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### 7

- 1 EO12866_GHG+Fuel Eff Stds for Med

- Heavy

- Duty Engines+Vehicles 2060

- AP61 FRM RIA_20110 722 _Ch 07 Vehicle Costs per Ton .docx 

# Chapter 7: **Tr uck**  **Costs and Cost**  **s per**  **T on**  **of GHG** 

**7.1 Costs Associated with the Program**  In this section, the agencies present our es timate of the costs associated with the program. The presentation here summarizes the costs associated with new technology expected to be added to meet the GHG and fuel consumption standards, including hardware costs to comply with the air conditioning (A/C) leakage program. The anal ys is summarized here provides our estimate of incremental costs on a per truck basis and on an annual total basis. The presentation here summarizes the best estimate by EPA and NHTSA staff as to the technology

mix expected t o be employ ed for compliance. For details behind the cost estimates associated with individual technologies, the reader is directed to Section III of the preamble and to Chapter 2 of the RIA

. With respect to the cost estimates presented here, the agenci es note that, because these estimates relate to technologies which are in most cases already available, these cost estimates are more easil y found than estimates for technologies that do not y et exist

. 

### 7.1.1 **Tec h**  **nology Costs per Truck**  For the HD pickup trucks an d vans , the agencies have used a methodology consistent with that used for our recent light

- dut y joint rulemaking since most of the technologies expected for HD pickup trucks and vans are consistent with those expected for the larger light

- dut y truc ks. The cost estimates presented in the recent light

- duty joint rulemaking were then scaled upward to account for the larger weight, towing capacit y, and work demands of the trucks in these heavier classes. For details on that scaling process and the res ultant costs for individual technologies, the reader is directed to Section III of the preamble and to Chapter 2 of the RIA . Note also that all cost estimates have been updated to 2009 dollars for this analy sis while the recent light

- dut y joint rulemaking was presented in 2007 dollars. 1 

### For the loose heavy

- dut y gasoline engines, we have used engine

- related costs from the HD pickup truck and van estimates since the loose heav y - dut y gasoline engines are essentially the same engines as those sold into the H D pickup truck and van market. For heav y - dut y diesel engines, the agencies have estimated costs using a different methodology

than that employ ed in the recent light

- duty joint rulemaking establishing fuel econom y and GHG standards for MYs 2012

- 2016 . In the recent light

- dut y j oint rulemaking, the fixed costs were included in the hardware costs via an indirect cost multiplier. As such, the hardware costs presented in that analy sis, and in the cost estimates for HD pickup trucks and***** E.O. 12866 Review**

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### 7

- 2 vans and HD gasoline en gines, included both the actual hardware and the associated fixed costs. For this anal ys is, some of the fixed costs are estimated separatel y for HD diesel engines and are presented separatel y from the technology costs. These fixed costs are referred to a s “Other Engineering Costs” as shown in Table 7

- 2 and described in the text surrounding that table. Importantly , once totaled both methodologies account for all the costs associated with the program . As noted above, all costs ar e presented in 2009 dollars. The estimates of vehicle compliance costs cover the y ears leading up to

– 2012 and 2013

– and including implementation of the program

– 2014 through 2018. Also presented are costs for the ye ars following implementation to shed light on the estimated long term (2022 and later) cost impacts of the program (note that engines and trucks will be required to continue meet ing the final standards in 2019 and later model ye ars absent further rulemaking action by the agencies ) . The ye ar 2022 was chosen here consistent with the recent light

- duty joint rulemaking. That ye ar was considered long term in that anal ys is because the short

- term and long

- term markup factors described below are applied in five y ear increments with the 2012 through 2016 implementation span and the 2017 through 2021 span , both representing the short

term. Since man y of the costs used in this analysis are based on costs in the recent light

- dut y joint rulemaking analy sis, consistency with that analy sis see ms appropriate. Individual technology

cost estimates are presented in Chapter 2 of this RIA , and account for both the direct and indirect costs incurred . As described full y in Chapter 2 of this RIA , the agencies have also considered the impacts of manuf acturer learning on the technology cost estimates. The technology

cost estimates discussed in Section III of the preamble and detailed in Chapter 2 of the RIA are used to build up technology package cost estimates. For each engine and truck category , a single package for each was developed capable of complying with the standards , and the costs for each package was generated. The technology packages and package costs are discussed in more detail in Chapter 2 of the RIA . The compliance cost estimates tak e into account all credits and trading programs and include costs associated with air conditioning controls.
**Table 7**  **- 1**  

### presents the average incremental costs per truck for this pro gram . For HD pickups and vans , costs increase a s the standards become more stringent in 2014 through 2018

. Following 2018, c osts then decrease going forward as learning effects result in decreased costs for individual technologies. By 2022, the long term I CMs take effect and costs decrease y et again. For vocational vehicles , cost trends are more difficult to discern as diesel engines begin adding technology

in 2014, gasoline engines begin adding technology in 2016, and the trucks themselves begin adding technology in 2014. With learning effects , the costs, in general, decrease each ye ar , except for heav y - duty gasoline engine s since their standards go into effect in 2016 resulting in a cost increase for the vocational category in that y ear . Long term IC Ms take effect in 2022 to pr ovide more cost reductions. For combination tractors, costs generall y decrease each ye ar due to learning effects , with the exception of 2017 when the engines placed in sleeper cab tractors add turbo compounding. Following that, learning impacts result in cost reductions and the long term I CMs take effect in 2022 for further cost reductions. By 2030 and later, cost per truck estimates remain constant for all categori es . Regarding the long term I CMs taking effect in 2022, the agencies consider this the po int at which some indirect costs decrease***** E.O. 12866 Review**

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### 7

- 3 or are no longer considered attributable to the program (e.g., warrant y costs go down). Costs per truck remain essentially

constant thereafter.***** E.O. 12866 Review**

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### 7

- 4 **Table 7**  **- 1**  **Estim ated**  **Hardware Cost per Truck ( 200**  **9 dollars)**  YEAR HD PICKUPS

& VANS VOCATIONAL COMBINATION TRACTORS

2014 $165 $329 $6,019 2015 $215 $320 $5,871 2016 $422 $397 $5,677 2017 $631 $387 $6,413 2018 $1,048 $378 $6,215 2 020 $985 $366 $6,004 2030 $977 $311 $5,075 2040 $977 $305 $5,075 2050 $977 $304 $5,075 

### As noted above, the fixed costs were estimated separatel y from the hardware costs for the HD diesel engines. Those fixed co sts are not included in **Table 7**  **- 1**  

### . The agencies have estimated the R&D costs at $6. 8 million per manufacturer per ye ar for five y ears and the new test cell costs (to accommodate measurement of N 2 

### O emissions) at $63,087 per manufa cturer. The test cell costs of N 2 

### O emissions measurement has been adjusted for the final rulemaking to reflect comments which stated that approximately 75 percent of manufacturers would be required to update existing equipment while the other 25 percent w ould require new equipment. These costs apply

individuall y for LHD, MHD and HHD diesel engines. Given the 14 manufacturers impacted b y the standards, 11 of which are estimated to sell both MHD and HHD diesel engines and 3 of which are estimated to sell L HD diesel engines , we have estimated a five y ear annual R&D cost of $ 170.3 million dollars (2 x 11 x $6.8 million plus 3 x $7.75 million for each ye ar 2012

- 2016) and a one

- time test cell cost of $1.6 million dollars (2 x 11 x $63,087 plus 3 x $63,087 in 20 13). Estimating annual sales of HD diesel engines at roughl y 600,000 units results in roughl y $284 per engine per y ear for five ye ars beginning in 2012 and ending in 2016. Again, these costs are not reflected in Table 7

- 1 , but are included in Table 7

- 2 as “Other Engineering Costs”. The certification and compliance program costs, for all engine and truck types, are estimated at $6.5 million in the first y ear and $2.3 million per y ear there after. These costs are detailed in the “Draft Supporting Statement for In formation Collection Request” which is contained in the docket for this rule. 2 

### The costs are higher in the first ye ar due to capital expenses required to comply with new reporting b urdens (facility upgrade costs are included in engineering costs as described above). Estimating annual sales of heav y - duty trucks at roughly 1.5 million units would result in just over $4 per engine/truck in the first ye ar and less than $2 per engine/tru ck per ye ar thereafter . These costs are not reflected in Table 7

- 1 , but are included in Table 7

- 2 as “Compliance Program” costs.***** E.O. 12866 Review**

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### 7

- 5 

### 7.1.2 **Annual Costs of the Program**  The costs presented here repre sent the incremental costs for newl y added technology to comply with the pro gram . Together with the projected increases in truck sales, the increases in per - truck average costs shown above result in the total annual costs presented in Table 7

- 2 below. The compliance program costs include items such as the burden for demonstrating compliance. For example, the combination tractor compliance costs include the measurement of aerod ynamic performance, tire rolling resistance , and e ngine performance. Note that the costs presented in Table 7

- 2 do not include the savings that would occur as a result of the improvements to fuel consumption. Those impacts are presented in Chapter 7.2 below

.

**Table 7**  **- 2**  **Annual Costs Associated with the Program**  **($Millions of 2009**  **dollars)** YEAR HD PICKUPS &

VANS VOCATIONAL COMBINATION TRACTORS OTHER

ENGINEERING COSTS A COMPLIANCE

PROGRAM COSTS ANNUAL

COSTS
2012 $0 $0 $0 $170 $0.0 $170 2013 $0 $0 $0 $172 $0.0 $172 2014 $130 $185 $1,078 $170 $6.5 $1,569 2015 $157 $170 $922 $170 $2.3 $1,422 2016 $300 $202 $820 $170 $2.3 $1,495 2017 $447 $198 $951 $0 $2.3 $1,598 2018 $751 $201 $1,000 $0 $2.3 $1,955 2020 $754 $202 $1,001 $0 $2.3 $1,959 2030 $918 $216 $1,076 $0 $2.3 $2,212 2040 $1,024 $281 $1,372 $0 $2.3 $2,679 2050 $1,156 $354 $1,777 $0 $2.3 $3,290 NPV, 3% $17,070 $4,950 $24,487 $793 $52 $47,352 NPV, 7% $8,467 $2,588 $12,855 $724 $30 $24,665 A “Other Engineering Costs” are described in Section 7.1.1 . These costs represent fixed costs for heavy

- duty diesel engines. 

## 7.2 **Cost per Ton of GHG Emissio ns Reduced**  The agencies have calculated the cost per ton of GHG (CO 2 

### - equivalent, or CO 2 

### e) reductions associated with this rule using the above costs and the GHG emissions reductions described in Chapter 5

. These values are presented in Table 7

- 3 through Table 7

- 6 for HD pickup trucks & vans, Vocational vehicles , Combination tractors and the Program (i.e., all engines and trucks), respectivel y . The cost per metric ton of GHG emissions reductions has been calculated in the ye ars 2020, 2030, 2040, and 2050 using the annual vehicle compliance costs and emission reductions for each of those ye ars. The value in 2050 represents the long

- term cost per ton of the emissions reduced. The agencies have also calculated the cost per metric ton of GHG emission reductions including the savings associated with reduced fuel consumption***** E.O. 12866 Review**

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### 7

- 6 (presented below in Tables 7

- 3 through 7

- 6 ). This latter calculation does not include the other benefits associated with this program suc h as those associated with criteria pollutant reductions or energy securit y benefits ( discussed in Chapter 9)

. By including the fuel savings in the cost estimates, the cost per ton is less than $0 since the estimated value of fuel savings outweighs the pr ogram costs. **Table 7**  **- 3**  **Annual Cost per Metric Ton of CO 2**  **e q**  **Reduced**

**– HD**  **Pickup Trucks & Vans ( 2009**  **dollars)** YEAR PROGRAM

COST FUEL

SAVINGS (POST

- TAX) CO 2 E Q

REDUCED COST PER

TON (WITHOUT FUEL SAVINGS) COST PE R

TON (WITH FUEL SAVINGS)
2020 $800 $1,000 3 $240

- $60 2030 $900 $3,300 10 $90

- $230 2040 $1,000 $4,700 14 $70

- $270 2050 $1,200 $5,900 16 $80

- $300 **Table 7**  **- 4**  **Annual Cost per Metric Ton of CO 2**  **e q**  **Reduced**

**– Vocational**  **Vehicle s (**  **2009 dollars)**  YEAR PROGRAM

COST FUEL

SAVINGS (POST

- TAX) CO 2 E Q

REDUCED COST PER

TON (WITHOUT FUEL SAVINGS) COST PER

TON (WITH FUEL SAVINGS)
2020 $200 $1,200 4 $50

- $240 2030 $200 $2,600 9 $20

- $270 2040 $300 $3,800 12 $30

- $300 2050 $400 $5,000 14 $30

- $330 **Table 7**  **- 5**  **Annual Cost per Metric Ton of CO 2**  **e q**  **Reduced**

**– Com**  **bination Tractors ( 2009**  **dollars)** YEAR PROGRAM

COST FUEL

SAVINGS (POST

- TAX) CO 2 E Q

REDUCED COST PER

TON (WITHOUT FUEL SAVINGS) COST PER

TON (WITH FUEL SAVINGS)
2020 $1,000 $8,700 32 $30

- $240 2030 $1,100 $17,000 57 $20

- $280 2040 $1,400 $22, 100 68 $20

- $300 2050 $1,800 $28,500 78 $20

- $340 **Table 7**  **- 6**  **Annual Cost per Metric Ton of CO 2**  **e q**  **Reduced**

**– Final Program**  **( 2009**  **dollars)** YEAR PROGRAM

COST FUEL

SAVINGS (POST

- TAX) CO 2 EQ

REDUCED COST PER

TON (W ITHOUT FUEL SAVINGS) COST PER

TON (WITH FUEL SAVINGS)
2020 $2,000 $10,900 39 $50

- $230 2030 $2,200 $23,000 76 $30

- $270 2040 $2,700 $30,600 94 $30

- $300***** E.O. 12866 Review**

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### 7

- 7 2050 $3,300 $39,500 108 $30

- $340 

## 7.3 **Impacts of Reduction in Fuel Consumption 7.3.1**  **Gallons Reduced under the**  **Rulemaking** The new fuel consumption and CO 2 

### standards will result in significant improvements in the fuel efficiency

of affected trucks. Drivers of those truck s will see corresponding savings associated with reduced fuel expenditures. The agencies have estimated the impacts on fuel consumption for the fuel consumption and tailpipe CO 2 

### standards. To do this, fuel consumption is calculated using both current emi ssion levels and the new CO 2 

### and fuel consumption standards. The difference between these estimates represents the net savings from the standards. Note that the total number of miles that vehicles are driven each ye ar is different under each of the control case scenarios than in the reference case , due to the “rebound effect ” which is discussed in Chapter 9

. The agencies also note that drivers who drive more than our average estimates for vehicle miles traveled (VMT) will experience more fuel savi ngs; drivers who drive less than our average VMT estimates will experience less fuel savings. The expected impacts on fuel consumption are shown in Table 7

- 7 . The gallons shown in th is table reflect impacts from the new CO 2 

### and fuel consumption standards and include increased consumption resulting from the rebound effect.

**Table 7**  **- 7**  **Fuel Con s**  **umption Reductions**  **of the Program**  **(Million gallons)**

GASOLINE DIESEL YEAR HD PICKUPS & VANS VOC COMB TO TA L HD PICKUPS & VANS VOC COMB TO TA L 2012 0 0 0 0 0 0 0 0 2013 0 0 0 0 0 0 0 0 2014 1 0 0 1 4 38 431 473 2015 3 0 0 3 9 70 767 846 2016 11 4 0 14 24 97 1,050 1 , 171 2017 23 7 0 31 48 160 1,435 1 , 643 2018 4 7 11 0 58 92 219 1,813 2 , 123 2020 98 17 0 114 183 324 2,479 2 , 986 2030 309 39 0 348 567 654 4,450 5 , 670 2040 412 41 0 453 752 900 5,394 7 , 046 2050 476 45 0 522 867 1 , 062 6,229 8 , 158 

### 7.3.2 **Mone tized Fuel Savings**  Using the fuel consumption estimates presented above , the agencies can calculate the monetized fuel savings associated with the adopted standards. To do this, reduced fuel consumption is multiplied in each ye ar b y the corresponding esti mated average fuel price in that ye ar, using the reference case taken from the AEO 201 1 through 2035

. Fuel prices bey ond 2035 were extrapolated from an average growth rate for the y ears 2017 to 2035

. These estimates do***** E.O. 12866 Review**

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### 7

- 8 not account for the significant unce rtainty in future fuel prices; the monetized fuel savings will be understated if actual fuel prices are higher (or overstated if fuel prices are lower) than estimated. The Annual Energy Outlook ( AEO ) is a standard reference used by NHTSA and EPA and man y other government agencies to estimate the projected price of fuel. This has been done using both the pre

- tax and post

- tax fuel prices. Since the post

- tax fuel prices are the prices paid at fuel pumps, the fuel savings calculated using these prices repres ent the savings consumers would see. The pre

- tax fuel savings are those savings that societ y would see. These results are shown in Table 7

- 8 . Note that in Chapter 9 , the overall benefits and costs of the rule are presented and, for that reason, only the pre

- tax fuel savings are presented there.
**Table 7**  **- 8**  **Estimated Monetized Fuel Savings ($Millions of 200**  **9 dollars)**  YEAR FUEL SAVINGS (PRE

- TAX) FUEL SAVINGS (POST

- TAX) 2014 $1,200 $1,400 2015 $2,200 $2,600 2016 $3,300 $3,800 2017 $4,800 $5,500 2018 $6,400 $7,400 2020 $9,600 $10,900 2030 $20,600 $23,000 2040 $28,000 $30,600 2050 $36,500 $39,500 NPV, 3% $375,300 $415,300 NPV, 7% $166,500 $185,400



## 7.4 **Key Parameters Used in the Estimation of Costs and Fuel Savings** This section briefl y presents some of the parameters used in generating c osts and fuel savings associated with the program . Table 7

- 9 presents estimated sales of complying vehicles by calendar y ear. Table 7

- 10 p resents VMT by age for both the reference and control cases , where the control case includes rebound VMT

. Table 7

- 11 presents AEO 201 1 reference case fuel prices.***** E.O. 12866 Review**

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### 7

- 9 **Table 7**  **- 9**  **Estimated Calendar Year Sales by Truck Type** Calendar Year HD Pickup Trucks

& Vans Vocational

Vehicles Com

bination Tractors Total 2014 784,780 563,004 179,087 1,526,871 2015 729,845 529,533 157,103 1,416,481 2016 712,328 508,856 144,53 3 1,365,717 2017 708,054 511,068 148,286 1,367,408 2018 716,549 531,001 160,979 1,408,529 2019 735,105 546,611 168,313 1,450,029 2020 765,721 550,823 166,815 1,483,359 2021 787,933 565,299 171,117 1,524,349 2022 807,342 587,882 179,991 1,575,215 2023 822,170 605, 769 186,985 1,614,924 2024 837,009 619,178 191,065 1,647,252 2025 853,222 630,394 193,564 1,677,180 2026 870,125 640,928 195,940 1,706,993 2027 884,235 651,936 198,634 1,734,805 2028 904,933 666,042 202,578 1,773,553 2029 926,609 679,826 207,013 1,813,448 2030 93 9,367 695,698 212,045 1,847,110 2031 950,482 759,850 217,485 1,927,817 2032 957,803 773,686 221,968 1,953,457 2033 964,913 787,125 226,261 1,978,299 2034 974,328 803,140 231,412 2,008,880 2035 986,240 821,951 237,484 2,045,675 2036 998,294 841,206 243,715 2,083,21 5 2037 1,010,497 860,916 250,108 2,121,521 2038 1,022,844 881,090 256,670 2,160,604 2039 1,035,349 901,744 263,403 2,200,496 2040 1,048,003 922,885 270,315 2,241,203 2041 1,060,814 944,528 277,406 2,282,748 2042 1,073,778 966,679 284,684 2,325,141 2043 1,086,901 989,359 292,152 2, 368,412 2044 1,100,188 1,012,574 299,817 2,412,579 2045 1,113,637 1,036,341 307,684 2,457,662 2046 1,127,249 1,060,668 315,756 2,503,673 2047 1,141,023 1,08 5,571 324,039 2,550,633 2048 1,154,970 1,111,068 332,540 2,598,578 2049 1,169,090 1,137,164 341,265 2,647,519 2050 1,183,377 1,163,879 350,218 2,697,474***** E.O. 12866 Review**

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### 7

- 10 **Table 7**  **- 10**  **Annual Vehicle Miles Traveled by Age for the Reference and Control Cases** 



### Vehicle Age Reference Control

HD Pickups and Vans Vocational

Vehicles Combination

Tractors HD Pickups

and Vans Vocatio nal

Vehicles Combination

Tractors 0 11,682 21,245 133,005 11,819 21,528 133,670 1 11,695 19,366 119,291 11,833 19,623 119,887 2 11,645 17,764 107,612 11,783 18,001 108,151 3 11,511 16,269 96,713 11,646 16,486 97,197 4 11,301 14,852 86,619 11,434 15,05 0 87,052 5 11,046 13,527 77,482 11,176 13,707 77,869 6 10,748 12,322 69,265 10,874 12,486 69,611 7 10,422 11,272 62,051 10,545 11,422 62,362 8 10,058 10,342 55,709 10,177 10,479 55,988 9 9,669 9,478 49,920 9,783 9,604 50,170 10 9,267 8,729 44,653 9,3 76 8,845 44,876 11 8,851 8,031 40,063 8,955 8,138 40,263 12 8,459 7,415 35,971 8,559 7,514 36,151 13 8,071 6,871 32,261 8,166 6,963 32,423 14 7,684 6,345 28,794 7,774 6,429 28,937 15 7,312 5,864 25,776 7,398 5,942 25,905 16 6,966 5,425 23,066 7,048 5 ,497 23,181 17 6,639 5,030 20,716 6,718 5,097 20,820 18 6,336 4,700 18,521 6,411 4,763 18,613 19 6,059 4,375 16,581 6,130 4,433 16,663 20 5,809 4,060 14,812 5,878 4,114 14,886 21 5,589 3,811 13,292 5,655 3,862 13,358 22 5,402 3,566 11,868 5,466 3,614 11,928 23 5,254 3,354 10,590 5,316 3,399 10,643 24 5,146 3,153 9,456 5,207 3,195 9,503 25 5,082 2,962 8,439 5,142 3,001 8,481 26 5,066 2,797 7,533 5,126 2,834 7,571 27 5,064 2,667 6,739 5,124 2,702 6,772 28 5,062 2,513 6,027 5,122 2,546 6,057 29 5, 060 2,392 5,376 5,120 2,424 5,403 30 5,058 2,300 4,804 5,118 2,331 4,828***** E.O. 12866 Review**

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### 7

- 11 **Table 7**  **- 11**  **AEO 2011**  **Reference Case Fuel Prices ( 2009**  **dollars/gallon)**

Pre

- Tax Post

- Tax Vehicle Age Gasoline Diesel Gasoline Diesel 2014 $2.64 $2.57 $3.05 $3.02 2015 $2.73 $2.64 $3.13 $3.08 2016 $2.78 $2.75 $3.18 $3.19 2017 $2.85 $2.86 $3.25 $3.29 2018 $2.91 $2.95 $3.30 $3.38 2019 $2.95 $3.05 $3.34 $3.47 2020 $2.99 $3.10 $3.38 $3.52 2021 $3.01 $3.12 $3.39 $3.54 2022 $3.07 $3. 20 $3.45 $3.61 2023 $3.09 $3.22 $3.47 $3.63 2024 $3.14 $3.30 $3.52 $3.71 2025 $3.17 $3.33 $3.54 $3.73 2026 $3.19 $3.35 $3.56 $3.75 2027 $3.25 $3.40 $3.62 $3.80 2028 $3.26 $3.43 $3.63 $3.82 2029 $3.31 $3.48 $3.68 $3.87 2030 $3.28 $3.44 $3.64 $3.83 2031 $3.28 $3.46 $3.64 $3.84 2032 $3.29 $3.47 $3.65 $3.85 2033 $3.30 $3.47 $3.66 $3.85 2034 $3.34 $3.50 $3.69 $3.87 2035 $3.36 $3.52 $3.71 $3.89 2036 $3.38 $3.56 $3.73 $3.93 2037 $3.41 $3.61 $3.76 $3.97 2038 $3.44 $3.65 $3.79 $4.01 2039 $3.47 $3.70 $3.82 $4.06 2040 $3.51 $3.74 $3.85 $4.10 2041 $3.54 $3.79 $3.88 $4.15 2042 $3.57 $3.84 $3.91 $4.19 2043 $3.60 $3.88 $3.94 $4.24 2044 $3.63 $3.93 $3.97 $4.28 2045 $3.67 $3.98 $4.00 $4.33 2046 $3.70 $4.03 $4.03 $4.38 2047 $3.74 $4.08 $4.07 $4.42 20 48 $3.77 $4.13 $4.10 $4.47 2049 $3.80 $4.18 $4.13 $4.52 2050 $3.84 $4.23 $4.16 $4.57***** E.O. 12866 Review**

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### 7

- 12 

## References

1 Light

- Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards; Final Rule 75 Fed. Reg. 25323 (May 7, 2010).

2 “Draft Supporting Statement for Information Collection Re quest,” Control of Greenhouse Gas Emissions from New Motor Vehicles: Proposed Heavy

- Duty Engine and Vehicle Standards, EPA ICR Tracking Number 2394.01.