Roanoke Times
Copyright (c) 1995, Landmark Communications, Inc.
DATE: WEDNESDAY, September 7, 1994 TAG: 9409210014
SECTION: EDITORIAL PAGE: A-9 EDITION: METRO
SOURCE: By WILLIAM H. CRAIG JR.
DATELINE: LENGTH: Medium
Motorists are turning to "light trucks" - pickup trucks, utility vehicles, vans and minivans - in ever-growing numbers. More than 5 million were sold in the U.S. last year, representing nearly 40 percent of new vehicle sales. In fact, America's No. 1 selling vehicle for the past few years has been a pickup, not a car.
Farmers, rural communities and construction firms are longtime users of pickup trucks. And light trucks are increasingly used elsewhere as well: compact pickups, for light hauling; minivans, for family transport and cargo delivery; larger vans, for commuter pools, shuttle services and transporting those with disabilities; sport-utility vehicles, for recreation, towing and bad-weather driving; and for many more tasks.
Today's biggest threat to light trucks comes from increases in federal fuel-economy standards, which run counter to consumer trends and other government regulations. Under the Corporate Average Fuel Economy (CAFE) program, vehicle makers must ensure that their light-truck sales meet a specified average gas-mileage level each year, regardless of customer preferences. The higher the CAFE standard, the more difficult it becomes to meet consumer demand for the larger, more powerful models.
At the same time, other new federal rules actually reduce fuel economy. New safety regulations for side-door beams and air bags, for example, add vehicle weight and reduce gas mileage. So do popular voluntary safety features like anti-lock brakes. And strict new federal tailpipe emissions standards, going into effect in the 1994-96 model years, will further reduce available options to improve gas mileage.
Most people support those safety and clean-air initiatives, and don't mind if that means a slight drop in gas mileage. But the government has been increasing the fuel economy requirement for these vehicles a little bit each year. Now, the government says it's considering much larger CAFE increases on light-truck users beginning in 1998. Some federal officials seem to favor that approach as a means to reduce "greenhouse gas" emissions, with little apparent concern for vehicle users.
Several environmental groups have been aggressively promoting Draconian increases in the light-truck CAFE standard. Three years ago, they nearly convinced Congress to raise the requirement to nine miles per gallon; now, they're pushing figures of 30-35 miles per gallon! Not surprisingly, many of those advocates have had little or no personal exposure to light trucks. They point fingers at those motorists who use light trucks (rather than cars) for commuting to work, ignoring the millions of Americans who need the added utility of light trucks for other purposes. Nonetheless, the government seems to be giving serious consideration to their agenda.
That's a chilling prospect for farmers and contractors who need full-size pickups; for families who need minivans to take the kids to school and Little League; for commuters in van pools and businesses that use larger vans; for motorists who want utility vehicles capable of hauling boats and trailers, or driving in snow; and for everyone who counts on emergency vehicles' being able to get through in adverse road and weather conditions.
Contrary to what some may think, increases in CAFE requirements have little effect on overall U.S. oil consumption or greenhouse-gas emissions, and virtually zero impact on oil imports and air quality. But while the benefits are few, the downsides can be substantial, in terms of cost and restrictions on consumer choice, for there are no "magic carburetors" or other similar panaceas to produce higher mileage ratings.
Consumers all across America, as well as suppliers of light trucks, have a big stake in making sure that government policy-makers don't inadvertently restrict this valuable, versatile and popular class of vehicles.
William H. Craig Jr. of Richmond is Virginia coordinator of the Coalition for Vehicle Choice, a national organization representing vehicle users.
by CNB