Supplemental Projects

Plug-in Hybrid Electric Service Truck with Distributed Power: Prototype Vehicle Design, Build and Test

Large utilities operate fleets of several hundred diesel-powered service-or "trouble"-trucks to repair and maintain their transmission/distribution infrastructure. The primary feature of these trouble trucks is a bucket lift that operators use to inspect and service overhead lines and equipment. Trouble trucks are typically driven tens of thousands of miles per year, operate in densely populated neighborhoods, and are parked at the operator's home during on-call periods. Idling emissions from utility service vehicles are disruptive to residential areas and expose the operators to diesel exhaust for extended periods.

The primary goal of this project is to develop two hybrid truck platforms one with a diesel engine and one with a gasoline engine suitable for widespread utility use in service vehicles. This will require simultaneous execution of an advanced hybrid power-train development program alongside a chassis integration effort. The ultimate objective is to produce several hundred vehicles per year for our utility customers. Eaton Corporation's Hybrid Business Unit brings several years of research and development in the hybrid technology along with many years of integration of our systems into the field. The power-train design will utilize state-of-the-art production-ready components, focusing on near-term production of vehicles for fleet use. For more information contact Mark Duvall, mduvall@epri.com

Engine Idle Reduction in Class 8 Trucks, Using Shorepower, at the Port of Mobile, Alabama

Throughout the United States, heavy-duty trucks are used to transport products over long distances. This necessary transportation of products provides us with a wide variety of foods, products and materials, giving us many choices. Auxiliary systems on these heavy-duty trucks are driven by the engine or run off of batteries charged by the engine. Often, the auxiliary systems are needed even when the trucks are parked to allow the drivers to rest. The drivers will often leave the engine running to power the air conditioning or to provide heat. This need for climate control is the largest auxiliary load, followed by a microwave oven. Frequent use of auxiliary systems may be too much for the batteries, and may make it difficult to restart the truck after long rest periods.

At the Port, trucks waiting to enter the port typically idle as much as eight hours per trip while waiting to deliver their loads. EPA studies have shown that the idling emissions of a typical modern Class 8 truck are 144 grams NOx, 1-5 grams of particulates, and 8,224 grams of CO2 per hour. EPA measured fuel consumption at 0.82 gallons/hour, which can increase dramatically at higher idling speeds or with high accessory loads. Preliminary data from EPRI's current EPA funded idle reduction project shows that on-board idle reduction systems can eliminate up to 2,000 hours of idling time per year with an annual fuel savings of up to $4,000. CO2 emissions related to global warming can be reduced by as much as 16 metric tons per truck each year. There is a clear, significant environmental benefit to reducing truck engine idling at the Port of Alabama.

For more information contact Andra Rogers, arogers@epri.com

Truck Stop Electrification Committee Project Road Map

Several states have already adopted legislation to reduce the number of hours a truck idles. Although this is a recognized issue in many communities, it is most prevalent in large populated areas where the number of idling trucks is greatest. Many reports have been written on the effects that these emissions have on the health of the population located near truck stops, distribution warehouses and ports, where truck idling is prevalent.

There are two topics of importance to fleet and independent operators and governmental regulators, reducing fuel consumption and emissions. Both of these subjects are intertwined; if done properly both fuel consumption and emissions can be reduced, with the added benefit of lower maintenance costs as well.

The objective of this project is to develop a road map to determine and identify the necessary steps to create a safe and usable infrastructure to provide electric power to trucks and trailers allowing the driver to turn off all engines while parked to reduce engine idling. This idling reduction will result in improved air quality and reduced fuel consumption. The committee will implement this plan along with the industry stakeholders.

For more information contact Mark Duvall, mduvall@epri.com

Evaluating the Economics of Emissions Reductions at Ports: The Role of Electrification Technologies

In many coastal areas, port operations can contribute significantly to overall emissions inventories. In particular, port equipment such as terminal tractors, cranes, straddle carriers, container loaders/handlers, forklifts, etc., tend to operate on poor quality fuel and can emit large quantities of particulate matter (PM) and oxides of nitrogen (NOx) into the ambient environment. Such assertions have been validated in recent work by individual consulting firms at various ports nationwide.

In some regions of the country, alternatives are being sought that would reduce emissions from port equipment. These emissions reductions can be achieved by installing emissions control devices, employing alternate fuels, modifying equipment operation, or employing port equipment electrification. All approaches have benefits and costs that are a function of its application. The key question is: What strategies should a port take to meet emissions reduction targets at least cost with a set of available technology alternatives?

This project addresses the following questions:

1. Based on a port's equipment and emissions inventory, what is the least cost approach to achieving emissions reduction targets for PM, NOx, and other pollutants?
2. How does electrification of port equipment compare with other emissions reduction technologies, such as diesel particulate filters, diesel oxidation catalysts, lean NOx catalysts, low sulfur fuel, and other certified emissions reduction devices?
3. What do these results tell us about policies, incentives, or investment strategies that should be employed at ports in order to achieve these reductions?

For more information, contact Andra Rogers, arogers@epri.com

Environmental and Societal Benefits of Electrifying Transportation: Plug-in Hybrid Electric Vehicle Environmental Study (in conjunction with the National Resources Defense Council-NRDC)

EPRI researchers are working collaboratively with the Natural Resources Defense Council in a project examining the air quality and climate change impacts of plug-in hybrid vehicles (PHEVs). Researchers from Program 91 are partnering with those from Program 18, Electric Transportation, to quantify the impacts on 1) national CO2-emission rates and 2) ambient air quality in given geographical regions (initially California/Nevada and the Ohio River Valley regions) of expansion of plug-in hybrid electric transportation.

For the CO2-emission analysis, the project will:

• analyze PHEV technology from a broad environmental perspective;
• utilize current market data to establish the market for potential product offerings (including PHEVs with differing all-electric ranges) and potential market acceptance in order to establish market penetration scenarios;
• consider likelihood of commercialization and important commercialization drivers;
• consider different use patterns for drive cycles and charging;
• analyze energy savings potential; and
• provide national and regional environmental and grid impact assessments.

1. Air Quality Benefits: Evaluates potential improvements in air quality in regions where attainment of the National Ambient Air Quality Standards (NAAQS) for Ozone (O3) and Fine Particulate Matter (PM2.5) are most difficult—i.e. in urban non-attainment areas—in an efficient and cost-effective fashion.
2. Climate Change Benefits: Evaluates potential net reductions in CO2 emissions, thereby creating an opportunity for the generation of carbon offset credits.
3. Operational Benefits: Increases load demand during off-peak hours, thereby allowing for increased use of more efficient base-load generation units.
4. Strategic Benefits: Through the confluence of the potential air quality, climate change and operational benefits described above -- in addition to the overall increased demand of electricity -- informs the strategic planning of small and large electricity generation, transmission and distribution companies.
5. Energy Independence and Energy Conservation: Reduction in petroleum consumption leading to reduced dependence on imported oil and increased energy security. Overall net reduction in energy consumption through implementation of more efficient technologies for vehicle propulsion and more efficient use of electric generating units.

The growing interest in plug-in hybrid vehicles and the expected attention that will result from the operation of the PHEV Sprinter vans in the United States beginning in the first quarter of 2008 will continue to drive an interest in the emissions offsets that will result from transferring vehicle emissions to the power grid.

The objective of this analysis is to quantify the net resulting energy consumption and emissions — carbon dioxide (CO₂), carbon monoxide (CO), volatile organic compounds (VOC), nitrogen oxides (NOx), sulfur dioxide (SO₂), ammonia (NH₃), particulate matter (PM), and mercury (Hg)— from the expansion of electric transportation in a given geographical metropolitan region. As Electric Drive Vehicle (EDV) market penetration increases, petroleum fuels are displaced by grid electricity, changing the emissions signature and energy consumption patterns.

It is important for this analysis to incorporate present and future energy costs, varying levels of EDV market penetration, power plant technologies, and vehicle technologies. This analysis will consider expected technology roadmaps for both new electrical generation and electric-drive vehicle technologies. Scenarios will encompass different market penetration cases as well as energy costs and environmental requirements.

The timeframe for this analysis is divided into two cases—a near-term study from present day to 2020 and a long-term study from 2020 to 2050. The near-term analysis will focus directly on an internal or focused modeling of a distinct region or utility service territory. The long-term analysis will focus on projecting both regional and nationwide results out to 2050.

For more information contact Mark S. Duvall, mduvall@epri.com