Filed under: Commercial Buses, Evan Saxton-Williams, Hoglund Bus, IPTA, Iowa, Jason Anderson
The following is some pictures from the IPTA Show in Dubuque, IA on June 18. Our sales manager, Jason Anderson, and commercial bus salesman, Evan Saxton-Williams, were in attendance.
Regarding heat, our engineers have worked diligently to ensure that our engines optimally manage the heat of combustion. Our 2010 MaxxForce engines do this better than previous generations. EGR heat is not in the engine – it is in the EGR cooler. In fact, although we are flowing slightly more EGR we are also cooling that flow more so any additional heat is dealt with in the cooling system, which is larger. And, we have upgraded our EGR cooler construction and provided a unique, ultra-efficient coolant flow circuit.
As for soot, which is simply unburned fuel, our other technology advances take care of that. The high-pressure fuel system, twin turbos, piston bowl, and multiple injection events make a more efficient burn; therefore the opportunity to make soot is greatly reduced.
Without question, our MaxxForce Advanced EGR technology takes these things into account so that our current engine life is maintained. After all, if you had to worry about reduced engine life, we couldn’t really call it “advanced,” could we?
Once again, with our 2010 compliant MaxxForce Advanced EGR engines maintaining their current service life, IC Bus continues to take the burden of 2010 compliance off our customer.
Regards,John McKinney
President
IC Bus
Our Minnesota and Iowa offices will be closed for the Independence Day holiday on Friday, July 3. We will resume normal operating hours on the 6th.
Have You Heard?
For most bus customers, fuel economy is a big deal. While IC Bus and our parent company, Navistar, Inc., will meet 2010 EPA emissions requirements with an in-cylinder solution known as MaxxForce® Advanced EGR, our competitors continue to shout about the potential fuel economy advantages of their 2010 solution, SCR.
Have you heard our competitors claim that urea fluid-based SCR will yield a 5% – 9% fuel economy advantage over Advanced EGR? In addition to that, I have even heard a “best in class fuel economy” claim. In a world where fuel economy is top of mind and diesel prices always in flux, I think it is critical to keep in mind that these claims have not been proven or tested.
Not proven or tested? That’s right: the SCR claims of fuel economy advantages over MaxxForce Advanced EGR have not been proven or tested.
How do I know this?
Well, since IC Bus is the only bus manufacturer using an Advanced EGR engine for 2010, we would have had to loan our competitors a MaxxForce Advanced EGR engine for testing this claim. Since we did not do that, it seems this claim is completely unsupported.
Plus, based on SAE fuel economy tests, today’s MaxxForce engines already enjoy a fuel economy advantage (by as much as 12.9%) over competitive engines. So competitors have a lot of ground to make up with their coming 2010 engine designs just to get comparable to the fuel economy of today’s MaxxForce engines.
For argument’s sake, let’s imagine SCR buses do have a fuel economy advantage. Bus owners using fluid-based SCR will still have to consider their total cost of operations increase which will include urea fluid purchase (currently at $4/gallon, Diesel Fuel News, 6/15/09), handling, storage, maintenance, as well as driver and service technician training. All of this hassle should be taken into account when considering any potential (and yet unproven) fuel economy advantage.
IC Bus is providing bus customers a 2010 solution that is customer friendly. No hassles. No new driver or service tech training. And with today’s MaxxForce engine already enjoying a proven fuel economy advantage, no fuel economy worries.
Regards,
John McKinney
President
IC Bus
Oak Park, Michigan – June 11, 2009 – Azure Dynamics Corporation (TSX: AZD) – (”Azure”) or (the “Company”), a leading developer of state-of-the-art green technologies that address environmental and cost issues for the commercial transportation industry, today announced an initial order for fifteen Balance(TM) Hybrid Electric shuttle buses from Metro Mobility in Minnesota. Metro Mobility is a public transit service of the Metropolitan Council and provides door-through-door ADA paratransit service in the Minneapolis/St. Paul region. The buses will be delivered in the fourth quarter of 2009.
Jay Sandler, Azure’s Vice President of Sales, commented, “The Metro Mobility buses represent another victory for our channel distribution strategy. By partnering with Hoglund Bus, a commercial vehicle distributor in Monticello, Minnesota, and Turtle Top Bus, a specialty vehicle manufacturer in New Paris, Indiana, we were able to submit a comprehensive bid that ultimately earned the Metro Mobility contract. In turn, the buses we provide Metro Mobility will help the organization lower its operating costs, substantially reduce greenhouse emissions and provide reliable transportation for residents in the Twin Cities region.”
The purchase of Azure’s hybrid drive train is a result of the Twin Cities Metropolitan Council’s stated goal to increase usage of green technologies in the region. The contract covering this order remains open should other Minnesota entities desire to add Azure products to their portfolios.
“Earning the Metro Mobility business represents a great first step for our partnership with Azure and Turtle Top,” said Scott Gretsch, Commercial Vehicle Sales at Hoglund Bus. “Increasingly, our customers are expressing interest in hybrid transportation solutions that are environmentally friendly and cost effective. We’re thrilled to support Metro Mobility in its important mission of providing transportation services to area residents.”
The Azure Balance(TM) Hybrid Electric system specified by Metro Mobility has unique attributes like engine-off at idle and at below 20 miles per hour, while electronically supporting key ancillary functions like air conditioning, power steering and braking. The drive train, with a Ford 5.4L engine, can improve fuel economy substantially, while reducing carbon emissions by up to 30% in city conditions. The hybrid drive train also offers a significant reduction in maintenance costs versus conventionally equipped competitors.
About Azure Dynamics
Azure Dynamics Corporation (TSX: AZD) is a world leader in the development and production of hybrid electric and electric components and powertrain systems for commercial vehicles. Azure is strategically targeting the commercial delivery vehicle and shuttle bus markets and is currently working internationally with various partners and customers. The Company is committed to providing customers and partners with innovative, cost-efficient, and environmentally-friendly energy management solutions. For more information please visit www.azuredynamics.com.
From Truckers News, June 2009
A letter to the editor from Rob Williams, Gresham, Ore.
I’m a veteran of more than 50 years in the trucking business, with 40 of those years spent as an owner-operator. Since I retired about two years ago, I have been testing the new 2010 Detroit Diesel with this “diesel fluid” tank, as you call it. We call it urea.
Though it is not classified as a hazardous material by the DOT and your source, Mr. Jim Spooner of Colonial Chemicals in New Jersey, says it is safe and inexpensive, you do a disservice to us all by not getting the facts right and taking one source as your proof.
The Material Safety Data Sheet provides the following guidelines for what to do if you come into contact with urea: Move to fresh air if inhaled and provide artificial respiration if needed; wash skin with soap and water, and if there is a rash contact physician right away; flush eyes immediately with water for 15 minutes. If it catches fire, it will burn a strong ammonia smell (carbon dioxide or carbon monoxide) — avoid breathing the fumes. Wear personal protective equipment, wear safety glasses and rubber gloves and use in a well-ventilated area. Toxic inhalation may cause respiratory tract problems, and it can be irritating to the eyes.
I personally had some of this stuff blow out of the plastic tank and onto the hot muffler, and the smell was so bad I began to stop breathing. I had to get out of the truck immediately the odor of ammonia was so strong. When filling the urea tanks if they spill over it must be cleaned up immediately or fluffy white foamy residue will form on the tanks, and you must wear safety glasses, rubber gloves and clothing protection when you fill up these tanks. I know; I have been doing this for two years, and it is not as safe as you want truckers to believe. So with all due respect, get your facts straight and retract what you said in Truckers News, or at least check it out and print a follow-up.
I will be looking for it. Many truckers are going to get sick, hurt or maybe even die if they are not trained on how to use this product. I am trained, and it’s not as easy as you try to make it out to be. It can be very dangerous even though DOT has not classified it as a hazmat product.
Iowa DNR News
Environmental Services Division
Media Contact: Mindy Kralicek, DNR Air Quality Information Specialist, (515) 281-7832
Projects to Reduce Diesel Engine Exhaust Sought for Recovery Grant Funding
Projects to reduce diesel engine exhaust are eligible for Recovery grant funding under a new competitive grant program offered by the Air Quality Bureau of the Department of Natural Resources. Called Reduce Iowa’s Diesel Exhaust (RIDE), applications will be accepted through June 29, 2009. At least $1.49 million will be awarded to projects.
“Although we hope diesel engine owners will reduce air pollution for the public good, there are operational gains to be considered too,” said Mindy Kralicek, grant manager. “For instance, if the eligible vehicle needs a new muffler, installing a diesel oxidation catalyst solves that problem and will also reduce carbon monoxide, hydrocarbon emissions and fine particle pollution. Idling reduction technologies save fuel as well as cut exhaust.”
Any unit of Iowa state or local government, public or private group or business owner that owns eligible diesel engines is eligible to apply. Entities that organize a sub-grant program for owners of eligible diesel engines are also eligible. Targeted diesel engines are older models of buses; heavy-duty and medium-duty trucks; locomotives, boats and barges, and off-road equipment for agriculture, mining, and construction purposes or for the generation of energy. Complete guidelines and application forms are available at http://www.iowacleanair.com/.
The amount of diesel emissions that will be reduced for the money spent is the criterion that will carry the most weight in evaluating projects. Usually, the older the engine, the greater reduction of exhaust can be achieved with the selected strategy. Consideration will also be given to projects that reduce exhaust in areas of concern for fine particle pollution and air toxics, in densely populated areas, and where there is a disproportionate concentration of air pollution from diesel fleets such as rail yards or distribution centers. Projects that contain monetary or in-kind matches are strongly encouraged, although that is not required.
Diesel exhaust contains fine particles, nearly 40 air toxics, and greenhouse gases. When inhaled, the toxics and microscopic particles go deep into the lungs and enter the bloodstream. Particles accumulate in the lungs over time and stop oxygen transfer to the blood. Asthma, bronchitis, difficulty breathing, even cancer and premature deaths can be attributed to unsafe levels of exposure to diesel exhaust.
Federal standards reduce emissions from diesel engines by up to 90 percent for heavy duty vehicles made in 2007 or later. However older, dependable but dirtier diesel engines will continue to give off dangerous exhaust unless individuals and organizations alter them voluntarily.
Funding for the RIDE program was received under the American Recovery and Reinvestment Act of 2009 which promotes the preservation and/or creation of jobs and economic recovery.
From Legislative Report
The legislature also agreed to most provisions in the school bus techincal corrections bill. These changes can be found in HF2 (Chapter 96). The bill makes chagnes to the way multifunction school activity buses are regulated and classifies them as school buses under state law. The bill changes the weight limits for a type A-1 school bus from the current 10,000 GVWR limit up to 14,500 GVWR and type A-II starting at 14,500 GVWR up to 21,500 GVWR. Under the new law, type A-1 school buses and multifunction school activity buses will be defined as designed to transport 15 or fewer passengers including the driver and have a gross vehicle weight rating of 14,500 pounds or less.
The bill also clarifies the tailpipe issue of concern to school bus manufactures by allowing rear or left side of the bus exit. Tailpipes exit location on all type A-1 or B-1 buses must be in accordance with the manufacture’s standards. These provisions apply to buses manufactured from December 31, 2007 through January 1, 2012.
SUBJECT: Maker of liquid urea warns of consequences of improper storing or handling
We have been advising our customers that as they consider EGR versus SCR as an emissions strategy for 2010, they should be aware of the many challenges that the liquid urea used in SCR will impose on them.
A new white paper – distributed by the urea industry itself – confirms these challenges.
The attached paper, called “Successful Urea/Diesel Exhaust Fluid Handling, Storage and Dispensing,” was sponsored by a leading maker of liquid urea, a leading distributor and a leading maker of dispensing pumps.
The paper points out the very exacting standards that will be necessary in storing and handling liquid urea, in order to avoid malfunctions and equipment problems.
Here are just some of the white paper’s warnings (italics added):
• “Storage temperatures higher than 86° F will detrimentally affect urea concentration and below 12° F, DEF will begin to crystallize. Both of these circumstances could render the product out of specification and unfit for sale.” (page 7)
• “Product impurities can detrimentally affect the after-treatment systems’ performance and void vehicle warranty guarantees due to premature catalyst deactivation and/or fouling of prefilters and injector nozzles.” (page 5)
• “Injectors are very sensitive, making purity extremely important, as any un-dissolved material may clog filters or injectors. Additionally, dissolved material can result in premature SCR catalyst failure.” (page 6)
• “Premature failure will activate the on-board vehicle diagnostics systems, dramatically reducing vehicle performance.” (page 6)
As you consider which technology will best meet your 2010 needs — Advanced EGR, or liquid urea-based SCR – you need to be aware of all the problems and challenges posed by liquid urea.
Regards,
Mark Johnson
Marketing Communications Manager
Navistar, Inc.
Click on the following to download the White Paper. UREA_HANDLING_White_Paper_060909
The Minnesota Pollution Control Agency is now requesting proposals for grant awards to private and public diesel fleet owners in the state of Minnesota for clean diesel projects. Grant application materials and contact information is available at http://www.pca.state.mn.us/air/cleandiesel-grants.html.
