TRUCKING EFFICIENCY CONFIDENCE REPORT: Trailer Aerodynamics Executive .
TRUCKING EFFICIENCYCONFIDENCE REPORT:Trailer Aerodynamics Executive SummaryThe fuel costs faced by the tractor-trailer industry have been swiftly andsteadily rising over the past decade. In 2014 diesel fuel costs were 0.58per mile, costing the industry as much per annum as the costs of drivers’wages and benefits combined. Despite recent fuel cost decreases, allindications are that fuel price volatility will continue, forcing the industry tofind solutions that increase its fuel efficiency in order to stay profitable.MethodologyThis report’s conclusionswere generated through deskresearch, conversations at avariety of trucking industry eventsaround the country, and a seriesFortunately, myriad technologiesovercome those barriers and facilitateof structured interviews withthat can cost-effectively improve thethe industry’s trust in and adoptionfleets, truck and trailer OEMs, andfuel efficiency of Class 8 trucks areof the most promising fuel efficiencymany of the trailer aerodynamicreadily available on the market today.technologies, the North Americanmanufacturers active in the NorthUnfortunately, multiple barriers haveCouncil for Freight Efficiency (NACFE)American market today.stymied industry adoption of suchpartnered with Carbon War Roomtechnologies, including a lack of data(CWR) to form Trucking Efficiency.about the true performance gainsThe work of Trucking Efficiencythese technologies offer, and a lack ofhas begun by producing a series ofconfidence in the performance testingConfidence Reports, of which thisFUEL SAVINGS ANDOTHER BENEFITS OFTRAILER AERODYNAMICSdata that does publicly exist today. Toreport on technologies to improveTrailer aerodynamic devices help tothe aerodynamics of trailers is theincrease fuel efficiency by loweringair resistance so that it takes less fueleleventh.“FLEETS HAVEMOVED FROM ASKINGWHY THEY NEEDAERODYNAMIC DEVICESON THEIR TRAILERS TODETERMINING WHENAND HOW THEY WILLADD THEM.”Mike Roeth, Operation Lead,Trucking Efficiencyto move down the road as speedThe goals of this ConfidenceReport are: (a) to give theindustry a foundationalunderstanding ofincreases. The per-vehicle fueleconomy benefit of trailer aerodynamicdevices can be high, ranging from 1%to over 10%, depending on the devicestrailer aerodynamicchosen. Given these potential savings,devices, (b) totrailer aerodynamic devices areprovide an unbiasedexcellent technologies for significantlyreview of availableincreasing fuel efficiency. However, it istrailer aerodynamicquite a large technology set, and theytechnologies on thecan be complicated to adopt.market today, and (c)to increase investmentinto cost-saving traileraerodynamic technologies.Trailer aerodynamic devices can alsoimprove stability and rollover, splashand spray, and driver fatigue.TRUCKING EFFICIENCY CONFIDENCE REPORT: TRAILER AERODYNAMICS 1
EXECUTIVE SUMMARYAREAS OF OPPORTUNITYREARGAPUNDERBODYCHALLENGES OF TRAILERAERODYNAMICSThe main challenge preventingmore devices onto three key areaswidespread adoption is the perceivedof the trailer: the underbody, the rear,The challenges of integrating trailercomplication of improving trailerand the gap.aerodynamic technologies into fleetaerodynamics. The physics involvedoperations include:in testing trailer aerodynamic deviceThis Confidence Report details devicesperformance can be complex, andfor improving the aerodynamics of these Added weightthere are multiple ways of measuringthree key areas, as well as more novel Complicated and difficult-to-and evaluating performance (describedoptions, such as vortex generators,compare methods for testing devicein the Determining Efficiencywheel covers, and mud flaps.performanceConfidence Report available at www. Confusion between precision andTruckingEfficiency.org). Additionally,Underbody: For the underbody,accuracy, and the difficulty of obtainingfleets will see the greatest benefittrailer skirts are the most popularaccuracy in aerodynamics testingfrom adopting multiple aerodynamicdevices for addressing drag. All Variance among aerodynamic devicedevices, but as the net benefits fromtrailer underbody skirts serve to····manufacturer informationthe package of devices do not simplyextend the trailer side walls much· The need to optimize tractor/equal the sum of each individualcloser to the ground, preventing windtrailer ratiosdevice, it’s difficult for fleets tofrom ducking in under the trailer and· Questions of device reliability and/orprioritize investment decisions and feelrunning into the non-aerodynamicdurabilityconfident in their paybacks.trailer bogie. Trailer skirts offer 1%to more than 5% fuel savings versuson the market do add some weightTRAILER AERODYNAMICTECHNOLOGIESto the vehicle, weight’s impact on fuelObviously all vehicles are concernedRear: Devices to mount at the rear ofeconomy is just 0.5–0.6% per 1,000with fuel economy and freighttrailers are generally called boat tails orlbs. of added weight. Even the mostefficiency, but to date the focustrailer wake devices. They modify theaggressive aerodynamic fairingsof aerodynamic trailer technologyair flow as it leaves the trailing edge offor trailers add less than 2,000 lbs.development (and of rulemaking)the side and top surfaces of the trailer.today, so the maximum mile-per-has almost exclusively been on vanThe goal in all rear trailer devices isgallon reduction due to the weight oftrailers. Van trailers are the mostto reduce the wake field followingaerodynamic fairings would be lesscommon trailer type, travel the mostthe trailer, which can affect air somethan 1.2%—much less so than the 9% miles, are “large boxes” with wheels,distance from the back of the trailer.mpg gain offered by advanced trailerand are most easily adapted toTrailer tails are the most commonaerodynamic systems in on-highwayaerodynamic improvement. Reducingdevice in use to improve aerodynamicshauls for typical van trailers.the aerodynamic drag of a basic vanat the rear of the vehicle, but havetrailer comes down to adding one ordeploy and retract challenges.While the devices currently availablenon-skirted trailers.TRUCKING EFFICIENCY CONFIDENCE REPORT: TRAILER AERODYNAMICS 2
EXECUTIVE SUMMARYFIGURE ES1: TECH ADOPTION - TRAILER AERODYNAMICS100%Specified weight reduction on trailers90%Use of doubles or triples trailers80%Remove or relocate any trailer drag parts?70%Trailer undertray or bogie fairing60%Vortex generators50%40%30%Vented mudflaps - trailerTraier skirtsTrailer nose conesNarrow mudflap widthWheel covers - trailersBoat 52004200320NACFEGap: Tractor-to-trailer gap managementof new trailers were being equippedThe most recent NACFE Annual-Fleet-devices are relevant for a subset ofwith trailer aerodynamic devices.Fuel-Study found that since 2008 orthe industry, in large part due to theFeedback from trailer and component2009, fleets began ramping up theirevolution of the current aerodynamicsmanufacturers gives evidence ofinvestment into trailer aerodynamics,of many tractors. Highly aerodynamica robust market for aerodynamicmost notably trailer skirts, as shown intractors have largely reduced thetechnologies for both new andFigure ES1.importance of trailer aerodynamic gapused trailers. In addition, the cost ofdevices. However, many older tractorstrailer aerodynamic technologies—Extensive insights into fleet decisionand daycabs, which require a higherparticularly side skirts—has decreasedmaking on trailer technologies weretractor-to-trailer gap for maneuverability,significantly in recent years, duerecently assembled through a fleetwould still benefit from trailer devicesto far more market entrants drivingsurvey by Ben Sharpe of ICCT andthat address drag in the gap.cost competition and much higherMike Roeth of NACFE in the Februarydeployment volumes, reducing cost2014 ICCT/NACFE white paper CostsThere is a clear prioritization in theper unit and availability of devicesand Adoption Rates of Fuel-Savingindustry of which areas to address withdirectly from the trailer manufacturers.Technologies for Trailers in the Northaerodynamic devices: the underbody,American On-Road Freight Sector.with skirts today, followed by the rear,CURRENT INDUSTRYTRENDSwith about 5% of trailers equipped withTractor and trailer aerodynamic designtail devices, followed by the gap andconcepts have been around for a verythe other smaller novel ideas.long time. A series of trends over theWhile the desire to save fuel in anwith nearly 30% of trailers equippedThat report provided a summary ofcost and adoption rates shown inTable ES1.last 20 years have moved the industryera of volatile and often high fuelOverall, roughly one-quarter of allfrom asking, “Why should my fleet useprices does motivate the adoption oftrailers on the road in the U.S. havetrailer aero devices?” to “When andtrailer aerodynamic devices by fleets,at least one aerodynamic technologyhow will my fleet implement trailer aeroregulations also play a major role in thisinstalled, and by 2015, in excess of 30%devices?”technology space.TRUCKING EFFICIENCY CONFIDENCE REPORT: TRAILER AERODYNAMICS 3
EXECUTIVE SUMMARYTABLE ES1: SUMMARY OF INTERVIEW RESPONSES ON TRAILER TECHNOLOGY COST AND LEVEL OF ADOPTIONTECHNOLOGYFUEL SAVINGSCOST TO END USERHIGHLOW 1,100 700TYPICALPAYBACK TIMEADOPTION INNEW TRAILERSALES1–2 years40%Side skirts - average3%Side skirts - best7%Boat tails - average3%Boat tails - best5%Gap reducers1–2% 1,000 7002–5 yearsMinimalUnderbody devices2–5% 2,200 1,5002–5 years3%Low rollingresistance dual-sizedtires1–3%Data on costs and payback time inconclusive50%Wide base singletires2–4%Data on costs and payback time inconclusive10%Tire pressuremonitoring systems1% 1,000 7501–2 years10%Automatic tireinflation systems1% 1,000 7001–2 years30% 1 year 1,600 1,0002–3 years3%1–2 yearsnew and improved models over theaerodynamic performance of trailersIn the last half of the 1990s, regulatorylast 20 years, such that the tractoris an excellent option for the industryfocus dramatically increased onside of the industry has achieved,looking to meet regulations and offsettruck engine emission standards,in general, net improvements inother fuel economy losses.including the Environmentalfuel economy over that period. YetProtection Agency’s (EPA) Clean Airboth government and industry haveAct emissions regulations and EPA’srecently realized that tractor efficiencyPERSPECTIVES FORFUTURE SYSTEMSPhase 1 Greenhouse Gas (GHG)improvements alone could only go soTrailer aerodynamic technologiesrules. These rules initially focused onfar toward saving fuel. The EPA veryand strategies are constantlyengines and components, but evolvedrecently proposed requiring trailerand rapidly evolving. The optionsinto vehicle-level standards. In parallelaerodynamics as part of its Phase 2detailed in the report are allwith ever-more-demanding emissionsGHG rulemaking, to come into effectcurrently available on the marketrules came federally-legislatedin 2018. Other regulations, such astoday, and most are mature with areductions in the sulfur content ofthe rules enacted in 2008 by thegood track record of functionality,fuels, as well as the introduction of “noCalifornia EPA Air Resources Board,though they may be more or lessidle” rules in many locations. Nearly allwhich mandated the use of SmartWay-economical depending on theof these requirements have resultedcertified tractors and trailers inspecifics of a fleet’s operations. Inin increased tare weight or otherCalifornia, are likewise drivingthe near-term, new technologieschanges that worsened fuel economy.investment in trailer aerodynamics.and/or regulatory changes thatThe industry should expect the nextopen the door for platooning, longWith respect to tractor aerodynamics,few years to see a continuation ofcombination vehicles, and longerOEMs have continually introducedthis regulatory trend. Improving thetrailers, could significantly improveTRUCKING EFFICIENCY CONFIDENCE REPORT: TRAILER AERODYNAMICS 4
EXECUTIVE SUMMARYTABLE ES2: SUGGESTED ACTIONS ON TRAILER AERODYNAMICSaerodynamics and increase fueleconomy. Other technologies that areunder development but have not yetIF YOU ARE CURRENTLY RUNNINGTHIS TRAILER CONFIGURATION:THIS MIGHT BE YOUR NEXTBEST STEP FOR BETTER TRAILERAERODYNAMICS:Aero tractor with typical dry van trailerAdd trailer skirtsTrailer with side skirtsAdd trailer rear boat tail deviceTrailer with side skirts and manuallydeploying rear boat tailConvert to automatically deployingtrailer rear boat tail device to increasetime in useTrailer with side skirts and rear boattailAdd trailer front nose fairingTrailer with side skirts, rear boat tail,and nose fairingStart investigating other minor areassuch as wheel covers, license plateposition, and vented mud flaps.Day cab tractor without air fairings orcab extendersAdd trailer nose dome to the upperfront portion of the trailerreached market-readiness include:··· Active Flow Control Systems On-Board Aerodynamic Sensing Aero Adaptive Cruise Control andRouting Systems···· Automation Systems Trailer Geometry Morphing Trailer/Tractor Ratio Reduction Dedicated Truck Highways andLanes·· Hybrid Electric Vehicles Combining TechnologiesCONCLUSIONSThis report focuses primarily onsleeper tractors pulling van trailers onhighway in North America. It describescost reduction, and greenhouse gasRECOMMENDATIONSboth individual and combinationsemissions decrease through theThe study team has the followingof technologies and practicesuse of trailer aerodynamic devices.recommendations for those engagedavailable to fleets in pursuit of fuelThe study team found the followingin adopting or providing aerodynamiceconomy improvement, operatingconclusions with respect to fleets,devices:truck and trailer OEMs, manufacturers,and others concerning the adoption·“EVERY TRAILERWILL BENEFIT FROMIMPROVEMENTS INAERODYNAMICS BUT THEREARE NO ONE-SIZE-FITS-ALLSOLUTIONS. THIS REPORTREDUCES THE CONFUSIONAND EXPLAINS THECOMBINATIONS THAT MAKESENSE FOR FLEETS.”Rick Mihelic, Program ManagerNACFEB oth aerodynamic device suppliersand fleet end users need toof trailer aerodynamic devices:have better communication on·T railer aerodynamic devicessave fuel.·performance.·M anufacturers and trailer integratorsD evices have maturedshould increase developmentand will continue toefforts to improve the total cost ofimprove.ownership/payback of the devices.·T here are unique·challenges such asaerodynamic techonologies shouldtrailer-to-tractor ratios,a split incentive inR esearch into advancedcontinue.· Organizations such as SAE, TMC,that trailer ownersEPA, and CARB need to push fordo not always buyimproved aerodynamic assessmentthe fuel for tractors,and correlation to real world conditions.and deployment ofdevices.·Table ES2 suggests actions that shouldP erformance for each fleet isbe considered by fleets to prioritize theirdifficult to determine.adoption of aerodynamic devices.TRUCKING EFFICIENCY CONFIDENCE REPORT: TRAILER AERODYNAMICS 5
EXECUTIVE SUMMARYCONFIDENCE RATINGand moreover Trucking Efficiencysavings are likely quite high, up toFor each of the Confidence Reportshas high confidence in those short10%, for the majority of fleets runningcompleted by Trucking Efficiency,payback times, usually because the53’ dry box trailers. Moreover, manythe various assessed technologiestechnology is more mature and/orregulations are likely to mandateare plotted on a matrix in termshas a more substantial track recordthe adoption of trailer aerodynamicof the expected payback in yearsof results.devices in coming years, so fleetscompared to the confidence thatwhich have not even begun tothe study team has in the availableTrucking Efficiency is highly confidentconsider this opportunity will be wisedata on that technology—that is, notthat all fleets should be consideringto do so in anticipation of mandates.only how quickly fleets should enjoythe aerodynamics of their trailerspayback on their investment but alsoand the adoption of devices that willTrucking Efficiency is always seekinghow certain Trucking Efficiency is inimprove those aerodynamics as ato expand the data or case studiesthe assessment of that payback time.major opportunity to save fuel. Thethat we can provide to the industry.Technologies in the top right of thebest device or package of devices toWe invite you to share your ownmatrix have a short payback, usuallyadopt will depend on a fleet’s uniqueexperiences with trailer aerodynamicthanks to their low upfront cost,duty cycle. But overall, availabletechnologies.FIGURE ES2: CONFIDENCE MATRIX FOR TRAILER AERODYNAMICSSkirts& therUnderDevicesTRUCKING EFFICIENCY CONFIDENCE REPORT: TRAILER AERODYNAMICS 6
EXECUTIVE SUMMARYRBONCATRUCKING EFFICIENCYCARBONWAR ROOMTrucking Efficiency is a joint effort between NACFE and Carbon War RoomCarbon War Room (CWR) was foundedto double the freight efficiency of North American goods movement byin 2009 as a global nonprofit byeliminating barriers associated with information, demand, and supply.Sir Richard Branson and a groupWARROOMof likeminded entrepreneurs. ItWorldwide, heavy-duty freight trucks emit 1.6 gigatons of CO2 emissionsintervenes in markets to accelerateannually—5.5% of society’s total greenhouse gas emissions—due to thethe adoption of business solutions thattrucking sector’s dependence on petroleum-based fuels. With fuel prices stillreduce carbon emissions at gigatoncommanding nearly 40% of the cost of trucking, the adoption of efficiencyscale and advance the low-carbontechnologies by all classes of trucks and fleets offers significant cost savingseconomy. CWR merged with Rockyto the sector while reducing emissions. These technologies are relativelyMountain Institute (RMI) in 2014 andcheap to implement and widely available on the market today.now operates as an RMI business unit.The combined organization engagesTrucking Efficiency provides detailed information on cost-effective efficiencybusinesses, communities, institutions,technologies, including data from across a variety of fleets and best practicesand entrepreneurs to transformfor adoption. This Confidence Report series from Trucking Efficiency aims toglobal energy use to create a clean,serve as a credible and independent source of information on fuel efficiencyprosperous, and secure low-carbontechnologies and their applications.future. The combined organization hasoffices in Basalt and Boulder, Colorado;In order to generate confidence on the performance claims of efficiencyNew York City; Washington, D.C.;technologies, Trucking Efficiency, via these reports, gathers and centralizes theand Beijing.multitude of existing sources of data about the performance results of differentwww.carbonwarroom.comtechnology options when employed in a variety of vehicle models and dutycycles, and makes all of that data openly accessible and more easily comparable.NACFEFurthermore, we assess the credibility of the available data, and provide an industry-NACFEstandardized ranking of confidence in performance results, including ROI andThe North American Councilefficiency gains.for Freight Efficiency workswww.truckingefficiency.orgto drive the development andTrucking Efficiency welcomes outside views and new partners in our efforts to helpenvironmentally-beneficial, and cost-accelerate the uptake of profitable, emission-reducing trucking technologies.effective technologies, services, andadoption of efficiency-enhancing,methodologies in the North Americanfreight industry by establishingand communicating credible andperformance-based benefits.The Council is an effort of fleets,manufacturers, vehicle builders,and other government and nongovernmental organizations comingtogether to improve North Americangoods movement.www.nacfe.orgTRUCKING EFFICIENCY CONFIDENCE REPORT: TRAILER AERODYNAMICS 7
evolution of the current aerodynamics of many tractors. Highly aerodynamic tractors have largely reduced the importance of trailer aerodynamic gap devices. However, many older tractors and daycabs, which require a higher tractor-to-trailer gap for maneuverability, would still benefit from trailer devices that address drag in the gap.
F-150 SHOWN When a trailer is connected via the trailer wiring harness, BLIS sensors in the taillamps extend the area of detection to include the length of the trailer up to 33 ft. for trailer widths of 8.5 ft. or less Trailer information must be stored in the Towing menu for BLIS to be activated when towing a trailer
The American Transportation Research Institute (ATRI) published the first iteration of An Analysis of the Operational Costs of Trucking in 2008 with the goal of providing accurate marginal cost data for the trucking industry. The need for this data in the trucking industry was originally identified by ATRI’s Research Advisory Committee (RAC)
under the umbrella of “trucking” industry. These businesses include fuel stations, repair facilities, broker services, and leasing companies, to name a few. The taxability of trucking and trucking related businesses depends on the activity performed. This guide
TRUCKING INDUSTRY - 2021. Presented to the American Trucking Associations . Prepared by The American Transportation Research Institute . October 2021 . 950 North Glebe Road Arlington, VA 22203 (703)838-1966 . ATRI@trucking.org TruckingResearch.org
For F-250/F-350 SRW models, F-350 trailer weights are shown. F-250 trailer weights are within 100 pounds. Check with your sales consultant. Trailer tongue load weight should be 10-15% of total loaded trailer weight. Make sure vehicle payload (reduced by option weight) will accommodate trailer tongue load weight and
Cable Splicer Trailer.The cable splicer trailer repair of transmission lines. The two chests in- figs. 1-5, 1-6) is a single-purpose trailer designed stalled in the body contain tools and equipment. A 'or use by field personnel in the installation or paulin is provided for the trailer. Figure 1-5. Top view, M716.
3. Click the template you want to use for your trailer. A blue border appears around the template, indicating that it's selected. 4. Click Create. 5. In the Event pop-up menu, choose the event you want to save the trailer to, and type a name for the trailer in the Name field. 6. Click OK. A tabbed interface appears, and the trailer is added to
Astrophysics always offers a large range of M.Phys projects, from technical work in radio and optical astronomy through observational work with the Wetton telescope to numerical simulations, modelling and theory. We always ensure that every C1 student who wishes to do an astrophysics M.Phys. project is catered for. Astrophysics is a very sociable department! C1 students are encouraged to .
