## In The Matter Of:
In Re: EPA Public hearing

November 18, 2010

195 State Street

Boston, MA 02109

888.825.3376 - 617.399.0130

www.court-reporting.com

Original File Hearing 11-18-10'.txt 

### Min-U-Script® with Word Index- November 18, 2010 1

1 UNITED STATES OF AMERICA

ENVIRONMENTAL PROTECTION AGENCY
2 DEPARTMENT OF TRANSPORTATION

3 (Volume II Pages 1 - 298)

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

5 ***********************************************

6 CONTINUED PUBLIC HEARING REGARDING:

7 Greenhouse Gas Emissions Standard, and

8 Fuel Efficiency Standards for Medium- and

9 Heavy-Duty Engines and Vehicles

10 ************************************************

11

12 AGENCIES: (EPA) Environmental Protection Agency, and

13 (NHTSA) National Highway Traffic Safety Administration.

14 (Second Public Hearing: November 18 of 2010

15

16 Hyatt Regency Cambridge 575 Memorial Drive

17 Cambridge, Massachusetts November 18, 2010
18 (10:00 a.m. - 4:31 p.m.)

19

20 O'Brien & Levine Court Reporting Services
195 State Street
21 Boston, Massachusetts (617) 399-0130
22

23 Court Reporter: Ruth Day-Rabadjija, CSR

24- November 18, 2010 2

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

2 PANEL MEMBERS for National Highway Traffic Safety Administration and U.S. Department Of Transportation:
3 Ronald Medford, Presiding Officer

4 Deputy Administrator for National Highway Traffic Safety Administration (NHTSA) and

5 U.S. Department of Transportation (DOT)

6 Rebecca Yoon Office of Chief Counsel, NHTSA

7

James Tamm 8 Chief of the Fuel Economy Division, NHTSA

9 ---------------------------------------------------

10 PANEL MEMBERS for U.S. Environmental Protection Agency:

11 Margo T. Oge, Presiding Officer Director, Office of Transportation and Air Quality,

12 U.S. Environmental Protection Agency (EPA)

13 Chet France Director of the Assessment and Standards

14 Division, U.S. EPA

15 Steven Silverman Office of General Counsel, U.S. EPA
16

17

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19

20

21

22

23

24- November 18, 2010 3

1

I N D E X
2

TESTIMONY PANEL I PAGE
3 Coralie Cooper

4 Transportation Program Manager at NESCAUM,
5 Northeast States for Coordinated Air Use Management

6 E-MAIL: Ccooper@nescaum.org On behalf of (NESCAUM), and National

7 Association of Clean Air Agencies (NACCA) 20

8 Jed R. Mandel General Counsel for (EMA), Engine
9 Manufacturers Association E-MAIL: Jmandel@emamail.org
10 On behalf of (EMA), and Truck Manufacturers Association (TMA) 28

11
Wade Barnes
12 Navy Veteran Affiliations: Massachusetts National Veterans
13 Tour for Clean Energy and Security, Operation Free,

14 Testifying as a private citizen 34

15 Kelly Sims Gallagher Affiliations: Associate Professor of Energy and
16 Environmental Policy at The Fletcher School, Senior Research Associate at Belfer Center for

17 Science and International Affairs, Kennedy School of Government, Harvard University
18 E-MAIL: Kelly.gallagher@tufts.edu Testifying as a private citizen 41
19 Ms. Susan Robinson
20 Director of Public Sector Services, Waste Management at Pacific Northwest

21 E-MAIL: Srobinson@wm.com On behalf of Waste Management 47
22

23

24- November 18, 2010 4

1

I N D E X C O N T I N U E D
2

TESTIMONY PANEL I PAGE
3 Ms. Gina Coplon-Newfield

4 Senior Campaign Representative -Electric Vehicles/Beyond Coal Campaign at Sierra Club

5 E-MAIL: Gina.coplon-newfield@sierraclub.org On behalf of Sierra Club's Green

6 Transportation Department 54

7 -----------------------------------------------------------

8 TESTIMONY PANEL II PAGE

9 Joshua Zuckerman Affiliations: Intern at the Sierra Club
10 Student at Brandeis University,
Dual Master's at Heller School for
11 Social Housing and Management and Sustainable International Development

12 and Coexistence and Conflict E-MAIL: Jzuck@brandeis.edu
13 Testifying as a private citizen 71

14 Jonathan Gensler Affiliations: Army Veteran, Operation Free
15 Truman Fellow at Truman National Security Project MBA/MPA Dual Candidate at MIT Sloan/Harvard
16 Kennedy School E-MAIL: (Not Available)

17 Testifying as a private citizen 72

18 Mr. Brian C. Mormino Affiliations: Director of Energy Policy
19 and Environmental Compliance Audit, Cummins Inc. E-MAIL: Brian.c.mormino@cummins.com
20 On behalf of Cummins Inc. 80

21 Jason Mathers Affiliation: Project Manager, Environmental

22 Defense Fund (EDF) E-MAIL: Jmathers@edf.org
23 On behalf of (EDF) 88

24- November 18, 2010 5

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

2 TESTIMONY PANEL II PAGE

3 Brendan Bell Affiliation: Senior Washington Representative

4 for UCS's Clean Vehicles Program E-MAIL: Bbell@ucsusa.org

5 On behalf of UCS's Clean Vehicles Program 94

6 Mr. Jonathan Rosenthal Affiliation: Undergraduate at Harvard College

7 106 Quincy Mail Center Cambridge, Massachusetts 02138
8 E-MAIL: Rosenthal@college.harvard.edu Testifying as a private citizen 102
9

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TESTIMONY PANEL III PAGE
11 Catherine Pargeter

12 Affiliation: Environmental, Social and Governance Research Associate at Trillium Asset
13 Management Corporation E-MAIL: Cpargeter@trilliuminvestment.com 112

14
Tom Cackette
15 (Testimony read by Ms. Cooper) Affiliation: Chief Deputy Executive Officer
16 for California Air Resources Board (CARB) E-MAIL: Tcackett@arb.ca.gov.
17 On behalf of (CARB) 118

18 Gary Oshnock Affiliation: Chrysler Group, LLC
19 Affairs Manager E-MAIL: Gary.oshnock@chrysler.com
20 On behalf of Chrysler Group, LLC 121

21 David W. Marshall Affiliation: Senior Counsel of

22 Clean Air Task Force (CATF)
E-MAIL: Dmarshall@catf.us
23 On behalf of (CATF) 124

24- November 18, 2010 6

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

2 TESTIMONY PANEL III PAGE

3 Robert J. Sliwa Affiliation: President and Owner of

4 AirFlow Truck Company E-MAIL: Robert.sliwa@airflowtruck.com

5 On behalf of AirFlow Truck Company 132

6 Carol Lee Rawn Affiliation: Senior Manager Transportation

7 Programs at Ceres and Investor Network on Climate Risk (INCR)
8 E-MAIL: Rawn@ceres.org On behalf of (INCR) and Ceres 137
9

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TESTIMONY PANEL IV PAGE
11 Clare Robins

12 24 Henderson Street Arlington, Massachusetts 02474
13 E-MAIL: Clarerobins1@gmail.com Testifying as a private citizen 142

14 Eva H. Gurria
15 Affiliations: Sierra Club volunteer, and Student at Harvard Extension's Sustainability and
16 Environmental Management Program 350 Third Street

17 Apt. No. 1809 Cambridge, Massachusetts 02142
18 E-MAIL: Evagurria@gmail.com Testifying as a private citizen 143
19 Mairead Kennelly
20 Affiliations: Regional Coordinator for Students for a Just and Stable Future, and
21 Junior at Boston College 3 Winthrop Street

22 Rye, New York 10580 Testifying as a private citizen 147
23

24- November 18, 2010 7

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

2 TESTIMONY PANEL IV PAGE

3 Mr. Ronald E. Minsk Affiliations: Senior Vice-President for Policy,

4 Securing America's Future Energy (SAFE) E-MAIL: Ron.minsk@alston.com

5 On behalf of (SAFE) 151

6 Ugo Nwoke Affiliations: CEO of ToChi Technologies, Ohio

7 and Ohio Business Council for Clean Energy E-MAIL: Ugon@tochitech.com
8 On behalf of ToChi Technologies, Ohio and Ohio Business Council for Clean Energy 160
9
Mr. Luke Tonachel
10 Affiliations: Senior Analyst with (NRDC), Natural Resources Defense Council's

11 Transportation Program E-MAIL: Ltonachel@nrdc.org
12 On behalf of (NRDC) 164

13 ------------------------------------------------------------

14 TESTIMONY PANEL V PAGE

15 Martin Suhrke Affiliation: Member of Sierra Club
16 929 Massachusetts Avenue Cambridge, Massachusetts 02139

17 E-MAIL: Martin.suhrke@gmail.com Testifying as a private citizen 181
18 Shannon Bali
19 Affiliations: Member of the Sierra Club Testifying as a private citizen 184
20 James McCaffrey
21 Affiliation: Director of Massachusetts Sierra Club 10 Milk Street, Suite 632

22 Boston, Massachusetts 02108 (617) 423-5775
23 E-MAIL: Director@sierraclubmass.org On behalf of Sierra Club 185

24- November 18, 2010 8

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

2 TESTIMONY PANEL V PAGE

3 Douglas Hatfield Managing Director for North

4 American Heavy Vehicles, and Director of Business Development

5 55 Network Drive Burlington, Massachusetts 01803

6 (781) 564-0200 E-MAIL: Hatfield@exacorp.com

7 On behalf of Exa Corporation 190

8 Donald Keski-Hynnila Detroit Diesel Corporation
9 13400 Outer Drive West Detroit, Michigan 48239-4001
10 (313) 592-5000 E-MAIL: Donald.Keski-Hynnila@Detroitdiesel.com

11 On behalf of Detroit Diesel Corporation, Daimler Trucks North America 196

12 Jeffrey L. Clarke
13 General Counsel and Director of Regulatory Affairs at

14 NGV (Natural Gas Vehicles) America 400 North Capitol Street NW, Suite 400
15 Washington, DC 20001 (202) 824-7364
16 E-MAIL: Jclarke@NGVAmerica.org. On behalf of NGV America 205

17

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TESTIMONY PANEL VI PAGE
19 Mary Ellen Kustin
20 Transportation Climate Solutions Coordinator at the National Wildlife Federation (NWF)

21 National Advocacy Center 901 East Street NW, Suite 400

22 Washington, DC 20004 (202) 797-6838
23 E-MAIL: Kustinm@nwf.org
On behalf of NWF 218
24- November 18, 2010 9

1

I N D E X C O N T I N U E D
2

TESTIMONY PANEL VI PAGE
3 Michael Wischhusen

4 Director of Industry Standards and Government Regulations for Michelin North America

5 Michelin North America Inc. 515 Michelin Road

6 PO BOX 1987 Greenville, South Carolina 29602

7 E-MAIL: Mike.wischhusen@us.michelin.com 223 On behalf of Michelin North America
8
Mathew Todaro
9 Affiliations: Boston College Law School Student (presently)
10 International Policy Director of U.S. Climate Action Network, Washington, D.C. (served)

11 E-MAIL: Todarom@bc.edu On behalf of Boston College
12 Environmental Law Society 228

13 Dan Proctor Affiliations: Chair of Massachusetts Chapter

14 for Sierra Club Chair Group for Thoreau Group
15 Executive Committee E-MAIL: Thoreau@sieraaclubmass.org
16 Testifying as a private citizen 233

17 Jeanette MacNeille Affiliations: President of Millbourne
18 Borough Council, Millbourne, Pennsylvania Sierra Club member, and Air Quality Chair of the
19 Southeastern Pennsylvania Group Sierra Club President Eclipse Services, Computer Software
20 E-MAIL: Jeanette@eclipseservices.com Testifying as a private citizen 234

21
Carol Oldham
22 Affiliations: Sierra Club Regional Director
1296 Beacon Street
23 Apartment Number 5 Brookline, Massachusetts 02446

24 E-MAIL: Carololdham@gmail.com- November 18, 2010 10

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

2 TESTIMONY PANEL VII PAGE

3 Margaret E. Sheehan, Esq. Affiliations: EcoLaw.biz, MA, and

4 L. Knife and Son, Inc. 61 Grazier Road

5 Cambridge, Massachusetts 02138 E-MAIL: Meg@ecolaw.biz

6 On behalf of L. Knife and Son, Inc. 246

7 Mihir Chaudhary Affiliations: Sierra Club
8 Students for a Just and Stable Future, and Third-year student at Harvard University
9 171 Cabot Mail Center Cambridge, Massachusetts 02138
10 E-MAIL: Mchaud@fas.harvard.edu On behalf of Sierra Club 250

11
Jonathan Glassman
12 Affiliations: Candidate at Harvard Kennedy School of Government for Master in Public Policy, and
13 Vice-President of the Energy and Environment Professional Interest Council

14 Friend of Sierra Club 5 Cowperthwaite Street
15 Apartment Number 301 Cambridge, Massachusetts 02138
16 (650) 799-5339 E-MAIL: Jon_glassman@hks11.harvard.edu
17 Testifying as a private citizen 253

18 Chris Freda Affiliations: Friend of Sierra Club,
19 Students for a Just and Stable Future and Architecture Student at Northeastern University
20 P.O. BOX 955 Hampstead, New Hampshire 03841

21 (603) 247-0025 E-MAIL: Chrisfreda@me.com

22 Testifying as a private citizen 259

23

24- November 18, 2010 11

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

2 TESTIMONY PANEL VII PAGE

3 Catherine Maas

4 Affiliations: Friend of Sierra Club Chelsea Board of Health, Massachusetts

5 (617) 889-6890 E-MAIL: Ktdy@yahoo.com
6 Testifying as a private citizen 266

7 David Heimann Affiliations: Vice-Chair of the Massachusetts
8 Chapter of the Sierra Club, Member of the Energy Committee at the Sierra Club
9 E-MAIL: Dheimann@sierraclubmass.org Testifying as a private citizen 270
10

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TESTIMONY PANEL VIII PAGE
12 Jessica Feldish Affiliations: Student at Northeastern
13 University of Environmental Policy, Economics and Political science. Member of Students

14 for a Just and Stable Future, and Vice-President of Northeastern's Environmental Club
15 87 Hillside Street, Apt. Number 3 Roxbury Crossing, Massachusetts 02120
16 E-MAIL: Jlfeldish@gmail.com Testifying as a private citizen 278

17

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TESTIMONY PANEL IX PAGE
19
Susan Shamel
20 Affiliation: Member of Sierra Club, 350.org, 1Sky, Environment Massachusetts, Greenpeace

21 Students for a Just and Sustainable Future physical therapist

22 Testifying as a private citizen 281

23

24- November 18, 2010 12

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

2 TESTIMONY PANEL IX PAGE

3 Roger Shamel Affiliation: Member of Sierra Club

4 32 Page Road Bedford, Massachusetts 01730

5 E-MAIL: Rshamel@juno.com 286 On behalf of Sierra Club

6 Mike Gildesgame

7 Affiliations: Southern New England Policy Manager for the Appalachian Mountain Club
8 E-MAIL: Mgildesgame@outdoors.org. On behalf of the Appalachian Mountain Club 289
9
Teressa Bryant
10 Affiliations: Husky Energy Action Team at the Northeastern University (NU)

11 458 Huntington Avenue, No. 3614 Boston, Massachusetts 02115
12 E-MAIL: Bryant.te@husky.neu.edu On behalf of Husky Energy Action Team at NU 296
13

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16

17

18

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20

21

22

23

24- November 18, 2010 13

1 P R O C E E D I N G S

2 MR. MEDFORD: Good morning, everyone.

3 Welcome to the Joint Hearing of the proposed

4 greenhouse gas emission standards and fuel

5 efficiency standards for medium- and heavy-duty

6 vehicles. My name is Ron Medford, I'm the

7 Deputy Administrator for the National Highway

8 Traffic Safety Administration, and the U.S.

9 Department of Transportation. On behalf of my

10 agency, I would like to thank you for taking

11 your time out of your busy schedules to come

12 here, and express your views on both fuel

13 efficiency and greenhouse gas regulations.

14 First, I would like to introduce the panel

15 members from NHTSA, as they appear: so first is

16 Jim Tamm, the Chief of the Fuel Economy

17 Division, and Rebecca Yoon, who is the Office

18 of Chief Counsel at NHTSA.

19 Second, today's hearing provides an

20 opportunity for the public to present oral

21 comments regarding the agencies' proposed

22 greenhouse gas emissions standards and fuel

23 efficiency standards for medium- and heavy-duty

24 engines and vehicles.- November 18, 2010 14

1 On October 25th, EPA and NHTSA released

2 several joint agency documents related to the

3 Notice of Proposed Rulemaking. They included a

4 preamble and a draft regulatory impact analysis

5 (RIAs); these documents describe the proposed

6 regulations and supporting information and

7 analysis related to the proposal.

8 In addition, NHTSA has issued a Draft

9 Environmental Impact Statement (DEIS) for the

10 proposed fuel efficiency regulations. The

11 Draft Environmental Impact Statement compares

12 the environmental impacts of the proposed fuel

13 efficiency regulations with those of a number

14 of regulatory alternatives.

15 Today's hearing provides an opportunity

16 for the public to comment on both the Notice of

17 Proposed Rulemaking documents, and the NHTSA

18 Draft Environmental Impact Statement, and we

19 welcome those comments.

20 There is also an opportunity for anyone to

21 send us written comments. The written comment

22 period will close 60 days after the Notice of

23 Proposed Rulemaking is published in the Federal

24 Register; until then we will be welcoming those- November 18, 2010 15

1 comments.

2 After today's hearing, if any speaker

3 wishes to make any corrections to remarks, for

4 the record, please submit those corrections to

5 EPA or NHTSA within 30 days. Also, if you

6 would like a transcript of today's proceeding,

7 you should make arrangements directly with the

8 court reporter during one of the breaks.

9 Now, it is my pleasure to introduce my

10 colleague, Margo Oge, who will present her

11 views for you today. Margo?

12 MS. OGE: Thank you, Ron, and good morning

13 everybody.

14 (Conversation off the record)

15 MS. OGE: Hi, can you hear me?

16 MS. YOON: Yes.

17 MS. OGE: Great. Okay. Thank you,

18 Ronald, and good morning to all of you. And I

19 welcome you to our, actually, second public

20 hearing on this issue. We had the first public

21 hearing this week, last Monday, in Chicago.

22 My name is Margo Oge, I'm the Director of

23 the Office of Transportation and Air Quality,

24 at the Environmental Protection Agency.- November 18, 2010 16

1 Myself, and my colleague, Ron Medford, will be

2 the Presiding Officers for today's public

3 hearing. So welcome to all of you here in

4 person, but also we would like to welcome those

5 listening by phone, as I understand, we have a

6 number of people listening by phone.

7 So today we will be hearing your testimony

8 on the first greenhouse gas and fuel efficiency

9 regulatory program for heavy- and medium-duty

10 trucks. This program was announced by our two

11 agencies October 25th, and it's been, if you

12 remember back, last May, President Obama issued

13 a memorandum about us taking steps to do three

14 things: To improve energy security. Improve

15 American competitiveness, and job creation.

16 And to address environmental protection, by

17 helping to further introduce the new generation

18 of both electric cars and medium- and

19 heavy-duty trucks.

20 The proposed Heavy-Duty National Program

21 that we are discussing and taking comments

22 today, is a response to that memorandum. The

23 program covers a wide range of vehicles,

24 including the largest trucks, pickup trucks,- November 18, 2010 17

1 vans and all types of work trucks and buses.

2 And it would allow manufacturers to build one

3 national program that meets and satisfies all

4 requirements under the NHTSA's authorities, and

5 EPA's authorities under the Clean Air Act. And

6 furthermore, it will address the greenhouse gas

7 reduction goals of California, and other

8 states.

9 Now, let me briefly summarize the benefits

10 that we expect to see as part of this program.

11 Over the lifetime of this program, which is

12 going to be 2014 to 2018 timeframe, the

13 vehicles covered in that timeframe will be able

14 to achieve a reduction of 250 million metric

15 tons of greenhouse gas emissions, save

16 500 million barrels of oil, and provide

17 approximately $41 billion in net benefits to

18 the society. Clearly, we believe that this is

19 a very important proposal, looking forward to

20 your testimony. And as my colleague, Ron

21 Medford said, we will leave the record open for

22 60 days, for you to submit your written

23 comments. And our agencies are expected to

24 take final action, as directed by the- November 18, 2010 18

1 President, this coming July, July of 2011.

2 So please, let me briefly go over how we

3 are going to hold today's hearing. The hearing

4 is scheduled to go until five o'clock, but I

5 guess we are all committed, at least I'm

6 committed -- some of us, I should take it, plan

7 to get back home, but we are committed to be

8 here as long as it takes, to make sure the

9 people that are interested in testifying, are

10 given the opportunity to do so. So if anybody

11 here wishes to testify and has not signed up,

12 please do so, and we will give you the

13 opportunity to testify.

14 Now, we have a large number of people, so

15 we would ask that each person, please keep your

16 testimony to about seven minutes, and we will

17 ask you to speak slowly and clearly, so that

18 the court reporter can record accurately your

19 statements. We will be using panels, to keep

20 the process moving efficiently, and the list of

21 panel members, and their order, are available

22 at the reception table.

23 When the witness or the panel is finished

24 with their testimony here, our colleagues on- November 18, 2010 19

1 the Government Panel will have an opportunity

2 to ask questions related to their testimony.

3 Ron and I, as the Presiding Officers, may

4 strike statements from the record, that we deem

5 to be irrelevant or repetitious, and to try to

6 enforce a reasonable timeframe for witnesses'

7 statements.

8 So joining me from EPA, on the Government

9 Panel, is Chet France, on my right. And Steven

10 Silverman, from our Office of General Counsel.

11 So let me make a couple of suggestions, we

12 will work with the reporter, the court reporter

13 to make sure that she has a recess, you know,

14 time to rest her fingers. But my suggestion is

15 that we go through the day, we will take time

16 for lunch, but we will take breaks, maybe

17 ten-minute breaks, maybe after three panels

18 complete their testimony. We will test and see

19 how that goes, with that, thank you.

20 I am going to introduce Panel I: Ms.

21 Coralie Cooper. Mr. Jed Mandel. Mr. Wade

22 Barnes. Dr. Kelly Sims Gallagher. Ms. Susan

23 Robinson. Ms. Gina Coplon-Newfield. Please,

24 welcome. I would ask you to put your name on- November 18, 2010 20

1 the card in front of you, and then we will

2 start with your testimonies. (Members of Panel

3 I coming up) Ms. Coralie Cooper, we will start

4 with you. Good morning, and welcome.

5 PANEL I TESTIMONY

6 BY MS. COOPER:

7 Good morning. On behalf of the Northeast

8 States for Coordinated Air Use Management, or

9 (NESCAUM), and the National Association of

10 Clean Air Agencies, (NACAA), I am providing

11 comments today regarding EPA and NHTSA's Notice

12 of Proposed Rulemaking for medium- and

13 heavy-duty vehicle greenhouse gas emission and

14 fuel efficiency standards. Thank you for the

15 opportunity to give testimony today. In

16 addition to today's testimony, NESCAUM and

17 NACAA intend to provide detailed written

18 comments prior to the submittal deadline.

19 NESCAUM and NACAA applaud this important

20 step toward reducing transportation-related

21 greenhouse gas emissions. Medium and heavy

22 trucks emit 20 percent of transportation

23 greenhouse gases. The proposed rule, once

24 implemented, will reduce medium- and heavy-duty- November 18, 2010 21

1 vehicle greenhouse gas emissions by 246 million

2 tons over the life of the vehicles affected by

3 the regulation. The rule will also help us, as

4 a nation, to reduce our dependence on petroleum

5 by lowering oil consumption by more than 20

6 billion gallons. This reduction will come at a

7 net cost savings of $27 to $41 billion for

8 industry, mainly from avoided fuel costs.

9 We support the proposed standards and the

10 inclusion of all medium- and heavy-duty vehicle

11 types in the regulation. We will make two main

12 points today in our testimony:

13 (1) Given the importance of this rule, we

14 ask the agencies to finalize the standards by

15 July, 2011, as has been outlined in the

16 regulatory documents; and (2) We ask the

17 agencies to consider increasing the stringency

18 of the standards in each of the three vehicle

19 categories included in the rule: Tractor

20 trailers, vocational vehicles and Class (2b)

21 and Class (3) vehicles. And I will provide

22 some specifics on those two points.

23 On the need for finalizing the standards

24 by July, 2011, a number of states around the- November 18, 2010 22

1 country have established aggressive greenhouse

2 gas reduction targets in climate action plans

3 that call for an 80 percent reduction in

4 greenhouse gas emissions by 2050, with

5 intermediate goals for 2020. In order to meet

6 these goals, states have established or adopted

7 a number of programs including: Programs to

8 reduce power plant emissions, adoption of the

9 California light-duty vehicle greenhouse gas

10 standards, and the Zero Emission Vehicle

11 program. In addition, states are undertaking

12 measures to reduce truck, locomotive and

13 passenger car idling, reduce vehicle miles

14 travelled, establish an infrastructure and

15 incentives for zero emission vehicles, and are

16 evaluating other strategies to reduce mobile

17 and stationary source of greenhouse gas

18 emissions.

19 Thus, the timely finalization of the EPA

20 and NHTSA proposal on medium- and heavy-duty

21 greenhouse gas (GHG), and fuel consumption

22 standards is extremely important, since states

23 are reliant on the federal government for

24 reductions in new medium- and heavy-truck- November 18, 2010 23

1 greenhouse gas emissions. To underscore this

2 point, nine governors wrote a letter to the

3 President in October, urging him to establish

4 stringent fuel consumption and greenhouse gas

5 emissions standards for medium- and heavy-duty

6 vehicles, in addition to light-duty vehicles.

7 I'm submitting a copy of this letter with

8 today's testimony.

9 On the second point, our comments on the

10 stringency of the standards are as follows:

11 Tractor trailers: The proposed standards

12 for tractor trailers represent an important

13 step in reducing their emissions. The agencies

14 have proposed standards that would reduce

15 tractor trailer fuel consumption and greenhouse

16 gas emissions up to 20 percent by 2017. This

17 level of reduction is technically feasible

18 using a combination of commercially available

19 engine and vehicle technologies and with the

20 realization of additional improvements in

21 efficiency from exhaust aftertreatment systems

22 or other approaches. The proposed standards

23 will not require the introduction of advanced

24 technologies, such as bottoming cycle or- November 18, 2010 24

1 hybridization.

2 It is our view, however, that the tractor

3 trailer proposal could be improved by

4 establishing standards for trailers, which have

5 not been included in this proposal. In 2009,

6 under the auspices of the Northeast States

7 Center for a Clean Air Future, or (NESCCAF),

8 NESCAUM published a comprehensive study on the

9 technical feasibility and costs associated with

10 reducing heavy-duty long-haul truck fuel

11 consumption and greenhouse gas emissions. Our

12 study found that a 40 percent reduction in fuel

13 consumption and emissions is achievable in the

14 2018 timeframe for tractor trailers without

15 exceeding current limits on truck weight and

16 length. We also found that the reductions

17 could be achieved through the use of engine

18 technologies, transmission improvements,

19 improvements in tractor and trailer aerodynamic

20 drag and tire-rolling resistance, and other

21 strategies. We wish to emphasize that a

22 significant percentage of the emissions

23 reductions are achievable through the use of

24 aerodynamic drag improvements on trailers. We- November 18, 2010 25

1 will be submitting our study to the rulemaking

2 docket as part of our written comments.

3 Because it is important to obtain

4 improvements from the full vehicle in order to

5 maximize the potential emissions and fuel

6 consumption reductions from these heavy-trucks,

7 NESCAUM and NACAA encourage the agencies to

8 propose regulations for trailers as soon as

9 possible. Including the full vehicle in the

10 standards will not only result in additional

11 reductions for tractor trailers, but will also

12 ensure that technologies that are not solely

13 specific to the engine, tractor, or trailer,

14 such as closing the gap between the trailer and

15 the tractor, will be available to manufacturers

16 to meet the standards.

17 On medium- and Heavy-Duty Vocational

18 Vehicles. The agencies proposal for medium19 and heavy-duty vocational vehicles is

20 technically feasible in the timeframe proposed,

21 but further improvements could be realized in

22 this sector as well. A 2010 National Academy

23 of Sciences study on technologies to reduce

24 medium- and heavy-duty truck fuel consumption- November 18, 2010 26

1 found that 38 to 50 percent of some vocational

2 vehicle fuel consumption, bucket trucks, for

3 example, could be reduced with hybridization,

4 engine improvements, weight reduction and

5 transmission improvements. Without

6 hybridization, the Academy's study found that

7 approximately 18 percent of fuel consumption

8 can be reduced in the 2015 to 2020 timeframe.

9 The EPA/NHTSA proposal requires a seven to ten

10 percent reduction in the same timeframe for

11 these types of vehicles. In the EPA/NHTSA

12 proposal, a number of technologies can be used

13 to earn credits through the advanced technology

14 and innovative provisions, but the standards

15 will not require the use of these technologies.

16 NESCAUM and NACAA urge the agencies to

17 establish more stringent standards in the final

18 rulemaking for this class of vehicles that will

19 require the introduction of these technologies.

20 And then, at last on Class (2b) and Class

21 (3) vehicles. We support the agencies'

22 approach to require full vehicle emissions and

23 fuel consumption testing for the Class (2b) and

24 Class (3) vehicles. Furthermore, we concur- November 18, 2010 27

1 with the assumption that technologies used to

2 comply with the 2012 to 2016 light-duty vehicle

3 standards will be used to comply with the Class

4 (2b) and Class(3) category standards. The

5 agencies have proposed a 15 percent reduction

6 in fuel consumption and emissions for diesel

7 vehicles, and a 10 percent reduction for

8 gasoline vehicles in 2017. Based on the

9 findings of the National Academy of Sciences

10 '09 study, we believe the potential reduction

11 for this sector could be greater. The Academy

12 study found that a 30 percent reduction could

13 be achieved without hybridization in Class (2b)

14 trucks between 2015 and 2020. Thus, we

15 encourage the agencies to consider more

16 stringent standards for this class of vehicles

17 for the 2017 timeframe.

18 In summary, we urge the agencies, again,

19 to finalize the proposed rule by July, 2011

20 with the suggested changes we have outlined

21 above.

22 We thank the EPA and NHTSA for the

23 opportunity to comment on this proposal and

24 look forward to assisting the agencies in the- November 18, 2010 28

1 development of the final rule. Thank you.

2 MS. OGE: Thank you. Mr. Mandel, good

3 morning.

4 PANEL I TESTIMONY

5 BY MR. MANDEL:

6 Good morning. I'm Jed Mandel, speaking

7 today on behalf of the (EMA/TMA), Engine

8 Manufacturers and the Truck Manufacturers

9 Associations. EMA's and TMA's members

10 manufacture the heavy-duty engines and vehicles

11 that are the subject of today's rule. Our

12 members were instrumental in working with EPA

13 and NHTSA, our customers and other stakeholders

14 to help to get to this historic point.

15 We were honored to join President Obama on

16 May 21st, 2010, and participate in his

17 announcement of a combined EPA/DOT rulemaking

18 to establish a uniform national program to

19 reduce greenhouse gas emissions under the Clean

20 Air Act, and to improve fuel efficiency under

21 the Energy Independence and Security Act.

22 EMA and TMA members are no strangers to

23 working with EPA and NHTSA on successful and

24 innovative programs. With our support, the- November 18, 2010 29

1 United States has implemented the world's most

2 stringent emission control program, resulting

3 in a 99 percent reduction of NOx (nitrogen

4 oxide) and PM (particulate matter) emissions

5 from heavy-duty diesel engines. Through our

6 efforts, the United States has implemented two

7 major reductions in the sulfur content of

8 diesel fuel, directly reducing NOx and PM

9 emissions and enabling highly effective

10 aftertreatment technologies. And we have

11 worked to implement many other innovative

12 diesel emission reduction programs and vehicle

13 safety programs.

14 We believe that the greenhouse gas/fuel

15 efficiency (GHG/FE) rules proposed by EPA and

16 NHTSA can be the next success story for the

17 agencies, for manufacturers, for our customers

18 and the public. To be candid, we are still

19 studying the details of today's massive

20 proposal. We are focused on making sure that

21 the final rule gets it right. To that end, we

22 are committed to continuing to work with EPA

23 and NHTSA to assure that a strong, effective

24 and implementable rule is finalized, one that,- November 18, 2010 30

1 (i) recognizes the complex and highly

2 customized nature of the industry; (ii) that

3 avoids disrupting the existing marketplace, or

4 creating unintended consequences; (iii) that

5 includes lead time stability, certainty, and

6 compliance flexibility as elements of success;

7 (iv) that leads to a single nationwide program;

8 and (v) that provides path to a global solution

9 to a global problem.

10 In addition, there are several aspects of

11 today's proposal that I would like to briefly

12 comment on. First, this is an incredibly

13 ambitious program. Typically, engine

14 manufacturers require no less than four years

15 lead time and three years period of stability

16 before and/or between the implementation of new

17 regulatory programs. Indeed, those time

18 schedules are specifically referenced in both

19 the Clean Air Act and the Energy Independence

20 and Security Act. Nevertheless, assuming that

21 the final rule addresses the principles we have

22 articulated, and those that the President

23 outlined in May, manufacturers are willing to

24 work to that incredibly aggressive- November 18, 2010 31

1 implementation schedule proposed today, one

2 that will provide only two years lead time.

3 Second, under today's program, EPA and

4 NHTSA would, for the very first time, regulate

5 truck tractor emissions and fuel efficiency.

6 As such, an entirely new regulatory scheme,

7 requiring new certification protocols, must be

8 developed and implemented and new vehicle-based

9 certification experts must be identified and

10 trained. Truck manufacturers also will be

11 required to track, measure and manage the sales

12 of fuel efficiency related options, offered in

13 a myriad of combinations, to meet customer

14 needs. That will be no simple task.

15 Third, unlike the existing criteria

16 pollutant regulatory program, our customers

17 will scrutinize, assess, measure and, in

18 general, significantly care whether their

19 results, their actual fuel efficiency

20 improvement, are better or worse than what the

21 agencies "advertise," and whether those

22 improvements, in fact, will pay for themselves

23 in real-world fuel savings. Unlike any other

24 program to date, the ultimate arbiter of the- November 18, 2010 32

1 success of this program is going to be our

2 customers.

3 Fourth, the heavy-duty engine and vehicle

4 industry, commercial trucking and, indeed, the

5 entire goods-movement sector represent a highly

6 complex, sophisticated and highly customized

7 market, where operators invest in capital goods

8 to make a profit. The agencies must assure

9 that their greenhouse gas/fuel efficiency

10 program does not inadvertently disrupt the

11 existing marketplace, or create unintended

12 consequences.

13 Finally, we wish to note three important

14 factors looking ahead. One, the truck and

15 engine manufacturing industry is a global

16 industry. Greenhouse gas emissions are a

17 global problem. We need a global solution. We

18 encourage EPA and NHTSA to work with their

19 colleagues in Europe and Asia to assure that

20 manufacturers can build one product, test and

21 certify it once, and sell it worldwide. Two,

22 tractor trailer units are an integrated system,

23 combining engine, drivetrains and

24 transmissions, tractor and trailer design and- November 18, 2010 33

1 technologies and fuels. EPA and NHTSA should

2 recognize that as the potential need for a

3 second phase greenhouse gas/fuel efficiency

4 program develops, there may be new

5 opportunities for system optimization at a

6 complete vehicle level. Three, significant

7 opportunities for fuel efficiency improvement

8 exist both outside the engine and/or vehicle

9 manufacturers' control and, indeed, beyond

10 anything that EPA and NHTSA are currently

11 proposing. Speed limitation, highway weight

12 and length requirements, infrastructure

13 improvements, congestion control and the like,

14 should all be considered as opportunities for

15 additional improvements.

16 Engine and vehicle manufacturers have long

17 focused on improving fuel efficiency. It is

18 essential to our customers. We have

19 implemented the world's most stringent criteria

20 pollution reduction program without any

21 significant loss in fuel efficiency. We

22 believe that the concepts proposed today can be

23 finalized in workable rules that will expand

24 the use of existing fuel efficiency improvement- November 18, 2010 34

1 technologies to a much broader range of

2 products, and which will result in a

3 cost-effective, implementable program providing

4 real greenhouse gas reductions and fuel

5 efficiency improvements. We look forward to

6 continuing to work with EPA and NHTSA to assure

7 that result. Thank you.

8 MS. OGE: Thank you. I am now going to

9 call Wade Barnes, good morning, and welcome.

10 PANEL I TESTIMONY

11 BY MR. BARNES:

12 Good morning. Thank you for the

13 opportunity to address you today on the

14 first-ever proposal to reduce fuel consumption

15 and greenhouse gas pollution from our nation's

16 commercial trucks.

17 My name is Wade Barnes, and I'm testifying

18 today as a veteran who has seen firsthand the

19 dangerous relationship between our nation's

20 addiction to oil and our national security.

21 After graduating from the Naval Academy in

22 2004, I spent more than five years stationed on

23 Navy warships based out of San Diego,

24 California. During this period I deployed four- November 18, 2010 35

1 times, including three deployments to the

2 Persian Gulf and the Horn of Africa. Today,

3 I'm a civilian, earning a Master's in Public

4 Administration, focused on energy policy, from

5 Harvard Kennedy School of Government and an MBA

6 from the Tuck School of Business at Dartmouth.

7 Though my specific job in the Navy changed

8 over time, the ships I served on deployed to

9 the Middle East with a consistent purpose: To

10 safeguard and stabilize some of the world's

11 busiest shipping lanes. The Strait of Hormuz

12 accounts for 20 percent of the world's traded

13 oil with over 17 million barrels per day

14 transiting the 21-mile wide chokepoint,

15 according to the (Energy Information

16 Administration) EIA. The rate at which we

17 consume this oil helps our enemies, and at the

18 same time it is threatening us. Just ask

19 former U.S. Secretary of State, George Shultz,

20 "The flow of funds from oil producers in many

21 cases goes to states that are antithetical to

22 us and are trying to do us damage. And some of

23 the money leaks out into terrorists' hands."

24 Though U.S. law prevents the purchase of- November 18, 2010 36

1 oil from Iran for domestic use, our tireless

2 consumption drives up revenues for all

3 oil-producing nations by spurring demand in the

4 global market. In 2008, we sent over $1

5 billion a day overseas to pay for oil. Some of

6 this money falls into the hands of our enemies,

7 who use it to buy cutting-edge weapons, like

8 explosively formed projectiles specially

9 designed to pierce American armored vehicles

10 and kill U.S. combat troops.

11 Every time the price of oil goes up by one

12 dollar, Iran gets another $1.5 billion to use

13 against us. The connection between our oil

14 addiction and the enemy is crystal clear. We

15 need to break that connection by breaking our

16 addiction.

17 And the scope of our addiction is

18 extensive. The U.S. consumes nearly 19 million

19 barrels of oil a day, which is nearly a quarter

20 of the oil consumed in the entire world.

21 Nineteen million barrels per day is a

22 consumption rate greater than all EU nations

23 combined. Over half of the oil we use each day

24 is imported from foreign countries, many of- November 18, 2010 37

1 which do not like us. More than 70 percent of

2 that oil is used for transportation.

3 Today, the nation's fleet of trucks and

4 buses consumes nearly 100 million gallons per

5 day. To put this in perspective, the BP oil

6 spill is estimated to have leaked

7 200 million gallons of crude into the Gulf of

8 Mexico. So our commercial trucks use the same

9 amount of oil in two days that was leaked in

10 the entire Deepwater Horizon rig disaster.

11 We are not just consuming oil at home. I

12 can attest firsthand that our military is also

13 addicted to oil. My last tour of duty was as

14 the Auxiliaries Engineering Officer on USS

15 Peleliu, a large amphibious ship designed to

16 deliver Marines into conflict zones, or

17 humanitarian crises, around the world. As a

18 naval engineer, my duties included supervising

19 the ship's propulsion plant as we refueled with

20 one million gallons of diesel fuel on a weekly

21 basis.

22 So how do we break our addiction to oil?

23 We start at home. We leverage the ingenuity of

24 the American private sector to create- November 18, 2010 38

1 technologies that take our trucks farther on

2 one gallon of gasoline. We look for economic

3 success stories in demand reduction, like the

4 hundreds of efficient hybrid trucks FedEx

5 operates on American roads. And we ask our

6 government to implement programs that require

7 deployment of these cleaner and more efficient

8 vehicles on a nationwide scale.

9 Will the policy considered here today

10 break our addiction to oil by itself? No, but

11 the 500 million barrel demand reduction it is

12 estimated to achieve is a vitally important

13 step. By 2030, these proposed fuel efficiency

14 standards would reduce daily oil use by more

15 than the amount of oil we imported this entire

16 year from Iraq. And together with similar

17 policies designed to address passenger vehicle

18 fuel consumption, Americans could save enough

19 oil to offset all of our Middle Eastern oil

20 imports by 2025.

21 This rule also offers benefits beyond our

22 national security and the safety of our

23 deployed troops. The EPA estimates that a

24 trucker could save up to $74,000 in operating- November 18, 2010 39

1 costs over the life of a new truck, and

2 American consumers are predicted to save

3 $41 billion in passed-on shipping costs over

4 the life of these new vehicles. The new

5 technologies required to meet these standards

6 can create urgently needed jobs for American

7 workers during a period of prolonged economic

8 hardship, maybe even some jobs for veterans

9 returning from Iraq or Afghanistan.

10 Today, manufacturers are already helping

11 our nation by producing vehicles that reduce

12 our dependence on oil and save American lives

13 abroad. More than 150 U.S. companies already

14 employ trucks that reduce their fuel and

15 pollution footprints far beyond the

16 requirements of the proposal being considered

17 here today. Even some individual truck owners

18 are buying cleaner vehicles that will save them

19 money at the pump. It's time for us to take

20 these individual best practices to a national

21 scale.

22 You may hear testimony today about

23 technical and economic challenges involved in

24 meeting the proposed standards. But none of- November 18, 2010 40

1 these so-called "challenges" are as hard as the

2 threats our troops face on a daily basis. I

3 transited the Strait of Hormuz about 40 times

4 during my three deployments to the Middle East.

5 Each time my ship was challenged or maneuvered

6 against by the ships and aircraft of the

7 Iranian Revolutionary Guard Corps. I submit

8 that it is high time that the weapons that

9 empower nations like Iran begin to rust and

10 decay, and the first step in achieving this

11 goal is to drive down the global price of oil

12 by reducing U.S. demand. Fuel efficiency

13 standards are a proven means to achieve this

14 end.

15 We are faced with a choice today, a choice

16 whether or not to take oil profits away from

17 those who would kill our soldiers, sailors,

18 airmen, or Marines. These are not faceless

19 individuals who volunteer to safeguard our

20 country and our way of life, they are mothers

21 and fathers, they are sisters and brothers,

22 they are sons and daughters. In an era when

23 the divide between right and wrong is all too

24 often blurred or unclear, the outcomes of this- November 18, 2010 41

1 decision lie in stark relief.

2 Technologies to improve vehicle fuel

3 efficiency are available today. Efficient

4 vehicles pay for themselves in lower fuel

5 costs. The efficient trucks required by this

6 rule will reduce our oil addiction, improve our

7 national security, and most importantly, save

8 lives. Thank you.

9 MS. OGE: Mr. Barnes, thank you for your

10 testimony, your service and for being here.

11 Very rarely do we get -- the perspective that

12 you are bringing to this public hearing is very

13 important, so again, thank you.

14 MR. MANDEL: Thank you.

15 MS. OGE: Now, we are going to hear from

16 Dr. Kelly Gallagher.

17 MS. GALLAGHER: Can you hear me okay?

18 MS. OGE: Yes.

19 PANEL I TESTIMONY

20 BY MS. GALLAGHER:

21 Members of the panel, I'm Kelly Sims

22 Gallagher. I am Associate Professor of Energy

23 and Environmental Policy at The Fletcher School

24 at Tufts University. I'm also Senior Research- November 18, 2010 42

1 Associate at the Belfer Center for Science and

2 International Affairs at the Kennedy School of

3 Government at Harvard University. The opinions

4 here I offer are my own, and not necessarily

5 those of the institutions with which I'm

6 associated. I very much appreciate the

7 opportunity to come and testify before you this

8 morning.

9 Let me begin by just stating simply that I

10 support the proposed standards. They would be

11 the first-ever standards for these classes of

12 vehicles that have heretofore been overlooked,

13 and so they represent a very important first

14 step in managing the oil consumption and

15 greenhouse gas (GHG) emissions from these types

16 of engines and vehicles. Medium- and

17 heavy-vehicles account for about one-quarter of

18 the total highway fuel consumption in the

19 United States.

20 These standards would greatly improve U.S.

21 energy security, reduce emissions of the

22 conventional pollutants, and would also reduce

23 the risks of global climate change. By

24 reducing domestic oil consumption, oil imports- November 18, 2010 43

1 are likely to be reduced, and to the extent

2 that these imports are reduced, the U.S. trade

3 deficit would be lessened as well. Based on my

4 research on energy-technology innovation, I

5 also believe that these standards would help to

6 induce innovation in vehicle fuel efficiency

7 technologies and, therefore, possibly result in

8 the development of improved or lower-cost

9 engines and vehicle technologies. If this

10 occurs, these advanced vehicle technologies

11 could be exploited in the U.S. domestic market,

12 as well as exported to other countries. If

13 increased exports of U.S. technologies are

14 achieved, it would improve the manufacturing

15 base here in the United States, which could

16 result in more U.S. jobs as well as further

17 reducing the trade deficit with other countries

18 beyond what would be achieved through having to

19 import less oil.

20 Net petroleum imports as a share of U.S.

21 consumption have increased from 35.8 percent in

22 1975 to 51.9 percent in 2009. It is important

23 to note, by the way, that U.S. net imports

24 peaked in 2005 at 60.3 percent, and have- November 18, 2010 44

1 actually declined to 51.9 percent since then.

2 While this trend from the past five years is

3 encouraging, the fact remains that net oil

4 imports are very high.

5 As of 2008, the transportation sector is

6 the largest source of greenhouse gas emissions

7 in the United States, and trucks and buses have

8 steadily accounted for an increase in share in

9 the transport sector emission since 1990.

10 EPA's estimate that these standards could

11 reduce greenhouse gas emissions by 250 million

12 metric tons is very important, and to put that

13 in perspective, these savings would be equal to

14 all of Africa's projected transportation sector

15 emissions in 2020, the entire continent,

16 according to the new World Energy Outlook

17 produced by the International Energy Agency.

18 Together with three colleagues, Ross

19 Murrow, from the Iowa State University, Gustavo

20 Collantes, from the State of Washington, and

21 Henry Lee, a colleague of mine at the Kennedy

22 School, we recently published a paper in Energy

23 Policy that examined policy options for

24 reducing oil consumption and greenhouse gas- November 18, 2010 45

1 emissions from the transportation sector, and I

2 have submitted that today for your review. In

3 this paper, we modeled a number of scenarios

4 for reducing oil consumption and greenhouse gas

5 emissions from the transportation sector using

6 the NEMS (U.S. National Energy Modeling System)

7 model, which is developed and maintained by the

8 Energy Information Administration. We analyzed

9 fuel taxes, continued improvements in fuel

10 economy standards, purchase tax credits for new

11 vehicle purchases, and the impact of combining

12 these policies on emissions and oil

13 consumption.

14 Our study was primarily aimed at

15 light-duty vehicles, but many of the findings

16 are relevant to heavy-duty vehicles as well.

17 And thus, I will just quickly highlight three

18 conclusions that would apply to this proposed

19 program to reduce greenhouse gas emissions and

20 improve fuel efficiency of medium- and

21 heavy-duty vehicles.

22 First, we started by modeling the impact

23 of economy-wide prices for carbon dioxide,

24 which could be imposed through a cap-and-trade- November 18, 2010 46

1 system or a carbon tax, of course, and we found

2 that these are unlikely to motivate significant

3 reductions in the CO2 emissions from

4 transportation, because oil is significantly

5 less carbon-intensive than coal. Therefore, we

6 conclude that additional policies are needed if

7 the goal is to reduce oil consumption, or

8 greenhouse gas emissions from the

9 transportation sector.

10 Our central conclusion was that a

11 combination, the combination of policies most

12 likely to be effective in reducing oil

13 consumption and greenhouse gas emissions is a

14 combination of stringent CO2 performance

15 standards and modest, but slowly and

16 predictably escalating fuel prices. Although

17 fuels taxation is not on the table here today,

18 it is important to emphasize that increased

19 prices of retail fuels would be highly

20 complementary to the proposed CO2 performance

21 standards. This is because predictable,

22 escalating fuel costs would encourage consumers

23 to purchase more fuel-efficient vehicles,

24 (thereby creating additional incentives for- November 18, 2010 47

1 manufacturers to invest in innovation to

2 produce more and better fuel-efficient

3 options), as well as to discourage

4 significantly increasing the amount of driving

5 that is currently done today in the United

6 States. In our study, we characterized

7 greenhouse gas or CO2 performance standards as

8 an important back-stop to fuels taxation in the

9 event that the underlying fuel prices fall too

10 low to render a tax effective.

11 For the purposes of this hearing, and in

12 the absence of fuels taxation, I wish to

13 emphasize that we found that CO2 performance

14 standards were the most effective policy

15 instrument to achieve the goals of reducing oil

16 consumption and greenhouse gas emissions.

17 Thank you for the opportunity to present

18 my views here today.

19 MS. OGE: Thank you, and thank you for

20 coming forward on your own, hopefully you are

21 not missing a class this morning. Now, we are

22 going to hear from Ms. Robinson, good morning.

23 PANEL I TESTIMONY

24 BY MS. ROBINSON:- November 18, 2010 48

1 Good morning, thank you. I'm Susan

2 Robinson, I'm with Waste Management, and on

3 behalf of the company, I thank you for being

4 here and having the opportunity to testify.

5 MS. ROBINSON: Can you hear me okay?

6 MS. OGE: Yes.

7 PANEL I CONTINUED TESTIMONY

8 BY MS. ROBINSON:

9 We have participated in the development of

10 the proposed standards through our involvement

11 in the Heavy-Duty Truck Leadership Group, and

12 we are pleased to be here to support the

13 standards, and have the opportunity to provide

14 some of our initial comments as well.

15 Waste Management operates one of the

16 largest fleets of heavy-duty vocational

17 vehicles in North America, we operate 32,000

18 vehicles. So, thus, emission reduction is a

19 high priority for the company. In 2007, we set

20 a goal to increase our fleet's fuel efficiency

21 by 15 percent, and reduce our fleet emissions

22 by 15 percent by 2020. Achieving this goal

23 will result in a savings of 350 million gallons

24 of fuel and a reduction of about 3.5 million- November 18, 2010 49

1 metric tons of carbon dioxide emissions.

2 By the end of this year, we will have

3 already 1,000 natural gas trucks on the road,

4 and a couple of months ago we made a commitment

5 to purchase another 1,000 natural gas trucks by

6 the end of 2011. Transitioning our traditional

7 fleet to natural gas reduces NOx by as much as

8 97 percent, particulate matter by 94 percent

9 and greenhouse gas emissions by 20 percent over

10 the current levels.

11 We have also implemented a number of other

12 technologies and operating practices that

13 reduce fleet emissions, just a couple of

14 examples. We have 5-minute idle-time limit on

15 all of our trucks, when the engine is turned

16 off. We maintain a disciplined approach to

17 maintaining proper tire pressure. Our route

18 optimization programs help reduce truck miles

19 and greenhouse gas emissions. And we have our

20 vehicle weight tracker program that has reduced

21 greenhouse gas emissions by 1.77 percent.

22 Complementing our own internal efforts, we

23 have also taken an active role in national

24 vehicle emission reduction efforts. We are the- November 18, 2010 50

1 first and only vocational fleet to be awarded

2 EPA's SmartWay Transport Partnership status

3 earlier this year.

4 So in commenting on the proposed

5 standards, I will first start out by stating

6 our support for the basic assumptions and

7 premises used to develop the rule.

8 We support the emphasis on developing

9 standards for the final stage vehicle

10 manufacturers, since they have the greatest

11 control over the design of the vehicle, and its

12 major subsystems that affect fuel consumption.

13 As a major vehicle purchaser, we work closely

14 with our suppliers and continually challenge

15 them to provide improved reliability, emissions

16 performance and enhanced fuel efficiency.

17 We also appreciate the recognition that

18 "all trucks are not created equal," and that

19 there are few areas for truck body improvements

20 that will have significant impacts on

21 vocational truck emissions. It is critical

22 that fuel consumption metrics be tied to the

23 task associated with a particular type of

24 vocational vehicle.- November 18, 2010 51

1 And then also, existing compliance and

2 certification test methods need to be

3 supplemented from existing levels to recognize

4 efficiency improvements of technologies not

5 accounted for at this time. We have municipal

6 customers, large commercial and industrial

7 customers that have aggressive sustainability

8 goals, and they push us continually to

9 implement innovative technologies to reduce our

10 carbon footprint. We are pleased with the

11 consideration that has been given to future

12 innovations, such as hybrids and electric

13 vehicles. We will be closely reviewing the

14 mechanisms for certifying new technologies and

15 will provide further comments in writing.

16 Next, the following areas are those that I

17 would like to highlight, that we will be paying

18 particularly close attention to, as we prepare

19 our comments.

20 First is vehicle weight. A significant

21 concern that we have, as we look to the future

22 of our collection fleet, is the trend towards

23 increased vehicle weights, as equipment is

24 added to our trucks to reduce emissions. While- November 18, 2010 52

1 the proposed rules focus on fuel efficiency,

2 our fleet still has to meet emission standards

3 for criteria pollutants. And as pollution

4 control equipment has been added to our diesel

5 trucks, the total vehicle weight has increased

6 proportionately. When this happens, our

7 available payload decreases, since we are

8 constricted by gross vehicle weight limits. As

9 is often the case, the law of unintended

10 consequences has resulted in the need to add

11 additional trucks to our systems to make up for

12 lost payload, since the amount of material that

13 we have to collect every day doesn't change.

14 At the end of the day, the result is an

15 increase in emissions associated with the

16 increase in the total number of trucks on the

17 road in some cases. This is a trend that seems

18 to be continuing as more equipment is added to

19 engines to reduce emissions.

20 So we will be, most likely, requesting

21 language in the rule that allows for an

22 exemption for the additional weight added to

23 the vehicles in order to meet emission

24 requirements. This exemption will reduce the- November 18, 2010 53

1 need for additional trucks on the road and will

2 help achieve the goals of the proposed rules.

3 Next is tires. We recognize the role of

4 tire design and quality, as well as ongoing

5 daily maintenance on vocational truck emissions

6 by reducing rolling friction. Our equipment is

7 subject to severe use over its life; thus,

8 durability and performance play a critical role

9 in our tire purchasing and maintenance

10 programs.

11 And then, finally, regarding the

12 certification procedures under the rule, as

13 mentioned earlier, our customers demand

14 continuous improvements to our fleet

15 performance. Thus, we continue to make

16 investments in our fleet that result in reduced

17 emissions, often in advance of national

18 standards and requirements. We will need to be

19 clear about the certification process for

20 vehicle modifications, when the standards are

21 implemented.

22 We are in the process of preparing our

23 formal comments for submittal. In the

24 meantime, we are committed to working with EPA- November 18, 2010 54

1 and NHTSA, and our suppliers and other

2 stakeholders, we will continue to move forward

3 with our collective efforts to achieve

4 greenhouse gas emissions and fuel consumption

5 reductions in our fleet.

6 MS. OGE: Thank you, Ms. Robinson. And

7 now, we are going to hear from Gina

8 Coplon-Newfield. Good morning.

9 PANEL I TESTIMONY

10 BY MS. COPLON-NEWFIELD:

11 Good morning. My name is Gina

12 Coplon-Newfield. I am working to create a new

13 national electric vehicles campaign for the

14 Sierra Club, and I am here representing the

15 Club's Green Transportation department. I am

16 speaking also as a mother of two young

17 children. One of my daughters suffers from

18 asthma, so I am particularly grateful to the

19 EPA for its role in regulating and reducing the

20 smog and particulate pollution that deteriorate

21 our air quality and worsen conditions for

22 respiratory conditions, such as asthma. We are

23 breathing easier now than in decades past.

24 But, of course, global warming pollution- November 18, 2010 55

1 and our nation's dangerous dependence on oil

2 are massive threats to all of us, our children,

3 our grandchildren, today and into the future.

4 Given trucks' major role in that pollution, we

5 thank the U.S. Environmental Protection Agency,

6 and the National Highway Traffic Safety

7 Administration for proposing new standards that

8 will finally regulate the emissions and fuel

9 economy of medium- and heavy-duty trucks.

10 We are grateful for the opportunity to

11 testify on these proposed standards. The

12 Sierra Club, the nation's oldest and largest

13 grassroots environmental organization, is

14 pleased to have so many of our 1.4 million

15 members and supporters join us at these

16 hearings in Cambridge, Mass., and in Chicago,

17 Illinois. Already more than 17,000 of our

18 supporters have commented in support of strong

19 truck standards. We look forward to conveying

20 these comments to the docket.

21 While trucks represent only four percent

22 of the vehicles on the road in the U.S., they

23 consume 20 percent of vehicle fuel. Freight

24 trucks, which get as little as six miles per- November 18, 2010 56

1 gallon and travel as much as 150,000 miles in a

2 year, guzzle more than two million barrels of

3 oil every day. The CO2 emissions from trucks

4 are disproportionately higher than those from

5 cars. The massive oil spill in the Gulf of

6 Mexico is only the most recent reminder of how

7 dirty and dangerous is our nation's addiction

8 to oil.

9 Trucks are a big part of the emissions and

10 oil consumption problems. New standards are

11 crucial.

12 Overall, the Sierra Club is pleased with

13 most of the substance of the new proposed

14 standards. We very much support EPA's

15 authority, under the Clean Air Act, to regulate

16 emissions that lead to climate change

17 pollution.

18 There are some areas where we believe

19 these proposed standards can be even stronger,

20 to protect our health and well-being. I will

21 briefly mention a few of these today. The

22 Sierra Club will submit more detailed written

23 comments.

24 Firstly, hybrid technology should inspire- November 18, 2010 57

1 stronger standards. Hybrid trucks can and

2 should be a part of the near-term emissions

3 solution, particularly for a range of

4 vocational trucks. There are quite

5 sophisticated hybrid technologies that already

6 exist today, and these technologies will

7 greatly increase in the years to come. The new

8 truck standards should include a bolder

9 stringency to reflect and spur this current and

10 future hybrid technology.

11 Secondly, there should be a robust plan

12 for the electrification of trucks and to

13 address the upstream emissions from charging

14 electric vehicles. The Sierra Club will join

15 together with others to ensure that a massive

16 shift to electric vehicles, with no tailpipe

17 emissions, will dramatically reduce global

18 warming pollution and our dependence on oil.

19 While electrification of heavy-duty trucks is

20 not currently feasible, in the vocational truck

21 category, there could be increasing potential

22 for plug-in trucks that may well come to the

23 market during the years covered by this rule.

24 Sierra Club continues to urge that EPA- November 18, 2010 58

1 fairly account for the emissions associated

2 with charging electric cars and trucks. While

3 there are no tailpipe emissions from electric

4 vehicles, there are certainly emissions

5 associated with the electricity that charges

6 these vehicles. Despite what the Nissan Leaf

7 television commercial shows us, those of us who

8 receive our electricity from a coal-heavy grid

9 will be getting no hugs from polar bears. I

10 don't know if any of you have seen the

11 commercial? Large electric trucks may not be on

12 the road in 2014, but when they do come, they

13 need to be accurately treated to account for

14 electricity emissions. If the final rule does

15 not account for the upstream emissions, we urge

16 that credits for electric vehicles be clearly

17 limited.

18 Of course, we are advocating for a cleaner

19 grid, so that the electricity that powers

20 electric vehicles comes from clean, renewable

21 sources. Before the grid is cleaned up,

22 however, upstream emissions from EV charging

23 will be part of the global warming pollution

24 problem and need to be addressed.- November 18, 2010 59

1 Thirdly, EPA and NHTSA should account for

2 advanced technologies and improvements from the

3 entire vehicle. The focus on just engines and

4 tractor improvements for long-haul freight

5 trucks limits the oil savings and CO2 reduction

6 benefits. Significant decreases in fuel

7 consumption are possible from improvements to

8 trailers. As Coralie mentioned, the National

9 Academy of Sciences (NAS) found that

10 improvements to trailers represent one-quarter

11 to one-third of all potential fuel savings from

12 long-haul tractor trailers. Standards for

13 trailers should include aerodynamic

14 improvements, options for lightweight

15 materials, and efficient tires. Also,

16 according to NAS, reductions in fuel

17 consumption of between 39 percent and

18 49 percent are feasible for some vocational

19 vehicles in the 2015 to 2020 timeframe. These

20 reductions result from application of improved

21 engines and transmissions, hybridization,

22 weight reduction and other technologies.

23 Fourthly, EPA and NHTSA should adopt

24 accurate testing procedures for work trucks.- November 18, 2010 60

1 The proposed rule indicates that for work

2 trucks and vans, (Class 2bs), the testing

3 procedures date back to the 1970s, and in

4 regards to CAFE (Corporate Average Fuel

5 Economy) standards for light-duty vehicles, can

6 overestimate a vehicle's fuel economy by as

7 much as 25 percent. The new program should not

8 rely on these old, faulty procedures. New

9 tests for this rule could also inform a

10 much-needed revision of testing for the

11 light-duty fleet.

12 Sierra Club joined with our allies to ask

13 the Administration to cut fuel consumption in

14 freight trucks by 35 percent. We urge the

15 agencies to achieve this goal. Our work as

16 part of the Go60MPG dot org coalition will

17 continue as we urge the Administration to set

18 strong standards for all vehicles.

19 Thank you for the opportunity to testify

20 today. I urge the agencies to issue the

21 strongest standards possible that are part of a

22 national transportation plan to address climate

23 change and move us beyond oil.

24 MS. OGE: Thank you for your testimony.- November 18, 2010 61

1 Any questions from the panel? Chet?

2 MR. FRANCE: Yes, just a quick question

3 for Susan Robinson. You mentioned weight?

4 MS. ROBINSON: Yes.

5 MR. FRANCE: And a combination of the

6 weight for emission control. Our baseline was

7 2010, so embedded in that baseline it was, at

8 least with the payload weight associated with,

9 to meet the type of standard, so I was

10 wondering beyond that, what do you have in

11 mind?

12 MS. ROBINSON: We have found, we have

13 noticed mostly in our diesel trucks so far,

14 over in the last six years, we have already

15 seen the weight loss associated, so we are

16 concerned about additional equipment that needs

17 to be added to trucks in the future, that's

18 going to further reduce what we have already

19 seen, that's impacted our payload on our rides.

20 MR. FRANCE: So an unanticipated weight,

21 an unknown source of weight?

22 MS. ROBINSON: Well, we often will know if

23 we, you know, for example, when the equipment

24 is proposed, we can often understand what that- November 18, 2010 62

1 weight can be and the impact it will have on

2 us. So that's something we will be looking at,

3 and we will be submitting to you in the

4 comments.

5 MR. FRANCE: That would be great. What we

6 try to do in the rule, we deducted that in the

7 baseline to help set the standards, so to

8 neutralize that concern. I had one other quick

9 question for vocational trucks, low-rolling

10 resistance tires were an element of meeting the

11 standards; I was curious from Waste

12 Management's perspective, what you do today in

13 terms of low-rolling resistence tires?

14 MS. ROBINSON: I can't speak to the actual

15 brand of the tires itself, I know we have a lot

16 of effort that goes on. I believe we have a

17 system in place right now, every day, in terms

18 of checking the tires pressure on the trucks,

19 and it's mostly an operating procedure that we

20 have right now, that we have in place, every

21 single day to ensure that our trucks are

22 hitting the roads at an optimal low resistance,

23 I think it factors in this.

24 MR. FRANCE: Thanks.- November 18, 2010 63

1 MS. OGE: A couple of questions for Ms.

2 Robinson. First of all, thank you for your

3 testimony. To stay with the tire issue?

4 MS. ROBINSON: Yes.

5 MS. OGE: We heard in the first hearing,

6 in Chicago, from an organization expressing

7 concerns about the requirements that we are

8 proposing for tires, for vocational vehicles.

9 I want to know if your organization sees any

10 problems with what we are proposing; could you

11 comment on that?

12 MS. ROBINSON: Yes, I think the initial

13 review, and I want to be really careful to say

14 we still have additional review to do.

15 MS. OGE: Okay.

16 MS. ROBINSON: The concern is that some of

17 the requirements, we don't wait, for our

18 particular trucks, we may not actually have the

19 tires developed right now, the right kind that

20 are going to meet all of the needs, both our

21 needs for our equipment, as well as the needs

22 outlined in the standards. So there was a

23 little concern, I know, from our fleet team,

24 that we need to make sure that they are- November 18, 2010 64

1 actually tires that exist, the development is

2 in the stages that is there that, indeed, we

3 will be able to use those successfully on our

4 heavy-duty vehicles.

5 MS. OGE: We would appreciate any actual

6 testing data that you have, or scientific

7 information to support any concerns that you

8 have on that.

9 MS. ROBINSON: Okay.

10 MS. OGE: The second question, you did

11 talk about the importance of natural gas

12 substituting an existing, I would suspect,

13 all-diesel fleet that you have. I didn't hear

14 you discussing any other advanced technologies,

15 thinking, Waste Management has no plug-in

16 hybrids, electric vehicles, or hydraulic

17 hybrids. As we heard from Ms. Coralie Cooper,

18 the suggestion from NESCAUM is that we should

19 have gone further, considering these

20 technologies in setting the standard; could you

21 comment on that?

22 MS. ROBINSON: What I can say is that, we

23 anticipate fully, by the end of the period

24 outlined in this rule, in 2018, that we will be- November 18, 2010 65

1 far along into the development of all of those

2 technologies, we see those as certainly the way

3 we want to be going. Right now, for the uses

4 of our heavy-duty vocational fleet, we still

5 have additional work to do to get there, but we

6 anticipate that we will be, as those

7 technologies are able to implement, we look

8 forward to taking advantage of any that we can,

9 as soon as we can.

10 MS. OGE: Thank you. I want to ask the

11 same question of Mr. Mandel. Do you have any

12 response to Ms. Cooper's testimony, that as we

13 are developing the standards, you know, for

14 vocational trucks, we should be looking beyond

15 tires and chassis, and think of setting the

16 standard, based on advanced technologies, like

17 your basic plug-in hybrids; could you tell us

18 what you think, your thoughts on that?

19 MR. MANDEL: First of all, we do think

20 that the standards that the agencies proposed

21 are pretty aggressive in the timeframe, and we

22 want to be careful not to make it impractical

23 to implement in that timeframe. Obviously, we,

24 and our customers have long been interested in- November 18, 2010 66

1 fuel efficiency, so anything that can be done

2 to improve fuel efficiency is desirable.

3 In the case of some of the advanced

4 technologies, the potential impediment is

5 whether the cost of the technology will be

6 offset with the savings associated with the

7 fuel. One of the elegant aspects of the

8 proposal is that the agencies, the proposal

9 that the agencies have developed, is the

10 opportunities for it to pay for itself, for our

11 customers. In the case of some of these

12 advanced technologies tests, that end is not

13 quite there yet, so we want to be very careful

14 not to, what I would call, "hard-wire," a

15 technology requirement and not have any way of

16 figuring out who is going to buy it, who is

17 going to pay that cost. We have long been

18 interested in the opportunities for incentives

19 to fully have that technology, to further

20 create a market for it, and obviously, we are

21 exploring it and as costs come into play, we

22 know that there will be more of those

23 technologies that will be implemented.

24 MS. OGE: Thank you. Chet?- November 18, 2010 67

1 MR. FRANCE: Just one more question for

2 Coralie Cooper. Coralie, in your testimony, I

3 recall that you suggested that we have more

4 stringent standards for Class (2bs) and Class

5 (3s), and you are probably well-aware of what

6 we are trying to do there, in terms of setting

7 the standards, is taking the technologies that

8 are applied in the light-duty full-size pickup

9 truck category and extend those to the Class

10 (2b) and Class (3), since they are basically

11 derivatives of those vehicles. I was curious

12 what you had in mind beyond that, in the

13 timeframe for setting the standards?

14 MS. COOPER: Well, looking at the National

15 Academy of Sciences study, I found that

16 30 percent could be achieved in the Class (2b)

17 category. So I guess what I was suggesting is,

18 to ask the agencies to take a closer look at

19 some of the technologies, like gasoline

20 injection, and some of the other approaches

21 that both the National Academy of Sciences has

22 found it will create an improvement, so they

23 are looking at those technologies, you know, I

24 don't know if some of the technical approaches- November 18, 2010 68

1 that are being used, on the light-duty side,

2 between 2012 and 2016, or are being considered

3 for later years, actually, on light weight for

4 the interior of the cab in particular, could be

5 developed with the payload; as I understand,

6 the increased payload made some of the

7 technologies less advantageous. So really,

8 just take a closer look at what the National

9 Academy of Sciences have found a greater

10 reduction in those. If I could clarify on the

11 vocational trucks, I didn't mean to say that we

12 were asking for advanced technologies, like

13 hybridization and electrics to be incorporated

14 in this rule, but again, just to look at the

15 technologies that the National Academy of

16 Sciences has evaluated, where they have found a

17 greater reduction and see that additional

18 reductions could be achieved for more

19 conventional vehicles.

20 MR. FRANCE: Thank you.

21 MS. OGE: Yes, I have a final question for

22 Ms. Newfield, and I don't know if the Panel has

23 anything else, but on your concerns about

24 upstream; thus, the fact that we should be- November 18, 2010 69

1 transparent, and clearly the agencies agree

2 that that is important. Clearly the agencies

3 agree that, despite of the benefits of the

4 program, upstreams should be included. So when

5 I indicated this morning that the reductions

6 from this program are 250 million metric tons

7 of CO2, that's the net benefit, we have taken

8 into consideration, you know, the upstream,

9 that there is an upstream in that. But my

10 question is rather to Sierra; what is the

11 position of Sierra Club, as far as the

12 importance of advanced technologies, like

13 plug-in hybrids and eletric vehicles for the

14 long-term, as a long-term strategy for the

15 transportation sector?

16 MS. COPLON-NEWFIELD: Well, we believe

17 that electric, electrification of cars and

18 trucks can be a major part of emission

19 reduction strategies in this country. Of

20 course, the technology is there right now, much

21 more for cars than for trucks, but there are

22 currently technologies available for some types

23 of trucks, particularly smaller kinds. And

24 Ford is about to come out with a new plug-in- November 18, 2010 70

1 truck, as I'm sure we all know, so we think it

2 can be a major part of the strategy.

3 And when I mentioned upstream emissions,

4 you know, we are looking at this proposed rule

5 for trucks, but, of course, we are also looking

6 at some of the other recent EPA proposals

7 regarding sticker labels and other standards,

8 and so we have been making comments in regards

9 to the stickers as well, in terms of our -- the

10 Sierra Club would like to see upstream

11 emissions incorporated into those stickers, we

12 know that's a complicated thing to do, but, so

13 we are looking at truck standards and some of

14 the other proposals right now, in terms of this

15 upstream emissions issue.

16 MS. OGE: Thank you, I would like to thank

17 the panel. Ron, ready for the second panel?

18 Thank you everyone.

19 MR. MEDFORD: Okay. I think we are ready

20 for Panel II: Mr. Joshua Zuckerman. Mr.

21 Jonathan Gensler. Mr. Brian Mormino. Mr.

22 Jason Mathers. Mr. Brendan Bell. Mr. Jonathan

23 Rosenthal. If you don't mind, fill out the

24 card and put your affiliation with it, we would- November 18, 2010 71

1 appreciate it. Mr. Zuckerman, when you are

2 ready, we are ready to hear your testimony.

3 PANEL II TESTIMONY

4 BY MR. ZUCKERMAN:

5 Thank you for the opportunity to testify.

6 My name is Joshua Zuckerman, and I am a private

7 citizen and I am an intern for the Sierra Club.

8 I am currently a graduate student at Brandeis

9 University, studying for a dual master's at the

10 Heller School for Social Housing and Management

11 and Sustainable International Development and

12 Coexistence and Conflict. I am here because

13 I'm concerned about the choices we make.

14 My studies focus on the choices we make

15 about development and the impact they have on

16 security and the environment in our society and

17 around the world. I am proud to be a citizen

18 of the United States, and I believe that we can

19 lead the world into a sustainable future that

20 provides security and a clean environment for

21 our citizens. To do this, we need

22 policy-makers to make the right choices about

23 the right policies that can help make this

24 happen.- November 18, 2010 72

1 We need to decide to reduce our dependence

2 on oil. Reducing our dependence on oil is a

3 win-win-win-win-win.

4 It is a win because the proposed truck

5 standards will reduce oil consumption by more

6 than 500 million barrels. It is a win because

7 it will help save consumers more than

8 $41 billion. It is a win because it will cut

9 carbon dioxide pollution by 250 million metric

10 tons. It is a win because it will save

11 individual truckers up to $74,000 over the life

12 of the vehicles covered by these proposed

13 policies. It is also a win because it will

14 help stop fueling and funding petro-dictators

15 around the world that threaten the United

16 States and international security.

17 I hope this council chooses to issue the

18 strongest possible standards, and make vehicle

19 standards part of the national transportation

20 plan that moves us beyond oil.

21 Thank you for your time.

22 MR. MEDFORD: Thank you. Next,

23 Mr. Gensler, welcome.

24 PANEL II TESTIMONY- November 18, 2010 73

1 BY MR. GENSLER:

2 Thank you for the opportunity to testify

3 today on the proposed rule to improve fuel

4 efficiency and address greenhouse gas pollution

5 from our commercial truck fleet.

6 My name is Jonathan Gensler, and I'm a

7 self-proclaimed climate hawk, here today to

8 speak on behalf of veterans across the nation,

9 like my comrade who spoke before me, Wade

10 Barnes. I believe that our nation's oil

11 addiction and our contribution to climate

12 change severely threaten our national security.

13 I believe that the proposal to reduce

14 greenhouse gas emissions from our nation's

15 fleet of heavy-duty trucks and buses is a

16 vitally important step toward reducing that

17 threat and protecting our troops.

18 I'm a very lucky man to be before you

19 today. I am a proud son of West Virginia, I

20 graduated from the United States Military

21 Academy at West Point, and a veteran of the

22 Iraq war, where I led an infantry mortar

23 platoon with the 4th Infantry Division. I made

24 it back from my combat tour safely and without- November 18, 2010 74

1 injury, or sustained casualties among my

2 soldiers. But my experiences in war have made

3 me understand and care deeply about our

4 national security, as countless friends are

5 still fighting overseas, while I'm here

6 studying at MIT and Harvard. I have spent the

7 last few years here wisely, studying at these

8 world-class institutions to deepen and broaden

9 my understanding of the links between our

10 resource consumption, sustaining an environment

11 that can sustain us, while providing a safe

12 international neighborhood for the expansion

13 and promotion of the fundamental human rights

14 of liberty and freedom.

15 So let me be clear:

16 The connection between oil addiction,

17 climate change and national security is very

18 real. The U.S. consumes 25 percent of the

19 world's oil production, but we control less

20 than three percent of the world supply. The

21 longer the U.S. remains dependent on fossil

22 fuels, the more the U.S. will have to engage in

23 tough wars, just to protect our energy

24 supplies, putting American lives at risk; I- November 18, 2010 75

1 have been there. Not to mention the global

2 warming pollution we create burning this fuel

3 further threatens our troops and our security.

4 While some policy-makers are not taking

5 the threat of climate change seriously, the

6 consensus among security experts is that

7 climate change is real, and it is a real

8 threat. The National Intelligence Council has

9 issued two reports detailing the threat of

10 climate change. A Military Advisory Board,

11 comprised of eleven retired three-star and

12 four-star generals and admirals stated, "Our

13 dependency on foreign oil reduces our

14 international leverage, places our troops in

15 dangerous global regions, funds nations and

16 individuals who wish us harm, and weakens our

17 economy; our dependency and inefficient use of

18 oil also puts our troops at risk." And in its

19 2010 Quadrennial Defense Review, issued early

20 this year, the Pentagon itself acknowledges

21 that climate change is already being observed

22 in every region of the world, and identifies

23 the specific threats climate change will have

24 on our military and national security.- November 18, 2010 76

1 So let me give you a few examples of how

2 climate change threatens us at home and abroad.

3 At home, we face vulnerable coastlines,

4 heat waves, drought, water shortage and

5 wildfires, all of which endanger lives and cost

6 billions of dollars to respond to. For

7 example, Hurricane Katrina cost nearly 2,000

8 lives and more than $80 billion in damages.

9 Abroad, we face food and water shortages

10 that exacerbate conflict; these conflicts will

11 require action by U.S. forces. Rising sea

12 levels are already causing mass migration in

13 places like Bangladesh, which result in huge

14 refugee populations that provide terrorists

15 with a growing pool of recruits, and not to

16 mention, a pretty handy place to hide. And

17 natural disasters, like the tsunami that hit

18 Indonesia in 2004, also required action by U.S.

19 forces. Not to say that the tsunami is related

20 to climate changes, but it is easy to

21 understand how other massive weather events can

22 cause these types of events. After the

23 tsunami, the United States Military spent $5

24 million every single day responding with- November 18, 2010 77

1 logistical aid, ships, planes and helicopters

2 to Indonesia. No other military in the world

3 has the capacity to respond so quickly to a

4 disaster of such magnitude.

5 Climate change is also already impacting

6 the military directly. In 2008, the National

7 Intelligence Council judged that more than 30

8 of the United States Military installations

9 were already facing elevated risks from rising

10 sea levels.

11 These are just a few examples of why we

12 need to act now, to address both our dependence

13 on oil and our contribution to climate change.

14 As General Anthony Zini said, "We will pay to

15 reduce greenhouse gas emissions today, or we

16 will pay the price later in military terms, and

17 that will involve human lives." His statement

18 underscores why we need to act now.

19 The fuel efficiency and pollution

20 reduction standards being considered today,

21 provide an important opportunity to act now, to

22 reduce our addiction to oil and cut the

23 greenhouse gas emissions that contribute to

24 climate change. The EPA estimates that this- November 18, 2010 78

1 rule could reduce carbon dioxide emissions by

2 almost 250 million tons and save 500 million

3 barrels of oil over the lifetime of the first

4 five years of new vehicles. By 2030, we could

5 see reductions in oil equivalent to the amount

6 of oil the U.S. imports from Iraq, and

7 comparable to taking more than 10 million new

8 cars off the road. That is an important step

9 toward reducing our fuel use and curbing

10 climate-changing pollution.

11 But this isn't just an academic threat

12 comprised by these types of numbers. It is a

13 deeply and profound and personal threat to

14 veterans, such as myself. Just last week, our

15 nation honored the sacrifices that our nation's

16 uniformed service members have made in the past

17 and continue to make today in countries far

18 from home. For me, the linchpin of

19 understanding came on a cold December day in

20 2007, as I helped to lay to rest a fellow West

21 Point classmate in West Virginia, Captain Ben

22 Tiffner, at Arlington National Cemetery. He

23 was killed in an advanced roadside bomb strike

24 that was very likely designed, built and- November 18, 2010 79

1 financed by a rogue Iranian regime that to this

2 day is propped up by global oil revenues. Not

3 two months later, I was burying another friend

4 at West Point, a friend and football team-mate

5 that I played with at the Academy, Captain

6 Torre Mallard. He was killed in a strikingly

7 similar incident, by a similar weapon, again,

8 funded by petrodollars. How many more of our

9 bravest young Americans will we lose, while we

10 continue to debate and prolong action? It is

11 for all of the other Bens out there, the other

12 Torres and their families, that we all must

13 support the EPA's proposed new regulations.

14 Our troops abroad are risking their lives

15 to protect us, protect our nation from threats

16 that are caused directly by our dependence on

17 oil and global warming. Working together, all

18 of us at home can make efforts to protect our

19 national security. As a veteran, I thank

20 industry for developing and manufacturing

21 cleaner, more efficient engines and vehicles.

22 Our nation can move forward with this important

23 action today that undoubtedly strengthens our

24 national security. Thank you.- November 18, 2010 80

1 MR. MEDFORD: Mr. Gensler, thank you for

2 your powerful testimony, and we also want to

3 express our gratitude for your military

4 service, thank you very much. Next, is Mr.

5 Mormino.

6 PANEL II TESTIMONY

7 BY MR. MORMINO:

8 Thank you for the opportunity to testify

9 on the proposal to establish greenhouse gas and

10 fuel efficiency standards for medium- and

11 heavy-duty engines and vehicles. My name is

12 Brian Mormino, and I'm the Director of Energy

13 Policy for Cummins Incorporated.

14 Cummins is part of the commercial vehicle

15 industry that is the focus of this proposal.

16 Headquartered in Columbus, Indiana, the company

17 designs, manufactures, distributes and services

18 engines and related technologies for a variety

19 of applications all over the world. Cummins is

20 an advocate for consistent and responsible

21 regulations that recognize the needs of

22 business, offer clear direction and provide

23 incentives to companies that create innovative

24 technologies as well as jobs in this country.- November 18, 2010 81

1 We are pleased to speak in favor of the

2 proposal as another step in our industry's

3 long-standing collaboration with the government

4 to reduce emissions and improve the efficiency

5 of our products. While we are still working

6 through the details of the proposal and are

7 preparing written comments on specific aspects,

8 we support the timeline laid out by President

9 Barack Obama to finalize this rule by July 30,

10 2011, and deliver improvements over the 2014 to

11 2018 timeframe. The rule and these benefits

12 can be delivered in this short timeframe

13 because many of the building blocks already

14 exist.

15 2010 is a significant year for clean

16 diesel. It is the 40th anniversary of the

17 Clean Air Act, which has resulted in a

18 99 percent reduction of nitrogen oxides (NOx)

19 and particulate matter(PM) from heavy-duty

20 diesel engines. The latest success resulting

21 from the Act is the Heavy-Duty Highway Rule

22 that EPA finalized in 2001.

23 Complying with the stringent 2010 NOx

24 limits under the Heavy-Duty Highway Rule has- November 18, 2010 82

1 put Cummins well along the path of meeting

2 future greenhouse gas and fuel efficiency

3 requirements. The company's Selective

4 Catalytic Reduction, or SCR technology, not

5 only reduces NOx to the near zero levels

6 required, but also enables greater fuel

7 efficiency. As a result, the Cummins 2010

8 heavy-duty and mid-range engines deliver up to

9 six percent improved fuel efficiency compared

10 with the previous models. SCR gives us the

11 foundation to meet the new regulations.

12 Over the last decade, the industry and

13 government have partnered together to advance

14 clean, efficient technologies. The SmartWay

15 Partnership, launched by EPA in 2004, has

16 attracted thousands of partners focused on

17 reducing greenhouse gas emissions and fuel

18 consumption by efficiently shipping and

19 receiving goods. Additionally, the Department

20 of Energy has fostered public/private

21 partnerships to develop the heavy-duty

22 technologies needed to meet the stringent

23 emissions standards and improve efficiency.

24 Cummins' own partnership with the DOE, over the- November 18, 2010 83

1 past 20 years, has allowed us to bring

2 evolutionary and breakthrough engine

3 technologies to the market faster and at lower

4 cost than we could have done going it alone.

5 EPA and NHTSA have continued this long

6 history of collaboration in developing the

7 greenhouse gas and fuel efficiency regulation.

8 The agencies consulted a broad range of

9 stakeholders and sought input early and often.

10 Cummins, along with the Engine Manufacturers'

11 Association and Truck Manufacturers'

12 Association, provided significant input to both

13 the agencies and the National Academy of

14 Sciences. Other stakeholders were involved,

15 like the Heavy-Duty Fuel Efficiency Leadership

16 Group, which Cummins helped create with

17 Con-Way, Incorporated, Eaton Corporation, FedEx

18 Corporation, Wabash National Corporation and

19 Waste Management, Incorporated.

20 In August, 2009, Cummins submitted a paper

21 outlining our thoughts on a framework for the

22 Regulation of Greenhouse Gases from Commercial

23 Vehicles to the National Academy of Sciences

24 study team supporting NHTSA, and to the EPA.- November 18, 2010 84

1 Earlier this year numerous stakeholders,

2 including Cummins, others in the industry and

3 the California Air Resources Board, sent

4 letters committing to work together on the

5 development of a unified national program.

6 All of this activity culminated in an

7 announcement by President Obama, earlier this

8 year, that directed EPA and NHTSA to develop a

9 single national program under the timeline now

10 set forth in this proposal. Cummins was

11 pleased to stand with the President in May,

12 along with leaders from Daimler, Navistar,

13 Volvo, American Trucking Associations, Waste

14 Management and the United Auto Workers, as he

15 signed the Executive Order.

16 Upon the release of the proposed rule in

17 October, Cummins President and Chief Operating

18 Officer, Tom Linebarger, and Environmental

19 Defense Fund President, Fred Krupp, authored a

20 guest column that ran in the Indianapolis Star.

21 The column commends EPA and NHTSA for their

22 open and collaborative process and describes

23 how clear and consistent rules can drive

24 technological innovation globally and help meet- November 18, 2010 85

1 national priorities.

2 We believe that the goals expressed by the

3 President and the agencies can be achieved

4 because they have proposed a sound regulatory

5 structure. The EPA and NHTSA proposal divides

6 the commercial vehicle industry into three

7 categories and establishes separate engine and

8 vehicle standards for combination tractors and

9 vocational vehicles. We strongly support this

10 regulatory structure.

11 Separate engine standards are important

12 for several reasons.

13 Commercial vehicles vary greatly in size,

14 configuration and application. When the

15 regulations for criteria emissions were first

16 established, EPA faced the same diversity of

17 medium- and heavy-duty applications and duty

18 cycles as confronted today for greenhouse gases

19 and fuel efficiency. The Agency addressed this

20 diversity very effectively by establishing a

21 broadly representative engine-based regulatory

22 program that ensured emissions reductions

23 across all engine applications. EPA and NHTSA

24 are right to use this solid foundation for the- November 18, 2010 86

1 new regulation by reusing existing engine test

2 procedures, test equipment and compliance and

3 enforcement measures.

4 Separate engine standards not only

5 facilitate the implementation of the program in

6 2014, but also keep intact the existing market

7 structure. Today, engine and vehicle divisions

8 compete with other engine and vehicle

9 divisions, whether in an independent or

10 integrated company. Independent engine and

11 vehicle manufacturers could be seriously

12 disadvantaged without these distinct standards.

13 Separate engine standards also allow

14 customers to continue to buy a common certified

15 engine and use it in a wide range of vehicles

16 and applications. This ensures emissions

17 reductions across the various vehicles without

18 sacrificing the diversity of configurations

19 needed in the marketplace.

20 Additionally, separate engine standards

21 will provide the certainty needed for the

22 cost-effective development and deployment of

23 advanced and breakthrough technologies.

24 Because the engine uses the fuel and is the- November 18, 2010 87

1 source of the emissions, it should be addressed

2 directly with standards that give businesses

3 and engineers the clarity to invest and

4 innovate. The independent regulation of the

5 engine will not compromise the system

6 engineering that is done between engine and

7 vehicle manufacturers in the normal course of

8 business. The optimization for engine

9 performance, size, weight, heat rejection, cost

10 and other factors will continue as is done

11 today.

12 The division of vehicles between

13 combination tractors, vocational, pickups and

14 vans, also recognizes the different uses of

15 these vehicles. This helps deploy the right

16 technologies that will meet the standards and

17 match how the vehicles will be used.

18 For vehicles, this is the first time that

19 they will be regulated, so a completely new

20 regulatory scheme will need to be developed and

21 implemented. While these protocols are being

22 created and tested, separate engine performance

23 standards in this phase of the regulation allow

24 for the use of existing engine certification- November 18, 2010 88

1 and compliance mechanisms in which regulatory

2 agencies, industry and the American public have

3 gained confidence through the years.

4 In conclusion, let me express Cummins'

5 appreciation to EPA and NHTSA for their

6 leadership in proposing this historic

7 regulation. This regulatory action has broad

8 support because of the open process and its

9 potential for economic, energy and

10 environmental benefits. We look forward to

11 continuing to work with you over the coming

12 months to develop the final rule. By building

13 on our long history of working together and by

14 utilizing existing programs where possible, we

15 can together deliver the greenhouse gas and

16 fuel consumption benefits envisioned in this

17 rulemaking while continuing to deliver

18 outstanding products to our customers. Thank

19 you.

20 MR. MEDFORD: Thank you for your

21 testimony. Next is Mr. Mathers.

22 PANEL II TESTIMONY

23 BY MR. MATHERS:

24 On behalf of Environmental Defense Fund- November 18, 2010 89

1 and our more than 700,000 members nationwide, I

2 sincerely thank you for the opportunity to

3 testify today.

4 Over the past ten years, Environmental

5 Defense Fund (EDF), has worked with hundreds of

6 companies with large vehicle fleets to cut

7 costs and emissions. These vehicles have run

8 the gamut from mini-vans to pickup trucks, to

9 bucket trucks, delivery vans and 18-wheelers.

10 Regardless of the fleet, we have constantly

11 found that the most important environmental

12 decision a fleet manager makes is what vehicles

13 to bring into his or her fleet. The

14 Environmental Protection Agency (EPA) and the

15 National Highway Traffic Safety Administration

16 (NHTSA) proposal of the first-ever program to

17 reduce greenhouse gas emissions and improve the

18 fuel efficiency of medium- and heavy-duty

19 vehicles will empower fleet managers to choose

20 ever more efficient vehicles and significantly

21 reduce the carbon footprint of their fleet

22 operations.

23 Further, this proposal responds to the

24 Supreme Court's decision in Massachusetts v.- November 18, 2010 90

1 EPA and addresses the transportation sector's

2 second largest contributor to oil consumption

3 and greenhouse gas pollution. Medium- and

4 heavy-duty trucks account for nearly 2.5

5 million barrels of oil per day, and emit about

6 20 percent of U.S. transportation greenhouse

7 gas pollution. EDF strongly supports the

8 agencies' proposal. We believe it will have

9 significant, cross-cutting benefits for

10 America's families, and these include:

11 (1) Job Growth. The agencies' proposed

12 standards are good for American business. The

13 clear, common-sense regulatory structure will

14 help companies develop clean technology and

15 efficiently take those technology innovations

16 to market. In a recent op-ed that Brian

17 mentioned, Environmental Defense Fund's

18 President, Fred Krupp, and the CEO of Cummins,

19 Tom Linebarger, recognized the critical role

20 these standards play in "getting innovations to

21 market that will create economic opportunity

22 for American companies and jobs for American

23 workers." American truck and engine

24 manufacturers, like Cummins, are poised to reap- November 18, 2010 91

1 the economic benefits of these standards,

2 ensuring that American manufacturers are both

3 leading innovation here at home and leading

4 exporters of advanced clean-truck technologies.

5 (2) Financial Savings. Technologies to

6 reduce greenhouse gas emissions from medium-

7 and heavy-duty vehicles is cost-effective for

8 America's fleet and truck owners. For

9 instance, a new "18-wheeler" meeting the

10 proposed standards will yield a net savings of

11 up to $74,000 in avoided fuel costs over the

12 truck's useful life. And some fleets aren't

13 waiting around for the new rules to take effect

14 to start saving money. For example, fleets

15 like Sysco, Staples, Poland Spring and

16 Wal-Mart, have already implemented available

17 technologies, like hybrid drivetrains, idle

18 reduction software, transmission adjustments

19 and aerodynamic tractors and trailers, because

20 of the cost savings. As fuel rivals

21 depreciation as the top cost for fleet

22 vehicles, fleets everywhere will benefit from

23 more efficient trucks.

24 (3) Pollution Reduction. The agencies'- November 18, 2010 92

1 proposed standards will also address the

2 closely intertwined goals of reducing harmful

3 global warming pollution, securing our energy

4 supply, and promoting national security. Over

5 the lifetime of vehicles sold between 2014 and

6 2018, these proposed standards will reduce

7 greenhouse gas emissions by 250 million metric

8 tons, and reduce oil consumption by more than

9 500 million barrels. This rule is an important

10 step toward breaking our dependence on foreign

11 oil and curbing our contribution to climate

12 change.

13 Moreover, truck and engine manufacturers

14 can comply with the agencies' standards, and

15 Americans can realize these significant

16 cost-cutting benefits by broadly deploying

17 currently available technologies. In fact, a

18 recent report by the National Academy of

19 Sciences found that a variety of technologies

20 are available today to improve fuel efficiency

21 and reduce pollution even beyond what is

22 proposed in the rule. As early as 2004/2005,

23 the Environmental Defense Fund worked with

24 FedEx to deploy hybrid medium-duty trucks, and- November 18, 2010 93

1 today there are nearly 3,000 of these vehicles

2 on the road. UPS, Pepsi, Coca-Cola, AT&T and

3 Florida Power & Light are among the more than

4 150 companies that have these vehicles in their

5 fleets.

6 These standards provide a clear path

7 forward for fleets already utilizing advanced

8 technologies as well as those looking to

9 integrate advanced technologies into their

10 fleets.

11 I would like to thank you again for the

12 opportunity to testify concerning these

13 important standards for medium- and heavy-duty

14 vehicles. Simply put, EPA's and NHTSA's common

15 sense proposal is good for our economy, for our

16 health, for our environment and for our

17 security. The Environmental Defense Fund

18 applauds the agencies for taking this critical

19 step forward, spurring American innovation and

20 reducing global warming pollution, while

21 promoting national security. We share the

22 agencies's desire to ensure a rigorous, robust

23 final rule, and we look forward to providing

24 more specific comments in our written- November 18, 2010 94

1 submission. Thank you.

2 MR. MEDFORD: Thank you for your

3 testimony. Next, Mr. Bell, welcome.

4 PANEL II TESTIMONY

5 BY MR. BELL:

6 Thank you, good morning. Thank you for

7 the opportunity to testify today on behalf of

8 the Union of Concerned Scientists (UCS). We

9 are a science-based non-profit, and we are

10 based here in Cambridge, and we have been, for

11 over 40 years working on a healthy environment

12 and a safer world.

13 I am the Senior Washington Representative

14 in the UCS's Clean Vehicles program, where I

15 advocate for policies that reduce oil

16 consumption and pollution from the U.S.

17 transportation sector. And once again, thank

18 you for the opportunity to testify today.

19 This past May, when President Obama stood

20 up at the Rose Garden and called for the

21 agencies to take steps "to produce a new

22 generation of clean cars and trucks," we feel

23 that really can dramatically move us forward in

24 cutting our nation's oil dependence and- November 18, 2010 95

1 greenhouse gas emissions in the coming decades.

2 Given the fact that medium- and heavy-duty

3 trucks represent only four percent of vehicles

4 on the road, but represent over 20 percent of

5 the fuel consumption, setting fuel efficiency

6 and greenhouse gas standards for these vehicles

7 is really important.

8 Strong standards for medium- and

9 heavy-duty trucks will deliver critical

10 environmental, national security and economic

11 benefits. According to the analysis by UCS,

12 cutting fuel use from new long-haul tractors

13 pulling van trailers 35 percent by 2017, and

14 other trucks by 20 percent, would result in 5.6

15 billion gallons of oil saved annually by 2030.

16 Those fuel savings would reduce heat-trapping

17 global warming pollution by a total of 70

18 million metric tons, which is the equivalent of

19 removing about 10 million of today's cars and

20 light trucks of the road.

21 In addition to the environmental and

22 energy security benefits, strong standards can

23 deliver important economic benefits as well.

24 Strong standards will deliver significant fuel- November 18, 2010 96

1 savings for truck owners and operators, and

2 create markets for new technology to help keep

3 America's truck manufacturing sector

4 competitive in an increasingly global

5 marketplace. According to UCS analysis, the

6 economic impact of substantially increasing the

7 fuel efficiency of the nation's trucking fleet

8 over the next 20 years, using technology

9 available today and in development, will create

10 more than 63,000 jobs by 2020 in both the truck

11 manufacturing sector and the U.S. economy as a

12 whole, and that's both due to direct

13 investments in truck manufacturing and also in

14 the fuel savings, as a growth for the entire

15 economy. By 2030, our analyses show that

16 continued advances in fuel efficiency would

17 create more than 120,000 jobs.

18 Establishing strong medium- and heavy-duty

19 vehicle standards for fuel efficiency and

20 greenhouse gases is a critical step to making

21 all of these benefits a reality. They will

22 spur the U.S. truck manufacturing sector to

23 continue to innovate, invest in next generation

24 technologies, and deploy fuel saving- November 18, 2010 97

1 technologies across the entire trucking fleet,

2 while delivering cost savings to truck owners.

3 Standards will also help overcome barriers that

4 have hindered investments in truck fuel

5 efficiency technologies by both truck buyers

6 and manufacturers, such as fuel price

7 uncertainty, short-periods of truck ownership,

8 lack of standardized information on truck fuel

9 efficiency, split tractor-trailer ownership,

10 and other market failures.

11 UCS will submit detailed written technical

12 comments to the docket as part of the

13 rulemaking process, but I want to highlight

14 three issues today that were not raised by my

15 colleague, Don Anair, in Chicago.

16 First, since this rulemaking will

17 establish the first-ever standards for these

18 classes of vehicles, we feel it is important

19 that EPA and DOT establish procedures to

20 accurately assess the progress of the program

21 in order to refine and improve the framework

22 for future rulemakings, particularly as it

23 relates to actual on-road performance.

24 Therefore, compliance must be based on- November 18, 2010 98

1 accurate fuel efficiency tests that best

2 reflect the performance of trucks on the road.

3 In addition, simulation modeling must be

4 validated through actual vehicle testing, and

5 should evolve over time to cover improvements

6 in all areas of the vehicle.

7 UCS supports the agencies' intention to

8 move towards full vehicle testing, to ensure

9 that certification tests best represent on-road

10 vehicle performance. While we understand the

11 agencies' desire to simplify compliance testing

12 in this proposal, we feel that a more refined

13 set of standards and compliance methods are

14 needed to accurately assess total vehicle

15 performance and to achieve the greatest

16 emission reductions and oil savings. To

17 support such improvements, the proposed

18 compliance model will need to be enhanced to

19 reflect improvements in all areas of the

20 vehicle. In addition, chassis testing of

21 vehicles should continue to be performed to

22 validate the modeling results, improve the

23 model as necessary, and ensure that progress is

24 occurring as expected.- November 18, 2010 99

1 As the heavy-duty program moves forward,

2 UCS encourages the agencies to publish on-road

3 and compliance data as it is collected. We

4 feel that the agencies should consider

5 publishing annual reports, similar to the EPA's

6 Fuel Economy Trends report, or the joint

7 DOE/EPA fuel economy guide, which has really

8 been important for development of the

9 light-duty program. We feel there is a need

10 for similar data to be collected for heavy-duty

11 vehicles to ensure that the program is

12 achieving real reductions, and to inform future

13 rulemakings. In addition, the agencies should

14 consider publishing data on the fuel efficiency

15 estimates and emissions of the actual

16 configuration sold to consumers, so that the

17 public can effectively evaluate the progress of

18 the program during this initial phase.

19 Second, we feel it is critical that the

20 proposed standards ensure that any compliance

21 flexibility mechanisms, or credits, do not

22 undermine the overall greenhouse gas reductions

23 or oil savings of the program. Specifically,

24 there are numerous provisions in the proposed- November 18, 2010 100

1 standards that provide compliance flexibility,

2 or alternative implementation schedules. These

3 provisions allow manufacturers flexibility,

4 which is a good thing, but they should also be

5 designed to preserve real and verifiable

6 greenhouse gas reductions and oil savings.

7 Further, providing credits for off-cycle

8 technologies, such as predictive cruise

9 control, adjustable ride height, or other

10 advanced technologies, is appropriate only if

11 the stringency of the standards reflects these

12 actual technologies in the fleet. Given the

13 complexity of the heavy-duty sector and the

14 potential benefit of various technologies, UCS

15 encourages the agencies to develop test cycles

16 that capture many of these conditions as the

17 cycles are defined and refined. Finally,

18 upstream emissions should be included in

19 evaluating the credit for electrical vehicles.

20 Particularly in the heavy-duty sector, where

21 natural gas and biofuels are certainly a viable

22 technology, we feel that this accounting for

23 upstream emissions places electric vehicles,

24 natural gas and biofuels on an equal playing- November 18, 2010 101

1 field.

2 The third issue is that the standards

3 should support the adoption of advanced vehicle

4 technologies. Advanced vehicle technologies,

5 as was mentioned before, such as hybrid-eletric

6 drivetrains, can deliver significant

7 improvements in fuel efficiency. The current

8 generation of hybrid systems being sold today

9 has achieved fuel consumption reductions of as

10 much as 35 percent in certain applications.

11 The new standards should support the continued

12 development and deployment of advanced

13 technology in order to maintain the United

14 States' current leadership in the industry.

15 Rather than using credit multipliers, or

16 allowing unlimited trading of advanced

17 technology credits, the agencies should set the

18 stringency to reflect the introduction of

19 advanced vehicle technologies, for people who

20 even later use the program. Setting a

21 stringency level that requires these types of

22 advanced technologies, especially those already

23 commercially available, like hybrids, will

24 ensure deployment without lowering the overall- November 18, 2010 102

1 benefits. While there are other policy options

2 that have been discussed, such as hybrid tax

3 credits, which are obviously beyond the scope

4 of the agencies in this rulemaking, but UCS

5 also supports supplemental policies to move

6 that forward.

7 So overall, we do applaud the agencies for

8 moving forward with this rulemaking, and as it

9 has being said before, it's the first-ever

10 standards, it's truly historic. We appreciate

11 the hard work and dedication of the staff to

12 set standards for what is an incredibly complex

13 and diverse industry.

14 So we will submit written comments to the

15 docket, and thank you again, for the

16 opportunity to testify.

17 MR. MEDFORD: Thank you. Now,

18 Mr. Rosenthal.

19 PANEL II TESTIMONY

20 BY MR. ROSENTHAL:

21 Thank you for the opportunity to testify

22 here. My name is Jonathan Rosenthal, and I'm a

23 private citizen. I am 20 years old, and an

24 undergraduate at Harvard College, up the river.- November 18, 2010 103

1 I'm here to urge you, the members of this panel

2 and the EPA, to issue the strongest truck

3 emissions standards possible. And when I say

4 "the strongest standards that are possible," I

5 do not mean the strongest standards that are

6 possible politically, or the strongest

7 standards that are possible economically; I

8 mean the strongest standards that are possible

9 physically and possible technologically.

10 It is hard to say what the best words are

11 to describe my feelings about the broader issue

12 we are discussing today, the issue of global

13 climate destabilization. The words we usually

14 hear in the media, "uneasy, concerned,

15 alarmed," are inadequate. The words I would

16 use to describe my emotional state, and the

17 emotional state of many of my peers, are words

18 like "terrified, furious and incredibly

19 frustrated." My generation has grown up in a

20 world, in a country that, although aware of the

21 disaster facing this planet, has done next to

22 nothing to mitigate the worst effects of this

23 crisis, efforts of the EPA notwithstanding.

24 There is no longer any excuse for- November 18, 2010 104

1 inaction. We are already beginning to feel the

2 effects of climate destabilization. In

3 Pakistan this summer, catastrophic floods have

4 displaced over 20 million people, that's more

5 people than were affected by the 2004 tsunami,

6 the 2005 Kashmir earthquake, and the 2010 Haiti

7 earthquake, combined. These floods are just

8 the beginning; most climate scientists predict

9 that floods and droughts will become more and

10 more devastating in the years to come. And our

11 addiction to fossil fuels is doing worse than

12 merely harming humans. We have all seen images

13 of the tragedy in the Gulf this past summer,

14 but it is just one example of the destruction

15 we are reaping on this planet. 120 species are

16 going extinct today. 120 species went extinct

17 yesterday, and 120 species will go extinct

18 tomorrow. This rate of extinction of mammals,

19 birds, insects and plants is 1,000 times faster

20 than the natural so-called "background" rate.

21 And these numbers, from the UN, are

22 conservative estimates. In other words, we are

23 causing the biggest mass extinction since the

24 vanishing of the dinosaurs.- November 18, 2010 105

1 These are depressing facts. And, indeed,

2 my generation feels depressed, inheritors to a

3 planet that was once a paradise and is rapidly

4 becoming a wasteland. But everyone in this

5 room knows that pessimism will do no one any

6 good. Of course, ignoring the true extent of

7 what we are doing to this planet is even worse.

8 So we must look to solutions. Personal change

9 is often offered as a solution, but while

10 admirable, it is not even remotely adequate to

11 the task of stopping climate destabilization.

12 The only way we can stop the disaster unfolding

13 before our eyes, is to bring about massive

14 institutional change. What we are discussing

15 today, regulation of truck emissions, is not

16 going to stop climate destabilization on its

17 own, but that's not the point. The point is

18 that our government, our government of the

19 people, by the people, and for the people, can

20 no longer afford to make any decision that does

21 not move us, as strongly as possible, away from

22 emitting any more greenhouse gases. There is

23 no more room for compromise. In many future

24 decisions before the EPA, and perhaps this one- November 18, 2010 106

1 as well, you will find yourself presented with

2 arguments that the bold action that scientists

3 are asking for is not politically feasible,

4 that it will have a negative impact on the

5 economy, that it's too expensive, that we need

6 to move more gradually. We are lost unless we

7 recognize these arguments as insanity. As the

8 environmentalist Bill McKibben, is fond of

9 saying, "Physics and chemistry are very bad

10 negotiators. We cannot negotiate with them."

11 Politics and economics depend on the existence

12 of a stable planet, not the other way around.

13 Members of the panel, I'm here begging

14 you, as EPA officials, as adults, as human

15 beings, to do everything in your power to save

16 this planet. I am begging you to fight for it

17 as if your life depends on it, because the life

18 of my children and a billion others does depend

19 on it.

20 Please, regulate truck emissions to the

21 fullest extent possible. And when you face

22 your next decision, and the one after that,

23 make your allegiance to a living planet

24 absolute. Thank you.- November 18, 2010 107

1 MR. MEDFORD: Thank you very much. Do any

2 of the colleagues have questions?

3 MS. OGE: I have a couple of questions.

4 First of all, I want to thank the second panel

5 for their testimonies. Mr. Mormino, welcome,

6 and thanks for your testimony. And I want to

7 thank you and Cummins for your part and efforts

8 in helping NHTSA and EPA and the other

9 stakeholders put this proposal together.

10 For the first panel, we heard the

11 importance of advanced technologies, like in

12 hybrids, electric vehicles, hybrid, efficient

13 hybrid powertrains as an important element of

14 setting the standards, especially for

15 vocational trucks. Could you give us, Cummins,

16 perspective, what is your thinking on that?

17 MR. MORMINO: Sure, I would be happy to.

18 And as I mentioned in the statement, we work

19 very collaboratively with a lot of stakeholders

20 and we are working very closely with the

21 Department of Energy through a variety of

22 programs right now, to advance this technology.

23 Some of the technologies are here, right now,

24 and I think this rulemaking will capture those,- November 18, 2010 108

1 and make sure that they will be widespread, and

2 others are being developed, and I think can be

3 more widespread in the future. So a good

4 example with the Department of Energy is waste

5 heat recovery technology that can really be the

6 so-called "hybrid" of tractor trailer

7 standards, and provide the biggest benefit for

8 that fleet. That technology is not ready for

9 the market, it is one that we are working very

10 hard on, as well as industry partners, and I

11 think it will be able to be deployed in the

12 market. I think some of the incentives that

13 are provided within the regulation provide

14 incentives for us to make sure we get that on

15 the market as soon as possible, so I think that

16 is a good tool that we have. But we are also

17 working closely on hybrids, and a variety of

18 other technologies. I think that the

19 regulation strikes the right balance, in terms

20 of promoting that technology, getting

21 technologies on the market, and at the same

22 time waiting, or allowing that technology to

23 develop, for it to be applied in the right

24 applications.- November 18, 2010 109

1 MS. OGE: Thank you. And I have a

2 question for Mr. Bell. One of your

3 recommendations was to put out, potentially,

4 you know, for this sector, similar to what we

5 have been doing for over 30 years for cars,

6 with the actual configurations, are there some

7 in the marketplace. Could you elaborate a

8 little bit on how do we --

9 MR. BELL: Absolutely.

10 MS. OGE: -- you know, what does your

11 organization and division as, you know,

12 non-confidential type of information, that we

13 could be putting out on an annual basis?

14 MR. BELL: Yes, I think, you know,

15 obviously there are confidential business

16 information issues with that configuration. I

17 think, from our perspective, the goal is to

18 have information publicly available that shows

19 the actual fuel economy performance of this

20 sector, because obviously, there's a separate

21 engine standard, there's a separate tractor

22 standard. And so the question is, on

23 performance, you know, how can we evaluate that

24 moving forward? So, you know, we would- November 18, 2010 110

1 certainly be interested in having conversations

2 about how to structure, what is appropriate

3 both for the manufacturers and for end-users,

4 but primarily the goal is to have the

5 information publicly available, to look at the

6 performance of this round of standards, but

7 then also for moving forward, beyond 2018.

8 MS. OGE: Your written comments, if you

9 can give us a little bit more specific ideas of

10 how one could go about structuring them, moving

11 forward, it would be very helpful.

12 MR. BELL: Certainly. Okay.

13 MS. OGE: Thank you. Ron?

14 MR. MEDFORD: Mr. Bell, I just have one

15 follow-up. I think, possibly in your

16 testimony, you suggested that perhaps during

17 the period of this regulation, we should phase

18 out the credits, and actually take into account

19 some of the advanced technologies in setting

20 the standards; is that correct?

21 MR. BELL: I think what we're suggesting

22 is that there seems to be slightly a bit of

23 disconnect, that we are providing credits for

24 vehicles, that we are saying, a technology that- November 18, 2010 111

1 we are saying exists in this time period, yet

2 it is not part of the baseline technology

3 assessment. So from our point of view, there

4 should be some recognition in the technology

5 assessment that these technologies are

6 available.

7 MR. MEDFORD: Do you know which ones

8 specifically are you referring to, the hybrid?

9 MR. BELL: I think there are some hybrid

10 applications for vocational vehicles, you know,

11 there's advanced transmissions, that we are

12 concerned aren't going to show up in the test

13 procedures. So it is both advanced technology,

14 but then, also, some concerns as well would

15 split through this model.

16 MR. MEDFORD: Okay. Thank you. Anybody

17 else? (Pause) Thank you all.

18 MS. OGE: We will go to the Panel III:

19 Ms. Catherine Pargeter. Mr. Tom Cackette,

20 (testimony read by Ms. Cooper). Mr. Gary

21 Oshnock. Mr. David W. Marshall. Mr. Robert J.

22 Sliwa. Ms. Carol Lee Rawn. Okay. Good

23 morning. We will start with Ms. Catherine

24 Pargeter, welcome.- November 18, 2010 112

1 PANEL III TESTIMONY

2 BY MS. PARGETER:

3 Thank you very much for the opportunity to

4 testify today. And thank you, actually, for

5 getting my last name right.

6 (Conversation off the record)

7 My name is Catherine Pargeter, and I come

8 to speak to you on behalf of Trillium Asset

9 Management Corporation, a socially responsible

10 investing firm, it's located here in Boston. I

11 have my master's degree on environment science

12 and management from the University of

13 California in Santa Barbara, where I studied

14 the environmental impact of conventional and

15 hybrid vehicles, light-duty vehicles.

16 On behalf of our institution and the

17 individual investors, Trillium strongly

18 supports EPA and NHTSA's efforts to regulate

19 medium- and heavy-duty truck sector, and

20 applauds the agencies for undertaking this

21 necessary revision.

22 I would like to encourage the EPA and

23 NHTSA to continue realizing even greater

24 efficiencies by setting standards that take- November 18, 2010 113

1 into account all existing and emerging

2 technologies. We urge the agencies to move

3 aggressively to set standards for trailers for

4 model year 2014, which will result in

5 significant overall fuel savings for

6 combination tractors. We urge cutting fuel use

7 from long-haul trucks pulling van trailers by

8 35 percent by 2017, and other trucks by

9 20 percent. The benefits that this will have

10 include job creation and economic growth.

11 In a joint report called "Delivering Jobs:

12 The Economic Costs and Benefits of Improving

13 Fuel Economy of Heavy-Duty Vehicles," the Union

14 of Concerned Scientists, who were represented

15 earlier, and CALSTART, concluded that a 38

16 percent reduction in truck fuel use would

17 result in the creation of 124,000 new jobs by

18 2030, in every state. These job increase would

19 greatly offset any job losses stemming from a

20 declining demand for fuel.

21 The report demonstrates that investments

22 in advanced truck technologies would create

23 jobs across the truck manufacturing sectors,

24 from engineers to assembly line workers. As- November 18, 2010 114

1 companies incur lower operating costs, due to

2 more fuel efficient trucks, business owners and

3 consumers will be able to make additional

4 investments in other goods and services

5 throughout the economy, including more fuel

6 efficient trucks. The report estimates that

7 the GDP would expand $4 million by 2020 and $10

8 billion by 2030.

9 In addition, the fact that this saves

10 businesses money. Advanced, fuel-efficient

11 trucks will more than pay for themselves over a

12 typical ownership period. The organization of

13 Go60MPG estimates that, in just two years, an

14 over the road owner-operator could recoup the

15 initial technology investment to reduce fuel

16 use by 35 percent, and accumulate net savings

17 of more than $50,000 in the first five years of

18 operation. This revenue is critical to the

19 owner-operators that have struggled to survive

20 under the double hit of a recessionary decrease

21 in freight and an increase in fuel costs.

22 Based on a 65 percent efficiency gain,

23 long-haul fleets could save approximately

24 $120,000 per truck over eight years of service,- November 18, 2010 115

1 while with a 75 percent gain in fuel

2 efficiency, package delivery fleets can expect

3 to save $11,000 to $26,000 per truck over 12

4 years.

5 In addition, we will be able to retain our

6 position as leaders in efficient truck

7 manufacturing. The United States is currently

8 the world leader in the development, production

9 and use of energy efficient and hybrid trucks.

10 To retain our position, we need clear policy

11 signals.

12 According to CALSTART, at least 15,000 to

13 30,000 jobs in truck manufacturing can be

14 retained, and 25,000 additional high efficiency

15 truck technology jobs can be created, if the

16 U.S. leadership in this field is preserved.

17 Many companies have said that without

18 clear policy signals from Washington,

19 innovation stalls and capital sits on the

20 sidelines. Setting strong standards will be

21 the signal companies are looking for to begin

22 production that incorporates new technologies.

23 In turn, this will boost production and

24 innovation throughout the supply chain, and- November 18, 2010 116

1 allow manufacturers to bring new and more

2 efficient products to revitalize a stagnant

3 market.

4 In addition, our energy security will be

5 increased. The United States' reliance on

6 trucks underscores a need to mitigate our

7 vulnerability to the rising price of fuel.

8 The Ohio Business Council for a Clean

9 Economy states that we depend on the trucking

10 industry for 70 percent of U.S. shipping needs.

11 America's dependence on trucks to supply our

12 economy has grown by over 50 percent since

13 early 1990s, and continues to grow.

14 Efficiency standards that would require

15 the use of existing and emerging fuel reduction

16 technologies would reduce our dependence on oil

17 and save a total of 100 billion gallons of fuel

18 in the next 20 years. Annual fuel savings in

19 2030 alone could top 11 billion gallons.

20 And finally, reducing our greenhouse gas

21 emissions. The fuel savings I have described

22 would, according to the Union of Concerned

23 Scientists, reduce the greenhouse gas emissions

24 by a total of 140 million metric tons by 2030,- November 18, 2010 117

1 equivalent to removing 21 million of today's

2 cars and trucks from the road.

3 It is critical to address heavy-duty truck

4 emissions now, given that it accounts for

5 17 percent of transportation oil use, and

6 according to the EPA, it's the fastest growing

7 contributor to transportation greenhouse gas

8 emissions.

9 Furthermore, many companies include

10 transportation emissions in their greenhouse

11 gas assessments, and tighter fuel standards

12 will help companies achieve their own

13 greenhouse gas emissions reduction goals.

14 In conclusion, let me say that as an

15 investor, Trillium believes these measures will

16 help create and/or retain shareholder value.

17 Thank you for this opportunity to present

18 my comments.

19 MS. OGE: Thank you. Ms. Cooper, welcome

20 back.

21 MS. COOPER: Thank you. I'm reading the

22 testimony of Tom Cackette, from the California

23 Air Resources Board, because he couldn't be

24 here today.- November 18, 2010 118

1 PANEL III TESTIMONY

2 BY MR. CACKETTE, Read by MS. COOPER:
3

4 Director Oge and Deputy Administrator

5 Medford, thank you for the opportunity to

6 provide testimony to you today regarding the

7 proposed national program to reduce greenhouse

8 gas emissions and improve fuel efficiency of

9 medium- and heavy-duty vehicles. I would like

10 to start by clearly stating that the State of

11 California's Air Resource Board, (ARB),

12 strongly supports the United States

13 Environmental Protection Agency's, (U.S. EPA),

14 and National Highway Traffic Safety

15 Administration's, (NHTSA), proposed national

16 program, and we appreciate your staffs' efforts

17 to consult ARB in the rule development process.

18 Continued, unwavering progress along this

19 regulatory path is vital for California and the

20 nation, as we continue to strive to stabilize

21 the climate and address the threat of global

22 climate change.

23 As you are aware, the State of California

24 has already established efforts to reduce- November 18, 2010 119

1 climate change emissions. By enacting the

2 California Global Warming Solutions Act of

3 2006, also known as "Assembly Bill 32," the

4 state set forth a mandate to reduce greenhouse

5 gas emissions to 1990 levels by 2020. In

6 addition, Governor Arnold Schwarzenegger also

7 issued Executive Order S-3-05, which

8 establishes a goal of reducing greenhouse gas

9 emissions by 80 percent from 1990 levels by

10 2050.

11 Reducing greenhouse gas emissions from

12 medium- and heavy-duty vehicles is a priority

13 for California, where the transportation

14 sector, which accounted for about 38 percent of

15 the total carbon dioxide equivalent emissions

16 in 2004, is the largest contributor of

17 anthropogenic greenhouse gas emissions in the

18 state. To help address greenhouse gas

19 emissions from this sector, ARB adopted the

20 Heavy-Duty Vehicle Greenhouse Gas Emission

21 Reduction Regulation in 2008, requiring the use

22 of U.S. EPA SmartWay certified heavy-duty

23 tractor trailer combinations in California.

24 U.S. EPA staff proved to be an invaluable- November 18, 2010 120

1 resource in developing the regulation, as we

2 based our regulatory requirements on the

3 greenhouse gas emission reduction technologies

4 verified through U.S. EPA's voluntary SmartWay

5 Partnership Program.

6 While we continue the implementation of

7 our heavy-duty greenhouse gas regulation, we

8 strongly support a national program for new

9 trucks as it would result in the introduction,

10 on a national scale, of the most greenhouse gas

11 efficient medium- and heavy-duty vehicles on

12 the road, encouraging technology innovation and

13 early introduction. Although the proposed

14 national program does not address trailers,

15 both the California regulation and the U.S. EPA

16 SmartWay Program do, so we are hopeful that

17 both of our efforts in this area will prepare a

18 foundation for a possible future rulemaking

19 addressing trailers on a national level.

20 While California is committed to the

21 success of our program, we are encouraged and

22 have welcomed the opportunity to partner with

23 U.S. EPA and NHTSA on a national program. Such

24 a partnership would better achieve our shared- November 18, 2010 121

1 goals and provide national consistency within

2 the regulated community. We look forward to

3 continuing our work with U.S. EPA and NHTSA on

4 this program.

5 Thank you again for the opportunity to

6 provide my testimony.

7 MS. OGE: Thank you. Mr. Gary Oshnock,

8 good morning. Welcome.

9 (Conversation off the record)

10 PANEL III TESTIMONY

11 BY MR. OSHNOCK:

12 Good morning. My name is Gary Oshnock,

13 I'm the Regulatory Affairs Manager responsible

14 for fuel economy and greenhouse gas programs at

15 Chrysler Group, LLC.

16 Chrysler Group, LLC was formed in 2009,

17 from a global strategic alliance with Fiat

18 Group. Chrysler Group's product lineup

19 features some of the world's most recognizable

20 trucks, including the Dodge Ram Caravan, the

21 Jeep Wrangler and our Ram pickup trucks.

22 Thank you for the opportunity to speak

23 here today, and show support for the U.S. EPA

24 and NHTSA's efforts to develop the first-ever- November 18, 2010 122

1 greenhouse gas and fuel consumption rule for

2 medium- and heavy-duty vehicles.

3 As EPA and NHTSA have noted in the

4 light-duty vehicle program, a single national

5 program holds up the promise of delivering

6 environmental and energy benefits, cost savings

7 and administrative efficiencies that might not

8 be available under a less coordinated approach.

9 Chrysler unequivocally agrees, the rules

10 proposed by this NPRM (Notice of Proposed

11 Rulemaking) for the 2014 and 2018 model year,

12 will reduce greenhouse gas emissions, enhance

13 energy security and offer greater regulatory

14 certainty for vehicle manufacturers. Chrysler

15 strongly believes that a single national fuel

16 economy and greenhouse gas program will place

17 more clean and efficient vehicles on the road

18 quickly and at lower costs. Our resources are

19 best utilized when applied with one single

20 national standard, versus differing state level

21 fuel economy and greenhouse gas requirements.

22 Chrysler sells large rigs of work trucks,

23 including the heavy-duty of our Ram trucks that

24 fall under this rule. The level of these- November 18, 2010 123

1 standards are challenging and will drive

2 changes to our product line.

3 We have a few initial comments and

4 suggestions that I would like to mention

5 briefly. We support EPA and NHTSA's

6 attribute-based standards that recognize the

7 utility and functionality of these work trucks.

8 Payloads and pulling capacity are important

9 features to the owners of these trucks. These

10 standards acknowledge the inherently higher

11 greenhouse gas emissions and fuel consumption

12 of higher capacity vehicles. The drafted rule

13 is seeking comment on AC efficiency

14 improvements for Class (2b) and Class (3)

15 trucks. We believe there is value in

16 recognizing the greenhouse gas and fuel

17 consumption contributions from reducing the

18 energy demand of AC systems. We also believe

19 there's an additional opportunity for it to

20 harmonize with the light-duty program, and

21 recognize the added greenhouse gas emission

22 benefit, beyond leak reduction that switching

23 to a lower global warming potential refrigerant

24 then will provide.- November 18, 2010 124

1 We support the methodology EPA is

2 proposing, to allow manufacturers the

3 opportunity of using CO2 reducing engines to

4 offset methane and nitrous oxide emissions as

5 needed. We support the flexibility mechanisms

6 included in this rule averaging, banking and

7 trading (ABT) early credits for

8 over-conformance, and credit for new and

9 innovative technologies. We feel these will be

10 critical to a successful launch of this all-new

11 program.

12 Chrysler will continue reviewing the

13 proposal, and submit these comments and other

14 comments to further the formal rulemaking

15 process. We will work with EPA and NHTSA to

16 ensure that an implementable rule is finalized

17 on schedule. Thank you.

18 MS. OGE: Thank you. Mr. Marshall? Good

19 afternoon.

20 PANEL III TESTIMONY

21 BY MR. MARSHALL:

22 Good afternoon, thank you. My name is

23 David Marshall, and I'm Senior Counsel of the

24 Clean Air Task Force (CATF), I appreciate the- November 18, 2010 125

1 opportunity to speak with you today. Based

2 here in Boston, the Clean Air Task Force is a

3 national, non-profit, environmental advocacy

4 organization, whose mission includes reducing

5 the adverse health, environmental and climate

6 impacts of diesel vehicles.

7 The joint proposal of EPA and NHTSA to

8 reduce greenhouse gas emissions and increase

9 fuel efficiency for medium- and heavy-duty

10 highway vehicles, beginning in 2014, is

11 absolutely necessary and should be strengthened

12 and finalized promptly.

13 At present, as others have indicated, the

14 transportation sector is responsible for almost

15 three quarters of U.S. oil consumption. U.S.

16 trucks and buses alone consume an aggregate of

17 about 2.5 million barrels of oil each day,

18 roughly 12 percent of the nation's total daily

19 oil consumption. The transportation sector in

20 this country is also responsible for about

21 30 percent of total U.S. greenhouse gas

22 emissions. And the trucks and buses that are

23 subject to today's proposal, contribute almost

24 20 percent of national mobile source of- November 18, 2010 126

1 greenhouse gas emissions.

2 In order to address the critical problem

3 of climate change, deep reductions of

4 greenhouse gas emissions will be required from

5 the transportation sector, as well as from

6 other sectors in the economy.

7 EPA estimates that its heavy-duty highway

8 proposal will reduce U.S. oil consumption by

9 more than 500 million barrels over the life of

10 the regulated vehicles, and reduce greenhouse

11 gas emissions by about 250 million metric tons.

12 Projected benefits exceed costs by over three

13 to one, even though this projection does not

14 include many substantial benefits, such as

15 reduced illness and premature death from

16 reduced emissions of particulate matter and

17 other criteria pollutants that will be also

18 reduced as fuel efficiency is increased. These

19 projected greenhouse gas emission reductions

20 resulting from EPA's proposal are substantial,

21 and EPA's proposal is a good step, a strong

22 step in the right direction.

23 But make no mistake, much more is required

24 and will be required over the next years and- November 18, 2010 127

1 decades. In 2008 alone, U.S. net greenhouse

2 gas emissions were about six billion metric

3 tons. In order to stabilize the planet's

4 temperature, the nation will need to move

5 toward a carbon-neutral transportation system

6 by mid-century, which is only 40 years from

7 now. This will not happen without steep

8 emission reductions from the highway sector,

9 and it will not happen without the development

10 of a transportation system, over the next few

11 decades, that will move the nation's freight in

12 the most efficient way possible.

13 Clean Air Task Force supports the basic

14 direction and structure of the rule proposed,

15 including application of the standards to all

16 medium- and heavy-duty truck classes, from

17 Class (2b) heavy pickups through Class (8)

18 tractor trailers, beginning with model year

19 2014. We also support separate standards for

20 engines, although we think the standards

21 proposed could be strengthened. And we

22 generally support the use of incentives and

23 flexibility provisions to encourage the

24 introduction and commercialization of advanced- November 18, 2010 128

1 technologies, provided that they do not

2 compromise the overall level of greenhouse gas

3 reductions produced by the rule, and provided

4 that they are not a weak substitute for tighter

5 standards that will hasten the introduction of

6 those technologies.

7 Although we support much in EPA's

8 proposal, we do not believe that it takes full

9 advantage of the technologies available to

10 improve the efficiency of the heavy-duty

11 highway fleet between now and 2018.

12 Significant additional reductions in fuel use

13 and greenhouse gas emissions could be obtained

14 with a stronger rule. Delaying these

15 reductions until after 2018 will only make it

16 harder to obtain the very steep reductions

17 needed thereafter. We, therefore, urge EPA

18 first to:

19 (1) Strengthen the requirements for the

20 2014 to 2018 model year vehicles by:

21 Setting standards for long-haul tractor

22 trailers. Tightening the proposed standards

23 for vocational trucks. Tightening the proposed

24 standards for heavy-duty pickups and vans, and- November 18, 2010 129

1 fully implementing them by 2016. And

2 tightening the proposed engine standards.

3 We also urge EPA to require compliance

4 certification through the use of accurate fuel

5 efficiency tests that best reflect the actual

6 performance of the vehicle on the road.

7 Also, to promulgate a subsequent rule, no

8 later than 2013, requiring additional

9 reductions in greenhouse gas emissions from

10 medium- and heavy-duty vehicles with model

11 years after 2018 that will take full advantage

12 of technology developments between now and

13 then.

14 And finally, more for the future, to

15 expand consideration and analysis of potential

16 greenhouse gas reductions from the

17 transportation sector, beyond the highway

18 sector, by examining potential efficiency gains

19 in the nation's goods movement system as a

20 whole, including the potential for increased

21 use of rail to carry freight.

22 Our specific comments for strengthening

23 the rule follow, but we also intend to file

24 detailed written comments for the record.- November 18, 2010 130

1 We urge EPA to strengthen its proposal by

2 taking full advantage of the technology options

3 to reduce fuel consumption and greenhouse gas

4 emissions from heavy-duty highway vehicles that

5 are described in the recent comprehensive

6 report by the National Academy of Sciences. I

7 won't go into all of these now, but simply

8 point out some of the most important examples.

9 First, the report points out that current

10 technology can be applied to trailers of

11 long-haul tractors to increase fuel savings by

12 25 to 30 percent. These long-haul trucks are

13 responsible for about two-thirds of the

14 emissions and fuel usage from the heavy-duty

15 highway fleet and, therefore, reductions from

16 these trucks are especially important. EPA

17 should capture these savings through standards

18 for trailers.

19 Second, hybrid technology and other

20 drivetrain technologies, such as advanced

21 transmissions, can provide significant

22 additional fuel economy benefits, especially

23 for vocational trucks that experience a fair

24 amount of start and stop driving. EPA's- November 18, 2010 131

1 standards for vocational trucks should reflect

2 the availability of these technologies.

3 With respect to heavy pickups and vans,

4 the National Academy of Sciences report found

5 that fuel consumption in the Class (2b) sector

6 could be reduced by about 45 percent in the

7 2015 to 2020 timeframe. EPA's proposal calls

8 only for a 10 to 15 percent reduction by 2018,

9 and appears to be based on technologies

10 supporting EPA's light-duty standards for the

11 2012 to 2016 timeframe. We believe EPA should

12 not only tighten the standards for these

13 pickups and vans, but also fully phase them in

14 by 2016, in the same timeframe as the

15 light-duty fleet.

16 In closing, we welcome EPA's stated

17 intention to promulgate additional standards in

18 the future, requiring emission reductions from

19 this sector beyond those in the current

20 proposal, taking into consideration advanced

21 technologies as well as other regulatory

22 approaches. We urge EPA to follow through with

23 these critical regulatory efforts, and to

24 develop standards that are technology-forcing,- November 18, 2010 132

1 rather than technology-following.

2 We also urge EPA to strengthen the

3 presently proposed rule and to finalize it as

4 soon as possible.

5 Thank you for the opportunity to provide

6 these comments.

7 MS. OGE: Thank you for your testimony,

8 Mr. Marshall -- I mean, Mr. Sliwa.

9 PANEL III TESTIMONY

10 BY MR. SLIWA:

11 Good afternoon. My name is Bob Sliwa.

12 I'm President and Owner of AirFlow Truck

13 Company; I'm honored and humbled to be here, to

14 be able to speak here. What we have here are

15 doctors, lawyers, Indian chiefs and one old

16 truck driver.

17 AirFlow Truck Company is a small business,

18 based in central Connecticut, that designs,

19 builds and tests world-class aerodynamic and

20 fuel-efficient Class (8) heavy-duty trucks.

21 We built one of the world's first

22 aerodynamic and fuel efficient Class (8)

23 heavy-duty tractor-trailers 28 years ago, in

24 1983. That rig had radical-for-the-time- November 18, 2010 133

1 features, like an extremely aerodynamic cabover

2 body, full side skirts on the tractor, rear cab

3 side extenders, full side skirts on the

4 trailer, super-single tires and an auxillary

5 power unit, or APU. Again, this was in 1983.

6 So I guess we were just way ahead of our time

7 back then.

8 Now, it appears that the world, if not the

9 large truck manufacturers, have caught up with

10 us.

11 AirFlow Truck Company is currently

12 building what we believe will be the most

13 aerodynamic and fuel efficient Class (8)

14 heavy-duty prototype tractor trailer in the

15 world. We do not use any magic or voodoo, but

16 basic hot-rodding techniques. These

17 hot-rodding techniques when used for efficiency

18 and not for racing, are the key core philosophy

19 of all AirFlow Truck builds. We anticipate

20 beginning road testing of the AirFlow prototype

21 in a few months, in early 2011. A couple of

22 representatives of companies that have helped

23 us out tremendously with the AirFlow prototype

24 are in this room. Mr. Mormino, from Cummins- November 18, 2010 134

1 Diesel Engine. Cummins helped us by supplying

2 a Road-Relay trip computer, and supplied

3 engineering support to help us re-design the

4 cooling system and the drive belt system on the

5 Cummins Diesel Engine. And Michelin North

6 American Truck Tires very generously supplied

7 eight of their X-One Super Single tires, two

8 anti-splash steering tires, and engineering

9 support for our new trailer. Without the

10 tremendous help from the thoughtful and

11 generous folks at Cummins and Michelin, and all

12 of our 16 other corporate partners, we, as a

13 small business, could have not even begun the

14 AirFlow Truck prototype.

15 I am here to testify in favor of the new

16 heavy-duty greenhouse gas emissions and fuel

17 efficiency standards. We feel that heavy-duty

18 CAFE-type standards should have been

19 implemented years ago. There is no reason the

20 major truck manufacturers cannot meet the new

21 2014 and 2018 standards. We are building our

22 new 2011 AirFlow prototype with off-the-shelf

23 components and products that are available to

24 all of the large manufacturers.- November 18, 2010 135

1 But I'm not here to talk about the

2 components available to all of the large

3 manufacturers. I'm here to ridicule and make

4 fun of them.

5 Why are all of the large truck

6 manufacturers still building big, dumb, square

7 trucks like it was 1950? Why are the

8 windshields almost perpendicular to the wind?

9 My Chevrolet Impala, which I drove here from

10 Connecticut, a four-door sedan, not a race car,

11 has a 32 degree windshield angle to the wind.

12 A typical new Class (8) truck has a 65-degree

13 windshield angle, almost double the angle of my

14 Chevy. Why do they insist on flat,

15 perpendicular bumpers and large, square,

16 completely perpendicular radiators to the wind

17 on some of their models?

18 I recently read an article quoting Bill

19 Kozek, Kenworth President and Vice-President of

20 Paccar, defending the dumb square trucks his

21 company still builds. He said that "The 2014

22 deadline," and I quote, "could signal the end

23 of the long-and-tall, best represented by his

24 company's Kenworth W900L and sister company,- November 18, 2010 136

1 Peterbilt's Model 389." So what Mr. Kozek is

2 whining about here is that the new 2014 and

3 2018 regulations will require his company to

4 build more aerodynamic and fuel efficient

5 vehicles? I say, "Yippee!" And I say, "It is

6 about time." They should have stopped building

7 these dinosaurs in the early 1970s, during the

8 first oil crisis. What are these people

9 thinking? How can they justify the damages to

10 the environment, and wasting all of the natural

11 resources, by still building square trucks?

12 Rant off.

13 On a different note, regarding the EPA's

14 upcoming trailer rules, we feel that the only

15 way to do these new regulations is using a

16 combination unit. I have heard a couple of

17 quotes from our esteemed members, who

18 previously testified from before me, anywhere

19 between 25 to 30 percent on a trailer, and we

20 feel that is very low. The EPA needs to do

21 these new regulations using a combination unit,

22 that is, a tractor and a trailer. The most

23 fuel efficient tractor in the world, that would

24 mean the AirFlow prototype coming up, will get- November 18, 2010 137

1 terrible efficiency and terrible fuel mileage

2 with an incorrectly spec'ed trailer. The

3 trailer is more important than the tractor,

4 regarding fuel efficiency and greenhouse gas

5 emissions.

6 To close up, I would like to say, if

7 anybody in this room would like to work with

8 AirFlow Truck on reducing emissions, increasing

9 fuel efficiency on heavy-duty trucks, please

10 feel free to contact me, before I leave, or

11 just hit our web site, airflow truck dot com.

12 Thank you.

13 MS. OGE: Thank you, Mr. Sliwa. It is our

14 honor to have you here. You don't need a

15 doctor degree to testify.

16 MR. SLIWA: Thank you.

17 MS. OGE: Thank you for your testimony.

18 And finally, we are going to hear from Ms.

19 Carol Lee Rawn.

20 PANEL III TESTIMONY

21 BY MS. RAWN:

22 I'm here on behalf of Ceres and the

23 Investor Network on Climate Risk, and I

24 appreciate the opportunity to testify today.- November 18, 2010 138

1 In the interest of avoiding redundancy, I am

2 going to say upfront that I fully endorse the

3 testimony of Trillium, so that's going to

4 shorten my testimony, I'm sure people will be

5 happy to hear.

6 The Investor Network on Climate Risk, it's

7 also known as "INCR," and it consists of more

8 than 90 institutional investors, with assets

9 exceeding $9 trillion. Ceres coordinates INCR

10 activity by identifying the financial

11 opportunities and risks in climate change, and

12 by promoting policies that lead to more

13 sustainable capital markets. First, I would

14 like to highlight the Global Investor Statement

15 that was submitted with my testimony, which was

16 coordinated by Ceres and released this week.

17 The statement was signed by 259 investors,

18 representing assets of over $15 trillion, and

19 included a call for strict vehicle standards as

20 a means of both minimizing climate risk and

21 helping provide a long-term policy framework

22 that will shift the investment risk-reward

23 balance in favor of low carbon investment.

24 We strongly support EPA and NHTSA's- November 18, 2010 139

1 efforts to regulate the medium- and heavy-duty

2 truck sector. Strict standards will catalyze

3 investment in high efficiency truck

4 technologies, thereby serving to retain the

5 U.S. leadership position in this sector, save

6 businesses money, promote energy security and

7 reduce climate risk.

8 EPA and NHTSA are to be commended for the

9 proposals under consideration, but by using

10 existing and emerging technologies, we could

11 realize even greater benefits in terms of

12 economic growth and oil savings. We, thus,

13 urge EPA and NHTSA to take into account all

14 available technologies across the vehicle in

15 setting the standards. We also urge the

16 agencies to set standards for trailers, for

17 model year 2014, which will result in

18 significant overall fuel savings for

19 combination tractors.

20 Stringent standards would not only be

21 important drivers of job creation and economic

22 growth, but are also key to retaining the U.S.

23 leadership position in efficient truck

24 technologies, and expanding job opportunities- November 18, 2010 140

1 in that sector. Without strong standards in

2 place, companies and investors will lack the

3 requisite certainty to invest in the

4 development and production of new technologies

5 that will allow us to retain our primary

6 position and increase job growth.

7 In sum, stringent standards would help get

8 our economy back on track by creating jobs and

9 catalyzing investment in high efficiency truck

10 manufacturing, as well as promoting energy

11 security and reducing climate risk. It is time

12 to move forward aggressively with policies that

13 will optimize private investment in a low

14 carbon economy.

15 Thank you for the opportunity to speak

16 today.

17 MS. OGE: Thank you. Any questions from

18 the panel? Steve?

19 MR. SILVERMAN: For Mr. Oshnock. If I

20 heard you right, you talked about harmonizing

21 the air-conditioning standards between the

22 light-duty rule initial type. Two questions:

23 here we propose that as an absolute standard,

24 where it is a credit in the light-duty rule; is- November 18, 2010 141

1 that what you were referring to, what exactly

2 did you mean?

3 MR. OSHNOCK: There are three mechanisms

4 recognized for greenhouse gas reductions in the

5 light-duty rule. One is to reduce leakage.

6 One is switching to an alternative refrigerant.

7 One is improving the system's efficiency and

8 thereby reducing the load on the engine. This

9 rule requires weak productions, that's part of

10 the standard. There is no additional credit

11 for going the extra step, for putting

12 alternative refrigerant into the system in this

13 rule. And there is also no credit for

14 improving the system's efficiency in this rule.

15 (Conversation off the record)

16 MS. OGE: Thank you for your comment, we

17 will take that into consideration. Any other

18 questions? (Pause) Again, thank you so much for

19 coming forward, I appreciate it. I recommend

20 that we take a ten-minute break, so our

21 reporter can get a rest.

22 (Break taken)

23 MR. MEDFORD: If you would all write your

24 names and affiliations on the cards, we will- November 18, 2010 142

1 get started. Panel IV members are: Ms. Clare

2 Robins. Ms. Eva H. Gurria. Ms. Mairead

3 Kennelly. Mr. Ronald E. Minsk. Mr. Ugo Nwoke.

4 Mr. Luke Tonachel. Ms. Robins, whenever you

5 are ready, we are ready to go.

6 PANEL IV TESTIMONY

7 BY MS. ROBINS:

8 Thank you for your time. My name is Clare

9 Robins, I'm a private citizen. I have lived in

10 the greater Boston area for four years now.

11 Currently, I live near the crossing of Route 2

12 and the Alewife Brook Parkway, and lots of

13 heavy trucks, medium-sized and heavy trucks

14 pass through the area and just make the air

15 really grey and heavy, and I want to see this

16 change.

17 I am here to encourage the EPA in

18 implementing strict regulations on medium and

19 heavy trucks. We, as a state, a nation and a

20 global community need to reduce our dependency

21 on oil, because we need to protect our

22 environment from natural disasters and man-made

23 disasters, like the Gulf oil spill.

24 Our air quality is poor, and the related- November 18, 2010 143

1 illnesses are increasing. "Traffic-related air

2 pollution has been associated with adverse

3 cardio-respiratory effects, including increased

4 asthma prevalence." And this must be combated.

5 The impacts of global climate change are

6 evident and growing. It is almost December,

7 and I am not wearing my long-johns, but I was

8 just last week.

9 I support the EPA using its authority

10 under the Clean Air Act to regulate greenhouse

11 gas emissions, and I encourage the EPA to issue

12 the strongest fuel efficiency and greenhouse

13 gas standards possible with the available and

14 emerging technologies. Thank you.

15 MR. MEDFORD: Thank you. Next, Ms. Eva

16 Gurria.

17 PANEL IV TESTIMONY

18 BY MS. GURRIA:

19 Hello. My name is Eva Gurria, thank you

20 for the opportunity to testify.

21 I strongly believe that the EPA and the

22 DOT have in their hands the possibility of

23 helping bring forth a positive change, not only

24 for the American society, but also for the- November 18, 2010 144

1 entire world. We must not forget that the

2 reduction of greenhouse gases in any part of

3 the globe may have beneficial effects all

4 around planet Earth. In this sense, the EPA,

5 using its authority under the Clean Air Act,

6 and the DOT, can help make planet Earth a

7 better place to live on, by placing stronger

8 standards, and by making medium- and heavy-duty

9 trucks more gas and fuel efficient.

10 I am a Mexican citizen residing in

11 Cambridge, Massachusetts. I am currently a

12 Sierra Club volunteer, and a student at Harvard

13 Extension's Sustainability and Environmental

14 Management Program. I am here today because

15 I'm concerned about our health, our environment

16 and climate change.

17 Having grown up in Mexico City, I am very

18 aware of the importance of clear air and the

19 consequence of air pollution on human health.

20 As a student in the United States, I recognized

21 America's dependence on foreign oil and,

22 furthermore, witnessed the tragedies resulting

23 from oil spills, such as the latest BP spill in

24 the Gulf of Mexico. As a citizen of the world,- November 18, 2010 145

1 I witnessed over the summer torrential rains in

2 Pakistan, extremely hot weather and fires in

3 Russia, and more and stronger hurricanes

4 hitting Latin America, probably as a result of

5 global climate change.

6 Climate change is nothing new to all of

7 us. Ever since the fourth IPCC report was

8 released in 2007, we can all be sure that

9 warming of the climate system is unequivocal,

10 and that it is probably a result of an increase

11 in anthropogenic greenhouse gas concentrations.

12 And furthermore, that the primary source of the

13 increase in carbon dioxide is fossil fuel use.

14 Consequently, if we want to decrease the

15 climate change problem, and reduce the amount

16 of money spent on adaptation mechanisms,

17 spending it instead on innovation, or job

18 creation in America, why not reduce carbon

19 dioxide pollution through a more efficient use

20 of gas and fuel in trucks?

21 Similarly, most of the world's oil

22 reserves are in the hands of a few countries,

23 constantly jeopardizing America's stability and

24 security. Why not become less dependent on- November 18, 2010 146

1 foreign oil, by reducing oil consumption as a

2 result of more stringent gas and

3 fuel-efficiency standards; and through the

4 continued development and deployment of

5 advanced technologies, including engines,

6 transmissions and hybrid systems?

7 In addition, health problems as a result

8 of air pollution, such as eye irritation,

9 itchiness, or respiratory and cardiac diseases,

10 may be reduced or eliminated with healthier

11 environments. Thus, the reduction of fossil

12 fuels fumes in the air we breathe, would not

13 only make the air cleaner, but also, it would

14 make for a healthier population in America and

15 abroad.

16 To conclude, I would like to urge the EPA

17 and the DOT, once more, to set the strongest

18 standards possible to make medium- and

19 heavy-duty trucks more gas and fuel efficient.

20 This policy is urgent and long time overdue.

21 Thank you very much.

22 MR. MEDFORD: Thank you for your

23 testimony. Now, Ms. Mairead Kennelly.

24- November 18, 2010 147

1 PANEL IV TESTIMONY

2 BY MS. KENNELLY:

3 Thank you all for the opportunity to

4 testify. I would like to applaud the EPA and

5 DOT for issuing the first greenhouse gas and

6 fuel efficiency standards for medium- and

7 heavy-duty trucks.

8 My name is Mairead Kennelly, and I'm a

9 private citizen, a Regional Coordinator for

10 Students for a Just and Stable Future, and a

11 junior at Boston College. As a young American,

12 I have grown up with recycling bins outside

13 every home, double-sided printing, and a

14 third-grade composting project. We took field

15 trips to clean local marshlands and had soccer

16 practice on an old landfill. The effects of

17 humans on the environment were all around me,

18 yet, the first thing I did when I turned 16 was

19 to head to the DMV to get a permit. I wanted

20 to participate in the quintessential American

21 teenage rite of passage. Despite the abundant

22 public transportation options and easily

23 accessible car pools, I needed to have my own

24 car. For my 16-year-old self, a car meant- November 18, 2010 148

1 freedom and independence. It was only when I

2 got to college that I realized my newfound

3 freedom came with more chains than any other

4 rite of passage. I learned that I became one

5 of the millions of Americans dependent on an

6 increasingly limited supply of oil.

7 Born and raised in New York City's

8 suburbs, I experienced September 11th from the

9 front row, as a sixth-grader. After lunchtime,

10 the teachers told us what had happened. I

11 found out my Dad was trapped in the city and

12 totally unreachable, so were most of the

13 fathers and/or mothers of the children in my

14 classroom. My father was able to reach my

15 mother within a few hours, but a few of my

16 classmates and teachers lost parents and

17 husbands forever. So when war broke out in

18 Iraq, I rallied around weapons of mass

19 destruction and national security. I was 12 at

20 the time, and had seen too many funeral masses

21 of innocent civilians to want anything other

22 than war. So when I heard that the war effort

23 was designed around American oil interests in

24 the Middle East, I felt angry and I felt- November 18, 2010 149

1 betrayed.

2 Our country's dependence on oil has

3 tarnished its reputation both domestically and

4 abroad. We are so reliant on oil for so many

5 different aspects of our daily lives that we

6 have allowed our policies to be shaped by oil,

7 instead of being shaped by what is right and

8 just, two of America's foundational values.

9 The instant gratification that consumes

10 our society, from retail to energy to on-demand

11 TV, has allowed us to ignore the future

12 repercussions of our actions for far too long.

13 To further fuel our consumption we have turned

14 to oil. Americans have become addicted to oil.

15 An alcoholic cannot continue to repeat the same

16 behavior and expect different results, just as

17 we cannot continue to consume oil and expect it

18 to stop affecting our domestic and

19 international policy. Alcoholics cannot wean

20 themselves off of alcohol, but must quit cold

21 turkey and focus their attentions on

22 alternative coping mechanisms. So must

23 Americans give up on oil, because while it

24 doesn't destroy our livers, it does destroy our- November 18, 2010 150

1 planet. So must Americans focus their

2 attentions on alternative sources of energy, to

3 cope in a healthy way with our modern

4 lifestyles.

5 Our country is a country of innovators and

6 citizens with unprecedented determination and

7 spirit. We have the capability and the

8 resources to achieve clean energy and eliminate

9 our dependence on fossil fuels. Scientists

10 have given us the technological vehicle, but we

11 need movement, what we need is a driver. We

12 have the power today to take a step toward

13 moving that technological vehicle forward. We

14 have been put behind the wheel and we are bound

15 by a duty to this nation of innovators to put

16 pressure on that pedal and move this vehicle

17 forward, toward a clean and sustainable future.

18 Under the Clean Air Act, the EPA has the

19 power to set strong fuel efficiency and

20 pollution standards to decrease our dependence

21 on oil and regulate greenhouse gases. I urge

22 the EPA and DOT to regulate medium- and

23 heavy-duty truck standards today, so that our

24 tomorrow will be bound by fewer chains, due to- November 18, 2010 151

1 oil dependency.

2 Thank you for the opportunity to testify.

3 MR. MEDFORD: Thank you for your

4 testimony. Next, Mr. Minsk.

5 PANEL IV TESTIMONY

6 BY MR. MINSK:

7 Thank you very much. My name is Ronald

8 Minsk, I am the Senior Vice-President for

9 Policy, and Securing America's Future Energy.

10 Securing America's Future Energy, (SAFE),

11 is a non-partisan organization that advocates

12 for policies to enhance the nation's energy and

13 economic security by reducing its dependence on

14 oil. SAFE enlists the support of the prominent

15 business leaders and retired senior military

16 officers to overcome political stalemates and

17 political stagnation. We created and work

18 closely with the Energy Security Leadership

19 Council (ESLC), a group of business executives

20 and retired military leaders, co-chaired by

21 General P.X. Kelley, retired, 28th Commandant

22 of the U.S. Marine Corps, and Fred Smith, the

23 Chairman, President and CEO of FedEx

24 Corporation, to develop and promote its- November 18, 2010 152

1 policies.

2 These men have joined in our effort

3 because of their firm conviction that our

4 nation's dependence on oil presents a grave

5 threat to our nation's energy, economic and

6 national security; constrains the conduct of

7 our foreign policy, and obligates us to put

8 American lives in harm's way to defend the flow

9 of oil to the world's economies.

10 SAFE has long advocated increases in fuel

11 economy, and was deeply involved in the debate

12 that led to increasing fuel economy standards

13 for light-duty vehicles and establishing, for

14 the first time ever, fuel economy standards for

15 medium- and heavy-duty trucks in the Energy

16 Independence and Security Act of 2007.

17 More recently, SAFE was involved in an

18 effort to assemble the Heavy-Duty Fuel

19 Efficiency Leadership Group, an informal

20 coalition of major trucking fleets and

21 heavy-duty technology providers, with the goal

22 of helping to inform and support the first-ever

23 fuel economy program for medium- and heavy-duty

24 vehicles.- November 18, 2010 153

1 The group outlined a set of principles for

2 regulating the fuel efficiency of medium- and

3 heavy-duty vehicles, and the proposed rules

4 appear consistent with them. I have attached a

5 copy of the principles to the testimony, which

6 I will leave with you today, but as several

7 members of our group have already testified in

8 Chicago, and early today, on the substance of

9 the rules, I prefer to step back and talk about

10 its justification.

11 SAFE entered this discussion because of

12 our longstanding concerns about our energy,

13 economic and national security.

14 Nearly 40 percent of the United States'

15 total primary energy demand is met by oil,

16 giving it a significance unmatched by any other

17 fuel. In 2010 alone, American businesses and

18 consumers are on course to spend more than

19 $700 billion on gasoline, diesel and other

20 refined petroleum products. This expenditure

21 represents approximately five percent of the

22 nation's total gross domestic product. Sending

23 almost $1 billion abroad every day to pay for

24 expensive oil, drains our economic resources- November 18, 2010 154

1 and strengthens countries that are often

2 hostile to our interests. Moreover, oil

3 dependence constrains our foreign policy,

4 forcing the military to accept the

5 responsibility of securing the world's oil

6 supply.

7 Seventy percent of the oil we use in the

8 United States, 14 million barrels a day (MBD),

9 is consumed in the transportation sector, more

10 oil than is consumed by any other nation's

11 entire economy. Moreover, the cars and trucks

12 that form the core of our surface

13 transportation system are almost completely

14 dependent on petroleum, with no readily

15 available substitutes. In recognition of that

16 threat to our nation, posed by reliance on a

17 single fuel, whose market is controlled by

18 governments that often share neither our

19 interests nor our values, the United States has

20 made genuine progress in advancing energy

21 security since we first became aware of the

22 problem in the early 1970s. Most importantly,

23 fuel economy for light-duty vehicles has

24 improved by over 100 percent, a little over- November 18, 2010 155

1 13 miles per gallon in 1974, to nearly 29 miles

2 per gallon in 2009, although much of that

3 progress was made by the mid-1980s, and the

4 petroleum intensity of the economy has been

5 reduced by nearly 50 percent over the same

6 period.

7 These factors have been critically

8 important in enhancing our energy, economic and

9 national security. Although we have faced

10 challenges as nation over the past 40 years, as

11 a result of our dependence on oil, there is no

12 question that they would have been far more

13 serious without the progress we have made.

14 But as we continue to make progress with

15 respect to light-duty vehicles, we have made

16 little, thus far, with respect to medium- and

17 heavy-duty vehicles. Medium-and heavy-duty

18 trucks consume the largest portion of fuel for

19 transportation after light-duty vehicles. More

20 importantly, perhaps, these vehicles are a

21 remarkably fast growing source of fuel

22 consumption, having grown about 75 percent,

23 between 1990 to 2007, while passenger cars,

24 over the same period, grew only 21 percent.- November 18, 2010 156

1 The simple fact is that this market segment

2 will become a growing part of the problem of

3 oil dependence unless we take steps to address

4 it now.

5 As we all know, this administration has

6 decided to tie fuel economy regulations to

7 greenhouse gas emission regulations.

8 SAFE wants to point out that addressing

9 climate and energy security are both important

10 national goals, but they are not the same

11 thing. One can address climate issues without

12 addressing energy security issues. And there

13 are separate and different energy security

14 benefits that one can achieve beyond the

15 benefits of addressing climate change.

16 This, however, is one area where the

17 issues are particularly closely aligned. If

18 the proposed rule goes final, consistent with

19 its current structure, increasing the fuel

20 economy of the nation's fleet of medium- and

21 heavy-duty vehicles will reduce their carbon

22 emissions, allowing us to pursue two important

23 national goals at once.

24 Between 2003 and 2009, the global oil- November 18, 2010 157

1 market witnessed its most significant period of

2 volatility in nearly a generation. After

3 relentlessly increasing for five years, oil

4 prices spiked to historical highs of more than

5 $147 per barrel in July, 2008. After

6 retreating to less than $40 per barrel in early

7 2009, they have averaged more than $70 per

8 barrel throughout 2010, and recently reached

9 almost $90 per barrel. When the global economy

10 recovers, demand for oil will as well, and we

11 can expect again to have a period of sustained

12 high and volatile oil prices, as we have

13 experienced for much of the past decade.

14 My point here is, we cannot forget why

15 this rulemaking is important to our nation. We

16 commend the agencies for the work they have

17 done so far, and look forward to issuance of a

18 final rule next year.

19 I want to add one other point, in response

20 to a question, to a follow-up question that you

21 or Margo had asked at the end of the first

22 panel, and that is, you had asked, I believe,

23 someone from Waste Management about plug-ins

24 and electric vehicles. It is something you all- November 18, 2010 158

1 know, we are affiliated, we are essentially, we

2 are closely affiliated with the Electrification

3 Coalition, which is a group that's been formed

4 in Washington recently, to advocate bringing

5 electric drivetrains to service the

6 transportation network. And I think it's fair

7 to say, those who know us, we are among the

8 strongest advocates for getting electric

9 drivetrains into all of the fleets there are

10 active in Washington right now. And as a

11 matter of fact, just three days ago, we issued

12 a large paper called the "Fleet Electrification

13 Roadmap," which is a follow-up to a paper we

14 put out last year. And that outlines a series

15 of policies to try to get grid-connected

16 vehicles into fleets, a large portion of which

17 are the medium- and heavy-duty trucks. So let

18 there be no question about our strong interest

19 in seeing that.

20 Speaking personally, however, I think that

21 there is, it's important to recognize that some

22 of these are truly cutting-edge technologies,

23 and we really don't know exactly what is going

24 to happen. As strongly as we are advocating- November 18, 2010 159

1 for them, I think that the better approach, and

2 the approach that we have chosen, is rather

3 than to try to force them into the system with

4 a regulatory structure that has legal penalties

5 for failing to meet any requirements, it is to

6 put the government's incentives out there, to

7 try to make this technology work. And once we

8 see if it can work, in smaller doses, I think

9 it will make much more sense to try to adopt it

10 on a widespread basis. People often question

11 why the government should be putting money into

12 the electrification effort, and the alternative

13 fuels effort, and I think the formidable answer

14 is, that if the government had policies to

15 address so that the full cost of our oil

16 consumption were internalized, if we were

17 paying a price for oil, or for gasoline and

18 diesel, that included the environmental and

19 security costs, then it might not be necessary.

20 But the political reality is that we haven't

21 been able to take that step as a nation. And

22 so I think it is a reasonable alternative,

23 instead of posing the net costs to the

24 citizens, having them pay for the fuel, but the- November 18, 2010 160

1 government spends some of the money up front.

2 We are strong advocates of doing so, but I

3 think, with respect to the question that you

4 raised, let's put the money out there, and see

5 how it works over the next couple of years, we

6 will have the sense as to, what to do next, by

7 the time you are ready to go on the next round,

8 and kind of move forward from there. Thank

9 you.

10 MR. MEDFORD: Thank you for your

11 testimony. Next, Mr. Ugo Nwoke.

12 PANEL IV TESTIMONY

13 BY MR. NWOKE:

14 I would like to thank the panel for the

15 opportunity to comment on the proposed fuel

16 efficiency standards for medium- and heavy-duty

17 engines and vehicles.

18 My name is Ugo Nwoke, I am the CEO of

19 ToChi Technologies, a hybrid-transmission

20 company located in Ohio. I'm also a member, I

21 also represent the Ohio Business Council for

22 Clean Energy. My company has designed and

23 tested a hybrid-transmission that significantly

24 reduces overall need for high engine- November 18, 2010 161

1 revolutions per minute (RPM), while maintaining

2 consumer performance expectations. This is

3 achieved by a proprietary transmission

4 configuration that allows more use of

5 regenerated power within the powertrain. The

6 lower RPM obviously translates into increased

7 fuel efficiency of up to 36 percent on previous

8 MPG (miles per gallon), depending on

9 duty-cycle. Our technology is within the price

10 point of a conventional automatic transmission,

11 and will be available in the market within the

12 next two years. We are currently working on

13 our prototype, which will start next spring.

14 The proposed revisions and additions to

15 motor vehicle fuel economy are achievable both

16 technologically and economically within the

17 proposed timeframe. In the near-term,

18 enhancements to the internal combustion engine

19 shows the lowest cost-per-percent in

20 improvement in fuel economy, when all costs are

21 factored in. The technology my company has

22 developed can be applied to medium- and

23 heavy-duty trucks, as well as light-duty

24 vehicles that are on the road today.- November 18, 2010 162

1 Unfortunately, there are currently no

2 standards for medium- and heavy-duty trucks,

3 which, in most cases, get an average of six

4 miles per gallon or less. These vehicles are

5 obviously vital to the U.S. economy as we

6 depend on trucking for 70 percent of U.S.

7 shipping needs, which has grown by over

8 50 percent since the early 1990s.

9 Today, trucking accounts for

10 three-quarters of the total energy used to ship

11 freight and it's undeniable that the price of

12 fuel is a growing portion of the cost of goods

13 and services, including food. These growing

14 pressures provide us with two choices: An

15 expensive mad dash to greater fuel economy, or

16 a methodical plan providing both the means and

17 the incentive for America's innovators to meet

18 these challenges of innovation.

19 In every challenge there is an

20 opportunity. I think currently facing us is a

21 great opportunity, really. A greater fuel

22 economy standard will drive up investment in

23 new vehicle technologies and push the envelope

24 in novel materials. Greater efficiency also- November 18, 2010 163

1 has direct economic benefits; increasing fuel

2 economy of the medium- and heavy-trucks by 3.5

3 miles per gallon can save up to $24 billion in

4 2030, after factoring, obviously, the costs of

5 efficiency technologies. The graph, which is

6 attached to our submission, which is on this

7 document, it shows that with an increase in

8 fuel economy by just 30 percent, when you

9 consider a price range of $2.50 and $6.00 per

10 gallon, a vehicle that was previously getting

11 six miles per gallon will save up to $1,000 for

12 every 15,000 miles driven.

13 Furthermore, more than eight million jobs

14 are riding on the U.S. auto-industry

15 innovations, including the ones that we intend

16 to create. The auto-industry supply -- the

17 auto-manufacturers, suppliers, dealers and an

18 array of new industry partners contribute to a

19 jobs multiplier effect of more than four

20 additional jobs for one job in the

21 auto-industry. This number grows when jobs

22 associated with truck manufacturing are

23 included.

24 Improving the fuel economy of new medium-- November 18, 2010 164

1 and heavy-duty trucks could create more than

2 120,000 new jobs nationwide by 2030, with all

3 50 states experiencing net job growth. ToChi,

4 our company, and its partners plan to create

5 over 200 jobs in Ohio over the next five years

6 and with increased demand, driven by a

7 reasonable and methodical approach to America's

8 energy needs, these numbers will grow

9 significantly as the standards are implemented.

10 Again, the technology to achieve the new

11 MPG standards does exist, and the new jobs and

12 investments are riding on it.

13 Thanks again for the opportunity to

14 comment in this review and, obviously, I

15 welcome questions later. Thank you.

16 MR. MEDFORD: Thank you for your

17 testimony. Now, Mr. Tonachel.

18 PANEL IV TESTIMONY

19 BY MR. TONACHEL:

20 Good afternoon, and thank you for the

21 opportunity to testify today on the joint

22 proposal. My name is Luke Tonachel, I'm a

23 Senior Analyst with the (NRDC), Natural

24 Resources Defense Council's Transportation- November 18, 2010 165

1 Program. I represent NRDC and its 1.3 million

2 members and activists in support of efforts to

3 improve fuel efficiency and curb greenhouse gas

4 emissions from medium- and heavy-duty trucks,

5 beginning in model year 2014.

6 The Heavy-Duty National Program is a

7 historic step forward for protecting the

8 environment, for saving truck operators money

9 at the pump and for boosting jobs. The

10 standards are good for truck manufacturers,

11 because it gives them certainty and lays the

12 foundation for them to be more sustainable

13 businesses in a future world of volatile fuel

14 prices and intensifying global warming. It is

15 good for workers because a stronger industry

16 and lower operating costs mean more,

17 better-paying jobs. The standards are also

18 good for consumers, because they help reduce

19 the cost of shipping goods that all of us buy.

20 We strongly support the coordinated work

21 of the U.S. Environmental Protection Agency and

22 the National Highway Traffic Safety

23 Administration to meet the requirements to

24 clean up pollution under the Clean Air Act, and- November 18, 2010 166

1 conserve energy under the Energy Independence

2 and Security Act (EISA) of 2007. Working

3 together, the standards established by the

4 agencies can help meet the President's overall

5 energy and climate security goals.

6 It is important to acknowledge that the

7 rulemaking authority provided by the Clean Air

8 Act guarantees more oil reduction and climate

9 benefits than would be achieved if NHTSA acted

10 alone, under EISA. For example, the Clean Air

11 Act (CCA), allows standards to start in model

12 year 2014, while EISA requirements are

13 voluntary before 2016, and the Clean Air Act

14 allows for a broader scope of vehicles,

15 specifically in this case, recreational

16 vehicles. The Clean Air Act also addresses

17 global warming pollutants, such as

18 hydrofluorocarbon emissions from

19 air-conditioning systems, and tailpipe nitrous

20 oxide and methane emissions that are not

21 directly related to vehicle efficiency.

22 While this proposal is an important step

23 in the right direction, it could be

24 strengthened to deliver greater greenhouse gas- November 18, 2010 167

1 reductions and oil-saving benefits. I will

2 briefly describe areas where improvements

3 should be considered.

4 No. (1) The Heavy-Duty National Program

5 should capture all cost-effective efficiency

6 improvements and greenhouse gas emissions

7 reductions. EPA and DOT should finalize

8 requirements on trailers in the same timeframe

9 as their regulations on tractors and engines.

10 Trailer efficiency can be improved dramatically

11 through cost-effective aerodynamic adjustments

12 and fuel-efficient tires. These are well-known

13 and very cost-effective technologies that could

14 be integrated into new trailer manufacturing

15 relatively quickly. Initial trailer efficiency

16 improvements using existing technology do not

17 need the same lead time as more complex

18 developments, such as for advanced engines.

19 Including trailers as part of an overall

20 vehicle standard would encourage better

21 integration of tractor and trailer designs,

22 especially with regard to aerodynamic fittings

23 between tractors and trailers, but also in

24 optimizing vehicle engine and transmission- November 18, 2010 168

1 design. The agencies should take advantage of

2 this low-hanging fruit with trailer standards

3 starting with model year 2014.

4 For heavy-duty pickups and vans, the final

5 standards should more closely match the

6 requirements on the vehicles' higher-volume,

7 light-duty counterparts, on which the heavier

8 models are typically based. While similar

9 strategies to improve efficiency and cut

10 emissions are deployed on all pickups and vans,

11 the light-duty vehicles are on track to achieve

12 the improvements two years earlier with model

13 year (MY) 2016, versus (MY) 2018. The delay in

14 the heavy truck rule would be a missed

15 opportunity for fuel and emissions savings for

16 society and cost savings for consumers.

17 The vocational truck standards should be

18 strengthened to include technologies beyond

19 engine and tire improvements, such as hybrid

20 powertrains, advanced transmissions and

21 advanced, lightweight materials. The agencies

22 note that these technologies deliver fuel

23 savings far beyond those required by the

24 standards, and are cost-effective in certain- November 18, 2010 169

1 applications today. Setting a standard based

2 on the capabilities of these technologies will

3 capitalize on savings opportunities and

4 encourage greater production of these

5 innovative technologies.

6 No. (2) Flexibility mechanisms should not

7 undercut efficiency and pollution reduction

8 gains. Improving the stringency of the

9 standard is preferred over the proposed

10 approach to offer advanced technology credits.

11 While the credits may provide some impetus to

12 bring hybrids and other technologies to market,

13 they could also mean less deployment of more

14 conventional fuel-saving technologies in

15 engines. The end result may not be an actual

16 reduction in emissions. Therefore, a more

17 stringent standard, based on the capabilities

18 of the advanced technologies, where they are

19 applicable, would better maximize savings.

20 We support restrictions on the averaging

21 and trading of emission credits to within

22 regulatory subcategories. Limiting these

23 provisions to vehicles with similar technology

24 and use patterns will help ensure that needed- November 18, 2010 170

1 technology deployment and fuel savings are

2 being achieved in each subcategory.

3 Also, additional flexibility mechanisms

4 proposed by the agencies, such as early credits

5 and innovation technology credits, must be

6 carefully designed to ensure that they are

7 delivering real and surplus emissions

8 reductions. As the agencies have noted in the

9 proposal, early credits can lead to windfalls,

10 which would undermine future emission reduction

11 efforts. This may be especially true with

12 heavy-duty pickups and vans, where this

13 proposal appears to be delayed, compared to the

14 expected deployment of similar technology in

15 lighter trucks. Severely restricting the use

16 of early credits in terms of banking and

17 trading, or avoiding them altogether may be

18 necessary to maintain the benefits of the

19 program. Similarly, innovation technology

20 credits must only be considered for real and

21 surplus emission reductions. The Heavy-Duty

22 National Program should establish a process

23 that will give public confidence that the

24 reductions are quantifiable and verifiable.- November 18, 2010 171

1 No. (3) The agencies should continually

2 improve the testing and data transparency of

3 the Heavy-Duty National Program, promote

4 efficiency and emissions improvements and track

5 on-road progress.

6 Full-vehicle performance testing is

7 critical to fully understanding the potential

8 benefits of each new technology in the real

9 world. The current proposal relies very

10 heavily on simulation to determine compliance,

11 instead of testing complete running vehicles as

12 they would be configured in the real world. To

13 the degree that simulation tools continue to be

14 used for compliance, the agencies must collect

15 real-word data to validate the simulation

16 results. Furthermore, the testing must be

17 improved to incorporate all vehicle systems

18 that can affect efficiency and emissions.

19 Today, the use of example, or default trailers,

20 or transmissions in the compliance strategies

21 removes an important incentive for

22 manufacturers to try to optimize the full

23 vehicle system and all of its components as it

24 would operate in the real world.- November 18, 2010 172

1 To track the effectiveness of the

2 Heavy-Duty National Program, the agencies

3 should develop a public database that describes

4 the current and on-going truck market and truck

5 performance. The database should include a

6 breakdown of the truck market subcategories,

7 operational characteristics, efficiency and

8 emissions. The EPA's annual Fuel Economy

9 Trends Report for light-duty vehicles provides

10 an example of initial datasets that should be

11 expanded, along the lines of the discontinued

12 Vehicle Inventory and Use Survey, and provided

13 publicly.

14 NRDC considers the model year 2014 to 2018

15 proposal to be part of the first of multiple

16 future medium- and heavy-truck rulemakings that

17 will continue to cut pollution and improve

18 efficiency. The National Academies have

19 detailed technology pathways that go beyond

20 those required by the standard, including

21 hybrid drivetrains, advanced bottoming-cycle

22 engines and plug-in electric drive vehicles.

23 We recommend that the agencies act to finalize

24 the next round of improved standards by 2013.- November 18, 2010 173

1 This will provide certainty for the truck and

2 engine manufacturers to guide future

3 investments and establish a roadmap for

4 reducing emissions and saving fuel.

5 In conclusion, the coordinated effort of

6 the agencies to propose fuel efficiency and

7 greenhouse gas emissions standards for medium-

8 and heavy-duty engines and vehicles is a very

9 important step forward in addressing our

10 nation's dependence on oil and global warming

11 pollution. The agencies have designed a

12 program that is appropriately broad in scope to

13 cover all truck types, but improvements to the

14 program could capture greater fuel and

15 greenhouse gas emission savings. The agencies

16 should bring trailers into the program,

17 accelerate standards for heavy pickups and

18 vans, consistent with the light-duty technology

19 deployment, and further encourage the

20 deployment of advanced technologies, while not

21 undercutting broader conventional technology

22 use. Thank you very much for your attention.

23 MR. MEDFORD: Thank you very much for your

24 testimony. Now, I ask my colleagues, if anyone- November 18, 2010 174

1 has any questions? Oh, I'm sorry, who are we

2 missing here?

3 MS. OGE: Has everyone given testimony?

4 MR. MEDFORD: Questions?

5 MS. OGE: I have one question for Mr.

6 Minsk. We heard testimony this morning from a

7 number of NGOs about the importance of

8 capturing upstream emissions for electric

9 vehicles, and plug-in hybrids. And here, as we

10 have indicated in the proposal, we are very

11 interested in having transparency, to make it

12 clear that when we look at the benefits of the

13 program, we look at, you know, refer to

14 upstream, so the net benefit that we are

15 talking about in this program would reflect

16 that. The question is, given the fact that

17 your organization works with OEMs and other

18 stakeholders in an effort to commercialize

19 electric and plug-in vehicles in numbers that

20 count, why did you, what is the position of

21 SAFE on this issue, and what is your response

22 to what we have heard this morning, as far as

23 capturing upstream for this rule, but also --

24 Okay. To capture upstream for this rule, as- November 18, 2010 175

1 part of the electric vehicles and plug-in

2 hybrids?

3 MR. MINSK: I can take the easy way out

4 and say, for this particular rule, it probably

5 won't have much effect, because my sense is,

6 that the number of grid-connected medium- and

7 heavy-duty trucks there are going to get into

8 the market in this timeframe is so small as to

9 be truly insignificant. But to broaden the

10 question out to light-duty vehicles, because

11 then there's a crossover primarily implied.

12 It's a very difficult issue. I think, you

13 know, historically this program has grown out

14 of the fuel economy, that's where its origins

15 were, it is now being -- I don't know if I

16 should say expanding within the greenhouse

17 gases, because I don't want to imply that the

18 greenhouse gas grew directly from it, but they

19 kind of have been brought together. The

20 origins of the program always meant to look at

21 the vehicle itself, and not to look at what's

22 happens outside the vehicle, but it's reflected

23 in the fact that the fuel economy doesn't

24 account for the upstream energy consumption,- November 18, 2010 176

1 the process of making the fuel that goes into

2 the vehicle. We are also, however, not

3 mindless to the fact that there are real

4 upstream emissions. You know, some of the

5 factors that argue against it are the fact that

6 the auto-makers themselves cannot do anything

7 to control those upstream emissions. It is

8 dependent on where someone plugs-in the

9 vehicle. It is dependent on the kind of power

10 that they buy, and not surprisingly, the

11 customer-base for these vehicles is going to be

12 more closely in-line with the customer-base

13 for, let's say, green energy products. But

14 also recognize, you are not looking at

15 individual vehicles, you are looking at

16 averages. Another factor is that, up until

17 recently, I would have observed that elsewhere

18 in the economy, we do not attribute the

19 emissions from appliances that people buy, and

20 once you start talking about a grid-connecting

21 vehicle, in some level, you can think of it as

22 an electrical appliance. People do not go off

23 and charge Carrier for the emissions from the

24 air-conditioning at my house, or a Samsung for- November 18, 2010 177

1 the emissions from the plasma TV that I hang on

2 the wall in my basement, although that too may

3 be getting to be changed, I appreciate. DOE

4 (Department of Energy), I think, has put out a

5 proposal just in the past couple of weeks to,

6 again, be calculating the way in which they

7 look at those.

8 I feel somewhat comforted by the fact

9 that, generally speaking, total emissions from

10 the grid-connected vehicles has got to be lower

11 than the total emissions from an internal

12 combustion engine vehicle. And fundamentally

13 what you care about, with respect to carbon

14 emissions, is not the point of emission, but it

15 is the total emissions, because it doesn't

16 matter where the emissions come from. I would

17 be much more concerned if, in fact, these

18 vehicles had a higher emissions profile, but I

19 don't think anyone here has questions that they

20 have a lower emissions profile than the

21 traditional internal combustion engine

22 vehicles. I know it is a little more of a

23 question for hybrid vehicles.

24 I think at the outset, where we are, is,- November 18, 2010 178

1 we would like to see transparency in terms of

2 the information, but a little bit of hesitancy

3 in terms of the regulations. I think we are

4 also aware of the fact that although recent

5 efforts may have stalled a little bit, because

6 of the political environment in Washington,

7 with respect to an economy-wide regulation of

8 emissions. If you do, in fact, get to the

9 point where you have an economy-wide system, or

10 if you get to the fact where you have a

11 power-connect system alone, these emissions are

12 going to be regulated, you don't want to double

13 count them; in fact, you don't want to put up a

14 system that may undermine the argument for an

15 economy-wide system. I'm not saying that you

16 shouldn't do it, but I think those are all

17 factors that need to be taken into account. I

18 know that was a long answer, rather than a

19 definitive statement. But as you know, it is

20 something you can talk about until the end of

21 time, and you are not going to have, you know,

22 clarity on it.

23 MS. OGE: One more question to Mr. Ugo

24 Nwoke; could you pronounce it?- November 18, 2010 179

1 MR. NWOKE: Ugo Nwoke, the "N" is silent.

2 MS. OGE: Thank you for your testimony.

3 How long have you been in the business, in the

4 hybrid business, you know, managing this

5 organization with a hybrid powertrain, how many

6 years has this business been in place?

7 MR. NWOKE: Well, that's a good question.

8 I actually started working on the transmission

9 back in '95.

10 MS. OGE: Okay.

11 MR. NWOKE: Our first patent was filed in

12 '95, and it was granted in '98, but then we

13 transitioned from a CVT, that was the original

14 transmission, so we transitioned from CVT to

15 hybrid, because we -- because of the control

16 systems we're using, so. We have been in it

17 for a long time now, since '95, really.

18 MS. OGE: My question is: Could you, in

19 general terms, I don't want you to disclose

20 confidential information, let us know how the

21 cost of the system has been evolving through

22 the years?

23 MR. NWOKE: One of the things that

24 happened was, the majority of the motor- November 18, 2010 180

1 generators, which is a key thing, key component

2 in hybrids, Toyota introduced it in '97 with

3 the Prius. Cost has come down a bit, and the

4 design, and all of the flexibility that you can

5 employ, have improved. But one of the areas we

6 use in our assembly was to use more common

7 components. So we have actually, at our

8 disposal, we use up to 60 percent off-the-shelf

9 components, so the whole element of our

10 innovations is only 40 percent, so that has

11 kind of helped us control cost. And our

12 manufacturing partner in Ohio was very excited,

13 because was talking of the components, we don't

14 actually have to pay for the R&D, and all of

15 that stuff, is already in the package. The

16 challenge we are going to have is to marry all

17 of these companies together into one unit, but

18 that's downstream, doing the prototype, and we

19 are going to be doing the prototype evaluation

20 in a vehicle where the transmission is starting

21 to retrofit it into a vehicle that will be

22 running next year, and obviously, with all of

23 the data we are going to be picking up, will

24 help us with the final production.- November 18, 2010 181

1 MS. OGE: Yes, I would like to follow-up

2 with you at some point, and talk to you about

3 the work that you are doing, and especially in

4 the area of cost reductions. Thank you. Any

5 questions?

6 MR. MEDFORD: I don't think so. Thank you

7 very much, panel, for your testimony.

8 MS. OGE: We would ask for our 5th Panel

9 to please, come up. Mr. Martin Suhrke. Ms.

10 Shannon Bali. Mr. James McCaffrey. Mr. Doug

11 Hatfield. Mr. Don Keski-Hynnila. Mr. Jeffrey

12 Clarke. (Members of the 5th Panel coming up)

13 Okay. So we will start with Mr. Martin Suhrke.

14 Is that how you pronounce the name?

15 MR. SUHRKE: Something like that.

16 MS. OGE: Okay. That's correct, then, for

17 the record.

18 PANEL V TESTIMONY

19 BY MR. SUHRKE:

20 My name is Martin Suhrke. Thank you for

21 giving me the opportunity to testify on this

22 highly important matter. I'm a Danish citizen,

23 that's why my name is hard to pronounce. I

24 live in Cambridge, since July of last year. My- November 18, 2010 182

1 professional background is physical therapy,

2 and at present, I'm a volunteer at Sierra Club.

3 But first and foremost, I'm here as a

4 private person, I'm here as a citizen of

5 Denmark, and an advocate for all living

6 creatures. I have always had a great love for

7 the outdoors, for nature and animals.

8 Therefore, I am very concerned about what's

9 happening to our environment due to pollution,

10 unsustainable exploitation of natural resources

11 and climate change. The world is changing

12 rapidly and in many ways this change is

13 irreversible.

14 The impact of global warming is becoming

15 more and more apparent, and nations around the

16 world are increasingly changing their political

17 agendas towards solving these problems.

18 Unfortunately, the largest emitter of CO2 in

19 the world, U.S.A., and that's based on

20 consumption, U.S.A. has not yet taken serious

21 action.

22 In Denmark and Europe, we are far from

23 doing enough, as of yet, but every year new and

24 more ambitious goals are being set and pursued.- November 18, 2010 183

1 Regulation and taxation on heavy polluting

2 sources, such as heavy trucks and energy

3 inefficient cars, has been the norm for many

4 years. This incites people to think and act in

5 an eco-friendly way, and the industries to come

6 up with solutions that are better for the

7 society as a whole. U.S. car-makers have never

8 had the same incentive to make energy efficient

9 cars. Therefore, you hardly see any American

10 brands on the roads of Europe, apart from Ford

11 that has customized its European models to this

12 market.

13 When it comes to energy and environmental

14 issues, United States is years, even decades

15 behind most of the Western countries, and even

16 small developing countries, like Costa Rica,

17 Cuba and Panama. (Source: Environmental

18 Performance Index) The race is on for energy

19 solutions, but the U.S. is not taking part.

20 While climate change is becoming the new world

21 order, the United States is ignoring the facts

22 and falling behind, and increasingly losing its

23 future competitiveness on the global market.

24 I'm saying this out of my own concern for- November 18, 2010 184

1 the global environment, and I think you should

2 act for the same reason. And if not for that

3 reason, you should act based on long-term

4 economical implications of lagging behind in a

5 changing world; or based on considerations

6 about public health issues related to air

7 pollution; or based on your obligation to take

8 part in a serious universal matter; or based on

9 any one of the many bad things that come out of

10 dependency upon oil. Eventually, it all comes

11 down to quality of life for everyone.

12 Thank you for letting me speak my mind.

13 MR. KALER: Well, thank you. Now, we are

14 going to hear from Ms. Shannon Bali.

15 PANEL V TESTIMONY

16 BY MS. BALI:

17 Good afternoon. Thanks for the

18 opportunity to testify today. My name is

19 Shannon Bali. I am here to testify today as a

20 private citizen in support of EPA's proposed

21 rules, because I believe we need to reduce our

22 dependence on all fossil fuels to protect the

23 environment and reduce America's dependency on

24 foreign oil.- November 18, 2010 185

1 EPA's proposed new rules for trucks and

2 medium- and heavy-duty vehicles will

3 significantly reduce our consumption of oil and

4 help avoid disasters like the Gulf oil spill,

5 the Exxon Valdez, and the Kalamazoo River oil

6 spill.

7 I fully support EPA using its authority

8 under the Clean Air Act to adopt the strongest

9 possible standards to increase fuel efficiency

10 for all vehicles on the road, and also to

11 regulate greenhouse gas emissions, to reduce

12 the impacts of climate change. Thank you.

13 MS. OGE: Thank you. Mr. James McCaffrey?

14 PANEL V TESTIMONY

15 BY MR. McCAFFREY:

16 Thank you. For the record, my name is

17 James McCaffrey, I'm Director of the

18 Massachusetts Sierra Club, and we are the

19 largest grassroots environmental organization

20 in the nation, and we really appreciate the

21 efforts of the EPA on this matter, and for

22 allowing us to testify and take part in these

23 hearings.

24 We applaud and support the U.S.- November 18, 2010 186

1 Environmental Protection Agency (EPA) efforts

2 to tackle global warming pollution using its

3 Clean Air Act authority, and the Department of

4 Transportation (DOT) efforts, as directed under

5 the Energy Security and Independence Act of

6 2007, to set standards to reduce our dependence

7 on oil.

8 The EPA's and DOT's recently established

9 fuel efficiency standards for passenger

10 vehicles will increase the average fuel economy

11 for new passenger cars to 35.5 miles per gallon

12 (MPG) by 2016, and meet the first-ever

13 greenhouse gas standards, emitting 250 grams of

14 CO2 per mile. EPA and DOT are already planning

15 standards for 2017 to 2025 for this sector, and

16 we are advocating that these car standards

17 reach at least 60 miles per gallon. That's a

18 very good start, and we thank you for that.

19 But a piece of the puzzle is missing in

20 our efforts to reduce CO2 emissions for the

21 transportation sector, which account for a

22 staggering 33 percent of the total carbon

23 dioxide emissions from fossil fuel combustion,

24 the largest share of any end-use economic- November 18, 2010 187

1 sector according to 2007 EPA data. And within

2 that sector, medium- and heavy-duty vehicles,

3 which we are discussing here today, are

4 responsible for 20 percent of all the oil used

5 in the U.S. transportation sector, even though

6 they make up less than four percent of all the

7 vehicles on the road. These standards proposed

8 for medium- and heavy-duty vehicles are,

9 therefore, the next logical step, and we

10 applaud EPA for proposing changes two years

11 ahead of schedule. The oil disasters in the

12 Gulf of Mexico and Kalamazoo River this past

13 summer are a tragic reminder of the

14 consequences of our nation's dependence on oil.

15 During the BP oil disaster, Americans were

16 glued to their TV sets, watched as our beaches

17 were covered in oil and tar balls. People

18 living near the coastline were made sick from

19 the smell of oil. The Gulf Coast ecosystems

20 will take many years to recover. And we saw

21 hundreds of fishermen out of work in an already

22 tough economy, and a whole region decimated

23 economically by the impacts of poor management

24 and oil spill, because of our dependence on it.- November 18, 2010 188

1 This underscored the need to change our ways

2 and end our nation's addiction to oil.

3 If the new standards, as proposed, are put

4 into place, they will reduce heat-trapping

5 global warming emissions by a total of 250

6 million metric tons over the lifetime of the

7 vehicles produced between 2014 and 2018. The

8 environmental benefits that will be gained from

9 these standards are high. Such a reduction in

10 emissions is equivalent to taking more than 47

11 million of today's passenger vehicles off the

12 road.

13 These standards will help move our nation

14 beyond our addiction to oil, by getting,

15 500 million barrels of oil being saved during

16 the lifetime of the trucks sold between 2014

17 and 2018, covered by this rule.

18 Increased savings for individual truck

19 drivers, industry and consumers in an economy

20 where every penny counts. The list goes on,

21 and the advantages is a win-win scenario for

22 adopting these rules.

23 The truck standards will provide

24 far-reaching benefits for everyone in America.- November 18, 2010 189

1 The EPA own's estimates say, "$41 billion in

2 net benefits to Americans from the strongest

3 proposed standards." They will reduce air

4 pollution and related illnesses, increase our

5 competitiveness in the global market, job

6 creation, reduce costs for business and

7 consumers in transporting goods, and increase

8 growth in the clean energy sector by helping

9 improve our quality of life and our economy.

10 I mentioned earlier the standards already

11 in place for the passenger cars, including

12 SUV's, which are covered under that and

13 light-trucks. But between these strong

14 standards for cars, and the proposed new

15 standards for medium- and heavy-duty trucks,

16 Americans could be saving 49 billion gallons of

17 oil per year in 2030. Let's get started on

18 doing that today.

19 We urge DOT and EPA to issue the strongest

20 possible standards by 2018, a 35 percent

21 reduction in oil use from long-haul tractors

22 pulling van trailers, and a 20 percent

23 reduction in oil use from all other trucks, and

24 make vehicle standards part of a national- November 18, 2010 190

1 transportation plan that moves our nation

2 beyond oil.

3 Thank you very much for the opportunity to

4 testify.

5 MS. OGE: Thank you for your testimony.

6 Now, we will hear from Mr. Doug Hatfield.

7 PANEL V TESTIMONY

8 BY MR. HATFIELD:

9 Good afternoon. Thank you for the

10 opportunity to testify in the proposal to

11 establish greenhouse gas and fuel efficiency

12 standards for medium- and heavy-duty engines

13 and vehicles. My name is Douglas Hatfield, and

14 I'm the Managing Director for the North

15 American Heavy Vehicles at Exa Corporation.

16 Before I introduce my company, let me

17 first say that Exa fully supports the EPA in

18 this historic effort. As a key supplier to the

19 global ground transportation industry, we

20 appreciate the impact and benefit fuel

21 efficiency and greenhouse gas reduction has on

22 the environment and on society as a whole. We

23 applaud the EPA and NHTSA for undertaking this

24 complex and important issue in such a- November 18, 2010 191

1 thoughtful and transparent manner.

2 My organization, Exa Corporation, founded

3 at MIT, and based here in Burlington, Mass., is

4 the developer of the unique aerodynamic

5 simulation tool, based on the Lattice Boltzmann

6 Method. Our technology has been used for 15

7 years, by 12 to 13 major global automotive, and

8 five of the six largest global heavy-vehicle

9 OEMs to support product development in the

10 areas of aerodynamics, thermal management and

11 aeroacoustics. Our technology is able to bring

12 about a dramatic improvement in vehicle

13 performance, while at the same time reducing

14 costs and time-to-market. For example,

15 customers have improved aerodynamic efficiency

16 of their products by as much as 10 percent over

17 the previous generations. Exa's results have

18 been used to certify SmartWay. And some of the

19 most aerodynamic and efficient Class (8)

20 tractors in the world today were designed using

21 our technology.

22 We are pleased to see in the proposed

23 ruling that computational fluid dynamics (CFD)

24 is one of the proposed certified, one of the- November 18, 2010 192

1 proposed methods for heavy-vehicle aerodynamic

2 assessment.

3 Our truck customers are currently using

4 Exa software as the primary tool for

5 aerodynamic design and development. The

6 prerequisite for them to achieve the simulation

7 technology for this critical function is their

8 confidence in the accuracy and repeatability of

9 the results. This confidence has been built

10 for many years and experience performing

11 correlations to other test methods, including

12 wind tunnel testing, SAE Type II fuel economy

13 testing, and the full-scale drag meter testing.

14 Thus, the decision to certify the use of CFD

15 for regulation of greenhouse gas and fuel

16 efficiency will fit well with the aerodynamic

17 design process in use today.

18 We support EPA and NHTSA in their decision

19 to specify a minimum, a set of minimum

20 requirements for the certification of different

21 simulation methods. We believe that certain

22 general requirements are necessary for any

23 method to achieve consistent, accurate results

24 that will be reflective of aerodynamic drag on- November 18, 2010 193

1 a heavy-truck, in an open-road environment.

2 Further, we believe that a set of distinct

3 requirements should be set for simulation

4 methods based on different underlying physical

5 and numerical solving techniques. Detailed

6 specifics on these topics will be provided in

7 our written comments.

8 The proposed ruling does, however,

9 introduce challenges from the variations that

10 we expect in the predicted drag proficiencies

11 from the three allowed methods: Coast-down,

12 wind tunnel and simulation. It is not clear

13 that the proposed aerodynamic wind method will

14 alleviate these challenges. As we expect, the

15 absolute drags will differ substantially to

16 wind tunnel test techniques. For example, in a

17 recent SAE publication, done in collaboration

18 with Volvo Trucks North America and National

19 Research Council Canada, Exa's results

20 correlated to the experimental values within

21 one percent. However, with the same vehicle,

22 when simulated in an open-road condition, the

23 drag value changed by 37 percent. Correlating

24 simulation results with physical testing- November 18, 2010 194

1 requires including many specific details in the

2 test set-up that are not representative of

3 on-road conditions. CFD offers the advantage

4 of creating a virtual test environment that is

5 more representative of on-road performance.

6 The preferred set-up used by our customers

7 for design and development is a domain that

8 replicates the open-road, including a moving

9 ground plane, rotating tires, open-road with

10 realistic engine bay, et cetera. Our customers

11 also regularly evaluate different wind

12 conditions by considering the odd flow. These

13 set-up of details are necessary for producing

14 results that are represented on the road

15 performance.

16 It is our suggestion that EPA and NHTSA

17 require a certification procedure that includes

18 a broad validation sweep, including different

19 vehicle types, from aerodynamic classic styles,

20 different testing types, wind tunnel and

21 coast-down, and different test facilities. We

22 believe it's necessary to understand the

23 variation from the different methods, and how

24 that changes the ultimate input into the GEM- November 18, 2010 195

1 model.

2 We believe that wind-tunnel testing

3 provides a more stable environment, with

4 repeatable results that are necessary for

5 validating the accuracy of simulation methods.

6 Exa plans to provide additional details,

7 in our comments, on a suggested process for

8 certifying simulation methods. We also suggest

9 the proposed ruling to consider using

10 wind-averaged drag coefficient, rather than

11 only evaluating the drag at zero yaw.

12 Our customers also regularly evaluate drag

13 at non-zero yaw angles, and results have been

14 shown more closely to correlate with road

15 testing of fuel economy improvements than zero

16 yaw only.

17 Our nation has the opportunity, with the

18 new regulations, not only to reduce greenhouse

19 gas emissions, but also to stimulate

20 engineering innovation and, thus, truck growth.

21 This can be achieved by making sure that the

22 regulations are providing accurate means of

23 establishing vehicle performance

24 characteristics and allowing the manufacturers- November 18, 2010 196

1 equal opportunity to succeed. By doing so, we

2 will help improve our competitiveness in the

3 global market, and help our economic growth.

4 We will also get an opportunity to be an

5 example to other nations, and in this way help

6 reduce greenhouse gas emissions.

7 We are excited that Exa can help in this

8 effort with the unique technology we have

9 developed over the last two decades. We

10 strongly believe in the need for our nation and

11 the world to decrease greenhouse gas emissions.

12 We will continue to work with our partners in

13 the industry, to help them design vehicles with

14 better economic performance and considering to

15 reduce emissions.

16 We are looking forward to helping EPA and

17 NHTSA in achieving these goals. Thank you.

18 MS. OGE: Thank you. Now, we will hear

19 from Mr. Don Keski-Hynnila. Good afternoon.

20 (Conversation off the record)

21 PANEL V TESTIMONY

22 BY MR. KESKI-HYNNILA:

23 Thank you for the opportunity to be here,

24 and to testify today. I am Don Keski-Hynnila,- November 18, 2010 197

1 I'm here today to provide comments on behalf of

2 Detroit Diesel Corporation, and Daimler Trucks

3 North America.

4 Detroit Diesel is a Daimler AG Company

5 that manufactures heavy-duty diesel engines

6 certified for on-highway trucks, and it's a

7 part of Daimler AG's, Daimler Trucks North

8 America, (DTNA), LLC organization.

9 I have been a Detroit Diesel employee for

10 30 years this year, largely working in

11 combustion and the ignitions development

12 engineering, and most recently in emissions and

13 OBD certification. I am truly proud of having

14 been part of the very significant progress

15 that, we, Detroit Diesel, and the heavy-duty

16 industry at large have made, working with the

17 EPA to bring today's extremely clean and

18 efficient products to our customers and to the

19 public's benefit. Today's diesels, integrated

20 with advanced SCR-based aftertreatment, are

21 literally orders of magnitude cleaner than

22 those of the '70s.

23 I'm here today, of course, to comment on

24 the heavy-duty greenhouse gas and fuel economy- November 18, 2010 198

1 standards, strongly proposed by EPA and NHTSA.

2 The agencies proposal is massive, complex and

3 far-reaching. It clearly represents a

4 monumental effort on the part of these agencies

5 to draft a proposed rule that makes every

6 effort to address the EPA's greenhouse gas

7 concerns and fuel economy improvement mandates,

8 under the Energy Independence and Security Act.

9 The development of the regulation does,

10 however, appear to be analogous to the

11 development of products in at least one aspect:

12 that being that development of a user-ready

13 product, requires both adequate time and

14 adequate resources. So, too, do regulations.

15 The agencies, have no doubt, expended

16 considerable resources to developing this

17 proposed rule. We, in the DTNA organization,

18 other manufacturers and industry organizations,

19 like EMA and TMA, have spent countless hours

20 working with the agencies to help craft a rule

21 that recognizes the unique complexities of the

22 heavy-duty engine and vehicle industry, and the

23 broad-ranging needs of its many customers.

24 There remain, however, more because of the lack- November 18, 2010 199

1 of time and not the lack of effort, numerous

2 elements of the proposal that would benefit

3 from further development. And we commit to

4 continue working with the agencies to finalize

5 a rule that reaches the end goal of achieving,

6 in a practical way, maximum greenhouse gas

7 reduction and fuel economy improvements over

8 the road in the customer's hands.

9 I would now like to briefly comment on

10 certain elements included in the proposed rule.

11 First, we agree with the agencies that the

12 heavy-duty greenhouse gas emissions are

13 dominated by CO2, which accounts for over

14 97 percent of the total. And we agree with

15 EPA's approach of setting standards to cap N2O

16 and CH4 emissions to prevent significant

17 increases from their current very low levels.

18 Further, we agree with EPA's proposal to

19 assign CO2 deterioration factors equivalent to

20 zero, at least in the early years, recognizing

21 that there is no basis to expect that an

22 engine's CO2 emissions should increase

23 significantly over time. In fact, customers

24 demand engines that maintain low fuel- November 18, 2010 200

1 consumption and, therefore, low CO2 emissions

2 over their service life, which will continue to

3 drive manufacturers to work hard to be ahead of

4 their competitors. Long-term N2O and CH4

5 emissions trends are, however, not as well

6 understood. N2O measurement protocols

7 themselves are still being developed by the

8 agencies. Also, industry and the agencies are

9 currently revisiting durability factor test

10 protocols. Consequently, the necessary data to

11 set appropriate N20 and CH4 standards are very

12 limited. Considering these many factors, we

13 suggest that until measurements and test

14 protocols are established, and representative

15 long-term test data becomes available, EPA

16 should set the model year 2014 through 2016 N20

17 and CH4 standards to cap at current levels that

18 are based on measurements from a larger

19 population of engines, and include provisions

20 in the rule for later adjustments, as

21 appropriate in the future.

22 The second element I would like to touch

23 on is responsive to the agencies' many requests

24 for comments on Averaging, Banking and Trading,- November 18, 2010 201

1 or ABT. The agencies have requested feedback

2 regarding options to apply credits generated

3 within one engine category to engines produced

4 in other engine categories. We support ABT

5 programs in general, because they are a

6 practical method to balance families within a

7 category that may not be equal in greenhouse

8 gas emissions. However, we do encourage that

9 credit usage be constrained to within the

10 engine category that generates the credits. We

11 support this approach, so as to avoid

12 competitive disadvantages that could result

13 between manufacturers whose product lines do

14 not span the same range of engine categories.

15 For example, a manufacturer producing engines

16 in multiple categories could apply credits

17 generated from one engine category to a second

18 category that lacks modern technology, has poor

19 fuel economy and can be sold at a lower price

20 in competition with other manufacturers who

21 only produce compliant engines in the same

22 categories. Limiting ABT to within the engine

23 category prevents such a strategy. In

24 addition, ABT approaches encourage development- November 18, 2010 202

1 of fuel consumption improvement of engines and

2 vehicles together that allow ABT between an

3 engine category and the vehicle category using

4 those engines should be pursued.

5 A third element for consideration is a

6 shared concern among us, the agencies, our

7 customers, and those who buy products that are

8 hauled by truck, meaning just about everyone.

9 That is, the creation of a cost-effective

10 regulation. In turn, this drives us toward two

11 minor changes to the proposed regulations. One

12 being, to allow cost minimization by crediting

13 a manufacturer with improvements to a vehicle,

14 in lieu of improvements to an engine, or

15 vice-versa. And two, allowing global warming

16 potential-based balancing of greenhouse gas

17 reduction efforts in lieu of forcing, for

18 example, specific HVAC leak rate requirements.

19 EPA's longstanding policy of standard setting,

20 followed by technology neutrality for the means

21 by which one meets those standards, should

22 continue with the present program.

23 We believe that given adequate time and

24 effort, a rule can be crafted that not only- November 18, 2010 203

1 meets mandates for all 50 states, including

2 California plus Canada, but which can also have

3 worldwide applicability. A key to acceptance

4 on a worldwide basis is that test cycles and

5 methodologies for quantifying improvements be

6 based on sound engineering principles that

7 truly reflect improvements in the customers'

8 hands. We need to work together to define test

9 cycles that perhaps differ from the legacy test

10 cycles that had been developed for measuring

11 criteria pollutants. In the longer-term,

12 standards based on whole vehicle performance

13 need to be established to encourage maximum

14 engine and vehicle integration and

15 optimization.

16 Finally, the agencies have suggested

17 alternative approval provisions that allow

18 manufacturers in the early years to comply with

19 less stringent standards. The alternative path

20 allows manufacturers to certify engines that

21 achieve as little as three percent fuel economy

22 improvement from its model year 2011 baselines.

23 Daimler is not alone in having made

24 considerable investments in manufacturing,- November 18, 2010 204

1 tooling and product development to improve the

2 fuel efficiency of its product line. This

3 investment was made during a period of economic

4 times considered by most as having been the

5 most stressed since the Depression era. We do

6 not feel that those who have elected to not

7 invest in the future should be rewarded by

8 being able to comply with lesser standards and,

9 therefore, we suggest that the alternative path

10 be removed, or at the least, not be relaxed

11 further than in its current form.

12 Once again, in closing, we commend the

13 agencies for the tremendous effort made in

14 proposing these new rules, and in the process

15 of working with the heavy-duty engine and truck

16 manufacturers, to understand their complex and

17 challenging industry. We look forward to

18 working with the agencies to craft improvements

19 to these and other elements of the proposed

20 rule with the goal of finalizing the rule in

21 the timeframe set by our President, that

22 maximizes benefits for our customers, for our

23 environment and for our national energy

24 security.- November 18, 2010 205

1 Thank you for your time and attention.

2 MS. OGE: Thank you. And finally we are

3 going to hear from Mr. Jeffrey Clarke, welcome.

4 PANEL V TESTIMONY

5 BY MR. CLARKE:

6 Thank you. Good afternoon. I'm speaking

7 today on behalf of NGV (Natural Gas Vehicles)

8 America. We are a trade association of members

9 whose fleets are powered by biomethane, natural

10 gas-derived hydrogen and natural gas for use as

11 a transportation fuel.

12 NGV America appreciates the opportunity to

13 provide this statement to EPA and NHTSA. Let

14 me begin, like many of the others, and say that

15 my remarks today are based on the preliminary

16 review, we will be submitting more extensive

17 comments later. Based on our initial review,

18 we are somewhat disappointed, but not deterred

19 at this point, that the proposed rules do not

20 contemplate a larger role for natural gas

21 vehicles as part of the overall plan to reduce

22 petroleum consumption and greenhouse gas

23 emissions. The agencies have described the new

24 national program as being "designed to address- November 18, 2010 206

1 the urgent and closely intertwined challenges

2 of dependence on oil, energy security, and

3 global climate change," quoting from the

4 information put out by the agencies. Well,

5 natural gas vehicles deliver on all of these

6 objectives, and currently deliver greater oil

7 displacement, and larger greenhouse gas

8 emission reductions than those contemplated in

9 the rule. Using natural gas also provides

10 significant economic advantages for the U.S.,

11 because natural gas is an abundant domestic

12 fuel that is economically priced.

13 As currently written, it appears that very

14 little thought was given to the significant

15 domestic supply of natural gas, or the ready

16 availability of medium- and heavy-duty natural

17 gas vehicles.

18 So today, I want to briefly touch on three

19 of the key factors highlighted in the notice:

20 Dependency on oil, energy security and climate

21 change. And then discuss a few of the factors

22 we think should be reflected in the final rule.

23 Dependence on oil. The use of natural gas

24 vehicles give us an immediate ability to- November 18, 2010 207

1 displace up to 100 percent of the petroleum

2 that otherwise would be used by a given vehicle

3 application. Natural gas engines are either

4 dedicated, meaning they only use natural gas,

5 or they are dual-fueled, meaning they use a

6 mixture of diesel and natural gas with diesel

7 fuel injected to enable ignition in compression

8 ignition engines. I'm speaking in terms of the

9 medium- and heavy-duty market; light-duty is

10 different. In the case of dedicated vehicles,

11 these vehicles rely on natural gas for 100

12 percent of the energy consumed. In the case of

13 dual-fuel vehicles, these vehicles rely on

14 natural gas for about 90 percent of the energy

15 consumed, and diesel providing the other ten

16 percent for ignition. In terms of reducing

17 petroleum use, the proposed regulations require

18 only an average, per vehicle, reduction of

19 15 percent, I probably shouldn't say "only," I

20 realize these are quite substantial reductions

21 for the manufacturers, and ten percent for

22 gasoline vehicles. So for natural gas

23 vehicles, we already exceed the petroleum

24 reduction potential presented by the proposed- November 18, 2010 208

1 rule; that's the point I want to make.

2 Now, on energy security. Increasing the

3 use of natural gas as a transportation fuel is

4 one of the best ways the U.S. can address the

5 issue of energy security. In the past several

6 years, a wealth of new data has been developed

7 demonstrating that the U.S. has an abundant

8 supply of readily available, economically

9 priced, natural gas. Domestic natural gas

10 currently supplies about 87 percent of natural

11 gas demand here in the U.S. Most of the

12 remaining natural gas is supplied by Canada, or

13 North American sources. Only about three

14 percent is imported. In the past decade,

15 natural gas reserves in the U.S. have actually

16 increased, not declined, as new resources come

17 on-line. Estimates from the Colorado School of

18 Mines' Potential Gas Committee, the EIA, MIT

19 and numerous other respected organizations,

20 indicate that domestic supplies are sufficient

21 to meet demand for more than 100 years-plus.

22 As recently as several years ago, this estimate

23 was only a 65-year supply.

24 Because natural gas is an abundant- November 18, 2010 209

1 domestic fuel, we can increase its use without

2 increasing dependence on foreign sources of

3 energy, without increasing imports of oil, and

4 without sending billions of much needed capital

5 overseas.

6 On global climate change. Natural gas

7 when used as a transportation fuel has an

8 inherent advantage over gasoline and diesel

9 fuel, because its chemical makeup includes less

10 carbon for each atom of hydrogen delivered.

11 Only one carbon molecule of methane for each

12 four molecules of hydrogen, the lowest ratio of

13 any fuel available today, except for hydrogen

14 itself. Extensive analysis of the fuel cycle

15 benefits of natural gas indicates it would

16 provide about 15 to 30 percent reduction in

17 greenhouse gas emissions, compared to gasoline

18 and diesel vehicles. Again, based on the

19 proposal issued by the agencies, we are already

20 at or exceeding the levels that they propose,

21 in terms of greenhouse gas reductions, and I am

22 talking in terms of full-cycle benefits of

23 natural gas. Therefore, natural gas vehicles

24 already meet these reductions targeted.- November 18, 2010 210

1 Moreover, most of the engine improvements and

2 all of the vehicle modifications that the

3 agencies discussed in the context of diesel or

4 gasoline vehicles, are equally applicable to

5 natural gas vehicles, so we think these

6 technological advances will only improve the

7 benefits of natural gas vehicles.

8 Availability of natural gas vehicles.

9 There are now more than 12 million natural gas

10 vehicles in use worldwide. I wish I could say

11 that all of these vehicles, or most of them,

12 even most of them are here in the U.S. The

13 fact is that only a small percentage is here in

14 the U.S. We rank 15th in the world, in terms

15 of total number of natural gas vehicles, so we

16 have a lot of ground to catch up. The market

17 outside the U.S. is growing significantly, and

18 have doubled in the last several years. In the

19 U.S. there are only about 100,000 to 125,000

20 natural gas vehicles on the road. Perhaps this

21 was what the agencies were thinking about when

22 they were writing about natural gas vehicles in

23 the rule. The agencies certainly were not

24 focused on the significant number of OEM- November 18, 2010 211

1 products that are currently available here in

2 the U.S., and I want to touch on that. In

3 terms of engines, Cummins makes natural gas

4 engines, Doosan, Emission Solutions, Navistar

5 and Westport Innovations, all make natural gas

6 engines for the U.S. market. Ford Motor

7 Company is shipping gaseous-prepped engines for

8 its E350 and 450 vans, making it possible for

9 aftermarket conversions. In terms of truck and

10 bus manufacturers in the U.S.: Kenworth,

11 International, Peterbilt, Mack, American

12 LaFrance, Crane Carrier, Capacity, Thomas

13 Built, Blue Bird, Optima, NABI, El Dorado, New

14 Flyer, Daimler, Gillig, Workhorse, Elgin, and

15 so on and so forth. Freightliner has recently

16 announced that all, virtually all of their

17 product line is going to be available, from the

18 factory, with natural gas as an option. So we

19 have a significant opportunity here, in the

20 medium- and heavy-duty market, to utilize more

21 natural gas vehicles.

22 So getting to the proposal. What do we

23 want? We are not really sure yet, we are still

24 reviewing it, so like a lot of others, I think- November 18, 2010 212

1 we will be providing much more extensive

2 comments later. But based on our initial

3 review, I think certain things are clear.

4 We want to see a final rule that

5 recognizes that, today, natural gas vehicles

6 can provide significant displacement of

7 petroleum and reductions of greenhouse gas

8 emissions.

9 Also, recognize that emission standards --

10 recognize that emission standards and fuel

11 economy regulations which are vehicle-based, do

12 not account for upstream emissions, or energy

13 benefits and impacts. We think it's important

14 that the upstream energy inputs and emissions

15 are factored into the rule.

16 We want to see a rule that provides

17 greenhouse gas emission credits for natural gas

18 vehicles, based on the fact that these vehicles

19 do deliver superior full-fuel cycle reductions

20 of greenhouse gas emissions compared to

21 petroleum fueled vehicles. So we would like to

22 see credits that are based on the full-fuel

23 cycle benefits.

24 We would like to see fuel economy credits- November 18, 2010 213

1 similarly that provide incentives for natural

2 gas vehicles, based on the amount of petroleum

3 they reduce.

4 And we would like to see a final rule that

5 ensures that vehicle-based standards do not

6 impose uneconomic requirements for fuels, like

7 natural gas, which already provide substantial

8 greenhouse gas emission reductions and

9 petroleum reductions.

10 So to elaborate on that last point, we

11 believe it would be a mistake to require

12 technologies that already provide larger

13 overall reductions of greenhouse gas emissions

14 and petroleum reductions, to meet the same

15 vehicle-based performance requirements as

16 proposed for gasoline and diesel powered

17 vehicles. We think doing so, without giving

18 credit for upstream reductions and without

19 giving consideration to the additional costs,

20 could actually discourage the use of some of

21 these technologies.

22 So in concluding, I want to say thank you

23 for the opportunity to give this statement, and

24 we look forward to providing additional- November 18, 2010 214

1 information and the back-and-forth opportunity

2 with your staff, thank you.

3 MS. OGE: Thank you. Any questions, or

4 comments?

5 MR. SILVERMAN: For Mr. Hatfield. I know

6 your testimony dealt with inputs to the GEM

7 model, but I'm curious, what do you think of

8 the GEM model as a simulation tool?

9 MR. HATFIELD: Well, we haven't had a

10 chance to fully review the model, you know, we

11 did quickly, obviously. You know, we did some

12 looking at it with some of our partners, and

13 they have shown, you know, there are key

14 aspects of the model, which seem to have

15 sensitivities to the inputs and others do not.

16 It looks like, it appears that the drag is

17 highly sensitive input to the model, whereas in

18 the weight were less sensitive, in terms of the

19 capabilities, or its ability to move forward.

20 It seemed, though, like a very reasonable

21 approach to allow, you know, these large

22 organizations to classify quickly, you know,

23 what the output would be for, you know, the

24 greenhouse gas excepted from the products.- November 18, 2010 215

1 MS. OGE: Mr. Silverman?

2 MR. SILVERMAN: For Mr. Clarke. We heard

3 testimony in Chicago that natural gas standards

4 might need more lead time because, if I

5 remember right, it provided fuel somewhat later

6 in the cycle; is that correct, do you have any

7 comments on that?

8 MR. CLARKE: Could you say that again a

9 little louder; something about the "cycle"?

10 MR. SILVERMAN: Yes. Someone testified in

11 Chicago that natural gas engines might need

12 more lead time, due to later receipt in the

13 cycle than the diesel, or gasoline engines?

14 MR. CLARKE: Well, I think that's been,

15 I'm not sure about the exact -- I know the

16 person who testified, but I'm not sure about

17 the reason behind that comment. But I think,

18 historically, EPA has provided lag time in its

19 standards for alternative fuel technologies.

20 The manufacturers, who are bringing on new

21 products, natural gas products are based on the

22 gasoline block, or based on the diesel block,

23 and so there has been that, that lag time has

24 been provided. I don't think we have come to a- November 18, 2010 216

1 conclusion yet, that we need to ask for that.

2 MS. OGE: Any other questions? Chet?

3 MR. FRANCE: Just, I guess, a quick

4 follow-up question to Jeff. We would agree

5 with you that, on the tailpipe basis, that

6 natural gas probably meets the standards that

7 we are proposing. And I'm just, clearly out of

8 the way we proposed the rule, you are going to

9 get credits, since it is a performance-based

10 standard, doesn't natural gas get a fairly good

11 treatment right off the blocks in this

12 proposal?

13 MR. CLARKE: On the ABT, I think, there is

14 no question that we would get, even on a

15 tailpipe advantage, we have an advantage. I'm

16 not sure where we are with the methane, the cap

17 on the methane, I think, some of the

18 manufacturers are looking at that, and saying

19 that's stringent, so we may give up some of our

20 CO2 benefits, if we are going to average out

21 the methane. Certainly we think it is

22 appropriate to give us some benefit on the

23 upstream emissions, and certainly we would like

24 to participate in the Advanced Technology- November 18, 2010 217

1 Vehicle Credit program, we think that would be

2 appropriate for natural gas. So if you are

3 going to provide some sort of accelerated

4 credit to electric vehicles and other

5 technologies on the Advanced Technology

6 program, based on whatever justification or

7 rationale we think there are, the upstream

8 emissions would be a good rationale to give

9 natural gas vehicles additional credits.

10 MR. FRANCE: Thank you.

11 MS. OGE: I would like to thank the panel

12 for your testimony. And, Ron, if you want to

13 prepare for the next one, thank you.

14 MR. MEDFORD: Thanks everybody. We are

15 ready for Panel No. 6. Ms. Mary Ellen Kustin.

16 Mr. Michael Wischhusen. Mr. Mathew Todaro.

17 Mr. Dan Proctor. Ms. Jeanette MacNeille. Ms.

18 Carol Oldham. If there is anyone in the room

19 that wishes to testify, but hasn't registered

20 to testify, and is in the room today, could you

21 go back to the registrar, and they will put

22 your name on the list and you will be given the

23 opportunity. Okay. When you are ready, Mary

24 Ellen Kustin, you can begin.- November 18, 2010 218

1 MS. KUSTIN: Good afternoon. Can you hear

2 me?

3 MR. MEDFORD: Yes.

4 PANEL VI TESTIMONY

5 BY MS. KUSTIN:

6 My name is Mary Ellen Kustin, and I

7 coordinate the Transportation Climate Solutions

8 team at the National Wildlife Federation (NWF).

9 On behalf of the National Wildlife Federation

10 and our more than four million members and

11 supporters, we thank the Environmental

12 Protection Agency (EPA) and the National

13 Highway Traffic Safety Administration (NHTSA)

14 for the opportunity to comment on this proposed

15 rulemaking. And we thank the agencies for

16 their joint work in developing this important

17 standard.

18 Global warming is the most fundamental

19 threat to wildlife today. Climate change also

20 threatens human communities, agriculture,

21 public health, prosperity and security

22 worldwide. Here in the Northeast, our members

23 are concerned over the impact rising

24 temperatures have on the spread of invasive- November 18, 2010 219

1 species, Lyme disease, and the decline of cold

2 water fish and sugar maples and traditions like

3 ice fishing. Sea level rise threatens coastal

4 wildlife and human communities worldwide and

5 locally. In fact, an article in this weekend's

6 New York Times describes potential new

7 scenarios for sea level rise that could put

8 Boston's own Back Bay under water by the end of

9 this century.

10 Accordingly, we welcome the proposal of

11 standards for medium- and heavy-duty trucks.

12 Together with the light-duty rules recently

13 issued and later-year standards under

14 development, these standards will play a

15 central role in cutting the nation's global

16 warming pollution.

17 NWF and its members have been at the

18 forefront of the recent Gulf oil spill response

19 and recovery activities, as well as responding

20 to more localized disasters, such as the recent

21 pipeline spill into the Kalamazoo River in

22 Michigan. This pattern of devastation

23 illustrates the need to address our oil

24 dependency, not only from a natural resources- November 18, 2010 220

1 perspective, but also to alleviate the

2 financial burden of such a costly addition.

3 Trucks make up only four percent of the vehicle

4 fleet, but they are responsible for 17 percent

5 of the transportation oil use. Improving the

6 efficiency of all vehicles, and particularly of

7 some of the least efficient through this rule,

8 is critical to reduce our oil use, reduce the

9 risk of future spills, and to reduce the need

10 to get oil from ever more risky and

11 environmentally damaging sources.

12 But trucks are also part of our tradition,

13 and this rule demonstrates that America can

14 build trucks that work in the out-of-doors, for

15 the out-of-doors.

16 The National Wildlife Federation was

17 founded in 1937 as a confederation of

18 conservation groups, like hunting, fishing and

19 sportsmen's organizations. Still today, many

20 of our members and the members of our 47-state

21 affiliate organizations, are people who

22 recreate or work in the out-of-doors and seek

23 to pass on their outdoor traditions to their

24 children and grandchildren. Many of our- November 18, 2010 221

1 members will be heading out around this time of

2 year for the opening of deer season, for

3 example, and a truck is often a part of that.

4 We previously commented on the proposed

5 light-duty car and truck rules, but our members

6 also use the larger pickups, the so-call "Class

7 (2b) work trucks" covered by this rule, in

8 their outdoor recreation and in their

9 businesses. Work trucks are also an important

10 part of natural resource agencies' fleets.

11 NWF's members and affiliate organizations

12 are spread across the U.S., with strong

13 representations in our industrial and

14 manufacturing heartlands. We welcome these

15 vehicle rulemakings not just as an essential

16 step forward on climate change, but as a

17 critical driver to replace our oil dependency

18 with made-in-America oil-saving vehicle

19 technology and manufacturing. U.S.

20 manufacturers are making rapid strides to

21 develop highly efficient cars and trucks, and

22 these rules help ensure that American

23 manufacturers can continue to build jobs,

24 improve our trade balance, and assist in an- November 18, 2010 222

1 economic recovery.

2 I will close with a few more specific

3 comments on the rules.

4 First, this proposed rule underscores the

5 value of setting standards for greenhouse gas

6 under the Clean Air Act. And like the 2012 to

7 2016 greenhouse gas and fuel economy standards

8 for light-duty vehicles, which, as I'm sure you

9 know, gained the buy-in of all major

10 stakeholders, these new heavy-duty standards

11 have been publicly supported by engine

12 manufacturers, fleet companies, major

13 retailers, states and, of course, environmental

14 workers. The wide support reflects the reality

15 that these standards are a win-win for

16 consumers, the national economy and the

17 environment.

18 These proposed rules are a critical first

19 step, and we see a number of opportunities for

20 even greater improvements. These opportunities

21 include setting efficiency standards for the

22 trailer portion of the long-haul tractor

23 trailers, it's been referred to already,

24 encouraging greater use of hybrids, advanced- November 18, 2010 223

1 transmissions and weight reduction in

2 vocational trucks, and for the Class (2b) work

3 trucks, taking full and more rapid advantage of

4 the technologies that are being developed to

5 meet the 2012 to 2016 light-duty vehicle rules.

6 In addition, as indicated in a recent

7 National Academy's of Science's study, even

8 greater improvements for fuel efficiency will

9 be available by 2020, and we urge DOT and EPA

10 to move forward over the next two to three

11 years to develop standards that go beyond 2018.

12 Setting clear direction for the next round of

13 standards can help ensure that technology

14 advances continue to improve heavy-duty vehicle

15 fuel consumption and emissions.

16 Again, we thank the EPA and NHTSA for

17 their efforts in developing this essential

18 standard, and thank you for the opportunity for

19 me to comment today.

20 MR. MEDFORD: Thank you for your

21 testimony. Next, Mr. Michael Wischhusen.

22 PANEL VI TESTIMONY

23 BY MR. WISCHHUSEN:

24 Good afternoon. I would like to thank the- November 18, 2010 224

1 agencies for holding these public meetings and

2 for providing the opportunity to speak on the

3 subject of greenhouse gas emissions and fuel

4 economy standards for medium- and heavy-duty

5 engines and vehicles.

6 My name is Michael Wischhusen. I am the

7 Director of Industry Standards and Government

8 Regulations for Michelin North America. At

9 Michelin, we consider it our mission to

10 contribute in a sustainable way to progress in

11 the mobility of people and goods by constantly

12 making traveling safer, easier, more enjoyable,

13 more economical and more respectful of people

14 and the environment.

15 Michelin, in North America as well as

16 globally, has always been a strong proponent of

17 sustainable mobility. We understand that our

18 major product, tires, play a critical role in

19 vehicle fuel consumption and tailpipe

20 greenhouse gas emissions. The 2010 National

21 Academy of Sciences report on technologies and

22 approaches to reducing the fuel consumption of

23 medium- and heavy-duty vehicles, validates that

24 role, identifying a 4.5 to 9 percent potential- November 18, 2010 225

1 fuel consumption reduction from the use of low

2 RR (rolling resistance) tires.

3 We believe that tires will play an

4 important role in the achievement of the goals

5 set out in the Energy Independence and Security

6 Act of 2007. Michelin supported the

7 legislation, and is currently supporting the

8 agencies in the resulting regulatory

9 development project.

10 We would like to acknowledge the fine work

11 that has been done by the agencies to produce

12 the NPRM that we are discussing today. In

13 particular, we are pleased to see the inclusion

14 of vehicle certification. Without vehicle

15 certification, the valuable contribution of

16 tires could not be taken into account. The

17 prominent role that tire-rolling resistance

18 coefficient plays in the proposed vehicle model

19 highlights the critical role that tires play in

20 the overall achievement of EISA (Energy

21 Independence and Security Act) goals. In the

22 future, we hope that trailers will be included

23 in the vehicle model, as low rolling resistance

24 trailers tires can further contribute to fuel- November 18, 2010 226

1 efficiency and greenhouse gas reductions.

2 As I mentioned, the 2010 National Academy

3 of Sciences study predicts that tires can

4 provide from 4.5 to 9 percent improvement in

5 fuel economy and, therefore, the related

6 reduction of greenhouse gas emissions of new

7 medium- and heavy-duty vehicles, with no other

8 modifications necessary. If replacement tires

9 are specified with the same levels of rolling

10 resistance, those savings can be maintained and

11 accumulated through the entire life of the

12 vehicle. These fuel economy gains are not only

13 theoretical: The 2008 Heavy-Duty Truck Fuel

14 Economy study, performed by Oak Ridge National

15 Lab, verified those gains through on-vehicle

16 testing.

17 Michelin would also like to acknowledge

18 the leadership role that EPA has played in the

19 area of sustainable transport with their

20 SmartWay Transport program. Michelin has been

21 a SmartWay shipping partner from very early in

22 the existence of the program, and currently

23 markets 19 SmartWay-verified tire lines. We

24 applaud the forward-looking efforts that- November 18, 2010 227

1 started almost a decade ago to recognize the

2 contributions of a variety of technologies

3 toward the goal of sustainable transport, and

4 are pleased to see the contributions of many of

5 those concepts included in the present NPRM.

6 The SmartWay program is beginning to exhibit

7 global reach also, already influencing programs

8 in China, Canada and Australia.

9 The industry is also working with EPA

10 SmartWay to define possible approaches to

11 include retreaded tires in the SmartWay model.

12 This is important as nearly half the tires sold

13 in the long-haul over-the-road market are

14 retreads. Retreading tires already contributes

15 to the reduction of waste tires released into

16 the environment. Assuring the fuel saving

17 potential of retreaded tires will further

18 enhance their contribution to reduced

19 environmental impact.

20 We feel that it is important that any new

21 regulations be performance-based, as the

22 proposed NPRM is. Manufacturers and suppliers

23 who want to succeed and thrive long into the

24 future, must continuously innovate.- November 18, 2010 228

1 Performance-based standards allow and encourage

2 that innovation. Many of the technologies that

3 will ultimately support the achievement of

4 these performance standards may not exist in

5 the marketplace today. Over-specifying

6 technologies will only suppress that

7 innovation.

8 The metrics used in a regulation should

9 also be appropriate for the application, for

10 goods transportation, gallons/per/ton-mile and

11 grams/per/ton-mile, as specified in the NPRM,

12 are effective and appropriate methods.

13 Again, thank you to the agencies for

14 providing this public forum to facilitate

15 public and stakeholder comments. Michelin

16 North America remains very interested and

17 willing to participate with the agencies in

18 whatever way we can to be of support.

19 MR. MEDFORD: Thank you for your

20 testimony. Next, Mr. Mathew Todaro.

21 PANEL VI TESTIMONY

22 BY MR. TODARO:

23 Thank you for the opportunity to testify.

24 My name is Mathew Todaro, I'm a Boston College- November 18, 2010 229

1 Law School Student, representing Boston College

2 Environmental Law Society. Before law school,

3 I served as the International Policy Director

4 of the U.S. Climate Action Network in

5 Washington, D.C. I'm here today because I'm

6 concerned about America's short-sighted

7 dependence on inefficient and obsolete fossil

8 fuels, specifically oil.

9 I'm also very concerned about climate

10 change and our need to immediately reduce our

11 greenhouse gas pollution. Scientists say that

12 this has been the hottest decade on record. As

13 a nation, we are already seeing stronger

14 storms, severe and more frequent droughts,

15 devastating effects of invasive species and a

16 costly rise in sea levels. However, if we put

17 climate change aside for a moment, the issue of

18 creating a more efficient fleet of American

19 trucks simply makes economic sense.

20 Analysis shows that the proposed truck

21 standards will reduce oil consumption by more

22 than 500 million barrels, save consumers more

23 than $41 billion, cut carbon dioxide pollution

24 by 250 million metric tons, and save individual- November 18, 2010 230

1 truckers almost $74,000 over the life of their

2 vehicles. During a time when preserving

3 financial resources is of paramount importance

4 to our nation, I believe enacting the strongest

5 truck standards is a must.

6 I would like to applaud the EPA and DOT

7 for issuing the first-ever greenhouse gas and

8 fuel efficiency standards for large trucks. I

9 urge EPA and DOT to issue the strongest

10 standards possible and make vehicle standards

11 part of a national transportation plan that

12 moves us beyond our dependence on oil.

13 In the wake of the BP Gulf disaster, where

14 we saw beaches covered in oil and tar balls,

15 people made sick from air thick with oil and

16 oil dispersants, thousands of jobs lost in the

17 fishing industry and a vital ecosystem severely

18 damaged, the need for strong rules moving our

19 nation away from its dependence on oil is

20 painfully obvious. This disaster should serve

21 as a wake-up call for our nation. We can no

22 longer blindly rely on fossil fuels and oil,

23 pretending that the negative ramifications do

24 not exist. Instead, we need to be doing- November 18, 2010 231

1 everything possible to conserve and ultimately

2 shift our nation towards a clean energy economy

3 that will help drive future growth, innovation

4 and investment. Issuing the strongest truck

5 standards possible is a step in the right

6 direction.

7 The EPA and DOT have an important role to

8 play in crafting strong fuel efficiency and

9 greenhouse gas standards. If done correctly,

10 the policies will ultimately save truck owners

11 significant amounts of money at the pump. The

12 technology exists today to ensure a 35 percent

13 reduction in fuel consumption of long-haul

14 freight trucks by 2018. The standard set by

15 EPA and DOT should ensure that we do not aim

16 lower than what is possible with today's

17 technology. A 35 percent reduction in oil use

18 by long-haul freight trucks, along with a 20

19 percent reduction of oil use in other trucks

20 covered under this rule, would result in 5.6

21 billion gallons of oil saved annually by 2030.

22 Enacting the strongest standards possible will

23 help our trucking industry avoid the same

24 pitfalls that our automobile industry has- November 18, 2010 232

1 already suffered.

2 For years, the American auto-industry

3 fought to avoid strong fuel efficiency

4 standards. In the meantime, car makers from

5 Japan and Europe surged forward capturing a

6 significant part of our domestic markets. The

7 struggle to hold on to outdated standards led

8 our auto-industry into demise, eliminating

9 tens-of-thousands of American jobs and finally,

10 federal bailout. The EPA and DOT must not

11 allow the American trucking industry to suffer

12 the same fate. Instead, EPA and DOT should

13 enact the strongest possible standards to help

14 our truck industry innovate, create new jobs

15 here in America, and develop the technology

16 that can help America lead the world truck

17 industry into an efficient fuel economy, in a

18 fuel-efficient manner.

19 To conclude, the strongest standards will

20 help reduce air pollution and related

21 illnesses, increase American competitiveness

22 and job creation, reduce costs for business and

23 consumers in transporting goods, and increase

24 growth in the clean energy sector, helping to- November 18, 2010 233

1 improve the quality of life for all Americans.

2 Thank you for the opportunity to testify.

3 MR. MEDFORD: Thank you very much for your

4 testimony. Next, Mr. Dan Proctor.

5 PANEL VI TESTIMONY

6 BY MR. PROCTOR:

7 My name is Dan Proctor, I'm a private

8 citizen also, a volunteer with the Sierra Club.

9 I, as a matter of fact, chair the Massachusetts

10 Chapter of the Sierra Club, and I would like to

11 thank you for the opportunity to testify on

12 this very important matter.

13 There is a lot to like about these

14 proposed regulations. They will save money for

15 the owners and operators of the trucks. And

16 they will also, by reducing the cost of

17 transportation, hopefully save money for the

18 rest of us.

19 But those savings are just the icing on

20 the cake. The cake is our health. Three

21 summers ago, during a week-long heat wave, when

22 the air quality was at its worst, I had chest

23 pains for three days, so I'm told, "You are

24 supposed to go to the hospital when you- November 18, 2010 234

1 experience that sort of symptom." So I went to

2 the emergency room, was given the treadmill

3 test, no problem was found, so the advice was

4 to remain indoors under air-conditioning on

5 such hot days. The problem, of course, is that

6 air-conditioners condition the outside air as

7 well, raising the temperature and the pollution

8 in the air.

9 And it is not just our individual health

10 that is at stake, it is the health of the

11 planet. The effects of burning fossil

12 resources as fuel has gone well beyond being

13 only a matter of scientific prediction, it has

14 become a matter of direct personal observation

15 and personal experience, very widespread and

16 very costly experience, not only in terms of

17 money, but in terms of human life.

18 So I urge the agencies to issue the

19 strongest possible standards on this question.

20 And I thank you for the opportunity to testify.

21 MR. MEDFORD: Thank you very much for your

22 testimony. Ms. MacNeille?

23 PANEL VI TESTIMONY

24 BY MS. MacNEILLE:- November 18, 2010 235

1 My name is Jeanette MacNeille, and I own a

2 software company, and I'm the President of

3 Millbourne Borough Council in Millbourne,

4 Pennsylvania, and I'm also a Sierra Club

5 member; actually, I'm the Air Quality Chair of

6 the Southeastern Pennsylvania Group of the

7 Sierra Club, but I'm not testifying on behalf

8 of anybody but myself.

9 And I wanted to thank you. But I wanted

10 to note that the Clean Air Act, as you probably

11 know, was established in 1970, under President

12 Nixon. And now work is being done to implement

13 it, and to develop rules in 2010, under

14 President Obama. And that those two presidents

15 span an enormous breadth of political opinion

16 here in our country. So I wanted to thank you,

17 as public servants, and also those leaders, and

18 the presidents, and the senators and the

19 congressmen for getting this Clean Air Act in

20 place, and working hard to implement it over

21 the years. The reason it is important is

22 because it's actually important to breathe.

23 And I know that for most people this is

24 something that they don't think about, most- November 18, 2010 236

1 people do not think about breathing. Breathing

2 kind of just happens naturally and many times a

3 minute and, you know, you do it, and you don't

4 really have to give it a whole lot of thought.

5 But when the situation comes due to asthma, in

6 my case, or many other causes, that you cannot

7 breathe, that's when you begin to find out that

8 actually breathing is important, it's, in fact,

9 fundamental. When you can't breathe, you

10 cannot do anything else.

11 So, you know, you can't get out of bed,

12 you can't walk across the room, you can't walk

13 across the street, you can't drive to work, you

14 can't walk up the steps to get into work. If

15 you do walk up the steps to get into work, you

16 have to sit there for 40 minutes to be able to

17 walk to your desk. I mean it's -- you really

18 can't do much if you can't breathe.

19 In addition to that, it is costly. So,

20 for example, if I look back over my own medical

21 records, I see inhalers costing between $125.00

22 and $325.00 each. I often have had to use two

23 each month; you are over $6,000 a year right

24 there. That's not talking about doctors'- November 18, 2010 237

1 visits, that's not talking about pulmonary

2 function tests at $400.00 to $600.00 a pop.

3 That's not talking about emergency room visits;

4 in my records they cost $4,500 to $15,000

5 apiece. If you go once, that's expensive, but

6 if you go four times, or six times, or 12 times

7 in a year, that is very expensive, it's not

8 cheap. And that's not talking about the

9 pulmonary rehab people, and the facilities that

10 you have to have for pulmonary rehab, and the

11 nurses and the doctors and the treadmills and

12 the equipment, it is, you know -- it is not

13 talking about the nebulizer, and the nebulizer

14 solution, it is expensive, this is expensive.

15 And in addition to being expensive in dollars,

16 it is expensive in time, if you have to sit for

17 40 minutes in the morning, and 40 minutes in

18 the afternoon, hooked up to a nebulizer, with a

19 face mask over your face, so you can't put your

20 glasses on, so you can't read, and the noise of

21 the machine, so you actually can't hear your

22 iPod shuffle, or whatever you are listening to,

23 it takes time. The pulmonary rehab takes time.

24 It takes, for many years I did two to three- November 18, 2010 238

1 hours a day, you lose a lot of time to this,

2 not to mention having to go to the doctor,

3 that's time consuming too.

4 So I feel like over the last 20 or 30

5 years, 40 years, a tremendous amount of

6 progress has been made, and I remain profoundly

7 grateful for the work that has been done for

8 that progress. But I also want to ask you to

9 continue that push. I don't think, in my

10 lifetime, I am going to see really clean air,

11 but I think our children, or our grandchildren

12 might, because of what's being done here. It

13 actually matters.

14 And I think, also, that if we allow the

15 status quo to remain as it is, what we are then

16 doing is building our transportation, and our

17 energy and our commercial enterprises on the

18 broken health of our children, and the elderly,

19 and everybody in between.

20 So I urge you to make these rules as

21 strong as the technology will allow, and to

22 continue to push on that. You are doing a good

23 job, and more needs to be done.

24 MR. MEDFORD: Thank you for your- November 18, 2010 239

1 testimony. Next, Ms. Oldham.

2 PANEL VI TESTIMONY

3 BY MS. OLDHAM:

4 Good afternoon, and thank you for the

5 opportunity to testify today. My name is Carol

6 Oldham, and I live in Brookline, Massachusetts;

7 I'm testifying as a private citizen. I want to

8 state right at the beginning that I strongly

9 believe that the EPA and the Department of

10 Transportation not only have the right to

11 reduce oil consumption and greenhouse gas

12 emissions, I believe it is an obligation. We

13 must address climate change now, for ourselves

14 and for future generations, and the two best

15 ways to do that are to get off our addiction to

16 oil and to get off our addiction to coal.

17 After Katrina and Rita, I worked in the

18 small town of Lafitte, Louisiana, and saw the

19 devastating health effects of oil on people who

20 live close to the land and who eat the fish,

21 shrimp and crawfish from the bayou. I have

22 never seen so many children in such a small

23 town with liver illness. The people who live

24 there are poor, and neither have the resources- November 18, 2010 240

1 nor want to move away to a place without their

2 friends and families. They catch seafood out

3 of canals and bayous that have pipelines

4 leaking under them, they work on oil rigs out

5 in the gulf, because there are few jobs, and

6 they live amongst a landscape that has been

7 devastated by our dependence on oil. The spill

8 in the Gulf this last summer showed that we

9 would all be better off if we weaned ourselves

10 off oil, shut down those wells and pipelines,

11 and found these people better jobs.

12 And since I grew up in a small town in

13 North Carolina, with low incomes and few

14 educational opportunities, I have known several

15 young men and women who have joined the army

16 and have been put in harm's way to support and

17 continue our access to foreign oil. We do

18 ourselves and the world a disservice by

19 continuing to prioritize our oil addiction and

20 refusing to change our ways at home, just

21 because it's change, and everyone hates change.

22 As a cancer survivor, I know that you have

23 to balance between the long-term and the

24 short-term. I know it is hard to do something- November 18, 2010 241

1 now for a payoff later, like changing our lives

2 now, because it will prevent future global

3 warming and make our children and

4 grandchildren's lives better. But I know I try

5 to wake up every morning and ask myself if the

6 way I'm living right now is how I want to live.

7 I'm lucky enough to now live with an easy

8 access to public transportation, in a walkable

9 neighborhood, in a walkable city, with low air

10 pollution, not near any refineries, or oil

11 wells, or a highway, or truck depot. When I

12 think about whether I would want a society and

13 a life like most people in this country, and as

14 I have lived before I moved here, with air and

15 water pollution, having to drive everywhere,

16 with my family's ability to buy certain things

17 dependent on the cost of gas for the car, or

18 heating oil for the house, I don't think this

19 life is what we would choose, if we had a

20 chance to choose.

21 But the illusion is thinking that we don't

22 have the chance to choose. We do. I choose to

23 support the EPA and the DOT in their right to

24 make our lives better by regulating truck- November 18, 2010 242

1 pollution, including greenhouse gas emissions

2 and, therefore, helping us all to a better way

3 of life. I believe we can do this and create

4 good jobs at home, while we improve our health

5 and improve our lives. Therefore, I support

6 the strongest possible fuel efficiency

7 standards for trucks and greenhouse gas

8 standards, and adequate money for enforcement.

9 And I want to thank the EPA and the DOT for

10 holding this hearing today, and I thank you for

11 the opportunity to testify.

12 MR. MEDFORD: And thank you for your

13 testimony. I will see if any of my colleagues

14 have questions.

15 MS. OGE: I have a question. Let me make

16 sure that I pronounce your name right; Mr. Mike

17 Wischhusen?

18 MR. WISCHHUSEN: Wischhusen.

19 MS. OGE: Okay. Thank you. Both today, I

20 don't know if you were here early this morning,

21 but those who were, when we had our first

22 public meeting in Chicago this week, we heard

23 from a couple of groups who addressed their

24 concerns about the requirement of low-friction- November 18, 2010 243

1 tires, especially for vocational vehicles.

2 Given the fact that you represent

3 Michelin, could you tell us your views about

4 that?

5 MR. WISCHHUSEN: I think it's probably

6 preferable not to use the word "low-friction,"

7 friction implies "traction," and that's not

8 what we are talking about.

9 MS. OGE: That's fine.

10 MR. WISCHHUSEN: We are talking about the

11 energy absorbed by the tire. Tires are

12 available for all of the vehicles covered under

13 these rules that would make significant

14 contributions to that. I believe, for the case

15 this morning, when we were talking about

16 vocational vehicles, SmartWay-verified tires

17 are available for those vehicles. And at the

18 rate of introduction, by not only Michelin, but

19 other tire manufacturers of SmartWay-verified

20 products, that's, the market situation is

21 rapidly changing.

22 MS. OGE: Okay. I guess we do this,

23 because there is some sort of conflict of

24 information given today, so I would appreciate- November 18, 2010 244

1 it if you would take a look at the record, I

2 believe it was an individual from Oscar's

3 (phonetic) organization in Chicago that

4 testified on the concerns especially for

5 off-road equipment, that there are new tires

6 that have not been certified, and so forth.

7 So we would appreciate, for the record,

8 during your testimony, if you could give us

9 this information.

10 MR. WISCHHUSEN: Okay. I was speaking

11 about the vocational vehicles that we spoke of

12 this morning, I was unaware of the comments in

13 Chicago about new vehicles--

14 MS. OGE: Both on road and off-road.

15 Again, I'm talking about vocational vehicles

16 also.

17 MR. WISCHHUSEN: Okay. All right.

18 MS. OGE: Okay. Thank you. Chet?

19 MR. FRANCE: Just a quick follow-up. The

20 suggestion yesterday was that -- I'm talking

21 about the 15th, Monday of this week, it has

22 gone by fast. That, for a number of vocational

23 trucks, that the low-rolling resistance levels

24 that were contemplated in this rule, would- November 18, 2010 245

1 force compromises of other aspects of the tire,

2 such as traction and handling, and things like

3 that. I think rather than the term

4 "compromise," it is probably more realistic to

5 use the word "trade-off," and the design

6 trade-offs are the choices of the design of the

7 manufacturer. You can choose to make those

8 trade-offs, or you can choose not to make those

9 trade-offs. But products do exist that don't

10 make those trade-offs.

11 MR. MEDFORD: So the trade-offs that we're

12 talking about, specifically like, were less

13 aggressive tread designs?

14 MR. FRANCE: Yes.

15 MR. MEDFORD: Stiffer sidewalls, and

16 actually less tread depth?

17 MR. FRANCE: Right.

18 MR. MEDFORD: Are those the kinds of

19 choices that would most likely be available to

20 meet low-rolling resistance tire standards?

21 MR. FRANCE: Right. And another major

22 one, which is the tread compound, the rubber

23 compound, which is a huge part of it.

24 MR. MEDFORD: Right.- November 18, 2010 246

1 MR. FRANCE: Now, admittedly, at the

2 extreme end, the off-road, the very large,

3 heavy-lug tires, the volume of material becomes

4 the limiting factor, so that's almost a unique

5 case, but for everything else, it is well

6 within the range of possible.

7 MR. MEDFORD: Okay. Any other questions?

8 (Pause) We would like to thank all of the other

9 panels.

10 MS. OGE: We will take a ten-minute break.

11 (Break taken)

12 MS. OGE: If you can state your name and

13 your affiliation? Can the next panel come up?

14 So Panel VII: Ms. Margaret Sheehan. Mr. Mihir

15 Chaudhary. Mr. Jonathan Glassman. Mr. Chris

16 Freda. Ms. Kate Maas. Mr. David Heimann.

17 Please put your name on the cards, and state

18 your name for the record. Ms. Sheehan, good

19 afternoon, thank you for coming.

20 PANEL VII TESTIMONY

21 BY MS. SHEEHAN:

22 Thank you for the opportunity. My name is

23 Margaret Sheehan, and I am here to testify in

24 support of the standards. I'm an attorney- November 18, 2010 247

1 practicing environmental law in Massachusetts.

2 I am also part owner of a fourth generation

3 family business, L. Knife and Son, Inc., that's

4 been based in Massachusetts since 1898. Our

5 business is the wholesale distribution of beer,

6 we operate in four states. Without the use of

7 heavy-duty trucks, we would not be able to run

8 our business.

9 Protecting the environment and preserving

10 the planet for future generations is a core

11 value of our family business. We are major

12 donors to a range of environmental causes in

13 Massachusetts, particularly focusing on

14 protecting biodiversity through land

15 protection, and ensuring healthy oceans. We

16 have protected land throughout Southeastern,

17 Massachusetts, including riparian lands on the

18 Taunton and Jones Rivers. We help watershed

19 associations ensure the health of our tidal

20 estuaries and fisheries.

21 The science on climate change over the

22 past year has shown that we are experiencing

23 destabilizing effects at a faster rate than the

24 International Panel on Climate Change predicted- November 18, 2010 248

1 in its Fourth Assessment Report in 2007. In

2 July, 2010, Nature reported that global warming

3 is responsible for a 40 percent decline in the

4 ocean's phytoplankton. A Geoscience study

5 reports that oceans are acidifying ten times

6 faster today than 55 million years ago, when a

7 mass extinction of marine species occurred.

8 In March, 2010, Science reported that the

9 East Siberian Arctic Shelf methane stores are

10 destabilizing and venting, and that release of

11 even a fraction of the methane could trigger

12 abrupt climate warming. The list goes on and

13 on. In short, science is showing us that

14 immediate, rapid mitigation of greenhouse gas

15 emissions is needed.

16 I am also chair of the Stop Spewing Carbon

17 Campaign (www.stopspewingcarbon.org), which led

18 a successful campaign effort here in

19 Massachusetts in 2009 and 2010, to limit carbon

20 dioxide emissions from biomass incinerators

21 that qualify as "renewable energy" under our

22 state renewable portfolio standard and various

23 federal laws. This effort is a broad and

24 diverse coalition, and has the support of the- November 18, 2010 249

1 Massachusetts Medical Society and the American

2 Lung Association, who oppose these incinerators

3 due to the negative health impacts of

4 greenhouse gas emissions and other pollutants.

5 I am also on the board of the Energy Justice

6 Network, a nationwide grassroots group fighting

7 on the front lines against energy facilities

8 that make climate change worse and harm public

9 health.

10 I support the prompt implementation of

11 medium- and heavy-duty emission standards.

12 These standards are needed to address climate

13 change and help prevent public health impacts.

14 Research shows that greenhouse gas and truck

15 emissions drive up public health costs.

16 From a business person's standpoint, it is

17 critical that EPA impose sector wide standards.

18 Our business wants to do the right thing for

19 the planet and for future generations by

20 playing its part in reducing greenhouse gas

21 emissions. However, we are at a competitive

22 disadvantage in a very competitive market, if

23 we incur the costs of transitioning to more

24 efficient and less polluting trucks and our- November 18, 2010 250

1 competitors are not required to do so. We need

2 EPA to impose these standards across the board,

3 and we applaud efforts to do so.

4 From the perspective of someone who is

5 looking at the climate change issue from the

6 front lines, working with communities around

7 the world who are now being affected by rising

8 sea levels, water shortages, and other climate

9 impacts, who is working with citizen and public

10 health groups at the grassroots level

11 throughout the United States to eliminate

12 emissions from the power sector, and as a

13 parent of children who will be successors to

14 the family business, we want our government to

15 exercise the full scope of its regulatory

16 powers to do all that it can to immediately

17 mitigate climate impacts. These standards are

18 a critical step, and will ensure that the

19 heavy-duty truck sector does its part.

20 MS. OGE: Thank you. Mr. Mihir Chaudhary;

21 is that correct?

22 MR. CHAUDHARY: Yes, that's correct.

23 MS. OGE: Welcome.

24- November 18, 2010 251

1 PANEL VII TESTIMONY

2 BY MR. CHAUDHARY:

3 Thank you. Thank you for the opportunity

4 to testify today. My name is Mihir Chaudhary,

5 and I am a third-year student at Harvard

6 University. I am a private citizen, working

7 alongside the Sierra Club and the Students for

8 a Just and Stable Future to achieve climate

9 justice in our State of Massachusetts. About

10 three months ago I started rallying students at

11 my university to organize against climate

12 change. Our efforts, so far, have culminated

13 in a commitment by state legislators to form

14 Massachusetts' first legislative caucus on

15 climate.

16 I am here because of my deep concern for

17 the future of my country and of the rest of the

18 world. As a freshman, I vividly remember

19 listening to Al Gore give an inspiring speech

20 on a frigid autumn morning. He pushed all of

21 us to recognize and act on the danger of global

22 warming. He described, and I saw, the

23 suffering, famine and societal collapse that

24 would occur if we did nothing. The struggles- November 18, 2010 252

1 for existence I have witnessed in my travels

2 around the world, especially hunger, disease

3 and armed conflict over resources, will be

4 multiplied many fold if nothing is done. I am

5 convinced that climate change is the single

6 greatest threat to human existence, and is the

7 defining challenge of my generation.

8 I applaud the EPA for taking bold action

9 to protect our climate by issuing the

10 first-ever greenhouse gas and fuel efficiency

11 standards for large trucks. I also want to

12 urge EPA to seize the opportunity and issue the

13 strongest standards possible. The vulnerable

14 populations in our country and our world can

15 afford no less. Strong standards, according to

16 the Sierra Club and Union for Concerned

17 Scientists, would mean a 35 percent reduction

18 in oil use from long-haul freight trucks and a

19 20 percent reduction in oil use from all other

20 trucks. Such standards can only provide

21 immense benefits to all sectors of society.

22 They will reduce oil consumption by 500 million

23 barrels, save consumers $41 billion, reduce

24 heat-trapping gases by 250 million metric tons,- November 18, 2010 253

1 and even save individual truckers around

2 $74,000 over the life of their vehicles. On an

3 even larger scale, such measures would reduce

4 our addiction to oil-making disasters, like the

5 Gulf oil spill, far less likely.

6 We all decide, within the spans of our

7 lifetimes, the suffering our fellow humans and

8 descendents will endure due to climate change.

9 The decisions adults, such as those who are in

10 the EPA and the Department of Transportation,

11 make today determine the world that I and my

12 family will live in. I hope the administration

13 acts to correct the intergenerational injustice

14 of our collective lifestyle. The way we all

15 live is irrevocably and unacceptably changing

16 the world. Engineering a solution to climate

17 change is a human duty upon which the existence

18 of our civilization rests. I have hope that

19 our leaders will act now to fulfill this duty.

20 Thank you.

21 MS. OGE: Thank you for your testimony.

22 Mr. Jonathan Glassman, welcome.

23

24- November 18, 2010 254

1 PANEL VII TESTIMONY

2 BY MR. GLASSMAN:

3 Thank you. Thank you for the opportunity

4 to testimony. My name is Jonathan Glassman. I

5 am a private citizen of the United States, a

6 resident of the Commonwealth of Massachusetts,

7 and a friend of the Sierra Club. I am also a

8 candidate for the degree of Master in Public

9 Policy at the Harvard Kennedy School of

10 Government, and a Vice-President of the Energy

11 and Environment Professional Interest Council,

12 although I do not represent anyone at this

13 hearing except for myself. I am here to

14 encourage the EPA and the DOT to enact, under

15 the Clean Air Act, the strongest possible

16 greenhouse gas and fuel efficiency standards

17 for medium- and heavy-duty trucks.

18 I have not always been a student of public

19 policy, and I have not always considered myself

20 an environmentalist. In fact, I remember the

21 day I became an environmentalist. It was

22 January of the year 2000, and I had just moved

23 from my home in the Midwest to go to college in

24 California. I joined a small group of students- November 18, 2010 255

1 to camp and ski high in the mountains of

2 California, to experience the adventure of

3 camping in the wilderness. We arrived in the

4 dark of night, set up camp in the snow and fell

5 asleep. When I woke up in the morning, I was

6 shocked. I opened my eyes and I saw for the

7 first time the unphotographable beauty of the

8 Sierra Nevada mountains. The sun glistened

9 brightly in the 12-foot snowpack covering sheer

10 granite cliffs, and I knew at that moment that

11 the environment was more precious than I had

12 ever realized, and that it was worth

13 protecting.

14 Studies now show that global climate

15 change is decreasing the annual snowpack of the

16 mountains that I fell in love with, and

17 potentially threatening the critical freshwater

18 supplies of the parched State of California.

19 After studying mechanical engineering at

20 Stanford University, I founded a company

21 developing new technologies in alternative

22 energy. As an inventor of multiple patents, I

23 know that I, that we, that the United States of

24 America can continue to innovate and be a- November 18, 2010 256

1 leader in the way we use energy, to reduce our

2 negative impact on the natural environment.

3 But I know, as a businessman, that without the

4 leadership of our policy-makers, we can only go

5 so far. That is why I chose to pursue the

6 study of public policy.

7 During my first week of classes at the

8 Harvard Kennedy School, I visited the office of

9 a professor of the practice of economic

10 development with a question. I said to him,

11 "People tend to focus on the next year, or the

12 next five years, and they forget that the earth

13 has existed for four and a half billion years;

14 how can three percent economic growth every

15 year possibly be sustainable in the long term?"

16 His answer to me was so simple, that it shocked

17 me. "Easy," he replied. "We would need a

18 three percent improvement every year in the

19 efficiency with which we use the earth's

20 resources."

21 That is why I am here today. These

22 proposed regulations are not an impediment to

23 the economy. On the contrary, they are

24 critical to ensure that our economy may- November 18, 2010 257

1 continue to grow, and that the standard of

2 living for our descendents may continue to

3 improve into the distant future.

4 We must now and forever push our country

5 along the road of long-term sustainability.

6 The proposed regulations are not the beginning

7 of that road, and they are not the end of that

8 road, but like any section of road, they are

9 critical to the journey and should be as robust

10 as possible.

11 The standards set by the EPA and DOT

12 should ensure a 35 percent reduction in fuel

13 consumption of long-haul tractors pulling

14 trailers by 2018, as well as a 20 percent

15 reduction in the fuel consumption of other

16 trucks. The EPA has estimated that such

17 standards would result in $41 billion in net

18 benefits to all Americans.

19 In addition, the regulations would yield

20 significant environmental benefits. The EPA

21 has estimated that these regulations would

22 reduce carbon dioxide emissions by 250 million

23 metric tons of CO2 from only four years of

24 truck sales. To put this in perspective, 250- November 18, 2010 258

1 million metric tons is greater than the total

2 amount of carbon dioxide in the atmosphere

3 above the State of Massachusetts, from the

4 surface of the earth all the way to the edge of

5 space. In addition to global warming pollution

6 reductions, such standards would reduce the

7 emissions of the local pollutants that cause

8 such illnesses as asthma.

9 The standards would also improve our

10 energy security by decreasing our dependence on

11 imported oil. The EPA has estimated that four

12 years of truck sales under this regulation

13 would reduce our oil consumption by

14 500 million barrels of oil. To put this in

15 perspective, that is greater than 300 times the

16 full capacity of the oil tanker Exxon Valdez.

17 It is greater than 100 times the amount of oil

18 spilled in the Gulf of Mexico this year. And

19 it is greater than the total amount of oil the

20 United States imported last year from its

21 largest OPEC trading partner, Venezuela.

22 By ensuring that the efficiency standards

23 are high enough to drive technological

24 development, America can ensure that our- November 18, 2010 259

1 engineers and our businesses remain at the

2 cutting edge of the world's capabilities.

3 Finally, we must remember that the

4 struggle against climate change is global in

5 nature. One of my classmates from overseas,

6 who worked on climate change measures in his

7 own country, told me that he often heard from

8 his fellow citizens, "Why should we take more

9 action on climate change when the United States

10 is doing so little?" Under the regulation of

11 the EPA and the DOT, the United States of

12 America has an opportunity to stand up and be a

13 global leader. We must seize this opportunity.

14 Once again, I urge the EPA and the DOT to

15 issue the strongest standards possible, and to

16 make vehicle standards part of a national

17 transportation plan that puts us on a path

18 towards long-term sustainability.

19 Thank you for the opportunity to testify.

20 MS. OGE: Thank you for your testimony.

21 Now, we are going to hear from Mr. Chris Freda.

22 PANEL VII TESTIMONY

23 BY MR. FREDA:

24 Good afternoon. I want to thank you for- November 18, 2010 260

1 holding these open forums today, and for

2 allowing me the opportunity to speak. My name

3 is Chris Freda, and I am a student here in

4 Boston. I'm here today representing myself, as

5 a citizen, the Students for a Just and Stable

6 Future, and I am here as a friend of the Sierra

7 Club. I'm studying architecture, over here in

8 Boston, at Northeastern University. Throughout

9 my last several years in college, I had the

10 opportunity to discover that the industry I

11 will soon call my own has been largely

12 responsible for many of the environmental

13 injustices we're all too familiar with,

14 including egregious emissions levels for

15 centuries. It was the broader understanding of

16 this incredible reality that first brought my

17 attention to issues of this kind. I was

18 dumbfounded by the evidence I saw. I saw the

19 harsh fact that buildings, my passion, and a

20 concept entirely born from human ingenuity,

21 were responsible for half of all CO2 emitted

22 into the atmosphere. Digging deeper, it was

23 easy to see why. The construction of them,

24 using vast varieties of parts, the- November 18, 2010 261

1 transportation of tons of stone, wood,

2 concrete, glass, steel, countless other

3 earth-born raw materials, the decades of

4 continuous operation within an unrealistic and

5 dangerous reliance on coal, oil and other

6 natural resources. It quickly became much

7 easier to see other examples of why we are

8 facing the environmental crisis we are today.

9 But as much as building and development

10 have caused the problem, the industry is on the

11 forefront of the more recent push to become

12 better, more responsible tenants of the ground

13 beneath us. With the USGBC's LEED program,

14 sustainable design principles, new technology

15 for stable living and regulations put in place

16 over decades, buildings are getting much better

17 reputations, and are becoming a star example of

18 a new way of thinking for all, and a new

19 relationship we can have with the planet. I'm

20 graduating this spring, and I look forward to

21 being an integral part of the success of that

22 push for better, more responsible building.

23 Today, we are discussing an issue very

24 directly related to those same issues and- November 18, 2010 262

1 injustices I saw in my own field. We are

2 discussing the lifeline of all American

3 industry. The very blood of our national

4 infrastructure. And I needn't point out that

5 that blood is unclean, that this infrastructure

6 is leading to very serious and lasting

7 consequences for the health of our nation and

8 our world.

9 The numbers are staggering. While the

10 problem of carbon emissions from automobiles

11 hindering progress in the rebuilding of our

12 relationship with the world around us is well

13 understood these days, this particular division

14 of the problem most certainly is not. Few

15 consider the extent of our reliance on these

16 particular vehicles. Few know the distance

17 every day produce and supermarket goods need to

18 travel, and how they need to do so. We don't

19 take into consideration the countless miles

20 traveled, states and oceans traversed and

21 barrels upon barrels of oil expended every day

22 to construct buildings, pick up garbage, and

23 deliver food, clothing, medicine, mail, even

24 oil itself. The networks this country and- November 18, 2010 263

1 others around the globe have built are

2 extraordinarily well-functioning machines.

3 But it's because of that that Americans

4 don't need to consider all of the

5 behind-the-scenes work, it is because we do it

6 so well. Americans won't consider the

7 behind-the-scenes work either, because we do it

8 so well.

9 We have a tricky relationship with our

10 vehicles. We tend to damn the oil companies,

11 damn the manufacturers and damn our politicians

12 for fostering this reliance on oil, and those

13 damnations grow louder and more fervent with

14 rising gas prices and with oil spills that

15 wreak havoc on our national treasures. But we

16 never seem to damn ourselves, and we never seem

17 to be too offended when prices are low.

18 Americans care about the environment, but short

19 of transient shifts in comfort, we are too

20 often unaware of the effects that these systems

21 that we rely so heavily on have. We need to

22 ensure that we act before those transient

23 discomforts become a new standard for the next

24 generation of Americans. Before our reliance- November 18, 2010 264

1 on oil becomes a danger to our security and to

2 our economy. And long before my children

3 suffer the consequences of a world upset by my

4 actions.

5 I am very impressed with the numbers I've

6 seen floating around as potential emissions and

7 consumption standards for medium- and

8 heavy-trucks throughout this discussion. If

9 the EPA can continue to take action that

10 reflects the seriousness of the issue at hand,

11 I think cutting oil consumption by a third on

12 long-haul tractors, and by a fifth on all other

13 trucks by 2018, is a solid and attainable goal.

14 I cannot stress enough how much an ambitious

15 policy is needed to tackle this problem head-on

16 and provide solid groundwork for future

17 developments in overcoming these environmental

18 challenges.

19 There is no more appropriate next step

20 than this lifeline of American commerce. And

21 there is no better societal force to instigate

22 this change than this agency. The EPA has the

23 authority and the facts on its side. Americans

24 can have faith that this agency is working in- November 18, 2010 265

1 their best interest to promote a better future,

2 and a change of this magnitude to an industry

3 this large and interconnected will ensure that

4 every American is doing his or her part.

5 Americans need to start knowing the true

6 cost of that apple that traveled 2,000 miles,

7 and the shirt that crossed the globe. We need

8 to start realizing that the system we've built

9 and sustained for a century is working hard for

10 us, but that it needs to work better for us.

11 The expenses we are tolling on our future

12 are stroking the fury of Americans in every

13 sector of life. Whether it be the financial,

14 social, or environmental fronts we fight on and

15 the challenges we face, now is no time to lose

16 the momentum we have worked so hard to build

17 up. We are finally now beginning to have

18 substantive discussions about what the future

19 can and should look like.

20 We have decades, if not centuries of

21 misguided thinking to untangle, and unlimited

22 potential to unfold. If the agencies and

23 leaders we have put in place to safeguard our

24 well-being can take the first step, I have no- November 18, 2010 266

1 doubt that American industry and ingenuity will

2 take the next leap.

3 I want to thank you, again, for the

4 opportunity to speak.

5 MS. OGE: Thank you for your testimony.

6 Now, we are going to hear from Ms. Kate Maas,

7 welcome.

8 PANEL VII TESTIMONY

9 BY MS. MAAS:

10 Thank you. Thank you for the opportunity

11 to testify. While there's many perspectives

12 one can address this issue, from the, you know,

13 global, from the national, from the regional

14 perspective, actually, today I just want to

15 address this issue from a local, vulnerable

16 environmental justice community perspective.

17 My name is Kate Maas, and I'm on the Board

18 of Health in Chelsea, Massachusetts. And

19 issuing fuel economy requirements, which will

20 result in the reduction of global warming

21 tailpipe emissions is immensely important for

22 communities such as ours. And so, we, in

23 Chelsea, urge the EPA and the DOT to set the

24 strongest standards possible.- November 18, 2010 267

1 I would like to address the impact that

2 climate change will have on air quality in

3 communities such as the one where I live, whose

4 air quality is already severely compromised.

5 Diesel pollution right now is a serious public

6 health issue in our community. Being an urban

7 industrial center, right across the harbor from

8 Boston, much of Chelsea serves as a transport

9 center delivering all grades of oil, road salt,

10 products and produce to communities all over

11 New England. With thousands of diesel trucks

12 crisscrossing our city on a daily basis,

13 Chelsea constantly must contend with diesel

14 exhaust that compromises our air quality and

15 the public health of our citizens.

16 Health conditions related to diesel

17 emissions are: Strokes, coronary heart

18 disease, asthma/asthma-related

19 hospitalizations. And Chelsea already ranks in

20 the highest category in the state for all of

21 these conditions.

22 In fact, our diesel exhaust level exceeds

23 the U.S. average by five times, and according

24 to the Clean Air Task Force, we are in the- November 18, 2010 268

1 highest category for expected lifetime cancer

2 cases from diesel pollution.

3 So, what will the effects of climate

4 change be on a community such as ours, that

5 already has air quality problems?

6 Right on the EPA climate change web site

7 it states that "Climate change is expected to

8 contribute to some air quality problems.

9 Respiratory disorders may be exacerbated;" I

10 would just like to remind you that we already

11 rank in the highest category for asthma

12 hospitalizations in the state, but any way they

13 say, "Respiratory disorders may be exacerbated

14 by warming-induced increases in the frequency

15 of ground level ozone events and particulate

16 air pollution." We are already in an ozone

17 non-attainment area.

18 So, "Ground level ozone can damage lung

19 tissue, and is especially harmful for those

20 with asthma and other chronic lung diseases.

21 Sunlight and high temperatures combined with

22 other pollutants such as nitrogen oxides,"

23 which we have plenty of from all those pre-2007

24 trucks floating through our city, "and volatile- November 18, 2010 269

1 organic compounds," which we already have

2 plenty of, "can cause ground level ozone to

3 increase." We don't need these to increase any

4 more. I just wanted to mention, as far as

5 other pollutants, such as sulphur dioxide,

6 particulate matter, benzene, formaldehyde,

7 polycyclic hydrocarbons, we have plenty of all

8 of that. And as I just said before, the

9 effects of climate change on these has not been

10 well-studied. I would like for you to come to

11 our city, and you can study over in our city,

12 because you will find all of the data that you

13 need.

14 It has been a concern in our community

15 that heavy-duty trucks have been exempt for so

16 long from fuel efficiency standards, and we

17 really feel that it's imperative to set

18 standards that will reduce the impact of

19 harmful emissions. We also hope you will take

20 into consideration the unfair burden that

21 environmental justice areas have had to contend

22 with, and will continue contending with as the

23 impact of global warming increases.

24 I would like to acknowledge our deep- November 18, 2010 270

1 appreciation that Chelsea is an ARRA (American

2 Recovery and Reinvestment Act) recipient of

3 over $1.9 million, and it's funding several

4 diesel emission reduction projects. We are

5 actively trying to do something about our

6 diesel pollution problem and the related health

7 concerns, but we are equally aware that as we

8 mitigate, climate change exacerbates. So I

9 would like to reiterate what I said in the

10 beginning. Issuing fuel economy requirements

11 at a national level, which will result in

12 reductions in global warming tailpipe emissions

13 is immensely important for communities such as

14 ours and so, we, in Chelsea urge the EPA and

15 the DOT to set the strongest standards possible

16 in order to mitigate our pollution exposure.

17 Thank you very much.

18 MS. OGE: Thank you, Ms. Maas, for your

19 testimony. And finally, but not least, we are

20 going to hear from Mr. David Heimann. Good

21 afternoon and welcome. If you can state your

22 name for the record.

23 PANEL VII TESTIMONY

24 BY MR. HEIMANN:- November 18, 2010 271

1 Okay. Thank you very much. My name is

2 David Heimann, I'm the Vice-Chair of the

3 Massachusetts Chapter of the Sierra Club. I am

4 also on their energy committee. The remarks I

5 am giving today are personal, but you will

6 certainly receive, and have received comments

7 from the Sierra Club; rest assured they agree

8 with what I'm going to say myself.

9 So a little bit of background, where I

10 come from, certainly was interested in the

11 environment, in nature, even in the Boy Scouts

12 as a child, and that translated to being

13 involved in the original Earth Day when I was

14 in graduate school, and when I first came into

15 contact with what in the scouts was just

16 "out-of-the-woods" then became, "Oh, it is the

17 whole world." So after graduating, I wanted to

18 continue that work, and a few years later I

19 found the Sierra Club in Massachusetts, and

20 joined up, I have been active ever since there.

21 And I have seen the issues go from, starting

22 out with wildlife, both my own initial contact

23 and the Sierra Club's initial contact, wildlife

24 and forests to, when I initially got active,- November 18, 2010 272

1 pollution, which we are dealing with today,

2 until today, where it's a lot of global warming

3 and climate change. So the environmental

4 question keeps morphing, and also I have been

5 very much interested in it, as it has gone

6 along. I have also noted with pleasure, my

7 first car only had 25 miles a gallon, I thought

8 it was great, and even that it went over

9 100,000 miles and life was great; now I'm

10 spoiled, my current car gets about 40 miles per

11 gallon and I fully expect it to get to 200,000

12 miles, so we have come a long way, and I admire

13 that. I wonder if anyone else is finding a lot

14 more vehicles on the road, if you look at 128

15 and 93 today, as compared to when I first

16 moved.

17 So in a nutshell, I strongly support the

18 EPA using its authority under the Clean Air Act

19 to take positive steps to reduce greenhouse gas

20 emissions, because, really, it has a lot of

21 impact. Reducing oil consumption by more than

22 500 million barrels, saving customers over $40

23 billion. Cutting carbon dioxide pollution by

24 millions of metric tons, like 250 million- November 18, 2010 273

1 metric tons. And even the individual truckers

2 save money, you know, over $70,000, over the

3 life of the vehicle, so we have got to do that.

4 And one reason my car does 40 miles a gallon is

5 because cars have had such standards. Unlike

6 cars, large pickups and freights and garbage

7 trucks haven't been subjected to this, but it

8 is possible. We have seen the impact if we put

9 cars to this; it's an even greater impact if we

10 put trucks to this, because there are so many

11 of them on the road, and their fuel economy is

12 so low, and the technology is out there, it is

13 possible. And, you know, we can do it through

14 better engines, again, my 25-mile per gallon

15 engine becoming a 40-mile per gallon engine, we

16 can do the same in trucks, without even

17 changing the fuel mix. And apart from that,

18 there are hybrids, there are electric cars, so

19 electric trucks can't be far behind, and major

20 things like that, even apart from shipping

21 things by rail, instead of by truck, but that's

22 a different story for another time. So we can

23 do a lot here. There is a lot of road to be

24 traveled for trucks, and it is possible, so.- November 18, 2010 274

1 So we have come along way, and I admire

2 that; however, I also find a lot more vehicles

3 on the road. If you look at 128 and 93 today,

4 as compared to when I first moved. So in a

5 nutshell, I strongly support the EPA using its

6 authority, under the Clean Air Act, to take

7 positive steps to reduce greenhouse gas

8 emissions, because really it has a lot of

9 impact, reducing oil consumption by more than

10 500 million barrels, saving customers over

11 $40 billion, cutting carbon dioxide pollution

12 by millions of metric tons, like 250 metric

13 tons, and even the individual truckers save

14 money, you know, over $70,000 over the life of

15 the vehicle, so I have got to do that. And one

16 reason my car does 40 mies a gallon is because

17 cars have had such standards. Unlike cars,

18 large pickups and freights and garbage trucks,

19 haven't been subjected to this, but it is

20 possible. We have seen the impact, if we put

21 cars to this, it's an even greater impact if we

22 put trucks to this, because there are so many

23 of them on the road, and their fuel economy is

24 so low, and the technology is out there, it is- November 18, 2010 275

1 possible. And, you know, we can do it through

2 better engines, again, my 25-mile per gallon

3 engine becoming a 40-mile per gallon engine, we

4 can do the same with trucks, without even

5 changing the fuel emits. And apart from that,

6 there are hybrids, there are electric cars, so

7 electric trucks can't be far behind, and major

8 things like that. Even apart from shipping

9 things by rail, instead of by truck, but that's

10 a different story for another time.

11 So we can do a lot here. There is a lot

12 of road to be traveled for trucks. And it is

13 possible, so. And we must do it, because

14 without fuel economy standards, we'll, we, that

15 is, U.S. car-makers and truck-makers, will fall

16 way behind competition, because they are doing

17 something out there, Japanese vehicles,

18 European vehicles, Chinese vehicles, they are

19 starting. And so, we can't afford to fall

20 behind the competition, because that would cost

21 valuable jobs, stall innovation, increase our

22 dependence on oil, dah-dah-dah, a whole lot of

23 bad things, if we do that. So we have got to

24 keep up, and one way of doing that is make our- November 18, 2010 276

1 own playing field level, so that truckers and

2 manufacturers are encouraged to do good trucks,

3 and the only way to do that, really, is by

4 standards. One way to do it. You could do it

5 by other things, like a carbon tax, but that

6 might not be as quick as anybody once thought,

7 and the EPA, you're sitting on a great method

8 to do it, through leveling the playing field by

9 your rulemaking, so you have a great

10 opportunity there. So really, and apart from

11 the pollution issues, you know, we just can't

12 afford to let the U.S.A. become a third-world

13 country. And one thing I admired when I

14 started my career, is that U.S.A. was the

15 forward-looking edge of innovation, technology.

16 For the last ten years, I'm afraid, we are

17 starting to lose that edge, and we can gain it

18 back, partly by focusing on making trucks

19 better, and less polluting, and that will

20 increase our competition, and reduce pollution,

21 reduce global warming. A lot of good things,

22 what's not to like?

23 So I urge you to set the strongest

24 standards possible, and move us forward.- November 18, 2010 277

1 Thank you very much.

2 MS. OGE: Thank you. Any questions for

3 the panel? (Pause) Well, I would like to thank

4 you personally for coming forward, we, this

5 panel here, the Federal Panel, appreciates the

6 fact that you are private citizens, you are not

7 representing for-profit interests, not that we

8 don't appreciate hearing for-profit interests'

9 comments, we did hear them this morning, and we

10 are looking forward for additional comments.

11 But the fact that you came forward, you are

12 representing yourselves, and sharing with us

13 your views, experiences and opinions, are very

14 important to this panel, and we appreciate and

15 thank you.

16 MR. MEDFORD: Well, we are on to Panel No.

17 8, we welcome Ms. Jessica Feldish.

18 MS. FELDISH: Is it just me?

19 MR. MEDFORD: Yes, whenever you are ready.

20 MS. FELDISH: Okay.

21 MR. MEDFORD: Thanks very much.

22 PANEL VIII TESTIMONY

23 BY MS. FELDISH:

24 Thank you for this opportunity to speak.- November 18, 2010 278

1 I'm afraid my comments are quite short. My

2 name, as I said, is Jessica Feldish, I'm a

3 student at Northeastern University, studying

4 environmental policy, economics and political

5 science. I'm also a member of Students for a

6 Just and Stable Future, here in Massachusetts.

7 I'm the Vice-President of Northeastern's

8 Environmental Club, and I'm involved in many

9 other sustainability projects and initiatives

10 taking place here in Boston.

11 I come before the committee today to

12 affirm my support, in yet another venue, for

13 the sensible shift towards a clean energy

14 economy.

15 I come from Amish country in central

16 Pennsylvania, where agriculture and trucking

17 are two of the largest industries employing my

18 neighbors from home. Both of my parents are

19 currently employed at a trucking firm, and my

20 father has been there for over 20 years, it is

21 thanks to the trucking industry that I'm able

22 to attend college today. I'm proud of where I

23 come from, and understand the integral role

24 that trucking and large vehicles play in the- November 18, 2010 279

1 quality of life that so many people in this

2 room unknowingly benefit from.

3 Aided with this knowledge, I think that

4 there is nothing more important than finding

5 innovative ways to reduce fuel consumption and

6 air pollution than to raise the fuel economy

7 standards for trucks.

8 I too, from living in a very high traffic

9 area, have suffered allergies and seasonal

10 issues from the air pollution that has

11 surrounded my community with trucking. And I

12 think that reducing our dependence on oil would

13 create a healthier and more equitable and

14 sustainable future for my peers and I to

15 prosper within, as we grow and create lives of

16 our own in this great country.

17 I am by no means a scientist, but a mere

18 optimist. Although I cannot fathom how to

19 advance this technology forward, I know for

20 sure that the American spirit of

21 entrepreneurship will prevail to return the

22 proper balance of safety, health and national

23 security to its people, by taking into account

24 the negative externalities that burning so much- November 18, 2010 280

1 fossil fuel has created. By supporting higher

2 emission standards, we are supporting an

3 America that can continue to succeed in

4 providing for its people. I believe the push

5 for fuel economy efficiency for an industry so

6 central to our lives is a symbolic move that

7 will solidify our commitment to making smarter

8 choices about our energy future.

9 In summary, the strongest possible

10 standards from the EPA and the DOT would be an

11 integral part of the necessary process to move

12 our country towards cleaner energy technologies

13 and a brighter, healthier and safer future.

14 I would like to thank you for this

15 opportunity, and I hope you have a great day.

16 MR. MEDFORD: Thank you for taking your

17 time to participate. Does anybody have any

18 questions?

19 MR. SILVERMAN: I don't think our proposal

20 is merely symbolic, by the way.

21 MR. MEDFORD: Thank you.

22 MS. FELDISH: Thank you for your efforts.

23 MR. MEDFORD: We are going to take a break

24 until four o'clock.- November 18, 2010 281

1 (Break taken)

2 MR. MEDFORD: Are we ready to begin? Come

3 to the table and fill out a card with your

4 name, and we will begin.

5 SPEAKER: And we will get started.

6 MR. MEDFORD: Thank you. We should tell

7 you that Ms. Oge is with the Department of

8 Environmental Protection Agency, and I'm with

9 the National Highway Traffic Safety

10 Administration, and the U.S. Department of

11 Transportation, and we are working together on

12 these rules, so welcome.

13 SPEAKER: Thank you. Okay. Great. It's

14 4:02 p.m.

15 (Conversation off the record)

16 MR. MEDFORD: Okay. Panel IX: Ms. Susan

17 Shamel. Mr. Roger Shamel. Mr. Mike

18 Gildesgame. Why don't we start with Susan, if

19 you would start first, give your name and

20 affiliation, and we will just go from there.

21 Thank you.

22 PANEL IX TESTIMONY

23 BY MRS. SHAMEL:

24 My name is Susan Shamel, of Bedford,- November 18, 2010 282

1 Massachusetts, and I'm basically speaking as a

2 private citizen, although I'm affiliated with a

3 number of organizations.

4 MR. MEDFORD: Please, you can begin your

5 testimony whenever you are ready.

6 MRS. SHAMEL: As I said, my name is Susan

7 Shamel, of Bedford, Massachusetts, I'm

8 testifying as a private citizen and a member of

9 the Sierra Club. I'm the mother of three grown

10 daughters and two grandchildren. By profession

11 I am a physical therapist, and as such I

12 understand science, I understand interactions

13 between systems and I understand prevention.

14 I began studying the issue of global

15 warming four years ago, and the more I learned

16 the more alarmed I became. As a result, I am

17 no longer working as a physical therapist, I'm

18 spending all of my time volunteering on global

19 warming initiatives. I have spent the last

20 four years volunteering for the Sierra Club,

21 350.org, 1Sky, Environment Massachusetts,

22 Greenpeace, Students for a Just and Sustainable

23 Future, Mass Action, and my husband and I run a

24 non-profit, the Lexington Global Warming- November 18, 2010 283

1 Education Network, just to name a few.

2 Ninety-eight percent of the world's

3 leading climatologists agree that the burning

4 of fossil fuels is warming our climate at a

5 rate unprecedented in the history of the Earth.

6 All of the species currently on Earth, have

7 evolved to thrive on the planet with the same

8 conditions that have always been present,

9 including Homo sapiens. We are now seeing

10 extinctions of huge swatches of bio-diversity

11 on this planet, many of which can be attributed

12 to changes in the climate and its associated

13 effects, including altered phenology.

14 As predicted, weather patterns around the

15 world are changing, with stronger storms and

16 changing hydrological effects. This past

17 summer's heat and fires in Russia, as well as

18 the Pakistani floods, provide evidence of this.

19 There is a likelihood that these would not have

20 occurred if our anthropogenic global warming

21 was exceedingly slow. Glaciers are melting

22 worldwide, and these provide freshwater to

23 millions of people. Current levels of carbon

24 dioxide in the atmosphere are at 390 parts per- November 18, 2010 284

1 million, whereas pre-industrial levels were at

2 about 280 parts per million. Dr. James Hansen,

3 America's leading climatologist of NASA Goddard

4 Institute, has stated that "We must radically

5 decrease this amount to 350 PPM, if we are to

6 preserve the climate." Since the United States

7 Congress has failed to act on this, it is

8 imperative that the EPA's right to regulate CO2

9 be preserved and that regulations be

10 implemented to begin to foster a

11 climate-friendly environment. With this in

12 mind, the EPA and DOT should move forward with

13 setting and implementing strong fuel standards

14 for medium- and heavy-duty trucks.

15 We are spending billions of dollars

16 overseas, often in countries with unstable

17 governments to feed our oil addiction, now,

18 even the U.S. military is concerned with energy

19 security. In addition, many experts feel that

20 we have reached peak oil, with the demand for

21 oil far exceeding the supply. This will cause

22 the price of oil to skyrocket, putting

23 America's economy on a severe downward slope.

24 New fuel standards will foster innovation- November 18, 2010 285

1 within America's transportation industries,

2 creating new companies and jobs. Currently, we

3 are falling behind in this arena to the rest of

4 the world.

5 It is also imperative to consider the

6 health effects of reducing fossil fuel use.

7 Currently, ozone levels in the lower atmosphere

8 are way above acceptable standards, a direct

9 result of excessive fossil fuel burning. This

10 is leading to increased respiratory distress,

11 especially among the young and elderly, and

12 especially in hot weather. And the rates in

13 this country are rapidly rising as a result,

14 with 40,000 deaths annually. I have an

15 adorable three-year-old grandson, who has

16 recently been diagnosed with asthma. There's

17 no history of this in our family, and it is

18 quite possible to attribute his disease to

19 excessive tropospheric ozone. In addition,

20 ozone is also killing plants, with a $2 billion

21 loss to the soybean crop in the U.S. this past

22 year being attributed to high ozone levels.

23 Regulations designed to address fuel standards

24 on trucks would cut emissions and help to lower- November 18, 2010 286

1 these ozone levels.

2 A huge misinformation campaign by the

3 corporate giants has unfortunately left many

4 Americans clueless about this issue. It is

5 imperative that those of us who understand do

6 everything in our power to begin to transition

7 us away from our dependence on fossil fuels.

8 I urge the EPA and DOT to move forward

9 with the strongest fuel standards possible for

10 medium- and heavy-duty trucks. I am actually a

11 native of Ohio, and I know how many trucks

12 there are on the road, and I know that this

13 would help a great deal. Thank you very much.

14 MR. MEDFORD: Thank you very much. Now,

15 Mr. Shamel.

16 PANEL IX TESTIMONY

17 BY MR. SHAMEL:

18 Thank you. My name is Roger Shamel, and

19 it is a little bit difficult to follow that

20 act, so I will leave out some similar parts of

21 testimony. My name is Roger Shamel, I live in

22 Bedford, Massachusetts with my wife, we have

23 been married 37 years --

24 MRS. SHAMEL: Well --- November 18, 2010 287

1 MR. SHAMEL: -- 38 years. I am here as a

2 private citizen, as a member of the Sierra

3 Club, and as the president of a chemical

4 management consulting firm that I founded in

5 1981. I have advanced degrees in both

6 chemistry and business, and have worked on EPA

7 economic impact studies in my former job as a

8 project manager at Arthur D. Little, Inc., here

9 in Cambridge.

10 My five main points are as follows:

11 (1) We, in the United States, are the

12 world largest contributors to the very real and

13 serious problem of man-made climate change,

14 based on per capita and volume of greenhouse

15 gas emissions.

16 (2) Climate change represents a very

17 serious threat to our citizens and the citizens

18 of the world, making it a moral mandate for us

19 to do what we reasonably can to reduce our

20 emissions.

21 (3) From years of related experience, I

22 can say with considerable confidence that

23 corporate executives do not like to have

24 restrictions dictated, such as the ones being- November 18, 2010 288

1 considered here today. Yet, history often

2 shows that environmental restrictions often end

3 up saving companies money they didn't expect to

4 save. In fact, one major chemical company,

5 DuPont, did so well at this that they made a

6 profitable business out of showing other

7 chemical companies how to do it. This is just

8 one example, the same has happened with Dow and

9 other companies.

10 (4) Given that the rest of the

11 industrialized world is "going green," often at

12 a faster rate than the United States, this move

13 to make our medium- and heavy-duty trucks more

14 efficient will also help the U.S. to remain

15 competitive with other countries in terms of

16 transportation economics.

17 (5) Improved fuel efficiency will reduce

18 our dependence on imported oil, also reducing

19 our need to spend defense dollars in other

20 parts of the world in order to protect these

21 foreign oil reserves and have untold other

22 benefits, in terms of health and other impacts.

23 The additional points that I would make,

24 that are very similar to my wife's about the- November 18, 2010 289

1 need for EPA to have strong teeth and meet

2 these regulations, and the need for the

3 Department of Transportation to also further

4 this cause.

5 So I urge you both to do what you can to

6 try to bring America up to higher standards.

7 Thank you.

8 MR. MEDFORD: Thank you for your

9 testimony. Now, Mr. Mike Gildesgame.

10 PANEL IX TESTIMONY

11 BY MR. GILDESGAME:

12 Good afternoon, I'm Mike Gildesgame, and

13 I'm the Southern New England Policy Manager for

14 the Appalachian Mountain Club (AMC), and I

15 wanted to thank you and your agencies for

16 holding this hearing on this very important

17 topic, so thank you, and good afternoon.

18 Just a little bit of background on the

19 AMC. Founded in 1876, the Appalachian Mountain

20 Club is the oldest conservation and recreation

21 organization in the country, with the mission

22 of promoting the protection and enjoyment of

23 the mountains, forests, waters and trails of

24 the Appalachian region, essentially the- November 18, 2010 290

1 Northeastern part of the United States. AMC

2 volunteers lead over 8,000 recreational trips

3 each year, including hiking, biking, paddling,

4 climbing and skiing, and we maintain over 1,500

5 miles of trails from Maine to Pennsylvania,

6 including the Massachusetts sections of the

7 Appalachian Trail and the recently designated

8 New England National Scenic trail.

9 Fundamentally, we encourage people to

10 experience, learn about, appreciate and work to

11 protect the natural world.

12 Therefore, we are concerned about air

13 quality impacts on the natural world and our

14 participants in outdoor recreational

15 activities. Energy use and our current

16 dependence on fossil fuels are directly related

17 to air pollutants and greenhouse gas emissions

18 that impact the enjoyment and safety of hikers

19 and the vitality of the resources that AMC

20 works to protect. Hikers and other outdoor

21 enthusiasts are exposed to unhealthy levels of

22 air pollutants and their views are compromised

23 by pollution-induced haze. The release of

24 greenhouse gases from fossil fuel consumption- November 18, 2010 291

1 threatens mountain ecosystems, particularly the

2 remnant post-glacial alpine habitats, like the

3 Northeastern, the White Mountains in

4 particular. Acid deposition causes further

5 impacts to the resources of the region, harms

6 aquatic life in streams and water bodies, and

7 weakens the ability of forests to rebound from

8 naturally occurring stresses and men-induced

9 stresses. Recognizing the challenge posed by

10 these impacts, of poor air quality and climate

11 change in the region, the Appalachian Mountain

12 Club has developed expertise on air pollutant

13 emissions that degrade visibility and affect

14 hiker health, and on the potential impacts of

15 climate change to northeastern alpine plant

16 communities, so our goal is to develop

17 science-based policies that will improve the

18 region's air quality and combat climate change.

19 The AMC is currently engaged in a

20 multi-year research study, funded by the

21 National Oceanographic and Atmospheric

22 Administration (NOAA), to understand the impact

23 of climate change and air pollution on higher

24 elevation and alpine ecosystems. This- November 18, 2010 292

1 collaborative project integrates long-term data

2 sets and research strengths of the AMC, the

3 Mount Washington Observatory and Plymouth State

4 University in New Hampshire.

5 Ozone in the lower atmosphere is a threat

6 to human health and the environment, and is a

7 particular concern for hikers and other people

8 who recreate outdoors. The AMC monitors ozone

9 in the White Mountains of New Hampshire, and

10 informs the public about ozone and what can be

11 done about it, what they, individually, can do

12 about it. A study by the AMC and others, has

13 found that ozone can impair hikers' lung

14 function, even at levels deemed acceptable by

15 the EPA. The summit of Mount Washington, the

16 highest peak in the Northeast, currently

17 exceeds the National Ambient Air Quality

18 Standards for ozone and the higher elevations

19 are considered in non-attainment.

20 Since 1988, the AMC has been monitoring

21 the concentration and composition of fine

22 particles in the air in the White Mountains of

23 New Hampshire. From 2001 to 2004, visibility

24 in the mountains averaged 28 miles on the most- November 18, 2010 293

1 polluted days, compared with the natural visual

2 range of about 80 to 90 miles, so that's a

3 significant impairment. Significant

4 contributors to this loss of visibility are

5 sulfate, carbon and nitrate aerosols, which

6 stem from automobile emissions and other

7 combustion processes. Although there are local

8 sources of nitrates and organic carbons, much

9 of this pollution travels on air currents from

10 hundreds of kilometers away and, therefore, is

11 termed "regional haze." The same pollutants

12 that cause haze also contribute to harmful

13 ecosystem impacts.

14 For these and related reasons, the

15 Appalachian Mountain Club strongly supports the

16 commitment of EPA and DOT to set the first-ever

17 standards to improve the efficiency and reduce

18 the harmful emissions of medium- and heavy-duty

19 trucks. We believe that the vehicles that are

20 subject to the proposed standards are

21 significant sources of mobile-source air

22 pollution. We encourage EPA and DOT to issue

23 the strongest standards possible, and make

24 vehicle standards part of a national- November 18, 2010 294

1 transportation plan that moves us beyond oil.

2 Further, we believe it is critical that

3 vehicles are tested in a way that accurately

4 assesses their fuel consumption and emissions

5 on the road. Such test results should be used

6 to validate and update the models that

7 determine new standards.

8 And we concur with the EPA notes in the

9 preamble to the proposed regulations that were

10 circulated, and urge that the studies that were

11 noted there be carried out, be completed.

12 And I'm quoting here, "It is important to

13 qualify the health and environmental impacts

14 associated with the proposed standards because

15 a failure to adequately consider these

16 ancillary co-pollutant impacts could lead to an

17 incorrect assessment of their net costs and

18 benefits. Moreover, co-pollutant impacts tend

19 to accrue in the near term, while any effects

20 from reduced climate change mostly accrue over

21 a timeframe of several decades or longer. EPA

22 typically quantifies and monetizes the health

23 and environmental impacts related to both PM,

24 (particulate matter), and ozone in its- November 18, 2010 295

1 regulatory impact analyses (RIAs), when

2 possible. However," as you noted, "EPA was

3 unable to do so in time for this proposal." We

4 hope that those studies are carried out.

5 And in conclusion, the Appalachian

6 Mountain Club believes that the proposed

7 regulations have the potential to help improve

8 the long-term quality of the air we all

9 breathe, to protect the vital environmental

10 resources we depends on, and perhaps a little

11 hyperbole, enhance the quality of life for all

12 Americans. Thank you.

13 MR. MEDFORD: Thank you, and I thank all

14 three of you for coming today, and using your

15 personal time to be a part of the process, we

16 really very much appreciate it, so thanks

17 again. Okay. It sounds like, it looks like we

18 have some more witnesses coming.

19 MS. OGE: Ms. Teressa Bryant, welcome.

20 MS. BRYANT: Thank you.

21 MS. OGE: And I believe you are the last

22 person to testify.

23 MS. BRYANT: Oh, okay.

24 MS. OGE: So thank you for coming, we- November 18, 2010 296

1 appreciate it. I'm Margo Oge with the EPA.

2 And my colleagues from the Department of

3 Transportation, Ronald Medford, James, and --

4 MS. YOON: Rebecca.

5 MS. OGE: Rebecca, it has been a long day.

6 If you can just state your name and affiliation

7 for the record and we will hear your testimony.

8 PANEL IX TESTIMONY

9 BY MS. BRYANT:

10 My name is Teressa Bryant, and I'm here

11 with the Husky Energy Action Team at the

12 Northeastern campus. I'm here because I'm

13 concerned about climate change and America's

14 dependence on oil.

15 As the overall temperature of the Earth

16 rises, we are noticing many detrimental changes

17 that will only worsen if no changes are made.

18 We must start talking about positive steps

19 towards reducing greenhouse gas pollution and

20 our dependence on oil, in order to maintain and

21 restore ecosystems that have been indirectly

22 and directly impacted.

23 I strongly support the EPA using its

24 authority under the Clean Air Act to take- November 18, 2010 297

1 positive steps forward in regulating greenhouse

2 gases. I also urge the EPA and the DOT to

3 issue the strongest standards possible and make

4 vehicle standards part of the national

5 transportation plan that moves us beyond oil.

6 Thank you for the opportunity to testify.

7 MS. OGE: Thank you, Ms. Bryant. And this

8 concludes our second public hearing on the

9 greenhouse gas review, and heavy-duty trucks,

10 reducing greenhouse gas and improving fuel

11 efficiency, thank you for coming. And looking

12 forward to the continued dialogue with all of

13 you. And thanks to the Court Reporter, thank

14 you so much, it has been a long day for you, so

15 we appreciate it.

16 (Whereupon the Hearing was

17 concluded at 4:31 p.m.)

18

19

20

21

22

23

24- November 18, 2010 298

1 C E R T I F I C A T E

2 COMMONWEALTH OF MASSACHUSETTS)

3 SUFFOLK, SS. )

4 I Ruth Day, Certified Shorthand Reporter and Notary

5 Public in and for the Commonwealth of Massachusetts, do

6 hereby certify that the Hearing made on the 18th day of

7 November 2010 at 10:00 a.m., is a true and accurate record

8 reduced to typewriting under my direction.

9

10 In witness whereof, I have hereunto set my hand and

11 affixed my notarial seal this December 3, 2010.

12

13

14

15

16 Ruth Day-Rabadjija, CSR Notary Public

17 My commission expires 7/6/12

18

19

20

21

22

23

24In Re: EPA Public hearing November 18, 2010

$

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Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (1) $1 - 2015In Re: EPA Public hearing November 18, 2010

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296:6 affiliations (1)
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281:8 agendas (1)
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40:18 Al (1)
251:19 alarmed (2) 103:15;282:16 alcohol (1)
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149:19 Alewife (1)
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156:17 all-diesel (1)
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278:15 amount (13) 37:9;38:15;47:4;52:12; 78:5;130:24;145:15;213:2;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (4) advocacy - amountIn Re: EPA Public hearing November 18, 2010

238:5;258:2,17,19;284:5 amounts (1)
231:11 amphibious (1)
37:15 Anair (1)
97:15 analogous (1)
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267:18 AT&T (1)
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291:21 atom (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (5) amounts - atomIn Re: EPA Public hearing November 18, 2010

209:10 attached (2) 153:4;163:6 attainable (1)
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260:17 attentions (2) 149:21;150:2 attest (1)
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251:20 Auxiliaries (1)
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Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (6) attached - benefitsIn Re: EPA Public hearing November 18, 2010

167:1;170:18;171:8; 174:12;188:8,24;189:2; 204:22;209:15,22;210:7; 212:13,23;216:20;252:21; 257:18,20;288:22;294:18 Bens (1)
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283:10 biofuels (2) 100:21,24 biomass (1)
248:20 biomethane (1)
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222:9

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buying (1)
39:18

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287:14 capital (4) 32:7;115:19;138:13;
209:4 capitalize (1)
169:3 Captain (2) 78:21;79:5 capture (6) 100:16;107:24;130:17; 167:5;173:14;174:24 capturing (3) 174:8,23;232:5 car (13) 22:13;135:10;147:23,24, 24;186:16;221:5;232:4; 241:17;272:7,10;273:4;
274:16 Caravan (1)
121:20 carbon (27) 45:23;46:1;49:1;51:10; 72:9;78:1;89:21;138:23; 140:14;145:13,18;156:21; 177:13;186:22;209:10,11; 229:23;248:16,19;257:22; 258:2;262:10;272:23; 274:11;276:5;283:23;293:5 carbon-intensive (1)
46:5 carbon-neutral (1)
127:5 carbons (1)
293:8 card (3) 20:1;70:24;281:3 cardiac (1)
146:9 cardio-respiratory (1)
143:3 cards (2) 141:24;246:17 care (4) 31:18;74:3;177:13;
263:18 career (1)
276:14 careful (3) 63:13;65:22;66:13 carefully (1)
170:6 car-makers (2) 183:7;275:15 Carol (4) 111:22;137:19;217:18;
239:5 Carolina (1)
240:13 carried (2) 294:11;295:4 Carrier (2) 176:23;211:12 carry (1)
129:21 cars (26) 16:18;56:5;58:2;69:17, 21;78:8;94:22;95:19; 109:5;117:2;154:11; 155:23;183:3,9;186:11; 189:11,14;221:21;273:5,6, 9,18;274:17,17,21;275:6 case (9) 52:9;66:3,11;166:15; 207:10,12;236:6;243:14;
246:5 cases (4) 35:21;52:17;162:3;268:2 casualties (1)
74:1 Catalytic (1)
82:4 catalyze (1)
139:2 catalyzing (1)
140:9 catastrophic (1)
104:3 catch (2) 210:16;240:2 categories (6) 21:19;85:7;201:4,14,16,
22 category (15) 27:4;57:21;67:9,17; 201:3,7,10,17,18,23;202:3, 3;267:20;268:1,11 CATF (1)
124:24 Catherine (3) 111:19,23;112:7 caucus (1)
251:14 caught (1)
133:9 cause (6) 76:22;258:7;269:2; 284:21;289:4;293:12 caused (2) 79:16;261:10 causes (3) 236:6;247:12;291:4 causing (2) 76:12;104:23 CCA (1)
166:11 Cemetery (1)
78:22 Center (4) 24:7;42:1;267:7,9 central (5) 46:10;132:18;219:15; 278:15;280:6 centuries (2) 260:15;265:20 century (2) 219:9;265:9 CEO (3) 90:18;151:23;160:18 Ceres (3) 137:22;138:9,16 certain (6) 101:10;168:24;192:21; 199:10;212:3;241:16 certainly (11) 58:4;65:2;100:21;110:1, 12;210:23;216:21,23; 262:14;271:6,10 certainty (6) 30:5;86:21;122:14; 140:3;165:11;173:1 certification (13) 31:7,9;51:2;53:12,19; 87:24;98:9;129:4;192:20; 194:17;197:13;225:14,15 certified (4) 86:14;191:24;197:6;
244:6 certify (4) 32:21;191:18;192:14;
203:20 certifying (2) 51:14;195:8 cetera (1)
194:10 CFD (3) 191:23;192:14;194:3 CH4 (4) 199:16;200:4,11,17 chain (1)
115:24 chains (2) 148:3;150:24 chair (3) 233:9;235:5;248:16 Chairman (1)
151:23 challenge (5) 50:14;162:19;180:16; 252:7;291:9 challenged (1)
40:5 challenges (9) 39:23;40:1;155:10; 162:18;193:9,14;206:1; 264:18;265:15 challenging (2) 123:1;204:17 chance (3) 214:10;241:20,22 change (74) 42:23;52:13;56:16; 60:23;73:12;74:17;75:5,7,

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (8) buying - changeIn Re: EPA Public hearing November 18, 2010

10,21,23;76:2;77:5,13,24; 92:12;105:8,14;126:3; 138:11;142:16;143:5,23; 144:16;145:5,6,15;156:15; 182:11,12;183:20;185:12; 188:1;206:3,21;209:6; 218:19;221:16;229:10,17; 239:13;240:20,21,21; 247:21,24;249:8,13;250:5; 251:12;252:5;253:8,17; 255:15;259:4,6,9;264:22; 265:2;267:2;268:4,6,7; 269:9;270:8;272:3;287:13, 16;291:11,15,18,23; 294:20;296:13 changed (3) 35:7;177:3;193:23 changes (9) 27:20;76:20;123:2; 187:10;194:24;202:11; 283:12;296:16,17 changing (10) 182:11,16;184:5;241:1; 243:21;253:15;273:17; 275:5;283:15,16 Chapter (2) 233:10;271:3 characteristics (2) 172:7;195:24 characterized (1)
47:6 charge (1)
176:23 charges (1)
58:5 charging (3) 57:13;58:2,22 chassis (2) 65:15;98:20 Chaudhary (5) 246:15;250:20,22;251:2,
4 cheap (1)
237:8 checking (1)
62:18 Chelsea (7) 266:18,23;267:8,13,19; 270:1,14 chemical (4) 209:9;287:3;288:4,7 chemistry (2) 106:9;287:6 chest (1)
233:22 Chet (5) 19:9;61:1;66:24;216:2;
244:18 Chevrolet (1)
135:9 Chevy (1)
135:14 Chicago (10) 15:21;55:16;63:6;97:15; 153:8;215:3,11;242:22; 244:3,13 Chief (3) 13:16,18;84:17 chiefs (1)
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148:21 civilization (1)
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68:10 clarity (2) 87:3;178:22 Clarke (7) 181:12;205:3,5;215:2,8, 14;216:13 Class (29) 21:20,21;26:18,20,20,23, 24;27:3,13,16;47:21;60:2; 67:4,4,9,10,16;123:14,14; 127:17,17;131:5;132:20, 22;133:13;135:12;191:19; 221:6;223:2 Class3 (1)
27:4 classes (4) 42:11;97:18;127:16;
256:7 classic (1)
194:19 classify (1)
214:22 classmate (1)
78:21 classmates (2) 148:16;259:5 classroom (1)
148:14 Clean (48) 17:5;20:10;24:7;28:19; 30:19;56:15;58:20;71:20; 81:15,17;82:14;90:14; 94:14,22;116:8;122:17; 124:24;125:2;127:13; 143:10;144:5;147:15; 150:8,17,18;160:22; 165:24,24;166:7,10,13,16; 185:8;186:3;189:8;197:17; 222:6;231:2;232:24; 235:10,19;238:10;254:15; 267:24;272:18;274:6; 278:13;296:24 cleaned (1)
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91:4 clear (14) 36:14;53:19;74:15; 80:22;84:23;90:13;93:6; 115:10,18;144:18;174:12; 193:12;212:3;223:12 Clearly (7) 17:18;18:17;58:16;69:1, 2;198:3;216:7 cliffs (1)
255:10 climate (92) 22:2;42:23;56:16;60:22; 73:7,11;74:17;75:5,7,10,21, 23;76:2,20;77:5,13,24; 92:11;103:13;104:2,8; 105:11,16;125:5;126:3; 137:23;138:6,11,20;139:7; 140:11;143:5;144:16; 145:5,6,9,15;156:9,11,15; 166:5,8;182:11;183:20; 185:12;206:3,20;209:6; 218:7,19;221:16;229:4,9, 17;239:13;247:21,24; 248:12;249:8,12;250:5,8, 17;251:8,11,15;252:5,9; 253:8,16;255:14;259:4,6,9; 267:2;268:3,6,7;269:9; 270:8;272:3;283:4,12; 284:6;287:13,16;291:10, 15,18,23;294:20;296:13 climate-changing (1)
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262:23 Club (33) 54:14;55:12;56:12,22; 57:14,24;60:12;69:11; 70:10;71:7;144:12;182:2; 185:18;233:8,10;235:4,7; 251:7;252:16;254:7;260:7; 271:3,7,19;278:8;282:9,20; 287:3;289:14,20;291:12; 293:15;295:6 Club's (2) 54:15;271:23 clueless (1)
286:4 CO2 (20) 46:3,14,20;47:7,13;56:3; 59:5;69:7;124:3;182:18; 186:14,20;199:13,19,22; 200:1;216:20;257:23; 260:21;284:8 coal (3)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (9) changed - coalIn Re: EPA Public hearing November 18, 2010

46:5;239:16;261:5 coal-heavy (1)
58:8 coalition (4) 60:16;152:20;158:3;
248:24 Coast (1)
187:19 coastal (1)
219:3 Coast-down (2) 193:11;194:21 coastline (1)
187:18 coastlines (1)
76:3 Coca-Cola (1)
93:2 co-chaired (1)
151:20 coefficient (2) 195:10;225:18 Coexistence (1)
71:12 cold (3) 78:19;149:20;219:1 collaboration (3) 81:3;83:6;193:17 collaborative (2) 84:22;292:1 collaboratively (1)
107:19 Collantes (1)
44:20 collapse (1)
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97:15 colleagues (7) 18:24;32:19;44:18; 107:2;173:24;242:13;296:2 collect (2) 52:13;171:14 collected (2) 99:3,10 collection (1)
51:22 collective (2) 54:3;253:14 College (8) 102:24;147:11;148:2; 228:24;229:1;254:23; 260:9;278:22 Colorado (1)
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236:5 comfort (1)
263:19 comforted (1)
177:8 coming (14) 18:1;20:3;47:20;88:11; 95:1;136:24;141:19; 181:12;246:19;277:4; 295:14,18,24;297:11 Commandant (1)
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139:8 commends (1)
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278:1 commerce (1)
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293:16 committed (5) 18:5,6,7;29:22;53:24 Committee (3) 208:18;271:4;278:11 committing (1)
84:4 common (3) 86:14;93:14;180:6 common-sense (1)
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288:4 company's (2) 82:3;135:24 comparable (1)
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14:11 compete (1)
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288:15 competitiveness (5) 16:15;183:23;189:5; 196:2;232:21 competitors (2) 200:4;250:1 complementary (1)
46:20 Complementing (1)
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294:11 completely (3) 87:19;135:16;154:13 complex (7) 30:1;32:6;102:12; 167:17;190:24;198:2;
204:16 complexities (1)
198:21 complexity (1)
100:13 compliance (15) 30:6;51:1;86:2;88:1; 97:24;98:11,13,18;99:3,20; 100:1;129:3;171:10,14,20 compliant (1)
201:21 complicated (1)
70:12 comply (5) 27:2,3;92:14;203:18;
204:8 Complying (1)
81:23 component (1)
180:1 components (6) 134:23;135:2;171:23; 180:7,9,13 composition (1)
292:21 composting (1)
147:14 compound (2) 245:22,23 compounds (1)
269:1 comprehensive (2) 24:8;130:5 compression (1)
207:7 comprised (2) 75:11;78:12 compromise (4)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (10) coal-heavy - compromiseIn Re: EPA Public hearing November 18, 2010

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191:23 computer (1)
134:2 comrade (1)
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296:13 concerning (1)
93:12 concerns (9) 63:7;64:7;68:23;111:14; 153:12;198:7;242:24; 244:4;270:7 conclude (3) 46:6;146:16;232:19 concluded (2) 113:15;297:17 concludes (1)
297:8 concluding (1)
213:22 conclusion (6) 46:10;88:4;117:14; 173:5;216:1;295:5 conclusions (1)
45:18 concrete (1)
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152:6 confederation (1)
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75:6 consequence (1)
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104:22 conserve (2) 166:1;231:1 consider (12) 21:17;27:15;99:4,14; 163:9;195:9;224:9;262:15; 263:4,6;285:5;294:15 considerable (3) 198:16;203:24;287:22 consideration (10) 51:11;69:8;129:15; 131:20;139:9;141:17; 202:5;213:19;262:19;
269:20 considerations (1)
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15 consumer (1)
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44:15 continually (3) 50:14;51:8;171:1 continue (32) 53:15;54:2;60:17;78:17; 79:10;86:14;87:10;96:23; 98:21;112:23;124:12; 149:15,17;155:14;171:13; 172:17;196:12;199:4; 200:2;202:22;221:23; 223:14;238:9,22;240:17; 255:24;257:1,2;264:9; 269:22;271:18;280:3 continued (7) 45:9;48:7;83:5;96:16; 101:11;146:4;297:12 continues (2) 57:24;116:13 continuing (7) 29:22;34:6;52:18;88:11, 17;121:3;240:19 continuous (2) 53:14;261:4 continuously (1)
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293:12 contributes (1)
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Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (11) compromised - controlledIn Re: EPA Public hearing November 18, 2010

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55:19 conviction (1)
152:3 convinced (1)
252:5 Con-Way (1)
83:17 cooling (1)
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65:12 coordinate (1)
218:7 Coordinated (5) 20:8;122:8;138:16; 165:20;173:5 coordinates (1)
138:9 Coordinator (1)
147:9 cope (1)
150:3 coping (1)
149:22 Coplon-Newfield (5) 19:23;54:8,10,12;69:16 co-pollutant (2) 294:16,18 copy (2) 23:7;153:5 Coralie (6) 19:21;20:3;59:8;64:17; 67:2,2 core (3) 133:18;154:12;247:10 coronary (1)
267:17 Corporate (4) 60:4;134:12;286:3;
287:23 Corporation (8) 83:17,18,18;112:9; 151:24;190:15;191:2;197:2 Corps (2) 40:7;151:22 correct (6) 110:20;181:16;215:6; 250:21,22;253:13 corrections (2) 15:3,4 correctly (1)
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193:20 Correlating (1)
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92:16 cost-effective (8) 34:3;86:22;91:7;167:5, 11,13;168:24;202:9 costing (1)
236:21 costly (4) 220:2;229:16;234:16;
236:19 cost-per-percent (1)
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164:24 Counsel (3) 13:18;19:10;124:23 count (2) 174:20;178:13 counterparts (1)
168:7 countless (4) 74:4;198:19;261:2;
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289:21 country's (1)
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89:24 cover (2) 98:5;173:13 covered (10) 17:13;57:23;72:12; 187:17;188:17;189:12; 221:7;230:14;231:20;
243:12 covering (1)
255:9 covers (1)
16:23 craft (2) 198:20;204:18 crafted (1)
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231:8 Crane (1)
211:12 crawfish (1)
239:21 create (22) 32:11;37:24;39:6;54:12; 66:20;67:22;75:2;80:23; 83:16;90:21;96:2,9,17; 113:22;117:16;163:16; 164:1,4;232:14;242:3; 279:13,15 created (5) 50:18;87:22;115:15; 151:17;280:1 creating (6) 30:4;46:24;140:8;194:4; 229:18;285:2 creation (8) 16:15;113:10,17;139:21; 145:18;189:6;202:9;232:22 creatures (1)
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165:3

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (12) conventional - curbIn Re: EPA Public hearing November 18, 2010

curbing (2) 78:9;92:11 curious (3) 62:11;67:11;214:7 current (16) 24:15;49:10;57:9;101:7, 14;130:9;131:19;156:19; 171:9;172:4;199:17; 200:17;204:11;272:10; 283:23;290:15 currently (27) 33:10;47:5;57:20;69:22; 71:8;92:17;115:7;133:11; 142:11;144:11;161:12; 162:1,20;192:3;200:9; 206:6,13;208:10;211:1; 225:7;226:22;278:19; 283:6;285:2,7;291:19;
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274:10 customer's (1)
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285:24 cutting (8) 94:24;95:12;113:6; 219:15;259:2;264:11; 272:23;274:11 cutting-edge (2) 36:7;158:22 CVT (2) 179:13,14 cycle (7) 23:24;209:14;212:19,23; 215:6,9,13 cycles (6) 85:18;100:15,17;203:4,9,
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263:13 Dan (3) 217:17;233:4,7 danger (2) 251:21;264:1 dangerous (5) 34:19;55:1;56:7;75:15;
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172:10 date (2) 31:24;60:3 daughters (3) 40:22;54:17;282:10 David (5) 111:21;124:23;246:16; 270:20;271:2 day (27) 19:15;35:13;36:5,19,21, 23;37:5;52:13,14;56:3; 62:17,21;76:24;78:19;79:2; 90:5;125:17;153:23;154:8; 238:1;254:21;262:17,21; 271:13;280:15;296:5;
297:14 days (9) 14:22;15:5;17:22;37:9; 158:11;233:23;234:5; 262:13;293:1 DC (1)
229:5 deadline (2) 20:18;135:22 deal (1)
286:13 dealers (1)
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Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (13) curbing - demiseIn Re: EPA Public hearing November 18, 2010

232:8 demonstrates (2) 113:21;220:13 demonstrating (1)
208:7 Denmark (2) 182:5,22 Department (13) 13:9;54:15;82:19; 107:21;108:4;177:4;186:3; 239:9;253:10;281:7,10; 289:3;296:2 depend (4) 106:11,18;116:9;162:6 dependence (41) 21:4;39:12;55:1;57:18; 72:1,2;77:12;79:16;92:10; 94:24;116:11,16;144:21; 149:2;150:9,20;151:13; 152:4;154:3;155:11;156:3; 173:10;184:22;186:6; 187:14,24;206:2,23;209:2; 229:7;230:12,19;240:7; 258:10;275:22;279:12; 286:7;288:18;290:16; 296:14,20 dependency (9) 75:13,17;142:20;151:1; 184:10,23;206:20;219:24;
221:17 dependent (7) 74:21;145:24;148:5; 154:14;176:8,9;241:17 depending (1)
161:8 depends (2) 106:17;295:10 deploy (3) 87:15;92:24;96:24 deployed (5) 34:24;35:8;38:23; 108:11;168:10 deploying (1)
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75:9 details (5) 29:19;81:6;194:1,13;
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122:20 difficult (2) 175:12;286:19 Digging (1)
260:22 dinosaurs (2) 104:24;136:7 dioxide (15) 45:23;49:1;72:9;78:1; 145:13,19;186:23;229:23; 248:20;257:22;258:2; 269:5;272:23;274:11;
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179:19 discomforts (1)
263:23 disconnect (1)
110:23 discontinued (1)
172:11 discourage (2) 47:3;213:20 discover (1)
260:10 discuss (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (14) demonstrates - discussIn Re: EPA Public hearing November 18, 2010

206:21 discussed (2) 102:2;210:3 discussing (8) 16:21;64:14;103:12; 105:14;187:3;225:12; 261:23;262:2 discussion (2) 153:11;264:8 discussions (1)
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147:19 docket (4) 25:2;55:20;97:12;102:15 doctor (2) 137:15;238:2 doctors (2) 132:15;237:11 doctors' (1)
236:24 document (1)
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99:7 doesn't (5) 52:13;149:24;175:23; 177:15;216:10 doing (18) 104:11;105:7;109:5; 160:2;180:18,19;181:3; 182:23;189:18;196:1; 213:17;230:24;238:16,22; 259:10;265:4;275:16,24 dollar (1)
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253:8 dumb (2) 135:6,20 dumbfounded (1)
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26:13 earning (1)
35:3 Earth (8) 144:4,6;256:12;258:4; 271:13;283:5,6;296:15 earth-born (1)
261:3 earthquake (2)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (15) discussed - earthquakeIn Re: EPA Public hearing November 18, 2010

104:6,7 earth's (1)
256:19 easier (3) 54:23;224:12;261:7 easily (1)
147:22 East (4) 35:9;40:4;148:24;248:9 Eastern (1)
38:19 easy (5) 76:20;175:3;241:7; 256:17;260:23 eat (1)
239:20 Eaton (1)
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152:9 Economy (79) 13:16;45:10;55:9;60:5,6; 75:17;93:15;96:11,15;99:6, 7;106:5;109:19;113:13; 114:5;116:9,12;121:14; 122:16,21;126:6;130:22; 140:8,14;152:11,12,14,23; 154:11,23;155:4;156:6,20; 157:9;161:15,20;162:5,15, 22;163:2,8,24;172:8; 175:14,23;176:18;186:10; 187:22;188:19;189:9; 192:12;195:15;197:24; 198:7;199:7;201:19; 203:21;212:11,24;222:7, 16;224:4;226:5,12,14; 231:2;232:17;256:23,24; 264:2;266:19;270:10; 273:11;274:23;275:14; 278:14;279:6;280:5;284:23 economy-wide (4) 45:23;178:7,9,15 ecosystem (2) 230:17;293:13 ecosystems (4) 187:19;291:1,24;296:21 EDF (2) 89:5;90:7 edge (4) 258:4;259:2;276:15,17 Education (1)
283:1 educational (1)
240:14 effect (3) 91:13;163:19;175:5 effective (6) 29:9,23;46:12;47:10,14;
228:12 effectively (2) 85:20;99:17 effectiveness (1)
172:1 effects (16) 103:22;104:2;143:3; 144:3;147:16;229:15; 234:11;239:19;247:23; 263:20;268:3;269:9; 283:13,16;285:6;294:19 efficiencies (2) 112:24;122:7 efficiency (117) 13:5,13,23;14:10,13; 16:8;20:14;23:21;28:20; 29:15;31:5,12,19;32:9; 33:3,7,17,21,24;34:5; 38:13;40:12;41:3;43:6; 45:20;48:20;50:16;51:4; 52:1;66:1,2;73:4;77:19; 80:10;81:4;82:2,7,9,23; 83:7,15;85:19;89:18;92:20; 95:5;96:7,16,19;97:5,9; 98:1;99:14;101:7;114:22; 115:2,14;116:14;123:13; 125:9;126:18;128:10; 129:5,18;133:17;134:17; 137:1,4,9;139:3;140:9; 141:7,14;143:12;147:6; 150:19;152:19;153:2; 160:16;161:7;162:24; 163:5;165:3;166:21;167:5, 10,15;168:9;169:7;171:4, 18;172:7,18;173:6;185:9; 186:9;190:11,21;191:15; 192:16;204:2;220:6; 222:21;223:8;226:1;230:8; 231:8;232:3;242:6;252:10; 254:16;256:19;258:22; 269:16;280:5;288:17; 293:17;297:11 efficient (34) 38:4,7;41:3,5;59:15; 79:21;82:14;89:20;91:23; 107:12;114:2,6;115:6,9; 116:2;122:17;127:12; 132:22;133:13;136:4,23; 139:23;144:9;145:19; 146:19;183:8;191:19; 197:18;220:7;221:21; 229:18;232:17;249:24;
288:14 efficiently (3) 18:20;82:18;90:15 effort (17) 62:16;148:22;152:2,18; 159:12,13;173:5;174:18; 190:18;196:8;198:4,6; 199:1;202:24;204:13; 248:18,23 efforts (24) 29:6;49:22,24;54:3; 79:18;103:23;107:7; 112:18;121:24;131:23; 139:1;165:2;170:11;178:5; 185:21;186:1,4,20;202:17; 223:17;226:24;250:3; 251:12;280:22 egregious (1)
260:14 EIA (2) 35:16;208:18 eight (3) 114:24;134:7;163:13 EISA (4) 166:2,10,12;225:20 either (2) 207:3;263:7 El (1)
211:13 elaborate (2) 109:7;213:10 elderly (2) 238:18;285:11 elected (1)
204:6 electric (26) 16:18;51:12;54:13; 57:14,16;58:2,3,11,16,20; 64:16;69:17;100:23; 107:12;157:24;158:5,8; 172:22;174:8,19;175:1; 217:4;273:18,19;275:6,7 electrical (2) 100:19;176:22 electricity (4) 58:5,8,14,19 electrics (1)
68:13 electrification (6) 57:12,19;69:17;158:2,12;
159:12 elegant (1)

66:7 element (5) 62:10;107:13;180:9; 200:22;202:5 elements (4) 30:6;199:2,10;204:19 eletric (1)
69:13 elevated (1)
77:9 elevation (1)
291:24 elevations (1)
292:18 eleven (1)
75:11 Elgin (1)
211:14 eliminate (2) 150:8;250:11 eliminated (1)
146:10 eliminating (1)
232:8 Ellen (3) 217:15,24;218:6 EMA (2) 28:22;198:19 EMA/TMA (1)
28:7 EMA's (1)
28:9 embedded (1)
61:7 emergency (2) 234:2;237:3 emerging (4) 113:1;116:15;139:10;
143:14 emission (33) 13:4;20:13;22:10,15; 29:2,12;44:9;48:18;49:24; 52:2,23;61:6;69:18;98:16; 123:21;126:19;127:8; 131:18;156:7;169:21; 170:10,21;173:15;177:14; 206:8;211:4;212:9,10,17; 213:8;249:11;270:4;280:2 emissions (196) 13:22;17:15;20:21;21:1; 22:4,8,18;23:1,5,13,16; 24:11,13,22;25:5;26:22; 27:6;28:19;29:4,9;31:5; 32:16;42:15,21;44:6,11,15; 45:1,5,12,19;46:3,8,13; 47:16;48:21;49:1,9,13,19, 21;50:15,21;51:24;52:15, 19;53:5,17;54:4;55:8;56:3, 9,16;57:2,13,17;58:1,3,4, 14,15,22;70:3,11,15;73:14; 77:15,23;78:1;81:4;82:17, 23;85:15,22;86:16;87:1; 89:7,17;91:6;92:7;95:1; 99:15;100:18,23;103:3; 105:15;106:20;116:21,23; 117:4,8,10,13;122:12; 123:11;124:4;125:8,22; 126:1,4,11,16;127:2; 128:13;129:9;130:4,14; 134:16;137:5,8;143:11; 156:22;165:4;166:18,20; 167:6;168:10,15;169:16; 170:7;171:4,18;172:8;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (16) earth's - emissionsIn Re: EPA Public hearing November 18, 2010

173:4,7;174:8;176:4,7,19, 23;177:1,9,11,14,15,16,18, 20;178:8,11;185:11; 186:20,23;188:5,10; 195:19;196:6,11,15; 197:12;199:12,16,22; 200:1,5;201:8;205:23; 209:17;212:8,12,14,20; 213:13;216:23;217:8; 223:15;224:3,20;226:6; 239:12;242:1;248:15,20; 249:4,15,21;250:12; 257:22;258:7;260:14; 262:10;264:6;266:21; 267:17;269:19;270:12; 272:20;274:8;285:24; 287:15,20;290:17;291:13; 293:6,18;294:4 emit (2) 20:22;90:5 emits (1)
275:5 emitted (1)
260:21 emitter (1)
182:18 emitting (2) 105:22;186:13 emotional (2) 103:16,17 emphasis (1)
50:8 emphasize (3) 24:21;46:18;47:13 employ (2) 39:14;180:5 employed (1)
278:19 employee (1)
197:9 employing (1)
278:17 empower (2) 40:9;89:19 enable (1)
207:7 enables (1)
82:6 enabling (1)
29:9 enact (2) 232:13;254:14 enacting (2) 230:4;231:22 encourage (18) 25:7;27:15;32:18;46:22; 112:22;127:23;142:17; 143:11;167:20;169:4; 173:19;201:8,24;203:13; 228:1;254:14;290:9;293:22 encouraged (1)
276:2 encourages (2) 99:2;100:15 encouraging (2) 44:3;222:24 endanger (1)
76:5 endorse (1)
138:2 endure (1)
253:8 end-use (1)
186:24 end-users (1)
110:3 enemies (2) 35:17;36:6 enemy (1)
36:14 energy (89) 16:14;28:21;30:19;35:4, 15;41:22;42:21;44:16,17, 22;45:6,8;74:23;80:12; 82:20;88:9;92:3;95:22; 107:21;108:4;115:9;116:4; 122:6,13;123:18;139:6; 140:10;149:10;150:2,8; 151:9,10,12,18;152:5,15; 153:12,15;154:20;155:8; 156:9,12,13;160:22; 162:10;164:8;166:1,1,5; 175:24;176:13;177:4; 183:2,8,13,18;186:5;189:8; 198:8;204:23;206:2,20; 207:12,14;208:2,5;209:3; 212:12,14;225:5,20;231:2; 232:24;238:17;243:11; 248:21;249:5,7;254:10; 255:22;256:1;258:10; 271:4;278:13;280:8,12; 284:18;290:15;296:11 energy-technology (1)
43:4 enforce (1)
19:6 enforcement (2) 86:3;242:8 engage (1)
74:22 engaged (1)
291:19 engine (63) 23:19;24:17;25:13;26:4; 28:7;30:13;32:3,15,23; 33:8,16;49:15;83:2,10; 85:7,11,23;86:1,4,7,8,10, 13,15,20,24;87:5,6,8,22,24; 90:23;92:13;109:21;129:2; 134:1,5;141:8;160:24; 161:18;167:24;168:19; 173:2;177:12,21;194:10; 198:22;201:3,4,10,14,17, 22;202:3,14;203:14; 204:15;210:1;222:11; 273:15,15;275:3,3 engine-based (1)
85:21 engineer (1)
37:18 Engineering (9) 37:14;87:6;134:3,8; 195:20;197:12;203:6; 253:16;255:19 engineers (3) 87:3;113:24;259:1 engines (43) 13:24;28:10;29:5;42:16; 43:9;52:19;59:3,21;79:21; 80:11,18;81:20;82:8;124:3; 127:20;146:5;160:17; 167:9,18;169:15;172:22; 173:8;190:12;197:5; 199:24;200:19;201:3,15, 21;202:1,4;203:20;207:3,8; 211:3,4,6,7;215:11,13; 224:5;273:14;275:2 engine's (1)
199:22 England (3) 267:11;289:13;290:8 enhance (4) 122:12;151:12;227:18;
295:11 enhanced (2) 50:16;98:18 enhancements (1)
161:18 enhancing (1)
155:8 enjoyable (1)
224:12 enjoyment (2) 289:22;290:18 enlists (1)
151:14 enormous (1)
235:15 ensure (23) 25:12;57:15;62:21; 93:22;98:8,23;99:11,20; 101:24;124:16;169:24; 170:6;221:22;223:13; 231:12,15;247:19;250:18; 256:24;257:12;258:24; 263:22;265:3 ensured (1)
85:22 ensures (2) 86:16;213:5 ensuring (3) 91:2;247:15;258:22 entered (1)
153:11 enterprises (1)
238:17 enthusiasts (1)
290:21 entire (11) 32:5;36:20;37:10;38:15; 44:15;59:3;96:14;97:1; 144:1;154:11;226:11 entirely (2) 31:6;260:20 entrepreneurship (1)
279:21 envelope (1)
162:23 environment (32) 71:16,20;74:10;93:16; 94:11;112:11;136:10; 142:22;144:15;147:17; 165:8;178:6;182:9;184:1, 23;190:22;193:1;194:4; 195:3;204:23;222:17; 224:14;227:16;247:9; 254:11;255:11;256:2; 263:18;271:11;282:21; 284:11;292:6 Environmental (53) 14:9,11,12,18;15:24; 16:16;41:23;55:5,13;84:18; 88:10,24;89:4,11,14;90:17; 92:23;93:17;95:10,21; 112:14;122:6;125:3,5; 144:13;159:18;165:21; 183:13,17;185:19;186:1; 188:8;218:11;222:13; 227:19;229:2;247:1,12; 257:20;260:12;261:8; 264:17;265:14;266:16; 269:21;272:3;278:4,8; 281:8;288:2;294:13,23;
295:9 environmentalist (3) 106:8;254:20,21 environmentally (1)
220:11 environments (1)
146:11 envisioned (1)
88:16 EPA (139) 14:1;15:5;19:8;20:11; 22:19;27:22;28:12,23; 29:15,22;31:3;32:18;33:1, 10;34:6;38:23;53:24; 54:19;57:24;59:1,23;70:6; 77:24;81:22;82:15;83:5,24; 84:8,21;85:5,16,23;88:5; 89:14;90:1;97:19;103:2,23; 105:24;106:14;107:8; 112:18,22;117:6;121:3,23; 122:3;123:5;124:1,15; 125:7;126:7;128:17;129:3; 130:1,16;131:11,22;132:2; 136:20;138:24;139:8,13; 142:17;143:9,11,21;144:4; 146:16;147:4;150:18,22; 167:7;185:7,21;186:1,14; 187:1,10;189:1,19;190:17, 23;192:18;194:16;196:16;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (17) emit - EPAIn Re: EPA Public hearing November 18, 2010

197:17;198:1;200:15; 205:13;215:18;218:12; 223:9,16;226:18;227:9; 230:6,9;231:7,15;232:10, 12;239:9;241:23;242:9; 249:17;250:2;252:8,12; 253:10;254:14;257:11,16, 20;258:11;259:11,14; 264:9,22;266:23;268:6; 270:14;272:18;274:5; 276:7;280:10;284:12; 286:8;287:6;289:1;292:15; 293:16,22;294:8,21;295:2; 296:1,23;297:2 EPA/DOT (1)
28:17 EPA/NHTSA (2) 26:9,11 EPA's (24) 17:5;44:10;50:2;56:14; 79:13;93:14;99:5;126:20, 21;128:7;130:24;131:7,10, 16;136:13;172:8;184:20; 185:1;186:8;198:6;199:15, 18;202:19;284:8 equal (5) 44:13;50:18;100:24; 196:1;201:7 equally (2) 210:4;270:7 equipment (10) 51:23;52:4,18;53:6; 61:16,23;63:21;86:2; 237:12;244:5 equitable (1)
279:13 equivalent (5) 78:5;95:18;117:1; 188:10;199:19 era (2) 40:22;204:5 escalating (2) 46:16,22 ESLC (1)
151:19 especially (13) 101:22;107:14;130:16, 22;167:22;170:11;181:3; 243:1;244:4;252:2;268:19; 285:11,12 essential (3) 33:18;221:15;223:17 essentially (2) 158:1;289:24 establish (10) 22:14;23:3;26:17;28:18; 80:9;97:17,19;170:22; 173:3;190:11 established (8) 22:1,6;85:16;166:3; 186:8;200:14;203:13;
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180:19 event (1)
47:9 events (3) 76:21,22;268:15 Eventually (1)
184:10 everybody (3) 15:13;217:14;238:19 evidence (2) 260:18;283:18 evident (1)
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270:8 exact (1)
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261:7 Exa's (2) 191:17;193:19 exceed (2) 126:12;207:23 exceeding (4) 24:15;138:9;209:20;
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182:10 exploited (1)
43:11 exploring (1)
66:21 explosively (1)
36:8 exported (1)
43:12 exporters (1)
91:4 exports (1)
43:13

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (18) EPA/DOT - exportsIn Re: EPA Public hearing November 18, 2010

exposed (1)
290:21 exposure (1)
270:16 express (3) 13:12;80:3;88:4 expressed (1)
85:2 expressing (1)
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144:13 extensive (4) 36:18;205:16;209:14;
212:1 extent (4) 43:1;105:6;106:21;
262:15 externalities (1)
279:24 extinct (3) 104:16,16,17 extinction (3) 104:18,23;248:7 extinctions (1)
283:10 extra (1)
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197:17 Exxon (2) 185:5;258:16 eye (1)
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22:19 finalize (7) 21:14;27:19;81:9;132:3; 167:7;172:23;199:4 finalized (5) 29:24;33:23;81:22; 124:16;125:12 finalizing (2) 21:23;204:20 Finally (13) 32:13;53:11;55:8; 100:17;116:20;129:14; 137:18;203:16;205:2; 232:9;259:3;265:17;270:19 financed (1)
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18:23 fires (2) 145:2;283:17 firm (4) 112:10;152:3;278:19;
287:4 First (50) 13:14,15;15:20;16:8;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (19) exposed - FirstIn Re: EPA Public hearing November 18, 2010

30:12;31:4;40:10;42:13; 45:22;50:1,5;51:20;63:2,5; 65:19;78:3;85:15;87:18; 97:16;107:4,10;114:17; 128:18;130:9;132:21; 136:8;138:13;147:5,18; 152:14;154:21;157:21; 172:15;179:11;182:3; 190:17;199:11;222:4,18; 242:21;251:14;255:7; 256:7;260:16;265:24; 271:14;272:7,15;274:4;
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247:20 fishermen (1)
187:21 fishing (3) 219:3;220:18;230:17 fit (1)
192:16 fittings (1)
167:22 five (12) 18:4;34:22;44:2;78:4; 114:17;153:21;157:3; 164:5;191:8;256:12; 267:23;287:10 flat (1)
135:14 fleet (35) 37:3;48:21;49:7,13;50:1; 51:22;52:2;53:14,16;54:5; 60:11;63:23;64:13;65:4; 73:5,15;89:10,12,13,19,21; 91:8,21;96:7;97:1;100:12; 108:8;128:11;130:15; 131:15;156:20;158:12; 220:4;222:12;229:18 fleets (15) 48:16;89:6;91:12,14,22; 93:5,7,10;114:23;115:2; 152:20;158:9,16;205:9;
221:10 fleet's (1)
48:20 Fletcher (1)
41:23 flexibility (9) 30:6;99:21;100:1,3; 124:5;127:23;169:6;170:3;
180:4 floating (2) 264:6;268:24 floods (4) 104:3,7,9;283:18 Florida (1)
93:3 flow (3) 35:20;152:8;194:12 fluid (1)
191:23 Flyer (1)
211:14 focus (7) 52:1;59:3;71:14;80:15; 149:21;150:1;256:11 focused (5) 29:20;33:17;35:4;82:16;
210:24 focusing (2) 247:13;276:18 fold (1)
252:4 folks (1)
134:11 follow (3) 129:23;131:22;286:19 followed (1)
202:20 following (1)
51:16 follows (2) 23:10;287:10 follow-up (6) 110:15;157:20;158:13; 181:1;216:4;244:19 fond (1)
106:8 food (3) 76:9;162:13;262:23 football (1)
79:4 footprint (2) 51:10;89:21 footprints (1)
39:15 Force (7) 124:24;125:2;127:13; 159:3;245:1;264:21;267:24 forces (2) 76:11,19 forcing (2) 154:4;202:17 Ford (3) 69:24;183:10;211:6 forefront (2) 219:18;261:11 foreign (11) 36:24;75:13;92:10; 144:21;146:1;152:7;154:3; 184:24;209:2;240:17;
288:21 foremost (1)
182:3 forests (3) 271:24;289:23;291:7 forever (2) 148:17;257:4 forget (3) 144:1;157:14;256:12 form (3) 154:12;204:11;251:13 formal (2) 53:23;124:14 formaldehyde (1)
269:6 formed (3) 36:8;121:16;158:3 former (2) 35:19;287:7 formidable (1)
159:13 for-profit (2) 277:7,8 forth (4) 84:10;143:23;211:15;
244:6 forum (1)
228:14 forums (1)
260:1 forward (45) 17:19;27:24;34:5;47:20; 54:2;55:19;65:8;79:22; 88:10;93:7,19,23;94:23; 99:1;102:6,8;109:24;110:7, 11;121:2;140:12;141:19; 150:13,17;157:17;160:8; 165:7;173:9;196:16; 204:17;213:24;214:19; 221:16;223:10;232:5; 261:20;276:24;277:4,10, 11;279:19;284:12;286:8; 297:1,12 forward-looking (2) 226:24;276:15 fossil (17) 74:21;104:11;145:13; 146:11;150:9;184:22; 186:23;229:7;230:22; 234:11;280:1;283:4;285:6, 9;286:7;290:16,24 foster (2) 284:10,24 fostered (1)
82:20 fostering (1)
263:12 fought (1)
232:3 found (21) 24:12,16;26:1,6;27:12; 46:1;47:13;59:9;61:12; 67:15,22;68:9,16;89:11; 92:19;131:4;148:11;234:3; 240:11;271:19;292:13 foundation (3) 82:11;85:24;165:12 foundational (1)
149:8 founded (5) 191:2;220:17;255:20; 287:4;289:19 four (18) 30:14;34:24;55:21;95:3; 142:10;163:19;187:6; 209:12;218:10;220:3; 237:6;247:6;256:13; 257:23;258:11;280:24; 282:15,20 four-door (1)
135:10 four-star (1)
75:12 Fourth (4) 32:3;145:7;247:2;248:1 Fourthly (1)
59:23 fraction (1)
248:11 framework (3) 83:21;97:21;138:21 France (15) 19:9;61:2,5,20;62:5,24; 67:1;68:20;216:3;217:10; 244:19;245:14,17,21;246:1 Fred (3) 84:19;90:18;151:22 Freda (4) 246:16;259:21,23;260:3 free (1)
137:10 freedom (3) 74:14;148:1,3 Freight (10) 55:23;59:4;60:14; 114:21;127:11;129:21; 162:11;231:14,18;252:18 Freightliner (1)
211:15 freights (2) 273:6;274:18 frequency (1)
268:14 frequent (1)
229:14 freshman (1)
251:18 freshwater (2) 255:17;283:22 friction (2) 53:6;243:7 friend (4) 79:3,4;254:7;260:6 friends (2) 74:4;240:2 frigid (1)
251:20 front (5) 20:1;148:9;160:1;249:7;

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250:6 fronts (1)
265:14 fruit (1)
168:2 frustrated (1)
103:19 fuel (262) 13:4,12,16,22;14:10,12; 16:8;20:14;21:8;22:21; 23:4,15;24:10,12;25:5,24; 26:2,7,23;27:6;28:20;29:8; 31:5,12,19,23;33:7,17,21, 24;34:4,14;37:20;38:13,18; 39:14;40:12;41:2,4;42:18; 43:6;45:9,9,20;46:16,22; 47:9;48:20,24;50:12,16,22; 52:1;54:4;55:8,23;59:6,11, 16;60:4,6,13;66:1,2,7;73:3; 75:2;77:19;78:9;80:10; 82:2,6,9,17;83:7,15;85:19; 86:24;88:16;89:18;91:11, 20;92:20;95:5,5,12,16,24; 96:7,14,16,19,24;97:4,6,8; 98:1;99:6,7,14;101:7,9; 109:19;113:5,6,13,16,20; 114:2,5,15,21;115:1;116:7, 15,17,18,21;117:11; 121:14;122:1,15,21; 123:11,16;125:9;126:18; 128:12;129:4;130:3,11,14, 22;131:5;132:22;133:13; 134:16;136:4,23;137:1,4,9; 139:18;143:12;144:9; 145:13,20;146:19;147:6; 149:13;150:19;152:10,12, 14,18,23;153:2,17;154:17, 23;155:18,21;156:6,19; 159:24;160:15;161:7,15, 20;162:12,15,21;163:1,8, 24;165:3,13;168:15,22; 170:1;172:8;173:4,6,14; 175:14,23;176:1;185:9; 186:9,10,23;190:11,20; 192:12,15;195:15;197:24; 198:7;199:7,24;201:19; 202:1;203:21;204:2; 205:11;206:12;207:7; 208:3;209:1,7,9,13,14; 212:10,24;215:5,19;222:7; 223:8,15;224:3,19,22; 225:1,24;226:5,12,13; 227:16;230:8;231:8,13; 232:3,17;234:12;242:6; 252:10;254:16;257:12,15; 266:19;269:16;270:10; 273:11,17;274:23;275:5, 14;279:5,6;280:1,5;284:13, 24;285:6,9,23;286:9; 288:17;290:24;294:4;
297:10 fueled (1)
212:21 fuel-efficiency (1)
146:3 fuel-efficient (6) 46:23;47:2;114:10; 132:20;167:12;232:18 fueling (1)
72:14 fuels (17) 33:1;46:17,19;47:8,12; 74:22;104:11;146:12; 150:9;159:13;184:22; 213:6;229:8;230:22;283:4; 286:7;290:16 fuel-saving (1)
169:14 fulfill (1)
253:19 full (14) 25:4,9;26:22;98:8;128:8; 129:11;130:2;133:2,3; 159:15;171:22;223:3; 250:15;258:16 full-cycle (1)
209:22 fullest (1)
106:21 full-fuel (2) 212:19,22 full-scale (1)
192:13 full-size (1)
67:8 Full-vehicle (1)
171:6 fully (10) 64:23;66:19;129:1; 131:13;138:2;171:7;185:7; 190:17;214:10;272:11 fumes (1)
146:12 fun (1)
135:4 function (3) 192:7;237:2;292:14 functionality (1)
123:7 Fund (5) 84:19;88:24;89:5;92:23;
93:17 fundamental (3) 74:13;218:18;236:9 fundamentally (2) 177:12;290:9 funded (2) 79:8;291:20 funding (2) 72:14;270:3 funds (2) 35:20;75:15 Fund's (1)
90:17 funeral (1)
148:20 furious (1)
103:18 further (22) 16:17;25:21;43:16; 51:15;61:18;64:19;66:19; 75:3;89:23;100:7;124:14; 149:13;173:19;193:2; 199:3,18;204:11;225:24; 227:17;289:3;291:4;294:2 furthermore (7) 17:6;26:24;117:9; 144:22;145:12;163:13;
171:16 fury (1)
265:12 Future (47) 24:7;51:11,21;55:3; 57:10;61:17;71:19;82:2; 97:22;99:12;105:23;108:3; 129:14;131:18;147:10; 149:11;150:17;151:9,10; 165:13;170:10;172:16; 173:2;183:23;200:21; 204:7;220:9;225:22; 227:24;231:3;239:14; 241:2;247:10;249:19; 251:8,17;257:3;260:6; 264:16;265:1,11,18;278:6; 279:14;280:8,13;282:23

G

gain (3) 114:22;115:1;276:17 gained (3) 88:3;188:8;222:9 gains (4) 129:18;169:8;226:12,15 Gallagher (5) 19:22;41:16,17,20,22 gallon (19) 38:2;56:1;155:1,2;161:8; 162:4;163:3,10,11;186:11, 17;272:7,11;273:4,14,15; 274:16;275:2,3 gallons (10) 21:6;37:4,7,20;48:23; 95:15;116:17,19;189:16;
231:21 gallons/per/ton-mile (1)
228:10 gamut (1)
89:8 gap (1)
25:14 garbage (3) 262:22;273:6;274:18 Garden (1)
94:20 Gary (3) 111:20;121:7,12 gas (203) 13:4,13,22;16:8;17:6,15; 20:13,21;21:1;22:2,4,9,17, 21;23:1,4,16;24:11;28:19; 32:16;34:4,15;42:15;44:6, 11,24;45:4,19;46:8,13; 47:7,16;49:3,5,7,9,19,21; 54:4;64:11;73:4,14;77:15, 23;80:9;82:2,17;83:7; 88:15;89:17;90:3,7;91:6; 92:7;95:1,6;99:22;100:6, 21,24;116:20,23;117:7,11, 13;121:14;122:1,12,16,21; 123:11,16,21;125:8,21; 126:1,4,11,19;127:2;128:2, 13;129:9,16;130:3;134:16; 137:4;141:4;143:11,13; 144:9;145:11,20;146:2,19; 147:5;156:7;165:3;166:24; 167:6;173:7,15;175:18; 185:11;186:13;190:11,21; 192:15;195:19;196:6,11; 197:24;198:6;199:6,12; 201:8;202:16;205:7,10,20, 22;206:5,7,9,11,15,17,23; 207:3,4,6,11,14,22;208:3,9, 9,11,12,15,18,24;209:6,15, 17,21,23,23;210:5,7,8,9,15, 20,22;211:3,5,18,21;212:5, 7,17,17,20;213:2,7,8,13; 214:24;215:3,11,21;216:6, 10;217:2,9;222:5,7;224:3, 20;226:1,6;229:11;230:7; 231:9;239:11;241:17; 242:1,7;248:14;249:4,14, 20;252:10;254:16;263:14; 272:19;274:7;287:15; 290:17;296:19;297:9,10 gas/fuel (3) 29:14;32:9;33:3 gas-derived (1)
205:10 gaseous-prepped (1)
211:7 gases (11) 20:23;83:22;85:18; 96:20;105:22;144:2; 150:21;175:17;252:24; 290:24;297:2 gasoline (12) 27:8;38:2;67:19;153:19; 159:17;207:22;209:8,17; 210:4;213:16;215:13,22 GDP (1)
114:7 GEM (3) 194:24;214:6,8 General (7) 19:10;31:18;77:14; 151:21;179:19;192:22;
201:5 generally (2) 127:22;177:9 generals (1)
75:12

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (21) fronts - generalsIn Re: EPA Public hearing November 18, 2010

generated (2) 201:2,17 generates (1)
201:10 generation (10) 16:17;94:22;96:23; 101:8;103:19;105:2;157:2; 247:2;252:7;263:24 generations (4) 191:17;239:14;247:10;
249:19 generators (1)
180:1 generous (1)
134:11 generously (1)
134:6 Gensler (5) 70:21;72:23;73:1,6;80:1 genuine (1)
154:20 George (1)
35:19 Geoscience (1)
248:4 getting (11) 58:9;90:20;108:20; 112:5;158:8;163:10;177:3; 188:14;211:22;235:19;
261:16 GHG (2) 22:21;42:15 GHG/FE (1)
29:15 giants (1)
286:3 Gildesgame (4) 281:18;289:9,11,12 Gillig (1)
211:14 Gina (3) 19:23;54:7,11 give (17) 18:12;20:15;76:1;87:2; 107:15;110:9;149:23; 170:23;206:24;213:23; 216:19,22;217:8;236:4; 244:8;251:19;281:19 given (18) 18:10;21:13;51:11;55:4; 95:2;100:12;117:4;150:10; 174:3,16;202:23;206:14; 207:2;217:22;234:2;243:2, 24;288:10 gives (2) 82:10;165:11 giving (5) 153:16;181:21;213:17, 19;271:5 Glaciers (1)
283:21 glass (1)
261:2 glasses (1)
237:20 Glassman (4) 246:15;253:22;254:2,4 glistened (1)
255:8 global (64) 30:8,9;32:15,17,17;36:4; 40:11;42:23;54:24;57:17; 58:23;75:1,15;79:2,17; 92:3;93:20;95:17;96:4; 103:12;121:17;123:23; 138:14;142:20;143:5; 145:5;156:24;157:9; 165:14;166:17;173:10; 182:14;183:23;184:1; 186:2;188:5;189:5;190:19; 191:7,8;196:3;202:15; 206:3;209:6;218:18; 219:15;227:7;241:2;248:2; 251:21;255:14;258:5; 259:4,13;266:13,20; 269:23;270:12;272:2; 276:21;282:14,18,24;
283:20 globally (2) 84:24;224:16 globe (3) 144:3;263:1;265:7 glued (1)
187:16 go (21) 18:2,4;19:15;104:17; 110:10;111:18;130:7; 142:5;160:7;172:19; 176:22;217:21;223:11; 233:24;237:5,6;238:2; 254:23;256:4;271:21;
281:20 Go60MPG (2) 60:16;114:13 goal (13) 40:11;46:7;48:20,22; 60:15;109:17;110:4; 152:21;199:5;204:20; 227:3;264:13;291:16 goals (17) 17:7;22:5,6;47:15;51:8; 53:2;85:2;92:2;117:13; 121:1;156:10,23;166:5; 182:24;196:17;225:4,21 Goddard (1)
284:3 goes (8) 19:19;35:21;36:11; 62:16;156:18;176:1; 188:20;248:12 going (42) 17:12;18:3;19:20;32:1; 34:8;41:15;47:22;54:7; 61:18;63:20;65:3;66:16,17; 83:4;104:16;105:16; 111:12;137:18;138:2,3; 141:11;158:23;175:7; 176:11;178:12,21;180:16, 19,23;184:14;205:3; 211:17;216:8,20;217:3; 238:10;259:21;266:6; 270:20;271:8;280:23;
288:11 Good (51) 13:2;15:12,18;20:4,7; 28:2,6;34:9,12;47:22;48:1; 54:8,11;90:12;93:15;94:6; 100:4;105:6;108:3,16; 111:22;121:8,12;124:18, 22;126:21;132:11;164:20; 165:10,15,18;179:7; 184:17;186:18;190:9; 196:19;205:6;216:10; 217:8;218:1;223:24; 238:22;239:4;242:4; 246:18;259:24;270:20; 276:2,21;289:12,17 goods (11) 32:7;82:19;114:4; 129:19;162:12;165:19; 189:7;224:11;228:10; 232:23;262:17 goods-movement (1)
32:5 Gore (1)
251:19 Government (16) 19:1,8;22:23;35:5;38:6; 42:3;81:3;82:13;105:18,18; 159:11,14;160:1;224:7; 250:14;254:10 governments (2) 154:18;284:17 government's (1)
159:6 governors (1)
23:2 grades (1)
267:9 gradually (1)
106:6 graduate (2) 71:8;271:14 graduated (1)
73:20 graduating (3) 34:21;261:20;271:17 grams (1)
186:13 grams/per/ton-mile (1)
228:11 grandchildren (4) 55:3;220:24;238:11;
282:10 grandchildren's (1)
241:4 grandson (1)
285:15 granite (1) 255:10 granted (1)
179:12 graph (1)
163:5 grassroots (4) 55:13;185:19;249:6;
250:10 grateful (3) 54:18;55:10;238:7 gratification (1)
149:9 gratitude (1)
80:3 grave (1)
152:4 Great (12) 15:17;62:5;162:21; 182:6;272:8,9;276:7,9; 279:16;280:15;281:13;
286:13 greater (25) 27:11;36:22;68:9,17; 82:6;112:23;122:13; 139:11;142:10;162:15,21, 24;166:24;169:4;173:14; 206:6;222:20,24;223:8; 258:1,15,17,19;273:9;
274:21 greatest (3) 50:10;98:15;252:6 greatly (4) 42:20;57:7;85:13;113:19 Green (3) 54:15;176:13;288:11 greenhouse (155) 13:4,13,22;16:8;17:6,15; 20:13,21,23;21:1;22:1,4,9, 17,21;23:1,4,15;24:11; 28:19;29:14;32:9,16;33:3; 34:4,15;42:15;44:6,11,24; 45:4,19;46:8,13;47:7,16; 49:9,19,21;54:4;73:4,14; 77:15,23;80:9;82:2,17; 83:7,22;85:18;88:15;89:17; 90:3,6;91:6;92:7;95:1,6; 96:20;99:22;100:6;105:22; 116:20,23;117:7,10,13; 121:14;122:1,12,16,21; 123:11,16,21;125:8,21; 126:1,4,10,19;127:1;128:2, 13;129:9,16;130:3;134:16; 137:4;141:4;143:10,12; 144:2;145:11;147:5; 150:21;156:7;165:3; 166:24;167:6;173:7,15; 175:16,18;185:11;186:13; 190:11,21;192:15;195:18; 196:6,11;197:24;198:6; 199:6,12;201:7;202:16; 205:22;206:7;209:17,21; 212:7,17,20;213:8,13; 214:24;222:5,7;224:3,20;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (22) generated - greenhouseIn Re: EPA Public hearing November 18, 2010

226:1,6;229:11;230:7; 231:9;239:11;242:1,7; 248:14;249:4,14,20; 252:10;254:16;272:19; 274:7;287:14;290:17,24; 296:19;297:1,9,10 Greenpeace (1)
282:22 grew (3) 155:24;175:18;240:12 grey (1)
142:15 grid (3) 58:8,19,21 grid-connected (3) 158:15;175:6;177:10 grid-connecting (1)
176:20 gross (2) 52:8;153:22 ground (7) 190:19;194:9;210:16; 261:12;268:15,18;269:2 groundwork (1)
264:16 Group (13) 48:11;83:16;121:15,16, 18;151:19;152:19;153:1,7; 158:3;235:6;249:6;254:24 groups (3) 220:18;242:23;250:10 Group's (1)
121:18 grow (5) 116:13;164:8;257:1; 263:13;279:15 growing (8) 76:15;117:6;143:6; 155:21;156:2;162:12,13;
210:17 grown (8) 103:19;116:12;144:17; 147:12;155:22;162:7; 175:13;282:9 grows (1)
163:21 Growth (13) 90:11;96:14;113:10; 139:12,22;140:6;164:3; 189:8;195:20;196:3;231:3; 232:24;256:14 guarantees (1)
166:8 Guard (1)
40:7 guess (5) 18:5;67:17;133:6;216:3;
243:22 guest (1)
84:20 guide (2) 99:7;173:2 Gulf (15) 35:2;37:7;56:5;104:13; 142:23;144:24;185:4; 187:12,19;219:18;230:13; 240:5,8;253:5;258:18 Gurria (4) 142:2;143:16,18,19 Gustavo (1)
44:19 guzzle (1)
56:2

H

habitats (1)
291:2 Haiti (1)
104:6 half (4) 36:23;227:12;256:13;
260:21 Hampshire (3) 292:4,9,23 hand (1)
264:10 handling (1)
245:2 hands (6) 35:23;36:6;143:22; 145:22;199:8;203:8 handy (1)
76:16 hang (1)
177:1 Hansen (1)
284:2 happen (4) 71:24;127:7,9;158:24 happened (3) 148:10;179:24;288:8 happening (1)
182:9 happens (3) 52:6;175:22;236:2 happy (2) 107:17;138:5 harbor (1)
267:7 hard (10) 40:1;102:11;103:10; 108:10;181:23;200:3; 235:20;240:24;265:9,16 harder (1)
128:16 hardship (1)
39:8 hard-wire (1)
66:14 harm (2) 75:16;249:8 harmful (5) 92:2;268:19;269:19; 293:12,18 harming (1) 104:12 harmonize (1)
123:20 harmonizing (1)
140:20 harms (1)
291:5 harm's (2) 152:8;240:16 harsh (1)
260:19 Harvard (8) 35:5;42:3;74:6;102:24; 144:12;251:5;254:9;256:8 hasn't (1)
217:19 hasten (1)
128:5 hates (1)
240:21 Hatfield (6) 181:11;190:6,8,13;214:5,
9 hauled (1)
202:8 haven't (4) 159:20;214:9;273:7;
274:19 havoc (1)
263:15 hawk (1)
73:7 haze (3) 290:23;293:11,12 head (1)
147:19 heading (1)
221:1 head-on (1)
264:15 Headquartered (1)
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259:7 Hearing (19) 13:3,19;14:15;15:2,20, 21;16:3,7;18:3,3;41:12; 47:11;63:5;242:10;254:13; 277:8;289:16;297:8,16 hearings (2) 55:16;185:23 heart (1)
267:17 heartlands (1)
221:14 heat (5) 76:4;87:9;108:5;233:21;
283:17 heating (1)
241:18 heat-trapping (3) 95:16;188:4;252:24 heavier (1)
168:7 heavily (2) 171:10;263:21 heavy (12) 20:21;127:17;131:3; 142:13,13,15,19;168:14; 173:17;183:1,2;190:15 heavy- (1)
16:9 heavy-duty (122) 13:5,23;16:19,20;20:13, 24;21:10;22:20;23:5; 24:10;25:17,19,24;28:10; 29:5;32:3;45:16,21;48:11, 16;55:9;57:19;64:4;65:4; 73:15;80:11;81:19,21,24; 82:8,21;83:15;85:17;89:18; 90:4;91:7;93:13;95:2,9; 96:18;99:1,10;100:13,20; 112:19;113:13;117:3; 122:2,23;125:9;126:7; 127:16;128:10,24;129:10; 130:4,14;132:20,23; 133:14;134:16,17;137:9; 139:1;144:8;146:19;147:7; 150:23;152:15,18,21,23; 153:3;155:17,17;156:21; 158:17;160:16;161:23; 162:2;164:1;165:4,6;167:4; 168:4;170:12,21;171:3; 172:2;173:8;175:7;185:2; 187:2,8;189:15;190:12; 197:5,15,24;198:22; 199:12;204:15;206:16; 207:9;211:20;219:11; 222:10;223:14;224:4,23; 226:7,13;247:7;249:11; 250:19;254:17;269:15;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (23) Greenpeace - heavy-dutyIn Re: EPA Public hearing November 18, 2010

284:14;286:10;288:13; 293:18;297:9 heavy-lug (1)
246:3 heavy-truck (3) 22:24;172:16;193:1 heavy-trucks (3) 25:6;163:2;264:8 heavy-vehicle (2) 191:8;192:1 heavy-vehicles (1)
42:17 height (1)
100:9 Heimann (4) 246:16;270:20,24;271:2 helicopters (1)
77:1 Heller (1)
71:10 Hello (1)
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110:11 helping (10) 16:17;39:10;107:8; 138:21;143:23;152:22; 189:8;196:16;232:24;242:2 helps (2) 35:17;87:15 Henry (1)
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168:6 highest (4) 267:20;268:1,11;292:16 highlight (4) 45:17;51:17;97:13;
138:14 highlighted (1)
206:19 highlights (1)
225:19 highly (8) 29:9;30:1;32:5,6;46:19; 181:22;214:17;221:21 highs (1)
157:4 Highway (18) 13:7;33:11;42:18;55:6; 81:21,24;89:15;125:10; 126:7;127:8;128:11; 129:17;130:4,15;165:22; 218:13;241:11;281:9 hiker (1)
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290:3 hindered (1)
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289:16 holds (1)
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278:18 Homo (1)
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37:10 Hormuz (2) 35:11;40:3 Horn (1)
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229:12 hours (3) 148:15;198:19;238:1 house (2) 176:24;241:18 Housing (1)
71:10 huge (4) 76:13;245:23;283:10;
286:2 hugs (1)
58:9 human (11) 74:13;77:17;106:14; 144:19;218:20;219:4; 234:17;252:6;253:17; 260:20;292:6 humanitarian (1)
37:17 humans (3) 104:12;147:17;253:7 humbled (1)
132:13 hundreds (4) 38:4;89:5;187:21;293:10 hunger (1)
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220:18 Hurricane (1)
76:7 hurricanes (1)
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282:23 husbands (1)
148:17 Husky (1)
296:11 HVAC (1)
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101:5 hybridization (6) 24:1;26:3,6;27:13;59:21;
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64:16 hydrocarbons (1)
269:7 hydrofluorocarbon (1)
166:18 hydrogen (4) 205:10;209:10,12,13 hydrological (1)
283:16 hyperbole (1)
295:11

I

ice (1)
219:3 icing (1)
233:19 ideas (1)
110:9 identified (1)
31:9 identifies (1)
75:22 identifying (2) 138:10;224:24 idle (1)
91:17 idle-time (1)
49:14 idling (1)
22:13 ignition (3) 207:7,8,16 ignitions (1)
197:11

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (24) heavy-lug - ignitionsIn Re: EPA Public hearing November 18, 2010

ignore (1)
149:11 ignoring (2) 105:6;183:21 ii (9) 30:2;70:20;71:3;72:24; 80:6;88:22;94:4;102:19;
192:12 iii (7) 30:4;111:18;112:1; 121:10;124:20;132:9;
137:20 Illinois (1)
55:17 illness (2) 126:15;239:23 illnesses (4) 143:1;189:4;232:21;
258:8 illusion (1)
241:21 illustrates (1)
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104:12 immediate (2) 206:24;248:14 immediately (2) 229:10;250:16 immense (1)
252:21 immensely (2) 266:21;270:13 impact (29) 14:4,9,11,18;45:11,22; 62:1;71:15;96:6;106:4; 112:14;182:14;190:20; 218:23;227:19;256:2; 267:1;269:18,23;272:21; 273:8,9;274:9,20,21;287:7; 290:18;291:22;295:1 impacted (2) 61:19;296:22 impacting (1)
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292:13 impairment (1)
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286:5 impetus (1)
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249:10 implemented (13) 20:24;29:1,6;31:8;33:19; 49:11;53:21;66:23;87:21; 91:16;134:19;164:9;284:10 implementing (3) 129:1;142:18;284:13 implications (1)
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43:19 importance (7) 21:13;64:11;69:12; 107:11;144:18;174:7;230:3 important (60) 17:19;20:19;22:22; 23:12;25:3;32:13;38:12; 41:13;42:13;43:22;44:12; 46:18;47:8;69:2;73:16; 77:21;78:8;79:22;85:11; 89:11;92:9;93:13;95:7,23; 97:18;99:8;107:13;123:8; 130:8,16;137:3;139:21; 155:8;156:9,22;157:15; 158:21;166:6,22;171:21; 173:9;181:22;190:24; 212:13;218:16;221:9; 225:4;227:12,20;231:7; 233:12;235:21,22;236:8; 266:21;270:13;277:14; 279:4;289:16;294:12 importantly (3) 41:7;154:22;155:20 imported (6) 36:24;38:15;208:14; 258:11,20;288:18 imports (8) 38:20;42:24;43:2,20,23; 44:4;78:6;209:3 impose (3) 213:6;249:17;250:2 imposed (1)
45:24 impractical (1)
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79:7 incinerators (2) 248:20;249:2 incites (1)
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240:13 incorporate (1)
171:17 incorporated (5) 68:13;70:11;80:13; 83:17,19 incorporates (1)
115:22 incorrect (1)
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269:23 increasing (13) 21:17;47:4;57:21;96:6;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (25) ignore - increasingIn Re: EPA Public hearing November 18, 2010

137:8;143:1;152:12; 156:19;157:3;163:1;208:2; 209:2,3 increasingly (4) 96:4;148:6;182:16;
183:22 incredible (1)
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84:20 indicate (1)
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274:13 individually (1)
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271:24 initiatives (2) 278:9;282:19 injected (1)
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172:12 invest (6) 32:7;47:1;87:3;96:23; 140:3;204:7 investing (1)
112:10 investment (9) 114:15;138:22,23;139:3;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (26) increasingly - investmentIn Re: EPA Public hearing November 18, 2010

140:9,13;162:22;204:3;
231:4 investments (8) 53:16;96:13;97:4; 113:21;114:4;164:12; 173:3;203:24 investor (4) 117:15;137:23;138:6,14 investors (4) 112:17;138:8,17;140:2 involve (1)
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247:18 Joshua (2) 70:20;71:6 journey (1)
257:9 judged (1)

77:7 July (9) 18:1,1;21:15,24;27:19; 81:9;157:5;181:24;248:2 junior (1)
147:11 Justice (4) 249:5;251:9;266:16;
269:21 justification (2) 153:10;217:6 justify (1)
136:9

K

Kalamazoo (3) 185:5;187:12;219:21 KALER (1)
184:13 Kashmir (1)
104:6 Kate (3) 246:16;266:6,17 Katrina (2) 76:7;239:17 keep (5) 18:15,19;86:6;96:2;
275:24 keeps (1)
272:4 Kelley (1)
151:21 Kelly (3) 19:22;41:16,21 Kennedy (5) 35:5;42:2;44:21;254:9;
256:8 Kennelly (4) 142:3;146:23;147:2,8 Kenworth (3) 135:19,24;211:10 Keski-Hynnila (4) 181:11;196:19,22,24 key (8) 133:18;139:22;180:1,1; 190:18;203:3;206:19;
214:13 kill (2) 36:10;40:17 killed (2) 78:23;79:6 killing (1)
285:20 kilometers (1)
293:10 kind (7) 63:19;160:8;175:19; 176:9;180:11;236:2;260:17 kinds (2) 69:23;245:18 knew (1)
255:10 Knife (1)
247:3 know (68) 19:13;58:10;61:22,23; 62:15;63:9,23;65:13;66:22; 67:23,24;68:22;69:8;70:1, 4,12;109:4,10,11,14,23,24; 111:7,10;156:5;158:1,7,23; 174:13;175:13,15;176:4; 177:22;178:18,19,21; 179:4,20;214:5,10,11,13, 21,22,23;215:15;222:9; 235:11,23;236:3,11; 237:12;240:22,24;241:4; 242:20;255:23;256:3; 262:16;266:12;273:2,13; 274:14;275:1;276:11; 279:19;286:11,12 knowing (1)
265:5 knowledge (1)
279:3 known (2) 138:7;240:14 knows (1)
105:5 Kozek (2) 135:19;136:1 Krupp (2) 84:19;90:18 Kustin (5) 217:15,24;218:1,5,6

L

Lab (1)
226:15 labels (1)
70:7 lack (4) 97:8;140:2;198:24;199:1 lacks (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (27) investments - lacksIn Re: EPA Public hearing November 18, 2010

201:18 Lafitte (1)
239:18 LaFrance (1)
211:12 lag (2) 215:18,23 lagging (1)
184:4 laid (1)
81:8 land (3) 239:20;247:14,16 landfill (1)
147:16 lands (1)
247:17 landscape (1)
240:6 lanes (1)
35:11 language (1)
52:21 large (22) 18:14;37:15;51:6;58:11; 89:6;122:22;133:9;134:24; 135:2,5,15;158:12,16; 197:16;214:21;230:8; 246:2;252:11;265:3;273:6; 274:18;278:24 largely (2) 197:10;260:11 larger (6) 200:18;205:20;206:7; 213:12;221:6;253:3 largest (13) 16:24;44:6;48:16;55:12; 90:2;155:18;182:18; 185:19;186:24;191:8; 258:21;278:17;287:12 lasting (1)
262:6 later-year (1)
219:13 latest (2) 81:20;144:23 Latin (1)
145:4 Lattice (1)
191:5 launch (1)
124:10 launched (1)
82:15 law (6) 35:24;52:9;229:1,2,2;
247:1 laws (1)
248:23 lawyers (1)
132:15 lay (1)
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165:11 lead (13) 30:5,15;31:2;56:16; 71:19;138:12;167:17; 170:9;215:4,12;232:16; 290:2;294:16 leader (3) 115:8;256:1;259:13 leaders (7) 84:12;115:6;151:15,20; 235:17;253:19;265:23 Leadership (11) 48:11;83:15;88:6; 101:14;115:16;139:5,23; 151:18;152:19;226:18;
256:4 leading (6) 91:3,3;262:6;283:3; 284:3;285:10 leads (1)
30:7 Leaf (1)
58:6 leak (2) 123:22;202:18 leakage (1)
141:5 leaked (2) 37:6,9 leaking (1)
240:4 leaks (1)
35:23 leap (1)
266:2 learn (1)
290:10 learned (2) 148:4;282:15 leave (4) 17:21;137:10;153:6;
286:20 led (4) 73:22;152:12;232:7;
248:17 Lee (3) 44:21;111:22;137:19 LEED (1)
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286:3 legacy (1)
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251:14 legislators (1)
251:13 length (2) 24:16;33:12 lessened (1)
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204:8 let's (3) 160:4;176:13;189:17 letter (2) 23:2,7 letters (1)
84:4 letting (1)
184:12 level (16) 23:17;33:6;101:21; 122:20,24;128:2;176:21; 219:3,7;250:10;267:22; 268:15,18;269:2;270:11;
276:1 leveling (1)
276:8 levels (20) 49:10;51:3;76:12;77:10; 82:5;199:17;200:17; 209:20;226:9;229:16; 244:23;250:8;260:14; 283:23;284:1;285:7,22; 286:1;290:21;292:14 leverage (2) 37:23;75:14 Lexington (1)
282:24 liberty (1)
74:14 lie (1)
41:1 lieu (2) 202:14,17 life (28) 21:2;39:1,4;40:20;53:7; 72:11;91:12;106:17,17; 126:9;184:11;189:9;200:2; 226:11;230:1;233:1; 234:17;241:13,19;242:3; 253:2;265:13;272:9;273:3; 274:14;279:1;291:6;295:11 lifeline (2) 262:2;264:20 lifestyle (1)
253:14 lifestyles (1)
150:4 lifetime (7) 17:11;78:3;92:5;188:6, 16;238:10;268:1 lifetimes (1)
253:7 light (3) 68:3;93:3;95:20 light-duty (32) 22:9;23:6;27:2;45:15; 60:5,11;67:8;68:1;99:9; 112:15;122:4;123:20; 131:10,15;140:22,24; 141:5;152:13;154:23; 155:15,19;161:23;168:7, 11;172:9;173:18;175:10; 207:9;219:12;221:5;222:8;
223:5 lighter (1)
170:15 light-trucks (1)
189:13 lightweight (2) 59:14;168:21 likelihood (1)
283:19 limit (2) 49:14;248:19 limitation (1)
33:11 limited (3) 58:17;148:6;200:12 Limiting (3) 169:22;201:22;246:4 limits (4) 24:15;52:8;59:5;81:24 linchpin (1)
78:18 line (4) 113:24;123:2;204:2;
211:17 Linebarger (2) 84:18;90:19 lines (5) 172:11;201:13;226:23; 249:7;250:6 lineup (1)
121:18 links (1)
74:9 list (4) 18:20;188:20;217:22;
248:12 listening (4) 16:5,6;237:22;251:19 literally (1)
197:21 little (18) 55:24;63:23;109:8; 110:9;154:24;155:16; 177:22;178:2,5;203:21; 206:14;215:9;259:10; 271:9;286:19;287:8; 289:18;295:10 live (13) 142:11;144:7;181:24; 239:6,20,23;240:6;241:6,7; 253:12,15;267:3;286:21 lived (2) 142:9;241:14 liver (1)
239:23 livers (1)
149:24 lives (15)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (28) Lafitte - livesIn Re: EPA Public hearing November 18, 2010

39:12;41:8;74:24;76:5,8; 77:17;79:14;149:5;152:8; 241:1,4,24;242:5;279:15;
280:6 living (7) 106:23;182:5;187:18; 241:6;257:2;261:15;279:8 LLC (3) 121:15,16;197:8 load (1)
141:8 local (4) 147:15;258:7;266:15;
293:7 localized (1)
219:20 locally (1)
219:5 located (2) 112:10;160:20 locomotive (1)
22:12 logical (1)
187:9 logistical (1)
77:1 long (19) 18:8;33:16;65:24;66:17; 83:5;88:13;146:20;149:12; 152:10;178:18;179:3,17; 227:23;256:15;264:2; 269:16;272:12;296:5;
297:14 long-and-tall (1)
135:23 longer (6) 74:21;103:24;105:20; 230:22;282:17;294:21 longer-term (1)
203:11 long-haul (17) 24:10;59:4,12;95:12; 113:7;114:23;128:21; 130:11,12;189:21;222:22; 227:13;231:13,18;252:18; 257:13;264:12 long-johns (1)
143:7 longstanding (2) 153:12;202:19 long-standing (1)
81:3 long-term (11) 69:14,14;138:21;184:3; 200:4,15;240:23;257:5; 259:18;292:1;295:8 look (28) 27:24;34:5;38:2;51:21; 55:19;65:7;67:18;68:8,14; 88:10;93:23;105:8;110:5; 121:2;157:17;174:12,13; 175:20,21;177:7;204:17; 213:24;236:20;244:1; 261:20;265:19;272:14;
274:3 looking (19) 17:19;32:14;62:2;65:14; 67:14,23;70:4,5,13;93:8; 115:21;176:14,15;196:16; 214:12;216:18;250:5; 277:10;297:11 looks (2) 214:16;295:17 lose (4) 79:9;238:1;265:15;
276:17 losing (1)
183:22 loss (4) 33:21;61:15;285:21;
293:4 losses (1)
113:19 lost (4) 52:12;106:6;148:16;
230:16 lot (18) 62:15;107:19;210:16; 211:24;233:13;236:4; 238:1;272:2,13,20;273:23, 23;274:2,8;275:11,11,22;
276:21 lots (1)
142:12 louder (2) 215:9;263:13 Louisiana (1)
239:18 love (2) 182:6;255:16 low (15) 47:10;62:22;136:20; 138:23;140:13;199:17,24; 200:1;225:1,23;240:13; 241:9;263:17;273:12;
274:24 lower (14) 41:4;83:3;114:1;122:18; 123:23;161:6;165:16; 177:10,20;201:19;231:16; 285:7,24;292:5 lower-cost (1)
43:8 lowering (2) 21:5;101:24 lowest (2) 161:19;209:12 low-friction (2) 242:24;243:6 low-hanging (1)
168:2 low-rolling (4) 62:9,13;244:23;245:20 lucky (2) 73:18;241:7 Luke (2) 142:4;164:22 lunch (1)
19:16 lunchtime (1)
148:9 Lung (4) 249:2;268:18,20;292:13 Lyme (1)
219:1

M

Maas (5) 246:16;266:6,9,17;
270:18 machine (1)
237:21 machines (1)
263:2 Mack (1)
211:11 MacNeille (4) 217:17;234:22,24;235:1 mad (1)
162:15 made-in-America (1)
221:18 magic (1)
133:15 magnitude (3) 77:4;197:21;265:2 mail (1)
262:23 main (2) 21:11;287:10 Maine (1)
290:5 maintain (6) 49:16;101:13;170:18; 199:24;290:4;296:20 maintained (2) 45:7;226:10 maintaining (2) 49:17;161:1 maintenance (2) 53:5,9 Mairead (3) 142:2;146:23;147:8 major (17) 29:7;50:12,13;55:4; 69:18;70:2;134:20;152:20; 191:7;222:9,12;224:18; 245:21;247:11;273:19; 275:7;288:4 majority (1)
179:24 makers (1)
232:4 makeup (1)
209:9 making (12) 29:20;70:8;96:20;144:8; 176:1;195:21;211:8; 221:20;224:12;276:18; 280:7;287:18 Mallard (1)
79:6 mammals (1)
104:18 man (1)
73:18 manage (1)
31:11 Management (14) 20:8;48:2,15;64:15; 71:10;83:19;84:14;112:9, 12;144:14;157:23;187:23; 191:10;287:4 Management's (1)
62:12 manager (4) 89:12;121:13;287:8;
289:13 managers (1)
89:19 managing (3) 42:14;179:4;190:14 mandate (1)
287:18 mandates (2) 198:7;203:1 Mandel (7) 19:21;28:2,5,6;41:14; 65:11,19 maneuvered (1)
40:5 man-made (2) 142:22;287:13 manner (2) 191:1;232:18 manufacture (1)
28:10 manufacturer (3) 201:15;202:13;245:7 manufacturers (51) 17:2;25:15;28:8,8;29:17; 30:14,23;31:10;32:20; 33:16;39:10;47:1;50:10; 86:11;87:7;90:24;91:2; 92:13;97:6;100:3;110:3; 116:1;122:14;124:2;133:9; 134:20,24;135:3,6;165:10; 171:22;173:2;195:24; 198:18;200:3;201:13,20; 203:18,20;204:16;207:21; 211:10;215:20;216:18; 221:20,23;222:12;227:22; 243:19;263:11;276:2 manufacturers' (3) 33:9;83:10,11 manufactures (2) 80:17;197:5 manufacturing (17) 32:15;43:14;79:20;96:3, 11,13,22;113:23;115:7,13; 140:10;163:22;167:14;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (29) living - manufacturingIn Re: EPA Public hearing November 18, 2010

180:12;203:24;221:14,19 maples (1)
219:2 March (1)
248:8 Margaret (2) 246:14,23 Margo (5) 15:10,11,22;157:21;
296:1 Marine (2) 151:22;248:7 Marines (2) 37:16;40:18 market (34) 32:7;36:4;43:11;57:23; 66:20;83:3;86:6;90:16,21; 97:10;108:9,12,15,21; 116:3;154:17;156:1;157:1; 161:11;169:12;172:4,6; 175:8;183:12,23;189:5; 196:3;207:9;210:16;211:6, 20;227:13;243:20;249:22 marketplace (6) 30:3;32:11;86:19;96:5; 109:7;228:5 markets (4) 96:2;138:13;226:23;
232:6 married (1)
286:23 marry (1)
180:16 Marshall (5) 111:21;124:18,21,23;
132:8 marshlands (1)
147:15 Martin (3) 181:9,13,20 Mary (3) 217:15,23;218:6 mask (1)
237:19 Mass (7) 55:16;76:12;104:23; 148:18;191:3;248:7;282:23 Massachusetts (23) 89:24;144:11;185:18; 233:9;239:6;247:1,4,13,17; 248:19;249:1;251:9;254:6; 258:3;266:18;271:3,19; 278:6;282:1,7,21;286:22;
290:6 Massachusetts' (1)
251:14 masses (1)
148:20 massive (7) 29:19;55:2;56:5;57:15; 76:21;105:13;198:2 Master (1)
254:8 Master's (3) 35:3;71:9;112:11 match (2) 87:17;168:5 material (2) 52:12;246:3 materials (4) 59:15;162:24;168:21;
261:3 Mathers (3) 70:22;88:21,23 Mathew (3) 217:16;228:20,24 matter (14) 29:4;49:8;126:16; 158:11;177:16;181:22; 184:8;185:21;233:9,12; 234:13,14;269:6;294:24 matterPM (1)
81:19 matters (1)
238:13 maximize (2) 25:5;169:19 maximizes (1)
204:22 maximum (2) 199:6;203:13 MBA (1)
35:5 MBD (1)
154:8 McCaffrey (4) 181:10;185:13,15,17 McKibben (1)
106:8 mean (10) 68:11;103:5,8;132:8; 136:24;141:2;165:16; 169:13;236:17;252:17 meaning (3) 202:8;207:4,5 means (6) 40:13;138:20;162:16; 195:22;202:20;279:17 meant (2) 147:24;175:20 measure (2) 31:11,17 measurement (1)
200:6 measurements (2) 200:13,18 measures (5) 22:12;86:3;117:15; 253:3;259:6 measuring (1)
203:10 mechanical (1)
255:19 mechanisms (9) 51:14;88:1;99:21;124:5; 141:3;145:16;149:22; 169:6;170:3 MEDFORD (50) 13:2,6;16:1;17:21;70:19; 72:22;80:1;88:20;94:2; 102:17;107:1;110:14; 111:7,16;141:23;143:15; 146:22;151:3;160:10; 164:16;173:23;174:4; 181:6;217:14;218:3; 223:20;228:19;233:3; 234:21;238:24;242:12; 245:11,15,18,24;246:7; 277:16,19,21;280:16,21,23; 281:2,6,16;282:4;286:14; 289:8;295:13;296:3 media (1)
103:14 medical (2) 236:20;249:1 medicine (1)
262:23 Medium (2) 20:21;142:18 medium- (68) 13:5,23;16:18;20:12,24; 21:10;22:20,24;23:5;25:17, 18,24;42:16;45:20;55:9; 80:10;85:17;89:18;90:3; 91:6;93:13;95:2,8;96:18; 112:19;122:2;125:9; 127:16;129:10;139:1; 144:8;146:18;147:6; 150:22;152:15,23;153:2; 155:16;156:20;158:17; 160:16;161:22;162:2; 163:2,24;165:4;172:16; 173:7;175:6;185:2;187:2,8; 189:15;190:12;206:16; 207:9;211:20;219:11; 224:4,23;226:7;249:11; 254:17;264:7;284:14; 286:10;288:13;293:18 Medium-and (1)
155:17 medium-duty (2) 16:9;92:24 medium-sized (1)
142:13 meet (24) 22:5;25:16;31:13;39:5; 52:2,23;61:9;63:20;82:11, 22;84:24;87:16;134:20; 159:5;162:17;165:23; 166:4;186:12;208:21; 209:24;213:14;223:5; 245:20;289:1 meeting (5) 39:24;62:10;82:1;91:9;
242:22 meetings (1)
224:1 meets (4) 17:3;202:21;203:1;216:6 melting (1)
283:21 member (5) 160:20;235:5;278:5; 282:8;287:2 members (26) 13:15;18:21;20:2;28:9, 12,22;41:21;55:15;78:16; 89:1;103:1;106:13;136:17; 142:1;153:7;165:2;181:12; 205:8;218:10,22;219:17; 220:20,20;221:1,5,11 memorandum (2) 16:13,22 men (2) 152:2;240:15 men-induced (1)
291:8 mention (6) 56:21;75:1;76:16;123:4; 238:2;269:4 mentioned (9) 53:13;59:8;61:3;70:3; 90:17;101:5;107:18; 189:10;226:2 mere (1)
279:17 merely (2) 104:12;280:20 met (1)
153:15 meter (1)
192:13 methane (8) 124:4;166:20;209:11; 216:16,17,21;248:9,11 Method (5) 191:6;192:23;193:13; 201:6;276:7 methodical (2) 162:16;164:7 methodologies (1)
203:5 methodology (1)
124:1 methods (11) 51:2;98:13;192:1,11,21; 193:4,11;194:23;195:5,8;
228:12 metric (19) 17:14;44:12;49:1;69:6; 72:9;92:7;95:18;116:24; 126:11;127:2;188:6; 229:24;252:24;257:23; 258:1;272:24;273:1; 274:12,12 metrics (2) 50:22;228:8 Mexican (1)
144:10 Mexico (6) 37:8;56:6;144:17,24; 187:12;258:18

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (30) maples - MexicoIn Re: EPA Public hearing November 18, 2010

Michael (3) 217:16;223:21;224:6 Michelin (11) 134:5,11;224:8,9,15; 225:6;226:17,20;228:15; 243:3,18 Michigan (1)
219:22 mid-1980s (1)
155:3 mid-century (1)
127:6 Middle (4) 35:9;38:19;40:4;148:24 mid-range (1)
82:8 Midwest (1)
254:23 mies (1)
274:16 migration (1)
76:12 Mihir (3) 246:14;250:20;251:4 Mike (4) 242:16;281:17;289:9,12 mile (1)
186:14 mileage (1)
137:1 miles (23) 22:13;49:18;55:24;56:1; 155:1,1;161:8;162:4;163:3, 11,12;186:11,17;262:19; 265:6;272:7,9,10,12;273:4; 290:5;292:24;293:2 military (14) 37:12;73:20;75:10,24; 76:23;77:2,6,8,16;80:3; 151:15,20;154:4;284:18 Millbourne (2) 235:3,3 million (56) 17:14,16;21:1;35:13; 36:18,21;37:4,7,20;38:11; 44:11;48:23,24;55:14;56:2; 69:6;72:6,9;76:24;78:2,2,7; 90:5;92:7,9;95:18,19; 104:4;114:7;116:24;117:1; 125:17;126:9,11;154:8; 163:13;165:1;188:6,11,15; 210:9;218:10;229:22,24; 248:6;252:22,24;257:22; 258:1,14;270:3;272:22,24; 274:10;284:1,2 millions (4) 148:5;272:24;274:12;
283:23 mind (5) 61:11;67:12;70:23; 184:12;284:12 mindless (1)
176:3 mine (1)
44:21 Mines' (1)
208:18 minimization (1)
202:12 minimizing (1)
138:20 minimum (2) 192:19,19 mini-vans (1)
89:8 minor (1)
202:11 Minsk (6) 142:3;151:4,6,8;174:6;
175:3 minute (2) 161:1;236:3 minutes (4) 18:16;236:16;237:17,17 misguided (1)
265:21 misinformation (1)
286:2 missed (1)
168:14 missing (3) 47:21;174:2;186:19 mission (3) 125:4;224:9;289:21 mistake (2) 126:23;213:11 MIT (3) 74:6;191:3;208:18 mitigate (5) 103:22;116:6;250:17; 270:8,16 mitigation (1)
248:14 mix (1)
273:17 mixture (1)
207:6 mobile (2) 22:16;125:24 mobile-source (1)
293:21 mobility (2) 224:11,17 model (27) 45:7;98:18,23;111:15; 113:4;122:11;127:18; 128:20;129:10;136:1; 139:17;165:5;166:11; 168:3,12;172:14;195:1; 200:16;203:22;214:7,8,10, 14,17;225:18,23;227:11 modeled (1)
45:3 Modeling (4) 45:6,22;98:3,22 models (5) 82:10;135:17;168:8; 183:11;294:6 modern (2) 150:3;201:18 modest (1)
46:15 modifications (3) 53:20;210:2;226:8 molecule (1)
209:11 molecules (1)
209:12 moment (2) 229:17;255:10 momentum (1)
265:16 Monday (2) 15:21;244:21 monetizes (1)
294:22 money (19) 35:23;36:6;39:19;91:14; 114:10;139:6;145:16; 159:11;160:1,4;165:8; 231:11;233:14,17;234:17; 242:8;273:2;274:14;288:3 monitoring (1)
292:20 monitors (1)
292:8 month (1)
236:23 months (5) 49:4;79:3;88:12;133:21;
251:10 monumental (1)
198:4 moral (1)
287:18 Mormino (7) 70:21;80:5,7,12;107:5, 17;133:24 morning (30) 13:2;15:12,18;20:4,7; 28:3,6;34:9,12;42:8;47:21, 22;48:1;54:8,11;69:5;94:6; 111:23;121:8,12;174:6,22; 237:17;241:5;242:20; 243:15;244:12;251:20; 255:5;277:9 morphing (1)
272:4 mortar (1)
73:22 mother (3) 54:16;148:15;282:9 mothers (2) 40:20;148:13 motivate (1)
46:2 motor (3) 161:15;179:24;211:6 Mount (2) 292:3,15 Mountain (6) 289:14,19;291:1,11; 293:15;295:6 mountains (8) 255:1,8,16;289:23;291:3; 292:9,22,24 move (24) 54:2;60:23;79:22;94:23; 98:8;102:5;105:21;106:6; 113:2;127:4,11;140:12; 150:16;160:8;188:13; 214:19;223:10;240:1; 276:24;280:6,11;284:12; 286:8;288:12 moved (4) 241:14;254:22;272:16;
274:4 movement (2) 129:19;150:11 moves (6) 72:20;99:1;190:1; 230:12;294:1;297:5 moving (8) 18:20;102:8;109:24; 110:7,10;150:13;194:8;
230:18 MPG (3) 161:8;164:11;186:12 much-needed (1)
60:10 multiple (3) 172:15;201:16;255:22 multiplied (1)
252:4 multiplier (1)
163:19 multipliers (1)
101:15 multi-year (1)
291:20 municipal (1)
51:5 Murrow (1)
44:19 myriad (1)
31:13

N

N20 (2) 200:11,16 N2O (3) 199:15;200:4,6 NABI (1)
211:13 NACAA (5) 20:10,17,19;25:7;26:16 name (54) 13:6;15:22;19:24;34:17; 54:11;71:6;73:6;80:11; 102:22;112:5,7;121:12; 124:22;132:11;142:8;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (31) Michael - nameIn Re: EPA Public hearing November 18, 2010

143:19;147:8;151:7; 160:18;164:22;181:14,20, 23;184:18;185:16;190:13; 217:22;218:6;224:6; 228:24;233:7;235:1;239:5; 242:16;246:12,17,18,22; 251:4;254:4;260:2;266:17; 270:22;271:1;278:2;281:4, 19,24;282:6;283:1;286:18, 21;296:6,10 names (1)
141:24 NAS (2) 59:9,16 NASA (1)
284:3 nation (24) 21:4;39:11;73:8;78:15; 79:15,22;127:4;142:19; 150:15;154:16;155:10; 157:15;159:21;185:20; 188:13;190:1;195:17; 196:10;229:13;230:4,19, 21;231:2;262:7 National (90) 13:7;16:20;17:3;20:9; 25:22;27:9;28:18;34:20; 38:22;39:20;41:7;45:6; 49:23;53:17;54:13;55:6; 59:8;60:22;67:14,21;68:8, 15;72:19;73:12;74:4,17; 75:8,24;77:6;78:22;79:19, 24;83:13,18,23;84:5,9; 85:1;89:15;92:4,18;93:21; 95:10;121:1;122:4,15,20; 125:3,24;130:6;131:4; 148:19;152:6;153:13; 155:9;156:10,23;165:6,22; 167:4;170:22;171:3;172:2, 18;189:24;193:18;204:23; 205:24;218:8,9,12;220:16; 222:16;223:7;224:20; 226:2,14;230:11;259:16; 262:3;263:15;266:13; 270:11;279:22;281:9; 290:8;291:21;292:17; 293:24;297:4 nations (6) 36:3,22;40:9;75:15; 182:15;196:5 nation's (24) 34:15,19;37:3;55:1,12; 56:7;73:10,14;78:15;94:24; 96:7;125:18;127:11; 129:19;151:12;152:4,5; 153:22;154:10;156:20; 173:10;187:14;188:2;
219:15 nationwide (5) 30:7;38:8;89:1;164:2;
249:6 native (1)
286:11 natural (68) 49:3,5,7;64:11;76:17; 100:21,24;104:20;136:10; 142:22;164:23;182:10; 205:7,9,10,20;206:5,9,11, 15,16,23;207:3,4,6,11,14, 22;208:3,9,9,10,12,15,24; 209:6,15,23,23;210:5,7,8,9, 15,20,22;211:3,5,18,21; 212:5,17;213:1,7;215:3,11, 21;216:6,10;217:2,9; 219:24;221:10;256:2; 261:6;290:11,13;293:1 naturally (2) 236:2;291:8 nature (5) 30:2;182:7;248:2;259:5;
271:11 Naval (2) 34:21;37:18 Navistar (2) 84:12;211:4 Navy (2) 34:23;35:7 near (5) 82:5;142:11;187:18; 241:10;294:19 nearly (11) 36:18,19;37:4;76:7;90:4; 93:1;153:14;155:1,5;157:2;
227:12 near-term (2) 57:2;161:17 nebulizer (3) 237:13,13,18 necessarily (1)
42:4 necessary (12) 98:23;112:21;125:11; 159:19;170:18;192:22; 194:13,22;195:4;200:10; 226:8;280:11 need (56) 21:23;32:17;33:2;36:15; 51:2;52:10;53:1,18;58:13, 24;63:24;71:21;72:1;77:12, 18;87:20;98:18;99:9; 106:5;115:10;116:6;127:4; 137:14;142:20,21;150:11, 11;160:24;167:17;178:17; 184:21;188:1;196:10; 203:8,13;215:4,11;216:1; 219:23;220:9;229:10; 230:18,24;250:1;256:17; 262:17,18;263:4,21;265:5, 7;269:3,13;288:19;289:1,2 needed (14) 39:6;46:6;82:22;86:19, 21;98:14;124:5;128:17; 147:23;169:24;209:4; 248:15;249:12;264:15 needn't (1)
262:4 needs (13) 31:14;61:16;63:20,21,21; 80:21;116:10;136:20; 162:7;164:8;198:23; 238:23;265:10 negative (5) 106:4;230:23;249:3; 256:2;279:24 negotiate (1)
106:10 negotiators (1)
106:10 neighborhood (2) 74:12;241:9 neighbors (1)
278:18 neither (2) 154:18;239:24 NEMS (1)
45:6 NESCAUM (7) 20:9,16,19;24:8;25:7; 26:16;64:18 NESCCAF (1)
24:7 net (15) 17:17;21:7;43:20,23; 44:3;69:7;91:10;114:16; 127:1;159:23;164:3; 174:14;189:2;257:17;
294:17 Network (6) 137:23;138:6;158:6; 229:4;249:6;283:1 networks (1)
262:24 neutrality (1)
202:20 neutralize (1)
62:8 Nevada (1)
255:8 never (4) 183:7;239:22;263:16,16 Nevertheless (1)
30:20 new (91) 16:17;22:24;30:16;31:6, 7,8;33:4;39:1,4,4;44:16; 45:10;51:14;54:12;55:7; 56:10,13;57:7;60:7,8; 69:24;78:4,7;79:13;82:11; 86:1;87:19;91:9,13;94:21; 95:12;96:2;101:11;113:17; 115:22;116:1;124:8;134:9, 15,20,22;135:12;136:2,15, 21;140:4;145:6;148:7; 162:23;163:18,24;164:2, 10,11;167:14;171:8; 182:23;183:20;185:1; 186:11;188:3;189:14; 195:18;204:14;205:23; 208:6,16;211:13;215:20; 219:6,6;222:10;226:6; 227:20;232:14;244:5,13; 255:21;261:14,18,18; 263:23;267:11;284:24; 285:2;289:13;290:8;292:4, 9,23;294:7 Newfield (1)
68:22 newfound (1)
148:2 NGOs (1)
174:7 NGV (2) 205:7,12 NHTSA (45) 13:15,18;14:1,8,17;15:5; 22:20;27:22;28:13,23; 29:16,23;31:4;32:18;33:1, 10;34:6;54:1;59:1,23;83:5, 24;84:8,21;85:5,23;88:5; 89:16;107:8;112:23;121:3; 122:3;124:15;125:7;139:8, 13;166:9;190:23;192:18; 194:16;196:17;198:1; 205:13;218:13;223:16 NHTSA's (7) 17:4;20:11;93:14; 112:18;121:24;123:5;
138:24 night (1)
255:4 nine (1)
23:2 Nineteen (1)
36:21 Ninety-eight (1)
283:2 Nissan (1)
58:6 nitrate (1)
293:5 nitrates (1)
293:8 nitrogen (3) 29:3;81:18;268:22 nitrous (2) 124:4;166:19 Nixon (1)
235:12 NOAA (1)
291:22 noise (1)
237:20 non-attainment (2) 268:17;292:19 non-confidential (1)
109:12 non-partisan (1)
151:11 non-profit (3) 94:9;125:3;282:24 non-zero (1)
195:13

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (32) names - non-zeroIn Re: EPA Public hearing November 18, 2010

norm (1)
183:3 normal (1)
87:7 North (11) 48:17;134:5;190:14; 193:18;197:3,7;208:13; 224:8,15;228:16;240:13 Northeast (4) 20:7;24:6;218:22;292:16 Northeastern (6) 260:8;278:3;290:1; 291:3,15;296:12 Northeastern's (1)
278:7 note (5) 32:13;43:23;136:13; 168:22;235:10 noted (5) 122:3;170:8;272:6; 294:11;295:2 notes (1)
294:8 Notice (6) 14:3,16,22;20:11;122:10;
206:19 noticed (1)
61:13 noticing (1)
296:16 notwithstanding (1)
103:23 novel (1)
162:24 NOx (6) 29:3,8;49:7;81:18,23;
82:5 NPRM (5) 122:10;225:12;227:5,22;
228:11 NRDC (3) 164:23;165:1;172:14 number (17) 14:13;16:6;18:14;21:24; 22:7;26:12;45:3;49:11; 52:16;163:21;174:7;175:6; 210:15,24;222:19;244:22;
282:3 numbers (6) 78:12;104:21;164:8; 174:19;262:9;264:5 numerical (1)
193:5 numerous (4) 84:1;99:24;199:1;208:19 nurses (1)
237:11 nutshell (2) 272:17;274:5 NWF (2) 218:8;219:17 NWF's (1)
221:11 Nwoke (10) 142:3;160:11,13,18; 178:24;179:1,1,7,11,23

O

Oak (1)
226:14 Obama (6) 16:12;28:15;81:9;84:7; 94:19;235:14 OBD (1)
197:13 objectives (1)
206:6 obligates (1)
152:7 obligation (2) 184:7;239:12 observation (1)
234:14 Observatory (1)
292:3 observed (2) 75:21;176:17 obsolete (1)
229:7 obtain (2) 25:3;128:16 obtained (1)
128:13 obvious (1)
230:20 Obviously (11) 65:23;66:20;102:3; 109:15,20;161:6;162:5; 163:4;164:14;180:22;
214:11 occur (1)
251:24 occurred (2) 248:7;283:20 occurring (2) 98:24;291:8 occurs (1)
43:10 Oceanographic (1)
291:21 oceans (3) 247:15;248:5;262:20 ocean's (1)
248:4 o'clock (2) 18:4;280:24 October (4) 14:1;16:11;23:3;84:17 odd (1)
194:12 OEM (1)
210:24 OEMs (2) 174:17;191:9 off-cycle (1) 100:7 offended (1)
263:17 offer (4) 42:4;80:22;122:13;
169:10 offered (2) 31:12;105:9 offers (2) 38:21;194:3 Office (4) 13:17;15:23;19:10;256:8 Officer (2) 37:14;84:18 Officers (3) 16:2;19:3;151:16 officials (1)
106:14 off-road (3) 244:5,14;246:2 offset (4) 38:19;66:6;113:19;124:4 off-the-shelf (2) 134:22;180:8 Oge (76) 15:10,12,15,17,22;28:2; 34:8;41:9,15,18;47:19; 48:6;54:6;60:24;63:1,5,15; 64:5,10;65:10;66:24;68:21; 70:16;107:3;109:1,10; 110:8,13;111:18;117:19; 121:7;124:18;132:7; 137:13,17;140:17;141:16; 174:3,5;178:23;179:2,10, 18;181:1,8,16;185:13; 190:5;196:18;205:2;214:3; 215:1;216:2;217:11; 242:15,19;243:9,22; 244:14,18;246:10,12; 250:20,23;253:21;259:20; 266:5;270:18;277:2;281:7; 295:19,21,24;296:1,5;
297:7 Oh (3) 174:1;271:16;295:23 Ohio (6) 116:8;160:20,21;164:5; 180:12;286:11 oil (204) 17:16;21:5;34:20;35:13, 17,20;36:1,5,11,13,19,20, 23;37:2,5,9,11,13,22;38:10, 14,15,19,19;39:12;40:11, 16;41:6;42:14,24,24;43:19; 44:3,24;45:4,12;46:4,7,12; 47:15;55:1;56:3,5,8,10; 57:18;59:5;60:23;72:2,2,5, 20;73:10;74:16,19;75:13, 18;77:13,22;78:3,5,6;79:2, 17;90:2,5;92:8,11;94:15, 24;95:15;98:16;99:23; 100:6;116:16;117:5; 125:15,17,19;126:8;136:8; 139:12;142:21,23;144:21, 23;145:21;146:1,1;148:6, 23;149:2,4,6,14,14,17,23; 150:21;151:1,14;152:4,9; 153:15,24;154:2,5,7,10; 155:11;156:3,24;157:3,10, 12;159:15,17;166:8; 173:10;184:10,24;185:3,4, 5;186:7;187:4,11,14,15,17, 19,24;188:2,14,15;189:17, 21,23;190:2;206:2,6,20,23; 209:3;219:18,23;220:5,8, 10;221:17;229:8,21; 230:12,14,15,16,19,22; 231:17,19,21;239:11,16,19; 240:4,7,10,17,19;241:10, 18;252:18,19,22;253:5; 258:11,13,14,16,17,19; 261:5;262:21,24;263:10, 12,14;264:1,11;267:9; 272:21;274:9;275:22; 279:12;284:17,20,21,22; 288:18,21;294:1;296:14, 20;297:5 oil-making (1)
253:4 oil-producing (1)
36:3 oil-saving (2) 167:1;221:18 Okay (26) 15:17;41:17;48:5;63:15; 64:9;70:19;110:12;111:16, 22;174:24;179:10;181:13, 16;217:23;242:19;243:22; 244:10,17,18;246:7;271:1; 277:20;281:13,16;295:17,
23 old (4) 60:8;102:23;132:15;
147:16 oldest (2) 55:12;289:20 Oldham (4) 217:18;239:1,3,6 once (12) 20:23;32:21;94:17; 105:3;146:17;156:23; 159:7;176:20;204:12; 237:5;259:14;276:6 on-demand (1)
149:10 one-quarter (2) 42:17;59:10 ones (3) 111:7;163:15;287:24 one-third (1)
59:11 ongoing (1)
53:4 on-going (1)
172:4 on-highway (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (33) norm - on-highwayIn Re: EPA Public hearing November 18, 2010

197:6 on-line (1)
208:17 on-road (6) 97:23;98:9;99:2;171:5; 194:3,5 on-vehicle (1)
226:15 OPEC (1)
258:21 op-ed (1)
90:16 open (4) 17:21;84:22;88:8;260:1 opened (1)
255:6 opening (1)
221:2 open-road (4) 193:1,22;194:8,9 operate (3) 48:17;171:24;247:6 operates (2) 38:5;48:15 operating (6) 38:24;49:12;62:19; 84:17;114:1;165:16 operation (2) 114:18;261:4 operational (1)
172:7 operations (1)
89:22 operators (4) 32:7;96:1;165:8;233:15 opinion (1)
235:15 opinions (2) 42:3;277:13 opportunities (11) 33:5,7,14;66:10,18; 138:11;139:24;169:3; 222:19,20;240:14 opportunity (82) 13:20;14:15,20;18:10,13; 19:1;20:15;27:23;34:13; 42:7;47:17;48:4,13;55:10; 60:19;71:5;73:2;77:21; 80:8;89:2;90:21;93:12; 94:7,18;102:16,21;112:3; 117:17;121:5,22;123:19; 124:3;125:1;132:5;137:24; 140:15;143:20;147:3; 151:2;160:15;162:20,21; 164:13,21;168:15;181:21; 184:18;190:3,10;195:17; 196:1,4,23;205:12;211:19; 213:23;214:1;217:23; 218:14;223:18;224:2; 228:23;233:2,11;234:20; 239:5;242:11;246:22; 251:3;252:12;254:3; 259:12,13,19;260:2,10; 266:4,10;276:10;277:24; 280:15;297:6 oppose (1)
249:2 Optima (1)
211:13 optimal (1)
62:22 optimist (1)
279:18 optimization (4) 33:5;49:18;87:8;203:15 optimize (2) 140:13;171:22 optimizing (1)
167:24 option (1)
211:18 options (8) 31:12;44:23;47:3;59:14; 102:1;130:2;147:22;201:2 oral (1)
13:20 order (13) 18:21;22:5;25:4;52:23; 84:15;97:21;101:13;126:2; 127:3;183:21;270:16; 288:20;296:20 orders (1)
197:21 org (1)
60:16 organic (2) 269:1;293:8 organization (15) 55:13;63:6,9;109:11; 114:12;125:4;151:11; 174:17;179:5;185:19; 191:2;197:8;198:17;244:3;
289:21 organizations (7) 198:18;208:19;214:22; 220:19,21;221:11;282:3 organize (1)
251:11 original (2) 179:13;271:13 origins (2) 175:14,20 Oscar's (1)
244:2 Oshnock (6) 111:21;121:7,11,12; 140:19;141:3 outcomes (1)
40:24 outdated (1)
232:7 outdoor (4) 220:23;221:8;290:14,20 outdoors (2) 182:7;292:8 outlined (6) 21:15;27:20;30:23; 63:22;64:24;153:1 outlines (1)
158:14 outlining (1)
83:21 Outlook (1)
44:16 out-of-doors (3) 220:14,15,22 out-of-the-woods (1)
271:16 output (1)
214:23 outset (1)
177:24 outside (5) 33:8;147:12;175:22; 210:17;234:6 outstanding (1)
88:18 Overall (14) 56:12;99:22;101:24; 102:7;113:5;128:2;139:18; 160:24;166:4;167:19; 205:21;213:13;225:20;
296:15 overcome (2) 97:3;151:16 overcoming (1)
264:17 over-conformance (1)
124:8 overdue (1)
146:20 overestimate (1)
60:6 overlooked (1)
42:12 overseas (5) 36:5;74:5;209:5;259:5;
284:16 Over-specifying (1)
228:5 over-the-road (1)
227:13 Owner (2) 132:12;247:2 owner-operator (1)
114:14 owner-operators (1)
114:19 owners (8) 39:17;91:8;96:1;97:2; 114:2;123:9;231:10;233:15 ownership (3) 97:7,9;114:12 own's (1)
189:1 oxide (3) 29:4;124:4;166:20 oxides (2) 81:18;268:22 ozone (15) 268:15,16,18;269:2; 285:7,19,20,22;286:1; 292:5,8,10,13,18;294:24

P

Paccar (1)
135:20 package (2) 115:2;180:15 paddling (1)
290:3 painfully (1)
230:20 pains (1)
233:23 Pakistan (2) 104:3;145:2 Pakistani (1)
283:18 Panama (1)
183:17 panel (83) 13:14;18:21,23;19:1,9, 20;20:2,5;28:4;34:10; 41:19,21;47:23;48:7;54:9; 61:1;68:22;70:17,17,20; 71:3;72:24;80:6;88:22; 94:4;102:19;103:1;106:13; 107:4,10;111:18;112:1; 121:10;124:20;132:9; 137:20;140:18;142:1,6; 143:17;147:1;151:5; 157:22;160:12,14;164:18; 181:7,8,12,18;184:15; 185:14;190:7;196:21; 205:4;217:11,15;218:4; 223:22;228:21;233:5; 234:23;239:2;246:13,14, 20;247:24;251:1;254:1; 259:22;266:8;270:23; 277:3,5,5,14,16,22;281:16, 22;286:16;289:10;296:8 panels (3) 18:19;19:17;246:9 paper (5) 44:22;45:3;83:20; 158:12,13 paradise (1)
105:3 paramount (1)
230:3 parched (1)
255:18 parent (1)
250:13 parents (2) 148:16;278:18 Pargeter (4) 111:19,24;112:2,7 Parkway (1)
142:12

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (34) on-line - ParkwayIn Re: EPA Public hearing November 18, 2010

part (45) 17:10;25:2;56:9;57:2; 58:23;60:16,21;69:18;70:2; 72:19;80:14;97:12;107:7; 111:2;141:9;144:2;156:2; 167:19;172:15;175:1; 183:19;184:8;185:22; 189:24;197:7,14;198:4; 205:21;220:12;221:3,10; 230:11;232:6;245:23; 247:2;249:20;250:19; 259:16;261:21;265:4; 280:11;290:1;293:24; 295:15;297:4 participants (1)
290:14 participate (5) 28:16;147:20;216:24; 228:17;280:17 participated (1)
48:9 particles (1)
292:22 particular (9) 50:23;63:18;68:4;175:4; 225:13;262:13,16;291:4;
292:7 particularly (10) 51:18;54:18;57:3;69:23; 97:22;100:20;156:17; 220:6;247:13;291:1 particulate (8) 29:4;49:8;54:20;81:19; 126:16;268:15;269:6;
294:24 partly (1)
276:18 partner (3) 180:12;226:21;258:21 partnered (1)
82:13 partners (7) 82:16;108:10;134:12; 163:18;164:4;196:12;
214:12 Partnership (3) 50:2;82:15,24 partnerships (1)
82:21 parts (5) 260:24;283:24;284:2; 286:20;288:20 pass (2) 142:14;220:23 passage (2) 147:21;148:4 passed-on (1)
39:3 passenger (7) 22:13;38:17;155:23; 186:9,11;188:11;189:11 passion (1)
260:19 patent (1)
179:11 patents (1)
255:22 path (6) 30:8;82:1;93:6;203:19; 204:9;259:17 pathways (1)
172:19 pattern (1)
219:22 patterns (2) 169:24;283:14 Pause (4) 111:17;141:18;246:8;
277:3 pay (11) 31:22;36:5;41:4;66:10, 17;77:14,16;114:11; 153:23;159:24;180:14 paying (2) 51:17;159:17 payload (6) 52:7,12;61:8,19;68:5,6 Payloads (1)
123:8 payoff (1)
241:1 peak (2) 284:20;292:16 peaked (1)
43:24 pedal (1)
150:16 peers (2) 103:17;279:14 Peleliu (1)
37:15 penalties (1)
159:4 Pennsylvania (4) 235:4,6;278:16;290:5 penny (1)
188:20 Pentagon (1)
75:20 people (34) 16:6;18:9,14;101:19; 104:4,5;105:19,19,19; 136:8;138:4;159:10; 176:19,22;183:4;187:17; 220:21;224:11,13;230:15; 235:23;236:1;237:9; 239:19,23;240:11;241:13; 256:11;279:1,23;280:4; 283:23;290:9;292:7 Pepsi (1)
93:2 percent (103) 20:22;22:3;23:16;24:12; 26:1,7,10;27:5,7,12;29:3; 35:12;37:1;43:21,22,24; 44:1;48:21,22;49:8,8,9,21; 55:21,23;59:17,18;60:7,14; 67:16;74:18,20;81:18;82:9; 90:6;95:3,4,13,14;101:10; 113:8,9,16;114:16,22; 115:1;116:10,12;117:5; 125:18,21,24;130:12; 131:6,8;136:19;153:14,21; 154:7,24;155:5,22,24; 161:7;162:6,8;163:8;180:8, 10;186:22;187:4,6;189:20, 22;191:16;193:21,23; 199:14;203:21;207:1,12, 14,16,19,21;208:10,14; 209:16;220:3,4;224:24; 226:4;231:12,17,19;248:3; 252:17,19;256:14,18; 257:12,14;283:2 percentage (2) 24:22;210:13 performance (29) 46:14,20;47:7,13;50:16; 53:8,15;87:9,22;97:23; 98:2,10,15;109:19,23; 110:6;129:6;161:2;171:6; 172:5;183:18;191:13; 194:5,15;195:23;196:14; 203:12;213:15;228:4 performance-based (3) 216:9;227:21;228:1 performed (2) 98:21;226:14 performing (1)
192:10 period (13) 14:22;30:15;34:24;39:7; 64:23;110:17;111:1; 114:12;155:6,24;157:1,11;
204:3 permit (1)
147:19 perpendicular (3) 135:8,15,16 Persian (1)
35:2 person (5) 16:4;18:15;182:4; 215:16;295:22 personal (6) 78:13;105:8;234:14,15; 271:5;295:15 personally (2) 158:20;277:4 person's (1)
249:16 perspective (12) 37:5;41:11;44:13;62:12; 107:16;109:17;220:1; 250:4;257:24;258:15; 266:14,16 perspectives (1)
266:11 pessimism (1)
105:5 Peterbilt (1)
211:11 Peterbilt's (1)
136:1 petro-dictators (1)
72:14 petrodollars (1)
79:8 petroleum (14) 21:4;43:20;153:20; 154:14;155:4;205:22; 207:1,17,23;212:7,21; 213:2,9,14 phase (5) 33:3;87:23;99:18; 110:17;131:13 phenology (1)
283:13 philosophy (1)
133:18 phone (2) 16:5,6 phonetic (1)
244:3 physical (5) 182:1;193:4,24;282:11,
17 physically (1)
103:9 Physics (1)
106:9 phytoplankton (1)
248:4 pick (1)
262:22 picking (1)
180:23 pickup (4) 16:24;67:8;89:8;121:21 pickups (12) 87:13;127:17;128:24; 131:3,13;168:4,10;170:12; 173:17;221:6;273:6;274:18 piece (1)
186:19 pierce (1)
36:9 pipeline (1)
219:21 pipelines (2) 240:3,10 pitfalls (1)
231:24 place (14) 62:17,20;76:16;122:16; 140:2;144:7;179:6;188:4; 189:11;235:20;240:1; 261:15;265:23;278:10 places (3) 75:14;76:13;100:23 placing (1)
144:7 plan (12)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (35) part - planIn Re: EPA Public hearing November 18, 2010

18:6;57:11;60:22;72:20; 162:16;164:4;190:1; 205:21;230:11;259:17; 294:1;297:5 plane (1)
194:9 planes (1)
77:1 planet (16) 103:21;104:15;105:3,7; 106:12,16,23;144:4,6; 150:1;234:11;247:10; 249:19;261:19;283:7,11 planet's (1)
127:3 planning (1)
186:14 plans (2) 22:2;195:6 plant (3) 22:8;37:19;291:15 plants (2) 104:19;285:20 plasma (1)
177:1 platoon (1)
73:23 play (9) 53:8;66:21;90:20; 219:14;224:18;225:3,19; 231:8;278:24 played (2) 79:5;226:18 playing (4) 100:24;249:20;276:1,8 plays (1)
225:18 please (10) 15:4;18:2,12,15;19:23; 106:20;137:9;181:9; 246:17;282:4 pleased (9) 48:12;51:10;55:14; 56:12;81:1;84:11;191:22; 225:13;227:4 pleasure (2) 15:9;272:6 plenty (3) 268:23;269:2,7 plug-in (9) 57:22;64:15;65:17; 69:13,24;172:22;174:9,19;
175:1 plug-ins (1)
157:23 plugs-in (1)
176:8 plus (1)
203:2 Plymouth (1)
292:3 PM (5) 29:4,8;281:14;294:23; 297:17 point (21) 23:2,9;28:14;73:21; 78:21;79:4;105:17,17; 111:3;130:8;156:8;157:14, 19;161:10;177:14;178:9; 181:2;205:19;208:1; 213:10;262:4 points (5) 21:12,22;130:9;287:10;
288:23 poised (1)
90:24 Poland (1)
91:15 polar (1)
58:9 policies (17) 38:17;45:12;46:6,11; 71:23;72:13;94:15;102:5; 138:12;140:12;149:6; 151:12;152:1;158:15; 159:14;231:10;291:17 policy (24) 35:4;38:9;41:23;44:23, 23;47:14;80:13;102:1; 115:10,18;138:21;146:20; 149:19;151:9;152:7;154:3; 202:19;229:3;254:9,19; 256:6;264:15;278:4;289:13 policy-makers (3) 71:22;75:4;256:4 political (7) 151:16,17;159:20;178:6; 182:16;235:15;278:4 politically (2) 103:6;106:3 politicians (1)
263:11 Politics (1)
106:11 pollutant (2) 31:16;291:12 pollutants (12) 42:22;52:3;126:17; 166:17;203:11;249:4; 258:7;268:22;269:5; 290:17,22;293:11 polluted (1)
293:1 polluting (3) 183:1;249:24;276:19 pollution (61) 33:20;34:15;39:15;52:3; 54:20,24;55:4;56:17;57:18; 58:23;72:9;73:4;75:2; 77:19;78:10;90:3,7;91:24; 92:3,21;93:20;94:16;95:17; 143:2;144:19;145:19; 146:8;150:20;165:24; 169:7;172:17;173:11; 182:9;184:7;186:2;189:4; 219:16;229:11,23;232:20; 234:7;241:10,15;242:1; 258:5;267:5;268:2,16; 270:6,16;272:1,23;274:11; 276:11,20;279:6,10; 291:23;293:9,22;296:19 pollution-induced (1)
290:23 polycyclic (1)
269:7 pool (1)
76:15 pools (1)
147:23 poor (5) 142:24;187:23;201:18; 239:24;291:10 pop (1)
237:2 population (2) 146:14;200:19 populations (2) 76:14;252:14 portfolio (1)
248:22 portion (4) 155:18;158:16;162:12;
222:22 posed (2) 154:16;291:9 posing (1)
159:23 position (7) 69:11;115:6,10;139:5,23; 140:6;174:20 positive (5) 143:23;272:19;274:7; 296:18;297:1 possibility (1)
143:22 possible (50) 25:9;59:7;60:21;72:18; 88:14;103:3,4,6,7,8,9; 105:21;106:21;108:15; 127:12;132:4;143:13; 146:18;185:9;189:20; 211:8;227:10;230:10; 231:1,5,16,22;232:13; 234:19;242:6;246:6; 252:13;254:15;257:10; 259:15;266:24;270:15; 273:8,13,24;274:20;275:1, 13;276:24;280:9;285:18; 286:9;293:23;295:2;297:3 possibly (3) 43:7;110:15;256:15 post-glacial (1)
291:2 potential (22) 25:5;27:10;33:2;57:21; 59:11;66:4;88:9;100:14; 123:23;129:15,18,20; 171:7;207:24;208:18; 219:6;224:24;227:17; 264:6;265:22;291:14;295:7 potential-based (1)
202:16 potentially (2) 109:3;255:17 power (10) 22:8;93:3;106:15;133:5; 150:12,19;161:5;176:9; 250:12;286:6 power-connect (1)
178:11 powered (2) 205:9;213:16 powerful (1)
80:2 powers (2) 58:19;250:16 powertrain (2) 161:5;179:5 powertrains (2) 107:13;168:20 PPM (1)
284:5 practical (2) 199:6;201:6 practice (2) 147:16;256:9 practices (2) 39:20;49:12 practicing (1)
247:1 pre-2007 (1)
268:23 preamble (2) 14:4;294:9 precious (1)
255:11 predict (1)
104:8 predictable (1)
46:21 predictably (1)
46:16 predicted (4) 39:2;193:10;247:24;
283:14 prediction (1)
234:13 predictive (1)
100:8 predicts (1)
226:3 prefer (1)
153:9 preferable (1)
243:6 preferred (2) 169:9;194:6 pre-industrial (1)
284:1 preliminary (1)
205:15 premature (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (36) plane - prematureIn Re: EPA Public hearing November 18, 2010

126:15 premises (1)
50:7 prepare (2) 51:18;217:13 preparing (2) 53:22;81:7 prerequisite (1)
192:6 present (9) 13:20;15:10;47:17; 117:17;125:13;182:2; 202:22;227:5;283:8 presented (2) 106:1;207:24 presently (1)
132:3 presents (1)
152:4 preserve (2) 100:5;284:6 preserved (2) 115:16;284:9 preserving (2) 230:2;247:9 President (21) 16:12;18:1;23:3;28:15; 30:22;81:8;84:7,11,17,19; 85:3;90:18;94:19;132:12; 135:19;151:23;204:21; 235:2,11,14;287:3 presidents (2) 235:14,18 President's (1)
166:4 Presiding (2) 16:2;19:3 pressure (3) 49:17;62:18;150:16 pressures (1)
162:14 pretending (1)
230:23 pretty (2) 65:21;76:16 prevail (1)
279:21 prevalence (1)
143:4 prevent (3) 199:16;241:2;249:13 prevention (1)
282:13 prevents (2) 35:24;201:23 previous (3) 82:10;161:7;191:17 previously (3) 136:18;163:10;221:4 price (11) 36:11;40:11;77:16;97:6; 116:7;159:17;161:9; 162:11;163:9;201:19; 284:22 priced (2) 206:12;208:9 prices (9) 45:23;46:16,19;47:9; 157:4,12;165:14;263:14,17 primarily (3) 45:14;110:4;175:11 primary (4) 140:5;145:12;153:15;
192:4 principles (5) 30:21;153:1,5;203:6;
261:14 printing (1)
147:13 prior (1)
20:18 priorities (1)
85:1 prioritize (1)
240:19 priority (1)
48:19 Prius (1)
180:3 private (16) 37:24;71:6;102:23; 140:13;142:9;147:9;182:4; 184:20;233:7;239:7;251:6; 254:5;277:6;282:2,8;287:2 probably (9) 67:5;145:4,10;175:4; 207:19;216:6;235:10; 243:5;245:4 problem (15) 30:9;32:17;58:24;126:2; 145:15;154:22;156:2; 234:3,5;261:10;262:10,14; 264:15;270:6;287:13 problems (6) 56:10;63:10;146:7; 182:17;268:5,8 procedure (2) 62:19;194:17 procedures (7) 53:12;59:24;60:3,8;86:2; 97:19;111:13 proceeding (1)
15:6 process (14) 18:20;53:19,22;84:22; 88:8;97:13;124:15;170:22; 176:1;192:17;195:7; 204:14;280:11;295:15 processes (1)
293:7 Proctor (4) 217:17;233:4,6,7 produce (6) 47:2;94:21;201:21; 225:11;262:17;267:10 produced (4) 44:17;128:3;188:7;201:3 producers (1)
35:20 producing (3) 39:11;194:13;201:15 product (11) 32:20;121:18;123:2; 153:22;191:9;198:13; 201:13;204:1,2;211:17;
224:18 production (7) 74:19;115:8,22,23;140:4; 169:4;180:24 productions (1)
141:9 products (18) 34:2;81:5;88:18;116:2; 134:23;153:20;176:13; 191:16;197:18;198:11; 202:7;211:1;214:24; 215:21,21;243:20;245:9;
267:10 profession (1)
282:10 professional (2) 182:1;254:11 Professor (2) 41:22;256:9 proficiencies (1)
193:10 profile (2) 177:18,20 profit (1)
32:8 profitable (1)
288:6 profits (1)
40:16 profound (1)
78:13 profoundly (1)
238:6 program (68) 16:9,10,20,23;17:3,10, 11;22:11;28:18;29:2;30:7, 13;31:3,16,24;32:1,10; 33:4,20;34:3;45:19;49:20; 60:7;69:4,6;84:5,9;85:22; 86:5;89:16;94:14;97:20; 99:1,9,11,18,23;101:20; 121:4;122:4,5,16;123:20; 124:11;144:14;152:23; 165:1,6;167:4;170:19,22; 171:3;172:2;173:12,14,16; 174:13,15;175:13,20; 202:22;205:24;217:1,6; 226:20,22;227:6;261:13 Programs (14) 22:7,7;28:24;29:12,13; 30:17;38:6;49:18;53:10; 88:14;107:22;121:14; 201:5;227:7 progress (13) 97:20;98:23;99:17; 154:20;155:3,13,14;171:5; 197:14;224:10;238:6,8;
262:11 project (4) 147:14;225:9;287:8;
292:1 projected (3) 44:14;126:12,19 projectiles (1)
36:8 projection (1)
126:13 projects (2) 270:4;278:9 prolong (1)
79:10 prolonged (1)
39:7 prominent (2) 151:14;225:17 promise (1)
122:5 promote (4) 139:6;151:24;171:3;
265:1 promoting (6) 92:4;93:21;108:20; 138:12;140:10;289:22 promotion (1)
74:13 prompt (1)
249:10 promptly (1)
125:12 promulgate (2) 129:7;131:17 pronounce (4) 178:24;181:14,23;242:16 proper (2) 49:17;279:22 proponent (1)
224:16 proportionately (1)
52:6 proposal (56) 14:7;17:19;22:20;24:3,5; 25:18;26:9,12;27:23;29:20; 30:11;34:14;39:16;66:8,8; 73:13;80:9,15;81:2,6; 84:10;85:5;89:16,23;90:8; 93:15;98:12;107:9;124:13; 125:7,23;126:8,20,21; 128:8;130:1;131:7,20; 164:22;166:22;170:9,13; 171:9;172:15;174:10; 177:5;190:10;198:2;199:2, 18;209:19;211:22;216:12; 219:10;280:19;295:3 proposals (3) 70:6,14;139:9 propose (4) 25:8;140:23;173:6;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (37) premises - proposeIn Re: EPA Public hearing November 18, 2010

209:20 proposed (103) 13:3,21;14:3,5,10,12,17, 23;16:20;20:12,23;21:9; 23:11,14,22;25:20;27:5,19; 29:15;31:1;33:22;38:13; 39:24;42:10;45:18;46:20; 48:10;50:4;52:1;53:2; 55:11;56:13,19;60:1;61:24; 65:20;70:4;72:4,12;73:3; 79:13;84:16;85:4;90:11; 91:10;92:1,6,22;98:17; 99:20,24;122:10,10; 127:14,21;128:22,23; 129:2;132:3;153:3;156:18; 160:15;161:14,17;169:9; 170:4;184:20;185:1;187:7; 188:3;189:3,14;191:22,24; 192:1;193:8,13;195:9; 198:1,5,17;199:10;202:11; 204:19;205:19;207:17,24; 213:16;216:8;218:14; 221:4;222:4,18;225:18; 227:22;229:20;233:14; 256:22;257:6;293:20; 294:9,14;295:6 proposing (9) 33:11;55:7;63:8,10;88:6; 124:2;187:10;204:14;216:7 propped (1)
79:2 proprietary (1)
161:3 propulsion (1)
37:19 prosper (1)
279:15 prosperity (1)
218:21 protect (12) 56:20;74:23;79:15,15,18; 142:21;184:22;252:9; 288:20;290:11,20;295:9 protected (1)
247:16 protecting (5) 73:17;165:7;247:9,14;
255:13 Protection (10) 15:24;16:16;55:5;89:14; 165:21;186:1;218:12; 247:15;281:8;289:22 protocols (5) 31:7;87:21;200:6,10,14 prototype (9) 133:14,20,23;134:14,22; 136:24;161:13;180:18,19 proud (4) 71:17;73:19;197:13;
278:22 proven (1)
40:13 provide (39) 17:16;20:17;21:21;31:2; 48:13;50:15;51:15;76:14; 77:21;80:22;86:21;93:6; 100:1;108:7,13;121:1,6; 123:24;130:21;132:5; 138:21;162:14;169:11; 173:1;188:23;195:6;197:1; 205:13;209:16;212:6; 213:1,7,12;217:3;226:4; 252:20;264:16;283:18,22 provided (10) 83:12;108:13;128:1,3; 166:7;172:12;193:6;215:5, 18,24 providers (1)
152:21 provides (8) 13:19;14:15;30:8;71:20; 172:9;195:3;206:9;212:16 providing (14) 20:10;34:3;74:11;93:23; 100:7;110:23;162:16; 195:22;207:15;212:1; 213:24;224:2;228:14;280:4 provisions (7) 26:14;99:24;100:3; 127:23;169:23;200:19;
203:17 public (32) 13:20;14:16;15:19,20; 16:2;29:18;35:3;41:12; 88:2;99:17;147:22;170:23; 172:3;184:6;218:21;224:1; 228:14,15;235:17;241:8; 242:22;249:8,13,15;250:9; 254:8,18;256:6;267:5,15; 292:10;297:8 public/private (1)
82:20 publication (1)
193:17 publicly (4) 109:18;110:5;172:13;
222:11 public's (1)
197:19 publish (1)
99:2 published (3) 14:23;24:8;44:22 publishing (2) 99:5,14 pulling (5) 95:13;113:7;123:8; 189:22;257:13 pulmonary (4) 237:1,9,10,23 pump (3) 39:19;165:9;231:11 purchase (4) 35:24;45:10;46:23;49:5 purchaser (1)
50:13 purchases (1)
45:11 purchasing (1)
53:9 purpose (1)
35:9 purposes (1)
47:11 pursue (2) 156:22;256:5 pursued (2) 182:24;202:4 push (8) 51:8;162:23;238:9,22; 257:4;261:11,22;280:4 pushed (1)
251:20 put (32) 19:24;37:5;44:12;70:24; 82:1;93:14;107:9;109:3; 150:14,15;152:7;158:14; 159:6;160:4;177:4;178:13; 188:3;206:4;217:21;219:7; 229:16;237:19;240:16; 246:17;257:24;258:14; 261:15;265:23;273:8,10; 274:20,22 puts (2) 75:18;259:17 putting (5) 74:24;109:13;141:11; 159:11;284:22 puzzle (1)
186:19 PX (1)
151:21

Q

Quadrennial (1)
75:19 qualify (2) 248:21;294:13 Quality (21) 15:23;53:4;54:21; 142:24;184:11;189:9; 233:1,22;235:5;267:2,4,14; 268:5,8;279:1;290:13; 291:10,18;292:17;295:8,11 quantifiable (1)
170:24 quantifies (1)
294:22 quantifying (1)
203:5 quarter (1)
36:19 quarters (1)
125:15 question (28) 61:2;62:9;64:10;65:11; 67:1;68:21;69:10;109:2,22; 155:12;157:20,20;158:18; 159:10;160:3;174:5,16; 175:10;177:23;178:23; 179:7,18;216:4,14;234:19; 242:15;256:10;272:4 questions (19) 19:2;61:1;63:1;107:2,3; 140:17,22;141:18;164:15; 174:1,4;177:19;181:5; 214:3;216:2;242:14;246:7; 277:2;280:18 quick (5) 61:2;62:8;216:3;244:19;
276:6 quickly (7) 45:17;77:3;122:18; 167:15;214:11,22;261:6 quintessential (1)
147:20 quit (1)
149:20 quite (5) 57:4;66:13;207:20; 278:1;285:18 quo (1)
238:15 quote (1)
135:22 quotes (1)
136:17 quoting (3) 135:18;206:3;294:12

R

R&D (1)
180:14 race (2) 135:10;183:18 racing (1)
133:18 radiators (1)
135:16 radical-for-the-time (1)
132:24 radically (1)
284:4 rail (3) 129:21;273:21;275:9 rains (1)
145:1 raise (1)
279:6 raised (3) 97:14;148:7;160:4 raising (1)
234:7 rallied (1)
148:18 rallying (1)
251:10 Ram (3) 121:20,21;122:23 ramifications (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (38) proposed - ramificationsIn Re: EPA Public hearing November 18, 2010

230:23 ran (1)
84:20 range (10) 16:23;34:1;57:3;83:8; 86:15;163:9;201:14;246:6; 247:12;293:2 rank (2) 210:14;268:11 ranks (1)
267:19 Rant (1)
136:12 rapid (3) 221:20;223:3;248:14 rapidly (4) 105:3;182:12;243:21;
285:13 rarely (1)
41:11 rate (9) 35:16;36:22;104:18,20; 202:18;243:18;247:23; 283:5;288:12 rates (1)
285:12 ratio (1)
209:12 rationale (2) 217:7,8 raw (1)
261:3 Rawn (3) 111:22;137:19,21 reach (3) 148:14;186:17;227:7 reached (2) 157:8;284:20 reaches (1)
199:5 read (3) 111:20;135:18;237:20 readily (2) 154:14;208:8 reading (1)
117:21 ready (14) 70:17,19;71:2,2;108:8; 142:5,5;160:7;206:15; 217:15,23;277:19;281:2;
282:5 real (13) 34:4;74:18;75:7,7;99:12; 100:5;170:7,20;171:8,12, 24;176:3;287:12 realistic (2) 194:10;245:4 reality (4) 96:21;159:20;222:14;
260:16 realization (1)
23:20 realize (3) 92:15;139:11;207:20 realized (3) 25:21;148:2;255:12 realizing (2) 112:23;265:8 really (21) 63:13;68:7;94:23;95:7; 99:7;108:5;142:15;158:23; 162:21;179:17;185:20; 211:23;236:4,17;238:10; 269:17;272:20;274:8; 276:3,10;295:16 real-word (1)
171:15 real-world (1)
31:23 reap (1)
90:24 reaping (1)
104:15 rear (1)
133:2 reason (7) 134:19;184:2,3;215:17; 235:21;273:4;274:16 reasonable (4) 19:6;159:22;164:7;
214:20 reasonably (1)
287:19 reasons (2) 85:12;293:14 Rebecca (3) 13:17;296:4,5 rebound (1)
291:7 rebuilding (1)
262:11 recall (1)
67:3 receipt (1)
215:12 receive (2) 58:8;271:6 received (1)
271:6 receiving (1)
82:19 reception (1)
18:22 recess (1)
19:13 recessionary (1)
114:20 recipient (1)
270:2 recognition (3) 50:17;111:4;154:15 recognizable (1)
121:19 recognize (13) 33:2;51:3;53:3;80:21; 106:7;123:6,21;158:21; 176:14;212:9,10;227:1;
251:21 recognized (3) 90:19;141:4;144:20 recognizes (4) 30:1;87:14;198:21;212:5 recognizing (3) 123:16;199:20;291:9 recommend (2) 141:19;172:23 recommendations (1)
109:3 record (19) 15:4,14;17:21;18:18; 19:4;112:6;121:9;129:24; 141:15;181:17;185:16; 196:20;229:12;244:1,7; 246:18;270:22;281:15;
296:7 records (2) 236:21;237:4 recoup (1)
114:14 recover (1)
187:20 recovers (1)
157:10 recovery (4) 108:5;219:19;222:1;
270:2 recreate (2) 220:22;292:8 recreation (2) 221:8;289:20 recreational (3) 166:15;290:2,14 recruits (1)
76:15 recycling (1)
147:12 re-design (1)
134:3 reduce (96) 20:24;21:4;22:8,12,13, 16;23:14;25:23;28:19; 34:14;38:14;39:11,14;41:6; 42:21,22;44:11;45:19;46:7; 48:21;49:13,18;51:9,24; 52:19,24;57:17;61:18;72:1, 5;73:13;77:15,22;78:1; 81:4;89:17,21;91:6;92:6,8, 21;94:15;95:16;114:15; 116:16,23;122:12;125:8; 126:8,10;130:3;139:7; 141:5;142:20;145:15,18; 156:21;165:18;184:21,23; 185:3,11;186:6,20;188:4; 189:3,6;195:18;196:6,15; 205:21;213:3;220:8,8,9; 229:10,21;232:20,22; 239:11;252:22,23;253:3; 256:1;257:22;258:6,13; 269:18;272:19;274:7; 276:20,21;279:5;287:19; 288:17;293:17 reduced (14) 26:3,8;43:1,2;49:20; 53:16;126:15,16,18;131:6; 146:10;155:5;227:18;
294:20 reduces (4) 49:7;75:13;82:5;160:24 reducing (41) 20:20;23:13;24:10;29:8; 40:12;42:24;43:17;44:24; 45:4;46:12;47:15;53:6; 54:19;72:2;73:16;78:9; 82:17;92:2;93:20;116:20; 123:17;124:3;125:4;137:8; 140:11;141:8;146:1; 151:13;173:4;191:13; 207:16;224:22;233:16; 249:20;272:21;274:9; 279:12;285:6;288:18; 296:19;297:10 reduction (64) 17:7,14;21:6;22:2,3; 23:17;24:12;26:4,10;27:5, 7,10,12;29:3,12;33:20; 38:3,11;48:18,24;49:24; 59:5,22;68:10,17;69:19; 77:20;81:18;82:4;91:18,24; 113:16;116:15;117:13; 123:22;131:8;144:2; 146:11;166:8;169:7,16; 170:10;188:9;189:21,23; 190:21;199:7;202:17; 207:18,24;209:16;223:1; 225:1;226:6;227:15; 231:13,17,19;252:17,19; 257:12,15;266:20;270:4 reductions (53) 22:24;24:16,23;25:6,11; 29:7;34:4;46:3;54:5;59:16, 20;68:18;69:5;78:5;85:22; 86:17;98:16;99:12,22; 100:6;101:9;126:3,19; 127:8;128:3,12,15,16; 129:9,16;130:15;131:18; 141:4;167:1,7;170:8,21,24; 181:4;206:8;207:20; 209:21,24;212:7,19;213:8, 9,13,14,18;226:1;258:6;
270:12 redundancy (1)
138:1 refer (1)
174:13 referenced (1)
30:18 referred (1)
222:23 referring (2) 111:8;141:1 refine (1)
97:21

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (39) ran - refineIn Re: EPA Public hearing November 18, 2010

refined (3) 98:12;100:17;153:20 refineries (1)
241:10 reflect (8) 57:9;98:2,19;101:18; 129:5;131:1;174:15;203:7 reflected (2) 175:22;206:22 reflective (1)
192:24 reflects (3) 100:11;222:14;264:10 refrigerant (3) 123:23;141:6,12 refueled (1)
37:19 refugee (1)
76:14 refusing (1)
240:20 regard (1)
167:22 regarding (7) 13:21;20:11;53:11;70:7; 136:13;137:4;201:2 Regardless (1)
89:10 regards (2) 60:4;70:8 regenerated (1)
161:5 regime (1)
79:1 region (5) 75:22;187:22;289:24; 291:5,11 Regional (3) 147:9;266:13;293:11 regions (1)
75:15 region's (1)
291:18 Register (1)
14:24 registered (1)
217:19 registrar (1)
217:21 regularly (2) 194:11;195:12 regulate (11) 31:4;55:8;56:15;106:20; 112:18;139:1;143:10; 150:21,22;185:11;284:8 regulated (4) 87:19;121:2;126:10;
178:12 regulating (4) 54:19;153:2;241:24;
297:1 regulation (20) 21:3,11;83:7,22;86:1; 87:4,23;88:7;105:15; 108:13,19;110:17;178:7; 183:1;192:15;198:9; 202:10;228:8;258:12;
259:10 regulations (36) 13:13;14:6,10,13;25:8; 79:13;80:21;82:11;85:15; 136:3,15,21;142:18;156:6, 7;167:9;178:3;195:18,22; 198:14;202:11;207:17; 212:11;224:8;227:21; 233:14;256:22;257:6,19, 21;261:15;284:9;285:23; 289:2;294:9;295:7 regulatory (23) 14:4,14;16:9;21:16; 30:17;31:6,16;85:4,10,21; 87:20;88:1,7;90:13;121:13; 122:13;131:21,23;159:4; 169:22;225:8;250:15;295:1 rehab (3) 237:9,10,23 Reinvestment (1)
270:2 reiterate (1)
270:9 rejection (1)
87:9 related (19) 14:2,7;19:2;31:12;76:19; 80:18;142:24;166:21; 184:6;189:4;226:5;232:20; 261:24;267:16;270:6; 287:21;290:16;293:14;
294:23 relates (1)
97:23 relationship (4) 34:19;261:19;262:12;
263:9 relatively (1)
167:15 relaxed (1)
204:10 release (3) 84:16;248:10;290:23 released (4) 14:1;138:16;145:8;
227:15 relentlessly (1)
157:3 relevant (1)
45:16 reliability (1)
50:15 reliance (6) 116:5;154:16;261:5; 262:15;263:12,24 reliant (2) 22:23;149:4 relief (1)
41:1 relies (1)
171:9 rely (5) 60:8;207:11,13;230:22;
263:21 remain (6) 198:24;234:4;238:6,15; 259:1;288:14 remaining (1)
208:12 remains (3) 44:3;74:21;228:16 remarkably (1)
155:21 remarks (3) 15:3;205:15;271:4 remember (5) 16:12;215:5;251:18; 254:20;259:3 remind (1)
268:10 reminder (2) 56:6;187:13 remnant (1)
291:2 remotely (1)
105:10 removed (1)
204:10 removes (1)
171:21 removing (2) 95:19;117:1 render (1)
47:10 renewable (3) 58:20;248:21,22 repeat (1)
149:15 repeatability (1)
192:8 repeatable (1)
195:4 repercussions (1)
149:12 repetitious (1)
19:5 replace (1)
221:17 replacement (1)
226:8 replicates (1)
194:8 replied (1)
256:17 report (12) 92:18;99:6;113:11,21; 114:6;130:6,9;131:4;145:7; 172:9;224:21;248:1 reported (2) 248:2,8 reporter (6) 15:8;18:18;19:12,12; 141:21;297:13 reports (3) 75:9;99:5;248:5 represent (12) 23:12;32:5;42:13;55:21; 59:10;95:3,4;98:9;160:21; 165:1;243:2;254:12 representations (1)
221:13 representative (5) 85:21;94:13;194:2,5;
200:14 representatives (1)
133:22 represented (3) 113:14;135:23;194:14 representing (6) 54:14;138:18;229:1; 260:4;277:7,12 represents (3) 153:21;198:3;287:16 reputation (1)
149:3 reputations (1)
261:17 requested (1)
201:1 requesting (1)
52:20 requests (1)
200:23 require (13) 23:23;26:15,19,22;30:14; 38:6;76:11;116:14;129:3; 136:3;194:17;207:17;
213:11 required (11) 31:11;39:5;41:5;76:18; 82:6;126:4,23,24;168:23; 172:20;250:1 requirement (2) 66:15;242:24 requirements (23) 17:4;33:12;39:16;52:24; 53:18;63:7,17;82:3;122:21; 128:19;159:5;165:23; 166:12;167:8;168:6; 192:20,22;193:3;202:18; 213:6,15;266:19;270:10 requires (5) 26:9;101:21;141:9; 194:1;198:13 requiring (3) 31:7;129:8;131:18 requisite (1)
140:3 Research (6) 41:24;43:4;193:19; 249:14;291:20;292:2 reserves (3) 145:22;208:15;288:21 resident (1)
254:6

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (40) refined - residentIn Re: EPA Public hearing November 18, 2010

residing (1)
144:10 resistance (9) 24:20;62:10,22;225:2,17, 23;226:10;244:23;245:20 resistence (1)
62:13 resource (2) 74:10;221:10 Resources (21) 84:3;117:23;122:18; 136:11;150:8;153:24; 164:24;182:10;198:14,16; 208:16;219:24;230:3; 234:12;239:24;252:3; 256:20;261:6;290:19; 291:5;295:10 respect (6) 131:3;155:15,16;160:3; 177:13;178:7 respected (1)
208:19 respectful (1)
224:13 respiratory (5) 54:22;146:9;268:9,13;
285:10 respond (2) 76:6;77:3 responding (2) 76:24;219:19 responds (1)
89:23 response (5) 16:22;65:12;157:19; 174:21;219:18 responsibility (1)
154:5 responsible (13) 80:20;112:9;121:13; 125:14,20;130:13;187:4; 220:4;248:3;260:12,21; 261:12,22 responsive (1)
200:23 rest (8) 19:14;78:20;141:21; 233:18;251:17;271:7; 285:3;288:10 restore (1)
296:21 restricting (1)
170:15 restrictions (3) 169:20;287:24;288:2 rests (1)
253:18 result (29) 25:10;34:2,7;43:7,16; 48:23;52:14;53:16;59:20; 76:13;82:7;95:14;113:4,17; 139:17;145:4,10;146:2,7; 155:11;169:15;201:12; 231:20;257:17;266:20; 270:11;282:16;285:9,13 resulted (2) 52:10;81:17 resulting (5) 29:2;81:20;126:20; 144:22;225:8 results (13) 31:19;98:22;149:16; 171:16;191:17;192:9,23; 193:19,24;194:14;195:4, 13;294:5 retail (2) 46:19;149:10 retailers (1)
222:13 retain (5) 115:5,10;117:16;139:4;
140:5 retained (1)
115:14 retaining (1)
139:22 retired (4) 75:11;151:15,20,21 retreaded (2) 227:11,17 Retreading (1)
227:14 retreads (1)
227:14 retreating (1)
157:6 retrofit (1)
180:21 return (1)
279:21 returning (1)
39:9 reusing (1)
86:1 revenue (1)
114:18 revenues (2) 36:2;79:2 review (10) 45:2;63:13,14;75:19; 164:14;205:16,17;212:3; 214:10;297:9 reviewing (3) 51:13;124:12;211:24 revision (2) 60:10;112:21 revisions (1)
161:14 revisiting (1)
200:9 revitalize (1)
116:2 Revolutionary (1)
40:7 revolutions (1)
161:1 rewarded (1)
204:7 RIAs (2) 14:5;295:1 Rica (1)
183:16 ride (1)
100:9 rides (1)
61:19 Ridge (1)
226:14 ridicule (1)
135:3 riding (2) 163:14;164:12 rig (2) 37:10;132:24 right (42) 19:9;29:21;40:23;62:17, 20;63:19,19;65:3;69:20; 70:14;71:22,23;85:24; 87:15;107:22,23;108:19, 23;112:5;126:22;140:20; 149:7;158:10;166:23; 215:5;216:11;231:5; 236:23;239:8,10;241:6,23; 242:16;244:17;245:17,21, 24;249:18;267:5,7;268:6;
284:8 rights (1)
74:13 rigorous (1)
93:22 rigs (2) 122:22;240:4 riparian (1)
247:17 rise (3) 219:3,7;229:16 rises (1)
296:16 Rising (7) 76:11;77:9;116:7; 218:23;250:7;263:14;
285:13 risk (8) 74:24;75:18;137:23; 138:6,20;139:7;140:11;
220:9 risking (1)
79:14 risk-reward (1)
138:22 risks (3) 42:23;77:9;138:11 risky (1)
220:10 Rita (1)
239:17 rite (2) 147:21;148:4 rivals (1) 91:20 river (4) 102:24;185:5;187:12;
219:21 Rivers (1)
247:18 road (37) 49:3;52:17;53:1;55:22; 58:12;78:8;93:2;95:4,20; 98:2;114:14;117:2;122:17; 129:6;133:20;161:24; 185:10;187:7;188:12; 194:14;195:14;199:8; 210:20;244:14;257:5,7,8,8; 267:9;272:14;273:11,23; 274:3,23;275:12;286:12;
294:5 Roadmap (2) 158:13;173:3 Road-Relay (1)
134:2 roads (3) 38:5;62:22;183:10 roadside (1)
78:23 Robert (1)
111:21 Robins (4) 142:2,4,7,9 Robinson (18) 19:23;47:22,24;48:2,5,8; 54:6;61:3,4,12,22;62:14; 63:2,4,12,16;64:9,22 robust (3) 57:11;93:22;257:9 Roger (3) 281:17;286:18,21 rogue (1)
79:1 role (16) 49:23;53:3,8;54:19;55:4; 90:19;205:20;219:15; 224:18,24;225:4,17,19; 226:18;231:7;278:23 rolling (4) 53:6;225:2,23;226:9 Ron (8) 13:6;15:12;16:1;17:20; 19:3;70:17;110:13;217:12 Ronald (4) 15:18;142:3;151:7;296:3 room (10) 105:5,23;133:24;137:7; 217:18,20;234:2;236:12; 237:3;279:2 Rose (1)
94:20 Rosenthal (4) 70:23;102:18,20,22 Ross (1)
44:18 rotating (1)
194:9

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (41) residing - rotatingIn Re: EPA Public hearing November 18, 2010

roughly (1)
125:18 round (4) 110:6;160:7;172:24;
223:12 route (2) 49:17;142:11 row (1)
148:9 RPM (2) 161:1,6 RR (1)
225:2 rubber (1)
245:22 rule (82) 20:23;21:3,13,19;27:19; 28:1,11;29:21,24;30:21; 38:21;41:6;50:7;52:21; 53:12;57:23;58:14;60:1,9; 62:6;64:24;68:14;70:4; 73:3;78:1;81:9,11,21,24; 84:16;88:12;92:9,22;93:23; 122:1,24;123:12;124:6,16; 127:14;128:3,14;129:7,23; 132:3;140:22,24;141:5,9, 13,14;156:18;157:18; 168:14;174:23,24;175:4; 188:17;198:5,17,20;199:5, 10;200:20;202:24;204:20, 20;206:9,22;208:1;210:23; 212:4,15,16;213:4;216:8; 220:7,13;221:7;222:4; 231:20;244:24 Rulemaking (19) 14:3,17,23;20:12;25:1; 26:18;28:17;88:17;97:13, 16;102:4,8;107:24;122:11; 124:14;157:15;166:7; 218:15;276:9 rulemakings (4) 97:22;99:13;172:16;
221:15 rules (26) 29:15;33:23;52:1;53:2; 84:23;91:13;122:9;136:14; 153:3,9;184:21;185:1; 188:22;204:14;205:19; 219:12;221:5,22;222:3,18; 223:5;230:18;235:13; 238:20;243:13;281:12 ruling (3) 191:23;193:8;195:9 run (3) 89:7;247:7;282:23 running (2) 171:11;180:22 Russia (2) 145:3;283:17 rust (1)
40:9 S

sacrifices (1)
78:15 sacrificing (1)
86:18 SAE (2) 192:12;193:17 safe (8) 74:11;151:10,14;152:10, 17;153:11;156:8;174:21 safeguard (3) 35:10;40:19;265:23 safely (1)
73:24 safer (3) 94:12;224:12;280:13 Safety (10) 13:8;29:13;38:22;55:6; 89:15;165:22;218:13; 279:22;281:9;290:18 sailors (1)
40:17 sales (3) 31:11;257:24;258:12 salt (1)
267:9 Samsung (1)
176:24 San (1)
34:23 Santa (1)
112:13 sapiens (1)
283:9 satisfies (1)
17:3 save (27) 17:15;38:18,24;39:2,12, 18;41:7;72:7,10;78:2; 106:15;114:23;115:3; 116:17;139:5;163:3,11; 229:22,24;231:10;233:14, 17;252:23;253:1;273:2; 274:13;288:4 saved (3) 95:15;188:15;231:21 saves (1)
114:9 saving (9) 91:14;96:24;165:8; 173:4;189:16;227:16; 272:22;274:10;288:3 savings (36) 21:7;31:23;44:13;48:23; 59:5,11;66:6;91:5,10,20; 95:16;96:1,14;97:2;98:16; 99:23;100:6;113:5;114:16; 116:18,21;122:6;130:11, 17;139:12,18;168:15,16, 23;169:3,19;170:1;173:15; 188:18;226:10;233:19 saw (8) 187:20;230:14;239:18; 251:22;255:6;260:18,18;
262:1 saying (6) 106:9;110:24;111:1; 178:15;183:24;216:18 scale (3) 38:8;39:21;253:3 scenario (1)
188:21 scenarios (2) 45:3;219:7 Scenic (1)
290:8 schedule (3) 31:1;124:17;187:11 scheduled (1)
18:4 schedules (3) 13:11;30:18;100:2 scheme (2) 31:6;87:20 School (12) 35:5,6;41:23;42:2;44:22; 71:10;208:17;229:1,2; 254:9;256:8;271:14 Science (7) 42:1;112:11;247:21; 248:8,13;278:5;282:12 science-based (2) 94:9;291:17 Sciences (14) 25:23;27:9;59:9;67:15, 21;68:9,16;83:14,23;92:19; 130:6;131:4;224:21;226:3 Science's (1)
223:7 scientific (2) 64:6;234:13 scientist (1)
279:17 Scientists (8) 94:8;104:8;106:2; 113:14;116:23;150:9; 229:11;252:17 scope (5) 36:17;102:3;166:14; 173:12;250:15 Scouts (2) 271:11,15 SCR (2) 82:4,10 SCR-based (1)
197:20 scrutinize (1)
31:17 sea (6) 76:11;77:10;219:3,7; 229:16;250:8 seafood (1)
240:2 season (1) 221:2 seasonal (1)
279:9 Second (14) 13:19;15:19;23:9;31:3; 33:3;64:10;70:17;90:2; 99:19;107:4;130:19; 200:22;201:17;297:8 Secondly (1)
57:11 Secretary (1)
35:19 section (1)
257:8 sections (1)
290:6 sector (43) 25:22;27:11;32:5;37:24; 44:5,9,14;45:1,5;46:9; 69:15;94:17;96:3,11,22; 100:13,20;109:4,20; 112:19;125:14,19;126:5; 127:8;129:17,18;131:5,19; 139:2,5;140:1;154:9; 186:15,21;187:1,2,5;189:8; 232:24;249:17;250:12,19;
265:13 sectors (3) 113:23;126:6;252:21 sector's (1)
90:1 securing (4) 92:3;151:9,10;154:5 security (56) 16:14;28:21;30:20; 34:20;38:22;41:7;42:21; 71:16,20;72:16;73:12;74:4, 17;75:3,6,24;79:19,24; 92:4;93:17,21;95:10,22; 116:4;122:13;139:6; 140:11;145:24;148:19; 151:13,18;152:6,16; 153:13;154:21;155:9; 156:9,12,13;159:19;166:2, 5;186:5;198:8;204:24; 206:2,20;208:2,5;218:21; 225:5,21;258:10;264:1; 279:23;284:19 sedan (1)
135:10 see (25) 17:10;19:18;65:2;68:17; 70:10;78:5;142:15;159:8; 160:4;178:1;183:9;191:22; 212:4,16,22,24;213:4; 222:19;225:13;227:4; 236:21;238:10;242:13; 260:23;261:7 seeing (3) 158:19;229:13;283:9 seek (1)
220:22 seeking (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (42) roughly - seekingIn Re: EPA Public hearing November 18, 2010

123:13 seen (11) 34:18;58:10;61:15,19; 104:12;148:20;239:22; 264:6;271:21;273:8;274:20 sees (1)
63:9 segment (1)
156:1 seize (2) 252:12;259:13 Selective (1)
82:3 self (1)
147:24 self-proclaimed (1)
73:7 sell (1)
32:21 sells (1)
122:22 senators (1)
235:18 send (1)
14:21 Sending (2) 153:22;209:4 Senior (6) 41:24;94:13;124:23; 151:8,15;164:23 sense (6) 93:15;144:4;159:9; 160:6;175:5;229:19 sensible (1)
278:13 sensitive (2) 214:17,18 sensitivities (1)
214:15 sent (2) 36:4;84:3 separate (10) 85:7,11;86:4,13,20; 87:22;109:20,21;127:19;
156:13 September (1)
148:8 series (1)
158:14 serious (7) 155:13;182:20;184:8; 262:6;267:5;287:13,17 seriously (2) 75:5;86:11 seriousness (1)
264:10 servants (1)
235:17 serve (1)
230:20 served (2) 35:8;229:3 serves (1) 267:8 service (6) 41:10;78:16;80:4; 114:24;158:5;200:2 services (3) 80:17;114:4;162:13 serving (1)
139:4 set (29) 48:19;60:17;62:7;84:10; 98:13;101:17;102:12; 113:3;139:16;146:17; 150:19;153:1;182:24; 186:6;192:19;193:2,3; 200:11,16;204:21;225:5; 231:14;255:4;257:11; 266:23;269:17;270:15; 276:23;293:16 sets (2) 187:16;292:2 setting (19) 64:20;65:15;67:6,13; 95:5;101:20;107:14; 110:19;112:24;115:20; 128:21;139:15;169:1; 199:15;202:19;222:5,21; 223:12;284:13 set-up (3) 194:2,6,13 seven (2) 18:16;26:9 Seventy (1)
154:7 severe (3) 53:7;229:14;284:23 severely (4) 73:12;170:15;230:17;
267:4 Shamel (12) 281:17,17,23,24;282:6,7; 286:15,17,18,21,24;287:1 Shannon (3) 181:10;184:14,19 shaped (2) 149:6,7 share (5) 43:20;44:8;93:21; 154:18;186:24 shared (1)
202:6 shareholder (1)
117:16 sharing (1)
277:12 Sheehan (4) 246:14,18,21,23 sheer (1)
255:9 Shelf (1)
248:9 shift (4) 57:16;138:22;231:2;
278:13 shifts (1)
263:19 ship (3) 37:15;40:5;162:10 shipping (10) 35:11;39:3;82:18; 116:10;162:7;165:19; 211:7;226:21;273:20;275:8 ships (3) 35:8;40:6;77:1 ship's (1)
37:19 shirt (1)
265:7 shocked (2) 255:6;256:16 short (4) 81:12;248:13;263:18;
278:1 shortage (1)
76:4 shortages (2) 76:9;250:8 shorten (1)
138:4 short-periods (1)
97:7 short-sighted (1)
229:6 short-term (1)
240:24 shouldn't (2) 178:16;207:19 show (4) 96:15;111:12;121:23;
255:14 showed (1)
240:8 showing (2) 248:13;288:6 shown (3) 195:14;214:13;247:22 shows (7) 58:7;109:18;161:19; 163:7;229:20;249:14;288:2 shrimp (1)
239:21 shuffle (1)
237:22 Shultz (1)
35:19 shut (1)
240:10 Siberian (1)
248:9 sick (2) 187:18;230:15 side (5) 68:1;133:2,3,3;264:23 sidelines (1)
115:20 sidewalls (1)
245:15 Sierra (30) 54:14;55:12;56:12,22; 57:14,24;60:12;69:10,11; 70:10;71:7;144:12;182:2; 185:18;233:8,10;235:4,7; 251:7;252:16;254:7;255:8; 260:6;271:3,7,19,23;282:9, 20;287:2 signal (2) 115:21;135:22 signals (2) 115:11,18 signed (3) 18:11;84:15;138:17 significance (1)
153:16 significant (32) 24:22;33:6,21;46:2; 50:20;51:20;59:6;81:15; 83:12;90:9;92:15;95:24; 101:6;113:5;128:12; 130:21;139:18;157:1; 197:14;199:16;206:10,14; 210:24;211:19;212:6; 231:11;232:6;243:13; 257:20;293:3,3,21 significantly (9) 31:18;46:4;47:4;89:20; 160:23;164:9;185:3; 199:23;210:17 silent (1)
179:1 Silverman (7) 19:10;140:19;214:5; 215:1,2,10;280:19 similar (11) 38:16;79:7,7;99:5,10; 109:4;168:8;169:23; 170:14;286:20;288:24 Similarly (3) 145:21;170:19;213:1 simple (3) 31:14;156:1;256:16 simplify (1)
98:11 simply (4) 42:9;93:14;130:7;229:19 Sims (2) 19:22;41:21 simulated (1)
193:22 simulation (13) 98:3;171:10,13,15;191:5; 192:6,21;193:3,12,24; 195:5,8;214:8 sincerely (1)
89:2 single (10) 30:7;62:21;76:24;84:9; 122:4,15,19;134:7;154:17;
252:5 sister (1)
135:24

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (43) seen - sisterIn Re: EPA Public hearing November 18, 2010

sisters (1)
40:21 sit (2) 236:16;237:16 site (2) 137:11;268:6 sits (1)
115:19 sitting (1)
276:7 situation (2) 236:5;243:20 six (8) 55:24;61:14;82:9;127:2; 162:3;163:11;191:8;237:6 sixth-grader (1)
148:9 size (2) 85:13;87:9 ski (1)
255:1 skiing (1)
290:4 skirts (2) 133:2,3 skyrocket (1)
284:22 slightly (1)
110:22 Sliwa (6) 111:22;132:8,10,11; 137:13,16 slope (1)
284:23 slow (1)
283:21 slowly (2) 18:17;46:15 small (9) 132:17;134:13;175:8; 183:16;210:13;239:18,22; 240:12;254:24 smaller (2) 69:23;159:8 smarter (1)
280:7 SmartWay (8) 50:2;82:14;191:18; 226:20,21;227:6,10,11 SmartWay-verified (3) 226:23;243:16,19 smell (1)
187:19 Smith (1)
151:22 smog (1)
54:20 snow (1)
255:4 snowpack (2) 255:9,15 so-call (1)
221:6 so-called (3) 40:1;104:20;108:6 soccer (1)
147:15 Social (2) 71:10;265:14 socially (1)
112:9 societal (2) 251:23;264:21 society (11) 17:18;71:16;143:24; 149:10;168:16;183:7; 190:22;229:2;241:12; 249:1;252:21 software (3) 91:18;192:4;235:2 sold (6) 92:5;99:16;101:8; 188:16;201:19;227:12 soldiers (2) 40:17;74:2 solely (1)
25:12 solid (3) 85:24;264:13,16 solidify (1)
280:7 solution (6) 30:8;32:17;57:3;105:9; 237:14;253:16 solutions (5) 105:8;183:6,19;211:4;
218:7 solving (2) 182:17;193:5 somewhat (3) 177:8;205:18;215:5 son (2) 73:19;247:3 sons (1)
40:22 soon (5) 25:8;65:9;108:15;132:4;
260:11 sophisticated (2) 32:6;57:5 sorry (1)
174:1 sort (3) 217:3;234:1;243:23 sought (1)
83:9 sound (2) 85:4;203:6 sounds (1)
295:17 source (8) 22:17;44:6;61:21;87:1; 125:24;145:12;155:21;
183:17 sources (8) 58:21;150:2;183:2; 208:13;209:2;220:11; 293:8,21 Southeastern (2) 235:6;247:16 Southern (1)
289:13 soybean (1)
285:21 space (1)
258:5 span (2) 201:14;235:15 spans (1)
253:6 speak (14) 18:17;62:14;73:8;81:1; 112:8;121:22;125:1; 132:14;140:15;184:12; 224:2;260:2;266:4;277:24 speaker (3) 15:2;281:5,13 speaking (8) 28:6;54:16;158:20; 177:9;205:6;207:8;244:10;
282:1 spec'ed (1)
137:2 specially (1)
36:8 species (7) 104:15,16,17;219:1; 229:15;248:7;283:6 specific (10) 25:13;35:7;75:23;81:7; 93:24;110:9;129:22;194:1; 202:18;222:2 specifically (6) 30:18;99:23;111:8; 166:15;229:8;245:12 specifics (2) 21:22;193:6 specified (2) 226:9;228:11 specify (1)
192:19 speech (1)
251:19 Speed (1)
33:11 spend (2) 153:18;288:19 spending (3) 145:17;282:18;284:15 spends (1)
160:1 spent (6) 34:22;74:6;76:23; 145:16;198:19;282:19 Spewing (1)
248:16 spiked (1)
157:4 spill (11) 37:6;56:5;142:23; 144:23;185:4,6;187:24; 219:18,21;240:7;253:5 spilled (1)
258:18 spills (3) 144:23;220:9;263:14 spirit (2) 150:7;279:20 split (2) 97:9;111:15 spoiled (1)
272:10 spoke (2) 73:9;244:11 sportsmen's (1)
220:19 spread (2) 218:24;221:12 Spring (3) 91:15;161:13;261:20 spur (2) 57:9;96:22 spurring (2) 36:3;93:19 square (4) 135:6,15,20;136:11 stability (3) 30:5,15;145:23 stabilize (2) 35:10;127:3 stable (7) 106:12;147:10;195:3; 251:8;260:5;261:15;278:6 staff (2) 102:11;214:2 stage (1)
50:9 stages (1)
64:2 staggering (2) 186:22;262:9 stagnant (1)
116:2 stagnation (1)
151:17 stake (1)
234:10 stakeholder (1)
228:15 stakeholders (9) 28:13;54:2;83:9,14;84:1; 107:9,19;174:18;222:10 stalemates (1)
151:16 stall (1)
275:21 stalled (1)
178:5 stalls (1)
115:19 stand (2) 84:11;259:12

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standard (22) 61:9;64:20;65:16; 109:21,22;122:20;140:23; 141:10;162:22;167:20; 169:1,9,17;172:20;202:19; 216:10;218:17;223:18; 231:14;248:22;257:1;
263:23 standardized (1)
97:8 standards (280) 13:4,5,22,23;20:14;21:9, 14,18,23;22:10,22;23:5,10, 11,14,22;24:4;25:10,16; 26:14,17;27:3,4,16;38:14; 39:5,24;40:13;42:10,11,20; 43:5;44:10;45:10;46:15,21; 47:7,14;48:10,13;50:5,9; 52:2;53:18,20;55:7,11,19; 56:10,14,19;57:1,8;59:12; 60:5,18,21;62:7,11;63:22; 65:13,20;67:4,7,13;70:7, 13;72:5,18,19;77:20;80:10; 82:23;85:8,11;86:4,12,13, 20;87:2,16,23;90:12,20; 91:1,10;92:1,6,14;93:6,13; 95:6,8,22,24;96:19;97:3, 17;98:13;99:20;100:1,11; 101:2,11;102:10,12;103:3, 4,5,7,8;107:14;108:7; 110:6,20;112:24;113:3; 115:20;116:14;117:11; 123:1,6,10;127:15,19,20; 128:5,21,22,24;129:2; 130:17;131:1,10,12,17,24; 134:17,18,21;138:19; 139:2,15,16,20;140:1,7,21; 143:13;144:8;146:3,18; 147:6;150:20,23;152:12, 14;160:16;162:2;164:9,11; 165:10,17;166:3,11;168:2, 5,17,24;172:24;173:7,17; 185:9;186:6,9,13,15,16; 187:7;188:3,9,13,23;189:3, 10,14,15,20,24;190:12; 198:1;199:15;200:11,17; 202:21;203:12,19;204:8; 212:9,10;213:5;215:3,19; 216:6;219:11,13,14;222:5, 7,10,15,21;223:11,13; 224:4,7;228:1,4;229:21; 230:5,8,10,10;231:5,9,22; 232:4,7,13,19;234:19; 242:7,8;245:20;246:24; 249:11,12,17;250:2,17; 252:11,13,15,20;254:16; 257:11,17;258:6,9,22; 259:15,16;264:7;266:24; 269:16,18;270:15;273:5; 274:17;275:14;276:4,24; 279:7;280:2,10;284:13,24; 285:8,23;286:9;289:6; 292:18;293:17,20,23,24; 294:7,14;297:3,4 standpoint (1)
249:16 Stanford (1)
255:20 Staples (1)
91:15 Star (2) 84:20;261:17 stark (1)
41:1 start (17) 20:2,3;37:23;50:5;91:14; 111:23;130:24;161:13; 166:11;176:20;181:13; 186:18;265:5,8;281:18,19;
296:18 started (8) 45:22;142:1;179:8; 189:17;227:1;251:10; 276:14;281:5 starting (5) 168:3;180:20;271:21; 275:19;276:17 State (21) 35:19;44:19,20;103:16, 17;113:18;122:20;142:19; 239:8;246:12,17;248:22; 251:9,13;255:18;258:3; 267:20;268:12;270:21; 292:3;296:6 stated (3) 75:12;131:16;284:4 Statement (10) 14:9,11,18;77:17;107:18; 138:14,17;178:19;205:13;
213:23 statements (3) 18:19;19:4,7 states (42) 17:8;20:8;21:24;22:6,11, 22;24:6;29:1,6;35:21; 42:19;43:15;44:7;47:6; 71:18;72:16;73:20;76:23; 77:8;115:7;116:9;144:20; 154:8,19;164:3;183:14,21; 203:1;222:13;247:6; 250:11;254:5;255:23; 258:20;259:9,11;262:20; 268:7;284:6;287:11; 288:12;290:1 States' (3) 101:14;116:5;153:14 stating (2) 42:9;50:5 stationary (1)
22:17 stationed (1)
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63:3 steadily (1)
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134:8 stem (1)
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94:19 stop (6) 72:14;105:12,16;130:24; 149:18;248:16 stopped (1)
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28:22 strategic (1)
121:17 strategies (5) 22:16;24:21;69:19; 168:9;171:20 strategy (3) 69:14;70:2;201:23 streams (1)
291:6 street (1)
236:13 Strengthen (3) 128:19;130:1;132:2 strengthened (4) 125:11;127:21;166:24;
168:18 strengthening (1)
129:22 strengthens (2) 79:23;154:1 strengths (1)
292:2 stress (1)
264:14 stressed (1)
204:5 stresses (2) 291:8,9 strict (3) 138:19;139:2;142:18 strides (1)
221:20 strike (2) 19:4;78:23 strikes (1)
108:19 strikingly (1)
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267:17 stroking (1)
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Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (45) standard - strongestIn Re: EPA Public hearing November 18, 2010

231:4,22;232:13,19; 234:19;242:6;252:13; 254:15;259:15;266:24; 270:15;276:23;280:9; 286:9;293:23;297:3 strongly (16) 85:9;90:7;105:21; 112:17;122:15;138:24; 143:21;158:24;165:20; 196:10;198:1;239:8; 272:17;274:5;293:15;
296:23 structure (8) 85:5,10;86:7;90:13; 110:2;127:14;156:19;159:4 structuring (1)
110:10 struggle (2) 232:7;259:4 struggled (1)
114:19 struggles (1)
251:24 student (8) 71:8;144:12,20;229:1; 251:5;254:18;260:3;278:3 Students (7) 147:10;251:7,10;254:24; 260:5;278:5;282:22 studied (1)
112:13 studies (5) 71:14;255:14;287:7; 294:10;295:4 study (19) 24:8,12;25:1,23;26:6; 27:10,12;45:14;47:6;67:15; 83:24;223:7;226:3,14; 248:4;256:6;269:11; 291:20;292:12 studying (8) 29:19;71:9;74:6,7; 255:19;260:7;278:3;282:14 stuff (1)
180:15 styles (1)
194:19 subcategories (2) 169:22;172:6 subcategory (1)
170:2 subject (5) 28:11;53:7;125:23; 224:3;293:20 subjected (2) 273:7;274:19 submission (2) 94:1;163:6 submit (7) 15:4;17:22;40:7;56:22; 97:11;102:14;124:13 submittal (2) 20:18;53:23 submitted (3) 45:2;83:20;138:15 submitting (4) 23:7;25:1;62:3;205:16 subsequent (1)
129:7 substance (2) 56:13;153:8 substantial (4) 126:14,20;207:20;213:7 substantially (2) 96:6;193:15 substantive (1)
265:18 substitute (1)
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50:12 suburbs (1)
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64:3 successors (1)
250:13 suffer (2) 232:11;264:3 suffered (2) 232:1;279:9 suffering (2) 251:23;253:7 suffers (1)
54:17 sufficient (1)
208:20 sugar (1)
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244:20 suggestions (2) 19:11;123:4 Suhrke (5) 181:9,13,15,19,20 sulfate (1)
293:5 sulfur (1)
29:7 sulphur (1)
269:5 sum (1)
140:7 summarize (1)
17:9 summary (2) 27:18;280:9 summer (5) 104:3,13;145:1;187:13;
240:8 summers (1)
233:21 summer's (1)
283:17 summit (1)
292:15 sun (1)
255:8 Sunlight (1)
268:21 Super (1)
134:7 superior (1)
212:19 supermarket (1)
262:17 super-single (1)
133:4 supervising (1)
37:18 supplemental (1)
102:5 supplemented (1)
51:3 supplied (3) 134:2,6;208:12 supplier (1)
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284:21 supplying (1)
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296:23 supported (2) 222:11;225:6 supporters (3) 55:15,18;218:11 supporting (6) 14:6;83:24;131:10; 225:7;280:1,2 supports (7) 90:7;98:7;102:5;112:18; 127:13;190:17;293:15 supposed (1)
233:24 suppress (1)
228:6 Supreme (1)
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232:5 surplus (2) 170:7,21 surprisingly (1)
176:10 surrounded (1)
279:11 Survey (1)
172:12 survive (1)
114:19 survivor (1)
240:22 Susan (7) 19:22;48:1;61:3;281:16, 18,24;282:6 suspect (1)
64:12 sustain (1)
74:11 sustainability (5) 51:7;144:13;257:5; 259:18;278:9 Sustainable (13) 71:11,19;138:13;150:17; 165:12;224:10,17;226:19; 227:3;256:15;261:14; 279:14;282:22 sustained (3) 74:1;157:11;265:9 sustaining (1)
74:10 SUV's (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (46) strongly - SUV'sIn Re: EPA Public hearing November 18, 2010

189:12 swatches (1)
283:10 sweep (1)
194:18 switching (2) 123:22;141:6 symbolic (2) 280:6,20 symptom (1)
234:1 Sysco (1)
91:15 system (22) 32:22;33:5;45:6;46:1; 62:17;87:5;127:5,10; 129:19;134:4,4;141:12; 145:9;154:13;159:3; 171:23;178:9,11,14,15; 179:21;265:8 systems (10) 23:21;52:11;101:8; 123:18;146:6;166:19; 171:17;179:16;263:20;
282:13 system's (2) 141:7,14

T

table (3) 18:22;46:17;281:3 tackle (2) 186:2;264:15 tailpipe (8) 57:16;58:3;166:19; 216:5,15;224:19;266:21;
270:12 take (38) 17:24;18:6;19:15,16; 38:1;39:19;40:16;67:18; 68:8;90:15;91:13;94:21; 110:18;112:24;129:11; 139:13;141:17,20;150:12; 156:3;159:21;168:1;175:3; 184:7;185:22;187:20; 244:1;246:10;259:8; 262:19;264:9;265:24; 266:2;269:19;272:19; 274:6;280:23;296:24 taken (8) 49:23;69:7;141:22; 178:17;182:20;225:16; 246:11;281:1 takes (5) 18:8;128:8;237:23,23,24 talk (5) 64:11;135:1;153:9; 178:20;181:2 talked (1)
140:20 talking (16) 174:15;176:20;180:13; 209:22;236:24;237:1,3,8, 13;243:8,10,15;244:15,20; 245:12;296:18 Tamm (1)
13:16 tanker (1)
258:16 tar (2) 187:17;230:14 targeted (1)
209:24 targets (1)
22:2 tarnished (1)
149:3 task (7) 31:14;50:23;105:11; 124:24;125:2;127:13;
267:24 Taunton (1)
247:18 tax (5) 45:10;46:1;47:10;102:2;
276:5 taxation (4) 46:17;47:8,12;183:1 taxes (1)
45:9 teachers (2) 148:10,16 team (4) 63:23;83:24;218:8;
296:11 team-mate (1)
79:4 technical (4) 24:9;39:23;67:24;97:11 technically (2) 23:17;25:20 techniques (4) 133:16,17;193:5,16 technological (5) 84:24;150:10,13;210:6;
258:23 technologically (2) 103:9;161:16 technologies (117) 23:19,24;24:18;25:12,23; 26:12,15,19;27:1;29:10; 33:1;34:1;38:1;39:5;41:2; 43:7,9,10,13;49:12;51:4,9, 14;57:5,6;59:2,22;64:14, 20;65:2,7,16;66:4,12,23; 67:7,19,23;68:7,12,15; 69:12,22;80:18,24;82:14, 22;83:3;86:23;87:16;91:4, 5,17;92:17,19;93:8,9; 96:24;97:1,5;100:8,10,12, 14;101:4,4,19,22;107:11, 23;108:18,21;110:19; 111:5;113:2,22;115:22; 116:16;124:9;128:1,6,9; 130:20;131:2,9,21;139:4, 10,14,24;140:4;143:14; 146:5;158:22;160:19; 162:23;163:5;167:13; 168:18,22;169:2,5,12,14, 18;173:20;213:12,21; 215:19;217:5;223:4; 224:21;227:2;228:2,6; 255:21;280:12 technology (66) 26:13;56:24;57:10;66:5, 15,19;69:20;82:4;90:14,15; 96:2,8;100:22;101:13,17; 107:22;108:5,8,20,22; 110:24;111:2,4,13;114:15; 115:15;129:12;130:2,10, 19;152:21;159:7;161:9,21; 164:10;167:16;169:10,23; 170:1,5,14,19;171:8; 172:19;173:18,21;191:6, 11,21;192:7;196:8;201:18; 202:20;216:24;217:5; 221:19;223:13;231:12,17; 232:15;238:21;261:14; 273:12;274:24;276:15;
279:19 technology-following (1)
132:1 technology-forcing (1)
131:24 teenage (1)
147:21 teeth (1)
289:1 television (1)
58:7 tell (3) 65:17;243:3;281:6 temperature (3) 127:4;234:7;296:15 temperatures (2) 218:24;268:21 ten (6) 26:9;89:4;207:15,21; 248:5;276:16 tenants (1)
261:12 tend (3) 256:11;263:10;294:18 ten-minute (3) 19:17;141:20;246:10 tens-of-thousands (1)
232:9 Teressa (2) 295:19;296:10 term (3) 245:3;256:15;294:19 termed (1)
293:11 terms (24) 62:13,17;67:6;70:9,14; 77:16;108:19;139:11; 170:16;178:1,3;179:19; 207:8,16;209:21,22; 210:14;211:3,9;214:18; 234:16,17;288:15,22 terrible (2) 137:1,1 terrified (1)
103:18 terrorists (1)
76:14 terrorists' (1)
35:23 test (20) 19:18;32:20;51:2;86:1,2; 100:15;111:12;192:11; 193:16;194:2,4,21;200:9, 13,15;203:4,8,9;234:3;
294:5 tested (3) 87:22;160:23;294:3 testified (5) 136:18;153:7;215:10,16;
244:4 testify (44) 18:11,13;42:7;48:4; 55:11;60:19;71:5;73:2; 80:8;89:3;93:12;94:7,18; 102:16,21;112:4;134:15; 137:15,24;143:20;147:4; 151:2;164:21;181:21; 184:18,19;185:22;190:4, 10;196:24;217:19,20; 228:23;233:2,11;234:20; 239:5;242:11;246:23; 251:4;259:19;266:11; 295:22;297:6 testifying (5) 18:9;34:17;235:7;239:7;
282:8 testimonies (2) 20:2;107:5 testimony (107) 16:7;17:20;18:16,24; 19:2,18;20:5,15,16;21:12; 23:8;28:4;34:10;39:22; 41:10,19;47:23;48:7;54:9; 60:24;63:3;65:12;67:2; 71:2,3;72:24;80:2,6;88:21, 22;94:3,4;102:19;107:6; 110:16;111:20;112:1; 117:22;121:6,10;124:20; 132:7,9;137:17,20;138:3,4, 15;142:6;143:17;146:23; 147:1;151:4,5;153:5; 160:11,12;164:17,18; 173:24;174:3,6;179:2; 181:7,18;184:15;185:14; 190:5,7;196:21;205:4; 214:6;215:3;217:12;218:4; 223:21,22;228:20,21; 233:4,5;234:22,23;239:1,2; 242:13;244:8;246:20; 251:1;253:21;254:1,4; 259:20,22;266:5,8;270:19, 23;277:22;281:22;282:5;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (47) swatches - testimonyIn Re: EPA Public hearing November 18, 2010

286:16,21;289:9,10;296:7,
8 testing (22) 26:23;59:24;60:2,10; 64:6;98:4,8,11,20;133:20; 171:2,6,11,16;192:12,13, 13;193:24;194:20;195:2, 15;226:16 tests (7) 60:9;66:12;98:1,9;129:5; 132:19;237:2 thank (195) 13:10;15:12,17;19:19; 20:14;27:22;28:1,2;34:7,8, 12;41:8,9,13,14;47:17,19, 19;48:1,3;54:6;55:5;60:19, 24;63:2;65:10;66:24; 68:20;70:16,16,18;71:5; 72:21,22;73:2;79:19,24; 80:1,4,8;88:18,20;89:2; 93:11;94:1,2,6,6,17;102:15, 17,21;106:24;107:1,4,7; 109:1;110:13;111:16,17; 112:3,4;117:17,19,21; 121:5,7,22;124:17,18,22; 132:5,7;137:12,13,16,17; 140:15,17;141:16,18; 142:8;143:14,15,19; 146:21,22;147:3;151:2,3,7; 160:8,10,14;164:15,16,20; 173:22,23;179:2;181:4,6, 20;184:12,13;185:12,13, 16;186:18;190:3,5,9; 196:17,18,23;205:1,2,6; 213:22;214:2,3;217:10,11, 13;218:11,15;223:16,18,20, 24;228:13,19,23;233:2,3, 11;234:20,21;235:9,16; 238:24;239:4;242:9,10,12, 19;244:18;246:8,19,22; 250:20;251:3,3;253:20,21; 254:3,3;259:19,20,24; 266:3,5,10,10;270:17,18; 271:1;277:1,2,3,15,24; 280:14,16,21,22;281:6,13, 21;286:13,14,18;289:7,8, 15,17;295:12,13,13,20,24; 297:6,7,11,13 Thanks (9) 62:24;107:6;164:13; 184:17;217:14;277:21; 278:21;295:16;297:13 that's (37) 61:17,19;62:2;69:7; 70:12;96:12;104:4;105:17; 138:3;141:9;158:3;175:14; 179:7;180:18;181:16,23; 182:19;186:17;208:1; 215:14;216:19;236:7,24; 237:1,3,5,8;238:3;243:7,9, 20;246:4;247:3;250:22; 273:21;275:9;293:2 theoretical (1) 226:13 therapist (2) 282:11,17 therapy (1)
182:1 there's (7) 109:20,21;111:11; 123:19;175:11;266:11;
285:16 thermal (1)
191:10 thick (1)
230:15 thing (7) 70:12;100:4;147:18; 156:11;180:1;249:18;
276:13 things (13) 16:14;179:23;184:9; 212:3;241:16;245:2; 273:20,21;275:8,9,23; 276:5,21 think (65) 62:23;63:12;65:15,18,19; 70:1,19;107:24;108:2,11, 12,15,18;109:14,17;110:15, 21;111:9;127:20;158:6,20; 159:1,8,13,22;160:3; 162:20;175:12;176:21; 177:4,19,24;178:3,16; 181:6;183:4;184:1;206:22; 210:5;211:24;212:3,13; 213:17;214:7;215:14,17, 24;216:13,17,21;217:1,7; 235:24;236:1;238:9,11,14; 241:12,18;243:5;245:3; 264:11;279:3,12;280:19 thinking (7) 64:15;107:16;136:9; 210:21;241:21;261:18;
265:21 Third (4) 31:15;101:2;202:5;
264:11 third-grade (1)
147:14 Thirdly (1)
59:1 third-world (1)
276:12 third-year (1)
251:5 Thomas (1)
211:12 thought (4) 206:14;236:4;272:7;
276:6 thoughtful (2) 134:10;191:1 thoughts (2) 65:18;83:21 thousands (3) 82:16;230:16;267:11 threat (12) 73:17;75:5,8,9;78:11,13; 152:5;154:16;218:19; 252:6;287:17;292:5 threaten (2) 72:15;73:12 threatening (2) 35:18;255:17 threatens (5) 75:3;76:2;218:20;219:3;
291:1 threats (4) 40:2;55:2;75:23;79:15 three (30) 16:13;19:17;21:18; 30:15;32:13;33:6;35:1; 40:4;44:18;45:17;74:20; 85:6;97:14;125:15;126:12; 141:3;158:11;193:11; 203:21;206:18;208:13; 223:10;233:20,23;237:24; 251:10;256:14,18;282:9;
295:14 three-quarters (1)
162:10 three-star (1)
75:11 three-year-old (1)
285:15 thrive (2) 227:23;283:7 tidal (1)
247:19 tie (1)
156:6 tied (1)
50:22 Tiffner (1)
78:22 tighten (1)
131:12 Tightening (3) 128:22,23;129:2 tighter (2) 117:11;128:4 time (56) 13:11;19:14,15;30:5,15, 17;31:2,4;35:8,18;36:11; 39:19;40:5,8;51:5;72:21; 87:18;98:5;108:22;111:1; 133:6;136:6;140:11;142:8; 146:20;148:20;152:14; 160:7;167:17;178:21; 179:17;191:13;198:13; 199:1,23;202:23;205:1; 215:4,12,18,23;221:1; 230:2;237:16,23,23;238:1, 3;255:7;265:15;273:22; 275:10;280:17;282:18; 295:3,15 timeframe (22) 17:12,13;19:6;24:14; 25:20;26:8,10;27:17;59:19; 65:21,23;67:13;81:11,12; 131:7,11,14;161:17;167:8; 175:8;204:21;294:21 timeline (2) 81:8;84:9 timely (1)
22:19 times (13) 35:1;40:3;104:19;204:4; 219:6;236:2;237:6,6,6; 248:5;258:15,17;267:23 time-to-market (1)
191:14 tire (10) 49:17;53:4,9;63:3; 168:19;226:23;243:11,19; 245:1,20 tireless (1)
36:1 tire-rolling (2) 24:20;225:17 tires (34) 53:3;59:15;62:10,13,15, 18;63:8,19;64:1;65:15; 133:4;134:6,7,8;167:12; 194:9;224:18;225:2,3,16, 19,24;226:3,8;227:11,12, 14,15,17;243:1,11,16; 244:5;246:3 tissue (1)
268:19 TMA (2) 28:22;198:19 TMA's (1)
28:9 ToChi (2) 160:19;164:3 Todaro (4) 217:16;228:20,22,24 today (109) 15:11;16:7,22;20:11,15; 21:12;28:7;31:1;33:22; 34:13,18;35:2;37:3;38:9; 39:10,17,22;40:15;41:3; 45:2;46:17;47:5,18;55:3; 56:21;57:6;60:20;62:12; 73:3,7,19;77:15,20;78:17; 79:23;85:18;86:7;87:11; 89:3;92:20;93:1;94:7,18; 96:9;97:14;101:8;103:12; 104:16;105:15;112:4; 117:24;121:23;125:1; 137:24;140:16;144:14; 150:12,23;153:6,8;161:24; 162:9;164:21;169:1; 171:19;184:18,19;187:3; 189:18;191:20;192:17; 196:24;197:1,23;205:7,15; 206:18;209:13;212:5; 217:20;218:19;220:19; 223:19;225:12;228:5; 229:5;231:12;239:5; 242:10,19;243:24;248:6;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (48) testing - todayIn Re: EPA Public hearing November 18, 2010

251:4;253:11;256:21; 260:1,4;261:8,23;266:14; 271:5;272:1,2,15;274:3; 278:11,22;288:1;295:14 today's (19) 13:19;14:15;15:2,6;16:2; 18:3;20:16;23:8;28:11; 29:19;30:11;31:3;95:19; 117:1;125:23;188:11; 197:17,19;231:16 told (3) 148:10;233:23;259:7 tolling (1)
265:11 Tom (4) 84:18;90:19;111:19;
117:22 tomorrow (2) 104:18;150:24 Tonachel (4) 142:4;164:17,19,22 tons (22) 17:15;21:2;44:12;49:1; 69:6;72:10;78:2;92:8; 95:18;116:24;126:11; 127:3;188:6;229:24; 252:24;257:23;258:1; 261:1;272:24;273:1; 274:12,13 tool (4) 108:16;191:5;192:4;
214:8 tooling (1)
204:1 tools (1)
171:13 top (2) 91:21;116:19 topic (1)
289:17 topics (1)
193:6 Torre (1)
79:6 torrential (1)
145:1 Torres (1)
79:12 total (21) 42:18;52:5,16;95:17; 98:14;116:17,24;125:18, 21;153:15,22;162:10; 177:9,11,15;186:22;188:5; 199:14;210:15;258:1,19 totally (1)
148:12 touch (3) 200:22;206:18;211:2 tough (2) 74:23;187:22 tour (2) 37:13;73:24 town (3) 239:18,23;240:12 Toyota (1)
180:2 track (5) 31:11;140:8;168:11; 171:4;172:1 tracker (1)
49:20 traction (2) 243:7;245:2 Tractor (26) 21:19;23:11,12,15;24:2, 14,19;25:11,13,15;31:5; 32:22,24;59:4,12;108:6; 109:21;127:18;128:21; 133:2,14;136:22,23;137:3; 167:21;222:22 tractors (13) 85:8;87:13;91:19;95:12; 113:6;130:11;139:19; 167:9,23;189:21;191:20; 257:13;264:12 tractor-trailer (1)
97:9 tractor-trailers (1)
132:23 trade (4) 43:2,17;205:8;221:24 traded (1)
35:12 trade-off (1)
245:5 trade-offs (5) 245:6,8,9,10,11 trading (6) 101:16;124:7;169:21; 170:17;200:24;258:21 tradition (1)
220:12 traditional (2) 49:6;177:21 traditions (2) 219:2;220:23 Traffic (7) 13:8;55:6;89:15;165:22; 218:13;279:8;281:9 Traffic-related (1)
143:1 tragedies (1)
144:22 tragedy (1)
104:13 tragic (1)
187:13 Trail (2) 290:7,8 trailer (22) 23:15;24:3,19;25:13,14; 32:22,24;108:6;133:4,14; 134:9;136:14,19,22;137:2, 3;167:10,14,15,21;168:2;
222:22 trailers (31) 21:20;23:11,12;24:4,14, 24;25:8,11;59:8,10,12,13; 91:19;95:13;113:3,7; 127:18;128:22;130:10,18; 139:16;167:8,19,23; 171:19;173:16;189:22; 222:23;225:22,24;257:14 trails (2) 289:23;290:5 trained (1)
31:10 transcript (1)
15:6 transient (2) 263:19,22 transited (1)
40:3 transiting (1)
35:14 transition (1)
286:6 transitioned (2) 179:13,14 Transitioning (2) 49:6;249:23 translated (1)
271:12 translates (1)
161:6 transmission (9) 24:18;26:5;91:18;161:3, 10;167:24;179:8,14;180:20 transmissions (8) 32:24;59:21;111:11; 130:21;146:6;168:20; 171:20;223:1 transparency (3) 171:2;174:11;178:1 transparent (2) 69:1;191:1 transport (6) 44:9;50:2;226:19,20; 227:3;267:8 Transportation (58) 13:9;15:23;20:22;37:2; 44:5,14;45:1,5;46:4,9; 54:15;60:22;69:15;72:19; 90:1,6;94:17;117:5,7,10; 125:14,19;126:5;127:5,10; 129:17;147:22;154:9,13; 155:19;158:6;164:24; 186:4,21;187:5;190:1,19; 205:11;208:3;209:7;218:7; 220:5;228:10;230:11; 233:17;238:16;239:10; 241:8;253:10;259:17; 261:1;281:11;285:1; 288:16;289:3;294:1;296:3;
297:5 transportation-related (1)
20:20 transporting (2) 189:7;232:23 trapped (1)
148:11 travel (2) 56:1;262:18 traveled (4) 262:20;265:6;273:24;
275:12 traveling (1)
224:12 travelled (1)
22:14 travels (2) 252:1;293:9 traversed (1)
262:20 tread (3) 245:13,16,22 treadmill (1)
234:2 treadmills (1)
237:11 treasures (1)
263:15 treated (1)
58:13 treatment (1)
216:11 tremendous (3) 134:10;204:13;238:5 tremendously (1)
133:23 trend (3) 44:2;51:22;52:17 Trends (3) 99:6;172:9;200:5 tricky (1)
263:9 trigger (1)
248:11 trillion (2) 138:9,18 Trillium (4) 112:8,17;117:15;138:3 trip (1)
134:2 trips (2) 147:15;290:2 troops (8) 36:10;38:23;40:2;73:17; 75:3,14,18;79:14 tropospheric (1)
285:19 truck (103) 22:12;24:10,15;25:24; 28:8;31:5,10;32:14;39:1, 17;48:11;49:18;50:19,21; 53:5;55:19;57:8,20;67:9; 70:1,13;72:4;73:5;83:11; 90:23;91:8;92:13;96:1,3, 10,13,22;97:2,4,5,7,8; 103:2;105:15;106:20; 112:19;113:16,22,23; 114:24;115:3,6,13,15;

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (49) today's - truckIn Re: EPA Public hearing November 18, 2010

117:3;127:16;132:12,16, 17;133:9,11,19;134:6,14, 20;135:5,12;137:8,11; 139:2,3,23;140:9;150:23; 163:22;165:8,10;168:14, 17;172:4,4,6;173:1,13; 188:18,23;192:3;195:20; 202:8;204:15;211:9;221:3, 5;226:13;229:20;230:5; 231:4,10;232:14,16; 241:11,24;249:14;250:19; 257:24;258:12;273:21;
275:9 trucker (1)
38:24 truckers (6) 72:11;230:1;253:1; 273:1;274:13;276:1 trucking (15) 32:4;84:13;96:7;97:1; 116:9;152:20;162:6,9; 231:23;232:11;278:16,19, 21,24;279:11 truck-makers (1)
275:15 trucks (168) 16:10,19,24,24;17:1; 20:22;26:2;27:14;34:16; 37:3,8;38:1,4;39:14;41:5; 44:7;49:3,5,15;50:18; 51:24;52:5,11,16;53:1; 55:9,21,24;56:3,9;57:1,4, 12,19,22;58:2,11;59:5,24; 60:2,14;61:13,17;62:9,18, 21;63:18;65:14;68:11; 69:18,21,23;70:5;73:15; 89:8,9;90:4;91:23;92:24; 94:22;95:3,9,14,20;98:2; 107:15;113:7,8;114:2,6,11; 115:9;116:6,11;117:2; 121:20,21;122:22,23; 123:7,9,15;125:16,22; 128:23;130:12,16,23; 131:1;132:20;135:7,20; 136:11;137:9;142:13,13, 19;144:9;145:20;146:19; 147:7;152:15;154:11; 155:18;158:17;161:23; 162:2;164:1;165:4;170:15; 175:7;183:2;185:1;188:16; 189:15,23;193:18;197:2,6, 7;219:11;220:3,12,14; 221:7,9,21;223:2,3;229:19; 230:8;231:14,18,19; 233:15;242:7;244:23; 247:7;249:24;252:11,18, 20;254:17;257:16;264:13; 267:11;268:24;269:15; 273:7,10,16,19,24;274:18, 22;275:4,7,12;276:2,18; 279:7;284:14;285:24; 286:10,11;288:13;293:19;
297:9 truck's (1)
91:12 trucks' (1)
55:4 true (3) 105:6;170:11;265:5 truly (5) 102:10;158:22;175:9; 197:13;203:7 try (9) 19:5;62:6;158:15;159:3, 7,9;171:22;241:4;289:6 trying (3) 35:22;67:6;270:5 tsunami (4) 76:17,19,23;104:5 Tuck (1)
35:6 Tufts (1)
41:24 tunnel (4) 192:12;193:12,16;194:20 turkey (1)
149:21 turn (2) 115:23;202:10 turned (3) 49:15;147:18;149:13 TV (3) 149:11;177:1;187:16 two (30) 16:10;21:11,22;29:6; 31:2;32:21;37:9;54:16; 56:2;75:9;79:3;114:13; 134:7;140:22;149:8; 156:22;161:12;162:14; 168:12;187:10;196:9; 202:10,15;223:10;235:14; 236:22;237:24;239:14; 278:17;282:10 two-thirds (1)
130:13 type (5) 50:23;61:9;109:12; 140:22;192:12 types (11) 17:1;21:11;26:11;42:15; 69:22;76:22;78:12;101:21; 173:13;194:19,20 typical (2) 114:12;135:12 Typically (3) 30:13;168:8;294:22

U

UCS (8) 94:8;95:11;96:5;97:11; 98:7;99:2;100:14;102:4 UCS's (1)
94:14 Ugo (5) 142:3;160:11,18;178:23; 179:1 ultimate (2) 31:24;194:24 ultimately (3) 228:3;231:1,10 UN (1)
104:21 unable (1)
295:3 unacceptably (1)
253:15 unanticipated (1)
61:20 unaware (2) 244:12;263:20 uncertainty (1)
97:7 unclean (1)
262:5 unclear (1)
40:24 undeniable (1)
162:11 undercut (1)
169:7 undercutting (1)
173:21 undergraduate (1)
102:24 underlying (2) 47:9;193:4 undermine (3) 99:22;170:10;178:14 underscore (1)
23:1 underscored (1)
188:1 underscores (3) 77:18;116:6;222:4 understand (15) 16:5;61:24;68:5;74:3; 76:21;98:10;194:22; 204:16;224:17;278:23; 282:12,12,13;286:5;291:22 understanding (4) 74:9;78:19;171:7;260:15 understood (2) 200:6;262:13 undertaking (3) 22:11;112:20;190:23 undoubtedly (1)
79:23 uneasy (1)
103:14 uneconomic (1)
213:6 unequivocal (1)
145:9 unequivocally (1)
122:9 unfair (1)
269:20 unfold (1) 265:22 unfolding (1)
105:12 Unfortunately (3) 162:1;182:18;286:3 unhealthy (1)
290:21 unified (1)
84:5 uniform (1)
28:18 uniformed (1)
78:16 unintended (3) 30:4;32:11;52:9 Union (4) 94:8;113:13;116:22;
252:16 unique (4) 191:4;196:8;198:21;
246:4 unit (4) 133:5;136:16,21;180:17 United (31) 29:1,6;42:19;43:15;44:7; 47:5;71:18;72:15;73:20; 76:23;77:8;84:14;101:13; 115:7;116:5;144:20; 153:14;154:8,19;183:14, 21;250:11;254:5;255:23; 258:20;259:9,11;284:6; 287:11;288:12;290:1 units (1)
32:22 universal (1)
184:8 University (11) 41:24;42:3;44:19;71:9; 112:12;251:6,11;255:20; 260:8;278:3;292:4 unknowingly (1)
279:2 unknown (1)
61:21 unlimited (2) 101:16;265:21 unmatched (1)
153:16 unphotographable (1)
255:7 unprecedented (2) 150:6;283:5 unreachable (1)
148:12 unrealistic (1)
261:4 unstable (1)
284:16 unsustainable (1)
182:10 untangle (1)
265:21 untold (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (50) trucker - untoldIn Re: EPA Public hearing November 18, 2010

288:21 upcoming (1)
136:14 update (1)
294:6 upfront (1)
138:2 UPS (1)
93:2 upset (1)
264:3 upstream (23) 57:13;58:15,22;68:24; 69:8,9;70:3,10,15;100:18, 23;174:8,14,23,24;175:24; 176:4,7;212:12,14;213:18; 216:23;217:7 upstreams (1)
69:4 urban (1)
267:6 urge (33) 26:16;27:18;57:24; 58:15;60:14,17,20;103:1; 113:2,6;128:17;129:3; 130:1;131:22;132:2; 139:13,15;146:16;150:21; 189:19;223:9;230:9; 234:18;238:20;252:12; 259:14;266:23;270:14; 276:23;286:8;289:5; 294:10;297:2 urgent (2) 146:20;206:1 urgently (1)
39:6 urging (1)
23:3 USA (4) 182:19,20;276:12,14 usage (2) 130:14;201:9 Use (74) 20:8;24:17,23;26:15; 33:24;36:1,7,12,23;37:8; 38:14;53:7;64:3;75:17; 78:9;85:24;86:15;87:24; 95:12;101:20;103:16; 113:6,16;114:16;115:9; 116:15;117:5;127:22; 128:12;129:4,21;133:15; 145:13,19;154:7;161:4; 169:24;170:15;171:19; 172:12;173:22;180:6,6,8; 189:21,23;192:14,17; 205:10;206:23;207:4,5,17; 208:3;209:1;210:10; 213:20;220:5,8;221:6; 222:24;225:1;231:17,19; 236:22;243:6;245:5;247:6; 252:18,19;256:1,19;285:6;
290:15 useful (1) 91:12 user-ready (1)
198:12 uses (3) 65:3;86:24;87:14 USGBC's (1)
261:13 USS (1)
37:14 usually (1)
103:13 utility (1)
123:7 utilize (1)
211:20 utilized (1)
122:19 utilizing (2) 88:14;93:7

V

Valdez (2) 185:5;258:16 validate (3) 98:22;171:15;294:6 validated (1)
98:4 validates (1)
224:23 validating (1)
195:5 validation (1)
194:18 valuable (2) 225:15;275:21 value (5) 117:16;123:15;193:23; 222:5;247:11 values (3) 149:8;154:19;193:20 van (3) 95:13;113:7;189:22 vanishing (1)
104:24 vans (12) 17:1;60:2;87:14;89:9; 128:24;131:3,13;168:4,10; 170:12;173:18;211:8 variation (1)
194:23 variations (1)
193:9 varieties (1)
260:24 variety (5) 80:18;92:19;107:21; 108:17;227:2 various (3) 86:17;100:14;248:22 vary (1)
85:13 vast (1) 260:24 vehicle (112) 20:13;21:1,10,18;22:9, 10,13;23:19;25:4,9;26:2, 22;27:2;29:12;32:3;33:6,8, 16;38:17;41:2;43:6,9,10; 45:11;49:20,24;50:9,11,13, 24;51:20,23;52:5,8;53:20; 55:23;59:3;72:18;80:14; 85:6,8;86:7,8,11;87:7;89:6; 96:19;98:4,6,8,10,14,20; 101:3,4,19;122:4,14;129:6; 138:19;139:14;150:10,13, 16;161:15;162:23;163:10; 166:21;167:20,24;171:17, 23;172:12;175:21,22; 176:2,9,21;177:12;180:20, 21;189:24;191:12;193:21; 194:19;195:23;198:22; 202:3,13;203:12,14;207:2, 18;210:2;217:1;220:3; 221:15,18;223:5,14; 224:19;225:14,14,18,23; 226:12;230:10;259:16; 273:3;274:15;293:24;297:4 vehicle-based (4) 31:8;212:11;213:5,15 vehicles (198) 13:6,24;16:23;17:13; 21:2,20,21;22:15;23:6,6; 25:18,19;26:11,18,21,24; 27:7,8,16;28:10;36:9;38:8; 39:4,11,18;41:4;42:12,16; 45:15,16,21;46:23;48:17, 18;51:13;52:23;54:13; 55:22;57:14,16;58:4,6,16, 20;59:19;60:5,18;63:8; 64:4,16;67:11;68:19;69:13; 72:12;78:4;79:21;80:11; 83:23;85:9,13;86:15,17; 87:12,15,17,18;89:7,12,19, 20;91:7,22;92:5;93:1,4,14; 94:14;95:3,6;97:18;98:21; 99:11;100:19,23;107:12; 110:24;111:10;112:15,15; 113:13;122:2,17;123:12; 125:6,10;126:10;128:20; 129:10;130:4;136:5; 152:13,24;153:3;154:23; 155:15,17,19,20;156:21; 157:24;158:16;160:17; 161:24;162:4;166:14,16; 168:11;169:23;171:11; 172:9,22;173:8;174:9,19; 175:1,10;176:11,15; 177:10,18,22,23;185:2,10; 186:10;187:2,7,8;188:7,11; 190:13,15;196:13;202:2; 205:7,21;206:5,17,24; 207:10,11,13,13,22,23; 209:18,23;210:4,5,7,8,10, 11,15,20,22;211:21;212:5, 18,18,21;213:2,17;217:4,9; 220:6;222:8;224:5,23; 226:7;230:2;243:1,12,16, 17;244:11,15;253:2; 262:16;263:10;272:14; 274:2;275:17,18,18; 278:24;293:19;294:3 vehicle's (1)
60:6 vehicles' (1)
168:6 vehicles- (1)
244:13 Venezuela (1)
258:21 venting (1)
248:10 venue (1)
278:12 verifiable (2) 100:5;170:24 verified (1)
226:15 versus (2) 122:20;168:13 veteran (3) 34:18;73:21;79:19 veterans (3) 39:8;73:8;78:14 VI (6) 218:4;223:22;228:21; 233:5;234:23;239:2 viable (1)
100:21 Vice-Chair (1)
271:2 Vice-President (4) 135:19;151:8;254:10;
278:7 vice-versa (1)
202:15 view (2) 24:2;111:3 views (6) 13:12;15:11;47:18; 243:3;277:13;290:22 VII (7) 246:14,20;251:1;254:1; 259:22;266:8;270:23 VIII (1)
277:22 Virginia (2) 73:19;78:21 virtual (1)
194:4 virtually (1)
211:16 visibility (3) 291:13;292:23;293:4 visited (1)
256:8 visits (2) 237:1,3 visual (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (51) upcoming - visualIn Re: EPA Public hearing November 18, 2010

293:1 vital (3) 162:5;230:17;295:9 vitality (1)
290:19 vitally (2) 38:12;73:16 vividly (1)
251:18 vocational (31) 21:20;25:17,19;26:1; 48:16;50:1,21,24;53:5; 57:4,20;59:18;62:9;63:8; 65:4,14;68:11;85:9;87:13; 107:15;111:10;128:23; 130:23;131:1;168:17; 223:2;243:1,16;244:11,15,
22 volatile (3) 157:12;165:13;268:24 volatility (1)
157:2 volume (2) 246:3;287:14 voluntary (1)
166:13 volunteer (4) 40:19;144:12;182:2;
233:8 volunteering (2) 282:18,20 volunteers (1)
290:2 Volvo (2) 84:13;193:18 voodoo (1)
133:15 vulnerability (1)
116:7 vulnerable (3) 76:3;252:13;266:15

W

W900L (1)
135:24 Wabash (1)
83:18 Wade (4) 19:21;34:9,17;73:9 wait (1)
63:17 waiting (2) 91:13;108:22 wake (2) 230:13;241:5 wake-up (1)
230:21 walk (5) 236:12,12,14,15,17 walkable (2) 241:8,9 wall (1) 177:2 Wal-Mart (1)
91:16 want (38) 63:9,13;65:3,10,22; 66:13;80:2;97:13;107:4,6; 142:15;145:14;148:21; 157:19;175:17;178:12,13; 179:19;206:18;208:1; 211:2,23;212:4,16;213:22; 217:12;227:23;238:8; 239:7;240:1;241:6,12; 242:9;250:14;252:11; 259:24;266:3,14 wanted (7) 147:19;235:9,9,16;269:4; 271:17;289:15 wants (2) 156:8;249:18 war (5) 73:22;74:2;148:17,22,22 warming (34) 54:24;57:18;58:23;75:2; 79:17;92:3;93:20;95:17; 123:23;145:9;165:14; 166:17;173:10;182:14; 186:2;188:5;202:15; 218:18;219:16;241:3; 248:2,12;251:22;258:5; 266:20;269:23;270:12; 272:2;276:21;282:15,19, 24;283:4,20 warming-induced (1)
268:14 wars (1)
74:23 warships (1)
34:23 Washington (9) 44:20;94:13;115:18; 158:4,10;178:6;229:5; 292:3,15 Waste (9) 48:2,15;62:11;64:15; 83:19;84:13;108:4;157:23;
227:15 wasteland (1)
105:4 wasting (1)
136:10 watched (1)
187:16 water (7) 76:4,9;219:2,8;241:15; 250:8;291:6 waters (1)
289:23 watershed (1)
247:18 wave (1)
233:21 waves (1)
76:4 way (36) 40:20;43:23;65:2;66:15; 105:12;106:12;127:12; 133:6;136:15;150:3;152:8; 175:3;177:6;183:5;196:5; 199:6;216:8;224:10; 228:18;240:16;241:6; 242:2;253:14;256:1;258:4; 261:18;268:12;272:12; 274:1;275:16,24;276:3,4; 280:20;285:8;294:3 ways (6) 182:12;188:1;208:4; 239:15;240:20;279:5 weak (2) 128:4;141:9 weakens (2) 75:16;291:7 wealth (1)
208:6 wean (1)
149:19 weaned (1)
240:9 weapon (1)
79:7 weapons (3) 36:7;40:8;148:18 wearing (1)
143:7 weather (4) 76:21;145:2;283:14;
285:12 web (2) 137:11;268:6 week (7) 15:21;78:14;138:16; 143:8;242:22;244:21;256:7 weekend's (1)
219:5 week-long (1)
233:21 weekly (1)
37:20 weeks (1)
177:5 weight (20) 24:15;26:4;33:11;49:20; 51:20;52:5,8,22;59:22; 61:3,6,8,15,20,21;62:1; 68:3;87:9;214:18;223:1 weights (1)
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295:19 welcoming (1) 14:24 we'll (1)
275:14 well-aware (1)
67:5 well-being (2) 56:20;265:24 well-functioning (1)
263:2 well-known (1)
167:12 wells (2) 240:10;241:11 well-studied (1)
269:10 went (3) 104:16;234:1;272:8 we're (4) 110:21;179:16;245:11;
260:13 West (5) 73:19,21;78:20,21;79:4 Western (1)
183:15 Westport (1)
211:5 we've (1)
265:8 what's (4) 175:21;182:8;238:12;
276:22 wheel (1)
150:14 whining (1)
136:2 White (3) 291:3;292:9,22 wholesale (1)
247:5 wide (5) 16:23;35:14;86:15; 222:14;249:17 widespread (4) 108:1,3;159:10;234:15 wife (1)
286:22 wife's (1)
288:24 wilderness (1)
255:3 wildfires (1)
76:5 Wildlife (7) 218:8,9,19;219:4;220:16; 271:22,23 willing (2) 30:23;228:17 win (5) 72:4,6,8,10,13 wind (9) 135:8,11,16;192:12; 193:12,13,16;194:11,20 wind-averaged (1)

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (52) vital - wind-averagedIn Re: EPA Public hearing November 18, 2010

195:10 windfalls (1)
170:9 windshield (2) 135:11,13 windshields (1)
135:8 wind-tunnel (1)
195:2 win-win (2) 188:21;222:15 win-win-win-win-win (1)
72:3 Wischhusen (11) 217:16;223:21,23;224:6; 242:17,18,18;243:5,10; 244:10,17 wisely (1)
74:7 wish (5) 24:21;32:13;47:12; 75:16;210:10 wishes (3) 15:3;18:11;217:19 witness (1)
18:23 witnessed (4) 144:22;145:1;157:1;
252:1 witnesses (1)
295:18 witnesses' (1)
19:6 woke (1)
255:5 women (1)
240:15 wonder (1)
272:13 wondering (1)
61:10 won't (3) 130:7;175:5;263:6 wood (1)
261:1 word (2) 243:6;245:5 words (5) 103:10,13,15,17;104:22 work (48) 17:1;19:12;29:22;30:24; 32:18;34:6;50:13;59:24; 60:1,15;65:5;84:4;88:11; 102:11;107:18;121:3; 122:22;123:7;124:15; 137:7;151:17;157:16; 159:7,8;165:20;181:3; 187:21;196:12;200:3; 203:8;218:16;220:14,22; 221:7,9;223:2;225:10; 235:12;236:13,14,15; 238:7;240:4;263:5,7; 265:10;271:18;290:10 workable (1)
33:23 worked (7) 29:11;89:5;92:23; 239:17;259:6;265:16;287:6 workers (6) 39:7;84:14;90:23; 113:24;165:15;222:14 Workhorse (1)
211:14 working (29) 28:12,23;53:24;54:12; 79:17;81:5;88:13;94:11; 107:20;108:9,17;161:12; 166:2;179:8;197:10,16; 198:20;199:4;204:15,18; 227:9;235:20;250:6,9; 251:6;264:24;265:9; 281:11;282:17 works (3) 160:5;174:17;290:20 world (50) 36:20;37:17;44:16; 71:17,19;72:15;74:20; 75:22;77:2;80:19;94:12; 103:20;115:8;133:8,15; 136:23;144:1,24;165:13; 171:9,12,24;182:11,16,19; 183:20;184:5;191:20; 196:11;210:14;232:16; 240:18;250:7;251:18; 252:2,14;253:11,16;262:8, 12;264:3;271:17;283:15; 285:4;287:12,18;288:11, 20;290:11,13 world-class (2) 74:8;132:19 world's (12) 29:1;33:19;35:10,12; 74:19;121:19;132:21; 145:21;152:9;154:5;259:2;
283:2 worldwide (7) 32:21;203:3,4;210:10; 218:22;219:4;283:22 worse (4) 31:20;104:11;105:7;
249:8 worsen (2) 54:21;296:17 worst (2) 103:22;233:22 worth (1)
255:12 Wrangler (1)
121:21 wreak (1)
263:15 write (1)
141:23 writing (2) 51:15;210:22 written (14) 14:21,21;17:22;20:17; 25:2;56:22;81:7;93:24; 97:11;102:14;110:8; 129:24;193:7;206:13 wrong (1)
40:23 wrote (1)
23:2 wwwstopspewingcarbonorg (1)
248:17

X

X-One (1)
134:7

Y

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208:21 yesterday (2) 104:17;244:20 yield (2) 91:10;257:19 Yippee! (1)
136:5 Yoon (3) 13:17;15:16;296:4 York (2) 148:7;219:6 young (5) 54:16;79:9;147:11; 240:15;285:11 you're (1)
276:7

Z

Zero (6) 22:10,15;82:5;195:11,15;
199:20 Zini (1)
77:14 zones (1)
37:16 Zuckerman (4) 70:20;71:1,4,6

Min-U-Script® O'Brien & Levine 888.825.3376 - mail@court-reporting.com (53) windfalls - Zuckerman