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Similar to Wts2011 Ghg Management For Med Trucks
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Wts2011 Ghg Management For Med Trucks
- 1. Greenhouse Gas Management for Medium Duty Fleets: Strategies for reducing operating costs and emissions
- 4. + Consider advanced technology + Explore lower-carbon fuels Fuel Savings: 35% FedEx Hybrid Delivery Trucks
- 5. Spec for Efficiency + Deploy alternative power sources + Install Routing Software + Reduce Tare Weight DiGiorno hybrid truck with cold plate Fuel Savings: 1,400 gallons/ year
- 6. Spec for Efficiency + Install Automatic Engine Shutdown + Make Transmission Adjustments + Limit Vehicle Speeds Fuel Savings: 12% Staples modified TCU and added governor
- 7. + Inform about fuel-smart practices + Recognize driver Performance + Provide Meaningful Incentives Engage Drivers Fuel Savings: 8,000 gallons Poland Spring reduced idling time by working with drivers
- 9. edf.org/greenfleet GHG Calculator Best Practices Driver Training Materials Strategies for Trucks
- 10. Contact EDF Jason Mathers [email_address] 617.406.1806
Editor's Notes
- What is greenhouse gas management? Its treating emissions like you treat costs or maintenance: as a key characteristic that needs to be the focus of a process of continual improvement. Its brings the attention to the outcome that matters – less emissions; helps to guard against pursing a technology first strategy
- Having a good framework in place is key to achieving longterm emission reductions. The three core components we see as part of a greenhouse gas management framework are: Measuring emissions Projecting the impact of New Vehicle Choices Exploring In-use Opportunities What does this mean in practices? For Measuring: Best source of measurement comes from fuel consumption data. One gallon of diesel emits ~ 22lbs of co2. Can estimate other ghgs, no2, ch4, hfcs. Emissions data needed for objective KPIs For New Vehicles: Every buy-cycle offers a chance for improvement. Of course, the vehicle most be able to do the job. For your existing flee: Consider operational improvements, such as changes in service areas, delivery timing. Look for near-term, marginal improvements that can add up to significant reductions, i.e. idling reductions.
- Fuel economy benefits of moving down one class: To 3 fm 4: 24% To 4 fm 5: 8% To 5 fm 6: 13% To 6 fm 7: 9% Challenge assumptions. Avoid the common pitfalls of spec’ing the entire fleet based on a “greatest power demand” scenario, when such a scenario can be served with a few larger vehicles. Within the same GVW class, it may be possible to choose a more efficient engine that can do the job at hand.
- Benefits of Hybrids: Increase MPG 15%-35% Provide auxiliary power Funding can reduce payback to 2.5 years Different fuels emit different amounts of carbon. When exploring options, consider carbon content, energy content, and engine efficiency Lots of suppliers at this show can speak to the specifics of the fuel and technology options. Remember: fuels also have emissions associated with their production
- IN PRACTICE: Kraft Foods operates a large and diverse fleet, most of which needs to be temperature-controlled. For its frozen DiGiorno pizzas business unit, Kraft recently purchased an International Durastar diesel-electric hybrid delivery truck equipped with a RouteMax refrigerated body. The unit also includes a cold plate refrigeration system. The hybrid system nearly doubles the amount of time that the cold plate provides cooling. The system is expected to save as much as 1,400 gallons of fuel per year compared with a traditional diesel-powered refrigerated blower unit. On tare weight: 1000 lb reduction Class 4 = 5.6% 5 = 4.7% 6 = 3.9% 7 = 2.8%
- When possible, reprogram the automatic transmission control unit so that trucks up-shift at lower speeds. On single-unit trucks, Staples modified the TCU to reduce the speed threshold for shifting into higher gears Coupled with speed governing, Staples achieved a fleet wide increase in fuel economy of 12-16%. Approximately 7 % of all fuel used by single-unit trucks is associated with idling engines Truck power requirements tend to increase in an exponentially above 40 mph. If time, another story: IN PRACTICE: PoolCorp adjusted the Engine Control Unit (ECU) settings of their trucks, which limited the top speed of the trucks to 70 mph, and engine idle intervals were set at a maximum of five minutes. On the trucks where the adjustment was completed, PoolCorp has seen a 4% improvement in fuel economy.
- IN PRACTICE: Early in 2008, Poland Spring decided to focus on reducing idling time. Through an existing onboard computing system, they knew their fleet was idling for as much as 1,400 hours per month during the winter months. Chris McKenna, the fleet manager at Poland Spring, decided to openly rank drivers to pinpoint those that were idling the most. “All we did was talk to them about it, and put a list up in the break room,” McKenna told us. “Human nature—no one wants to be at the bottom of the list.” To sweeten the deal, the ten drivers who had the lowest idling time got a gift card for fuel they could use in their own cars. The results were dramatic. Year over year, idling time dropped from 1,400 hours in February 2007 to 1,000 hours in February 2008 to just 380 hours in February 2009. Cutting idling time has reduced the fleet’s fuel consumption by 8,000 gallons and greenhouse gas emissions by about 77 tons per year. Depending on fuel costs, cutting idling time has saved the company thousands of dollars a year—roughly $20,000 during 2008, for example. “We didn’t have to come up with elaborate rules,” McKenna says. “We just made suggestions and asked them to use their own best judgment.”
- An emission reduction goal can provide structure for a fleet ‘greening’ effort and keep the focus on the ultimate desired outcome: lower greenhouse gas emissions Goals are important for creating a long-term focus and vision. EDF believes so strongly in the value of goals that we partnered with Donlen to set one for the industry: reduce ghg emissions 20% by the end of 2016. We think that this is in reach for many companies given increasing efficiencies in new vehicles and other solutions. We invite you to join us in this effort through the website fleets for change dot com
- The first step to developing a greener fleet is to understand your fleet’s current greenhouse gas emissions. “What gets measured gets managed” holds true for emissions as well. Simple calculations allow you to track greenhouse gas emissions based on fuel consumption. Create a baseline—Establish a greenhouse gas baseline for your fleet by collecting fuel consumption data. If available, we suggest reviewing data from the past few years to identify any unusual trends in fuel consumption and therefore, emissions. Since each gallon of gasoline you burn releases approximately 19.4 pounds of carbon dioxide (CO2), you can use fuel consumption data to generate the greenhouse gas baseline for your fleet—the starting point from which to measure future reductions in fuel consumption and emissions. Carbon dioxide accounts for about 95% of a typical vehicles greenhouse gas footprint. Other greenhouse gas from vehicles include methane (CH4) and nitrous oxide (N2O), as well as non-combustion releases of air conditioning refrigerants (HCFCs). Under normal operating circumstances, these gases make up a few percentages of a passenger vehicle fleet's emissions. Managers can approximate these emissions by assuming that they equate to 5.7%of CO2. Thus, they can calculate total emissions by using the following equation: {Total CO2 X 1.057 = Total Emissions}. The links below can useful information for measuring emissions, including carbon dioxide coefficents. U.S. Environmental Protection Agency, Direct Emissions from Mobile Combustion Sources http://www.epa.gov/stateply/documents/resources/mobilesource_guidance.pdf The Climate Registry: General Reporting Protocol http://www.theclimateregistry.org/protocols.html To estimate fuel use based on mileage data, use the US EPA MPG Ratings http://www.fueleconomy.gov/ .