Volvo Trucks North America launches its green crusade on the Web. By clicking on the “VTNA and the environment” tab in www.volvotrucks.us.com, users can see Volvo’s commitment to the environment and also highlights its 2010 blank diesel solution. The main points are Volvo’s facilities, operations and products and how they “embody their basic price of environmental coverage and what it means for customers, workers and society,” the corporation said.
The site highlights how SCR works with the company’s other technologies to provide a fuel-efficient technique to reduce emissions. Other vital sections of the come with Volvo trucks, parts and features, facilities and trucks in the company. There is also a podcast that explains SCR technology.
An interactive emission calculator will let visitors know how many pollutants are being removed through the emissions technologies Volvo uses lately, and how many more will be eliminated when Volvo trucks supply the SCR input service in 2010.
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Industry experts share the results from the 2019 Run On Less Regional event and how electrification and hydrogen fuel cell technology can enter the regional haul market.
In June, the North American Cargo Efficiency Council (NACFE) published the effects of the Run on Less Regional 2019 occasion: a three-week assessment that followed 10 drivers from other fleets across the country to document the regional movements of each vehicle. The goal? The kilometers traveled, fuel consumed, collection and delivery, replenishment in altitude and speed of the vehicle, among others. The August 6 Act News webinar, “Keeping It Real: Regional Transport, Zero Emissions, and Heavy-Duty Tractors,” shared more information on what is needed to adopt mobile electric fuel and hydrogen fuel technologies for regional transport applications.
One of the biggest discoveries reported through FleetOwner in June is that “truck models complemented with the right device can increase the regional shipping average from 6 mpg to 8.3 mpg”, with an average of 435 miles per day.
During the webinar, Mike Roeth, NACFE’s ceo and regular FleetOwner contributor, spoke about regional transportation expansion.
“The expansion of regional transport is smart,” Roeth said. “The explanation for why we say he’s smart is because he’ll attract more drivers. Of the 10 drivers, 4 out of 10 probably wouldn’t drive a truck if they were traveling the country. Secondly, it’s thanks to the base return options.”
The 2019 effects of the NACFE race on fewer REGIONS were also observed for regional transport:
Photo: NACFE
NACFE reported that regional shipping drivers who participated in the exam followed a variety of regional shipping routes, adding A-B-A, which refers daily to the same round-trip routes; hub-and-speak refers to another round trip destination on both day and both; and A-B-C-D-A itineraries that included several daily itineraries.
The 800,000 trucks in the regional transportation market, which NACFE defines as Class 7 and 8 tractors operating within three hundred miles of an original base, consume 8 billion gallons of diesel consistent with the year with an average fuel consumption rate of 6.0 mi/gal. .
“These 10 trucks have an average of 8.3 mpg. Nine diesel trucks had an average of 8.7, a compressed herb fuel truck (CNG) did less than that,” Roeth said. “If it were operated like those 10 trucks, the regional transport market would burn about 5.5 billion gallons of diesel.”
“With all those opportunities with electric fuel cells and hydrogen, who knows where we’re going to go and how fast, yet a lot of this diesel and oil-based fuel can disappear,” Roeth added.
Andrew Kotz, an advertising vehicle research engineer at the National Renewable Energy Laboratory (NREL) who helped analyze run on Less Regional data, a review at the ACT webinar on the importance of electrification in the regional transport market.
“I want to reiterate the importance of electrifying these cars,” Kotz said. “Regional and long-distance cars account for 1.1% of the U.S. vehicle population, but they account for 17% of fuel consumption, so electrification of one of those cars can have a massive effect on vehicle compatibility. But first, I want to find out the battery life, speed rate and infrastructure you want to achieve it”.
To experiment with this idea, Kotz presented a style to demonstrate what it would look like if a fuel tank was replaced by a battery.
A simplified style of what it would look like if a fuel tank were replaced by a battery. Photo: National Renewable Energy Laboratory
Assuming that 90% of the power reached the wheels, “we had to check other scenarios of battery life and charging speed to see what [a truck] would allow to complete a day of operation that we recorded.”
Using several road scenarios using A-B-A routes, Kotz decided that larger batteries are required to make registered trips if the load is alone in the truck depot, and that road load can allow for superior penetration of the electric tractor. However, Kotz showed that technological advances or operational adjustments are needed for full electrification.
Alan Mace, Market Manager at Ballard Power Systems (Ballard), the integration of mobile hydrogen fuel generation into the regional road transport market.
“If you need a full-service heavy truck that can carry payloads, manage routes and long distances without too many load and infrastructure issues, you really need a [hydrogen [fuel cell] truck,” Mace said at the ACT webinar.
Mace noted that a mobile fuel truck can refuel in 1 five minutes at the 3 to five hour recharge time of an electric truck battery.
Photo: Ballard Power Systems
“We believe that as designs mature and vehicle integration improves, the mobile fuel truck will be able to carry full payloads over those long distances,” Mace added.
According to Data from Run on Less Regional, the energy needs of hydrogen fuel mobiles of two hundred to three hundred kW (270 to 400 hp) with batteries of approximately 20 to 30 kWh are necessary to meet the needs of the service cycle. Another key difference, according to Ballard’s assessments, is payload capabilities. Mobile fuel trucks have a payload capacity of 5,500 pounds less than a classic diesel truck, while electric battery trucks have a payload capacity of 17,350 pounds less than a diesel truck.
To see a more widespread adoption of mobile fuel technology, Mac suggests that you do the following:
The start of the integration of electric and fuel mobile trucks has already begun with Nikola’s partnership with Anheuser Busch, Daimler and Volvo’s joint venture and Hyundai’s $6.7 billion investment, among others. Ryder recently made electric workhorse trucks available, Volvo deployed its first VNR electric pilot truck and BYD delivered 3 battery electric buses to Transit Services.
Now is the time to make it regional.
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