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Atl-Fuels in the Age of Cheap Oil

Is cheaper even the issue?

In 2016, it's far from simple to decide whether to switch from diesel to an alternative fuel or powertrain (electric or hybrid). It was easier to run the numbers and come to a conclusion one way or the other when the price of diesel fuel was on the rise and promising developments in alternative power technology were arriving one after another.

Not four years ago, predictions were made that natural gas alone would fuel up to 20% of new heavy-duty trucks by 2020. Now, though, thanks to everything from lower diesel prices to fleet concerns about natural-gas payback and fueling infrastructure costs, and a new push for electric zero-emissions vehicles, those predictions look to have been too optimistic.

The slide in the price of diesel fuel over the past two years has complicated the decision for many fleets. The question for them is not whether diesel prices will rise again, but how soon and how sharply. On the other hand, fleets that have invested heavily in natural gas vehicles and fueling infrastructure are unlikely to change horses quickly. And they tend to appreciate the price stability of natural-gas fuel vs. diesel's price volatility.

The upcoming federal greenhouse gas/fuel economy rules are something of a wild card looking further out. The final Phase 2 rules, released last month, will cover 2021 to 2027-model-year trucks and tractors and 2018-to-2027 MY trailers. New, stepped engine standards will require a 4% carbon dioxide (CO2) reduction from 2017 to 2027. And Phase 2 will also address natural gas vehicles and engines, including emissions from the crankcase and LNG boil-off, regarded as two of the largest sources of on-vehicle methane emissions.

The impact of new rules aside, lowering fuel spend has not been the only reason truck fleets have chosen to convert to alternatives. Some opt ...Read the rest of this story

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Commentary: Need for Speed?

Deborah Lockridge

It's a matter of physics.

That's what Mark Rosekind, administrator of the National Highway Traffic Safety Administration, said in announcing a proposal to mandate speed limiters in heavy trucks.

“Even small increases in speed have large effects on the force of impact,” Rosekind said in a statement “Setting the speed limit on heavy vehicles makes sense for safety and the environment.”

The proposal, announced Aug. 26 by NHTSA and the Federal Motor Carrier Safety Administration, doesn't call for a specific speed limit. Instead, it outlines the estimated benefits of 60, 65 and 68 mph and asks for comments on the wisdom of those speeds — or what other speeds commenters believe would be best.

The concept of speed limiters on heavy trucks is supported by safety advocacy groups and the American Trucking Associations, although the preferred details differ.

On the other hand, the Owner-Operator Independent Drivers Association has long argued against speed limiters, on the grounds that differentials in speed “increase interactions between vehicles, which increases the likelihood of crashes.”

In reality, many trucks on the road today are speed-limited by their fleet owners for both fuel-saving and safety benefits. In its proposal, the agencies cite a 2012 FMCSA study of 15,000 crashes that analyzed 20 such fleets. Trucks using speed limiters had a ratio of 1.6 crashes per 100 trucks per year, while those without had a ratio of 2.9.

Speed limiters are already a reality in other parts of the world, including Ontario and Quebec (105 kilometers per hour, or about 65 mph), Japan (90 kph/56mph), Australia (100 kph/62 mph, lower for road trains) and the European Union (100 kph/62 mph).

I've been on highways in Germany, where the trucks are speed-limited but in many rural areas of the autobahn there's no speed limit for cars. Plenty of opportunity for big speed differentials ...Read the rest of this story

Trailer Tire Retread Made for Regional and Long-Haul

Oliver Rubber Company launched the Orco HS Trailer, a trailer-position retread for regional and long-haul applications designed for cost efficiency.

The Orco HS Trailer makes use of Oliver's tread feature called VDI Plus. The Tread resists stone retention and other road debris and helps enforce any pull point schedule. The retread has a shallow tread depth of 11/32nds for cool running.

The Orco HS Trailer is available in four sizes: 205, 210, 220 and 230. All Oliver retreads carry a national warranty to 2/32nds of tread depth.

"The ORCO HS Trailer delivers a cost-efficient solution for single- and tandem-axle trailers in this new, modern Oliver product," said Adam Murphy, vice president of marketing for Michelin Americas Truck Tires. "It provides a winning combination of long, even wear and excellent wet traction for a variety of trailer applications."

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