Update: November 10, 2010

fuel reduction and environmental mitigation. vary widely, no single technology addresses all idle situations; many companies will employ a variety of technologies and strategies throughout their fleet. The federal government organizations involved in this area should coordinate efforts so as to avoid duplicative projects. Navistar has recently completed a DOE-funded APU development project.
6-7 IDLE REDUCTION FINDING: The More Electric Truck program demonstrated an integrated system to reduce idling emissions and fuel consumption. The test program showed significant progress to achieve the objectives of goal 6 by demonstrating 1-2 percent estimated reduction in fuel use including significant truck idling reductions. According to DOE, this translates into an overall annual fuel savings for the U.S. fleet of 710 to 824 million gallons of diesel fuel (about $2 billion/year at $2.75/gallon).
RECOMMENDATION: Given the potential of this program to save fuel, the committee recommends that the 21CTP continue the R&D of the identified system components that will provide more improvements in idle reduction and parasitic losses related to engine components that are more efficient and provide better control of energy use.
The Partnership concurs with this recommendation.

Electrification of accessory loads is being pursued by the SuperTruck project teams. This task becomes even more relevant in light of the efforts by manufacturers to develop waste heat recovery (WHR) technologies. Availability of electricity consumers onboard will allow WHR devices to avoid the losses involved in converting electricity obtained from exhaust heat energy into mechanical energy.
6-8 IDLE REDUCTION FINDING: The work on fuel cell APU is being carried out by the DOD and a number of contractors are being supported. There is no evidence that goal 7 has been met at this time.
RECOMMENDATION: The DOE’s 21CTP should continue to monitor and interact with the DOD program. As DOD reaches its goals, DOE should explore with major truck operators the possibility of bringing appropriate fuel cell APU technologies into commercial use.
The Partnership concurs with this recommendation.

DOE will coordinate more closely with DOD to track progress in this area.
images/nec-160-1.png7-1 SAFETY FINDING: The program manager of the 21st Century Truck Partnership has little or no direct authority for heavy-duty truck safety projects because there is no budget in the program itself to support safety projects. The program manager will need to continue to work with DOT, because DOT has several initiatives with the goal of making improvements in heavy-duty truck safety. They range from driver education to accident avoidance technology. However, the committee was unable to determine whether the goals would be met as a result of these initiatives.
RECOMMENDATION: DOT should develop a complete and comprehensive list of current and planned heavy-duty truck safety projects and initiatives, and prioritize them in order of potential benefit in reducing heavy-duty truck-related fatalities. The list should provide quantitative projections of fatality reduction potential attributable to each project. The list should also be used to prioritize budget and resource allocation, in order to expedite heavy-duty truck safety progress.
The 21st Century Truck (21CT) Partnership agrees that a main factor to be used to determine research priorities in the safety area of the program is potential benefit in terms of fatality reduction. For DOT, improving safety is the Department’s No. 1 goal.

Specific to the 21CT program, potential safety benefit is a main factor used to determine safety focus areas. These areas include braking, rollover, vehicle position (safe following distance and in-lane tracking), visibility (driver vision enhancement), and tire safety. These areas were identified in 21CTP first safety white paper.
images/nec-160-1.png7-2 SAFETY FINDING: Programs are underway to develop and implement technologies and vehicle systems to support safety goals. Indeed, private industry, through internal research and commercial product development has produced commercially available systems for enhanced braking, roll stability, and lane departure warning. They are beginning to be used in the field. It is now important to determine to what extent these accident avoidance technologies will reduce the number of accidents and therefore fatalities and injuries.
RECOMMENDATION: DOT should continue programs in support of heavy-duty truck on-board safety systems, with emphasis on accident avoidance and with priority set by a comprehensive potential cost/benefit analysis (Recommendation 7-1). Particular emphasis should be placed on monitoring the accident experience of heavy-duty trucks, as these systems begin to be deployed in the field (for example, as electronic stability control systems begin to penetrate the fleet). It is the role of the manufacturers to develop safety systems for commercial application. DOT can play
The Partnership agrees with the recommendation. Within the priority areas identified for 21CT in the safety area, these steps are largely being implemented. However, similar to the above recommendation, as currently written, this recommendation is too broad and seems to be for DOT research as a whole. Again, it is not within the scope of the 21CT program to monitor and coordinate all DOT programs related to onboard safety systems.

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