:6, 107:6, 119:4,

171:3, 200:5, 200:9,

202:1, 204:1

long-term [10] -

25:21, 136:21,

181:22, 189:8,

198:15, 209:12,

209:16, 209:17,

216:3, 216:6

longstanding [1] -

91:11

look [27] - 9:20, 19:2,

24:23, 31:23, 36:11,

38:14, 38:17, 56:21,

60:15, 65:4, 97:12,

108:22, 110:21,

113:2, 140:12,

157:19, 172:18,

186:7, 208:17,

208:24, 212:8, 214:1,

214:17, 216:2, 216:6,

217:9, 217:11

looked [2] - 46:16,

144:2

looking [18] - 9:21,

17:17, 43:23, 44:8,

47:1, 73:19, 78:13,

113:8, 114:4, 124:24,

140:1, 144:3, 144:7,

173:7, 192:7, 209:1,

209:14, 211:24

looks [2] - 131:7,

168:6

loophole [1] - 121:17

loopholes [1] -

107:23

LOPES [1] - 61:5

Lopes [3] - 3:22,

47:21, 61:3

Los [1] - 108:12

lose [1] - 89:23

losing [1] - 122:7

loss [3] - 18:19,

111:17, 133:21

lost [5] - 29:9, 117:3,

195:24, 210:16,

210:18

love [2] - 123:23,

124:14

low [27] - 22:19,

22:20, 36:3, 42:7,

85:22, 104:3, 104:23,

108:5, 108:16,

112:16, 120:9,

125:23, 132:3, 132:5,

134:3, 134:22,

142:15, 143:3, 143:8,

143:15, 143:17,

144:9, 162:19, 163:3,

164:17, 169:20,

203:20

low-hanging [2] -

143:15, 203:20

low-wage [1] -

108:16

lower [11] - 34:24,

59:15, 86:7, 93:2,

104:6, 107:17,

129:10, 130:17,

142:9, 186:1, 200:7

lowering [1] - 37:12

lung [1] - 204:10

lungs [2] - 87:23,

215:4

M

Mabus [1] - 34:14

machinery [1] -

74:17

made-in-America [1]

- 178:14

magically [1] - 88:4

magnetic [1] - 89:14

main [1] - 173:9

maintain [6] - 26:8,

77:22, 134:19,

164:14, 182:19,

193:21

maintained [1] -

JENSEN REPORTING (312) 236-6936

22

129:13

maintaining [2] -

77:1, 176:12

maintenance [2] -

86:23, 164:8

major [11] - 14:21,

24:20, 35:24, 48:21,

54:15, 98:9, 131:16,

161:23, 179:10,

179:12, 196:5

majority [7] - 39:18,

39:24, 84:12, 85:17,

134:3, 142:4

man [1] - 216:24

manage [2] - 16:18,

74:15

management [2] -

74:11, 189:7

Management [2] -

93:15, 94:6

Manager [4] - 3:19,

5:17, 54:11, 159:8

manages [1] -

188:23

managing [2] -

48:22, 165:15

mandate [3] - 82:21,

101:8, 110:15

mandated [2] -

83:11, 100:15

mandates [10] - 81:4,

81:6, 82:9, 83:5, 84:7,

85:23, 86:10, 86:13,

86:16, 134:12

mandating [3] -

132:2, 133:1, 134:22

mandatory [3] -

83:23, 83:24, 111:10

Mandel [5] - 3:3,

13:17, 13:20, 13:23,

43:22

MANDEL [3] - 13:22,

44:15, 46:13

Manhattan [1] -

117:12

manifest [1] - 90:5

mankind [1] - 40:23

manmade [1] - 41:4

manner [2] - 26:15,

64:6

manufacture [4] -

26:3, 81:4, 178:16,

182:3

manufactured [4] -

126:18, 127:11,

171:22, 181:20

manufacturer[8] -

14:3, 54:16, 54:22,

114:15, 126:20,

127:8, 128:4, 185:5
manufacturer's [3] -

18:9, 185:3, 185:17

manufacturers [54] -

9:4, 15:5, 15:23, 16:7,

16:17, 17:22, 18:15,

20:21, 23:5, 23:9,

33:6, 41:17, 41:21,

42:21, 49:2, 50:9,

52:24, 56:3, 56:9,

62:11, 64:14, 83:2,

91:3, 95:19, 96:13,

100:18, 103:23,

120:10, 126:19,

127:7, 127:20,

128:20, 131:1, 131:2,

131:13, 131:16,

138:7, 138:9, 139:9,

152:11, 160:3, 160:6,

160:16, 174:24,

178:15, 178:18,

179:12, 179:21,

180:1, 183:19,

185:23, 192:10,

194:22

Manufacturers [6] -

3:3, 3:4, 13:24, 93:8,

93:9

manufacturing [29] -

17:18, 20:7, 20:16,

41:24, 62:7, 62:14,

69:17, 74:24, 83:1,

108:6, 126:6, 126:16,

126:21, 126:22,

126:23, 127:6,

127:14, 135:16,

178:10, 178:15,

179:22, 181:7,

181:12, 181:22,

182:8, 190:12,

190:24, 191:19, 192:1

March [1] - 80:1

marginal [1] - 99:11

margins [1] - 85:21

Margo [7] - 2:10, 8:4,

11:6, 12:15, 12:18,

44:16, 206:2

Margo's [1] - 11:15

Marine [1] - 32:13

marines [1] - 30:13

Mark [3] - 3:12,

13:18, 38:22

mark [2] - 38:21,

203:16

market [21] - 17:10,

27:5, 36:21, 41:22,

49:7, 56:12, 60:22,

64:9, 75:5, 77:23,

78:9, 93:2, 95:16,

135:19, 135:20,

138:2, 138:5, 152:12,

153:3, 163:24, 192:11

marketing [6] - 83:1,

153:19, 206:16,

207:8, 207:12, 209:4

marketplace [13] -

15:14, 17:14, 20:8,

27:9, 56:8, 81:8,

86:12, 86:18, 87:5,

96:3, 105:9, 153:10,

184:21

markets [7] - 126:16,

147:12, 149:6, 150:1,

150:5, 153:8, 158:13

Markey [1] - 63:9

mass [3] - 67:8,

154:18, 161:14

Mass [1] - 118:2

Massachusetts [4] -

9:23, 111:7, 137:17,

218:21

massive [3] - 40:24,

196:16, 196:22

match [2] - 46:19,

96:21

matched [1] - 127:14

matches [1] - 51:2

material [3] - 70:10,

160:10, 163:7

materials [9] -

119:14, 160:3,

161:11, 161:14,

162:19, 163:3,

164:17, 207:12, 209:4

math [3] - 33:24,

186:18, 199:21

matter [8] - 58:20,

81:9, 91:24, 178:22,

186:11, 195:6,

195:17, 204:12

matures [1] - 171:12

maximize [6] - 22:2,

50:8, 64:13, 120:18,

151:11, 170:16

maximizing [1] -

152:13

maximum [1] - 54:4

MBA [1] - 156:3

McAlinden [6] - 3:6,

13:17, 25:5, 25:8

mean [9] - 34:19,

85:10, 102:11,

142:22, 145:3,

185:17, 211:19,

217:7, 218:3

meaningful [2] -

98:21, 153:24

meaningfully [1] -

32:18

means [12] - 34:20,

63:8, 71:13, 84:21,

98:17, 99:9, 99:22,

109:21, 133:19,

182:6, 208:22

meant [2] - 83:12,

114:13

meantime [1] - 124:7

measure [4] - 16:18,

16:23, 51:21, 105:3

measured [4] -

112:15, 142:23,

146:17, 173:8

measurement [2] -

80:12, 101:11

measures [5] -

64:11, 95:13, 185:2,

193:20, 194:1

mechanisms [4] -

26:20, 65:1, 97:4,

185:20

Medal [1] - 28:17

Medford [6] - 2:3,

8:8, 8:9, 11:3, 11:7,

206:4

MEDFORD [34] -

11:6, 19:4, 25:1, 25:7,

28:3, 35:6, 38:20,

43:5, 43:15, 47:6,

47:17, 72:22, 73:21,

78:17, 87:10, 90:10,

90:13, 90:16, 97:21,

106:15, 109:4, 115:7,

147:1, 153:14, 159:4,

165:8, 168:9, 172:14,

175:5, 200:23,

202:22, 205:7,

205:11, 206:4

medical [1] - 132:22

medicine [1] - 89:22

medium [47] - 8:23,

11:23, 21:9, 25:14,

27:15, 35:15, 36:10,

48:18, 48:20, 49:10,

54:1, 54:15, 55:7,

58:9, 61:19, 62:2,

70:9, 79:6, 80:5, 80:9,

90:20, 95:4, 101:14,

105:4, 105:8, 107:1,

108:21, 115:24,

125:17, 125:19,

126:15, 130:16,

130:21, 138:13,

139:17, 147:23,

166:15, 169:10,

169:15, 170:14,

176:15, 179:19,

181:3, 181:12,

181:15, 182:1, 189:17

Medium [2] - 1:9,

147:16

medium-duty [3] -

130:21, 139:17,

181:15

medium-sized [3] -

70:9, 107:1, 108:21

meet [22] - 16:19,

21:24, 22:1, 23:21,

81:2, 84:15, 86:7,

92:12, 92:22, 94:15,

96:20, 101:4, 101:19,

108:3, 113:24, 114:1,

128:20, 134:11,

185:5, 185:15,

199:12, 216:5

meeting [6] - 20:5,

32:20, 92:5, 138:15,

182:12, 211:5

meets [2] - 109:15,

129:5

melting [1] - 117:15

melts [1] - 202:17

member [17] - 34:16,

38:23, 63:10, 68:19,

70:4, 87:9, 123:11,

135:7, 147:14,

153:19, 194:7,

197:15, 201:7, 203:2,

210:2, 213:9, 213:10

members [32] -

10:14, 11:16, 14:3,

14:5, 14:15, 19:11,

36:17, 44:1, 106:22,

115:7, 115:18,

137:14, 160:4, 161:3,

163:1, 167:2, 168:16,

175:24, 176:8,

176:20, 177:15,

177:16, 177:19,

178:3, 178:8, 181:1,

181:11, 181:13,

181:16, 181:20,

181:21, 186:11

MEMBERS [2] - 2:2,

2:9

memorandum [2] -

8:16, 8:22

men [4] - 30:1, 34:1,

34:3, 188:1

mention [1] - 100:5

mentioned [11] -

33:2, 43:10, 44:7,

44:8, 51:23, 73:1,

73:3, 102:18, 162:10,

174:11, 188:1

Mesnikoff [6] - 4:20,

73:24, 87:11, 115:11,

115:14, 115:15

MESNIKOFF [2] -

90:15, 115:15

message [1] -

157:12

JENSEN REPORTING (312) 236-6936

23

methane [11] -

102:19, 103:24,

104:1, 105:2, 105:22,

113:4, 113:8, 187:7,

187:20, 187:21, 203:8

methanol [1] -

102:22

method [1] - 132:1

Methodist [3] - 6:9,

188:21, 188:24

methods [4] - 80:12,

101:11, 130:20,

148:21

metric [10] - 9:13,

87:1, 139:2, 167:5,

169:5, 170:12,

178:22, 193:5,

199:16, 202:3

metrics [3] - 80:12,

87:2, 101:11

Mexican [1] - 108:5

Mexico [4] - 107:24,

116:24, 148:22,

187:17

Michael [4] - 4:16,

48:1, 74:1, 106:16

Michelin [1] - 144:8

Michigan [2] -

175:23, 177:20

microphone [1] -

11:2

Middle [1] - 32:11

midrange [1] - 92:10

Midwest [3] - 176:10,

176:23, 178:10

might [11] - 52:23,

111:20, 141:11,

142:9, 155:3, 161:7,

172:19, 173:18,

188:7, 211:2

migrating [2] -

155:13, 158:3

migration [1] - 67:8

Mike [1] - 106:18

milage [1] - 156:9

mile [2] - 44:22,

156:21

miles [18] - 60:19,

60:20, 76:15, 84:4,

107:6, 116:3, 116:4,

122:22, 134:12,

135:23, 164:8,

165:23, 167:4,

169:17, 169:20,

196:8, 198:8, 211:17

military [18] - 28:12,

28:18, 29:12, 29:19,

30:6, 30:8, 31:14,

31:16, 31:18, 33:19,

34:15, 66:20, 67:13,
67:15, 67:22, 68:19,

196:16, 196:22

Millenium [1] - 1:17

MILLER [1] - 28:6

miller [2] - 35:6,

43:19

Miller [4] - 3:8,

13:18, 28:4, 28:10

million [41] - 9:13,

9:14, 30:21, 32:7,

34:9, 34:11, 57:21,

67:13, 68:10, 68:11,

68:15, 75:24, 76:15,

76:16, 82:20, 106:22,

108:1, 115:18, 116:5,

116:23, 119:7, 139:2,

139:3, 161:19, 167:5,

167:6, 168:5, 169:9,

170:9, 170:11,

175:24, 178:22,

178:23, 193:5, 193:6,

199:14, 199:16,

199:20, 199:22,

202:3, 216:8

mimic [1] - 113:16

mind [7] - 13:14,

32:22, 40:6, 56:12,

73:2, 144:15, 188:4

minds [1] - 124:3

mine [2] - 85:5,

136:6

minimize [3] - 41:2,

56:13, 64:11

minimizing [1] -

155:14

minimum [1] - 51:8

minute [1] - 115:8

minutes [1] - 10:10

Miranda [4] - 5:20,

147:2, 168:10, 168:12

misclassified [1] -

108:17

misinformation [1] -

156:15

mispronounce [1] -

48:2

miss [1] - 195:22

missed [1] - 173:12

missing [4] - 58:24,

88:9, 109:18, 161:1

mission [2] - 48:14,

147:10

missions [1] - 34:16

Mississippi [2] -

65:16, 69:5

mistakes [1] - 71:24

mitigate [1] - 192:13

mitigation [1] -

153:24

Mitsubishi [1] - 79:8

mix [2] - 132:14,

185:7

mixed [1] - 77:24

mixers [1] - 142:5

mobile [1] - 118:6

mode [2] - 130:2,

130:4

model [18] - 9:9,

21:14, 22:10, 37:11,

38:2, 54:2, 55:11,

80:18, 80:19, 85:24,

100:11, 104:9,

108:13, 119:15,

171:6, 185:7, 185:22,

190:4

modeled [1] - 203:13

models [2] - 23:9,

92:12

moderate [1] - 203:9

modern [1] - 41:15

modes [1] - 77:24

modest [1] - 23:12

modification [1] -

105:11

modified [2] -

113:22, 143:10

modify [1] - 114:1

mom [1] - 70:7

Mom [2] - 211:3,

211:7

moment [2] - 25:19,

175:11

money [13] - 30:5,

30:12, 33:13, 41:17,

63:8, 69:16, 71:15,

138:12, 190:10,

191:6, 199:3, 208:22,

212:4

monitor[1] - 129:15

month [2] - 213:11,

213:15

months [5] - 47:12,

86:9, 97:14, 164:3,

172:12

moon [1] - 217:1

moose [1] - 176:11

morally [1] - 155:5

moreover [4] - 80:16,

101:20, 139:9, 163:21

morning [17] - 11:6,

13:22, 19:6, 25:8,

38:22, 39:17, 54:9,

54:10, 57:2, 57:3,

61:4, 65:10, 70:2,

70:3, 74:2, 74:5,

109:7

mortars [1] - 29:20

mortgage [2] -

206:17, 207:10

most [26] - 9:15,

14:18, 18:17, 41:21,

59:6, 69:9, 76:1,

84:24, 90:2, 99:8,

102:8, 106:8, 124:14,

125:6, 125:7, 127:17,

133:8, 134:14,

143:24, 153:23,

154:17, 155:18,

156:14, 176:5,

181:18, 203:12

mother [3] - 87:17,

89:6, 135:6

mothers [1] - 71:24

motor [5] - 78:24,

81:5, 111:9, 111:12,

127:16

Motor [2] - 3:7, 25:10

Motors [7] - 3:18,

5:6, 57:23, 60:3,

60:16, 131:13, 131:19

mountain [1] - 85:4

mounted [1] - 127:15

move [18] - 22:9,

48:8, 48:10, 53:6,

69:18, 71:8, 71:16,

109:17, 117:16,

165:22, 171:24,

175:17, 175:18,

180:12, 187:6, 200:2,

212:6, 215:1

movement [5] - 17:9,

44:17, 45:9, 45:18,

84:2

mover [1] - 204:14

mover's [1] - 204:17

moves [1] - 160:24

moving [17] - 10:13,

20:23, 24:13, 26:5,

54:17, 62:14, 72:12,

104:21, 107:3,

108:20, 145:24,

148:19, 148:20,

157:3, 171:11, 172:9,

211:23

MR [99] - 11:6, 13:22,

19:4, 25:1, 25:5, 25:8,

28:3, 28:6, 35:6,

35:10, 38:20, 38:22,

43:5, 43:14, 43:15,

44:15, 46:13, 47:6,

47:17, 57:3, 65:12,

70:3, 72:5, 72:21,

72:22, 73:12, 73:21,

74:5, 78:17, 78:19,

87:10, 90:10, 90:13,

90:16, 97:21, 106:15,

106:18, 109:4,

109:10, 109:19,

110:9, 110:13,

110:18, 111:2,

112:11, 114:14,

115:7, 125:13,

131:11, 137:12,

140:17, 141:1,

141:10, 141:16,

142:1, 142:22, 143:2,

143:5, 143:21,

143:23, 143:24,

144:16, 144:24,

145:6, 146:4, 146:15,

147:1, 147:7, 153:14,

153:16, 159:4, 159:7,

165:8, 165:10, 168:9,

172:14, 172:24,

173:8, 173:14,

173:21, 173:24,

174:1, 174:2, 174:8,

174:10, 174:17,

174:23, 175:2, 175:3,

175:5, 180:22, 194:6,

200:23, 202:22,

202:24, 205:7,

205:11, 206:4, 213:2

MS [65] - 8:1, 43:16,

46:6, 47:5, 47:19,

48:12, 54:8, 54:10,

57:1, 60:24, 61:5,

65:9, 69:23, 72:3,

72:11, 73:5, 73:13,

73:15, 87:15, 90:12,

90:15, 109:11, 110:4,

110:12, 110:17,

110:19, 111:21,

114:4, 115:6, 115:10,

115:15, 123:4, 123:7,

125:11, 131:9, 135:1,

137:10, 140:15,

141:17, 144:17,

145:1, 146:1, 146:5,

146:19, 146:22,

168:11, 175:7,

175:20, 180:20,

186:13, 186:15,

188:17, 188:19,

194:4, 197:12,

197:13, 200:18,

201:5, 205:17, 206:9,

206:10, 209:23,

209:24, 212:24,

218:19

much-needed [1] -

121:11

mud [1] - 144:5

muddy [2] - 133:7,

142:11

multi [2] - 79:5,

121:21

multi-state [1] - 79:5

multi-year [1] -

121:21

JENSEN REPORTING (312) 236-6936

24

multiple [2] - 126:18

multiplied [2] -

128:13, 161:17

multipliers [2] -

122:2, 122:3

multiplies [1] - 100:2

multiply [2] - 34:8,

34:10

municipalities [1] -

179:2

musician [1] - 39:1

must [34] - 16:15,

16:16, 17:12, 41:7,

55:16, 56:1, 56:5,

56:7, 56:13, 57:17,

57:22, 79:17, 79:19,

81:1, 83:12, 83:20,

86:1, 86:10, 86:13,

87:1, 108:11, 117:17,

122:14, 132:11,

132:13, 132:14,

155:11, 157:17,

157:22, 169:7,

169:22, 187:10,

187:13

muster [1] - 86:1

mutually [1] - 203:23

MX [1] - 79:9

myriad [1] - 16:19

N

NADA [1] - 83:24

name [45] - 8:4, 11:7,

13:8, 13:15, 25:2,

28:10, 35:11, 38:22,

48:3, 48:9, 48:12,

54:10, 57:19, 65:14,

70:3, 87:15, 90:21,

97:23, 106:18, 123:8,

125:13, 131:11,

135:4, 137:12, 147:7,

153:18, 159:7, 160:5,

168:12, 175:14,

175:17, 175:20,

180:22, 186:15,

188:19, 194:6,

197:14, 201:2, 201:5,

203:1, 205:22,

205:23, 206:14,

209:24, 213:8

namely [2] - 158:21,

166:10

names [4] - 48:2,

48:6, 147:3, 205:21

NAS [3] - 80:11,

149:15, 149:16

NAS's [1] - 171:20

nation [12] - 31:17,
32:9, 33:6, 39:14,

65:19, 68:20, 69:11,

69:18, 157:9, 164:20,

169:22, 186:12

nation's [24] - 19:24,

20:10, 20:14, 24:14,

28:9, 29:1, 45:15,

65:20, 65:23, 75:13,

84:2, 85:14, 108:10,

115:17, 134:10,

139:5, 168:4, 169:14,

176:18, 181:8, 182:8,

182:12, 186:5, 196:17

National [32] - 1:14,

2:2, 2:4, 4:9, 6:3,

11:8, 22:14, 24:6,

27:14, 28:20, 51:17,

65:17, 66:14, 78:20,

79:23, 93:11, 93:14,

93:19, 119:20,

122:17, 123:15,

139:13, 147:14,

149:23, 150:21,

151:8, 153:21,

170:18, 175:21,

175:23, 186:16, 206:5

national [43] - 8:20,

9:4, 14:12, 19:19,

28:2, 29:2, 33:2, 35:2,

36:9, 38:13, 55:2,

56:22, 65:22, 66:3,

66:20, 69:14, 69:21,

83:20, 84:8, 93:24,

94:3, 94:15, 99:2,

106:6, 106:9, 108:13,

109:8, 109:13, 124:3,

138:22, 140:10,

166:14, 166:19,

168:17, 169:2,

179:15, 187:7, 188:6,

189:11, 194:14,

196:20, 199:9, 217:12

nations [1] - 30:23

nationwide [7] -

15:17, 32:3, 79:3,

79:18, 82:19, 82:20,

115:19

natural [50] - 57:11,

67:11, 76:3, 89:9,

98:2, 98:15, 98:16,

98:24, 99:6, 99:13,

99:16, 100:1, 100:3,

101:23, 102:1, 102:2,

102:5, 102:10,

102:11, 102:18,

102:22, 103:5,

103:14, 103:22,

104:2, 104:4, 104:6,

104:16, 105:5, 105:8,

105:16, 105:19,

105:21, 106:3,

106:14, 111:23,

112:8, 112:16, 113:3,

113:6, 113:13,

113:14, 113:22,

166:1, 177:2, 178:6,

179:2, 187:18, 198:19

nature [4] - 15:13,

88:24, 112:17, 134:15

navigate [1] - 21:2

Navistar [9] - 3:10,

35:12, 35:19, 35:24,

36:8, 36:17, 36:23,

38:12, 94:6

Navy [1] - 34:14

near [6] - 36:1, 36:4,

78:15, 84:18, 92:8,

182:22

nearly [9] - 30:21,

30:22, 67:3, 74:12,

166:4, 169:5, 169:8,

169:11, 185:15

necessarily [1] -

53:2

necessary [5] -

20:18, 27:18, 55:3,

86:20, 189:20

need [47] - 17:19,

18:4, 30:18, 56:10,

59:11, 59:14, 67:17,

67:24, 68:3, 70:9,

84:18, 88:14, 96:24,

98:14, 99:19, 103:4,

113:24, 117:7,

118:19, 122:11,

135:16, 135:18,

136:2, 137:4, 142:20,

151:11, 164:11,

165:22, 177:1, 177:8,

182:12, 187:11,

188:2, 191:22,

192:13, 198:23,

202:7, 209:15,

214:17, 215:8,

215:18, 215:19,

216:2, 218:6

needed [14] - 19:16,

34:19, 54:24, 55:14,

92:22, 96:3, 96:4,

116:6, 116:16,

121:11, 143:10,

155:17, 181:24,

202:11

needing [1] - 78:8

needlessly [1] -

10:21

needs [16] - 16:20,

27:2, 56:2, 84:16,

85:1, 86:7, 91:6,

134:16, 158:4, 159:2,

167:18, 183:5,

192:17, 196:21,

202:18, 209:20

negative [5] - 52:19,

78:4, 155:1, 157:14,

203:4

neglected [1] -

194:12

neighborhood [2] -

123:10, 201:19

nephew [1] - 71:11

nephews [1] - 89:6

NESCAUM [1] -

104:21

net [9] - 64:19,

138:16, 138:19,

163:12, 170:10,

179:1, 191:12,

199:24, 204:24

network [1] - 189:11

neutral [3] - 112:10,

112:12, 112:13

never [9] - 58:8,

68:23, 84:16, 86:13,

142:16, 169:18,

198:5, 210:14, 211:7

nevertheless [1] -

16:4

New [2] - 117:13,

202:15

new [89] - 8:18, 16:2,

16:13, 16:14, 16:15,

18:5, 19:22, 28:18,

29:5, 39:23, 41:18,

42:2, 42:18, 42:23,

44:7, 49:1, 52:11,

56:9, 56:15, 56:20,

60:5, 60:18, 62:4,

63:1, 63:11, 63:16,

64:21, 65:1, 68:16,

72:24, 74:21, 75:10,

75:17, 77:9, 78:1,

78:24, 79:17, 79:18,

80:17, 81:1, 81:5,

81:8, 81:12, 81:23,

82:21, 83:4, 83:10,

83:21, 84:8, 84:12,

84:18, 85:15, 85:17,

86:2, 86:8, 86:9,

86:15, 86:18, 86:20,

92:12, 95:11, 96:23,

101:17, 107:14,

116:9, 116:14, 121:5,

121:10, 124:3, 124:9,

129:7, 138:15,

150:10, 150:11,

158:17, 158:19,

163:23, 164:1, 170:8,

171:2, 172:2, 179:10,

180:4, 190:19, 192:8,

192:10, 215:20

newest [1] - 150:3

Next [1] - 78:18

next [40] - 10:1, 15:5,

19:5, 20:15, 22:5,

25:22, 28:4, 35:9,

38:4, 46:21, 47:12,

53:5, 53:7, 53:19,

60:3, 72:13, 72:20,

87:11, 88:17, 90:14,

90:16, 97:22, 115:10,

135:9, 135:24, 136:7,

146:24, 147:1,

152:18, 159:6,

164:23, 165:9, 175:6,

175:7, 175:12,

180:12, 180:14,

190:21, 192:23,

207:11

next-generation [1] -

22:5

NHTSA [97] - 1:14,

2:4, 2:6, 2:8, 8:8, 9:6,

11:3, 11:4, 11:24,

12:6, 12:24, 14:6,

14:16, 15:4, 15:10,

16:11, 17:20, 18:3,

18:10, 19:3, 27:16,

35:20, 36:15, 37:3,

37:8, 38:13, 54:18,

54:20, 55:17, 56:10,

56:21, 65:4, 78:15,

78:21, 79:22, 80:2,

80:6, 80:8, 80:20,

81:14, 82:4, 82:7,

84:22, 93:4, 93:19,

94:2, 94:12, 94:19,

95:10, 97:8, 98:5,

101:10, 101:16,

103:3, 109:15, 110:3,

110:5, 110:9, 111:5,

115:22, 116:10,

118:22, 119:1, 120:3,

120:20, 121:6,

126:14, 128:5,

128:19, 128:24,

129:11, 131:3,

134:21, 152:1, 161:1,

164:21, 165:20,

166:17, 167:19,

168:6, 170:16,

173:12, 176:1,

180:17, 181:2, 183:2,

183:11, 183:17,

184:16, 185:8, 186:4,

186:8, 186:23, 187:4,

189:22, 199:5, 206:7

NHTSA's [10] -

12:14, 46:3, 61:18,

110:13, 118:17,

JENSEN REPORTING (312) 236-6936

25

137:16, 140:5,

147:21, 177:24,

189:16

NHTSA'S [1] - 54:13

NHTSA-2010-0079

[1] - 1:5

nice [1] - 206:11

niece [1] - 89:5

Nigeria [1] - 63:13

nightly [1] - 71:3

nightmares [1] -

83:6

nine [2] - 28:11,

183:10

nitrogen [1] - 91:23

nitrous [1] - 203:8

no-brainer [1] -

211:20

nomenclature [1] -

102:24

non [7] - 61:9, 83:22,

83:24, 127:4, 128:16,

132:24, 173:22

non-category [1] -

173:22

non-intrusive [2] -

127:4, 128:16

non-labor [1] - 61:9

non-mandatory [1] -

83:24

non-paved [1] -

132:24

none [1] - 45:24

nonetheless [1] -

158:6

nonidentical [1] -

82:23

nonprofit [1] - 19:10

norm [1] - 33:15

normal [2] - 96:13,

130:12

North [3] - 77:20,

98:3, 105:5

Northeast/Mid [1] -

104:20

Northeast/MidAtlantic [1] - 104:20

notable [1] - 148:4

notably [1] - 187:16

NOTARY [1] - 220:24

note [3] - 17:16,

111:3, 165:2

noted [4] - 151:24,

216:22, 217:9, 217:11

notes [1] - 220:12

nothing [3] - 135:13,

155:2, 212:19

notice [2] - 12:1,

70:18

Notice [1] - 12:13
notices [1] - 77:5

noting [3] - 102:20,

148:7, 149:3

notion [1] - 41:4

notorious [1] - 45:16

November [2] - 1:15,

1:18

NOWAK [1] - 123:7

Nowak [5] - 4:23,

115:11, 123:5, 123:6,

123:8

NOx [4] - 14:19,

14:23, 92:3, 92:8

NPRM [4] - 76:23,

134:9, 159:19, 164:20

NRDC [1] - 61:14

number [18] - 12:11,

30:14, 34:1, 34:4,

34:13, 47:9, 58:23,

59:6, 72:23, 82:19,

84:4, 111:15, 160:2,

165:21, 171:7,

180:10, 195:2, 198:10

numbers [7] - 33:21,

33:22, 121:9, 144:1,

144:12, 144:13, 146:2

numerous [1] -

93:20

NWF [4] - 61:14,

177:13, 178:1, 178:11

nWF [1] - 176:20

NWF's [1] - 178:8

O

o'clock [1] - 10:6

oath [1] - 220:4

Obama [9] - 8:16,

14:9, 19:21, 32:15,

39:20, 91:16, 94:1,

168:22, 172:8

Obama's [1] - 197:24

objections [1] - 60:9

objective [1] - 99:2

objectives [3] -

37:16, 78:2, 98:17

objects [1] - 82:7

obligation [1] - 41:6

observe [1] - 51:1

observed [1] - 66:18

obstacle [1] - 72:17

obstacles [1] - 53:14

obtain [3] - 89:20,

187:21

obtaining [1] -

187:16

obvious [2] - 59:9,

102:14

obviously [2] - 9:20,

45:1

occasion [1] - 39:11

occupational [1] -

204:11

occur [1] - 154:13

occurring [1] - 67:20

occurs [1] - 163:9

ocean [2] - 74:22,

117:1

October [3] - 8:14,

11:24, 94:8

Odyne [17] - 5:3,

125:14, 125:18,

126:1, 126:7, 126:14,

126:24, 127:5,

128:19, 129:14,

129:23, 129:24,

130:16, 131:3, 131:7,

145:6

odyne [5] - 128:5,

128:12, 129:9,

129:20, 130:12

Odyne's [3] - 125:19,

126:19, 127:3

odyne's [1] - 128:16

OEM [1] - 141:6

OEMs [2] - 131:1,

160:7

OF [4] - 1:1, 1:3,

220:1, 220:2

off-cycle [3] - 26:22,

173:3, 173:19

off-peak [1] - 130:1

off-road [4] - 132:12,

134:7, 134:10, 144:5

off-the-shelf [2] -

22:20, 166:12

offer [11] - 21:6,

23:9, 26:10, 41:21,

80:22, 91:7, 103:7,

118:13, 130:20,

159:18, 181:4

offered [4] - 16:19,

165:1, 167:16, 185:13

offering [2] - 128:21,

135:6

offerings [1] - 26:5

offers [3] - 48:24,

76:1, 164:18

office [2] - 175:22,

206:8

Office [5] - 2:6, 2:11,

2:15, 8:5, 11:18

officer [1] - 57:7

Officer [8] - 2:3,

2:10, 4:7, 4:13, 8:7,

74:6, 90:22, 94:9

officers [1] - 10:19

offices [1] - 11:2

officials [1] - 39:8

offset [3] - 23:6,

32:10, 158:9

offsetting [2] -

130:5, 139:5

often [6] - 70:22,

93:8, 126:18, 133:10,

155:24, 204:15

Oge [3] - 2:10, 8:4,

206:2

OGE [51] - 8:1,

43:16, 46:6, 47:5,

47:19, 54:8, 57:1,

60:24, 65:9, 69:23,

72:3, 73:13, 73:15,

109:5, 109:11, 110:4,

110:12, 110:17,

110:19, 111:21,

114:4, 115:6, 115:10,

123:4, 125:11, 131:9,

135:1, 137:10,

140:15, 141:17,

144:17, 145:1, 145:3,

145:5, 146:1, 146:5,

146:19, 146:22,

175:7, 180:20,

186:13, 188:17,

194:4, 197:12,

200:15, 200:18,

205:17, 206:9,

209:23, 212:24,

218:19

Ohio [1] - 192:14

oil [141] - 9:14, 19:16,

19:24, 22:2, 23:8,

23:10, 24:15, 29:1,

30:12, 30:15, 30:17,

30:21, 30:22, 30:24,

31:2, 31:4, 31:9,

31:13, 31:15, 31:16,

31:18, 31:20, 32:6,

32:7, 32:10, 32:17,

33:7, 33:20, 35:1,

48:22, 59:11, 59:12,

59:13, 59:14, 62:6,

63:9, 63:12, 63:24,

65:20, 66:2, 66:4,

67:18, 68:7, 68:11,

68:13, 68:14, 69:12,

70:24, 71:7, 75:2,

75:14, 88:23, 89:11,

98:10, 99:3, 99:13,

99:19, 99:21, 100:1,

101:6, 104:16,

105:14, 105:17,

106:1, 107:4, 108:24,

116:5, 116:23, 117:1,

117:3, 117:6, 117:16,

118:19, 118:21,

119:5, 119:7, 119:16,

120:18, 121:14,

121:18, 122:11,

122:23, 123:14,

123:19, 124:5,

136:11, 136:13,

137:5, 137:19, 139:4,

139:5, 139:7, 169:1,

169:4, 169:7, 169:9,

169:16, 170:9, 172:5,

176:21, 177:2, 177:7,

177:8, 178:13,

178:14, 178:24,

182:13, 187:7,

192:22, 193:9,

194:16, 196:15,

196:18, 197:17,

197:18, 198:2, 198:9,

198:13, 198:20,

198:24, 199:2,

199:12, 199:14,

200:9, 200:10,

200:11, 201:13,

201:16, 201:24,

204:1, 204:2, 204:3,

206:24, 210:10,

212:2, 212:3, 215:20,

215:21

oil-saving [1] -

178:14

old [2] - 89:22,

208:23

oldest [1] - 115:17

on-highway [1] -

101:15

on-road [3] - 121:8,

133:6, 182:18

once [8] - 17:23,

27:20, 55:15, 84:14,

102:18, 102:19,

102:23, 177:12

one [72] - 13:4,

15:12, 16:9, 17:17,

17:22, 21:20, 30:15,

31:17, 31:22, 33:24,

34:7, 36:23, 41:9,

43:9, 44:3, 46:18,

47:7, 54:16, 58:23,

60:9, 69:7, 71:19,

72:5, 72:23, 72:24,

82:22, 83:20, 84:8,

84:13, 87:1, 87:8,

87:18, 88:10, 88:19,

89:3, 99:18, 101:3,

101:15, 109:8,

109:13, 111:21,

112:2, 112:9, 114:6,

121:8, 121:16,

124:13, 124:19,

142:5, 151:15, 153:2,

154:8, 160:17,

163:22, 165:22,

JENSEN REPORTING (312) 236-6936

26

166:18, 167:21,

172:15, 172:16,

172:24, 181:20,

184:20, 185:23,

187:13, 189:2, 190:9,

190:14, 195:9,

196:20, 200:23,

209:14, 218:15

one's [1] - 158:24

one-size-fits-all [1] -

184:20

ones [3] - 8:2, 155:7

ongoing [1] - 108:23

ons [1] - 85:9

op [1] - 138:3

op-ed [1] - 138:3

open [5] - 59:12,

59:14, 94:13, 97:10,

187:20

opening [1] - 177:20

operate [4] - 34:18,

49:10, 83:14, 130:3

operated [1] - 130:1

operates [1] - 134:10

Operating [1] - 94:9

operating [4] -

105:9, 163:21,

165:22, 190:24

Operation [4] - 3:9,

28:4, 28:20, 63:15

operation [6] -

26:22, 45:17, 130:12,

134:20, 191:13,

194:23

operations [7] -

65:15, 75:12, 76:14,

82:13, 141:22, 166:3,

167:15

operator [1] - 191:10

operators [5] -

17:11, 63:5, 64:10,

82:2, 191:14

opinion [7] - 39:18,

39:21, 111:7, 148:8,

149:15, 150:16, 154:4

opportunities [18] -

18:5, 18:7, 18:14,

36:19, 44:7, 46:5,

49:16, 50:23, 55:19,

62:17, 115:5, 122:12,

153:2, 160:1, 160:2,

160:12, 161:2, 180:10

opportunity [54] -

10:17, 11:20, 12:12,

12:16, 19:8, 21:6,

24:22, 27:20, 28:7,

35:13, 38:16, 44:18,

48:17, 48:24, 54:7,

57:4, 61:5, 62:14,

68:7, 70:5, 74:9,
75:21, 88:15, 90:18,

98:4, 98:8, 106:7,

109:3, 115:20,

115:23, 123:2,

125:15, 135:3,

137:15, 138:6, 140:4,

149:16, 149:20,

153:13, 154:6, 161:1,

165:11, 168:3,

168:12, 176:1,

180:19, 186:24,

194:2, 197:10,

197:14, 199:11,

200:13, 212:13, 213:4

oppose [2] - 104:2,

122:3

opposed [1] - 122:1

optimization [3] -

18:6, 37:19, 96:14

optimize [2] - 38:9,

38:10

optimizing [1] - 37:1

option [1] - 208:9

options [8] - 16:19,

86:2, 119:13, 120:6,

122:6, 171:18, 180:6,

186:2

opts [1] - 105:20

oral [1] - 11:21

order [11] - 10:14,

50:8, 51:15, 85:23,

86:11, 88:17, 149:19,

151:10, 167:14,

211:16, 211:23

Order [1] - 94:7

ordering [2] - 83:6,

84:12

ordinary [3] - 38:24,

39:3, 59:23

Oregon [1] - 104:18

organization [6] -

48:9, 115:18, 153:21,

188:23, 191:8, 205:23

organizations [5] -

177:15, 177:16,

178:8, 194:8, 194:18

organs [1] - 87:22

Oshkosh [3] - 5:5,

131:12, 131:19

otherwise [4] - 87:3,

99:14, 105:24, 135:18

Otto [1] - 103:1

Otto-cycle [1] -

103:1

ourselves [2] - 69:5,

188:15

outcomes [1] - 65:6

outdated [1] - 121:6

outdoor [2] - 177:18,

178:5

outdoors [2] -

177:12

outlined [4] - 16:7,

76:22, 77:5, 215:13

outlines [1] - 66:18

outlining [1] - 93:17

outpouring [1] -

176:23

Outreach [2] - 6:4,

175:21

outside [5] - 18:8,

38:18, 69:1, 126:23,

141:6

outstanding [3] -

26:12, 60:17, 97:19

over-the-road [4] -

132:5, 144:4, 181:14,

191:10

overall [14] - 22:11,

38:10, 51:22, 52:22,

105:12, 112:4,

147:20, 148:1,

162:13, 165:22,

171:3, 183:23,

185:17, 190:5

overcome [2] -

20:19, 180:5

overdue [2] - 107:8,

207:1

overestimate [1] -

121:3

overleaping [1] -

113:5

overlook [1] - 113:5

overly [1] - 53:18

overnight [1] - 130:1

overseas [3] - 63:8,

169:4, 196:12

overstepping [1] -

208:14

overwhelming [4] -

39:24, 84:12, 154:9,

176:18

own [17] - 31:7,

41:16, 73:16, 92:24,

109:18, 124:17,

155:18, 188:9,

188:10, 193:15,

215:9, 216:12,

216:14, 217:5, 218:22

owned [1] - 213:11

owner [6] - 57:19,

64:10, 82:2, 135:4,

191:10, 191:14

owner-operator [1] -

191:10

owner-operators [3]

- 64:10, 82:2, 191:14

owners [8] - 20:11,

33:12, 138:15,

178:24, 179:1, 180:5,

191:2, 199:3

ownership [3] -

180:2, 180:4, 191:8

oxide [1] - 203:8

oxides [1] - 91:24

P

p.m [2] - 1:19, 10:5

P.X [1] - 32:13

Paccar [1] - 79:9

pace [1] - 67:21

packages [1] -

208:10

PAGE [11] - 3:2,

3:15, 4:2, 4:5, 4:19,

5:2, 5:11, 6:2, 6:15,

6:21, 7:2

page [1] - 202:15

PAGES [1] - 1:4

pages [1] - 102:15

paid [4] - 207:17,

208:15, 210:11,

210:12

pales [1] - 82:19

Panama [1] - 75:3

panel [32] - 10:14,

10:16, 10:17, 10:24,

11:15, 13:12, 13:13,

43:17, 47:19, 61:1,

72:4, 73:15, 73:22,

90:11, 90:14, 115:7,

115:10, 120:2,

146:24, 147:1,

147:15, 147:18,

149:15, 150:22,

165:5, 175:6, 175:7,

175:12, 175:19,

200:18, 200:23,

205:19

Panel [2] - 175:9,

175:10

PANEL [13] - 2:2,

2:9, 3:2, 3:15, 4:2,

4:5, 4:19, 5:2, 5:11,

6:2, 6:15, 6:21, 7:2

panelist [3] - 13:7,

13:16, 35:9

panelists [1] -

215:14

panels [1] - 10:13

paper [2] - 13:16,

93:16

paramount [1] - 55:8

parent [1] - 218:1

parents [2] - 59:2,

195:24

Park [1] - 123:9

parks [1] - 75:2

part [21] - 8:21, 29:3,

53:13, 57:5, 90:24,

110:16, 122:24,

123:13, 132:11,

136:12, 137:4,

138:18, 172:19,

177:10, 177:21,

178:6, 187:11,

189:18, 197:3, 199:9,

201:12

partially [1] - 145:18

participate [3] -

125:15, 210:24, 211:4

participated [2] -

166:22, 205:12

participating [1] -

14:10

participation [1] -

167:1

particular[11] -

53:11, 79:11, 100:22,

114:20, 120:7, 133:7,

160:17, 167:18,

170:24, 185:7, 207:23

particularly [13] -

104:14, 115:2,

119:22, 132:21,

135:14, 148:4,

167:23, 177:5,

184:15, 194:16,

194:17, 196:12, 207:9

particulate [6] -

58:20, 91:24, 195:6,

195:17, 204:12,

204:20

parties [3] - 28:1,

64:19, 88:11

partner [2] - 89:6,

153:20

partnered [1] - 92:15

partners [3] - 92:18,

167:2, 167:4

partnership [6] -

61:8, 92:16, 92:24,

126:2, 145:9

partnerships [1] -

92:21

parts [4] - 79:1, 86:4,

148:1, 179:22

pass [5] - 57:8, 86:1,

108:11, 136:7, 177:18

passenger [4] - 32:9,

149:9, 198:3, 199:22

passengers [1] -

199:20

passes [1] - 85:4

passing [2] - 155:2,

203:19

past [10] - 19:21,

JENSEN REPORTING (312) 236-6936

27

38:3, 71:7, 86:9,

92:24, 100:19,

107:20, 116:10,

163:17, 186:21

patchwork [2] -

81:22, 84:7

patent [1] - 127:3

patented [1] - 127:3

path [5] - 15:18,

78:8, 92:5, 130:20,

139:23

pathway [1] - 50:11

Patrick [4] - 3:10,

13:18, 35:9, 35:11

patriotic [1] - 42:3

patterns [4] - 132:7,

133:2, 133:18, 144:8

paved [1] - 132:24

pavement [3] -

144:4, 167:24, 168:2

pay [11] - 9:17, 17:3,

31:8, 33:13, 34:23,

86:3, 156:22, 191:7,

206:16, 209:11, 210:6

paying [6] - 31:8,

31:11, 41:24, 63:6,

99:1, 210:12

payload [5] - 161:22,

162:6, 162:8, 164:6,

185:2

pays [2] - 123:18,

207:10

peace [1] - 158:24

peak [1] - 130:1

Peebles [1] - 198:20

PENA [1] - 61:5

Pena [3] - 3:22,

47:21, 61:3

PENA-LOPES [1] -

61:5

Pena-Lopes [3] -

3:22, 47:21, 61:3

penalize [2] - 54:21,

129:7

penalties [1] - 129:3

pending [2] - 47:9,

127:3

penetrate [1] - 29:7

penetrator [1] -

29:23

penny [2] - 200:1,

208:23

pension [2] - 188:23,

189:2

Pension [3] - 6:8,

188:20, 189:6

Pensions [1] -

193:19

Pentagon [1] - 66:17

people [29] - 10:5,
34:5, 47:24, 69:1,

76:6, 79:3, 88:2,

89:19, 123:14,

124:14, 124:16,

124:17, 125:3, 125:7,

135:12, 155:16,

158:17, 177:17,

202:3, 204:11,

206:11, 207:14,

208:12, 208:21,

210:17, 212:13,

215:1, 215:3, 215:6

people's [2] - 215:4

Pepsi [1] - 139:19

per [18] - 60:19,

60:20, 63:2, 67:13,

83:19, 107:6, 116:3,

122:22, 134:12,

135:23, 156:21,

162:6, 165:23,

169:20, 182:5, 196:8,

198:8, 211:17

percent [64] - 14:19,

20:2, 20:3, 22:13,

22:16, 22:19, 23:10,

31:2, 51:7, 58:11,

58:12, 61:23, 61:24,

66:4, 66:5, 76:11,

76:14, 91:23, 92:10,

99:13, 99:19, 102:3,

103:17, 105:6,

105:14, 107:20,

116:2, 121:4, 122:20,

125:24, 149:4, 149:8,

149:18, 156:9, 162:6,

162:8, 162:12,

162:15, 162:17,

163:8, 163:18,

163:19, 169:9,

169:11, 169:13,

170:21, 171:5,

171:23, 190:18,

191:12, 192:16,

192:18, 193:8, 195:3,

198:9, 198:10,

199:21, 202:2,

206:23, 206:24,

208:7, 211:18, 212:2

perform [1] - 69:15

performance [28] -

22:9, 52:14, 52:15,

53:17, 75:6, 77:11,

79:20, 85:6, 86:14,

86:21, 87:2, 96:14,

97:2, 102:13, 111:17,

112:1, 112:10,

112:12, 112:13,

121:8, 128:23, 132:9,

133:6, 133:12,

134:20, 146:7,

146:11, 186:6

performancebased [1] - 77:11

performanceneutral [2] - 112:10,

112:13

performed [1] -

130:8

period [7] - 12:18,

15:24, 23:18, 77:6,

144:2, 171:15, 191:8

periods [1] - 180:2

PERLMAN [1] -

213:2

Perlman [5] - 7:5,

175:9, 205:19, 213:1,

213:8

permafrost [1] -

203:9

permit [1] - 84:6

perpetuating [1] -

89:7

persistent [1] -

204:16

person [5] - 10:9,

124:19, 154:2, 156:7,

206:16

personal [5] - 154:4,

154:5, 155:22,

157:18, 195:8

personally [4] - 34:1,

36:14, 159:1, 176:22

perspective [11] -

25:11, 61:7, 115:21,

143:9, 148:2, 148:15,

151:21, 177:3, 189:3,

206:18, 207:7

Peter [8] - 5:8, 5:14,

115:12, 137:11,

137:12, 147:1,

153:15, 153:18

Petermann [1] -

117:13

petition [2] - 47:8,

47:14

Petroleum [1] -

198:13

petroleum [5] - 99:9,

99:12, 99:14, 102:17,

102:23

PFC [1] - 163:18

phase [13] - 18:4,

46:14, 51:12, 51:14,

53:5, 53:7, 53:20,

72:13, 72:16, 72:20,

97:2, 163:9, 185:23

phase-in [1] - 185:23

phased [1] - 51:9

phases [2] - 49:20,

54:6

phasing [1] - 185:21

phone [1] - 8:3

phonetic [2] -

175:12, 175:13

pick [4] - 23:19,

23:23, 100:22, 155:6

pick-ups [2] - 23:19,

23:23

pickup [9] - 9:2,

21:10, 23:17, 46:9,

46:18, 120:11,

181:17, 184:16,

185:18

pickups [11] - 47:2,

96:18, 126:11,

159:16, 160:15,

171:15, 171:16,

178:3, 185:10,

185:21, 198:4

picture [4] - 174:22,

187:11, 187:12,

187:15

piece [2] - 13:16,

187:13

pioneering [1] -

74:20

pipeline [2] - 117:5,

176:24

Place [1] - 1:17

place [8] - 37:4, 42:4,

49:12, 67:10, 88:19,

89:3, 145:19, 156:20

placed [1] - 152:13

places [4] - 67:8,

74:23, 135:24, 216:13

plan [8] - 25:21,

27:23, 99:11, 155:19,

166:10, 187:7, 188:3,

199:10

planes [2] - 67:14,

74:19

planet [2] - 89:16,

90:8

plants [3] - 26:1,

74:24, 188:14

platforms [1] - 26:4

play [3] - 114:11,

138:4, 176:17

playing [4] - 127:21,

129:13, 136:3, 158:11

pleasant [1] - 156:5

pleased [8] - 54:12,

91:10, 94:4, 159:23,

166:7, 166:17, 183:2,

184:15

pleasure [4] - 19:17,

25:10, 78:22, 114:14

plug [6] - 76:4,

77:23, 125:20,

129:24, 130:15,

130:24

plug-in [6] - 76:4,

77:23, 125:20,

129:24, 130:15,

130:24

plus [1] - 124:3

Plus [1] - 38:18

PM [2] - 14:20, 14:23

point [19] - 14:8,

29:22, 46:4, 50:16,

79:21, 82:15, 84:10,

88:24, 89:1, 111:14,

131:22, 136:20,

148:16, 149:22,

155:15, 203:16,

203:17, 206:13,

206:17

point-blank [1] -

29:22

point-source [1] -

203:17

points [4] - 46:17,

111:23, 117:20, 150:7

poised [2] - 108:14,

138:8

Poland [1] - 216:14

policies [2] - 19:15,

32:8

policy [7] - 32:5,

44:21, 98:9, 148:15,

157:22, 191:22, 192:5

Policy [6] - 3:19,

4:15, 54:12, 81:18,

97:24, 99:5

policymakers [1] -

66:11

Political [2] - 4:17,

106:19

polls [2] - 39:18,

39:22

pollutant [2] - 16:21,

183:12

pollutants [1] - 217:4

polluting [1] - 188:14

pollution [57] -

18:18, 19:16, 23:8,

28:9, 33:10, 40:24,

41:2, 42:24, 59:10,

59:13, 61:18, 61:24,

62:8, 64:1, 64:5,

64:15, 65:21, 66:9,

67:19, 68:5, 68:18,

69:14, 70:20, 117:8,

117:17, 118:4,

118:10, 119:16,

121:14, 122:10,

124:13, 137:20,

138:21, 139:16,

140:10, 168:19,

169:6, 169:24,

JENSEN REPORTING (312) 236-6936

28

170:11, 172:7,

176:19, 178:23,

195:12, 195:13,

198:2, 198:6, 199:3,

199:12, 201:16,

201:23, 202:4,

203:17, 204:4, 205:1,

211:18, 215:21,

215:23

pool [1] - 67:10

populations [2] -

67:9, 176:12

pore [1] - 166:4

Port [1] - 108:12

ports [1] - 108:10

Ports [1] - 108:11

posed [1] - 77:8

position [9] - 60:17,

82:10, 104:1, 182:19,

190:11, 191:18,

191:22, 213:5, 213:6

positive [10] - 64:19,

156:14, 157:6,

157:10, 157:12,

158:20, 181:8,

181:21, 182:7, 187:9

possibilities [1] -

173:10

possibility [1] -

202:17

possible [29] - 21:23,

42:21, 49:12, 50:16,

52:19, 53:9, 59:19,

59:21, 65:6, 77:12,

85:1, 97:16, 119:8,

137:2, 150:3, 167:22,

172:4, 172:5, 172:6,

182:23, 187:14,

197:8, 197:10,

198:23, 199:9, 200:3,

200:8, 201:24, 204:6

possibly [2] - 52:24,

153:7

post [1] - 46:11

posted [1] - 133:11

potent [3] - 76:19,

118:10, 203:12

potential [20] - 18:3,

23:13, 24:5, 40:10,

43:10, 49:1, 49:5,

56:14, 80:4, 80:22,

85:7, 97:11, 104:15,

112:8, 114:24,

117:15, 144:21,

144:24, 162:11,

179:17

potentially [3] - 82:9,

82:18, 146:2

potholes [1] - 176:12

pound [2] - 163:11,
208:23

pounds [9] - 161:12,

162:17, 162:20,

162:23, 162:24,

163:1, 163:13

pour [1] - 156:21

power [17] - 41:10,

71:14, 74:10, 74:15,

74:18, 74:22, 75:22,

76:2, 76:5, 125:1,

126:5, 127:16, 130:1,

130:10, 132:18,

145:12, 157:20

Power [1] - 139:20

powered [2] - 105:5,

185:10

powerful [3] - 29:10,

157:14, 158:13

powering [1] - 76:10

powerless [1] - 90:6

powers [2] - 130:5,

130:6

powertrain [7] -

26:2, 37:19, 115:2,

125:21, 128:23,

163:24, 164:1

powertrains [1] -

103:10

Pozywio [5] - 4:3,

48:1, 70:2, 70:4,

175:13

POZYWIO [1] - 70:3

practical [2] - 81:9,

85:1

practice [1] - 148:18

practices [3] -

155:14, 156:17,

158:16

prairie [1] - 176:11

preamble [3] - 12:2,

102:15, 173:18

precedent [3] - 54:6,

109:24, 110:6

precedents [1] -

49:19

predict [1] - 145:16

predicted [1] -

145:20

predictive [1] - 37:17

preliminary [3] -

98:19, 103:7, 159:18

prepared [1] -

129:20

preparing [1] - 91:15

present [8] - 11:21,

78:22, 105:23,

130:11, 137:6, 168:3,

188:8, 194:3

presented [2] - 25:3,

194:20

presently [1] - 83:9

preserve [2] - 27:5,

56:5

preserved [1] - 192:3

President [21] - 3:11,

4:7, 5:4, 8:16, 14:9,

16:7, 19:21, 32:14,

32:15, 35:12, 39:20,

74:6, 79:5, 91:16,

94:1, 94:5, 94:9,

94:10, 94:17, 125:14,

197:24

President's [3] -

20:6, 21:24, 22:7

presiding [1] - 10:19

Presiding [3] - 2:3,

2:10, 8:7

press [1] - 207:12

pressed [1] - 75:5

pressure [2] - 188:4,

188:5

pressured [1] -

167:12

presumably [1] -

80:21

prevent [1] - 151:20

previous [2] - 92:11,

178:2

previously [2] -

51:23, 67:21

prey [1] - 70:17

price [10] - 30:15,

99:3, 126:4, 126:5,

136:1, 145:11, 180:1,

192:14, 198:14, 208:7

prices [7] - 42:7,

42:16, 63:1, 63:6,

145:22, 208:18,

210:11

pricing [1] - 136:8

pride [1] - 135:5

primarily [2] - 46:15,

141:5

primary [2] - 120:10,

132:1

principally [1] -

154:24

principle [1] - 149:15

principles [6] - 16:5,

55:9, 56:23, 63:20,

72:23, 77:4

priorities [5] - 88:19,

94:15, 110:9, 110:10,

110:13

Priorities [1] -

123:15

priority [3] - 39:13,

88:7, 171:12

pristine [1] - 197:19

Prius [1] - 201:11

private [29] - 3:13,

3:21, 3:24, 4:3, 4:11,

4:23, 5:7, 5:15, 6:7,

6:11, 6:13, 6:17, 6:19,

6:23, 7:4, 7:6, 48:10,

57:6, 63:17, 70:4,

82:1, 92:21, 123:10,

153:22, 197:15,

200:20, 201:6, 203:2,

213:9

proactive [2] - 166:8,

207:3

problem [8] - 15:19,

17:19, 88:20, 106:2,

107:5, 111:24, 118:7,

201:10

problems [8] - 35:21,

66:1, 110:7, 143:14,

169:6, 182:15, 195:9,

195:19

procedures [17] -

52:14, 73:8, 77:15,

77:17, 95:12, 114:10,

114:11, 114:19,

114:23, 115:1,

120:21, 120:23,

121:1, 121:7, 148:21,

150:1

proceed [1] - 98:22

proceeding [1] -

13:3

proceedings [4] -

13:10, 219:1, 220:9,

220:13

process [16] - 10:13,

53:13, 57:5, 63:21,

64:16, 65:6, 78:14,

83:1, 94:13, 97:11,

116:12, 126:21,

136:24, 137:4,

157:21, 168:7

processed [1] -

70:10

processes [1] -

114:23

processing [2] -

154:21, 215:23

proclaimed [1] -

28:11

produce [8] - 19:22,

42:21, 144:14, 163:7,

169:23, 182:6,

194:24, 196:10

produced [5] -

61:23, 100:19,

113:21, 133:4, 134:18

producers [2] -

62:17, 202:6

produces [3] - 21:2,

103:21, 162:9

producing [5] - 33:7,

55:22, 62:18, 181:13,

181:17

product [6] - 17:22,

38:7, 38:11, 41:18,

183:6, 187:24

production [12] -

49:1, 62:11, 66:4,

68:12, 76:7, 163:11,

184:6, 184:11,

191:21, 192:8, 192:9,

203:11

productivity [2] -

59:1, 195:24

products [10] -

18:23, 26:10, 36:2,

54:22, 74:23, 91:13,

97:19, 105:16,

181:19, 192:11

professional [1] -

39:1

Professional [1] -

220:6

professionals [1] -

67:22

profit [5] - 17:12,

85:21, 207:13, 208:2,

209:5

profit-driven [1] -

208:2

profitability [3] -

207:16, 207:18,

208:16

profits [1] - 123:20

Program [4] - 19:15,

27:14, 108:13, 116:17

program [81] - 8:20,

9:1, 9:10, 14:12,

14:19, 15:17, 15:22,

16:11, 16:22, 17:5,

17:6, 17:13, 18:5,

18:18, 18:24, 21:5,

22:21, 26:19, 27:11,

28:2, 36:9, 37:4, 37:9,

49:4, 49:11, 49:18,

49:20, 51:12, 51:21,

52:15, 52:23, 53:20,

54:6, 54:19, 55:2,

55:8, 55:10, 55:12,

55:15, 55:16, 55:20,

55:21, 56:1, 56:5,

56:7, 56:9, 56:11,

56:13, 56:15, 56:20,

56:22, 63:12, 64:22,

93:24, 94:3, 95:9,

95:15, 100:14, 101:9,

103:5, 103:20,

108:14, 109:12,

109:14, 109:17,

109:18, 109:24,

JENSEN REPORTING (312) 236-6936

29

117:22, 119:6, 120:3,

121:5, 121:13, 122:6,

163:24, 164:1,

166:14, 166:23,

167:9, 171:12, 186:8,

204:24

program's [1] -

166:24

programs [15] - 9:6,

14:17, 15:2, 16:2,

32:2, 64:8, 64:22,

82:13, 97:16, 101:2,

123:18, 143:16,

153:8, 214:6

Progress [1] -

123:17

progress [7] - 25:20,

51:15, 58:7, 63:23,

77:8, 116:20, 182:11

progression [2] -

158:2, 166:1

progressions [1] -

203:13

prohibition [2] -

81:20, 81:21

project [1] - 145:14

Project [3] - 28:21,

65:17, 123:15

projected [3] - 51:3,

129:10, 139:4

Projectiles [1] - 29:6

projecting [2] - 51:6,

53:16

projections [1] -

208:8

promised [1] - 52:22

promising [1] -

158:23

promote [6] - 51:20,

64:22, 82:12, 112:2,

128:11, 190:12

promoted [2] -

22:22, 208:9

promoting [2] - 78:4,

140:10

pronounce [1] - 25:6

pronounced [1] -

47:22

proper [4] - 55:3,

100:23, 106:2, 158:2

properly [3] - 55:18,

100:20, 101:16

proportionately [1] -

40:14

proposal [49] - 8:12,

8:14, 9:19, 10:1, 12:5,

15:8, 15:21, 19:18,

21:7, 21:13, 21:20,

22:15, 23:3, 26:18,

27:16, 27:23, 28:8,
33:11, 43:2, 44:2,

49:13, 53:3, 65:22,

72:9, 90:19, 91:1,

91:11, 91:14, 94:4,

94:19, 101:1, 110:5,

110:7, 110:8, 137:16,

137:20, 138:20,

140:6, 147:21,

149:13, 152:2,

170:22, 170:24,

172:11, 173:1,

176:14, 183:20, 218:4

proposals [2] -

178:1, 194:13

propose [3] - 63:20,

102:16, 103:9

Proposed [1] - 12:13

proposed [112] -

8:19, 11:12, 11:22,

12:1, 12:3, 12:7,

12:10, 12:19, 15:4,

16:9, 18:20, 21:3,

21:21, 23:19, 23:23,

24:4, 24:10, 25:18,

26:14, 26:15, 32:20,

35:13, 35:16, 36:16,

37:2, 37:6, 37:8,

46:14, 48:18, 49:4,

50:24, 51:1, 51:9,

52:15, 54:3, 54:13,

55:5, 61:7, 63:3,

63:11, 65:13, 74:10,

78:1, 78:7, 78:15,

82:8, 94:8, 94:18,

98:5, 98:14, 98:20,

98:23, 99:21, 100:5,

103:12, 103:23,

104:5, 105:4, 105:11,

105:15, 105:20,

106:6, 106:12,

106:24, 109:14,

111:16, 111:17,

118:5, 119:15,

119:22, 120:3, 120:9,

120:21, 121:24,

122:8, 125:16,

126:17, 129:18,

131:6, 131:18,

131:20, 131:23,

132:1, 134:6, 137:23,

138:16, 138:22,

139:1, 139:16, 141:1,

146:12, 170:5,

170:13, 170:16,

171:1, 176:2, 179:5,

181:3, 181:5, 181:6,

181:19, 182:7,

182:11, 182:17,

183:17, 184:12,

185:1, 185:20, 186:4,

189:16, 189:19,

193:24

proposing [10] -

9:10, 20:23, 39:23,

42:19, 97:9, 116:13,

121:15, 183:3,

184:16, 185:9

pros [1] - 211:23

proscription [1] -

77:13

prospective [2] -

81:11, 85:17

prospered [1] -

136:17

prosperity [2] -

158:17, 176:7

ProStar [1] - 38:18

protect [9] - 24:15,

48:15, 66:7, 69:11,

69:13, 125:3, 146:14,

188:10, 188:14

protecting [2] - 69:2,

75:21

protection [3] - 8:18,

123:18, 187:23

PROTECTION [1] -

1:2

Protection [10] -

1:13, 2:9, 2:11, 8:6,

124:8, 125:2, 125:5,

168:21, 200:6, 206:2

protects [1] - 136:5

protocols [4] -

16:14, 80:14, 97:1,

101:12

proud [4] - 136:23,

207:9, 209:7, 214:3

prove [1] - 84:3

provide [46] - 9:14,

16:9, 24:18, 25:11,

27:21, 27:23, 44:22,

45:11, 45:14, 45:22,

53:18, 55:13, 56:3,

61:6, 67:9, 68:6,

73:10, 79:12, 80:17,

91:7, 96:4, 98:20,

105:18, 106:7,

107:14, 113:6,

113:11, 116:13,

120:4, 122:7, 124:2,

128:15, 128:22,

128:24, 132:8, 134:6,

139:23, 146:16,

147:10, 159:19,

161:4, 161:5, 171:17,

171:18, 199:24,

204:22

provided [5] - 55:19,

93:10, 103:6, 150:2,

173:16

provider[1] - 98:1

provides [6] - 11:20,

12:12, 15:18, 38:8,

178:21, 179:1

providing [14] -

18:24, 24:22, 24:23,

27:17, 33:17, 38:14,

54:22, 56:18, 72:18,

78:14, 83:12, 140:12,

180:5, 180:7

proving [1] - 76:18

provision [5] - 100:5,

100:13, 101:19,

101:20, 103:16

provisions [11] -

26:24, 82:7, 103:5,

103:8, 111:6, 128:6,

129:22, 140:22,

140:24, 141:12,

184:12

PTO [2] - 128:17,

129:19

public [34] - 8:2,

9:22, 11:21, 12:13,

15:6, 39:18, 39:21,

39:22, 40:20, 42:5,

44:21, 49:18, 53:22,

82:2, 92:21, 97:5,

106:11, 111:8, 118:3,

125:15, 133:17,

154:19, 158:1, 158:2,

176:7, 179:3, 180:8,

189:11, 202:8,

202:10, 209:8,

209:21, 219:2

PUBLIC [2] - 1:7,

220:24

Public [5] - 1:15,

4:15, 97:24, 220:10,

220:13

public-private [1] -

92:21

publicly [3] - 74:14,

179:11, 193:13

publicly-held [1] -

74:14

published [1] - 12:20

pulling [4] - 132:20,

142:13, 200:5, 204:1

pump [5] - 33:13,

40:24, 42:13, 63:6,

69:16

pumps [1] - 215:22

purchase [9] - 81:6,

81:12, 82:2, 84:17,

85:2, 86:20, 167:12,

167:17

purchased [1] -

125:22

purchases [3] - 42:8,

64:12, 65:2

purchasing [1] -

84:13

Purple [1] - 28:15

purpose [1] - 99:4

purposes [2] - 54:23,

126:9

pursuant [1] - 118:1

pursue [1] - 63:18

pursuing [2] - 72:8,

137:1

push [11] - 75:17,

81:7, 124:10, 133:11,

158:4, 215:6, 216:16,

217:6, 218:5, 218:6,

218:7

pushed [2] - 159:2,

202:7

pushing [2] - 207:3,

209:18

put [20] - 31:24,

32:15, 37:4, 44:1,

44:2, 49:12, 60:9,

92:4, 106:9, 110:5,

111:24, 140:5,

145:19, 152:1,

168:23, 174:21,

174:22, 213:16,

213:17, 216:9

puts [1] - 169:1

putting [3] - 66:8,

172:3, 199:13

puzzle [1] - 187:13

Q

Quadrennial [1] -

66:16

Quality [3] - 2:11,

8:5, 104:19

quality [9] - 26:12,

62:7, 64:12, 70:19,

76:20, 124:1, 195:14,

205:5, 217:19

quantities [1] -

203:12

quarter [2] - 30:22,

209:1

quarterly [5] -

207:17, 207:18,

208:6, 208:16

questioned [1] -

168:1

questions [13] -

10:18, 43:8, 47:15,

72:4, 73:13, 87:7,

109:4, 140:16,

146:20, 172:23,

173:23, 200:16, 205:9

quick [1] - 140:17

JENSEN REPORTING (312) 236-6936

30

quicker [1] - 184:13

quickly [6] - 24:13,

67:16, 152:24, 158:3,

158:9, 158:16

quite [4] - 72:10,

107:5, 150:18, 206:21

quote [2] - 126:10,

153:4

quoted [1] - 145:23

R

rage [1] - 117:11

rails [3] - 160:4,

162:23, 164:2

rainy [1] - 167:23

raise [5] - 60:12,

109:1, 166:5, 202:17,

211:16

raised [1] - 188:6

raises [1] - 83:18

raising [1] - 211:14

Ramadi [1] - 69:3

ramp [1] - 62:11

ramping [1] - 116:11

ran [2] - 94:11, 188:5

Randolph [1] - 1:20

Randy [4] - 5:18,

147:2, 165:9, 165:12

range [11] - 9:1,

18:23, 26:20, 29:22,

93:7, 95:24, 117:22,

120:17, 143:8,

143:18, 174:14

ranging [1] - 149:18

rank [1] - 84:16

Rankine [2] - 103:10,

103:18

rapid [3] - 51:15,

77:8, 178:15

rare [1] - 87:20

rate [2] - 31:4,

162:11

rates [2] - 83:18,

85:21

rather [6] - 15:7,

88:7, 148:13, 171:19,

172:20, 183:19

rationally [1] - 85:18

raw [1] - 70:10

Ray [1] - 34:14

reach [1] - 199:13

reached [1] - 36:17

reaching [4] - 36:23,

38:15, 136:19, 204:22

reaction [1] - 104:2

read [8] - 39:7, 58:4,

111:6, 141:1, 173:9,

173:11, 174:17,
216:21

reads [1] - 101:18

ready [12] - 13:11,

13:21, 69:15, 106:10,

132:14, 147:5,

164:23, 167:7, 175:6,

187:2, 201:4

ready-mix [1] -

132:14

real [18] - 17:4,

18:24, 52:15, 52:17,

58:7, 66:3, 66:13,

66:14, 86:15, 100:24,

106:6, 107:19,

141:14, 152:4,

157:12, 164:18,

174:12, 174:13

real-world [1] - 152:4

realities [1] - 184:21

reality [3] - 20:18,

69:8, 179:14

realization [1] - 75:8

realize [4] - 52:20,

139:11, 193:22, 213:4

realized [2] - 155:23,

189:21

realizing [2] - 42:24,

155:10

really [26] - 38:23,

49:8, 60:2, 60:4,

71:18, 72:11, 112:1,

124:2, 141:14, 148:9,

151:2, 151:11,

156:18, 172:21,

200:21, 205:13,

207:2, 207:5, 208:11,

209:11, 209:12,

209:19, 212:12,

214:5, 218:16

reap [3] - 41:23,

138:8, 164:22

rear [1] - 162:24

reason [11] - 41:1,

57:6, 58:23, 89:3,

90:6, 103:19, 195:22,

200:2, 210:3, 210:19,

212:11

reasonable [2] -

10:22, 58:16

reasons [7] - 59:18,

81:1, 95:1, 150:23,

197:7, 213:16, 215:13

Rebecca [3] - 2:6,

11:18, 206:7

rebuilding [1] - 86:5

receive [2] - 160:10,

172:20

received [3] - 28:15,

30:5, 151:9

receiving [3] - 92:20,

156:23, 172:18

recent [8] - 51:17,

138:3, 139:13,

176:21, 177:24,

187:17, 198:16, 204:8

recently [5] - 20:12,

35:22, 47:11, 170:18,

176:16

reception [2] - 10:9,

10:15

recessionary [1] -

191:16

recharges [1] -

130:10

Recipient [1] - 28:16

recognition [1] -

185:11

recognize [14] -

18:3, 24:17, 27:2,

44:17, 56:1, 56:7,

77:18, 91:6, 100:8,

100:20, 106:9, 107:1,

128:11, 182:21

recognized [5] -

55:19, 75:20, 80:1,

138:4, 173:11

recognizes [9] -

15:12, 27:13, 36:9,

53:3, 78:9, 96:19,

118:5, 120:10, 184:20

recognizing [3] -

126:15, 164:21, 183:4

recommend [1] -

54:2

recommendation [1]

- 72:10

recommendations

[11] - 22:7, 147:19,

148:6, 149:14,

152:16, 166:8,

170:23, 194:20,

194:21, 195:15,

195:21

recommends [2] -

127:5, 128:19

reconsider[1] -

134:22

reconsidered [1] -

121:21

record [7] - 10:12,

10:20, 12:23, 43:11,

98:18, 117:10, 123:20

record-breaking [1]

- 117:10

recorded [1] -

110:20

records [1] - 208:16

recoup [1] - 191:10

recovery [5] - 37:17,

132:20, 142:17,

176:22, 178:20

recreate [1] - 177:17

recreation [1] -

178:5

recruits [1] - 67:10

red [1] - 70:24

reduce [71] - 9:12,

14:12, 19:16, 22:12,

22:17, 24:14, 25:24,

28:8, 33:7, 35:1,

41:20, 42:12, 42:16,

44:18, 59:16, 62:5,

62:8, 65:22, 67:18,

68:7, 68:10, 69:14,

75:6, 75:7, 75:19,

91:12, 101:5, 102:16,

108:24, 112:5, 113:9,

117:7, 118:10,

118:19, 125:24,

128:7, 130:21, 132:8,

133:5, 133:19,

134:18, 135:22,

138:12, 139:1, 139:3,

139:15, 144:22,

160:9, 163:15, 170:9,

177:6, 177:7, 181:24,

182:13, 188:13,

191:11, 192:21,

193:4, 195:23,

196:21, 196:22,

198:24, 199:1,

201:22, 201:24,

202:6, 204:3, 205:1,

205:2

reduced [11] - 32:18,

59:8, 59:12, 107:13,

132:2, 132:9, 163:17,

163:19, 163:21,

196:3, 199:16

reduces [4] - 92:7,

101:24, 190:13, 212:2

Reducing [1] -

147:16

reducing [30] -

14:23, 21:18, 32:6,

36:19, 37:1, 59:1,

62:23, 63:24, 68:17,

75:8, 75:12, 75:13,

81:12, 92:18, 98:9,

98:11, 99:9, 107:3,

107:4, 122:10, 140:9,

156:18, 163:20,

164:11, 166:9,

166:11, 169:16,

193:2, 196:4, 196:15

Reduction [1] - 92:7

reduction [55] - 9:7,

14:19, 15:2, 18:18,

19:1, 22:16, 27:19,

44:23, 51:7, 64:15,

68:5, 78:10, 91:23,

105:6, 105:17, 120:2,

126:4, 127:17,

129:12, 132:6, 133:6,

137:3, 138:21, 145:1,

159:23, 159:24,

160:7, 160:12,

160:16, 160:24,

161:2, 161:5, 161:14,

162:3, 162:11,

164:16, 166:14,

166:23, 173:10,

174:5, 174:9, 174:13,

190:18, 192:21,

193:16, 196:24,

197:3, 197:4, 197:5,

200:4, 200:8, 200:10,

204:1, 204:2, 212:2

reductions [31] -

14:22, 22:2, 27:12,

33:10, 40:16, 52:22,

68:13, 76:12, 95:9,

96:1, 99:12, 102:7,

106:1, 113:6, 113:12,

119:16, 119:18,

119:21, 119:24,

120:19, 121:14,

121:18, 128:15,

130:19, 171:21,

171:23, 172:5, 173:2,

174:12, 184:23,

199:11

refer [1] - 147:18

reference [2] - 72:6,

114:10

referenced [2] -

119:20, 173:16

referred [1] - 204:17

referring [2] - 72:9,

207:23

refining [1] - 215:21

reflect [5] - 24:4,

114:21, 115:1,

141:14, 183:1

reflected [1] - 37:10

reflects [1] - 179:13

refreshing [1] - 60:4

refrigerants [1] -

82:10

refrigerated [1] -

213:12

refugee [1] - 67:9

refuse [1] - 132:12

regain [1] - 191:18

regard [5] - 40:12,

55:1, 58:7, 150:15,

159:22

regarding [7] -

11:21, 47:7, 50:22,

54:13, 74:9, 176:9,

JENSEN REPORTING (312) 236-6936

31

176:23

REGARDING [1] -

1:7

regards [2] - 101:16,

113:1

regime [2] - 101:17,

121:22

region [2] - 66:18,

169:4

regional [1] - 104:23

Regional [2] - 6:4,

175:21

register [2] - 12:20,

147:20

Registered [1] -

220:6

regular [1] - 89:23

regularly [1] - 85:3

regulate [11] - 16:12,

81:15, 82:6, 149:20,

159:12, 183:3,

183:23, 184:16,

197:21, 203:15,

203:19

regulated [3] - 49:18,

82:18, 96:23

regulates [1] - 37:2

regulating [5] - 80:3,

160:15, 183:7,

183:10, 183:18

regulation [19] -

37:11, 37:12, 50:15,

51:6, 60:7, 76:23,

93:17, 95:11, 96:11,

97:2, 97:9, 110:22,

146:12, 169:18,

181:5, 184:3, 187:22,

189:16, 196:13

regulations [42] -

11:13, 12:4, 12:8,

12:10, 22:23, 25:17,

27:24, 60:5, 60:10,

63:16, 78:2, 81:1,

81:10, 84:19, 91:6,

92:13, 93:6, 95:3,

100:6, 102:21, 110:2,

111:11, 111:17,

128:21, 129:6,

129:18, 131:4, 131:6,

135:17, 141:2,

148:20, 158:12,

170:1, 170:5, 171:2,

172:1, 182:24,

183:12, 183:13,

183:20, 184:1, 185:24

Regulations [2] -

3:7, 25:9

regulatory [38] -

12:2, 12:11, 16:2,

16:14, 16:22, 26:17,
35:20, 37:6, 80:19,

94:18, 94:23, 95:9,

96:23, 97:4, 97:9,

98:17, 101:1, 101:17,

102:15, 102:24,

103:8, 104:17,

107:22, 126:8, 128:3,

137:24, 148:3, 150:8,

150:12, 150:15,

151:22, 159:15,

160:19, 166:5,

183:10, 185:19,

205:14

reiterate [1] - 215:14

rejection [1] - 96:15

related [16] - 10:18,

12:1, 12:5, 16:18,

81:21, 81:22, 83:4,

83:21, 84:7, 91:4,

105:2, 105:22, 133:3,

162:14, 163:2, 205:1

relates [1] - 131:24

Relations [2] - 3:11,

35:12

relationship [2] -

29:1, 45:1

relative [3] - 126:12,

129:19, 185:16

relatively [5] - 84:19,

85:20, 85:21, 152:18,

163:6

relay [1] - 83:16

release [2] - 71:1,

94:8

released [4] - 11:24,

20:12, 147:17, 169:6

releases [1] - 207:12

relevance [1] - 55:20

relevant [1] - 147:11

reliability [1] - 134:5

reliable [1] - 74:18

reliance [2] - 169:7,

192:13

rely [4] - 132:6,

174:6, 174:24, 202:20

relying [2] - 133:23,

202:11

remains [1] - 66:6

remarkably [1] -

100:4

remarks [2] - 11:14,

12:23

remedial [1] - 123:21

remediating [1] -

136:9

remember [4] - 8:15,

34:13, 86:1, 125:8

remembering [1] -

173:5

remind [2] - 109:13,

188:2

reminder [1] - 71:3

reminders [1] -

117:5

removing [1] - 193:5

renewable [4] - 98:2,

113:13, 124:14,

158:15

repair [3] - 79:1,

86:23, 164:11

repeat [2] - 99:15,

101:6

repeating [1] - 86:17

repetitious [1] -

10:21

replace [1] - 178:13

replaced [1] - 156:9

replacing [2] -

108:16, 163:12

replete [1] - 101:1

Report [1] - 123:17

report [10] - 13:9,

20:12, 51:18, 76:11,

119:21, 139:13,

161:9, 190:15,

190:22, 191:4

reported [2] - 53:13,

220:9

Reporter [4] - 1:23,

220:5, 220:6, 220:7

reporter [3] - 10:11,

13:4, 13:9

reporting [2] - 73:8,

123:20

Reporting [1] - 1:20

reports [1] - 66:15

represent [9] - 17:9,

20:2, 21:4, 59:22,

107:11, 121:8,

161:24, 168:15,

188:20

representation [2] -

107:19, 178:9

representative [2] -

95:8, 131:16

represented [1] -

130:13

representing [6] -

19:7, 62:15, 131:12,

153:22, 159:9, 189:10

represents [3] -

78:23, 98:7, 164:20

request [2] - 113:23,

119:10

require [9] - 15:23,

22:24, 29:18, 32:2,

47:10, 67:6, 67:12,

182:2, 192:20

required [12] - 16:17,

21:1, 35:1, 40:12,

50:5, 58:8, 80:6, 80:8,

92:8, 121:5, 134:20,

171:6

requirement [3] -

81:2, 141:23, 185:4

requirements [14] -

9:5, 18:12, 22:1,

23:18, 33:11, 45:5,

51:12, 92:6, 108:2,

109:15, 131:18,

171:16, 185:1, 185:22

requires [4] - 30:8,

80:16, 82:4, 83:9

requiring [5] - 16:14,

136:3, 169:18, 182:5

rescue [3] - 65:15,

69:3, 133:9

research [3] - 154:6,

204:20, 209:9

resident [1] - 210:1

residual [1] - 164:15

resistance [20] -

22:20, 132:3, 132:5,

133:5, 133:19, 134:4,

134:18, 134:22,

142:9, 142:15,

142:24, 143:3, 143:9,

143:17, 144:1, 144:9,

158:5, 183:21

resistant [1] - 164:11

resolving [2] - 35:21,

88:19

resource [1] - 178:6

resources [5] -

56:11, 82:24, 177:2,

179:2, 216:9

Resources [4] -

93:22, 104:18,

122:17, 153:21

respect [1] - 80:22

respectfully [1] -

63:20

respective [1] -

126:9

respond [3] - 67:2,

67:16, 133:10

responding [3] -

67:13, 132:15, 132:22

responds [1] -

137:16

response [7] - 8:21,

47:16, 73:14, 146:21,

176:21, 200:17,

205:10

responses [1] -

154:17

responsibilities [1] -

75:6

responsibility [4] -

70:12, 124:19,

155:11, 188:10

responsible [7] -

30:3, 57:17, 91:6,

108:18, 110:2, 189:6,

217:2

rest [3] - 43:20,

149:6, 175:10

restaurants [1] -

201:19

restore [1] - 108:23

restricting [1] -

161:2

restrictions [1] -

164:6

restricts [1] - 83:18

result [12] - 18:23,

19:3, 20:15, 40:19,

67:9, 76:5, 76:14,

87:2, 92:9, 119:24,

190:4, 200:11

resulted [2] - 91:23,

190:19

resulting [3] - 14:19,

92:1, 164:14

results [4] - 16:24,

34:15, 72:18, 203:9

retailers [2] - 179:12,

193:12

retain [2] - 190:10,

191:22

retained [1] - 192:1

retired [4] - 32:12,

153:18, 154:5, 180:24

retooling [1] - 26:2

retrofit [2] - 65:2,

126:24

return [3] - 156:5,

164:24, 194:24

returns [2] - 130:9,

158:20

reusing [1] - 95:12

reveal [1] - 90:4

revenue [2] - 191:14,

208:8

reverse [1] - 89:15

review [5] - 22:14,

27:22, 47:1, 98:20,

111:24

Review [1] - 66:16

reviewing [1] - 46:21

revised [1] - 98:15

revision [1] - 121:11

revisit [1] - 150:13

revitalize [1] -

192:11

Ricardo [1] - 161:10

Rich [1] - 194:6

Richard [3] - 6:10,

175:13, 194:5

rid [1] - 45:18

JENSEN REPORTING (312) 236-6936

32

ride [3] - 37:17,

133:22, 133:24

ridiculous [1] - 58:8

rig [2] - 63:4, 117:2

Rig [1] - 116:24

rigged [1] - 29:20

rights [1] - 124:23

rigorous [1] - 140:11

rigs [1] - 75:2

Rim [1] - 175:8

Rinda [3] - 5:7,

115:12, 135:4

rinda [1] - 135:2

rise [4] - 71:17,

117:16, 176:9, 196:5

rising [4] - 67:7,

119:7, 176:10, 192:14

risk [9] - 66:8, 86:17,

133:16, 153:23,

158:1, 169:2, 177:7,

190:9, 204:10

risking [1] - 69:10

risks [2] - 197:17,

215:20

risky [1] - 177:8

Rita [3] - 6:12,

197:12, 197:14

River [2] - 117:5,

176:24

road [35] - 20:2,

32:21, 58:12, 62:1,

68:16, 76:9, 86:5,

99:7, 102:5, 121:8,

132:5, 132:12,

132:21, 133:6, 134:1,

134:7, 134:10,

139:19, 142:5,

142:20, 144:4, 144:5,

168:24, 169:13,

169:17, 181:14,

182:18, 191:10,

193:6, 198:11,

199:20, 199:22,

206:23, 209:10,

216:18

roadblock [1] -

105:24

roads [8] - 32:1,

33:18, 84:3, 99:17,

105:9, 132:17,

132:23, 164:9

roadsides [2] -

70:21, 132:19

roadways [1] - 164:6

robust [1] - 140:11

roger [1] - 131:10

Roger [4] - 5:5,

115:11, 131:11,

141:17

ROI [1] - 156:13
role [8] - 114:11,

136:23, 138:4,

176:18, 206:18,

207:3, 208:14, 209:13

rolling [19] - 22:20,

121:19, 132:3, 132:5,

133:5, 133:19, 134:3,

134:18, 134:22,

142:9, 142:15,

142:24, 143:3, 143:8,

143:17, 143:24,

144:9, 183:21

ron [1] - 11:5

Ron [6] - 8:9, 10:19,

11:3, 11:7, 35:10,

206:4

Ronald [3] - 2:3, 8:8,

8:10

roof [2] - 162:22,

213:17

room [1] - 14:2

rose [1] - 209:23

Rose [4] - 7:3, 47:19,

205:19, 209:24

rotation [1] - 133:21

round [3] - 46:21,

115:14, 180:14

RPR [2] - 1:23,

220:17

rubber [1] - 133:4

Rule [2] - 92:2, 92:4

rule [98] - 15:9,

15:11, 16:5, 35:1,

35:24, 36:16, 36:23,

37:2, 37:4, 37:14,

38:15, 48:18, 50:6,

54:3, 61:7, 65:14,

68:9, 72:24, 74:10,

77:14, 77:21, 78:11,

78:15, 82:8, 91:17,

91:18, 94:8, 97:14,

98:20, 98:23, 99:21,

100:10, 100:12,

101:21, 104:5,

105:11, 105:15,

105:20, 106:6, 106:9,

106:11, 106:13,

111:16, 112:18,

112:19, 113:15,

118:5, 118:24,

119:17, 119:22,

120:9, 120:15,

120:21, 121:10,

121:24, 122:3, 122:5,

122:8, 131:18,

131:20, 131:23,

132:1, 134:6, 139:6,

139:16, 140:12,

140:22, 143:21,

147:21, 148:2, 148:8,

149:13, 152:16,

152:17, 152:24,

164:23, 166:4,

167:21, 173:9, 177:6,

177:11, 178:4,

178:21, 179:5, 179:6,

181:6, 181:10,

181:19, 182:7,

182:11, 184:12,

185:20, 187:1,

193:24, 200:11, 207:4

rulemaking [27] -

12:1, 12:19, 14:11,

25:12, 25:18, 26:14,

27:21, 38:5, 50:18,

54:14, 63:21, 64:16,

64:21, 73:6, 78:14,

80:9, 97:18, 98:7,

102:7, 104:13,

126:24, 150:10,

150:11, 152:1, 168:7,

176:2, 183:24

Rulemaking [1] -

12:14

rulemakings [1] -

178:11

rules [24] - 15:4,

18:21, 35:16, 39:23,

80:17, 80:22, 82:23,

83:4, 94:14, 100:5,

103:6, 126:17,

165:21, 166:1, 166:6,

166:7, 176:16,

177:24, 178:17,

182:17, 183:17,

186:4, 193:16, 201:24

ruling [1] - 14:5

run [5] - 10:4, 31:15,

83:10, 135:22, 217:4

running [2] - 156:4,

217:14

runs [1] - 99:12

rural [1] - 132:16

Russia [1] - 63:13

Russian [1] - 117:10

rust [1] - 164:11

S

sacrifice [1] - 143:7

sacrificing [1] - 96:2

sad [1] - 208:19

safe [3] - 57:18,

125:7, 134:20

safer [1] - 19:12

Safety [5] - 1:14, 2:2,

2:4, 11:8, 206:5

safety [2] - 15:2,

125:3

sailors [1] - 30:13

sake [1] - 157:23

sale [1] - 167:17

Sales [1] - 79:5

sales [5] - 16:18,

74:12, 79:2, 81:12,

185:4

sales-weighted [1] -

185:4

SALGADO [2] -

87:15, 90:12

Salgado [3] - 4:10,

47:20, 87:16

SALGADOCHAVEZ [2] - 87:15,

90:12

Salgado-Chavez [2]

- 4:10, 87:16

sands [1] - 117:4

satisfies [1] - 9:5

satisfy [1] - 173:6

Saturday [1] - 71:12

Saudi [1] - 31:8

save [22] - 9:13,

32:10, 33:4, 33:8,

33:13, 35:3, 41:16,

63:4, 68:11, 69:15,

162:22, 162:23,

162:24, 170:10,

170:12, 190:10,

191:6, 192:22, 196:8,

199:3, 202:12

saved [4] - 167:4,

197:6, 199:15, 200:11

saves [5] - 163:1,

163:8, 163:12,

178:23, 178:24

saving [8] - 20:11,

75:24, 76:16, 164:8,

178:14, 216:6, 216:7,

216:8

savings [42] - 17:4,

22:2, 23:8, 23:10,

23:12, 24:10, 33:5,

49:17, 50:23, 52:20,

76:11, 119:5, 119:16,

120:18, 121:14,

121:18, 122:23,

138:12, 138:16,

138:18, 139:4,

161:15, 161:17,

162:2, 162:3, 162:7,

162:9, 162:21,

163:10, 164:22,

171:3, 171:9, 171:17,

173:21, 180:7, 190:5,

191:12, 192:24,

193:3, 196:7, 196:9

saw [2] - 68:20,

117:10

scalability [1] -

130:23

scale [3] - 32:4,

42:18, 174:22

scaleable [1] -

129:10

scaling [1] - 152:11

scenario [1] - 51:5

schedule [2] - 16:9,

207:4

scheduled [1] - 10:4

schedules [3] - 16:2,

185:23, 209:19

scheme [2] - 16:14,

96:23

school [8] - 58:23,

58:24, 88:6, 88:8,

123:9, 123:12,

123:22, 195:22

schoolchildren [1] -

195:22

science [4] - 19:10,

154:9, 154:11, 154:13

Science's [2] -

22:15, 51:18

science-based [1] -

19:10

Sciences [9] - 79:24,

93:11, 93:19, 119:20,

139:14, 147:15,

150:22, 151:9, 170:18

scientific [1] -

194:19

scientist [2] - 154:3,

198:17

Scientists [8] - 3:5,

19:7, 19:9, 20:22,

49:24, 122:17,

190:17, 192:24

scientists [2] -

67:21, 170:23

scope [5] - 30:20,

46:1, 56:22, 114:24,

130:23

SCR [2] - 92:7, 92:12

scratch [1] - 101:17

scrutinize [1] - 16:22

sea [4] - 67:7,

117:15, 176:9, 202:17

searching [1] -

215:19

season [1] - 177:20

seatbelts [1] - 60:11

Sebastian [1] - 71:11

second [30] - 9:22,

11:20, 16:11, 18:4,

23:1, 29:3, 47:19,

51:14, 55:16, 64:7,

79:16, 81:14, 82:15,

83:14, 85:13, 103:22,

JENSEN REPORTING (312) 236-6936

33

113:18, 115:12,

115:14, 119:1, 126:2,

137:18, 138:12,

145:8, 148:3, 148:16,

151:8, 151:22,

152:21, 217:23

secondly [1] - 52:23

Secretary [2] - 34:14,

36:7

Section [5] - 79:15,

79:22, 80:16, 80:23,

103:9

section [1] - 80:8

sector [30] - 17:9,

20:7, 20:16, 58:10,

62:7, 62:24, 63:24,

100:15, 120:7,

148:18, 149:5,

149:21, 150:11,

151:2, 151:5, 169:8,

179:17, 181:8,

181:13, 181:23,

182:8, 182:14,

182:18, 182:20,

189:17, 189:19,

195:7, 198:10, 205:4

sector's [1] - 137:18

sectors [2] - 152:12,

190:24

secure [4] - 135:11,

137:8, 157:9, 181:22

security [35] - 8:17,

20:10, 28:17, 28:19,

29:2, 32:16, 33:2,

35:2, 65:22, 66:3,

66:10, 66:13, 66:20,

69:14, 69:21, 98:24,

99:2, 103:4, 118:20,

124:3, 136:5, 138:21,

138:22, 140:7,

140:10, 158:23,

169:2, 176:7, 181:9,

182:16, 186:6,

190:12, 192:12,

196:20, 217:12

Security [7] - 14:14,

16:4, 28:21, 65:17,

79:16, 99:6, 118:18

sedans [1] - 42:9

sediment [1] -

198:17

see [31] - 26:9,

38:16, 43:20, 53:6,

60:15, 60:21, 68:13,

68:24, 70:20, 70:21,

72:17, 87:8, 88:1,

103:19, 111:16,

111:18, 114:8,

123:13, 123:23,

130:12, 140:22,
148:2, 157:20,

159:23, 166:7,

167:16, 180:10,

186:8, 201:20,

201:21, 202:13

seeing [5] - 58:7,

110:8, 145:10,

145:17, 145:22

seek [6] - 84:1,

100:20, 103:13,

103:22, 112:1, 177:17

seeking [2] - 109:12,

109:13

seeks [1] - 102:7

seem [2] - 58:11,

111:4

segment [4] - 27:5,

37:13, 54:16, 195:3

segments [1] - 76:21

Selective [1] - 92:6

self [3] - 28:11,

124:17, 158:24

self-interest [1] -

124:17

self-proclaimed [1] -

28:11

sell [7] - 17:23,

41:18, 78:24, 79:7,

81:23, 141:5, 150:4

sells [1] - 125:18

Senate [1] - 58:4

Senator [1] - 58:4

senators [1] - 58:5

send [3] - 12:17,

12:24, 50:4

sending [3] - 63:8,

210:16, 216:24

senior [2] - 19:14,

63:10

sense [16] - 44:13,

101:21, 103:16,

137:24, 140:5, 149:9,

149:10, 150:24,

152:6, 152:14, 153:1,

158:24, 184:19,

208:5, 208:22, 209:11

sensitive [1] -

133:10

sensitivity [1] -

174:13

sent [2] - 93:22,

169:4

sentence [1] -

102:20

separate [11] - 27:7,

94:20, 94:24, 95:14,

95:22, 96:3, 97:1,

103:23, 104:1,

150:20, 151:12

separately [2] - 37:3,

183:4

separation [1] -

185:14

serious [2] - 66:1,

103:3

seriously [5] - 18:10,

29:11, 66:12, 95:20,

133:1

serve [4] - 54:23,

97:24, 131:20, 133:17

served [1] - 28:11

service [13] - 34:16,

35:8, 69:24, 76:16,

79:1, 83:13, 86:3,

99:1, 185:7, 210:16,

213:12, 213:21,

213:22

services [4] - 30:7,

63:6, 91:3, 191:3

serving [2] - 8:6,

34:4

set [31] - 23:14,

24:19, 52:10, 52:21,

61:18, 79:15, 80:23,

81:17, 83:20, 94:3,

109:24, 121:8, 123:1,

125:9, 135:17,

143:13, 148:17,

148:24, 149:9,

149:10, 151:1,

151:15, 151:16,

152:2, 173:1, 179:18,

190:3, 197:1, 200:6,

215:9, 218:7

sets [2] - 54:5, 82:22

setting [21] - 20:3,

20:6, 23:2, 24:18,

53:15, 62:1, 80:11,

110:6, 120:9, 126:9,

151:23, 171:1,

171:10, 172:3, 174:6,

179:6, 180:13,

189:23, 192:6,

198:24, 215:11

seven [1] - 10:10

several [14] - 15:20,

29:9, 54:3, 63:10,

80:24, 81:24, 95:1,

98:8, 111:3, 131:4,

155:19, 156:2,

185:22, 203:6

severely [1] - 129:8

shall [1] - 101:10

share [6] - 27:20,

71:11, 98:4, 129:20,

140:10, 200:20

shareholder [1] -

193:21

shares [1] - 193:18

shelf [2] - 22:20,

166:12

shells [1] - 29:20

shepherds [1] -

70:15

SHETLER [1] -

202:24

Shetler [4] - 6:18,

200:24, 202:23, 203:1

shift [2] - 108:15,

185:15

shifted [1] - 201:14

shippers [1] - 164:19

shipping [5] - 41:20,

59:12, 59:16, 92:19,

192:17

ships [1] - 67:14

shockingly [1] -

169:20

shocks [1] - 99:3

short [16] - 21:23,

40:18, 48:3, 71:13,

91:19, 115:9, 136:10,

144:2, 148:5, 152:18,

178:21, 180:1,

205:16, 207:19,

208:22, 216:3

short-term [4] -

136:10, 207:19,

208:22, 216:3

shortages [2] -

66:24, 67:5

Shorthand [1] -

220:5

shorthand [2] -

220:9, 220:12

show [6] - 39:18,

64:2, 71:17, 71:18,

105:4, 150:2

showed [1] - 198:14

shown [3] - 51:16,

160:23, 196:19

shows [1] - 44:22

sick [2] - 59:3, 88:21

side [3] - 89:15,

142:17, 165:2

Side [1] - 59:5

sideline [1] - 85:2

sidelines [1] - 192:6

sides [1] - 31:8

sidewall [1] - 133:20

sidewalls [1] - 134:4

Sierra [35] - 3:12,

3:21, 4:21, 5:14, 6:10,

6:12, 6:16, 6:18, 6:22,

7:3, 7:5, 38:21, 38:23,

48:1, 57:7, 61:14,

70:4, 87:11, 115:16,

116:7, 122:1, 122:8,

122:16, 123:11,

135:7, 153:19, 194:7,

197:15, 197:23,

201:7, 203:2, 206:20,

210:1, 213:9, 214:13

signal [2] - 50:4,

192:7

signals [2] - 191:23,

192:5

signed [3] - 10:8,

94:7, 156:11

significant [28] -

9:11, 18:7, 18:19,

21:4, 27:11, 37:19,

76:19, 91:21, 93:10,

104:15, 105:24,

106:10, 113:12,

118:6, 119:8, 137:21,

138:18, 139:11,

145:11, 145:17,

153:2, 155:19,

155:22, 164:24,

180:7, 196:8, 199:11

significantly [8] -

16:23, 62:8, 85:16,

98:14, 104:9, 112:21,

135:13, 204:4

SILVERMAN [6] -

43:9, 110:18, 111:2,

172:24, 173:14,

173:24

Silverman [2] - 2:14,

11:1

similar [9] - 29:21,

32:8, 45:4, 58:9,

76:12, 100:13,

121:16, 173:18,

184:18

similarity [1] - 208:2

simple [2] - 16:20,

156:24

simply [5] - 86:17,

99:10, 140:5, 156:22,

174:21

Simply [1] - 32:15

simulated [1] -

161:21

simulation [6] - 53:4,

53:17, 53:21, 72:16,

72:18, 160:8

simultaneously [1] -

98:9

sincerely [1] -

137:14

single [8] - 15:17,

38:13, 69:7, 84:10,

85:5, 94:3, 98:16,

99:21

sister [1] - 89:6

sit [3] - 178:22,

201:1, 214:12

site [8] - 127:17,

JENSEN REPORTING (312) 236-6936

34

130:2, 130:3, 130:8,

130:12, 142:7, 142:8,

142:16

sites [1] - 132:15

sits [1] - 192:6

sitting [3] - 11:16,

216:1, 216:23

situation [1] - 207:1

situations [1] -

133:10

six [3] - 26:3, 166:8,

207:11

six-speed [1] - 26:3

size [6] - 34:5, 95:2,

96:14, 117:12,

184:20, 184:22

sized [3] - 70:9,

107:1, 108:21

sizes [2] - 9:3, 21:3

skepticism [1] -

158:8

skeptics [1] - 154:14

skin [1] - 87:23

slash [1] - 117:16

slightly [1] - 63:2

slippery [1] - 32:21

slope [1] - 32:22

slowly [2] - 10:11,

13:8

sludge [1] - 70:23

slush [1] - 144:5

small [5] - 26:2,

58:11, 135:4, 136:6,

195:3

smaller [5] - 37:18,

120:14, 127:22,

144:10, 177:23

smart [6] - 207:13,

208:5, 209:3, 209:11,

217:10, 217:14

SmartWay [9] -

22:21, 64:22, 82:14,

92:16, 166:14,

166:23, 167:1, 167:4,

167:8

Smith [1] - 32:13

smog [1] - 201:22

smokers [1] - 154:12

smokestacks [1] -

117:9

snow [1] - 144:5

snowy [2] - 132:21,

133:7

so-called [1] - 178:4

social [2] - 75:5,

189:7

socially [1] - 189:6

societal [2] - 57:15,

138:19

society [5] - 9:15,
71:4, 154:24, 155:6,

157:13

softer [1] - 133:24

soil [1] - 89:1

solar [2] - 89:14,

156:12

solar-generated [1] -

156:12

sold [15] - 52:18,

53:2, 53:12, 53:16,

57:20, 63:11, 72:17,

72:19, 82:19, 82:20,

105:8, 138:24, 185:7,

199:17, 213:15

soldier[1] - 34:7

soldiers [4] - 29:9,

30:13, 34:7, 34:11

soldiers' [1] - 34:9

solely [1] - 124:17

solid [3] - 21:4, 29:7,

95:11

solution [4] - 15:18,

17:20, 44:4, 182:15

solutions [7] - 38:4,

77:13, 77:22, 108:12,

165:1, 182:19, 195:1

someone [2] -

123:21, 153:22

sometimes [5] -

124:21, 167:14,

197:19, 215:1

somewhat [2] - 50:2,

145:15

son [5] - 88:5, 88:21,

89:21, 210:20, 211:2

son's [1] - 211:11

sons [1] - 210:15

soon [6] - 43:3,

49:12, 51:13, 52:11,

53:9, 123:12

sooner [3] - 72:1,

171:18, 172:20

soot [4] - 58:19,

195:17, 201:20,

201:22

sophisticated [1] -

17:10

sorry [6] - 30:9, 48:1,

89:9, 123:6, 151:19,

173:23

sort [3] - 113:23,

143:15, 152:5

sought [1] - 93:7

sound [2] - 94:18,

154:10

soundly [1] - 194:21

source [5] - 30:10,

69:7, 96:8, 118:7,

203:17

sources [2] - 118:6,

177:9

sourcing [1] - 155:14

South [2] - 59:4,

198:20

southeast [1] -

178:10

space [2] - 115:3,

115:5

Spain [2] - 214:7,

216:14

spark [1] - 103:1

spark-ignition [1] -

103:1

Spartan [3] - 5:6,

131:12, 131:19

speaker [2] - 12:22,

90:16

speakers [1] - 47:8

speaking [5] - 13:23,

39:2, 72:11, 194:8,

214:21

special [3] - 62:13,

128:24, 213:24

specialist [2] -

28:12, 28:23

specially [1] - 29:12

specialty [1] - 87:17

species [1] - 89:7

specific [19] - 21:7,

45:14, 45:16, 72:13,

84:15, 84:21, 91:15,

103:8, 111:15,

128:10, 134:16,

134:17, 146:1,

146:13, 162:21,

167:11, 167:14,

167:15, 179:5

specifically [9] -

16:3, 29:13, 50:14,

79:14, 80:6, 82:5,

104:5, 141:21, 198:4

specifics [3] - 50:1,

110:4, 111:18

specified [1] -

127:18

spectrum [1] - 75:11

speed [8] - 18:11,

26:3, 37:17, 44:9,

44:23, 45:6, 47:10,

134:13

speed-adjusted [1] -

37:17

speeds [1] - 133:11

spelled [1] - 189:10

spend [6] - 25:19,

30:12, 132:11, 142:6,

142:20, 150:9

spending [2] - 142:4,

204:15

spent [5] - 67:13,

123:16, 165:14,

203:6, 204:14

spew [1] - 116:1

spewed [1] - 116:23

spewing [2] -

201:20, 217:3

spews [1] - 117:8

spill [7] - 117:3,

117:5, 136:11,

176:21, 176:24,

198:13, 198:16

spills [2] - 124:6,

177:7

split [2] - 147:24,

180:3

sports [2] - 132:23,

177:14

spots [1] - 45:16

spread [1] - 178:9

spring [1] - 116:22

spur [4] - 20:8, 22:4,

62:24, 78:3

spurred [1] - 204:7

spurring [1] - 140:8

SS [1] - 220:1

stability [3] - 15:15,

16:1, 80:19

staff [3] - 11:4, 21:1,

87:9

Staff [1] - 67:19

stage [6] - 24:19,

70:11, 126:22,

126:23, 131:1

stages [1] - 126:18

stagnation [1] -

116:19

stakeholders [10] -

14:7, 36:13, 43:20,

75:4, 75:12, 93:7,

93:11, 93:21, 114:17,

179:10

stalls [1] - 192:5

stand [4] - 94:4,

167:7, 213:7, 215:16

standard [21] -

38:13, 84:8, 103:24,

104:1, 108:10, 109:8,

109:20, 109:22,

112:10, 112:13,

172:12, 173:17,

174:4, 174:7, 174:8,

174:18, 176:4,

179:20, 180:18,

184:20, 204:5

standardized [1] -

180:2

standards [246] -

8:13, 8:23, 11:22,

11:23, 19:20, 20:4,

20:6, 20:17, 20:19,

20:23, 21:3, 21:10,

21:14, 21:17, 21:21,

22:1, 22:9, 22:11,

23:3, 23:15, 23:17,

23:19, 23:21, 23:23,

24:1, 24:4, 24:14,

24:18, 25:14, 27:2,

32:20, 35:14, 35:15,

39:21, 40:3, 40:12,

40:19, 41:3, 42:2,

42:4, 42:18, 42:20,

42:23, 43:3, 46:14,

46:17, 46:19, 46:20,

46:22, 48:20, 49:9,

49:22, 50:18, 50:20,

51:2, 51:8, 51:20,

52:8, 52:21, 53:15,

54:1, 58:3, 58:15,

58:18, 59:19, 60:12,

61:19, 62:2, 62:9,

62:15, 63:3, 64:18,

65:5, 68:6, 71:23,

75:10, 77:11, 78:7,

79:17, 79:19, 79:23,

80:13, 83:11, 83:21,

90:20, 92:23, 94:21,

94:24, 95:14, 95:21,

95:22, 96:4, 96:9,

96:21, 97:2, 98:6,

98:14, 101:11,

101:22, 102:19,

104:23, 105:1,

106:24, 107:2, 107:7,

107:14, 107:21,

108:3, 108:21,

113:24, 114:2,

115:23, 116:6, 116:8,

116:11, 116:12,

116:18, 116:20,

117:17, 118:9,

118:14, 118:16,

118:23, 119:12,

119:14, 120:4, 120:5,

120:14, 121:2, 122:9,

122:13, 122:14,

122:21, 123:1,

124:10, 125:9,

125:16, 125:17,

126:9, 135:14, 136:4,

136:14, 137:2,

137:23, 138:4, 138:8,

138:16, 138:22,

139:1, 139:10,

139:23, 140:5,

147:11, 147:23,

148:10, 148:12,

148:13, 148:17,

148:23, 149:1, 149:9,

149:10, 150:1,

150:20, 151:2, 151:4,

151:5, 151:12,

JENSEN REPORTING (312) 236-6936

35

151:15, 151:18,

151:23, 157:24,

158:19, 166:15,

166:20, 170:8,

170:14, 170:15,

171:1, 171:2, 171:10,

171:14, 172:4,

172:10, 176:15,

176:17, 178:2, 179:6,

179:8, 179:11,

179:14, 179:16,

179:18, 180:4, 180:9,

180:13, 180:14,

181:4, 183:8, 185:9,

185:14, 187:5, 187:6,

188:5, 188:6, 188:7,

189:19, 189:23,

190:3, 190:7, 192:6,

192:20, 193:15,

195:16, 197:1, 197:8,

198:7, 199:1, 199:7,

199:8, 199:9, 199:12,

199:19, 199:23,

200:3, 200:6, 203:24,

204:6, 204:22, 207:4,

209:19, 211:14,

211:15, 211:16,

214:1, 214:5, 215:8,

215:11, 216:5,

216:18, 218:4, 218:8,

218:9, 218:17

Standards [3] - 1:8,

1:9, 2:13

standpoint [1] -

195:8

stands [2] - 69:8,

164:23

Star [1] - 94:12

stark [1] - 99:11

start [18] - 31:21,

46:22, 48:7, 48:19,

51:13, 74:2, 115:10,

115:13, 148:7,

164:20, 175:16,

205:22, 205:24,

206:1, 206:9, 216:17,

217:21, 218:5

started [2] - 13:13,

118:14

starting [5] - 21:14,

22:10, 54:2, 118:12,

174:14

STATE [1] - 220:1

State [3] - 111:7,

166:18, 220:8

state [16] - 13:7,

79:5, 81:20, 81:22,

82:3, 82:23, 83:3,

83:8, 84:7, 98:18,

123:17, 127:13,
168:16, 175:17,

177:16, 190:20

statement [10] -

12:7, 12:9, 12:15,

43:16, 43:22, 63:9,

68:3, 102:23, 111:1,

154:4

statements [1] -

10:20

states [10] - 9:8,

45:5, 81:24, 84:1,

136:22, 179:12,

188:5, 188:6, 188:9,

192:15

STATES [1] - 1:1

States [13] - 14:17,

14:21, 30:10, 44:21,

45:4, 68:19, 104:20,

108:4, 136:17,

148:24, 169:10,

191:19, 214:2

States' [1] - 192:12

statewide [1] -

168:14

station [1] - 42:14

statute [1] - 101:7

statute's [1] - 81:2

statutory [3] - 44:14,

99:24, 101:4

stay [7] - 10:6, 59:2,

88:10, 90:10, 90:12,

173:18, 195:24

staying [1] - 157:8

steady [1] - 51:15

steel [5] - 29:7, 70:7,

70:24, 163:12, 174:19

Steelworkers [1] -

61:14

step [24] - 21:4,

27:17, 42:3, 47:17,

48:21, 55:5, 65:24,

68:16, 76:23, 89:18,

91:11, 117:18,

121:16, 139:6, 140:8,

148:14, 169:15,

170:6, 170:15,

178:12, 180:9, 196:5,

203:21, 212:5

Stephen [3] - 4:12,

73:24, 90:17

steps [10] - 8:17,

19:22, 55:23, 100:7,

116:10, 122:14,

155:19, 168:23,

187:9, 202:11

Steve [5] - 7:5,

90:21, 205:19, 213:1,

213:8

Steven [3] - 2:14,

11:1, 175:9

stiff [1] - 133:23

stiffen [1] - 133:22

stiffer [1] - 134:4

stiffness [1] - 133:20

still [14] - 15:7,

67:24, 89:21, 89:22,

91:14, 117:2, 120:24,

129:5, 147:4, 177:15,

198:15, 201:15,

213:20, 213:21

stimulate [1] -

216:10

stock [5] - 81:13,

84:13, 208:7, 208:9,

208:18

stocking [1] - 83:6

stomach [1] - 123:21

stop [1] - 157:11

stops [1] - 156:10

storage [2] - 127:16,

203:11

store [1] - 156:4

story [4] - 15:5,

117:14, 124:22,

156:18

Stover [5] - 4:6,

73:23, 74:4, 74:5,

114:7

STOVER [2] - 74:5,

114:14

straightforward [1] -

52:6

strangers [1] - 14:15

strategies [5] - 9:17,

98:15, 106:4, 113:14,

154:1

strategy [3] - 26:6,

105:13, 106:1

Street [1] - 1:20

strength [3] - 90:5,

162:19, 164:17

strengthen [8] -

24:3, 24:15, 54:3,

62:6, 75:19, 124:2,

128:6, 172:11

strengthened [2] -

49:14, 170:24

strengthening [1] -

131:6

strengthens [2] -

40:7, 69:20

stressed [1] - 198:19

strict [2] - 137:4,

214:4

strictest [1] - 201:24

strides [1] - 178:16

strike [1] - 10:20

stringency [9] -

21:21, 23:14, 49:22,

50:2, 50:24, 122:5,

122:7, 122:12, 174:7

stringent [9] - 14:18,

18:18, 22:4, 40:3,

92:3, 92:22, 118:23,

129:5, 188:7

strive [2] - 135:21,

166:2

strong [16] - 15:11,

20:6, 20:17, 24:18,

41:19, 52:10, 54:5,

84:20, 123:1, 147:21,

170:1, 178:9, 187:6,

187:13, 189:15, 192:6

stronger [2] - 137:7,

218:13

strongest [10] -

42:20, 59:19, 71:22,

172:4, 188:11, 197:8,

199:8, 200:3, 203:24,

204:5

strongly [18] - 21:8,

21:13, 22:8, 23:13,

24:16, 53:23, 94:22,

106:12, 110:21,

112:11, 113:15,

122:1, 127:5, 137:20,

149:23, 182:10,

187:8, 197:20

structure [10] - 37:2,

37:7, 64:9, 94:18,

94:23, 95:16, 109:23,

136:8, 138:1, 183:12

structures [1] -

160:4

struggled [1] -

191:15

Stuckney [4] - 6:10,

175:13, 194:5, 194:7

STUCKNEY [1] -

194:6

studied [1] - 194:18

studies [8] - 40:18,

64:2, 159:19, 160:23,

163:2, 196:19, 204:8,

216:19

study [14] - 22:15,

43:10, 79:24, 80:11,

93:19, 147:15,

161:21, 162:2, 165:3,

165:6, 171:20,

172:18, 172:21,

199:23

study's [2] - 161:13,

162:4

studying [2] - 15:7,

203:7

subcategories [3] -

183:10, 183:11, 184:4

subject [3] - 14:4,

194:19, 198:5

submission [2] -

79:14, 140:13

submit [4] - 9:23,

43:11, 43:12, 172:19

submitted [2] -

93:16, 131:5

submitting [1] -

117:19

subpar [1] - 85:6

SUBSCRIBED [1] -

220:20

subsidies [1] -

123:19

substantial [8] -

40:16, 50:4, 86:19,

149:16, 151:9,

182:11, 182:23,

184:23

substantially [3] -

20:13, 183:6, 202:5

substitute [1] - 160:3

substituting [3] -

47:23, 162:18, 162:22

substitutions [2] -

73:22, 160:10

succeed [1] - 33:17

succeeding [1] -

51:10

success [6] - 15:5,

15:17, 17:5, 86:12,

92:1, 167:8

successful [4] -

14:16, 21:5, 107:21,

214:16

successfully [2] -

163:14, 186:9

suffer [3] - 58:21,

108:4, 195:18

suffering [1] - 117:2

suffers [1] - 58:17

suggest [1] - 63:1

suggested [1] -

46:10

suggesting [2] -

112:7, 146:12

suggestion [1] -

173:17

suggestions [2] -

79:13, 131:5

suggests [2] -

128:12, 204:20

suicide [1] - 28:14

suitable [1] - 142:9

suite [1] - 151:23

sulfur[2] - 14:22,

36:3

Sullivan [1] - 67:20

summarize [2] -

9:11, 161:9

summary [4] -

JENSEN REPORTING (312) 236-6936

36

130:15, 159:19,

164:16, 197:7

summer [2] - 116:22,

198:12

Sunday [1] - 202:15

sunset [2] - 71:2,

71:10

sunsets [1] - 70:24

super [1] - 85:5

superior[2] -

102:12, 105:24

Supervisor [2] - 3:7,

25:9

suppliers [5] - 49:3,

127:23, 128:2,

128:22, 145:13

supplies [2] - 66:8,

187:23

supply [8] - 45:2,

62:18, 66:5, 127:24,

145:14, 158:14,

192:10, 192:18

support [42] - 14:17,

21:8, 21:13, 21:16,

22:8, 24:16, 49:17,

49:23, 50:15, 57:24,

60:4, 72:11, 72:14,

72:19, 77:10, 82:11,

83:22, 91:16, 94:22,

97:10, 106:23, 109:8,

109:12, 109:17,

112:12, 131:19,

135:13, 137:1,

147:10, 147:21,

158:19, 178:2,

179:13, 181:5, 187:1,

187:8, 188:12, 190:9,

193:24, 194:20,

197:20

supported [4] - 36:1,

79:21, 149:24, 179:11

supporters [4] -

19:11, 115:19, 176:1,

189:16

supporting [4] -

12:4, 35:19, 78:13,

93:19

supportive [7] -

61:17, 64:11, 112:19,

182:10, 183:16,

184:10, 185:19

supports [10] -

26:15, 26:24, 27:1,

53:23, 55:1, 75:17,

84:8, 106:12, 137:20,

167:1

Supreme [3] - 111:6,

118:1, 137:17

surge [1] - 29:4

surpass [1] - 203:13
surpassing [1] -

116:2

surprise [1] - 156:6

surprising [2] -

99:23, 101:9

survive [1] - 191:15

suspensions [1] -

133:23

sustain [2] - 30:9,

64:12

sustainability [4] -

25:21, 166:10, 189:9,

189:13

sustainable [2] -

135:6, 166:2

SUV [1] - 26:1

SUVs [1] - 31:12

sworn [1] - 220:4

SWORN [1] - 220:20

system [25] - 18:1,

18:6, 45:18, 57:5,

87:21, 96:11, 121:20,

127:13, 129:7,

129:10, 129:23,

129:24, 130:3, 130:4,

130:6, 136:19, 145:7,

145:9, 145:12,

145:15, 145:24,

151:20, 160:19,

184:18

System [1] - 165:15

systems [28] - 24:9,

35:21, 36:1, 55:22,

62:20, 75:22, 76:2,

76:4, 76:5, 76:8, 76:9,

76:12, 83:2, 87:22,

114:15, 114:16,

114:20, 125:18,

125:20, 126:4, 126:6,

126:24, 129:14,

129:15, 141:6,

144:20, 146:8, 146:11

Systems [3] - 5:3,

125:14

T

table [3] - 10:9,

10:15, 13:15

tacked [1] - 101:7

tackle [1] - 198:1

tailers [1] - 50:13

tailor [1] - 53:1

tailored [1] - 101:4

tailpipe [5] - 103:23,

113:7, 156:19, 198:6,

202:6

tailpipes [1] - 117:8

tall [1] - 85:4

Tamm [3] - 2:7,

11:16, 206:6

tankers [2] - 59:12,

59:13

tanks [1] - 29:8

tap [1] - 57:11

tar [1] - 117:4

target [1] - 152:12

targets [4] - 27:8,

78:12, 113:3, 129:12

task [5] - 16:20,

24:17, 25:13, 49:11,

61:13

tasks [2] - 46:1,

136:22

taste [1] - 71:9

taught [1] - 155:20

tax [2] - 122:6,

123:18

teach [1] - 31:10

teachers [1] - 123:24

team [1] - 93:19

teams [1] - 44:1

Teamster [1] -

106:21

Teamsters [7] - 4:17,

61:16, 64:20, 106:17,

106:19, 106:23,

108:19

tear [1] - 164:9

technical [2] - 27:22,

147:10

Technical [4] - 4:7,

4:13, 74:6, 90:22

technically [2] -

64:1, 200:8

technological [5] -

38:8, 94:14, 102:11,

138:2, 163:16

technologically [7] -

80:15, 81:3, 81:11,

101:13, 110:14,

110:16, 166:16

technologies [92] -

14:24, 18:2, 18:22,

20:21, 21:11, 22:14,

22:22, 23:1, 23:4,

23:6, 23:15, 23:20,

23:24, 24:5, 24:20,

25:23, 26:8, 26:11,

31:22, 36:4, 37:9,

37:15, 37:21, 46:10,

46:16, 46:21, 47:1,

49:2, 49:4, 49:6, 50:7,

50:10, 51:24, 52:2,

52:5, 52:7, 52:9,

52:11, 63:18, 64:3,

71:9, 75:24, 77:7,

77:9, 77:13, 78:6,

81:7, 85:16, 91:4,

91:8, 92:16, 92:22,

93:2, 96:6, 96:20,

103:11, 103:13,

103:17, 112:4,

112:14, 114:12,

119:3, 120:3, 120:18,

122:4, 127:22,

138:11, 139:12,

139:14, 139:24,

140:1, 140:19,

140:23, 150:5,

166:12, 169:19,

170:17, 170:19,

171:7, 171:13, 172:2,

179:24, 180:6,

182:22, 183:22,

184:5, 189:24,

190:23, 192:8,

192:21, 202:5, 214:9

Technologies [3] -

37:22, 37:23, 147:15

Technology [1] -

74:22

technology [87] -

9:16, 19:15, 21:22,

22:5, 22:20, 27:4,

28:23, 33:18, 34:22,

36:18, 37:9, 40:15,

46:15, 51:20, 60:20,

63:22, 64:23, 71:5,

71:7, 74:11, 74:20,

76:8, 76:19, 76:24,

92:7, 103:12, 103:20,

110:23, 112:2, 114:1,

114:21, 115:2,

118:16, 118:23,

122:2, 125:19, 126:2,

126:19, 127:4, 128:7,

128:8, 128:9, 128:11,

128:12, 128:14,

129:1, 129:3, 129:8,

130:16, 130:23,

135:16, 138:1,

138:12, 140:22,

141:2, 141:3, 145:7,

153:4, 153:10, 171:5,

173:4, 178:14,

178:17, 180:15,

181:23, 182:4,

184:13, 188:8, 188:9,

191:11, 192:2,

193:12, 196:23,

199:13, 200:3, 209:9,

209:10, 210:9,

211:24, 212:10,

215:24, 216:10,

216:20, 217:5, 218:6

technology-forcing

[2] - 118:16, 118:23

telegraphed [1] -

152:22

telematics [2] -

129:14, 146:16

temperatures [3] -

176:10, 196:6, 202:16

ten [7] - 57:22,

60:21, 75:20, 115:8,

147:12, 163:17, 191:5

ten-minute [1] -

115:8

tens [2] - 99:7, 99:15

term [16] - 25:21,

77:10, 136:10,

136:21, 181:22,

189:8, 198:15,

207:19, 208:22,

209:12, 209:16,

209:17, 214:24,

216:3, 216:6

terminals [2] - 74:24,

165:15

terms [9] - 107:2,

112:16, 113:6,

140:19, 174:3, 174:5,

215:1, 215:2, 215:11

terrain [1] - 132:12

terrorism [1] - 30:14

terrorists [2] - 31:11,

67:10

test [19] - 17:22,

37:10, 38:2, 52:14,

77:17, 80:12, 95:12,

101:10, 114:10,

114:11, 114:23,

115:1, 120:21,

129:17, 129:22,

143:16, 148:21,

149:24

tested [4] - 52:18,

53:1, 97:1, 125:24

testified [5] - 61:1,

109:7, 109:11,

119:10, 193:19

testify [24] - 10:7,

19:8, 19:18, 60:1,

61:6, 65:13, 70:6,

87:13, 90:19, 115:20,

115:23, 123:2,

137:15, 140:4,

153:23, 165:16,

168:12, 186:24,

190:1, 197:14,

200:13, 203:1, 213:4,

218:23

Testifying [16] -

3:13, 3:21, 3:24, 4:3,

4:11, 4:23, 5:7, 5:15,

6:7, 6:11, 6:13, 6:17,

6:19, 6:23, 7:4, 7:6

testifying [5] - 43:18,

JENSEN REPORTING (312) 236-6936

37

60:3, 60:6, 146:23,

205:23

testimony [46] -

8:11, 9:20, 10:7,

10:10, 10:12, 10:18,

10:23, 25:1, 27:21,

32:19, 35:7, 43:6,

43:23, 46:8, 61:2,

69:23, 71:13, 71:21,

72:3, 73:18, 74:9,

78:23, 106:15, 109:6,

111:22, 114:7, 114:9,

137:9, 141:18,

144:23, 146:3,

147:19, 149:23,

150:2, 151:9, 153:14,

154:4, 159:5, 168:4,

172:19, 200:19,

202:22, 203:1, 205:7,

206:11, 208:12

TESTIMONY [11] -

3:2, 3:15, 4:2, 4:5,

4:19, 5:2, 5:11, 6:2,

6:15, 6:21, 7:2

testing [16] - 38:6,

53:4, 53:7, 53:11,

72:13, 72:16, 72:20,

73:8, 77:14, 120:23,

121:1, 121:7, 121:11,

130:13, 151:6, 171:11

tests [6] - 52:13,

72:7, 88:8, 89:23,

121:6, 121:10

theater [1] - 70:8

theme [1] - 75:2

themselves [5] -

17:4, 34:24, 60:1,

136:2, 191:7

therefore [1] - 44:18

Therese [5] - 3:16,

47:20, 48:7, 48:13,

72:5

they've [2] - 36:17,

214:8

thinking [2] - 69:5,

140:19

third [12] - 16:21,

23:16, 56:1, 77:16,

79:18, 84:10, 120:20,

138:21, 148:5,

151:13, 171:14,

216:21

thirdly [1] - 45:13

this_______day [1] -

220:21

Thomas [8] - 4:6,

5:18, 73:23, 74:4,

114:6, 147:2, 165:9,

165:12

THOMAS [1] -
165:10

thomas [1] - 168:9

thoroughness [1] -

194:18

thoughtful [1] -

98:21

thoughts [5] - 84:23,

93:17, 98:5, 141:15,

160:11

thousand [1] - 82:18

thousands [8] -

92:17, 99:7, 99:15,

108:14, 181:11,

181:16, 203:10, 217:3

threat [5] - 66:12,

66:14, 66:15, 66:19,

176:5

threaten [3] - 66:22,

176:11, 202:18

threatening [1] -

31:5

threatens [5] - 66:10,

118:3, 135:11, 176:6

threats [2] - 69:11,

196:20

three [20] - 15:24,

17:16, 18:7, 26:1,

42:15, 44:3, 80:18,

87:17, 94:20, 102:18,

103:21, 110:13,

126:8, 147:24,

150:18, 152:15,

180:12, 190:10,

191:18, 201:11

three-fold [1] -

110:13

thresholds [2] -

143:11, 143:13

thrive [1] - 49:6

throughout [11] -

45:17, 62:18, 64:17,

108:4, 151:4, 165:15,

168:7, 191:3, 192:9,

194:23, 202:13

throw [1] - 156:24

throwing [1] - 156:22

Thursday [2] - 9:21,

218:21

tied [1] - 118:18

tight [1] - 85:20

tightening [1] -

51:11

tighter[1] - 193:14

time-sensitive [1] -

133:10

timeframe [7] - 9:18,

21:24, 47:2, 91:18,

91:19, 119:23, 149:19

timeline [4] - 91:16,

94:3, 120:16, 152:17

timely [2] - 78:11,

189:20

tire [13] - 23:2, 23:7,

133:3, 133:21,

133:24, 134:2, 142:9,

143:6, 143:19, 144:8,

171:8, 173:11, 183:21

tires [24] - 22:21,

64:5, 85:6, 119:14,

120:4, 132:2, 132:4,

132:6, 132:10, 133:4,

133:13, 134:4,

134:18, 134:22,

141:19, 142:14,

142:24, 143:4, 160:1,

164:9, 167:23, 168:1,

173:3, 174:19

tires' [1] - 132:8

Title [1] - 81:17

TMA [1] - 14:15

TMA's [1] - 14:3

TO [2] - 54:20,

220:20

tobacco [2] - 154:12

Today [1] - 159:18

today [107] - 8:11,

8:21, 9:20, 11:1, 13:4,

13:23, 16:9, 18:20,

19:8, 19:18, 21:12,

21:23, 24:23, 25:10,

28:7, 28:19, 28:22,

30:2, 30:7, 32:5,

32:19, 33:11, 33:21,

48:17, 49:15, 54:13,

57:4, 57:6, 59:22,

60:1, 60:15, 60:17,

61:6, 65:18, 68:6,

69:8, 69:19, 70:6,

71:15, 71:21, 76:9,

79:10, 87:6, 89:17,

95:6, 95:16, 96:16,

99:7, 99:15, 102:6,

105:9, 106:7, 106:11,

109:3, 115:20,

117:20, 123:3,

137:15, 139:15,

139:18, 147:20,

151:14, 152:23,

153:13, 153:17,

154:1, 157:22, 159:9,

159:17, 162:16,

168:12, 171:5,

174:15, 175:1, 176:6,

177:15, 177:20,

180:19, 181:4, 184:6,

189:3, 189:10, 190:2,

193:19, 194:3, 194:9,

196:23, 197:14,

197:16, 199:22,

200:4, 200:8, 200:14,

205:8, 206:21,

208:15, 210:5,

210:20, 210:23,

211:11, 211:21,

212:1, 212:11,

215:24, 218:23

today's [20] - 8:1,

8:7, 10:4, 11:20,

12:12, 12:22, 13:3,

13:7, 14:5, 15:7,

15:21, 16:11, 36:22,

78:22, 122:3, 187:9,

193:6, 199:20, 218:19

Todd [3] - 4:14,

97:22, 97:23

together[20] - 26:20,

27:10, 32:7, 32:15,

44:2, 46:3, 46:4,

61:10, 61:20, 69:12,

71:22, 75:8, 79:2,

92:15, 93:23, 97:15,

97:16, 110:5, 117:22,

176:15

toll [1] - 45:22

Tom [3] - 74:5, 94:9,

138:3

tomorrow [3] -

89:19, 210:5, 210:22

ton/mile [1] - 83:19

tons [14] - 9:13,

68:10, 76:17, 139:2,

161:17, 161:19,

162:9, 167:5, 169:5,

170:12, 178:22,

193:5, 199:16, 202:4

Tony [4] - 6:5,

175:12, 180:21,

180:22

took [3] - 71:15,

86:16, 116:15

top [4] - 84:18,

147:12, 193:1, 210:13

topic [1] - 201:9

total [15] - 36:24,

37:5, 37:14, 37:20,

38:3, 38:5, 53:4, 53:7,

75:12, 162:18, 167:2,

192:22, 193:4,

199:14, 199:16

totally [2] - 99:18,

99:21

touch [1] - 79:14

tough [4] - 26:19,

32:23, 32:24, 66:7

tougher[1] - 32:23

tour [1] - 29:3

tours [1] - 28:13

touting [1] - 144:8

toward [7] - 68:16,

76:23, 104:21,

121:16, 139:6, 196:5,

203:22

towards [9] - 48:21,

51:15, 53:7, 55:6,

61:10, 72:12, 170:6,

171:11, 216:9

towing [1] - 185:3

track [3] - 16:17,

117:9, 187:3

traction [5] - 132:9,

132:10, 134:19,

143:18, 145:12

tractor [17] - 16:12,

17:24, 18:2, 22:12,

22:18, 44:7, 50:13,

50:20, 64:6, 103:19,

119:3, 151:24,

162:18, 171:4, 180:3,

190:5, 196:24

tractor-tailers [1] -

50:13

tractor-trailer [6] -

17:24, 22:18, 50:20,

151:24, 180:3, 190:5

tractor-trailers [6] -

22:12, 44:7, 64:6,

103:19, 171:4, 196:24

tractors [8] - 40:16,

45:7, 86:7, 94:21,

96:18, 126:10, 200:5,

204:1

TRACY [1] - 220:17

Tracy [2] - 1:23,

220:4

trade [3] - 98:13,

133:8, 178:19

trade-off [1] - 133:8

trading [2] - 26:24,

121:15

tradition [2] -

177:10, 177:22

traditions [1] -

177:18

Traffic [4] - 1:14, 2:2,

2:4, 206:5

trafficking [1] -

210:16

trailer [11] - 17:24,

18:2, 22:17, 22:18,

50:20, 119:14,

122:14, 151:24,

171:5, 180:3, 190:5

trailers [22] - 22:9,

22:12, 44:7, 50:14,

50:15, 50:17, 50:18,

64:6, 103:19, 119:5,

119:9, 119:12,

152:23, 153:1,

161:12, 171:1, 171:2,

171:4, 190:4, 196:24,

JENSEN REPORTING (312) 236-6936

38

200:5, 204:2

train [1] - 129:4

trained [1] - 16:16

training [2] - 29:18,

30:6

trains [1] - 52:1

transcript [2] - 13:2,

220:12

transfer [2] - 127:9,

127:21

transform [1] -

108:14

transition [1] - 53:10

transitioning [1] -

156:17

translate [1] - 45:21

transmission [2] -

127:23, 132:19

transmissions [7] -

18:1, 23:11, 26:4,

52:1, 64:4, 120:1,

171:9

transmitting [1] -

107:17

transparency [1] -

121:22

transport [1] - 70:10

TRANSPORTATIO

N [1] - 1:3

transportation [23] -

31:3, 32:18, 60:14,

61:23, 63:24, 77:19,

98:3, 104:6, 104:11,

104:22, 105:1,

137:18, 149:5,

161:24, 169:8, 187:7,

189:19, 193:8,

193:13, 198:10,

199:10, 213:12,

213:13

Transportation [15] -

2:2, 2:5, 2:11, 4:21,

5:12, 8:5, 11:9, 36:8,

115:16, 124:9, 147:9,

159:9, 168:21,

194:11, 197:2

transporters [1] -

162:4

transporting [3] -

62:23, 169:24, 205:3

trapping [1] - 199:15

travel [1] - 108:3

traveled [2] - 29:24,

65:18

traveling [2] - 116:4,

167:3

tread [6] - 132:6,

132:7, 133:1, 133:18,

144:8, 144:9

treads [1] - 142:21
TREADWAY [5] -

78:19, 109:10,

109:19, 110:9, 110:13

Treadway [4] - 4:8,

73:24, 78:18, 87:10

treatment [4] -

14:24, 88:7, 89:21,

101:23

tremendous [1] -

29:13

tremendously [1] -

53:19

tried [1] - 144:2

trip [2] - 156:4, 162:6

trips [2] - 162:7,

164:7

troops [8] - 30:4,

32:24, 33:3, 34:4,

34:20, 66:10, 69:10,

210:11

Truck [6] - 3:4, 4:9,

13:24, 78:20, 93:9,

108:12

truck [102] - 16:12,

16:17, 17:17, 20:7,

20:11, 20:16, 20:20,

20:21, 22:11, 23:9,

23:15, 24:20, 26:1,

26:7, 28:15, 28:22,

33:4, 33:12, 36:21,

38:7, 40:9, 41:14,

41:17, 46:19, 49:3,

51:8, 52:17, 52:18,

52:20, 62:6, 62:10,

62:15, 62:16, 63:4,

63:5, 64:7, 78:24,

79:6, 79:12, 79:17,

80:24, 83:2, 84:4,

84:20, 85:1, 85:17,

87:8, 99:14, 107:12,

107:18, 108:6,

118:24, 120:15,

127:2, 127:6, 127:10,

127:15, 130:5, 130:8,

130:9, 131:8, 132:6,

138:7, 138:11,

138:14, 138:17,

139:9, 162:16, 163:9,

163:13, 164:8,

164:12, 168:5,

170:21, 173:22,

174:22, 177:21,

178:17, 178:24,

179:1, 179:22,

179:23, 179:24,

180:3, 180:5, 181:12,

189:17, 190:11,

190:19, 190:23,

190:24, 191:19,

192:1, 192:2, 193:7,

195:3, 199:3, 199:24,

202:6, 204:22

trucker [1] - 33:3

truckers [4] - 41:16,

82:16, 170:12, 196:8

trucking [20] - 17:8,

20:14, 27:2, 56:2,

59:16, 64:18, 75:13,

83:24, 108:1, 108:18,

164:19, 165:19,

166:9, 166:21,

167:19, 168:5,

192:16, 196:10,

213:22, 214:15

Trucking [5] - 5:19,

165:13, 165:17,

166:24

trucking's [1] - 64:8

trucks [201] - 8:19,

8:24, 9:2, 9:3, 19:23,

20:1, 21:10, 21:15,

23:17, 23:20, 28:10,

31:22, 32:1, 33:9,

33:17, 35:1, 36:11,

37:3, 38:17, 40:11,

40:13, 40:17, 41:3,

41:12, 41:19, 41:22,

42:6, 42:22, 45:7,

45:8, 45:10, 46:10,

48:21, 50:22, 51:3,

54:15, 57:21, 58:10,

58:18, 59:20, 61:20,

61:21, 62:3, 62:5,

62:12, 63:2, 63:19,

65:24, 70:9, 71:1,

74:17, 74:21, 75:1,

75:23, 76:4, 79:8,

80:5, 80:9, 82:2,

82:18, 82:21, 83:10,

84:2, 84:4, 84:9, 86:7,

99:8, 99:16, 101:15,

105:4, 105:8, 105:19,

107:1, 107:6, 107:10,

107:15, 107:24,

108:2, 108:9, 108:22,

109:21, 112:20,

115:24, 116:1, 116:3,

116:9, 117:17,

117:23, 118:5, 119:4,

119:23, 120:7, 120:8,

120:11, 120:19,

120:21, 120:22,

120:23, 121:10,

122:13, 122:19,

125:19, 125:21,

126:12, 126:17,

127:11, 130:17,

131:14, 131:17,

131:24, 132:11,

132:13, 132:14,

132:18, 133:9,

133:23, 134:11,

134:16, 135:15,

139:17, 141:20,

142:3, 142:12,

142:17, 148:12,

151:24, 159:16,

159:21, 159:22,

161:12, 162:5, 164:4,

166:15, 166:20,

167:3, 167:16,

168:20, 168:23,

169:11, 169:15,

169:16, 169:18,

169:20, 169:23,

170:2, 170:14,

170:17, 170:19,

172:10, 173:22,

176:15, 177:10,

177:11, 177:23,

178:4, 178:5, 179:9,

179:19, 181:17,

183:7, 187:6, 191:1,

191:7, 191:22,

192:13, 192:17,

193:6, 195:14,

195:16, 196:10,

196:11, 197:4, 197:5,

197:9, 198:2, 198:3,

198:4, 198:5, 198:7,

198:8, 199:1, 199:8,

199:17, 200:9,

200:10, 201:16,

201:18, 202:1,

203:20, 204:3,

204:16, 206:22,

211:18, 214:8, 216:4,

217:3, 217:14

trucks' [1] - 202:6

true [4] - 105:18,

148:11, 163:6, 220:11

Truman [2] - 28:20,

65:17

truth [1] - 124:20

try [6] - 10:21, 58:14,

124:20, 142:12,

143:13, 204:19

trying [2] - 196:7,

196:14

tsunami [1] - 67:11

TUCKER [7] - 159:7,

173:8, 173:21, 174:1,

174:8, 174:17, 175:2

Tucker [6] - 5:16,

147:2, 159:6, 159:8,

172:16, 172:24

tuned [1] - 113:22

turbo [1] - 24:9

turbocompounding [1] -

24:9

turn [6] - 11:2,

157:22, 172:15,

182:5, 192:8, 209:5

turning [2] - 26:14,

203:16

turns [1] - 211:2

tutors [1] - 123:24

twelve [1] - 34:1

twice [2] - 24:10,

88:23

twist [1] - 124:20

Twitter [1] - 201:8

two [35] - 9:18,

14:21, 16:9, 17:24,

23:21, 28:13, 42:8,

42:15, 46:17, 47:23,

66:15, 80:10, 103:8,

103:21, 116:11,

131:16, 142:6,

145:15, 151:3,

156:21, 161:3,

165:22, 171:7,

180:12, 185:23,

188:1, 190:10, 191:6,

191:9, 195:8, 200:24,

201:17, 207:4,

209:19, 211:8

type [9] - 58:9, 60:8,

111:18, 141:23,

144:4, 151:20, 173:3,

185:12, 211:5

types [4] - 9:3, 21:3,

76:10, 142:2

typical [1] - 191:8

typically [7] - 15:23,

85:9, 113:19, 129:24,

130:6, 130:8, 150:13

U

U.S [42] - 2:2, 2:5,

2:9, 2:11, 2:13, 2:15,

20:17, 28:12, 30:21,

33:8, 33:18, 34:15,

39:19, 41:21, 42:21,

62:16, 62:18, 66:3,

66:6, 66:7, 67:7,

67:12, 67:13, 68:14,

81:18, 99:7, 105:9,

108:4, 125:23, 149:3,

150:4, 161:18,

169:12, 176:13,

178:9, 179:21, 189:2,

192:3, 196:6, 198:9,

213:23

U.S.-based [1] -

74:13

UAW [14] - 6:5,

61:14, 180:23, 181:2,

JENSEN REPORTING (312) 236-6936

39

181:10, 181:13,

181:16, 182:10,

182:14, 183:2, 184:2,

184:15, 185:19, 186:3

UAW's [1] - 181:5

UCS [5] - 19:9,

20:12, 22:6, 61:14,

193:4

UCS's [1] - 19:14

ultimate [1] - 17:5

ultimately [5] -

83:19, 105:15, 106:1,

156:16, 188:14

ultra [1] - 36:3

ultra-low [1] - 36:3

un-level [1] - 127:21

unable [1] - 31:19

unacceptable [1] -

211:17

unborn [1] - 217:24

uncertainty [2] -

67:23, 180:1

under [38] - 9:5,

14:13, 14:14, 16:11,

24:1, 24:2, 37:21,

47:1, 61:1, 63:11,

87:13, 92:4, 94:3,

104:5, 104:13,

104:20, 105:1,

105:10, 105:20,

106:6, 118:9, 118:17,

118:24, 136:18,

140:21, 140:24,

141:2, 166:6, 166:13,

167:21, 176:17,

179:7, 184:6, 190:20,

191:15, 197:21,

202:1, 212:6

undercut [1] -

121:14

undercutting [1] -

122:5

undermining [1] -

198:21

underrepresented

[1] - 160:21

underscore [1] -

50:16

underscores [3] -

68:3, 179:6, 192:13

understate [1] -

129:18

understated [1] -

146:9

understood [1] -

127:19

undertake [1] - 155:5

undertaken [1] -

24:17

undertook [1] -
155:21

underway [1] - 32:8

undisputed [1] -

102:14

unexpected [1] -

156:14

unfortunately [3] -

112:14, 112:17,

112:23

unfounded [2] -

60:10, 158:5

unfriendly [1] -

31:18

unhealthy [1] -

108:14

unified [1] - 93:24

uniform [4] - 14:11,

27:14, 55:2, 79:18

unilateral [1] - 208:1

unintended [8] -

15:14, 17:14, 27:9,

56:14, 73:1, 73:10,

151:14, 167:20

Union [10] - 3:5, 6:5,

19:7, 20:22, 49:24,

64:20, 122:16,

180:23, 190:17,

192:23

union [4] - 19:9,

82:3, 107:18, 186:11

unions [2] - 61:9,

63:14

unique [6] - 64:8,

98:8, 125:20, 126:19,

128:16, 206:18

unit [2] - 34:3, 34:17

United [19] - 6:9,

14:17, 14:21, 30:10,

44:21, 45:4, 61:14,

62:13, 68:19, 94:6,

108:4, 136:16,

148:24, 169:10,

188:21, 188:24,

191:19, 192:12, 214:2

UNITED [1] - 1:1

units [1] - 17:24

University [3] -

156:3, 198:16, 198:20

unless [1] - 81:9

unlike [3] - 16:21,

17:4, 100:11

unloaded [1] -

161:22

unloading [1] -

204:15

unprecedented [1] -

98:13

unquestionably [1] -

99:8

unquote [1] - 153:4

untenable [1] - 82:24

untouched [1] -

153:5

up [52] - 10:8, 13:12,

13:13, 13:15, 24:9,

29:7, 29:20, 30:15,

32:24, 34:18, 51:11,

56:20, 58:12, 59:23,

60:10, 61:24, 62:11,

63:2, 70:21, 71:17,

85:19, 86:5, 86:11,

88:13, 92:10, 105:5,

116:11, 122:5,

125:24, 138:16,

142:4, 152:5, 155:12,

156:10, 157:5,

161:12, 162:17,

164:1, 170:12, 173:1,

178:24, 195:3,

198:22, 207:4, 210:6,

211:5, 211:7, 212:5,

212:13, 213:10,

213:11, 213:19

up-front [1] - 85:19

upcoming [1] - 77:6

upgrade [1] - 33:14

UPS [1] - 139:19

ups [4] - 23:19,

23:23, 42:15, 100:22

upstream [3] -

104:10, 104:14,

105:21

urge [17] - 23:14,

23:16, 42:20, 118:22,

119:1, 120:5, 122:20,

122:24, 134:21,

137:1, 137:3, 164:21,

172:10, 180:11,

197:9, 199:8, 201:23

urgency [1] - 122:10

urgent [2] - 117:7,

118:19

urgently [1] - 59:20

urges [2] - 22:6,

122:9

urging [1] - 58:4

useful [2] - 138:17,

146:3

useless [1] - 90:5

USEPA [10] - 35:20,

35:23, 36:1, 36:7,

37:3, 37:8, 38:13,

104:8, 104:13, 105:3

users [5] - 27:3,

56:3, 151:3, 171:4,

194:23

uses [7] - 58:12,

96:7, 96:19, 129:14,

132:1, 162:16, 195:3

Ustian [1] - 36:6

usual [3] - 34:4,

51:5, 144:10

Utah [1] - 79:7

utility [5] - 27:6,

54:24, 56:5, 132:18,

152:14

utilization [1] - 77:7

utilize [1] - 89:13

utilized [4] - 37:12,

38:3, 38:4, 63:22

utilizing [2] - 97:15,

139:24

V

Valley [1] - 79:7

value [7] - 52:12,

75:15, 135:8, 164:14,

164:15, 179:6, 193:21

values [2] - 78:9,

132:3

van [5] - 46:19,

119:4, 184:17,

185:18, 204:1

vans [18] - 9:2,

21:10, 23:17, 23:19,

23:23, 47:3, 96:18,

100:22, 120:19,

120:22, 126:11,

159:17, 160:15,

171:15, 171:16,

181:17, 185:10,

185:21

variable [1] - 84:10

variations [1] -

184:21

variety [9] - 33:9,

76:10, 91:4, 129:16,

139:14, 148:19,

150:23, 179:23,

183:14

various [6] - 45:5,

53:15, 96:1, 104:11,

196:19

vary [1] - 95:1

vast [2] - 21:2, 85:17

vehicle [125] - 15:2,

16:15, 17:7, 18:6,

18:9, 18:15, 21:3,

21:17, 21:19, 22:4,

26:21, 26:22, 26:23,

29:12, 34:22, 36:24,

37:5, 37:11, 37:15,

37:21, 38:3, 38:6,

40:4, 42:8, 44:8,

44:20, 49:2, 53:4,

53:7, 53:11, 53:12,

53:15, 63:3, 63:22,

64:12, 64:13, 64:23,

65:1, 68:12, 72:7,

72:12, 72:16, 72:20,

75:5, 76:2, 76:10,

76:21, 78:5, 81:8,

83:4, 84:13, 84:14,

85:19, 86:18, 87:3,

90:24, 94:19, 94:21,

95:17, 95:19, 96:12,

96:21, 99:12, 100:10,

102:8, 112:5, 112:9,

116:19, 118:11,

119:2, 120:24,

121:12, 121:24,

126:16, 126:21,

127:1, 127:7, 129:5,

130:21, 131:18,

133:12, 134:5, 143:3,

147:11, 147:12,

148:10, 148:14,

149:9, 149:21,

150:20, 151:17,

151:19, 156:7, 156:8,

160:18, 160:22,

161:13, 161:23,

162:14, 163:10,

163:20, 169:17,

170:20, 171:10,

171:11, 174:20,

178:11, 178:14,

180:15, 181:3, 182:5,

182:18, 183:14,

184:22, 185:11,

185:13, 189:24,

194:22, 194:23, 199:9

Vehicle [4] - 3:19,

4:7, 54:11, 74:7

vehicle's [2] - 121:3,

162:20

vehicle-based [1] -

16:15

Vehicles [4] - 1:10,

19:14, 147:17, 190:17

vehicles [180] - 9:1,

9:16, 11:23, 14:4,

19:17, 19:20, 20:2,

20:5, 20:7, 20:24,

21:9, 21:11, 21:13,

23:3, 25:15, 26:12,

26:18, 27:6, 27:16,

32:3, 32:9, 33:7,

33:12, 33:15, 33:19,

34:19, 34:23, 35:16,

36:20, 39:19, 47:10,

49:10, 52:8, 53:1,

54:2, 54:16, 54:20,

54:22, 55:1, 55:2,

55:4, 55:7, 55:22,

56:3, 56:4, 56:6,

56:10, 58:6, 58:11,

58:13, 60:18, 61:19,

JENSEN REPORTING (312) 236-6936

40

61:20, 62:1, 63:11,

63:19, 64:10, 69:3,

69:15, 69:18, 72:17,

72:19, 75:18, 79:1,

80:3, 80:10, 81:5,

81:12, 81:13, 81:16,

81:23, 82:20, 83:21,

86:3, 86:5, 86:6,

86:15, 86:20, 90:21,

93:18, 94:22, 95:1,

95:24, 96:1, 96:17,

96:19, 96:22, 98:7,

99:10, 99:16, 100:8,

100:9, 100:16,

100:18, 100:19,

100:24, 101:15,

102:2, 102:5, 102:22,

103:11, 105:18,

111:9, 111:12,

116:15, 118:4, 119:6,

119:19, 120:11,

120:13, 120:15,

120:17, 121:2,

121:16, 121:20,

122:2, 123:1, 125:18,

126:11, 130:24,

132:20, 133:9,

135:14, 138:14,

138:24, 139:18,

139:21, 141:21,

141:22, 142:18,

142:19, 143:1,

146:17, 147:24,

149:17, 151:12,

159:13, 159:14,

159:17, 160:20,

161:22, 164:13,

169:13, 170:7, 170:8,

171:21, 172:1,

173:20, 174:18,

177:5, 178:1, 181:14,

181:15, 182:1, 183:3,

183:7, 183:9, 183:18,

183:22, 184:2, 184:8,

184:11, 184:19,

185:7, 186:1, 195:2,

195:4, 196:10,

198:11, 199:20,

199:22, 206:23,

209:10, 216:11

vehicles' [2] - 53:17,

183:23

verbatim [1] - 101:6

verified [1] - 166:13

versus [2] - 112:2,

216:3

vested [2] - 81:14,

124:17

veteran [4] - 28:24,

65:15, 69:16
veterans [1] - 65:19

vexing [1] - 182:15

VI [1] - 6:2

via [1] - 102:7

Vice [4] - 3:11, 4:7,

35:11, 74:5

victimizing [1] -

155:9

view [4] - 42:2, 89:1,

199:3, 207:19

viewing [1] - 38:17

viewpoint [1] -

214:21

views [3] - 11:11,

186:10, 200:21

vigorously [1] -

137:1

VII [1] - 6:15

VIII [2] - 6:21, 7:2

violating [1] - 164:5

vis [2] - 102:13

vis-a-vis [1] - 102:13

vision [3] - 208:24,

209:16, 209:17

visit [1] - 87:8

visually [1] - 144:7

vital [1] - 77:21

vitally [1] - 65:24

vivid [1] - 198:14

vocation [2] - 134:9,

134:11

vocational [35] -

23:3, 23:14, 52:3,

76:21, 94:22, 96:18,

115:2, 119:19,

119:23, 126:11,

127:11, 128:10,

131:13, 131:17,

131:18, 131:24,

132:4, 132:11,

133:22, 134:7,

134:16, 134:21,

134:23, 141:20,

142:2, 142:11,

142:19, 143:3,

148:12, 159:17,

160:20, 171:10,

181:15, 183:18,

184:14

vocations [2] -

21:19, 134:14

voice [1] - 155:9

voltage [1] - 132:19

volume [1] - 125:23

VOLUME [1] - 1:4

voluntary [1] -

163:15

volunteer [1] -

206:20

Volvo [1] - 94:6

vote [1] - 211:6

vulnerability [1] -

192:14

vulnerable [2] -

66:23, 69:7

W

Wabash [1] - 93:14

wage [2] - 108:5,

108:16

wages [2] - 107:19,

109:1

Wahhabis [1] - 31:10

wait [3] - 113:21,

154:18, 175:11

waiting [4] - 35:4,

68:1, 87:12, 216:24

waiver [1] - 116:16

walk [3] - 70:17,

70:19

walls [1] - 162:24

Walter [5] - 4:3,

47:24, 70:1, 70:3,

175:13

Walton [1] - 1:17

wants [6] - 40:8,

124:14, 154:8,

167:20, 187:18,

208:15

War [1] - 31:7

war [9] - 31:7, 59:11,

65:14, 89:24, 123:16,

124:5, 188:1, 188:3,

212:3

warming [21] -

59:10, 66:9, 69:12,

117:8, 117:17, 118:7,

118:10, 122:10,

135:11, 140:9, 169:5,

172:6, 176:5, 178:23,

196:19, 196:21,

198:2, 198:6, 199:15,

201:12, 203:10

warnings [1] - 71:21

warns [1] - 202:15

warrant [1] - 184:8

wars [1] - 123:13

Washington [2] -

35:22, 192:5

Waste [2] - 93:15,

94:6

waste [4] - 37:16,

70:23, 156:18, 156:19

watched [1] - 116:23

water [14] - 57:11,

57:15, 66:24, 67:5,

70:22, 89:1, 124:23,

156:20, 176:11,

187:23, 188:13,

202:16, 212:18,

212:22

Water [1] - 203:17

waterways [1] -

203:18

wave [1] - 117:11

waves [1] - 66:24

ways [7] - 74:16,

74:21, 141:13, 156:2,

163:22, 202:8, 215:20

wayside [2] - 212:20,

212:21

weak [1] - 69:7

weakened [1] - 154:2

wealth [4] - 90:5,

157:1, 158:7, 158:21

wealthier [1] - 156:7

wealthy [2] - 157:15,

158:7

weapon [1] - 29:5

weapons [1] - 29:18

wear [2] - 164:9,

168:2

weather [2] - 85:4,

202:13

webinar [1] - 165:3

Wednesday [1] -

165:3

week [1] - 148:22

weekends [1] - 211:9

weeks [3] - 42:15,

68:22, 207:11

weight [37] - 18:11,

23:12, 45:6, 96:14,

120:2, 159:23,

159:24, 160:3, 160:7,

160:8, 160:9, 160:12,

160:16, 160:24,

161:2, 161:4, 161:13,

161:23, 162:1, 162:3,

162:18, 162:19,

162:20, 163:3,

163:20, 164:5,

164:16, 164:17,

171:9, 173:1, 173:10,

174:3, 174:5, 174:9,

174:12, 174:13, 185:2

weight-based [1] -

185:2

weighted [2] - 162:5,

185:4

weighting [5] -

159:21, 160:21,

161:7, 163:22, 164:7

weights [2] - 174:20,

174:23

welcome [25] - 8:1,

8:2, 12:15, 12:20,

13:20, 48:6, 48:11,

61:4, 65:11, 87:7,

123:6, 125:12,

131:10, 135:2,

137:11, 175:19,

176:14, 180:21,

186:14, 188:18,

194:5, 197:12,

205:17, 209:23, 213:1

Welcome [1] - 70:2

welcomed [1] -

197:23

welcomes [3] - 98:4,

122:8, 178:11

welfare [2] - 111:9,

158:1

well-defined [1] -

52:5

well-posed [1] - 77:8

West [6] - 1:20, 5:7,

79:7, 115:12, 135:2,

135:4

WEST [1] - 135:3

wet [2] - 132:21,

133:7

wetlands [1] -

176:10

whatsoever[2] -

111:11, 218:8

wheels [7] - 44:19,

160:1, 160:5, 173:11,

174:3, 174:19, 174:21

whereas [3] - 149:8,

151:15, 164:2

wherewithal [1] -

216:1

who've [1] - 107:19

whole [8] - 20:17,

42:22, 44:8, 125:1,

149:21, 164:20,

166:22, 201:14

whole-heartedly [1]

- 166:22

wide [7] - 9:1, 85:6,

95:24, 174:14,

179:13, 183:14,

184:21

widespread [4] -

23:13, 33:1, 170:3,

184:7

wife [1] - 58:17

wildfires [1] - 66:24

wildland [1] - 132:17

Wildlife [4] - 6:3,

175:22, 175:23,

186:17

wildlife [2] - 57:16,

176:6

willing [1] - 16:7

win [13] - 179:14,

195:1, 199:4, 211:13,

JENSEN REPORTING (312) 236-6936

41

212:1, 212:7

win-win [5] - 179:14,

195:1, 211:13, 212:1,

212:7

win-win-win [1] -

199:4

wind [2] - 74:22,

89:14

windfall [2] - 128:1,

175:4

Winner [1] - 28:17

winter [1] - 85:6

wire [1] - 69:1

wisdom [1] - 90:4

wise [3] - 153:11,

184:4, 208:23

wisely [1] - 185:9

wish [3] - 17:16,

39:8, 131:22

wishes [2] - 10:7,

12:22

withstand [1] - 29:13

witness [1] - 10:15

witnessed [3] - 29:4,

29:22, 198:12

WMD [1] - 28:12

wolves [1] - 70:16

women [1] - 85:18

wonder[1] - 172:18

wonderful [1] -

157:11

wondering [1] - 72:8

Woolsey [1] - 31:6

words [8] - 81:6,

102:4, 105:7, 113:20,

127:2, 129:4, 134:8,

156:24

workable [2] - 18:21,

184:1

Workers [3] - 61:15,

62:13, 94:7

workers [10] - 62:12,

62:16, 64:17, 65:3,

65:7, 109:1, 117:3,

133:16, 138:7, 204:9

workings [2] - 39:3,

39:7

works [3] - 70:7,

70:8, 87:8

workshop [1] -

148:22

worksite [1] - 76:14

world [42] - 17:4,

19:12, 30:23, 41:8,

41:18, 41:22, 42:22,

52:15, 52:17, 57:8,

57:12, 59:5, 59:15,

62:3, 66:18, 67:15,

71:4, 71:18, 76:16,

88:18, 91:5, 100:24,
124

:20, 125:4,

147:13, 149:6, 149:8,

152:4, 153:8, 189:1,

191:20, 194:24,

201:14, 202:13,

213:21, 213:23,

214:2, 214:19,

214:20, 215:10,

215:12, 218:1

world's[3]- 14:18,

18:17, 66:4

worldwide[2]-

17:23, 176:8

worried[1]- 113:4

worry[1]- 217:24

worse[2]- 17:1,

71:19

worth[2]- 149:3,

211:15

worthy[1]- 43:1

wounded[1]- 28:14

wrecker[1]- 132:20

Wright[1]- 175:8

write[9]- 13:14,

33:22, 33:24, 48:6,

147:3, 175:14,

201:24, 205:21,

205:22

written[26]-9:24,

12:17, 12:18, 12:21,

24:24, 27:23, 38:14,

43:12, 45:11, 56:18,

73:9, 73:19, 78:14,

79:13, 91:15, 104:5,

110:2, 110:19, 111:3,

111:14, 114:5,

130:15, 140:13,

141:11, 144:15, 146:3

Y

yards[1]- 132:23

year[36]-9:17,

21:14, 22:10, 36:6,

39:20, 54:2, 55:11,

61:22, 63:13, 80:1,

82:21, 91:21, 93:20,

94:2, 108:1, 116:4,

117:9, 117:10,

119:16, 121:21,

147:17, 152:18,

161:20, 164:23,

167:4, 169:6, 171:6,

176:16, 185:7,

186:17, 190:4,

197:24, 204:14,

207:11, 208:8, 209:2

year-end[1]- 208:8

years[67]-9:9,9:18,

15:24, 19:13, 20:15,

JENSEN REPORTING(312) 236-6936

42

22:23, 23:21, 25:22,

28:12, 33:14, 38:24,

40:13, 40:18, 41:11,

41:19, 46:20, 47:10,

50:11, 51:10, 55:12,

56:16, 60:21, 63:11,

68:12, 74:13, 75:20,

80:2, 80:10, 80:18,

80:19, 82:15, 85:24,

88:8, 89:22, 92:24,

97:6, 100:11, 107:20,

116:11, 119:17,

145:15, 163:17,

163:23, 164:2,

165:14, 168:18,

180:12, 182:9,

185:22, 189:5,

190:21, 191:5, 191:9,

191:13, 192:23,

193:21, 201:11,

203:6, 203:11, 207:4,

207:9, 207:24,

208:10, 209:19, 218:9

years'[2]- 16:10,

208:20

Yellow[1]- 165:14

Yelton[2]- 73:23,

74:3

yesterday[1]-

117:13

yield[3]- 103:17,

138:16, 161:15

Yoon[3]-2:6, 11:18,

206:7

York[2]- 117:13,

202:15

young[2]- 153:23,

188:1

youngest[1]- 70:12

Yvette[3]-3:22,

47:21, 61:3Z

ZALZAL[1]- 137:12

Zalzal[4]-5:8,

115:12, 137:11,

137:12

zero[3]- 36:1, 36:4,

92:8

zones[1]- 107:24