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Attention on our national oil dependency has renewed discussion on using alternate fuels in vocational trucking. When the subject first drew national interest, alternate fuels were touted as the means to reduce air pollution. This environmentally driven political initiative began in 1973 as a way to reduce lead emissions from gasoline combustion engines.
But more than 30 years later, the cause for alternative fuels has even more supporters. Even with the strives that truck and car manufacturers have made, the public is still urging the reduction of emissions of other smog-forming and toxic pollutants.
As fuel prices continue to fluctuate, another force is urging the adoption of alternate fuels. Developing either renewable or domestic-fueled vehicles could help create an economic system less dependent on foreign oil imports.
Alternate fuels is an important topic for fleet mangers. Fuel consumption remains the largest single variable cost for fleet managers, according to the National Ready Mixed Concrete Association. And with predictions of fuel prices all over the board, cutting expenses in this area should be seen as a logical business decision.
The next few years could tell just how likely alternative fuels will begin to flow into our trucks' fuel tanks. In Nov. 2003, the U.S. House of Representatives' Energy Concrete Committee prepared a draft of alternative-fuel friendly legislation in the Energy Policy Act of 2003 (H.R. 6). Under the threat of a filibuster, the U.S. Senate has been unable to act on the bill. It most likely will be taken up again when the current Congress returns for its second session.
One element of the proposed bill, sponsored by the Natural Gas Vehicle (NGV) Coalition, may interest producers. The energy legislation approved by the conference committee contained more financial incentives for natural gas vehicles than any federal legislation previously passed.
Adding incentives
The proposed act also includes other provisions that will facilitate the sale of NGVs. The provisions include a tax credit for acquiring light-, medium-and heavy-duty vehicles ranging from $2000 to $28,000, depending on the vehicle size and emissions reduction.
There's a perceived need to encourage and help subsidize the conversion of fleets. According to the Energy Information Administration, the federal government agency that monitors our national energy use, alternative fuels comprise a very small portion of fuels. Specifically, replacement fuels accounted for only 2.6% of total fuels in 2001, slightly below the amount contributed in the previous three years. In fact, alternate fuel's share of the total on-road motor vehicle fuel pool peaked in 1997 at 2.8%.
With the high conversion costs and technological changes needed to convert fleets to alternative fuels, most experts believe only legislation will make it happen.
Pushing change
Waste hauling is one industry that's been pushing the switch to alternative fuels. And in many ways, it's very similar to ready-mixed concrete delivery patterns. These trucks are all Class 8, severe duty vehicles that work in a local area, and return to the same plant at the end of an eight-hour shift.
A few jurisdictions, primarily in southern California, require waste haulers to use a percentage of alternatively fueled trucks to be part of their fleets. PUBLIC WORKS magazine reported in May 2003 that the City of Los Angeles ordered 120 dual-fueled refuse trucks.
The trucks are Peterbilt 320 models powered by a Caterpillar C-10 engine equipped with a Clean Air partner dual-fuel natural gas system. The dual fuel engines use diesel fuel for initial ignition. Once powered, the fueling system automatically switches to natural gas. Should there be a mechanical problem or the natural gas tank be depleted, the driver can switch the engine operation to diesel. With these engines, more than 85% of the total fuel used each shift is natural gas.
The trucks seem to be performing well. The engine configuration had more than enough power to meet the challenge of pulling full-load up the 2% grade in the city's landfill, says Jim Bonnville, director of fleet services for the City of Los Angeles. "The engine configuration and tank setup provide an extended driving range with the same torque and horsepower as full diesel," he says.
Responding to needs
Anticipating more acceptance of alternative-fueled trucks in the public works arena, Peterbilt recently announced that its dealers will soon offer factory installation of natural gas engines for its low-cab-forward Model 320.
"Responding to customer demand in areas where emissions and air quality are issues, clean-air fleets are becoming increasingly popular, particularly for refuse operations," says Nick Panza, Peterbilt general manager and PACCAR vice president. "This option began as a limited production of the Model 320 with the Cummins-Westport C8.3G natural gas engine with a liquid natural gas fuel system in late 2003."
Full production was scheduled for the first quarter of 2004. And the truck manufacturer also will offer the dual-fuel (diesel and liquid natural gas) Caterpillar C-11 engine later in 2004.
This change should help decrease the problems and delivery time when specifying alternative-fueled trucks. Previously, the Peterbilt factory staff would have worked with third-party companies to perform the natural gas conversion. For instance, Panza says, factory installation means that customers can order a Model 320 configured with one of the new natural gas systems directly from their local Peterbilt dealership and receive a single invoice for the unit, rather than working with two or three different companies. The factory-installed natural gas units will result in faster delivery and customers can take full advantage of full-service maintenance and support from the entire Peterbilt dealer network.
Trucks with the Cummins-Westport engine will include super-insulated fuel tanks with a 119-gallon capacity. A methane detection system is installed for added safety.
The coming of hybrids
Other manufacturers have also recognized the potential opportunity. Mack Trucks Inc. recently received a $1.2 million contract through the Southwest Rematch Institute to develop diesel hybrid electric technology that will ultimately be used in military and commercial vehicles. The project involves designing a hybrid vehicle for refueling operations at U.S. Air Force bases.
The long-term goal is to develop heavy-duty trucks that operate on a combination of electricity and diesel fuel. Anticipated advantages of this hybrid electric technology include better fuel economy, longer engine and brake system service intervals, and reduced emissions.
"This project provides yet another opportunity for us to demonstrate our research and development capabilities," says Denis Leblond, Mack Powertrain senior vice president. Refuse hauling is a likely commercial use for the technology.
"This technology shows promise in the refuse vehicle area for the same reasons that the Air Force is interested in its refueler fleet-reduced cost of operations and emissions without loss of performance," says Guy Rini, Mack program manager for the hybrid technology project.
For more information on the Model 320 and other products by the Peterbilt Motors Co., visit www.peterbilt.com. Mac Trucks at www.macktrucks.com.
by: Rick Yelton
COPYRIGHT 2004 Hanley-Wood, Inc.
COPYRIGHT 2004 Gale Group
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