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Review of the 21st Century Truck Partnership
6
Engine Idle Reduction
INTRODUCTION
The stated 21CTP goal of the engine idle reduction activity is to promote the research, development, and deployment of technologies that substantially reduce energy consumption and exhaust emissions due to idling.
The objectives are as follows:
Establish an industry/government collaboration to promote the research, development, and deployment of cost-effective technologies for reducing fuel use and emissions due to idling of heavy-duty diesel engines.
Establish an educational program for truck and bus owners and operators to implement the most cost-effective enabling technologies and operational procedures to eliminate unnecessary idling.
Develop a mix of incentives and regulations to encourage trucks and buses to find other more fuel-efficient and environmentally friendly ways to provide for their power needs while at rest.
Facilitate the development of consistent electrical codes and standards that apply to both onboard and stationary electrification technologies.
Develop and demonstrate add-on idling-reduction equipment that meets driver cab comfort needs, has a payback time of 2 years or less, and produces fewer emissions of NOx and PM than a truck meeting 2010 emission standards, by 2009.
Develop a truck with a fully integrated idling-reduction system to reduce component duplication, weight and cost, by 2012.
Develop and demonstrate a viable fuel cell Auxiliary Power Unit (APU) system for on-road and off-road transportation applications in the 5-30-kilowatt (kW) range, capable of operating on hydrogen directly, or using a carbon-based fuel with a reformer.
According to the DOE, Class 7 and 8 trucks idle a significant portion of the time, accounting for the consumption of a billion gallons of diesel per year from overnight idling.1 To understand the potential to reduce the time spent in the idle mode, one needs to understand the importance of keeping the engine running. DOE indicates that a variety of reasons account for this activity:
To keep the cab or sleeper heated or cooled
To keep the fuel warm in winter
To keep the engine warm in the winter to permit easier startup
To provide power to operate electrical appliances such as microwaves and TV sets
To keep the batteries charged
Because the other drivers do it!
Most activity has been focused on nighttime idling, but as Table 6-1 shows, daytime idling can surpass the fuel use during nighttime idling.
In addition to the waste of fuel, idling is a significant source of emissions and has been identified as playing a substantial role in exposure to diesel particulates. Such exposure has been estimated to cause thousands of premature deaths (Lloyd and Cackette, 2001). In this case, daytime idling particularly has more impact on human exposure than nighttime idling. The example of a school bus idling, exposing children to elevated diesel particulates, led the California Air Resources Board (CARB) to regulate the time of idling for school buses. Problems with noise during idling, as well as the associated air pollution, have led to communities placing significant restrictions on operations of trucks at idle.
The concern to limit fuel use and reduce emissions during idling has provided a logical opportunity for DOE and the
1
Glen Keller, Linda Gaines, and Terry Levinson, U.S. Department of Energy, Center for Transportation Research, “Idle Reduction Technologies,” Presentation to the committee, Washington D.C., February 8, 2007, Slide 3.
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TABLE 6-1 Fuel Use During Idling as Percentage of Total Fuel Use (million gallons per year)
Gasoline
Diesel
Total
Overnight Idling
0
700
700
Workday Idling (excluding vocational power take-off use)
1,400
1,000
2,500
Total Long-Duration Idling Fuel Use
1,400
1,700
3,200
Total Fuel Use for Commercial Trucks
14,000
23,000
37,000
Idling Percentage to Total Use by Fuel Type
10%
7%
9%
SOURCE: Glen Keller, Linda Gaines, and Terry Levinson, U.S. Department of Energy, Center for Transportation Research, Idle Reduction Technologies,” Presentation to the committee, Washington D.C., February 8, 2007, Slide 3.
Environmental Protection Agency (EPA) to work together on reducing the time vehicles spend at idle.
Finding 6-1. Idle reduction is one of the most effective ways to reduce pollutant emissions (especially locally) and improve fuel economy. As a result of the Energy Policy Act of 2005, the authority for this effort now rests with EPA and DOT. Several important lines of research are carried on in the 21CTP. In addition, the EPA SmartWay Transport Partnership voluntary program is effective at promoting the use of electrified parking spaces. The 21CTP, in cooperation with several major shippers, has demonstrated a number of cost-effective technologies (such as fuel-fired cab heaters and coolers) that are being used by existing fleets. (One fleet is installing more than 6,000 heaters, and another is installing more than 7,000.) One trucking company reported that diesel-fired heaters provided 2.4 percent fuel savings and a payback in less than 2 years at $2.40 per gallon.
Recommendation 6-1. The 21CTP should continue to support R&D for the technologies that reduce idle time and address the remaining technical challenges (including California emission requirements, completely integrated APU/HVAC systems, and creep devices).
ASSESSMENT OF INDIVIDUAL GOALS
Goal 1.
Establish an Industry/Government Collaboration to Promote the Research, Development, and Deployment of Cost-Effective Technologies for Reducing Fuel Use and Emissions Due to Idling of Heavy-Duty Diesel Engines
DOE has for at least a decade carried out cooperative research and development to characterize and address the reduction of fuel use and emissions during idling of heavy-duty engines. In 2002 it began a study of diesel truck engine idle-reduction technologies, called the Advanced Vehicle Testing Activity (AVTA).2 The study identified several barriers to widespread use of existing idle-reduction technologies, including initial cost, driver education and receptiveness, reliability, and maintenance considerations. AVTA sponsored four idle reduction demonstration projects, each consisting of a team of a truck fleet, truck manufacturer, and idle-reduction technology manufacturer:
Engine-Off Cab Cooling and Heating. Schneider National Inc. led a project to demonstrate engine-off cab cooling and heating.
Engine-Off Accessory Power. Caterpillar Inc. is leading a project to demonstrate Caterpillar’s MorElectric technology, which applies electrically driven accessories for cab comfort during engine-off stops and for reducing fuel consumption during on-highway operation.
Combined Cab Heating and Cooling. Espar is leading a project to demonstrate combined cab heating and cooling systems. One system combines an air conditioner with a bunk heater. Another system combines an auxiliary power unit—which provides heating, cooling, and accessory power—with a bunk heater.
Factory-Installed Idle Reduction System for Sleeper Trucks. International Truck and Engine Corporation is leading a project to develop and integrate onboard idle-reduction technology into heavy-duty sleeper trucks as an original-manufacturer, factory-installed equipment option. The idle-reduction system consists of an auxiliary power unit, electric air conditioner, cab and engine preheater, and improved cab insulation. In 2006, five trucks equipped with the system began field evaluation in fleets. The evaluation will conclude in 2007. In addition, production orders for the factory-built system—in hot-climate and cold-climate versions—are already being delivered to customers.
DOE took a leadership role in conducting meetings with the industry and a significant report on time idling and its consequences was released in 2000, and continued to work closely with industry to identify and demonstrate potential idle-reduction technologies as discussed later in the report.
Other federal agencies involved with these programs are the EPA, Department of Transportation (DOT), and
2
Information is available at http://www.eere.energy.gov/afdc/vehicles/idle_reduction_research.html.
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Department of Defense (DOD). Results of the cooperative demonstration projects are used to educate the truck drivers to reduce idling. The EPA SmartWay Transport Partnership is a highly successful example of government-industry partnership and is discussed later in this chapter.
Finding 6-2. An effective government-industry cooperative program has been established to examine idle-reduction technologies, which have been successfully employed for nighttime truck operation.
Recommendation 6-2. The success of the nighttime anti-idling measure and deployment should be the basis for expanding to technologies that can be applied for daytime operation, which will then lead to greater fuel savings than nighttime operation.
Goal 2.
Establish an Educational Program for Truck and Bus Owners and Operators to Implement Enabling Technologies and Operational Procedures to Eliminate Unnecessary Idling
A very successful educational program was created following the DOE Conference on National Idling Reduction Planning held in May 2004 in Albany, New York: see the monthly publication “National Idling Reduction Network News.”3 This publication has a primary recipient list of about 1,500 and contains information on the following:
Solicitation for funding and awards
Presentations from meetings
Upcoming meetings
Awards from solicitations
Regulating news
Reports of interest
Manufacturers news
News about ports
Hybrid commercial vehicles
Truck stop electrification
Other news
Argonne National Laboratory prepares the monthly document for the DOE Office of Energy Efficiency and Renewable Energy (EERE). Review of a sample document indicates that this is an effective tool to educate stakeholders on the various aspects of idle reduction and the opportunities for funding at the federal, state, and local levels. The Clean Cities Program and events held by this organization is another effective way of distributing the message on the benefits of idle reduction.
Finding 6-3. DOE has built an effective outreach instrument in its monthly publication, “The National Idling Reduction News.” This publication and education through conferences and other agencies such as the EPA provides stakeholders with significant information and guidelines for idle reduction.
Recommendation 6-3. DOE should continue its current successful education and outreach program as currently operated.
Goal 3.
Develop a Mix of Incentives and Regulations to Encourage Trucks and Buses to Find Other More Fuel-Efficient and Environmentally Friendly Ways to Provide for their Power Needs at Rest
This section addresses the various mechanisms being followed to address idle reduction—namely a market mechanism for incentives and the regulatory approach being implemented by various governmental agencies at the local, state, and national levels.
One of the most successful programs appears to be the EPA SmartWay Transport Partnership, which is a “collaborative effort between EPA and industry designed to create a demand for cleaner, more fuel efficient transportation.”4 This partnership includes idle reduction as part of its overall program objectives. EPA has provided $5 million in grants for 84 projects nationally to fund a variety of Truck Stop Electrification (TSE) and APUs. The advent of new regulations such as the CARB regulations for PM reduction on APUs installed on 2007 heavy-duty trucks may require R&D programs funded by DOE to develop additional technologies, which may be deployed in other states.
According to the EPA, there is a patchwork of anti-idling regulations across the United States, which is a disincentive to the industry to invest control equipment to reduce idling emissions. To address this issue, EPA developed a “model idle reduction” regulation, which could be applied nationally. This was a follow-up to a series of stakeholders meetings. It will be important for EPA to follow up on this initiative if it is to be successful.
EPA has also provided a mechanism for truckers to secure loans for installing devices such as APUs to reduce emissions and improve fuel economy. This has proven to be a successful program.
Finding 6-4. Progress on the incentive part of this goal has been excellent as evidenced by the SmartWay Transport Partnership between EPA and industry. The patchwork of anti-idling regulations nationally is an impediment to broader use of anti-idling measures.
3
Available at http://www1.eere.energy.gov/vehiclesandfuels/pdfs/idling_news/apr07_network_news.pdf.
4
Mitchell Greenberg, EPA Office of Transportation and Air Quality, “EPA SmartWay Transport Program: Overcoming Technology Deployment Challenges,” Presentation to the committee, Washington, D.C., March 28, 2007.
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Recommendation 6-4. EPA should renew its efforts to promulgate national anti-idling regulations, and DOE should review whether additional R&D is needed to implement those regulations.
Goal 4.
Facilitate the Development of Consistent Electrical Codes and Standards That Apply to Both Onboard and Stationary Electrification Technologies
EPA apparently passed the electrical codes and standards program on to industry in 2005 and does not have any type of ongoing summary of progress. The program was divided into two working groups: (1) truck codes and (2) ground codes using 120-volt power. The truck codes have been set up with two 20-amp ground-fault interrupter circuits (GFIC) protectors, and a draft SAE standard has been approved by the SAE Truck and Bus Electronics Committee. A full committee vote was due in the summer of 2007 with anticipated release of the new standard by September 2007. The committee obtained a draft copy of the new standard (J2698 SAE, September 2004).
Other activities in this area include plug-in refrigeration units utilizing 460V/30 amp links intended to start with port containers through the remainder of the shipping infrastructure. This is not part of the SAE standard but is being incorporated into the National Electric Code (NEC) (Article 26). This was approved in the NEC committee and is expected to be approved the NEC convention in July 2007. The working group is still addressing implementation issues across different manufacturers. New activities include an electrification demonstration site in New York State and a July 19, 2007, ribbon cutting ceremony in Portland, Oregon, for 160 truck electrified parking locations.
Goal 5.
Develop and Demonstrate Add-On Idling-Reduction Equipment That Meets Driver Cab Comfort Needs, Has a Payback Time of 2 Years or Less, and Produces Fewer Emissions of NOx and PM Than a Truck Meeting 2010 Emission Standards By 2009
DOE presented to the committee information which showed that it had supported two fleet validations of cab comfort devices that could be added to existing fleets of vehicles.5 The study with Schneider National tested both cab heating and cooling appliances. The cab heaters provided 2.4 percent fuel savings and less than 2-year payback. Two cooling systems were tested—one based on a phase-change and the other on battery power. These were tested in 19 and 70 trucks, respectively, and both reduced idling time by 3 percent. However, it was concluded that the cooling systems need further work before they can be widely deployed. In contrast, Schneider has installed over 6,000 heaters and expects to have 80 percent of its fleet retrofitted by winter 2007/2008.
In separate fleet tests with Wal-Mart International and Espar utilizing combined diesel heating and electric cooling resulted in Wal-Mart retrofitting its entire fleet with Tri Pac units (these provide heating, cooling, and accessory power).
Finding 6-6. The DOE-sponsored demonstrations with two major trucking fleets resulted in deployment of several idle-reduction devices. Greater success was achieved with cab heating than with cab cooling. It appears that only one device met the goal of less than 2-year payback. It is unclear whether the emissions requirement of the goal was met.
Recommendation 6-6. Given that funding and responsibility for idle-reduction technologies was redirected in the Energy Policy Act of 2005 to EPA and DOT, there is no requirement for DOE to pursue this area. However, given the progress to date and potential attractive returns on investment, it would be desirable for DOE, EPA, and DOT to continue to advance this aspect of fuel reduction and environmental mitigation.
Goal 6.
Produce by 2012 a Truck with a Fully Integrated Idling-Reduction System to Reduce Component Duplication, Weight, and Cost
The major effort under the goal to produce by 2012 a fully integrated idling-reduction system is the DOE program with a team headed by Caterpillar to create the More Electric Truck system.6 Other industrial participants included Kenworth, Emerson, SR Drives, and EMP. The program was designed to reduce both emissions and fuel consumption by the use of onboard and off-board electricity. Specifically, the More Electric Truck was designed to:
Reduce parasitic losses
Reduce radiator heat load
Improve cooling system performance, air systems management and advanced power management
These improvements were designed to facilitate more effective idle reduction applications. International and Cox joined DOE and Caterpillar in some real world fleet tests. Some salient results (provided by the DOE, February 2007) were that:
Fuel savings were up to 2 percent on road plus 6 percent from idle reduction
5
Glen Keller, Linda Gaines, and Terry Levinson, U.S. Department of Energy, Center for Transportation Research, “Idle Reduction Technologies,” Presentation to the committee, Washington, D.C., February 8, 2007, Slide 14.
6
Glen Keller, Linda Gaines, and Terry Levinson, U.S. Department of Energy, Center for Transportation Research, 2007, Idle Reduction Technologies,” Presentation to the committee, Washington, D.C., February 8, 2007, Slide 13.
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The HVAC unit can be driven by the APU during rest periods
The truck can be plugged into shore-power electrical service, where fuel consumption to serve these loads can be cut significantly.
Another overall result was that the More Electric Trucks idled less than control vehicles (12.8 versus 26.5 percent) resulting in fuel savings.
The program has achieved some significant results but additional work is anticipated to further reduce fuel consumption. Example areas are mild hybrid storage using nickel metal hydride (NiMH) batteries; advanced cooling system components (electric thermostat valve and cooling fan, high efficiency after cooler); and decoupling the air compressor from the engine.
Finding 6-7. The More Electric Truck program demonstrated an integrated system to reduce idling emissions and fuel consumption. The test program showed significant progress toward achieving the objectives of Goal 2 in Chapter 5 (“Develop and demonstrate technologies that reduce essential auxiliary loads by 50 percent, from the current 20 hp to 10 hp, for class 8 tractor-trailers”) and Goal 6 (“Produce by 2012 a truck with a fully integrated idling-reduction system to reduce component duplication, weight, and cost”). By demonstrating 1 to 2 percent estimated reduction in fuel use including significant truck idling reductions. According to DOE, this translates into an overall annual fuel savings for the U.S. fleet of 710 to 824 million gallons of diesel fuel (about $2 billion per year at $2.75 per gallon).
Recommendation 6-7. Given the potential of this program to save fuel, the committee recommends that the 21CTP continue the R&D of the identified system components that will provide additional improvements in idle reduction and parasitic losses related to engine components that are more efficient and provide better control of energy use. The program should focus also on the cost-effectiveness of the technologies.
Goal 7.
Develop and Demonstrate Viable Fuel Cell APU Systems for Military And Other Users, in the 5-30 kW Range, Capable of Operating on JP-8 fuel with 35-Percent Efficiency (Based on the Fuel’s Heating Value) by 2015
Based on the information provided by DOE in presentations, work under this goal is being performed by the DOD. The DOD has two fuel cell APU programs under way: the U.S. Army CERDEC (Communications-Electronics Research, Development, and Engineering Center) fuel cell APU programs focus on diesel and JP-8 fuel reforming coupled with fuel cells in the 500 W to 5 kW auxiliary power range. The U.S. Army TARDEC (Tank Automotive Research, Development and Engineering Center) fuel cell programs focus on combat vehicles and APUs in the range > 5 kW.
The DOD is supporting a variety of companies with various fuel reformers and fuel cells (solid oxide [SOFC] and polymer electrolyte membrane [PEM]). These studies are ongoing, and definitive results toward meeting goal 7 are not available.
Finding 6-8. The work on fuel cell APU is being carried out by the DOD and a number of contractors are being supported. There is no evidence that goal 7 has been met at this time.
Recommendation 6-8. The DOE’s 21CTP should continue to monitor and interact with the DOD program. As DOD reaches its goals, DOE should explore with major truck operators the possibility of bringing appropriate fuel cell APU technologies into commercial use.
REFERENCES
Lloyd, Alan, and Thomas A. Cackette. 2001. Diesel Engines: Environmental Impact and Control. Journal of the Air and Waste Management Association 51:809-847.
SAE (Society of Automotive Engineers International). 2004. Primary Single Phase Nominal 120 VAC Wiring Distribution Assembly Design. Truck and Bus Standard No. J2698. Washington, D.C. September.
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