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Washington – Today, the �Ӱɴ�ý applauded the more than 150 Members of Congress who launched a new effort to push back against the Environmental Protection Agency’s Phase 3 Greenhouse Gas emissions standards for heavy-duty vehicles. �� and supported by �Ӱɴ�ý, the lawmakers called on Administrator Michael Regan to withdraw the rule.
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"�Ӱɴ�ý remains opposed to EPA’s current GHG3 rule. �� The current state of available zero-emission technology, very limited heavy-duty charging and refueling infrastructure, and an unstable power grid make the post-2030 targets entirely unachievable,” said �Ӱɴ�ý Senior Vice President of Legislative Affairs Henry Hanscom. ��“�Ӱɴ�ý believes the most effective path to fixing the serious flaws in GHG3 is through legislative and administrative means. ��That’s why we welcome this effort led by Congressman Feenstra and Senator Crapo calling on EPA to withdraw this unworkable rule and review the targets to account for the operational realities of trucking.”

The letter sent by the Members of Congress highlighted how EPA’s rule will disrupt the trucking industry, raise costs for American consumers, and place significant burdens on farmers and small businesses.
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“This de facto mandate does not consider the realities of the commercial zero-emission vehicle (ZEV) marketplace or consider the ability for rural America to purchase these vehicles,” the lawmakers wrote. ��“Trucks must be affordable and reliable otherwise the intended benefits will not be realized. This rule will harm our families and businesses, increases our gas prices, and makes us more dependent on foreign supply chains – particularly China.
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“Therefore, we urge you to withdraw your final rule that is both unrealistic and burdensome. This rule will only further increase costs for American families, businesses, and rural communities while fueling more inflation. We need to give Americans a choice in the cars and trucks that they drive, and affordability and performance for the trucking industry is paramount.”
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Over the past several decades, the trucking industry has made tremendous strides to cut nitrogen oxide and particulate matter tailpipe emissions by 99%. ��As a result, 60 of today’s trucks emit what just one truck did in 1988. The trucking industry supported EPA’s Phase 1 and Phase 2 greenhouse gas regulations and worked collaboratively with the agency to set aggressive but achievable emission reduction goals on reasonable timelines. ��EPA’s Phase 3 rule marked a sharp departure from this successful partnership, setting unrealistic adoption rates for battery-electric trucks.

According to , full electrification of the U.S. commercial truck fleet would require nearly $1 trillion in infrastructure investment alone. ��A identified the many challenges related to U.S. electricity supply and demand, electric vehicle production and truck charging requirements. ��At a House Transportation & Infrastructure Subcommittee hearing in April, a fleet manager for PITT OHIO shared his company’s real-world challenges deploying battery-electric trucks. ��
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While EPA’s final rule includes lower zero-emission vehicle rates for model years 2027-2029, forced zero-emission vehicle penetration rates in the later years will drive only battery-electric and hydrogen investment, constraining fleets' choices with early-stage technology that is still unproven. ��The trucking industry needs technology-neutral policies that allow for innovation and alternative fuel sources like renewable diesel, which .
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�Ӱɴ�ý will continue to partner with champions in Congress, industry stakeholders, and federal regulators to develop realistic, technology-neutral national emissions standards that will benefit our environment and set our supply chain up for success.
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