# EPA 

# I f\} H TS A Good morning. My name is Matthew Rudni ck and I am th e Manage r for G loba l Fu el Economy a nd Greenh ouse Gas P olicy at Ge neral Motors. I 

### am pl ease d to speak w ith yo u today r egar ding th e EPA a nd N HTSA Notice of Propo sed Rul emaki ng to address g r ee nhouse gas an d fue l efficiency for m edium and h eavy- duty trucks. Ge neral Moto rs i s a majo r manuf acturer of th ese ve hicl es, a nd we wa nt to th a nk N HTSA and E PA for prov idin g th e oppo rtunity t o co mm ent on thi s regulation . W e have be en workin g c lose l y w i th both age ncie s, and will continue to d o so in order to es t abli s h standards for this integ ra l part of th e Americ a n eco nomy. GM s upport s th e adop ti on of a nat ional s t a nd ard cove rin g th es e vehic l es , and it i s param o unt that it be consis te nt wi th some c ritical and fo un da ti ona l princip l es: Fir s t, it i s imp erativ e for N H TSA and EPA to de ve lop a h arm o niz ed approach that doe s n o t pen a li ze both cons um ers and man uf ac turers in prov idin g products th at co ntinu e to serve th e purposes , func ti o ns and utility that ar e nee ded . Genera l Moto rs is su pp o rt ive of the app r oac h use d durin g Phase 1 of thi s ini tiative , and enc o urages the con tinu ed harmoni zation of CAFE and GHG r eg ul ation s. By creatin g o ne na ti ona l s ta nd ard , we can be s t max imize r esources to pro duce clean a nd e fficient ve hicl es which better align w i th the e mi ss ion reduction s tandards put in pl ace .Second, th e program mu s t continue to recognize the unique functionality and utility n eeds of the tru c k ing indu s try, and that we prov id e ve hicles that preserve th e performance integrity of thes e work truck s. Consumers value th e payload and towing capabi liti es these wo rkin g ve hicles o f fe r . a nd the ' ·work factor based " s tandard s se t by E PA and NHTSA should continue to a li g n with th e industry and business ne e d s of this demographic.
T hird , we have been gaining va luabl e expe rience co n ce rnin g th e imp o rtanc e o f flexibilit y m ec hanism s co ntained in th e light dut y vehicle greenhouse gas and fue l economy regu lation s - and the se lesso n s can b e applied to th e m ed ium and h eavy duty fl ee t s . For exa mple , th e pre- defin e d and pre-appro ved list of m ob il e air conditioner greenhouse gas credits has incentivized rapid improv e ments i n th e ef ficiency and l eak inte g rit y of light duty ve hicl e a ir conditioners. Thes e in ce ntives are no w paving the way for an early transition to lower global warming air conditioner refri ge rant s, as mi ll ions of n ew ve hi c les are bei n g produced w ith th e new refrigerants
- man y years in advance of any mandate to mak e the switch. The success of the se a ir cond it ioner provision s led to an expansion of thi s approach in 20 14 f or th e light duty fl ee t , with th e intro ducti o n of an ex tended " of f cycle" list of pre-defined and pre-approved credits for oth er techno logies th a t reduce fue l u sage in conditions n o t comprehended in the s t a nd ard fuel eco n o m y t es t s, s uch as colder weather , hi g her s peed s, o r extended idl e times . All o f these flexibility mechanisms th a t ha ve been s uccessful for the light duty truck s can be applied equa ll y to th e C lass 2b a nd C lass 3 pi ck ups and va n s covered by thi s prop osed regulati o n .

2We h ave a l so had favorable experience with th e ex tend ed carry-forwa rd tim e allowed in the light dut y regulation , w hi ch has res ult ed in manufacture r s achiev in g g r eate r improve ments sooner, based o n the unders t a nding that th ey w ill not waste thro ugh expirati o n the surp lu s credits that they hav e earn e d through their earl y action s . Thi s concept cou ld also be app li ed to th e m e dium and h eavy dut y seg ments.
The ag e nci es' proposed C la ss 2 b/ 3 s tand a rd s, which are ba se d on alternativ e 3 in the Notice of Pro posed Rul e makin g, will continue to dri ve innovation and will dri ve GM to in ves t in a nd refine ne w teclmologies th a t a re both appreciated and optim ized by American co n s umer s. W e cautiously su pport thi s path ba sed on alternative 3 for future em i ss io n red uction s tandard s. This p ath will c h allenge o ur produc t plan and driv e considerable technology into ou r hea vy -duty trucks and vans. Fina ll y, the program mu s t atte mpt to minimi ze the potenti al for unint e nd ed co n seq u e n ces, especially for th e consumer. The hea vy dut y Oeet does not benefit from the years of data that h ave been collected and analyzed for th e li g ht dut y fl ee t. Ind eed, compr e h ensive data for thi s product seg ment i s only n ow being accumulated a nd analyzed f or th e 20 I4 m ode l yea r , w hi c h i s th e first year of Ph ase I of the medi urn and heav y dut y truck regu l at io n s. Year-end rep o rt s for 2014 w e re due to EPA b y th e e nd of March 20 I S, so thi s fir s t yea r of compre h e n s i ve indu s try-wid e data i s s till fairly new. This n ew data s h ou ld b e carefu ll y evaluated and compar e d to the estimates and assumptions that form e d th e basis for both Phase I and the proposed Pha s e 2 of th e he avy duty reg ul a ti o n s .
3We will b e providing more ex te n sive writte n comments to address the key d eta il s that fund am e nt a ll y crop up w ith the impl emen ta tion of any n ew program. We look forward to working wit h N HTSA a n d EPA to assure th a t the p rogram created is national in scope a n d co n s i s te nt wi th the se principles. Thank yo u.



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