ix truck manufacturers will offer

natural-gas-powered versions of

their medium- and heavy-duty 

trucks in 1996, according to the Gas

Research Institute (GRI).

The trucks will be the first fully

dedicated natural gas vehicles

(NGVs) offered in U.S. medium- and

heavy-duty markets by original

equipment manufacturers (OEMs).

Four manufacturers will design

trucks to operate on liquefied natural

gas (LNG), and one manufacturer

will design trucks to run on

compressed natural gas (CNG).

These manufacturers will join Volvo

GM Heavy Truck Corporation, which

has announced plans to manufacture

an NGV refuse hauler, the Xpeditor.

The refuse hauler will be available in

LNG and CNG versions.

“The availability of OEMproduced trucks is a significant 

development for GRI and the gas

industry, which has cofunded development of NGV engines,” said Dan

Kincaid, GRI principal product manager. “These new vehicles will give 

customers the natural gas products

that have been missing from our portfolio and will play a pivotal role in

boosting NGV industry efforts to

more aggressively target high-fuel-use

medium- and heavy-duty markets.

Vehicle manufacturers believe the

success of these trucks will depend

on definitive legislation, customer

demand, cost acceptance, and fueling

infrastructure.”

The Freightliner Custom Chassis

stepvan truck (MT-12FNG) has been

developed for the U.S. Postal

Service, which is scheduled to buy as

many as 500 trucks of this type during

Volume 4, Number 4

Six Manufacturers to Offer Natural-Gas-Powered

Trucks in 1996 by Mike Szeremet and Jayne Herring, Gas Research Institute

INSIDE THIS ISSUE

New Natural Gas Powered 

Trucks Available in 1996.....1

Truck Standards in 

the Works .............................3

Cummins Announces New

Natural Gas Engine ............3

LNG Pavilion to Travel

the Nation ...........................4

Weight Limits Challenge

LNG Adoption .....................4

S

Peterbilt 320 LNG-powered truck

Photo Courtesy of Peterbilt / PIX 03839
the next fiscal year. Freightliner and

Navistar discussed their NGV product plans at a recent meeting of the

Utility Fleet Managers Committee of

the American Gas Association and

the Edison Electric Institute. Committee members are responsible for

setting purchasing specifications and

for operating on- and off-highway

vehicles in many of the nation's

largest gas and electric utility fleets.

Under proposed changes to the

Energy Policy Act, companies that are

fuel providers can, starting in 1997,

substitute purchases of one or two

medium-duty alternative fuel vehicles

for several light-duty purchases.

“We are enthusiastic about working with these OEMs,” said Steve

Graning, chairman of the Utility

Fleet Managers Committee and fleet

manager at Minnegasco, a NorAm

Energy company. “In their meeting

with us, the manufacturers underscored their commitment to create an

ongoing dialogue with utility fleet

operators during this market-entry

stage. As utilities, we also have a

vested interest in working with manufacturers to promote the development and use of safe, reliable, and

cost-effective alternative fuel vehicles, not to mention the stake we

have as fuel providers in meeting

requirements of federal clean air

and energy security requirements

and initiatives.”

GRI manages a cooperative

research, development, and commercialization program for the mutual

benefit of the natural gas industry

and its customers. GRI works with

research organizations and manufacturers to develop gas technologies

and to transfer new products and

information to the marketplace.

2 Alternative Fuels In Trucking — Volume 4, Number 4

NEW NATURAL-GAS-POWERED TRUCKS OFFERED

Model

FL50 (class 5)

FL60 (class 6)

FL70 (class 7)

FL106, FLD112, FLD112SD, 

FLD120, FLD120SD (class 8)

Engines

Cummins L10G (280 and 300 

horsepower [hp]); B5.9G (150 

and 195 hp)

Detroit Diesel 50G (300 hp); 

60G (350 hp)

Fuel LNG

Model MT-12FNG (class 3)

Engines

Hercules 3.7 liter (130 hp)

Cummins B5.9G 

(150 and 195 hp)

Fuel CNG

Model T300 (class 7 prototype), T800 (class 8)

Engines Cummins B5.9G (195 hp) and L10

Fuel LNG

Model 4700 (classes 6 and 7)

Engines Navistar T444NG (210 hp)

Fuel LNG

Model 320 and 330

Engines Cummins L10G (280 and 300 hp) and B5.9G (195 hp)

Fuel LNG

Freightliner Custom Chassis Corporation, Gaffney, South Carolina

Kenworth Truck Company, Kirkland, Washington

Navistar International Transportation Corporation, Chicago, Illinois

Peterbilt, Denton, Texas

Freightliner Corporation, Portland, Oregon

Cummins B5.9G Natural Gas Engine

Photo Courtesy of Cummins Engine Co. / PIX 03840

Cummins L10G Natural Gas Engine

Photo Courtesy of Cummins Engine Co. / PIX 03841

The sidebar lists the manufacturers and their NGV trucks:
The ATA Foundation has spearheaded an effort to achieve a set of

industry-accepted operation and

maintenance safety standards for liquefied natural gas (LNG) heavy-duty

trucks. This effort began in 1994,

with the help of the Foundation's

Alternative Fuels Task Force, which

has motor carrier and trucking industry supplier participants. Because

of its energy density and dieselcompetitive cost, LNG is the most

promising alternative fuel for

heavy- and medium-duty trucks.

This effort began with an exhaustive failure modes and effects analysis

(FMEA), facilitated by Failure

Analysis Associates, one of the country's preeminent firms in engineering

analysis. The purpose of this FMEA

was to uncover all the ways an LNG

truck system might fail, to analyze the 

effects of failures and assess their

likelihood, and to determine ways to

prevent failures from occurring, warn

of impending failures, and lower

chances of their occurrences.

Participants in these deliberations

included technical specialists from

every major original equipment manufacturer (OEM), engine manufacturer,

cryogenic tank manufacturer, natural

gas fuel system supplier, LNG producer, and company whose fittings,

plumbing, and regulatory devices are

used in natural gas engines. The result

of this work was a draft FMEA containing detailed listings of hundreds

of possible occurrences. Each was

assigned a risk priority number from

which safety standards and recommended practices could be derived.

At the same time, an extensive

search was conducted on all regulations, standards, and industry practices to assure a rational basis for producing, maintaining, and operating

LNG trucks. This activity also served

to highlight any potential regulatory

or safety conflicts that might result

from powering a truck with LNG.

These two activities led to the

development of a list of industryaccepted standards intended to significantly reduce the risks identified in

the FMEA and to assure conformity

with the existing body of law and

regulation and with industryrecommended practice. Because of

the extensive participation in this

effort, OEMs are now confident they

can produce LNG-powered trucks at

their manufacturing facilities, and

some have begun that production.

Cummins Engine Company, Inc.,

has announced the next step in the

evolution of its natural gas engine

lineup, with the introduction of its

first 8.3-L natural gas engine. The

C8.3G features advanced electronic

controls, charge-air-cooling, and a

water-cooled, wastegated turbocharger. The C8.3G will join Cummins'

L10G and B5.9 natural gas engines.

The C8.3G will be introduced

initially with two ratings, both of

which deliver maximum power of

250 horsepower at the engine's rated

speed of 2400 revolutions per minute

(rpm). Peak torque will be 750 pound

feet (lb ft) at 1400 rpm for one rating,

and 660 lb ft at 1400 rpm for the

second. Both are applicable to bus

and on-highway truck markets. The

engine is compatible with compressed

natural gas (CNG) and liquefied

natural gas (LNG) fuel systems.

Alternative Fuels In Trucking — Volume 4, Number 4 3

ATA Foundation Works for LNG Truck Standards 

by Bill Peerenboom, Vice President, ATA Foundation

Cummins Announces New C8.3G 

Natural Gas Engine

Cummins C8.3G Natural Gas Engine

Photo Courtesy of Cummins Engine Co. / PIX 03842
4 Alternative Fuels In Trucking — Volume 4, Number 4

This new engine features a closedloop air/fuel ratio management system and other electronic controls that

monitor parameters affecting emissions. This control system is designed

to optimize engine performance for

emissions control and optimum

power.

The C8.3G is designed to meet

1996 California Air Resource Board

(CARB) emission standards, CARB's

low-emission vehicle (LEV) standards, and 1997 EPA emissions standards, without the use of an exhaust

catalyst. With the use of an oxidation

exhaust catalyst, the C8.3G will

also meet 1998 CARB ultra-lowemissions vehicle (ULEV) levels.

The catalyst reduces unburned

hydrocarbons, carbon monoxide,

and particulate emissions.

This spark-ignited six-cylinder

engine uses lean-burn technology to

provide cooler combustion temperatures, resulting in reduced levels of

oxides of nitrogen and increased

engine durability. The lean-burn

air/fuel mixture also results in more

complete conversion of fuel and a

greater percentage of the fuel's

potential energy being released as

work (an indicator known as 

“thermal efficiency”). The improved

lean-burn technology of the C8.3G

raises the engine's best thermal

efficiency point to 37%. Spark

plugs for the natural gas C8.3G

have been developed specifically

for lean-burn conditions and 

high-energy ignition requirements.

The C8.3G is equipped with an

engine-mounted electronic control

module (ECM) that controls the

air/fuel mixture and turbocharger

wastegate. The ECM also provides

information to the Cummins ignition

control module. In addition, a 

governor control module provides

these features:

• Throttle inhibitor (vehicle door

interlock)

• Power takeoff (fast idle)

• Fault detection

• Optional cruise control

• Optional road speed limiter.

The C8.3G will be available for

transit and school bus applications in

the first quarter of 1996, and for

truck applications in the third quarter

of 1996. Two of the C8.3G field test

engines for trucking applications are

in service with Con-Way Western

Express in the Los Angeles area. The

C8.3G will be manufactured at

Consolidated Diesel Company in

Rocky Mount, North Carolina.

Cummins designs, manufactures,

and markets natural gas engines, and

acknowledges the cooperation in the

development of natural gas engines

of the Gas Research Institute,

Columbia Gas of Ohio, Consolidated

Natural Gas Company, Gas

Technology Canada, New York Gas

Group, and Southern California Gas.

LNG Pavilion to Travel

the Nation*

In 1996, the LNG-powered transportation industry will be represented

at the nation's eight largest heavyduty transportation shows with a

400-square-foot pavilion exhibit

sponsored by 14 LNG companies.

The shows drew more than 70,000

heavy-duty transportation managers

last year.

"The pavilion will provide a

one-stop shop for transportation

executives to learn more about LNG

and the companies that support it,”

said Bob Nimocks, president of Zeus

Development Corporation and coordinator of the exhibit. “Sponsors

include suppliers of fuel, equipment,

and services, as well as gas industry

sponsors. We're also hopeful one or

more engine manufacturers will join

the effort.”

Panel displays of specific company

products and services, maps of LNG

fueling facilities, product samples,

and possibly a natural-gas-powered

heavy-duty engine will be featured

on the display. 

The pavilion was unveiled in Los

Angeles in January at the LNGPowered Heavy-Duty Transportation

Conference and Expo. It will then

travel to the National Association of

Fleet Administrator's Show in

Chicago and on to other shows and

expos throughout the year.

*Reprinted from LNG Express, December 1995, with

permission from Environmental Information Networks

Weight Limits Pose

Challenge to LNG

Adoption*

Because of highway weight limits

for heavy-duty vehicles, liquefied

natural gas (LNG) can be penalized

as a diesel fuel replacement because

of the added tank weight. Most states

today limit gross vehicle weights to

80,000 pounds. A typical LNG fuel

system's tanks with fuel weigh 700 to

800 pounds more than do conventional diesel fuel systems, according

to Steve Bartlett, director of technical

support for ALT-USA. This means

that the truck must carry 700 to 800

pounds less in payload, which

reduces the revenue per vehicle trip.
Alternative Fuels In Trucking — Volume 4, Number 4 5

At a rate of $8 per pound, the LNG

truck loses about $6,000, compared

to a diesel truck of the same design,

Bartlett explained.

In Australia, where heavy-duty

vehicles are also subjected to maximum gross mass and axle loading

limits, truckers can purchase excess

weight permits from state transportation authorities. These permits allow

them to exceed the nominal maximum mass by up to 10%.

For example, a bulk-haulage 

semitrailer used by Heggies Bulkhaul

Pty. Ltd., which would normally have

a maximum allowable gross vehicle

mass of 38 metric tons, could carry

up to 42.5 tons for a cost of $2,500

(1,800 U.S. dollars) per year. “It's

obviously worth paying the permit

fee to gain the extra payload capacity,”

said Joe Zingarelli of BHP

Engineering Pty. Ltd. He added that

the revenues from the sale of permits

compensates the state for increased

road damage caused by the high

axle loadings.

Ken Kelley, president of Jack B.

Kelley, which operates the largest

fleet of LNG-powered rigs traveling

the nation's highways, believes LNG

trucks should get a 4,000-pound

waiver on the weight limit to make

up the difference and to enable LNG

trucks to carry as much heavy cargo

as their diesel counterparts. Efforts

are already under way in California,

Arizona, Nevada, and Utah to seek a

4,000-pound waiver, Kelly said.

However, several advocacy groups

have said they will fight any such bill

that makes it to the U.S. Congress.

*Reprinted from LNG Express, December 1995, with

permission from Environmental Information Networks
Volume 4, Number 4

René Texeira, Editor

Pam Brown, Graphic Designer

Alternative Fuels in Trucking is published quarterly

by the National Renewable Energy Laboratory

(NREL), a U.S. Department of Energy (DOE) national laboratory. The newsletter is written by the

American Trucking Association Foundation’s

(ATAF’s) Trucking Research Institute.

The aim of Alternative Fuels in Trucking is to

inform fleet owners and operators, equipment suppliers, government officials, and other interested parties

about important developments in the use of alternative

fuels in heavy-duty trucks. Suggestions and comments

are welcome and may be directed to the National

Alternative Fuels Hotline at 1-800-423-1DOE. Views

expressed by guest authors are their own, and not

those of ATAF, DOE, or NREL.

NREL/TP-425-20654

Winter 1996

Printed with a renewable-source ink on paper

containing at least 50% wastepaper, including

20% postconsumer waste

UNITED S AT

FO SET

MA

ERICA

• DEPAR MT

EFOTNE

NERGY •

U.S. Department of Energy

Office of Energy Efficiency and Renewable Energy

Office of Transportation Technologies

How to Reach Us

•The AFDC World Wide Web

address is

http://www.afdc.doe.gov

•The Alternative Fuels in Trucking

newsletter is available on the

WWW at

http://www.afdc.doe.gov

/1/trknews It is available online 2 or 3 weeks before the

newsletter is mailed.

•To speak to a human being, call

the National Alternative Fuels

Hotline at 

(800) 423-1DOE.