Clearing the air

Fleet Equipment, Mar 2007 by Gelinas, Tom

I live in the Midwest and like it so much that I also choose to vacation in the Midwest. I have eight (soon to be nine) grandchildren, all of whom also live in the Midwest. None of this is unique in any way, but it does help explain why I was pleased to have the opportunity to learn about the Midwest Clean Diesel Initiative as a result of an invitation from the Cummins Engine Co. I would really like my grandchildren to have the opportunity to grow up breathing dean air, and I learned that the Midwest Clean Diesel Initiative is working to reduce emissions that contribute to air pollution.

As we all know, new EPA regulations went into force in the beginning of this year, dramatically reducing exhaust emissions of new on-highway engines. But, diesels are very durable, and those put into use before the 2007 regulations went into effect may well be on the road 20, even 30, years from now. The initiative's primary focus is on reducing emissions from existing engines through programs that encourage the voluntary application of clean diesel technologies to these already-in-service engines.

Such technologies include any change to an engine system, above and beyond what is required by EPA regulations, that improves emissions performance - the installation of a catalytic converter, early engine replacement, the installation of idling control devices, etc.

A significant contribution to a cleaner environment is possible if the efforts of the initiative are successful. Of course, no one expects complete success, but even if a portion of the 3.3 million diesel engines in EPA's Midwest region take part in the program, significant air pollution could be eliminated. Roughly one third of the nation's freight moves through the area. Chicago is the world's thirdbusiest intermodal hub, surpassed only by Hong Kong and Singapore. The U.S.-Canadian border in the Detroit area is the busiest crossing in North America.

Is the effort worthwhile? To society - definitely. To individual operations - not too often. The good news is that some, unfortunately not all, operational changes and technology improvements can also decrease fuel consumption. For example, idling a big bore diesel will burn about a gallon of fuel per hour. Eliminate that idling, and the fuel dollars go directly to the fleet's bottom line. Even then, however, the payback is rarely immediate. It might well be necessary to replace engine idling with a heavy auxiliary power unit, and the best you can hope for is an 18-month payback for an APU through fuel savings. Reet managers can estimate the fuel savings associated with various efficiency technologies by using a calculator provided on the government's SmartWay Web site www.epa.gov/smartway/calculator/loancalc.htm.

However, such numbers quickly become insignificant when you consider the economic payback resulting to society as a whole to money spent on emission control. The EPA estimates that society saves $13 for every dollar spent to reduce controlled exhaust emissions. Sure, it's the EPA's number, and one that no one was able to explain when I asked, but even if if s off by 50 percent or more, if s likely that the payback is positive. But, I believe that, without some kind of financial incentive, the program will never achieve the quick results it could. Somehow, fleets need to share in the savings resulting to society. Members of Midwest Clean Diesel Initiative recognize this and are working on ways to provide the incentives through a number of financial programs. Let's hope they succeed.

In the meantime, I'd like to applaud the trucking industry leaders who are participating in the program: Cummins, Caterpillar, International Truck and Engine and the only commercial fleet, Styline Transportation. Many thanks for doing your part in providing cleaner air for my grandchildren!

By Tom Gelinas

Editorial Director