A-Z fuel types in your decarbonization journey

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You may have been reading about alternative fuels on this blog—or elsewhere. We know it can be confusing. So here is a handy glossary to help you remember the difference between diesel, renewable diesel, biodiesel, and other fuels. 

Ammonia in your decarbonization journey

Ammonia is a chemical used industrially on a large scale as a precursor to a variety of nitrogen-containing substances, such as fertilizers and explosives. It also has many other applications, ranging from being used as a glass cleaner, to a reagent used in flue gas scrubbing systems, to being used as a rocket fuel (the X-15, an experimental rocket-power aircraft, which still holds the speed record for a manned aircraft, ran on ammonia).

Ammonia has also seen some historical use as a motor fuel. During World War II, for example, the Belgian regional bus company converted some of its buses to run on ammonia due to the shortage of diesel fuel.

Green ammonia in your decarbonization journey

Almost all ammonia being manufactured today is obtained via a chemical reaction between hydrogen and nitrogen. Since most hydrogen used for this purpose is made from natural gas using a process that releases significant amounts of CO2, manufacturing of ammonia is CO2-intensive. If green hydrogen is used, however, ammonia can be made with no or minimal CO2 emissions. In other words, green ammonia can be made.

This is of interest for industries that are heavy users of ammonia. Fertilizer companies such as Spain’s Fertiberia, for example, are actively pursuing this strategy.

In the transportation sector, green ammonia is seen as an energy carrier that is easier to handle and store than green hydrogen. The shipping industry, in particular, has shown substantial interest in powering large ship engines with ammonia. A recent survey by Lloyd’s register indicates industry participants expect ammonia use in the shipping industry will significantly increase in the next 10 years.

In Japan, where utilities are looking for ways to keep their coal-power plants open, green ammonia is used as a partial substitute for coal in pilot projects. In the long term, supporters see green ammonia as a way to turn existing power plants into zero-emissions facilities by 2050.

Biodiesel in your decarbonization journey

Biodiesel is a renewable low-carbon intensity or carbon-neutral fuel made from fats such as vegetable oil, animal fats or used cooking oil through a chemical process known as transesterification. The oils can also be blended with diesel to reduce well-to-wheels CO2 and other polluting emissions. Blends with varying proportions of biodiesel are available. B20, containing 20% biodiesel, is a common blend which advantageously balances cost and emissions. It can be used in most engines with no modifications. Many Cummins Inc. diesel engines can run on B20, and the company plans to make its new engines compatible with an increasing range of biodiesel blends. Besides motor vehicles, biodiesels are used across a range of industries, from data centers to ships. 

Diesel in your decarbonization journey

Diesel is a fossil fuel obtained from oil. It is relatively cheap, widely available and performs well. Diesel engines are durable, reliable, and can provide all the torque needed for heavy-duty applications. The infrastructure needed to produce, transport and distribute diesel is universally available. Diesel, however, is not without drawbacks. Besides causing greenhouse gas emissions, diesel vehicles release nitrogen oxides, carbon monoxide, soot, and other pollutants. All of these cause air pollution and can be harmful to human health. Regulations on the use of diesel are therefore tightening in countries around the world. Diesel may lose some ground to alternative fuels, but it is not about to go away. Diesel engines have come a long way towards cleaning up their emissions. And while no aftertreatment system can truly scrub CO2 emissions from diesel engines, there are applications where it will make more sense to offset CO2 emissions somewhere else than to seek to directly decarbonize the application. The emission reductions capability of alternative fuels should be evaluated when making a selection.

Renewable diesel in your decarbonization journey

Hydrotreated vegetable oil (HVO) or renewable diesel is made from vegetable fats and oils. It can be used in most diesel engines without modification, across all Cummins standby generator sets and many Cummins engines used for on-highway applications. Used as a drop-in replacement for diesel, it performs equally well. After factoring in the emissions associated with the processing, transportation and distribution, HVO well-to-wheels emissions are about 70% lower than those of diesel. 

The use of HVO is limited by the amount that can be made using existing production plants—about 550 million gallons per year in the United States. Multiple new plants are under construction, which should significantly expand the amount of HVO available and may lead to an increase in adoption. 
There are a range of examples of companies that are successfully using alternative fuels. Companies such as Microsoft, for example, have switched to HVO fuel for their Cummins-supplied generators that provide backup power to its data centers in Des Moines, Iowa (U.S.) and Phoenix, Arizona (U.S.).

Green hydrogen in your decarbonization journey

Green hydrogen, or hydrogen made using renewable energy, may very well be the green energy carrier of the future. Green hydrogen can fuel both fuel cell electric vehicles and vehicles equipped with an internal combustion engine specially modified for hydrogen. Hydrogen will make a lot of sense for heavy-duty commercial applications, which is why Cummins is currently developing a 15-liter and a 6.7-liter hydrogen engine. Cummins’ hydrogen fuel cells are already powering vehicles around the world—from buses and trucks to trains. Besides being manufactured using renewable energy, part of hydrogen’s appeal is that the main waste product of hydrogen combustion or fuel-cells is water, and although hydrogen fueled internal combustion engines will have NOx emissions, they can be reduced to very low levels.

Natural gas in your decarbonization journey

Natural gas has been used as a fuel in vehicles for decades and is the most widely used alternative fuel. It performs as well as diesel in vehicles, and in some cases lowers emissions of greenhouse gases and other pollutants such as NOx and particulate matter. Natural gas is therefore a popular choice for heavy vehicles that operate in urban environments, such as garbage trucks, buses and delivery trucks. 

Natural gas is also widely used in stationary applications. Natural gas, for example, can be used in highly efficient cogeneration systems providing electricity, heat, and, in some cases, cooling. Cummins has supplied equipment for numerous cogeneration systems, such as the system at Clark University, in Massachusetts (U.S.), where Cummins supplied a 2 MW QSV91G gas generator

Renewable natural gas in your decarbonization journey

Renewable natural gas is obtained from biogas, a methane-rich gas resulting from the fermentation of organic waste such as cow manure, sewage sludge or landfill organics. Adequately processed, renewable natural gas is nearly indistinguishable from natural gas. It can be used in any natural gas engine and in many industrial applications, such as power generation, giving up to a 97% reduction in CO₂, compared with diesel. Renewable natural gas is already emerging as a fuel for prime power generation in niche applications near to sources of renewable natural gas. Cummins carried out one such project in Delaware (U.S.) where landfill gas is used to power a combined heat and power (CHP) system to provide industrial customers with clean energy. 

Natural gas and hydrogen blends in your decarbonization journey

Green hydrogen can be blended with natural gas and injected into existing natural gas distribution systems. This automatically reduces the carbon intensity of all natural gas uses served by the pipeline. Using pipeline systems to distribute fuel blends that include hydrogen is not new and, for example, has been practiced for years on the island of Oahu in Hawaii (U.S.). Various pilot schemes plan to replace up to 20% of natural gas by volume content in distribution systems and blending will be widespread in Europe over the next 10 years, with the U.S. not far behind. 

Methanol in your decarbonization journey

Methanol, also known as wood alcohol, is a promising energy carrier derived from hydrogen or from biomass. Unlike hydrogen, methanol is a liquid at ambient temperature, making it easier to store and handle. It can be readily synthetized from hydrogen using well-known industrial processes. Methanol is a versatile fuel that is being used in a variety of applications today including Indy cars and monster trucks. 

Several pilot projects designed to produce methanol from captured CO₂ and green hydrogen are up and running with more to come on-line in the next five years. The development of the process will be linked to the expansion of green hydrogen and CO₂ capture technologies.

When choosing an alternative fuel, it is important to consider the advantages and disadvantages of the alternative fuel and its state of adoption.

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Cummins Inc.

Cummins, a global power technology leader, is a corporation of complementary business segments that design, manufacture, distribute and service a broad portfolio of power solutions. The company’s products range from internal combustion, electric and hybrid integrated power solutions and components including filtration, aftertreatment, turbochargers, fuel systems, controls systems, air handling systems, automated transmissions, electric power generation systems, microgrid controls, batteries, electrolyzers and fuel cell products.

Unpacking CARB’s trucking rules, regulations and legal challenges

Semi truck driving

The state of California has positioned itself as a central figure in a revolutionary shift from a 100-year path of internal combustion engines (ICE) used in commercial transportation. Within a three-year span, the state has adopted the world’s most stringent commercial vehicle regulations: Advanced Clean Trucks (ACT), the Heavy-Duty Engine and Vehicle Omnibus Regulation and Advanced Clean Fleets (ACF). The three rules work together to gradually transition commercial trucks, buses and vans to zero emission vehicles (ZEVs).

The stringent regulations have generated plenty of praise, collaboration, concern and even legal challenges. Turning away from familiar and trusted technology will be anything but easy but the industry is proving it is possible.

Questions around ZEV cost and capability relative to ICE are not taken lightly by Cummins nor other players in one of the nation’s most critical industries.

As with prior emissions legislation, amendments will undoubtedly emerge as collaborative efforts between policymakers and industry continue. That is currently the case with the Omnibus regulation as proposed amendments are under review by the Environmental Protection Agency. Some of the amendments in question focus on diesel engine testing, warranty periods and aftertreatment. 

“Omnibus, the amended version, got resubmitted to EPA and is calling for increased legacy allowances,” explained Tom Swenson, Director of Global Regulatory Affairs.

Emission legislation passed by the California Air Resources Board (CARB) requires a Clean Air Act waiver from the EPA when it proves stricter than federal policy. CARB has been receiving federal waivers for its emissions policies since the 1960s given its ongoing battles with air pollution.

Geographical features such as valleys and mountains appearing throughout the state can hinder air circulation to keep pollutants hanging around.

“The San Joaquin Valley in California, for example, is like a little trap of NOx,” Uma Vajapeyazula, North American Market Strategy Director, described.

Eager to overcome its unique air pollution issues, CARB has kept a close eye on ZEV development. Once board members decided the technology was up to the challenge of replacing ICE trucks up to Class 8, CARB adopted the Advanced Clean Trucks (ACT) rule in June of 2020. To date, it’s the only one of the three ZEV polices that has received an EPA waiver.

 The ACT rule requires that manufacturers who certify chassis or complete vehicles with a gross vehicle weight rating (GVWR) greater than 8,500 lbs. sell zero-emission vehicles (ZEV) at an increasing percentage of their annual California sales starting with the 2024 model year. The annual reporting began with the 2021 model year.

 OEMs struggling to sell ZEVs can buy ZEV credits from other manufacturers to unlock sales of their ICE vehicles. However, there’s concern that funds used to purchase ZEV credits could impact their bottom line.

 “One question is, ‘Will ZEV credit trades happen between competitors?’” Swenson said.

In September 2021, CARB adopted the Heavy-Duty Engine and Vehicle Omnibus Regulation to “drastically cut smog-forming nitrogen oxides (NOx) from conventional heavy-duty engines. The Omnibus Regulation will significantly increase the stringency of NOx emissions standards and will also lengthen the useful life and emissions warranty of heavy-duty diesel engines for use in vehicles with a gross vehicle weight rating (GVWR) greater than 10,000 pounds. The more stringent NOx emission standards begin with the 2024 model year engines and become more stringent with 2027 and subsequent model year engines.”

 Extending warranty coverage will necessarily increase the cost of equipment, Swenson noted.

 Advanced Clean Fleet legislation rolled out next in April 2023. ACF requires fleets to gradually replace acquired ZEVs while allowing them to retain ICE vehicles throughout their useful life. Per CARB, useful life is defined “as the later of either: 1) 13 years, beginning with the model year that the engine in the vehicle and was first certified for use by CARB or United States Environmental Protection Agency (U.S. EPA), or 2) the date that the vehicle exceeds 800,000 vehicle miles traveled or 18 years from the model year that the engine in the vehicle was first certified for use by CARB or U.S. EPA (whichever is earlier).”

ACF compliance challenges

In August, EPA held an ACF waiver hearing that included a full day of testimony, comments were also accepted online. One of the companies to participate was Sundance Stage Lines in San Diego. The charter bus company currently uses diesel-powered custom-built buses with a 1,000-mile range and 20-minute refueling time. It has stated opposition to ACF’s zero-emission mandate.

“As BEVs, range is cut to approximately 200 miles (substantially less in cold weather), at which point the vehicle requires a four-hour charge at a dedicated high-voltage charger before it can proceed another 200 miles,” Sundance Stage Lines writes. “Thus, any group attempting to access an area not serviced by either an airport or a nearby charter operator will be forced to make other arrangements. This will have substantial negative effects both on motorcoach operators and the traveling public.”

Among the concerns expressed, Sundance noted that “four major motorcoach manufacturers offer at least one of their models as battery-electric vehicles (BEVs.) In converting the vehicle to run as a BEV, all of the buses have lost over 70% of luggage space because the volume of batteries needed to give the vehicle a reasonable range requires the batteries and the accessories normally driven by the engine be mounted in the underfloor luggage compartments.”

Sundance also pointed out the high cost of ZEVs versus ICE. In the case of motor coaches, the company contends the price “more than doubles, from $650,000 each to over $1,400,000 per bus - a cost per unit over twice as high as any other electric vehicle.”

In its ACF waiver request submitted last November to EPA, CARB writes that “anticipated developments will likely both reduce the costs and increase the number of commercially available ZEVs, including projected decreased costs of batteries and improvements in battery energy density due to economies of scale and increasing pace of technology development and decreased costs of other ZEV components resulting from the projected increased production of ZEVs.” 

Legal battles persist

At least three lawsuits that have emerged to challenge the enforcement of ACF make it California’s most contentious trucking legislation to date. 

The first complaint was filed in October 2023 by the California Trucking Association in the U.S. District Court for the Eastern District of California. The challenge has resulted in the state holding off full enforcement that was originally slated to go into effect on January 1, 2024. CTA’s 32-page complaint argues that the state needs a waiver from the Environmental Protection Agency prior to enforcing ACF since its policies exceed federal mandates.

In response, California put ACF enforcement on hold for most fleets pending receipt of an EPA waiver. CTA noted on its website that waivers typically take 9-12 months to process. The state has been enforcing ACF for public fleets since applying for the waiver in November

“They’re implementing and enforcing ACF for state [California] and local government fleets,” explained Mari Mantle, Cummins Regulatory Affairs Manager. “It's the high priority, federal and then drayage [fleets] that they're waiting on the waiver for.”

CTA’s complaint also highlights concerns of ZEVs relative to internal combustion. Acquisition costs of ZEVs, according to CTA, are “projected to be 2 to 6 times higher than comparable ICE tractors”; ZEV range “is less than half that of an ICE truck”; additional refueling stops needed for ZEVs will require additional time and infrastructure and thus limit more route options historically utilized by ICE trucks.

In April, American Free Enterprise Chamber of Commerce (AmFree Chamber) and Associated Equipment Distributors (AED) filed suit also challenging California’s ACF regulation.

In May, the Nebraska Trucking Association topped a list of plaintiffs that included seventeen states opposing ACF: Alabama, Arizona, Arkansas, Georgia, Idaho, Indiana, Iowa, Kansas, Louisiana, Missouri, Montana, Nebraska, Oklahoma, South Carolina, Utah, West Virginia and Wyoming. Several of these same states joined a suit last year against the Advanced Clean Trucks rule.

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Tom Quimby

Tom Quimby, On-highway Journalist, has a broad range of experience covering various topics for local and national periodicals. His stories and photos have appeared in The Washington Times and more recently in Commercial Carrier Journal, Overdrive, Hard Working Trucks, Equipment World and Total Landscape Care. Tom has reported on Class 1 – 8 commercial vehicles since 2015. A graduate of the University of Southern California, Tom enjoyed growing up around hot rods, dirt bikes, deserts and beaches near San Diego. He now calls Northwest Florida home.

STEM Project Unites Children in the UK and Uzbekistan

Zoom call with West Park School and the Children's Home

If you ever doubted the ability of young minds to grasp what many adults would consider complex concepts, then you'll be amazed by the achievements of two groups of young children - one in a school in northern England, and the other 4,000 miles away in an orphanage in Uzbekistan.

With the support of Cummins, children ranging from six to twelve years of age have managed to bridge the language, culture, and time divide. They are collaborating with great success on building a basic electric racing car.

The story begins with a visit by Cummins to Rudmash Export Service, which has been representing Cummins in Tashkent, the capital of Uzbekistan, since 2018.

Rudmash has an impressive list of clients in mining, construction, gas, and power generation.

It is also a highly respected supporter of community initiatives, a key focus for Cummins.

During the visit, Amit Kumar, Cummins' Technical Territory Manager for the Commonwealth of Independent States (CIS) region, mentioned the work he was doing with local schools involving the Greenpower Education Trust in the UK.

Amit suggested that Rudmash might consider introducing local children to the fantastic learning opportunity that comes from building an electric car.

The Rudmash executive team loved the idea and reached out to their friends at the local orphanage (Children’s Home 22), about the proposed connection with children from West Park Academy – a primary school near Cummins' manufacturing plant in Darlington, England.

Students at the Children's Home working on the car
The children from Children's Home 22 building the car

Speaking through a translator, Rudmash Sales Manager Mr. Mavlonberdi Akhmedov said there was no hesitation from the orphanage. "Everyone was excited about it," he said. "When we showed them pictures of the car, the children's eyes lit up with interest.

"The only issue we encountered was not being able to involve the older children, but I think Amit has something in his mind for them. It will involve a similar collaboration with a UK school on a larger electric car that they can fit in!"

Over in Darlington, teacher Mr. David Fraser and his group of 9 to 11-year-olds were thrilled at the prospect of working with children from another country.

Students from West Park Academy
The children from West Park Academy

"Before our first session, I showed the children a map of Uzbekistan and explained how the time zones worked," Mr. Fraser said. "Tashkent is four hours ahead of us."

"When they started hearing a different language, they were a little hesitant although still excited. However, towards the end, once they got used to the translation pauses, lots of questions were being asked."

"They adapted very quickly, and every session with the orphanage has become more engaging. The children have greatly benefited from the relationship. It's been a great learning experience."

The car involved in the project is called the Greenpower Goblin G2. It comes as a flat-pack kit including chassis, wheels, steering, disc brakes, a 24V electric motor, and two 12V batteries.

Students at West Park Academy working on the car
The children from West Park Academy building the car

"The project is all about inspiring young children to take an interest in engineering in a fun and innovative way," said Amit Kumar, who earlier this year received special recognition at the North-East England STEM (Science, Technology, Engineering, and Mathematics) Awards for his years of dedication to STEM Education.

"The build introduces children to basic mechanics and electronics and might be the first step on the pathway to a career in engineering or another STEM field.

Mr. Fraser said the children soon started discussing aspects of the car such as frames, brakes, and steering geometry. There was a lively question-and-answer session on different materials that could be used to design and make the car's body. Their last session was about controls and driving.

"There are also other general discussions, as the children are eager to learn more about each other's countries," said Amit, who leads the sessions.

Students at the Children's Home looking at the car drawing
The children from Children's Home 22 talking about a drawing while on a zoom call

Rudmash service engineer Mr. Abdullayev Shakhzod said the children were enjoying the experience of working in teams.

"It's a fantastic new chapter in the history of a place that has a storied past. It was established in 1942 during the Second World War to care for evacuees from all over Eastern Europe. Children of over 40 different nationalities have been cared for by this children's home.

"The home is named Antonina Pavlovna Khlebushkina after the woman who ran it in the early days. She would be so proud of what is happening there today.

"As the summer vacation times differ in the two countries, the West Park school children have already finished building their cars, while the Uzbekistan car is about 40% complete.

"When the children return from their summer camp in September, they will start the rear axle, motor, and electrical components. Then they can take it for a drive," Amit said.

"Just before their summer term ended, the West Park children conducted a demonstration for their new friends in Tashkent. They set up a track and showcased driving the car on it. It was a great success."

Mr. Akhmedov, speaking through a translator, mentioned that the management team at Rudmash was considering how the project could expand beyond the children's home and into schools and youth organizations throughout Uzbekistan.

Mr. Akhmedov praised Cummins for their support of the project. "They have shown great responsibility at every stage and been very proactive, always striving to ensure things are done right.

"This is just the beginning for these children. It's already motivating them to learn more and develop their skills in broader technical applications.

"I would say that this project is not only important for the children's home but also for our city of Tashkent and the Republic of Uzbekistan, as it is nurturing an educational culture that is highly valuable. I can't thank Amit and Cummins enough."

Amit expressed that it's a privilege to help Cummins inspire young people about engineering and science from an early age.

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