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Heavy Truck Fuel Savings through the application of Surface Wind Forecasts Case Study/Demonstration Robert Wright Planning Systems Incorporated

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Heavy Truck Fuel Savings through the application of Surface Wind Forecasts Case Study/Demonstration Robert Wright Planning Systems Incorporated 7923 Jones Branch Drive McLean, Virginia 22102-3304 (703) 734-3446 [email protected] CONCEPT. Weather/Wind Forecasts

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slide1

Heavy Truck Fuel Savings

through the application of

Surface Wind Forecasts

Case Study/Demonstration

Robert Wright

Planning Systems Incorporated

7923 Jones Branch Drive

McLean, Virginia 22102-3304

(703) 734-3446

[email protected]

December 5, 2000

slide2

CONCEPT

  • Weather/WindForecasts
  • - Applied Successfully for Military Aircraft & Ship Operations
  • -- e.g., Optimum Path Aircraft Routing System (Air Transportation)
  • -- e.g., Optimum Track Ship Routing (Sea Transportation)
  • - Forecast Wind Fields Impact Routes/Scheduling -- Optimize for:
  • Minimum Fuel
  • Similar Application for Land Transportation
  • Commercial Heavy Trucking Operations - Long Haul
  • - Determine Optimum (Minimum Fuel) Schedule/Route Based On :
  • Route Forecast Surface Winds (head/tail and cross)
  • Truck Highway Speed
  • Aerodynamic Drag (truck /trailer type and configuration )

December 5, 2000

slide3

CONCEPT

  • Application when Forecast Surface Winds:
  • - Strong(significant impact on fuel consumption)
  • - Change in Time (significant change in fuel consumption)
  • - Verify (reliable prediction of fuel consumption change)
  • Long HaulTrucking Operations:
  • Flexibility = Fuel Savings
  • - Departure Scheduling:
  • -- Take Advantage of Periods of Predicted Minimum Fuel Consumption
  • -- Avoid Periods of Predicted Maximum Fuel Consumption
  • - Route Selection:
  • -- Take Advantage of Routes with Predicted Minimum Fuel Consumption
  • -- Avoid Routes with Predicted Maximum Fuel Consumption
  • -- Applicable for Longer, Cross-Country Routes; use Longer Lead-Time Forecasts

December 5, 2000

slide4

DEMONSTRATION

Fuel Consumption versus Departure Time

December 5, 2000

slide5

DEMONSTRATION

Fuel Consumption versus Departure Time

  • Representative Drive Model
  • - Average Highway Speed: 67 MPH
  • - Total Time: 10 Hours
  • -- 4 Drive Segments:
  • 2 Hours (134.1 Miles)
  • 1 Hour 40 Minutes (111.8 Miles)
  • 2 Hours (134.1 Miles)
  • 1 Hour 40 Minutes (111.8 Miles)
  • -- 3 Intervening Rest Periods
  • 40 Minutes, 1 Hour, 1 Hour
  • Head/Tail Wind Forecast Synchronized
  • with Truck Location/Time
  • - Time-Phased Integration of Drive Model and
  • Forecast Wind Fields

December 5, 2000

slide6

NOAA NWS Daily Weather Map, 05 April 1999/1200Z

Interstate-80

Cheyenne

to Omaha

December 5, 2000

slide7

NOAA NWS Daily Weather Map, 06 April 1999/1200Z

Interstate-80

Cheyenne

to Omaha

December 5, 2000

slide8

MM5 Analysis 05 Apr 99/0600Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000

slide9

MM5 Forecast 05 Apr 99/1200Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000

slide10

MM5 Forecast 05 Apr 99/1800Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000

slide11

MM5 Forecast 06 Apr 99/0000Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000

slide12

MM5 Forecast 06 Apr 99/0600Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000

slide13

Route Segment Head(-)/Tail(+) Winds

Cheyenne to Omaha

At Indicated Time Time-Phased with Drive Model

[Truck Departs at Indicated Time]

December 5, 2000

slide14

Route Segment Head(-)/Tail(+) Winds

Cheyenne to Omaha

At Indicated Time Time-Phased with Drive Model

[Truck Departs at Indicated Time]

December 5, 2000

slide15

Horsepower Contributions

Horsepower Required to Overcome Aerodynamic Drag and Rolling Friction/Accessories

Class 8 Tractor-Trailer: 80,000 Pounds

  • Assumptions:
  • Cross-Wind Does
  • Not Affect:
  • CD
  • Rolling Friction

Courtesy/Permission Professor Fred Browand

University of Southern California, Los Angeles

DOE Heavy Vehicle Aerodynamic Drag Project

from A Multi-Year Program Plan for the Aerodynamic

Design of Heavy Vehicles

December 5, 2000

slide16

Relative Wind Fuel Consumption

Fuel Consumption to Overcome Aerodynamic Drag and Rolling Friction/Accessories

Class 8 Tractor-Trailer; 80,000 Pounds

CD = 0.6 Highway Speed: 67 MPH

December 5, 2000

slide18

Operational Implementation

  • National Centers for Environmental Prediction Model
  • Forecast Surface Wind Fields
  • - NOAAPORT NWS Telecommunication Gateway
  • - Eta, Nested Grid Model, Rapid Update Cycle
  • Compute Fuel Consumption as a Function of Possible:
  • - Truck Types/Configurations, Routes, Departure Times
  • Fuel Consumption & Departure Time
  • - Additional Parameters for Load Optimization/Scheduling Programs
  • - For Dispatcher: Wind Optimization Feature ON or OFF
  • For Independent Truckers/Small Trucking Companies
  • - Internet Web Site
  • - Select Truck Type/Configuration, Route, Average Speed
  • - Display Total Fuel Consumption versus Departure Time

December 5, 2000

slide19

Potential Fuel Savings - Complete Study Required

  • Midwest/Great Plains Interstate Highway Routes

December 5, 2000

slide20

Potential Fuel Savings - Study Design/Parameters

  • Fall-through-Spring Period(s)
  • Surface Wind Analyses [e.g., FSL Hourly, 40-Km Rapid Update Cycle]
  • Model/Adjust Surface Winds to Truck Height
  • Interpolate Surface Winds to Interstate Highway Routes
  • Accurate Fuel Consumption Model: Include Cross-Wind Effects
  • - Rolling Friction & Drag Coefficient
  • Tailor to Long Haul Centrally Dispatched Trucking Operations
  • - Type of Trucks/Configurations (drag coefficients)
  • - Route Traffic Density (typical number of trucks scheduled by route)
  • - Daily Departure Times (typical number of departures by time-of-day)
  • - Scheduling Flexibility (allowable change versus lead-time)
  • Metric: Total Fuel Saved versus Change in Departure Time

December 5, 2000

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