Alfred Tennyson wrote:We are not now that strength which in old days
Moved earth and heaven, that which we are, we are;
One equal temper of heroic hearts,
Made weak by time and fate, but strong in will
To strive, to seek, to find, and not to yield.
SeaGypsy wrote:Diesel LPG co-burn trucks are becoming very common, in Australia, only about 5 years after they started to appear. Back then dual fuel stations were rare, now standard. Despite abundant NG it has gotten nowhere as a transport fuel here, apparently due to risk averse agencies & abundant YouTube NG horror videos.
Alfred Tennyson wrote:We are not now that strength which in old days
Moved earth and heaven, that which we are, we are;
One equal temper of heroic hearts,
Made weak by time and fate, but strong in will
To strive, to seek, to find, and not to yield.
The ISL G 8.9 liter natural-gas engine made by CWI is installed in more trash trucks sold in the U.S. than any other engine, period. It's also a leading engine for transit buses, while the ISX12 G engine for heavy-duty applications is the primary natural-gas engine made for heavy trucking. Furthermore, this year, CWI is launching the ISB 6.7G, targeting the school bus and medium-duty market, and the ISL G Near-Zero, which will produce the lowest emissions of any combustion engine available.
What failure? In less than 10 years the US bus system went from less than a fifth of buses using alt fuels to nearly half. Alt fuels in buses are growing fast:pstarr wrote:This story says a lot about the failure of alternative fuel systems. And my record of questioning such techtopian distractions.
These alt-fuel programs (bio-fuel, H2 fuel cell, CNG, EV, etc. etc.) started in California mandated by our rightly-concerned liberal wealthy population. The programs were tried and failed for a diverse list of reasons. There is no fault in this. No blame. It just didn't work. We knew that when I came here in 2004. It was obvious when GM, Toyota, Honda, Ford, Nissan, and Chrysler destroyed their EV programs in 2006.
Public Transportation Industry Is a Green IndustryAPTA’s latest research shows that 46.9 percent of U.S. public transportation buses were using alternative fuels or hybrid technology as of January 1, 2015. This is in striking contrast to the 2.5 percent of automobiles using alternative-fuels in 2014 (the most recent year that data is available).
APTA statistics for 2015 show that 22.3 percent of U.S. public transit buses report using compressed natural gas (CNG), liquefied natural gas (LNG) and blends. Hybrid buses comprise 16.7 percent of U.S. transit buses, while biodiesel public transit buses account for 7.4 percent. Other alternative fuels, such as propane and hydrogen, account for 0.3 percent.
Which is more efficient for freight: Truck or train?Trucks can wreak havoc on our environment. According to the EPA, their greenhouse gas emissions are five times as much as other modes of freight transport. And freight trucks cause more and more damage to our roadways every year. Long-haul trains are three times more fuel efficient than trucks.
Ship It Green: Electrification of Delivery TrucksOur recent review of electrification options for trucks shows that urban delivery vehicles, like those Fedex and UPS trucks delivering your holiday packages, have the potential further reduce their emissions and oil consumption with the use of hybrid and battery electric technologies. Urban delivery trucks travel short, defined routes with lots of stop-and-go operation and are often parked at a central location when not in use. These attributes make them good candidates for hybridization as well as full electrification.
With well established routes, delivery fleets know precisely how far a vehicle needs to travel during a shift and how long the vehicle is parked between shifts. A full battery electric truck with sufficient range and recharge time then becomes an option for fleets to consider. Hybrid delivery trucks can reduce gasoline or diesel consumption 25 to 35 percent , while fully electric trucks can eliminate it.
Stop-and-go driving provides more opportunities to capture some of the energy usually lost when stopping a vehicle. Both hybrids and full electric vehicles can store this energy in on-board batteries for later use, a technology known as regenerative braking. This also helps reduce wear on the trucks brakes, resulting in savings on brake replacement costs.
Hybrid heavy-duty trucks
Hybrid-electric powertrains are the most mature electric-drive truck technology presently on the road. Several truck manufacturers are now offering hybrid models, and thousands of hybrid systems are being used in applications ranging from public-transit and school buses to package- and beverage-delivery trucks.
Battery electric trucks
Fully electric trucks are a more recent available option and are seeing interest from delivery fleets and municipalities. The range of a present-day battery electric truck varies, depending on the load it carries and the capacity of its batteries, from about 50 to 100 miles per charge. Companies such as AT&T, Coca-Cola, Frito-Lay, and Staples have added electric delivery trucks to their fleets. Municipalities, including Chicago and New York City, are also taking an interest in electric trucks as well, seeing an opportunity to be leaders in adopting clean transportation technology, tackling urban air pollution, and creating local jobs.
pstarr wrote:Yes Starving, brilliant technology dependent on a different infrastructure that will never be built.
Alfred Tennyson wrote:We are not now that strength which in old days
Moved earth and heaven, that which we are, we are;
One equal temper of heroic hearts,
Made weak by time and fate, but strong in will
To strive, to seek, to find, and not to yield.
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