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

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 rwright@plansys.com. CONCEPT. Weather/Wind Forecasts

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

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  1. 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 rwright@plansys.com December 5, 2000

  2. 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

  3. 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

  4. DEMONSTRATION Fuel Consumption versus Departure Time December 5, 2000

  5. 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

  6. NOAA NWS Daily Weather Map, 05 April 1999/1200Z Interstate-80 Cheyenne to Omaha December 5, 2000

  7. NOAA NWS Daily Weather Map, 06 April 1999/1200Z Interstate-80 Cheyenne to Omaha December 5, 2000

  8. MM5 Analysis 05 Apr 99/0600Z Cheyenne to Omaha Truck Vector 67 MPH MM5 Grid Line December 5, 2000

  9. MM5 Forecast 05 Apr 99/1200Z Cheyenne to Omaha Truck Vector 67 MPH MM5 Grid Line December 5, 2000

  10. MM5 Forecast 05 Apr 99/1800Z Cheyenne to Omaha Truck Vector 67 MPH MM5 Grid Line December 5, 2000

  11. MM5 Forecast 06 Apr 99/0000Z Cheyenne to Omaha Truck Vector 67 MPH MM5 Grid Line December 5, 2000

  12. MM5 Forecast 06 Apr 99/0600Z Cheyenne to Omaha Truck Vector 67 MPH MM5 Grid Line December 5, 2000

  13. Route Segment Head(-)/Tail(+) Winds Cheyenne to Omaha At Indicated Time Time-Phased with Drive Model [Truck Departs at Indicated Time] December 5, 2000

  14. Route Segment Head(-)/Tail(+) Winds Cheyenne to Omaha At Indicated Time Time-Phased with Drive Model [Truck Departs at Indicated Time] December 5, 2000

  15. 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

  16. 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

  17. Total Fuel Consumed versus Departure Time December 5, 2000

  18. 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

  19. Potential Fuel Savings - Complete Study Required • Midwest/Great Plains Interstate Highway Routes December 5, 2000

  20. 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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