A major goal of the DOD is to reduce the logistical footprint of deployed forces, primarily though savings in fuel consumption.

   The 21CTP industrial partners and their suppliers need to work together to make idle reduction technologies an affordable and cost-effective part of their vehicles’ design, seamlessly integrating their choice of technologies into their products.

   Local, state, and regional air quality agencies have teamed up with the EPA and DOE’s Clean Cities coalitions to form regional collaboratives to address diesel engine emissions, with idling reduction as a major component of their efforts.

21CTP Engine Idle Reduction Goal 2. Expand the current educational programs for truck and bus owners and operators to implement enabling technologies and operational procedures to eliminate unnecessary idling.

The DOE has established or encouraged the following initiatives to educate stakeholders on the benefits of idle reduction and the opportunities to implement technologies and procedures to eliminate unnecessary idling:

   The EPA, through the SmartWay Transport Partnership, has sponsored numerous idle reduction outreach efforts and events, including technical papers, articles, and presentations.

   The DOE Clean Cities Program has sponsored outreach activities to educate Clean Cities’ coordinators and fleet managers about the benefits of idling reductions and the technologies available, through white papers, webcasts, and presentations at various professional meetings. The DOE has produced idle reduction fact sheets and other educational materials.

   Through the Clean Cities Program, the DOE has broadened its involvement in idling reduction to include light- and medium-duty vehicles in addition to heavy-duty vehicles.

   The “National Idling Reduction Network News” is a DOE-sponsored electronic newsletter whose primary distribution each month reaches almost 1,500 readers.

   The DOE has produced idling reduction fact sheets and other educational materials to make drivers and fleet owners aware of reasons not to idle.

   The following DOE and industry publications address idling reduction: Argonne National Laboratory’s Idling: Cruising the Fuel Inefficiency Expressway (ANL, 2009) and Cummins’ Idle Talk: How the Regulations Affect You (Cummins, 2008).

21CTP Engine Idle Reduction Goal 3. Investigate a mix of incentives and regulations to encourage trucks and buses to find other more fuel-efficient and environmentally friendly ways to provide for their power needs at rest.

The ARRA of 2009 has provided the following funding for idle-reduction-related projects (DOE, 2011):

   $65 million for the purchase and installation of idle reduction equipment for on-road diesel vehicles and educational outreach about the benefits of idling reduction (see Goal 2). This project includes APUs, fuel-operated heaters, battery-powered air conditioners, engine block heaters, and engine start-up/shutoff idle control systems and other emission reduction projects, such as engine re-powers (the replacement of an in-use, existing engine with a remanufactured engine or a new engine with lower emissions), replacements, or installation of diesel oxidation catalysts in cases where these projects were bundled with idling reduction projects. Examples of projects funded include the following:4—Installing 163 diesel-fired heaters in the city of Chicago fleets and 155 units in the city of Portland, Oregon, fleets;
—Augmenting state funding for the installation of 562 idle reduction technologies by the Wisconsin Department of Commerce program that competitively awards money for APUs to truckers;
—Providing funding in Nebraska to equip approximately 187 vehicles with EPA-verified idling reduction equipment;
—Adding fuel-fired heaters to school buses in Mississippi, Wisconsin, Minnesota, Michigan, Maryland, South Dakota, and North Dakota; and
—Retrofitting of 180 long-haul trucks with APUs by the Colorado Department of Public Health and Environment 5,6

   $32 million for truck stop electrification (TSE). The funds will provide for the purchase and installation of wayside single-system (no onboard equipment required) and dual-system EPS (DOE, 2011).
—A single-system EPS supplies all needed services through a duct inserted into the cab window. Single-system electrification requires no retrofit on the truck, and therefore minimal upfront cost by the user;
—A dual-system EPS is simply a plug at a parking spot that enables the trucker to tap into the electric power grid to power onboard electrical devices. Dual-system electrification involves installing some combination of an inverter/charger, electric engine block heater, electric fuel heater, and electric heating/cooling device for the cab and sleeper conditioning, and electric idle control on the truck.
Currently, the single system is more widespread.


4 21CTP response to committee questions from its March 31-April 1, 2011 meeting.

5 Glenn Keller, ANL, “Idle Reduction Accomplishments,” presentation to the committee, November 15, 2010, Washington, D.C.

6 Answers provided by Ken Howden, DOE Office of Vehicle Technologies, to committee question 20(a).

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