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turers and heavy-duty pickup and van manufacturers the option of using CO2 credits to offset CH4 or N2O emissions that exceed the applicable emissions standards.

The structure of the ABT program
for heavy-duty engines is based on
earlier ABT programs for heavy-
duty engines, while the program for
pickup trucks and vans is built on
the existing light-duty GHG and fuel
economy credit carry-forward, carry-
back and trading provisions.
Three additional optional credit
opportunities are available. An early
credit option is intended for manu-
facturers that demonstrate improve-
ments in excess of the standards
prior to the model year that the stan-
dards become effective. The second
is a credit program intended to pro-
mote implementation of advanced
technologies, such as hybrid pow-
ertrains, Rankine cycle engines and
electric or fuel cell vehicles. The
last is a credit intended to apply to
new and innovative technologies
that reduce vehicle CO2 emissions
and fuel consumption for which the
benefits are not captured over the
test procedure used to determine
compliance with the standards (i.e.,
“off-cycle”).

The agencies estimate that the combined standards will reduce CO2 emissions by about 270 million metric tons and save about 530 million barrels of oil over the life of model-year 2014 to 2018 vehicles. The agencies peg the cost to industry at about $8 billion, while saving vehicle owners fuel costs of about $50 billion over the lifetimes of model-year 2014 to 2018 vehicles.

Using technologies commercially available today, the majority of vehicles will see a payback period of less than one year, the agencies said.

More information on the new standards is available through both the EPA’s website ( www.epa.gov/otaq/ climate/ regulations.htm) as well as the NHTSA’s website (www.nhtsa. gov/fuel-economy). dp