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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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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


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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


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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


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DEMONSTRATION

Fuel Consumption versus Departure Time

December 5, 2000


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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


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

Interstate-80

Cheyenne

to Omaha

December 5, 2000


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

Interstate-80

Cheyenne

to Omaha

December 5, 2000


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MM5 Analysis 05 Apr 99/0600Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000


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MM5 Forecast 05 Apr 99/1200Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000


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MM5 Forecast 05 Apr 99/1800Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000


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MM5 Forecast 06 Apr 99/0000Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000


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MM5 Forecast 06 Apr 99/0600Z

Cheyenne

to

Omaha

Truck Vector

67 MPH

MM5

Grid Line

December 5, 2000


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

Cheyenne to Omaha

At Indicated Time Time-Phased with Drive Model

[Truck Departs at Indicated Time]

December 5, 2000


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

Cheyenne to Omaha

At Indicated Time Time-Phased with Drive Model

[Truck Departs at Indicated Time]

December 5, 2000


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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


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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



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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


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Potential Fuel Savings - Complete Study Required

  • Midwest/Great Plains Interstate Highway Routes

December 5, 2000


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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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