## Early LNG adopters experience mixed results TORONTO, Ont. --Representatives from two ofCanada's most experienced liquefied natural gas (LNG) truck fleets opened up about their experiences withthe technology during a candid conversation at the first annual Natural Gas Vehicle
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October 1, 2013 by TruckNews
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TORONTO, Ont.

- Representatives from two ofCanada'smost experienced liquefied natural gas (LNG) truck fleets opened up abouttheir experiences with the technology during a candid conversation at the first annual Natural Gas Vehicle Infrastructure Canada conference here today. Both TrevorFridfinnson, senior vice-president with Bison Transport, and Yves Maurais, engineering manager with Robert Transport, were ref reshingly honest when discussing how well, or not, LNG trucks have worked for them. Robert currently runs 115 LNG Peterbilts and is two years into its project, while Bison deployed 15 LNG Petes early this year and is approaching its first million miles. Bison is running its LNG trucks in its long combination vehicle (LCV) fleet between Calgary and Edmonton. When the project was launched, the company envisioned a two-yearpayback. Fridfinnson now admits that won'thappen. "It's not going to be possible to hit that timeline," Fridfinnson said. "Where it ends up, I think that remains to be seen because we think there are further efficiencies that can be drawn out of this particular model, but suffice itto say, it is an extendedtimeframe."Bison normally runs tractors in its LCV fleet forjustfive years, which is why a quick payback was hoped for. However, fuel economy and maintenance costs have derailed those initial ambitions. Fridfinnson said Bison went into the project expecting a fuel economy degradation ofabout 10% when moving from diesel to natural gas. "Today we'retracking atjustaround 5 mpg onthe LNGtractors and around 6 mpg on our comparable diesels, so we have a difference there that's 17-18% as opposed to the 10% we were targeting," Fridfinnson said. He remains hopeful thatthe considerable gap can be cut in halfas the company familiarizes itselfwith the technology and realizes further efficiencies. One ofthe problems is that the LNG fuel tanks eat up a lot offrame rail space, requiring a longer wheelbase and larger trailer gap, which hampers fuel economy. Bison has added some tractor fairings in hopes ofaddressing that issue. Bison also has learned that its LNG tractors aren't getting the 550-mile range they had predicted. Instead, they are achieving about 450 miles. "For ourpurposes, it mostly works," Fridfinnson said ofthe range. "Butthere are times in less optimal operating conditions where we can run closerto the line than we wantto be." Maintenance costs have been another unpleasant surprise. Diesel-powered LCVtractors in Bison's fleet normally incur maintenance costs ofthree to four cents permile, Fridfinnson said. "These (LNG) trucks have had an inordinate amount ofissues," he admitted, noting their maintenance costs have run about sevento eight cents permile

- or double their diesel counterparts. The biggest issues have involved sensors, gauges and software related to the LNG fuel system. "I will say, those things have moderated overtime and I will give props to our supplierpartners for their attentiveness to make sure we're not outthere on our own trying to deal with these types ofthings," Fridfinnson said. Bison is still committed to the project, he added, but enthusiasm

- even among customersseems to have waned in the face ofso many disappointments. Fridfinnson said he's confident there are opportunities to improve fuel economy and reliability, but was non-committal about addingmore LNG trucks. "Certainly we've run into more obstacles than you ideally want to face in the initial rollout, but we remain strongly committed to the concept and to exercising it fully," he said. "Whether or not we expand it is yet to be determined. We're nine months in, so we still have room to do some fine-tuning."Robert Transport, which has been running its LNGtractors for two years, had a markedly better story to tell, though blazing the LNG trail hasn't beenwithout its challenges. Maurais said Robert was surprised by how much diesel the 15L Westport GX engine consumed. Because it's compression ignited, it requires diesel to initiate the combustion cycle. Robert expected the diesel consumption to be about 5% oftotal fuel consumed, but it has turned out to be closerto 10%, Maurais noted. One ofthe biggest issues Robert encountered was the additional weightthe LNGtanks contributed. The first ofits trucks were overweightby US standards onthe steer axle the first time they were fuelled up. A day cab with one LNGtank added 546 lbs compared to a diesel equivalent and a sleeper cab withtwo LNG tanks weighed 1,149 lbs more than a diesel. Another issue was thatthe in

-cab methane detectors sucked power, requiring additional batteries

- and more weight

- to be added to the vehicles. Notto be deterred, Robert has begun adding solarpanels to the rooffairings to powerthe methane detectors and air-conditioning systems. The tanks

- for diesel, natural gas and diesel exhaust fluid

- competed withAPUs for frame rail space, requiring a longer wheelbase and adding to the trailer gap. "Using sleepertrucks, it's very hard, almost impossible, to get the truck shorterthan a 220

-inch wheelbase, so it makes for a very long truck," Maurais said. Onthe plus side, Robert has substantially reduced its greenhouse gas emissions. Maurais said GHG has been slashed by 58% in LCV applications when compared to pulling two trailers with two diesel

-powered tractors. And unlike Bison, Robert is getting fuel economy that's nearly equal to its diesels. Maurais pointed outthatthe Westport GX uses the EPA07 generation Cummins ISX as its base engine. Therefore, comparisons should be made against the EPA07 engines

- notthe more fuelefficient 201Os. The GX engines in Robert's fleet are getting fuel economy equal to its trucks withthe EPA07 Cummins ISX15 diesels. "Thesetrucks have been in service now for 18 months to two years, so we're figuring outthat the break-inperiod ofthese engines is a lot longerthan a regular diesel engine," Maurais said. "It could be up to 200,000 kms before we get optimal fuel consumption." He believes the Westport GX engine can equal comparable diesels for fuel economy.

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