Idling truck engines: a no-win situation

Diesel Progress North American Edition, July, 2004 by Jim Winsor

Idling diesel truck and bus engines are in the limelight these days and rightfully so. With the high cost of diesel fuel, you would think economics would be a sufficient incentive to shut down truck engines when they're not really needed. Well, such is not the case. The trucking industry is making some headway but not much.

When I started in this business over 40 years ago--and before that as a driver--there were real concerns about getting diesel truck engines started even in 40[degrees] temperatures. Many fleets simply told their drivers not to shut down until they reached their next terminals. I still vividly remember visiting the old Denver Chicago Trucking Co. in the early '60s in Denver. I drove by their huge terminal and shops about 11 p.m. one night and every tractor--over 100 of them--were idling in the yard. The next day, I asked why. Answer: In the winter months we keep them all idling. It's cheap insurance they'll be ready to roll regardless of temperature. I learned later this was S.O.P throughout their system ... even in Los Angeles.

Move now into the '70s and the first U.S. fuel shortage crisis. During a vacation trip in my little diesel VW Rabbit, I was aghast at all the idling trucks, day and night, in roadside rest areas, truck stops and diner parking lots. There were no temperature, issues nor was it sleeper time. Drivers I talked to for the most part were belligerent when I required. I was told to mind my own #&* business! The only thing I concluded, I think accurately, was that engine idling was macho--that no one parked wanted to be seen without the exhaust stack rain cap flapping up and down. Thousands of gallons of diesel furl were being wasted during a shortage all because of image and a "we've always done it this way" attitude. The one national exception then and now: UPS. You'll never see an idling truck or tractor without a driver in it. You can bet on it.

Now jump to 2004. My morning routine is to visit my local diner for eggs and coffee on my way to work, read the paper and chat with other diners. I studied dozens of trucks making their deliveries of bread, ice cream, beverages, etc. These ate locally-based vehicles--straight jobs, walk-ins, tractor trailers. My unscientific survey showed that 80% were idling for no apparent reason while drivers unloaded (not counting those with powered tailgates). About half were leased equipment, which raises the question of whether their leasing companies really worked on anti-idling policies. The drivers could have cared less.

So where does all this take us? For over-the-road rigs with sleepers, drivers want a cool (or warm) bunk to rest in. They also want a steady noise level like an idling engine to drown out nearby rigs or reefers starting and stopping. Those with big "hotel" loads (coffee pots, microwaves, VCRs, electric blankets, etc.), are rightfully concerned about running down batteries if they shut down. You still need charged batteries to kick over the engine.

The issue today is driver education and motivation to shut down whenever possible. Some fleets have been remark ably successful. The giant Schneider National fleet started installing diesel-fired bunk heaters last year. Those equipped are idling 18 to 25%--about half of the industry average.

There are still no economically viable systems for cooling. Plug-in power doesn't work because most tractors still aren't wired for 110/220 V like RVs are. The new IdleAire systems have been installed in about 16 locations with a goal of 250 by the end of 2005. Cost: $15,000 per truck stop and $1.25 per hour to the trucker.

On-board diesel-powered generators are technically attractive but cost about $7000 a rig and can add upwards of 700 pounds, both unacceptable to fleet buyers.

A growing number of states now have anti-idling laws for trucks and buses. Some states have cold-weather exemptions. New Jersey even exempts idling trucks with sleepers because authorities feel drivers need quiet rest. Either way, the idling/no idling debate is very much a no-win situation. Enforcing no idling rules might work in cities (and at Winsor's diner) but for sleeper cab tractors, we have a long way to go.

STREET SMARTS IS A MONTHLY COLUMN DEVOTED TO THE ON-HIGHWAY ENGINE MARKET. JIM WINSOR IS EXECUTIVE EDITOR OF HEAVY DUTY TRUCKING AND DIRECTOR OF MARKETING FOR NEWPORT COMMUNICATIONS.