Waste Management LNG Truck Fleet Final Data Report
8/1/2000
Waste Management, Inc., based in Houston, Texas, is the largest waste management service company in North America. This report addresses activities at one of Waste Management's facilities in Washington, Pennsylvania, south of Pittsburgh. This site has been operating seven heavy duty LNG refuse trucks (Mack trucks with E7G engines) with the first LNG truck starting operation in August 1997. The following document describes the results of data collection and evaluation of five of the seven heavy-duty LNG refuse trucks compared to three similar heavy-duty diesel refuse trucks operating in the Washington, Pennsylvania area.
Heavy-Duty Truck Demonstration with a 400-HP DDC Series 60G LNG Engine, and Support for the Downtown Los Angeles LNG Station
6/9/2000
The Trucking industry has taken an active interest in the use of engines powered by liquefied natural gas (LNG) to reduce NOx and PM emissions. However, major barriers exist to widespread use of LNG in trucking applications, including reduced performance and higher initial capital costs compared to diesel-fueled vehicles, as well as a limited fueling infrastructure. To help address these barriers, the National Renewable Energy Laboratory, with funding from the U.S. Department of Energy, joined with the South Coast Air Quality Management District (SCAQMD)to contract with a team led by the San Jose Transportation Technology Group of ARCADIS Geraghty & Miller. The focus of the contract was to upgrade a Detroit Diesel Corporation (DDC) Series 60G (S60G) engine for increased power and torque, and demonstrate this engine in an LNG-fueled semi-tractor.
Analysis of Technology Options to Reduce the Fuel Consumption of Idling Trucks
6/1/2000
Long-haul trucks idling overnight consume more than 838 million gallons (20 million barrels) of fuel annually. Idling also emits pollutants. Truck drivers idle their engines primarily to heat or cool the cab and/or sleeper, keep the fuel warm in winter, and keep the engine warm in the winter so that the engine is easier to start. Alternatives to overnight idling could save much of this fuel, reduce emissions, and cut operating costs. Several fuel-efficient alternatives to idling are available to provide heating and cooling: direct-fire heater for cab/sleeper heating, with or without storage cooling; auxiliary power units; and truck stop electrification. Many of these technologies have drawbacks that limit market acceptance. Options that supply electricity are economically viable for trucks that are idled for 1,000-3,000 or more hours a year, while heater units could be used across the board. Payback times for fleets, which would receive quantity discounts on the prices, would be somewhat shorter.
Authors: Stodolsky, F.;Gaines, L.;Vyas, A.
Program Analysis Methodology Office of Transportation Technologies Quality Metrics Final Report 2001
2/23/2000
This report focuses on the projected benefits of the forty-one programs currently supported through the Office of Transportation Technologies (OTT) under EE/RE. For analytical purposes, these various benefits are subdivided in terms of Planning Units which are related to the OTT program structure. The scope of this report encompasses light vehicles including passenger automobiles and class 1 & 2 (light) trucks, as well as class 3 through 8 (heavy) trucks. The range of light vehicle technologies investigated include electric, hybrid electric, fuel cell, advanced diesel, natural gas fueled, and stratified charge direct-injection. A future distribution of light vehicle sizes, applications, and performance levels is calculated based on current vehicle stocks and trends, and consumer preferences. The heavy vehicle technologies investigated include hybrid, natural gas-fueled and advanced diesel. The effects of advanced materials technologies across all vehicle types are also analyzed.
Authors: Patterson, P.; Maples, J.;Moore, J.; Birky, A.
Notes: This report is available in PDF format on the Office of Transportation Technology's Web site http://www.ott.doe.gov/facts/publications/QM2001.pdf
Limited Progress in Acquiring Alternative Fuel Vehicles and Reaching Fuel Goals
2/1/2000
with the first deadline approaching for EPAct's petroleum replacement goals the GAO was asked to review progress towards achieving EPACT goals. gao was asked to determine the progress made in acquiring alternative fuel vehicles and using altnerative fuels to meeting the act's fuel replacement goals. Also, GAO determined the impediments to using alternative fuel vehicles and the measures that can be taken to address those impediments in order to reach the act's replacement goals.
Development of a Direct Injected Natural Gas Engine System for Heavy-duty Vehicles. Final Report Phase I
2/1/2000
The report summarizes the results of the first year Phase 1 of this contract. Phase 1 focused on developing a 4-stroke cycle, DI single fuel alternative fuel technology that will duplicate or exceed diesel power density and thermal efficiency, while having exhaust emissions equal to or less than the diesel. Although the work is currently on a 3500 Series DING engine, the work is viewed as 'basic technology' development that can be applied to any engine. Phase 1 concentrated on DING engine component durability, exhaust emissions, and fuel handling system durability. Task 1 focused on identifying primary areas (e.g. ignition assist and gas injector systems) for future durability testing. In Task 2, eight mode-cycle-averaged NOx emissions were reduced from 11.8 gm/hp-hr to 2.5 gm/hp-hr on a 3501 DING engine. In Task 3, a state-of-the-art fuel handling system was identified. Please note that this report was written in February 1997, but published April 2000.
Authors: Cox, FB;Del Vecchio,WJ;Hays, WJ;Hiltner, JD;Nagaraj, R;Emmer,
Development of the Next Generation Medium-Duty Natural Gas Engine Final Report
2/1/2000
This report summarizes the work done under this subcontract in the areas of System Design, System Fabrication and Experimental program. The report contains the details of the engine development process for achieving throttleless stratified charge spark ignition (SI) Program. Engine test results showing the potential of the direct-injection stratified charge combustion strategy for increasing par-load engine efficiency on a John Deere 8.1-liter natural gas engine are also included in this report. In addition, steady state and step transient engine data are presented that quantify the performance of a variable geometry turbocharger (VTG) as well as modified waste-gated turbocharger on the engine. The benefits of the technologies investigated during this project will be realized in the form of increased drive-cycle efficiency to diesel-like levels, while retaining the low emissions characteristics of a lean-burn gas engine.
Authors: Podnar, D.J.; Kubesh, J.T.
Development of a Direct Injected Natural Gas Engine System for Heavy-duty Vehicles. Final Report Phase II
2/1/2000
The report summarizes the results of Phase 2 of this contract. Four tasks were completed under this phase. 1. Developed a computational fluid dynamics model of a 3500 direct injected natural gas (DING) engine gas injection/combustion system. 2. Designed and procured the components for a 3126 DING engine (300 hp) and finished assembling it. 3. Developed a decision and Risk Analysis model to compare DING engine technology with various other engine technologies in a number of commercial applications. 4. MVE, Inc. completed a preliminary design concept study that examines the major design issues involved in making a reliable and durable 3000 psi LNG pump. Plans for the next phase of this program have been put on indefinite hold. Caterpillar has decided not to fund further DING work at this time due to limited current market potential for the DING engine.
Authors: Cox, FB;Del Vecchio,WJ;Hays, WJ;Hiltner, JD;Nagaraj, R;Emmer, C
Mack LNG Vehicle Development
1/1/2000
The goal of this project was to install a production-ready state-of-the-art engine control system on the Mack E7G natural gas engine to improve efficiency and lower exhaust emissions. In addition, the power rating was increased from 300 brake horsepower (bhp) to 325 bhp. The emissions targets were oxides of nitrogen plus nonmethane hydrocarbons of less than 2.5 g/bhp-hr and particulate matter of less than 0.05 g/bhp-hr on 99 percent methane. Vehicle durability and field testing were also conducted. Further development of this engine should include efficiency improvements and oxides of nitrogen reductions.
Demonstration of Caterpillar C-10 Dual-Fuel Engines in MCI 102DL3 Commuter Buses
1/1/2000
The purpose of this program was to demonstrate the Caterpillar C-10 Dual-Fuel Natural Gas (DFNG) engine in an over-the-road bus application. Three new Motor Coach Industries (MCI) 102DL3 buses, equipped with Caterpillar C-10 DFNG engines, and one bus, equipped with a Caterpillar C-10 diesel engine, were operated side by side on similar fixed-route revenue service for a 12-month demonstration period (February 1998 to January 1999). The buses were used as part of the Clean Air Express Commuter Bus Program in Santa Barbara County, California. The performance and reliability of the DFNG engines were similar to that of the diesel engine, but the emissions results were mixed.