Listed below are all documents and RMI.org site pages related to this topic.
Transportation - Trucks & Trucking 9 Items
Report or White Paper, 2011
This document provides RMI's methodology for the analysis of the transportation sector in Reinventing Fire.
Report or White Paper, 2010
This paper proposes a federal agency to increase heavy-duty vehicle efficiency as a means to reduce U.S. dependence on oil. The paper lays out the structure, costs, benefits, and results of the proposed agency.
Report or White Paper, 2009
The American trucking industry moves 60 percent of America’s goods using 3.5 million tractors and 5.3 million trailers. Yet despite their ubiquity, tractor-trailer designs have remained fundamentally unchanged for fifty years. Within the trucking industry, long-haul heavy-duty (Class 7 and 8) trucks offer particularly great efficiency potential. Despite accounting for less than half of the nation’s trucks, Class 7 and 8 trucks account for almost 80 percent of trucks’ fuel consumption. Their size, speed, and poor aerodynamics mean Class 7 and 8 trucks are laden with “low-hanging fruit” (cost-effective
efficiency and retrofitting opportunities). The complexity of the industry and its culture have been the primary barriers to realizing this efficiency. The industry has found efficiency improvements difficult to invest in, and when OEMs, fleets, and owner-operators have been able to, they’ve been reluctant because they don’t trust efficiency data (nor projected payback). Regulations have also discouraged the
greater use of high productivity vehicles and
diverted resources from efficiency. According to a recent analysis by Rocky Mountain Institute, the technology already exists to double trucking efficiency.
Report or White Paper, 2008
Feasible technological improvements in vehicle efﬁciency, combined with “long combination vehicles” (which raise productivity by connecting multiple trailers), can potentially raise the ton-mile efﬁciency of long-haul heavy tractor-trailers by a factor ~2.5 with respect to a baseline of 130 ton-miles/gal. Within existing technological and logistical constraints, these innovations (which do not include such further opportunities as hybrid-electric powertrains or auxiliary power units to displace idling) could thus cut the average fuel used to move each ton of freight by ~64 percent. This would annually save the current U.S. Class 8 ﬂeet about four billion gallons of diesel fuel and 45 million tonnes of carbon dioxide emissions. Further beneﬁts would include lower shipping costs, bigger proﬁts for trucking companies, fewer tractor-trailers on the road, and fewer fatal accidents involving them. Thus transformational, not incremental, redesign of tractors, trailers,
and (especially) both as in integrated system can broadly beneﬁt economic prosperity, public health, energy security, and environmental quality.
This presentation outlines practical ways that Class-8 truck fleets can realize significant fuel savings and increased profits through fuel efficiency. Focusing on components that save fuel and providing case studies that have capitalized on these opportunities, RMI's researchers demonstrate how a 25% fuel economy improvement is possible today using existing technologies that can be retrofitted onto almost any highway truck.
Report or White Paper, 2007
Fuel-efficiency devices such as retrofittable aerodynamic technologies, fuel-efficient tires, and auxiliary power units can effectively offset engine-efficiency losses resulting from the 2002 and 2007 Environment Canada and U.S. EPA emissions regulations, while reducing greenhouse-gas (GHG) emissions significantly. To identify which fuel-saving devices are most effective, consistent, clear involvement from government is critical. If the industry is to quickly and effectively improve its GHG emissions, government must play a leadership role, a technical role, and a financial role.
This report discusses how truck operators can reduce the fuel use and GHG emissions of their vehicles. Beginning with an explanation of end-use efficiency, we outline the major end-use opportunities on highway trucks and then discuss the financial and environmental benefits of the efficiencies. Estimates show that if the entire Canadian fleet of 294,000 Class-8 trucks were to adopt a full package of energy-efficiency technologies, Canadian truck owners and operators would save 4.1 billion litres of fuel and reduce emissions by 11,500,000 tonnes of GHG each year. This is equivalent to taking 64,000 Class-8 trucks off the road or taking 2.6 million cars off the road.
This letter was written as a follow up to the oral testimony by Amory Lovins to the Congressional Committee on Commerce, Science, and Transportation. The letter outlines measures that would have a significant effect on U.S. demand for conventional petroleum. Lovins' proposed measures would add up to between a 5% and 9% reduction in the U.S. demand for conventional crude oil, and do so with little or no interruption of our way or quality of life. Lovins' measures target consumption by eliminating gas and diesel use by changing policy to make vehicle trips more efficient. The recommendation letter also includes proposed measures to increase the supply of energy.
Book or Book Chapter, 2004
This independent, peer-reviewed synthesis for American business and military leaders charts a roadmap for getting the United States completely, attractively, and profitably off oil. Our strategy integrates four technological ways to displace oil: using oil twice as efficiently, then substituting biofuels, saved natural gas, and, optionally, hydrogen. This route for the transition beyond oil will expand customer choice and wealth, and will be led by business for profit.
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In this 2004 letter to the NHTSA, Amory Lovins challenges the agency's proposed policy about the Automobile Fuel Economy Standards Program. He argues that NHTSA's policy should be performance-based, not prescriptive; that the standards should be neutral as to vehicle mass, or favor the down-sized vehicles; if fuel-economy choices are desired to be decoupled from vehicle-size-class choices, then this is done by normalizing to size; and the standards should be technology-neutral or technology-forcing.