Trucking Efficiency – Anti Idling Technology Overview
Introduction
The North American Council for Freight Efficiency (www.nacfe.org) is nonprofit organization
dedicated to doubling the freight efficiency of NA goods movement. NACFE operates as a
nonprofit in order to provide an independent, unbiased research organization for the
transformation of the transportation industry. Data is critical and NACFE is proving to help
the industry with real world information for fleets and manufacturers to take action. The
Carbon War Room (www.carbonwarroom.com) attempts to achieve gigaton-scale reductions
of carbon dioxide by catalyzing market-based solutions. More? NACFE and the CWR is
combining their complementary skills to provide information and solutions for the trucking
industry. The effort, called “Trucking Efficiency” plans to deliver key tools for stakeholders to
make better and faster decisions on technology adoption. The following is a Summary of the
Technologies available to limit the idling of Class 8 tractor trailers in North America. The team
is planning to conduct a much deeper Confidence Report in the next months on this subject.
Summary Statement
High fuel costs and increasing governmental regulations limiting idling have caused many fleets
to look at ways to cut down on vehicle idling while still maintaining a comfortable cab
environment for their drivers. There are a variety of options for retrofitting vehicles with
technology that provides heating, cooling and auxiliary power. In addition, several truck makers
now offer anti-idling solutions on new vehicles. More recently several companies have begun
offering ways for truckers to plug into power while at truck stops.
Several factors influence the impact of anti-idling technologies and no one technology is the most
effective choice for all situations given the different truck duty cycles, fleet business models and
geographic climates in which their trucks operate. Each technology needs to be measured against
the fleet’s needs, performance costs and additional weight of the solution.
Idle reduction can lead to a 5% to 9% reduction in fuel consumption.
Technical Summary
Fleets are using a wide variety of options to combat idling. Below is a summary of the current
options.
Automatic shut down/start up systems: These electric-powered systems not only turn off the
main truck engine while the vehicle is idling, but they can restart it when necessary. They work
by monitoring cab and engine temperature. They restart the vehicle’s engine based on a set time
period or temperature along with other parameters like state of battery charge. Cab heating and
cooling is provided when the vehicle’s engine cycles back on. No additional heating or cooling is
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Trucking Efficiency – Anti Idling Technology Overview
provided by the automatic shut down/start up systems. They do not provide additional electric
power for “household” loads. These systems will not lead to big savings in extreme temperatures
and can add to engine wear if the engine cycles off and on rapidly and repeatedly.
Idle Limiters: These systems work by automatically shutting the engine off after the vehicle has
been idling for a predetermined amount of time. They use different types of timer-activation
systems: RPM/engine speed-activated, parking brake/park position-activated and GPSactivated. Fleets can use passive systems to capture idling data to track how drivers are
complying with idle reduction policies. Active monitoring systems are tied to GPS and provide
real-time alerts. Often these systems will only allow the engine to shut down at one prescribed
time, most commonly after five minutes of idling. However, some states and municipalities only
allow trucks to idle for three minutes, so these limiters may not be a viable solution. They provide
no additional heating or cooling, nor additional electric power for “household” loads.
Fuel-fired Heaters: They supply warm air to the cab or bunk. They use a small amount of fuel
and are said to have low emissions because they supply heat directly from a small combustion
flame to a heat exchanger. These are a relatively simple solution if a fleet does not need cooling.
However, cooling options can be added to these systems. They use significantly less fuel than the
primary engine. The cost for a typical fuel-fired heater is $1,200 with an additional several
hundred dollars for installation. They do not provide additional electric power for “household”
loads.
Auxiliary Power Units: These vehicle-mounted portable systems provide power for climate
control and electrical devices in trucks.

Some APUs consist of a small diesel-fired internal combustion engine that powers a
generator to provide heating, cooling and electricity without having to idle the vehicle.
APUs use only 0.1 to 0.3 gallons of fuel per hour compared to a gallon an hour or more for
the truck’s engine.

Other APUs are powered by batteries making them less expensive to run because they are
not burning fuel.

The type of APU selected will depend on the climate the vehicle operates in. Fleets
traveling in hotter climates need to make sure the APU can provide at least 10 hours of
continuous cooling, which might not be possible with a battery-powered APU.

Initial costs of APUs are higher than some other anti-idling solutions, but can be offset by
fuel savings, reduced engine wear and primary engine maintenance costs.

APUs typically weigh between 300 and 600 lbs. and have a power output of 110V, either
inverter-based or generator-powered. Including installation they can cost from $8,500 to
$13,000. Installation can take from five to 24 hours depending on shop expertise and the
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complexity of the APU’s design. The proper location for the unit is based on available space
and that can be a problem with some older vehicles.

Diesel-fired APUs require basic maintenance, and in some areas are subject to emissions
regulations. Battery-powered APUs need little to no maintenance, but wiring and hose
connections should be checked periodically.

Most recently, several manufacturers announced that they have entered into a strategic
partnership to design, develop and manufacture solar-based auxiliary power systems.
Solar charging systems range from 30 watts, for keeping batteries charged, to 6,400-watt
systems for refrigeration applications.
Truck Stop Electrification: These systems provide plug-in power for heating, air conditioning
and electrical needs. Single-system and dual-system options are in use.

In single-system electrification, off-board equipment at the truck stop provides heating,
ventilation, and air conditioning. These systems are contained in a structure above (called
a gantry) or on a pedestal beside the truck parking spaces. A hose from the system is
connected to the truck window and, in some cases, to a computer touch screen that
enables payment.

Dual-system electrification requires both onboard and off-board equipment so trucks can
plug into electrical outlets at the truck stop. To use dual-system electrification, trucks
must be equipped with an inverter to convert 120-volt power, electrical equipment, and
hardware to plug into the electrical outlet. Necessary electrical equipment might include
an electrical HVAC system.

Some truck OEMs now offer on-board shore power compatible electrification modules.

The trucker usually is charged an hourly rate for the service. Prices range from $1.00 to
$2.10 with additional fees for window adapters and cables.

Today approximately 85 locations in 30 states offer electrification solutions.

Truck stop electrification was given a boost by STEP, a project funded by the U.S.
Department of Energy, administered by Cascade Sierra Solutions (CSS). To accelerate the
number of trucks equipped to take full advantage of the electrified parking spaces, CSS
provided more than $10 million in purchase rebates for idle reduction equipment to
vehicle owners who committed to using the STEP network to reduce their fuel
consumption.

One potential growth area for electrification is installing it at dedicated terminal at fleet
locations. This will provide the same service at fleet facilities that has been available at
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truck stop locations, including electrical connections, in-cab heating or cooling, along with
TV and Internet access, without having to idle a truck. In addition to saving fuel wasted on
idling, it is believed that carriers will get long-term savings by extending engine life and
reducing wear and tear on diesel and battery auxiliary power units, including getting
electric recharging for battery systems.

The long-term plan for companies offering electrification is to have electrification at 500
to 1,500 locations around the US with multiple power pedestals at each location. These
systems can also be installed at rest areas, warehouses, truck terminals and other parking
areas.
Idle Management and Proper Training: This simple solution involves educating drivers to shut
off the engine whenever they can. Adding a financial incentive might make drivers shut down
when taking a quick rest stop break, but they can’t be expected to forgo heat or air conditioning
for long periods when they are in the cab.
Other Relevant Technology
Inverter/charger: Many systems incorporate inverter/chargers. The inverter converts DC
power into AC power to provide power for “household” loads. The battery charger converts AC
power into DC power and recharges batteries.
OEM Integrated Solutions
Reduced fuel costs, improved driver comfort and factory installation are touted as advantages of
truck manufacturer anti-idling solutions. Several truck makers offer many of these solutions and
recently announced the introduction of battery-based systems, which they say can save fleets
thousands in fuel costs annually. The systems provide heating and cooling and claim to operate
for up to 10 hours on a single charge.
Some manufacturers are offering factory installed and integrated engine-off heating and cooling
idle management systems. These are battery-based APU with an optional fuel-fired heater. The
integrated system is said to have a small under-bunk footprint. The idle reduction system
features full controls in the sleeper so that once the truck is shut down, the driver can use the
control panel in the sleeper to control temperature. An LCD display provides full system
information and allows the driver to monitor remaining battery power.
Another OEM anti-idling system is said to have a 7,500 Btu/hour cooling capacity and be able to
operate for up to 10 hours on a single charge. It is powered by four, 31-plate, absorbed glass mat
batteries that are electrically managed from the vehicle’s starting battery.
Some truck makers are partnering with other suppliers to offer anti-idling technology on their
vehicles. In some cases manufactures of sleeper trucks offer customers the option of adding an
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electric APU during the spec’ing process. Customers can purchase the APU system directly from
a truck dealer and it will be integrated with the truck. The APU system, running on alternating
current, can create heat and air conditioning without relying on the truck’s starter batteries, and
the truck does not need a separate bunk air heater, an electric block heater or a factory inverter.
According to a 2012 survey by CCJ magazine, 54.7% of survey respondents said their fleet is
spec’ing or purchasing APUs for new vehicles.
Truck makers who are not offering their own integrated solutions are making design changes to
provide space to accommodate aftermarket products.
Existing Fleet Practices
Fleets have been employing a variety of methods to reduce or eliminate idling. Here is a sampling
of some success stories.

In 2011, Boaty’s Produce, a Georgia-based fleet with 116 refrigerated trailers, had more
than half of its fleet equipped with APUs. The fleet reduced its idle time to less than 5%
annually and says it also noticed a savings in maintenance costs and fuel consumption.
(http://www.fleetequipmentmag.com/Item/92523/employing_idle_reduction_technolo
gies.aspx)

SOS Transportation in Carlton, OR, began supporting shore power in 2003 when it added
the first shore power-ready vehicle to its fleet. In 2011, 75% of the fleet was equipped to
connect
to
shore
power.
(http://www.fleetequipmentmag.com/Item/92523/employing_idle_reduction_technolo
gies.aspx)

Witte Brothers, Troy, MO, is very familiar with the benefits of not idling. At its home base,
the fleet uses 460-volt, three-phase electric plug-ins for its reefer units. The fleet’s vehicles
are equipped with APUs and automatic shut down/start up systems.
(http://refrigeratedtrans.com/carriersshippers/witte_brothers_pursues_more_anti_idling_connections_0308/index.html)

E&E Farm and Trucking uses an all-electric battery-based APU system while transporting
lumber and building supplies within Texas. The owner-operator says he saves between
$30 and $40 a day by not idling at night. (http://read.dmtmag.com/i/85450)

The most recent study of use of idle reduction technology (2006) found that direct-fired
heaters were used by 32% of survey respondents, battery-powered air conditioners were
used by 24% of respondents and auxiliary power units were used by 12% of respondents.
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Economics
The Environmental Protection Agency says a typical commercial vehicle wastes half a gallon to a
gallon of diesel fuel for every hour it idles. Idling for two hours a day wastes more than $1,040
per year per truck if diesel fuel is $4 a gallon. Depending on the idle-reduction technology, the
fleet can see a payback in fuel savings in as little as six months. EPA studies show that truck idling
uses more than 1 billion gallons of diesel fuel annually, and idling emits more than 11 million
tons of carbon dioxide, more than 180,000 tons of nitrogen oxides annually and particulate
matter as well.
Government/Regulatory Issues
While there are no federal regulations governing idling, states and even municipalities have
promulgated their own anti-idling ordinances. Federal policies seem to be focused on research
and development of new anti-idling technology rather than on regulation.

Thirty-one states currently have some sort of existing regulations pertaining to idling.
These regulations vary widely with allowable idle times ranging from 3 minutes to 20
minutes, and penalties ranging from fines of $30 to $10,000, and can include
imprisonment in some areas.

Twenty-nine states have laws allowing a 400-pound exemption for APUs, while 15 states
do so by enforcement policy rather than state law, according to a recent issue of the
federal National Idling Reduction Network News.

Several states are looking into expanding the weight exemption for APUs. Missouri is
looking at a hike to 800 pounds and New Hampshire to 550 pounds. The 2012 federal
surface transportation reauthorization law allows states to approve a hike in the weight
exempted for the units to be upped to 550 pounds after Oct. 1, 2012 without impacting
state highway funding eligibility. Other states considering weight exemption measures are
California, Hawaii, Kentucky, North Carolina, Rhode Island, Tennessee and the District of
Columbia.
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Please consider sponsoring the Confidence Report on Anti Idling devices.
Project sponsorship is needed to complete the confidence report. Sponsorships are available as
shown below. Contact either Mike Roeth, NACFE Executive Director at mike.roeth@nacfe.org or
Ann Davlin, CWR Director, Development at adavlin@cabonwarroom.com.
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Appendix 1: System Analysis
Each anti-idling solution has its pros and cons and there is no one-size fits all solution that is best
for all fleets. Here is a synopsis of each technology with a look at some of the pros and cons.
Automatic shut down/start up systems: Require no additional fuel. Not appropriate for
vehicles that operate in extreme conditions. The on/off duty cycle may disturb a driver’s sleep.
Idle Limiters: No driver involvement. System operates automatically. Concern that may be able
to set to shut down parameters set by some states or municipalities. For example, some units can
only be set for 5 minutes whereas some areas only allow 3 minutes of idling.
Fuel-fired Heaters: Relatively inexpensive when compared to APUs. Simple systems. Do not
provide cooling. Require fuel to operate. Weigh less than a typical APU. Best suited for northern
climates and day cabs.
Battery Powered APUs: Few components to breakdown. Minimal maintenance. Typical run
time is 8 hours. Good ROI. Potential placement issues if installed in the aftermarket. May not have
high enough Btu rating when compared to diesel powered APUs. May not offer enough
performance in extreme ambient temperatures. Batteries need to be recharged. Provides heating,
cooling and power for “household” items.
Diesel APUs: Need fuel to operate. Regular maintenance required. Contains components like
belts that need to be repaired or replaced. Require DPF. May be subject to emissions
requirements in some areas. Good ROI. Can operate in all conditions. Same space issues as
battery-powered APUs. Provides heating, cooling and power for “household” items.
Truck Stop Electrification: Provides heating, cooling and power for “household” items.
Operates in all temperature conditions. May require additional equipment to connect to. Limited
availability.
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Appendix 2: Manufacturers List
Automatic shut down/start up systems:
Temp-A Start (http://www.temp-a-start.com/)
Idle Limiters:
Flight Systems (http://www.flightsystems.com/)
Hewitt Industries (http://www.hewittindustries.com/)
MurCal (http://www.murcal.com/)
Fuel-Fired Heaters:
Automatic Climate Control (http://www.automaticclimatecontrol.com/)
Espar Heating Systems (http://www.espar.com/)
Webasto (http://www.webasto.us/home/en/html/homepage.html)
Battery-Powered Auxiliary Power Units:
Bergstrom (http://www.bergstrominc.com/)
Crosspoint Solutions (http://www.crosspoint.cummins.com/)
Dometic (http://www.dometic.com/enus/Americas/USA/Start/?ref=startFlash)
Idle Free Systems (http://idlefreesystems.com/)
Thermo King (http://www.thermoking.com/)
Diesel-Powered Auxiliary Power Units:
Auxiliary Power Dynamics (Willis) (http://www.willisapu.com/)
Carrier Transicold (http://www.transicold.carrier.com)
Centramatic (http://centramatic.com/Page.aspx?page=APU/HVAC)
GenPac (http://www.genpac.net/)
Hodyon (http://www.hodyon.com)
Kohler Power (http://www.kohlerpower.com)
Pony Pack (http://www.ponypack.com/)
Rig Master (http://www.rigmasterpower.com/)
Thermo King (http://www.thermoking.com/)
Tridako (Power Cube) (http://www.tridako.com/)
Webasto (http://www.webasto.us/home/en/html/homepage.html)
Truck Stop Electrification:
Idle Air (http://www.idleair.com/)
Shorepower Technologies (http://www.shorepower.com/)
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