International Truck and Engine First Company to Enter Hybrid Commercial Truck Production

International Truck and Engine Corporation, a Navistar company (OTC: NAVZ), announced that it is the first company to enter line production of hybrid commercial trucks, the International(R) DuraStar(TM) Hybrid, a diesel hybrid electric medium-duty truck that provides customers with improved fuel efficiency and reduced engine emissions.

The International DuraStar Hybrid diesel hybrid electric truck has the proven capability to provide dramatic fuel savings from 30-40 percent on a standard in-city pickup and delivery applications. The fuel efficiency can increase to more than 60 percent in utility-type applications when the engine can be shut off, but electric power still operates the vehicle. Diesel emissions are completely eliminated when the hybrid truck operates equipment (like overhead utility booms) solely on the truck's battery power, instead of allowing the engine to idle.

In 2006, International built and delivered 24 developmental hybrid units to 14 major utility companies across North America with overwhelmingly positive results.

“These units are now successfully operating giving us confidence in the quality and reliability of our new hybrid electric product,” said Jim Williams, Director of Sales & Distribution, New Products, International Truck and Engine.

The key challenge facing the trucking industry is the high initial cost to bring the hybrid technology to market. As International builds scale, hybrid truck prices are expected to decrease dramatically, similar to price reduction in computer technology and home electronics equipment over the years. Many customers have also been working to secure government funding to help offset the cost of the new technology. The Energy Policy Act of 2005 can provide tax credits of up to $12,000 per unit.

In addition to production of the International DuraStar diesel hybrid, Navistar's contributions to advanced diesel-hybrid technology include:

-- IC Corporation, the nation's largest school bus and commercial bus manufacturer and a whole-owned affiliate of Navistar, recently announced it is the first and only bus manufacturer to begin production hybrid school buses in partnership with Enova Systems. The buses improve fuel efficiency by 70-100 percent while reducing emissions by up to 90 percent.

-- Scheduled delivery of the nation's first 19 plug-in hybrid school buses from IC Corporation to 11 states under the efforts of Advanced Energy, a non-profit consortium of school districts, state energy agencies and student transportation providers.

-- IC Corporation's announcement in October 2006 that it is launching a new line of diesel-electric hybrid commercial buses that use the Enova system.

-- Navistar's partnership with the U.S. Environmental Protection Agency (EPA), the U.S. Army, UPS and Eaton Corporation to develop the first-ever series diesel hydraulic hybrid urban delivery vehicle.

Specifications for the International Durastar diesel hybrid electric truck:

Axle Configurations	4x2
Wheelbase	152" to 254"
Front Axle	8,000 - 14,000 lb. Capacity
Rear Axle	12,200 - 23,000 lb. Capacity
Engine	International DT 225 HP @ 560 225 HP @ 620
Transmission	Eaton Fuller Hybrid Drive 6-speed Automated Manual with or without ePTO
Cab	Conventional Cab Extended Cab
Fuel Tank	50 gallon Steel of Non-Polished Aluminum, Right Side Mounted Only 70 gallon Steel or Non-Polished Aluminum, Right Side Mounted Only
Electrical System	Alternators Leece-Neville - 145 Amp Alternators Delco-Remy America 145 Amp Alternators Battery Systems 2 or 3 12-volt Battery Hybrid - 340 Volt Lithium Ion Battery (Nominal) Headlights Long Life Halogen Body Circuit Switches 6 or 12 switches in Instrument Panel, 20 Amps Per Channel, 80 Amps Max Output
Exhaust System	Horizontal, Aftertreatment Device, Frame Mounted Right Side Back of Cab, Includes Horizontal Tail pipe.
Steering	TRW, Sheppard
Brakes	Air

Comments

[Danzig]

When I read press releases like this one, I sigh. So much money squandered on cobbled-together technologies with obscene costs, modest results, and no chance of surviving as “the long term answer”.

I have been following a similar story for more than a year. A comparable technology is being used to make school buses, which are being tested in a few local government jurisdictions. If you want some insight regarding this madness, read the minutes of the monthly meetings held by the people who are actually trying to evaluate these buses in real-world conditions. Manatee County, Florida, was the first. Meeting minutes from August, 2006 through September, 2007 are online.

http://www.advancedenergy.org/corporate/initiatives/heb/phases.php

One of the manufacturer’s claims for these buses was that fuel mileage would be improved by 70 to 100 percent. So far, actual numbers are less than half that. And, in the end, these are still diesel buses that pollute in the way diesels do. A bit less than the diesel-only model, yes. But the improvement is minor.

In the meantime, there are tens of thousands of compressed natural gas (CNG) trucks and buses in service all over the world. Why? (1) They work. (2) They are available NOW. (3) They pollute far less than their gasoline-powered competitors. (4) The fuel they use is produced in America, eliminating the oil availability issues. (5) They are relatively simple to operate and maintain. (6) Fuel cost savings are substantial. (7) And here is the big one: They are affordable!

On a recent trip to New York, my cabbie informed me that the Crown Vic we were riding in was CNG-powered. He said he was saving about 40% on fuel costs, compared to gasoline powered Crown Vics.

If your local school board decides to demonstrate their environmental concerns by signing on to the diesel-hybrid bus program, vote in some new board members. Let the private sector experiment with these money-down-the-rat-hole technologies; local governments should be looking for better and cheaper ways to serve their citizens.

[Harvey D]

Danzig:

What could you expect from CNG/LNG Hybrid delivery trucks and buses? Would using both technologies be more positive. Would the savings be worthwhile, considering pollution and GHG reductions?

[bigTom]

Danzig:
One thing we have to recognize about NG, its production is well past peak on the N American continent. Since it is not very transportable (LNG is inefficient, and has a terrible time getting approval of terminals), the situation on the continent not worldwide is appropriate. We will be consuming a decreasing amount of NG as time goes by. Any plans for infrastructure that depends upon NG should consider that fact.

[Danzig]

I am not suggesting a change in infrastructure to accommodate the mass consumption of CNG in vehicles. But I am suggesting that virtually every fleet operator in America (that would include ALL government jurisdictions)could make that switch virtually overnight. T. Boone Pickens knows that, and the success of his recent startup company, CleanEnergy, demonstrates it. No LNG from foreign sources is needed.

I AM suggesting that bolting an electric motor behind the transmission of a diesel truck or bus and adding a complex computer to attempt to make the two engines find some sort of harmony under all conditions is an idea that will gain no traction. The complexity and expense of that technology will doom it.

[bigTom]

If indeed the modifications are as crude as "bolting an electric motor..." you are probably correct about the outcome of this experiment. Significant participation by a major truck manufacurer is required. Overall I think it is the right way to go, but it requires some serious engineering to make it successful. LNG/CNG may be a local stopgap measure. In markets with good longterm NG supplies it may also be a good longterm solution as well. It is of course possible that long term methane from biological sources might be a better solution than ethanol, and that would change the picture should it occur. I'm a big supporter of PHEV, which should include trucks/buses as well as cars. Amazingly the rail sector has been largely hybrid diesel/electric powered for over a half a century.

[donb]

bigTom said:
Amazingly the rail sector has been largely hybrid diesel/electric powered for over a half a century.

Diesel-electric locomotives are not really hybrids like hybrid cars. They use electric motors at the wheels, powered by the generator, which in turn is powered by the diesel engine. The motor and generator act as continuously variable transmission between the diesel engine and the wheels. Other than a starter battery for the diesel engine and compressed air for the brakes, there is no energy storage. The wheel motors can be made to act as generators to aid braking, but the power goes into large resistors and is simply lost as heat.

On the other hand, adding a large energy storage battery and appropriate electronics could indeed make a hybrid locomotive. The rest of the hardware is already there.

[bigTom]

donb:
Thanks for the very clear response.

[DM]

The US has the highest natural gas prices in the world already. There are countless industrial processes which can only be done with NG. We don't need to use this source of energy on cars or trucks.

We will always need some form of liquid fuel. Biodiesel has to be pursued with more interest by the US. We spend around $900,000,000 every day on oil imports. The DOE budget for the year on renewable energy of all types is only slightly more than that.

[eric]

There are companies out there that already have a true hybrid diesel switching locomotive.

http://www.railpower.com/products_gg.html

As best I can tell, they don't use any form of regenerative braking.

[Harvey D]

Danzig: NG Hybrid city buses, taxis, delivery + garbage trucks could reduce air pollution, noise and GHG in our large cities while reducing oil consumption.

Who would be against that?

[Danzig]

Harvey D: "DM", a recent poster to this thread, is apparently against that. But, the list, I suspect, is quite short. Your idea for hybrid CNG trucks takes the process one step further than the existing NG-only vehicles. I don't know of anyone who is contemplating NG/Hybrid vehicles at this time, but as you suggest it would be a cleaner option than Diesel/Hybrid. Ultimately (15-20 years, perhaps) I think pure EV's will win the battle. Battery/capacitor technology is likely to advance far beyond anything we can imagine in our puny little 2007 minds.

[Jon]

The potential benefits from hybrid in-city pickup and delivery vehicles is tremendous. Keep in mind the amount of time these vehicles spend idling, just adding auto-start/stop technology brings in a huge emissions benefit. As a first foray this truck looks pretty good to me.

As another post pointed out Diesel/Electric trains have no battery storage and hence aren't really what most here would call hybrids. Battery storage doesn't really make sense in a locomotive application because the energy needs is so constant. Pure electric would be more practical. I suppose you could do some kind of super-capacitor type storage to help get the train up to operating speed but I doubt that'd be very beneficial.

[Mehul]

this truck how many km cover after full charging a battery?

[Truck Bed Covers]

I've never heard of a hybrid commercial truck until I read this blog. I think this is a move in the right direction to develop new technologies which will conserve energy.

[run your car on water]

this would save all the trucking companies alot of money.

[debt reduction]

it would save them a lot

[HCT]

Very informative and fresh. I always like to learn how to deal with my heavy equipment as well. Good job!

[truck rental]

It maybe complicated and expensive, but certainly this is an important cause.
Slowly but carefully, it is a must have issue to promote the all transport means to environmental-friendly methods. We just need the will!
Of course, Trucks to begin with is very nice, well done.

[tractor rentals]

We will be consuming a decreasing amount of NG as time goes by. Any plans for infrastructure that depends upon NG should consider that fact.

James Ferris

[bucket trucks]

this truck sounds great. its great that they are trying to save the environment.

[bucket trucks]

I think that all trucking companies are going to have to turn to hybrid vehicles if they want to survive in the industry anymore. We need to more more conscience of the earth

[phoenix self storage]

It's a good investment actually. Hybrid are overwhelming.

[CGS Motorsports]

The cost of this research was still useful as it was atleast improved a bit, rather than nothing at all. You can't expect to achieve 100% perfection in a research as it also has limits. A certain improvement can lead to another one. It's nice that it was innovated and was put to good use.