How landfills are decarbonizing commercial transportation

How landfills are helping to decarbonize commercial transportation

Commercial fleets are increasingly moving toward alternative fuels to reduce their greenhouse gas emissions. Renewable natural gas (RNG) has enormous potential to help the transportation industry come closer to carbon neutrality. So, how do landfills play a role in this decarbonization journey?

Turning Landfill Waste into Renewable Natural Gas (RNG)    

How is it possible to obtain fuel from landfills ? It starts with organic waste, such as food scraps stacked and compacted in the landfills. The organic matter buried under other layers of trash then starts to rot without oxygen -- this is when anaerobic bacteria come to play. They break down the organic matter into smaller compounds, including CO2 and methane, and they end up collecting in specific cavities throughout the landfill.

The gas is then recovered and processed. When moisture, CO2, nitrogen and other impurities are removed, the result is nearly pure methane, which is known as Renewable Natural Gas (RNG). It can be used interchangeably with methane obtained from fossil resources and can sometimes be injected into the local natural gas distribution network. Cummins’ natural gas engines, for example, are fully compatible with RNG. 

California's approach offers a compelling example of how turning garbage into fuel can help decarbonize the transportation sector. In 2022, an impressive 97 percent of all on-road fuel used in natural gas vehicles in California was RNG. What are some of the main reasons for this incredibly high number? Supportive state policies and incentives for RNG production, like the Low Carbon Fuel Standards. Local governments’ demand for decarbonization also played a role in RNG’s increased growth.

The Benefits of Using Landfill-derived RNG In Commercial Vehicles 

Converting landfill waste into RNG presents an exciting opportunity to reduce carbon emissions in commercial transportation. In some cases, RNG from landfills can even have a negative carbon impact. Burning and releasing CO2 derived from captured and refined biogas reduces the contribution to global warming more than releasing methane directly into the atmosphere. This is because methane’s world warming potential ⁠— compared to CO2 ⁠⁠— is greater.

Waste management companies have established partnerships to obtain RNG directly from the landfills where they handle waste disposal. This creates a circular economy where waste becomes fuel, powering the trucks that collect and transport it. Besides having lower emissions, the garbage collection company can save money on fuel, and avoid exposure to fluctuations in diesel fuel prices. 

Landfill RNG has also been used to power transit buses. For instance, the city of Hamilton in Ontario, Canada is working to build a green transit fleet with buses powered by RNG derived from landfills. This not only helps reduce carbon emissions but also promotes cleaner air in urban environments. Major businesses including Amazon, UPS and Walmart have also begun to add RNG-powered vehicles to their delivery fleets.

RNG production can result in attractive business models for landfill operators. Not all landfills can accommodate a landfill gas collection system. According to the U.S. Environmental Protection Agency, slightly less than half of the 2,600 U.S. landfills accepting municipal waste could economically collect landfill gas. Of these, about half are currently producing RNG. This means that growing landfill RNG production still has a great deal of potential. As more landfills start harnessing the technology to produce RNG, this could stimulate local economies by creating jobs and reducing waste management costs. 

Cummins' L9N and X15N Natural Gas Engines: Reduced Emissions and Cost Savings

Cummins is at the forefront of decarbonizing the commercial transportation sector with its natural gas engines. The L9N and X15N are designed to leverage the potential of RNG. Utilizing RNG from landfills, these engines can achieve carbon negative emissions and help cut fuel costs. 

The Cummins L9N engine can help fleets dramatically reduce smog-forming nitrogen oxides (NOx) emissions by 90 percent – much lower than the EPA standard. It’s a great choice for buses and refuse trucks, delivering both reliable torque and horsepower while lowering emissions. 

The Cummins X15N offers powerful performance, efficiency and low emissions, making it an ideal fit for heavy-duty applications. In fact, Walmart is now incorporating the X15N in RNG-powered semi-trucks into its regional haul fleet at distribution centers. The X15N is designed to meet stringent EPA and California Air Resources Board (CARB) 2024 regulations while delivering impressive cost savings. Its optimized fuel system and reduced maintenance requirements can lower total cost of ownership. When compared to its predecessor, the ISX12N, the X15N offers significant design improvements. This makes the X15N a more appropriate choice for heavy-duty applications.

Capitalize on Financial Incentives for RNG Fuel Adoption

Through a series of financial incentives and government programs, fleets can capitalize on the benefits of RNG. One of the most substantial incentives comes from the Inflation Reduction Act (IRA) of 2022. The IRA provides significant tax benefits aimed at encouraging the use of cleaner energy sources, including RNG. Most notable is the multi-year extension of the Alternative Fuel Tax Credit (AFTC). This provision allows a $0.50 per gallon tax credit for natural gas used as transportation fuel, reducing operational costs for fleets converting to RNG. 

The IRA is helping businesses invest in alternative fuel refueling equipment with an increased fueling infrastructure credit of $100,000 per qualifying piece. This encourages businesses to deploy RNG-powered vehicles by reducing the cost of RNG refueling infrastructure, ensuring a smoother/easier transition to RNG.

These incentives make RNG a practical and cost-effective solution for decarbonizing commercial vehicle fleets. They align economic benefits with environmental responsibility, making it easier to switch to RNG for fleets.  

Cummins, with our range of natural gas engines designed for RNG, stands ready to support your business in making this transition. Contact your local Cummins sales office today to learn about partnering with us on RNG technology.

Puneet Singh Jhawar

Puneet Singh Jhawar

Puneet Singh Jhawar is the General Manager of the global natural gas business for Cummins Inc. In this role, he is responsible for the product vision, financial management and overall performance of the natural gas business. Over his 14-year career at Cummins, Jhawar has cultivated successful relationships with a number of Cummins’ largest customers. Jhawar has extensive global experience, with roles based in the Middle East, India, Europe and the US.

Cummins Custompaks are being used for water management as Thailand struggles with its water crisis

CustomPak on site

Water crisis

Sixty Cummins Inc. CustomPaks are in service in Thailand as part of a critical water management plan aimed at easing the country’s water crisis – a crisis that has caused enormous economic and social damage and stirred conflict among communities.

Over the past several decades, Thailand has continually faced water problems caused by severe drought. Water reserves in dams and reservoirs are insufficient while water resources are often contaminated with toxins caused by urban communities and the industrial and agricultural sectors.

Severe flooding is a threat, too, at a time when the realities of climate change are hanging over the country.

As a result, the allocation of precious water resources, which must be shared among various stakeholders including new and existing industry, large and small agriculture, and cities and villages has become a flashpoint.

Kittithanapat Engineering Co. (KTP), has been involved in the water management system since 1996, working closely with authorities such as the Royal Irrigation Department, Department of Water Resources, Bangkok Metropolitan Authority and others.

CustomPaks on site

600 hp CustomPaks

To help KTP meet its often urgent requirements, Cummins DKSH (Thailand) has recently supplied 60 Australian-built CustomPaks – 45 powered by Cummins’ X15 engine rated at 600 hp, and 15 powered by the QSL9 rated at 325 hp. These fully self-contained powerpacks are emissions certified to Tier 3.

The CustomPaks are coupled to hydraulically-driven, large-volume submersible water pumps sourced by KTP from US company Moving Water Industries (MWI); KTP is the exclusive distributor in Thailand for these MWI Hydroflo pumps.

Prior to Cummins’ involvement, KTP was using another diesel engine brand but service support wasn’t up to the standard required.

Long-serving KTP engineer Kittisak Thanasoot says Cummins DKSH’s reputation for technical and aftersales support along with the reliability of the Cummins product were a key reason behind KTP’s decision to specify the CustomPaks for the Royal Irrigation Department.

The ability of Cummins DKSH to respond to short delivery times was also important.

“Supplying large quantities of high horsepower diesel engines for emergency situations such as flash flooding can be a challenge for KTP,” says Kittisak Thanasoot.

“Responding to the needs of the government agencies to manage such problems in a timely manner and with least impact on communities, KTP has found the answer in our partnership with Cummins DKSH.”

Power, pride and passion

Parked semi truck

The switch back to Cummins power has been beneficial for iconic New Zealand company Uhlenberg Haulage. It's all about whole-of-life costs.

Uhlenberg Haulage is closing in on 60 years in business, having been founded in 1966 by Mike and Carol Uhlenberg.

Based in Eltham, Taranaki, in New Zealand’s North Island, the operation is today owned and operated by their sons Chris, Daryl and Tony Uhlenberg.

Describing the Uhlenbergs as “old school family truckies”, Daryl talks about the company’s time-honored journey with a definite tone of pride, especially the work of his parents in laying the foundations for what is today an iconic fleet in its own right.

Cummins Inc. made its debut in the Uhlenberg fleet in 1971 with an NH250 powering a second-hand Kenworth K923 used in logging. A second Kenworth, a new W924 with a Cummins NTC335, followed soon after hauling an LPG tanker.

The Uhlenberg operation today comprises 40 prime movers and a variety of trailing gear to cater for the myriad of a jobs the fleet is involved in.

A number of Peterbilts feature in the fleet although Kenworth is now the brand of choice with six new units to be delivered over the next 12 months to cater for business growth.

Cummins’ X15 Euro 5 engine rated at 550 or 600 hp is the preferred power specification, with 18 red engines currently in the fleet.

Uhlenberg family in front of truck

Whole-of-life support

“The switch to Cummins has been a very good experience for us. We have nothing but praise for the Cummins organization,” says Daryl.

“The whole-of-life picture is the key thing for us and we’ve got that nailed with the support we get from Cummins – parts availability, scheduled maintenance, life expectancy and in-frame rebuilds.

“So the red engines turn up, we run them to life, which is 900,000 to 1.2 million kilometers, and then Cummins does an in-frame overhaul in a timely manner. If there’s an issue, parts and support are close by.

“The support we get from Cummins Palmerston North is fantastic, second to none.”

Daryl recently looked under a Kenworth that was in the workshop for a service and was surprised to see no oil leaking from the one-million-kilometer X15. “I remember when I was a fitter we had to wear a raincoat when working under a truck,” he jokes.

Fuel agnostic

Acknowledging that the push to decarbonize is now “very real”, Daryl likes the idea of Cummins’ fuel agnostic concept where one base internal combustion engine, optimized to run on diesel, can also be customized to run on ultra-low and zero-carbon fuels like renewable natural gas and hydrogen.

“My father was a pioneer of linehaul trucking in New Zealand and he always embraced new technology. He was never scared of it,” he says.

“I tend to be a little more cautious but I can see where a 500 hp natural gas or hydrogen engine would work for us in short haul applications,” he admits. “We’re certainly willing to look closely at these alternative fuel technologies when suitable infrastructure is in place.”

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