Page 16 - ATR 4 2013

driving on Natural gas

Two firms try out alternative fuel

by steve brawner

Contributing Writer

An alternative fuel that could one
day replace diesel is making its way
into the market. Thanks to hydrau-
lic fracturing and horizontal drilling
techniques, natural gas can readily
be obtained from thousands of feet
beneath the earth’s surface.
There’s a little science involved with
obtaining the new fuel: natural gas is
extracted from the ground as a vapor
and remains such when it is compressed
(CNG). It is liquefied (LNG) by cool-
ing it cryogenically to -260 degrees
Fahrenheit.
The differences between LNG
and CNG make each more useful in
particular applications. LNG engines
generally are considered a better fit for
long-haul trucking, according to Clean
Energy Fuels’ regional vice president president of safety, fleet maintenance 20,000 pieces of power equipment, is
Matt Feighner, His Company is devel- and facility services, said his company attempting to match each of the two
oping a network of about 100 LNG began experimenting last October with types of fuels to specific duty cycles and
stations nationwide, with some also two Kenworth T660 line haul tractors compare both of them to diesel. Smith’s
providing CNG. LNG can store twice as powered by beta model 11.9-liter LNG LNG trucks have a range of about 800
much energy per volume as CNG, sav- engines. Starting in April, it began run- miles, compared to the 300 miles his
ing space and weight, and while CNG ning two Kenworth T400s with 8.9-liter CNG trucks are traveling. However, he
requires a pipeline, LNG can be trans- CNG engines. FedEx Freight first began said carriers who want to use CNG can
ported by tanker truck. CNG is cheaper, looking at natural gas as a fuel alterna- simply increase fuel storage capacity.
which makes it a good choice for car- tive several years ago, but it couldn’t “You really can’t corner CNG as only
riers with local delivery and regional pull the trigger until the right engines short haul,” he said. “It’s just a matter
routes that return to the shop daily to were available. The 8.9-liter model, for of how you set your vehicles up, whatev-
be refilled. example, can handle city duty cycles but er your company decides to do, and how
Now that you know what the scien- isn’t really sufficient for long-haul driv- much fuel you want to put on board in
tists know, here’s how it can be used to ing. The 11.9-liter engine is big enough, order to get that distance.”
transform the trucking industry. Two but the company is awaiting the devel- As with any carrier contemplating
Arkansas-based carriers – Harrison’s opment of Cummins’ 15-liter model, a natural gas option, the fueling infra-
FedEx Freight and El Dorado’s Frank expected to be in production by 2016, structure was a major consideration.
Thompson Transport – are giving natu- which would be the same size as most FedEx Freight chose the Dallas area
ral gas a try. of FedEx Freight’s current diesel models.
John Smith, FedEx Freight’s vice The company, which has more than 

16 arkansas Trucking reporT | issue 4 2013